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Air traffic control service for controlled flights in control areas.

(AN 2; AN 11; PANS-ATM)

Диспeтчeрскoe oбслуживaниe кoнтрoлируeмых пoлётoв в диспeтчeрских рaйoнaх.

SUBJECT AREA: Electricity, Public utilities

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Brush graduated from the University of Michigan in 1869 and worked for several years as a chemist. Believing that electric arc lighting would be commercially successful if the equipment could be improved, he completed his first dynamo in 1875 and a simplified arc lamp. His original system operated a maximum of four lights, each on a separate circuit, from one dynamo. Brush envisaged a wider market for his product and by 1879 had available on arc lighting system principally intended for street and other outdoor illumination. He designed a dynamo that generated a high voltage and which, with a carbon-pile regulator, provided an almost constant current permitting the use of up to forty lamps on one circuit. He also improved arc lamps by incorporating a slipping-clutch regulating mechanism and automatic means of bringing into use a second set of carbons, thereby doubling the period between replacements.

Brush's multiple electric arc lighting system was first demonstrated in Cleveland and by 1880 had been adopted in a number of American cities, including New York, Boston and Philadelphia. It was also employed in many European towns until incandescent lamps, for which the Brush dynamo was unsuitable, came into use. To market his apparatus, Brush promoted local lighting companies and thereby secured local capital.

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See also: Hammond, Robert

SUBJECT AREA: Paper and printing

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Bi Sheng was a commoner, "a man of unofficial position". The only record of his invention is Shen Gua's writings, the Meng Qi Bi Tan (c.1088), which give a clear and complete description of the making of type, typesetting, printing and distribution of the type after printing. Each character was cut in a piece of clay and then baked hard. The type was placed in an iron frame or forme set on an iron plate coated with a sticky resin, wax and paper ash. Printing a few copies was laborious, but for 100 or 1,000 copies the process was relatively quick. Each character had several types, and the commoner ones had as many as twenty or more. No further information about the type has survived, nor has any book produced in this way. Bi Sheng died soon after his invention was made, and so he was probably unable to pass the details on to an apprentice or follower.

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SUBJECT AREA: Land transport, Railways and locomotives, Steam and internal combustion engines

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Orphaned as a child, Hamilton went to work for Southern Pacific Railroad in his teens, and then worked for several other companies. In his spare time he learned mathematics and physics from a retired professor. In 1911 he joined the White Motor Company, makers of road motor vehicles in Denver, Colorado, where he had gone to recuperate from malaria. He remained there until 1922, apart from an eighteenth-month break for war service.

Upon his return from war service, Hamilton found White selling petrol-engined railbuses with mechanical transmission, based on road vehicles, to railways. He noted that they were not robust enough and that the success of petrol railcars with electric transmission, built by General Electric since 1906, was limited as they were complex to drive and maintain. In 1922 Hamilton formed, and became President of, the Electro- Motive Engineering Corporation (later Electro-Motive Corporation) to design and produce petrol-electric rail cars. Needing an engine larger than those used in road vehicles, yet lighter and faster than marine engines, he approached the Win ton Engine Company to develop a suitable engine; in addition, General Electric provided electric transmission with a simplified control system. Using these components, Hamilton arranged for his petrol-electric railcars to be built by the St Louis Car Company, with the first being completed in 1924. It was the beginning of a highly successful series. Fuel costs were lower than for steam trains and initial costs were kept down by using standardized vehicles instead of designing for individual railways. Maintenance costs were minimized because Electro-Motive kept stocks of spare parts and supplied replacement units when necessary. As more powerful, 800 hp (600 kW) railcars were produced, railways tended to use them to haul trailer vehicles, although that practice reduced the fuel saving. By the end of the decade Electro-Motive needed engines more powerful still and therefore had to use cheap fuel. Diesel engines of the period, such as those that Winton had made for some years, were too heavy in relation to their power, and too slow and sluggish for rail use. Their fuel-injection system was erratic and insufficiently robust and Hamilton concluded that a separate injector was needed for each cylinder.

In 1930 Electro-Motive Corporation and Winton were acquired by General Motors in pursuance of their aim to develop a diesel engine suitable for rail traction, with the use of unit fuel injectors; Hamilton retained his position as President. At this time, industrial depression had combined with road and air competition to undermine railway-passenger business, and Ralph Budd, President of the Chicago, Burlington \& Quincy Railroad, thought that traffic could be recovered by way of high-speed, luxury motor trains; hence the Pioneer Zephyr was built for the Burlington. This comprised a 600 hp (450 kW), lightweight, two-stroke, diesel engine developed by General Motors (model 201 A), with electric transmission, that powered a streamlined train of three articulated coaches. This train demonstrated its powers on 26 May 1934 by running non-stop from Denver to Chicago, a distance of 1,015 miles (1,635 km), in 13 hours and 6 minutes, when the fastest steam schedule was 26 hours. Hamilton and Budd were among those on board the train, and it ushered in an era of high-speed diesel trains in the USA. By then Hamilton, with General Motors backing, was planning to use the lightweight engine to power diesel-electric locomotives. Their layout was derived not from steam locomotives, but from the standard American boxcar. The power plant was mounted within the body and powered the bogies, and driver's cabs were at each end. Two 900 hp (670 kW) engines were mounted in a single car to become an 1,800 hp (l,340 kW) locomotive, which could be operated in multiple by a single driver to form a 3,600 hp (2,680 kW) locomotive. To keep costs down, standard locomotives could be mass-produced rather than needing individual designs for each railway, as with steam locomotives. Two units of this type were completed in 1935 and sent on trial throughout much of the USA. They were able to match steam locomotive performance, with considerable economies: fuel costs alone were halved and there was much less wear on the track. In the same year, Electro-Motive began manufacturing diesel-electrie locomotives at La Grange, Illinois, with design modifications: the driver was placed high up above a projecting nose, which improved visibility and provided protection in the event of collision on unguarded level crossings; six-wheeled bogies were introduced, to reduce axle loading and improve stability. The first production passenger locomotives emerged from La Grange in 1937, and by early 1939 seventy units were in service. Meanwhile, improved engines had been developed and were being made at La Grange, and late in 1939 a prototype, four-unit, 5,400 hp (4,000 kW) diesel-electric locomotive for freight trains was produced and sent out on test from coast to coast; production versions appeared late in 1940. After an interval from 1941 to 1943, when Electro-Motive produced diesel engines for military and naval use, locomotive production resumed in quantity in 1944, and within a few years diesel power replaced steam on most railways in the USA.

Hal Hamilton remained President of Electro-Motive Corporation until 1942, when it became a division of General Motors, of which he became Vice-President.

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SUBJECT AREA: Automotive engineering, Mechanical, pneumatic and hydraulic engineering

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Carl Edvard Johansson was first apprenticed to a shoemaker, but he soon abandoned that career. In 1882 he went to America to join his brother Arvid working at a sawmill in the summer; in winter the brothers obtained further general education at the Gustavus Adolphus College at St Peter, Minnesota. They returned to Sweden in November 1884 and in the following year Carl obtained employment with a small engineering firm which rented a workshop in the government small-arms factory at Eskilstuna. In his spare time he attended the Eskilstuna Technical College and in 1888 he was accepted as an apprentice armourer inspector. After completion of his apprenticeship he was appointed an armourer inspector, and it was in his work of inspection that he realized that the large number of gauges then required could be reduced if several accurate gauges could be used in combination. This was in 1896, and the first set of gauges was made for use in the rifle factory. With these, any dimension between 1 mm and 201 mm could be made up to the nearest 0.01 mm, the gauges having flat polished surfaces that would adhere together by "wringing". Johansson obtained patents for the system from 1901, but it was not until c.1907 that the sets of gauges were marketed generally. Gauges were made in inch units for Britain and America—slightly different as the standards were not then identical. Johansson formed his own company to manufacture the gauges in 1910, but he did not give up his post in the rifle factory until 1914. By the 1920s Johansson gauges were established as the engineering dimensional standards for the whole world; the company also made other precision measuring instruments such as micrometers and extensometers. A new company, C.E.Johansson Inc., was set up in America for manufacture and sales, and the gauges were extensively used in the American automobile industry. Henry Ford took a special interest and Johansson spent several years in a post with the Ford Motor Company in Detroit, Michigan, until he returned to Sweden in 1936.

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SUBJECT AREA: Aerospace

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Auguste Piccard and his twin brother, Jean-Félix, studied together in Zurich and qualified as a physicist and a chemist, respectively. In 1913 they made a sixteen-hour balloon flight together, and in 1915 they joined the balloon section of the Swiss Army. Auguste moved to Brussels as Professor of Applied Physics in 1922 and he carried out research into cosmic radiation. He realized that he needed to ascend into the rarefied air of the stratosphere in order to study these cosmic rays. His target was 16,000 m (52,500 ft), but no one had ever ventured to this height before.

Not surprisingly, Auguste Piccard turned to a balloon for his experiments, and during 1930 he designed a hydrogen balloon with a spherical gondola to house the crew. This gondola was sealed and pressurized with air, just as a modern airliner has a pressurized cabin. With Belgian finance, Piccard was able to build his balloon, and on 27 May 1931 he and his colleague Paul Kipfer reached a height of 15,781 m (51,775 ft). Although this was a world record and created great public interest, Piccard was a scientist rather than a record breaker, and as he needed further information he prepared for another ascent. His new gondola was equipped with radio and improved scientific equipment. On 18 August 1932 it ascended from Zurich and reached a height of 16,201 m (53,152 ft).

Jean-Félix was also interested in high-altitude balloon flights and in 1934, together with his wife, he ascended through a clouded sky and reached 17,550m (57,579ft). Jean- Félix also tested a gondola lifted by ninety-eight small balloons, and he developed frost-resistant windows. Other balloonists followed with record-breaking high-altitude flights, but Auguste Piccard, aided by his son Jacques, turned his attention to exploration of the depths of the ocean.

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