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121 крутой поворот
1. abrupt change2. abrupt turn3. hair pin curveповорот с плохой обзорностью, видимостью — blind curve
4. hair pin turn -
122 Torricelli, Evangelista
SUBJECT AREA: Photography, film and optics[br]b. 15 October 1608 Faenza, Italyd. 25 October 1647 Florence, Italy[br]Italian physicist, inventor of the mercury barometer and discoverer of atmospheric pressure.[br]Torricelli was the eldest child of a textile artisan. Between 1625 and 1626 he attended the Jesuit school at Faenza, where he showed such outstanding aptitude in mathematics and philosophy that his uncle was persuaded to send him to Rome to a school run by Benedetto Castelli, a mathematician and engineer and a former pupil of Galileo Galilei. Between 1630 and 1641, Torricelli was possibly Secretary to Giovanni Ciampoli, Galileo's friend and protector. In 1641 Torricelli wrote a treatise, De motugravium, amplifying Galileo's doctrine on the motion of projectiles, and Galileo accepted him as a pupil. On Galileo's death in 1642, he was appointed as mathematician and philosopher to the court of Grand Duke Ferdinando II of Tuscany. He remained in Florence until his early death in 1647, possibly from typhoid fever. He wrote a great number of mathematical papers on conic sections, the cycloid, the logarithmic curve and other subjects, which made him well known.By 1642 Torricelli was producing good lenses for telescopes; he subsequently improved them, and attained near optical perfection. He also constructed a simple microscope with a small glass sphere as a lens. Galileo had looked at problems of raising water with suction pumps, and also with a siphon in 1630. Torricelli brought up the subject again in 1640 and later produced his most important invention, the barometer. He used mercury to fill a glass tube that was sealed at one end and inverted it. He found that the height of mercury in the tube adjusted itself to a well-defined level of about 76 cm (30 in.), higher than the free surface outside. He realized that this must be due to the pressure of the air on the outside surface and predicted that it would fall with increasing altitude. He thus demonstrated the pressure of the atmosphere and the existence of a vacuum on top of the mercury, publishing his findings in 1644. He later noticed that changes in the height of the mercury were related to changes in the weather.[br]Bibliography1641, De motu gravium.Further ReadingT.I.Williams (ed.), 1969, A Biographical Dictionary of Scientists, London: A. \& C.Black.Chambers Concise Dictionary of Scientists, 1989, Cambridge.A Dictionary of Scientific Biography, 1976, Vol. XIII, New York: C.Scribner's Sons.A.Stowers, 1961–2, "Thomas Newcomen's first steam engine 250 years ago and the initial development of steam power", Transactions of the Newcomen Society 34 (provides an account of his mercury barometer).W.E.Knowles Middleton, 1964, The History of the Barometer, Baltimore.RLHBiographical history of technology > Torricelli, Evangelista
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123 Wallis, Sir Barnes Neville
[br]b. 26 September 1887 Ripley, Derbyshire, Englandd. 30 October 1979 Leatherhead, Surrey, England[br]English aeronautical designer and inventor.[br]Wallis was apprenticed first at Thames Engineering Works, and then, in 1908, at John Samuel White's shipyard at Cowes. In 1913, the Government, spurred on by the accelerating development of the German Zeppelins (see Zeppelin, Ferdinand von), ordered an airship from Vickers; Wallis was invited to join the design team. Thus began his long association with aeronautical design and with Vickers. This airship, and the R80 that followed it, were successfully completed, but the military lost interest in them.In 1924 the Government initiated a programme for the construction of two airships to settle once and for all their viability for long-dis-tance air travel. The R101 was designed by a Government-sponsored team, but the R100 was designed by Wallis working for a subsidiary of Vickers. The R100 took off on 29 July 1930 for a successful round trip to Canada, but the R101 crashed on its first flight on 4 October, killing many of its distinguished passengers. The shock of this disaster brought airship development in Britain to an abrupt end and forced Wallis to direct his attention to aircraft.In aircraft design, Wallis is known for his use of geodesic construction, which combined lightness with strength. It was applied first to the single-engined "Wellesley" and then the twin-en-gined "Wellington" bomber, which first flew in 1936. With successive modifications, it became the workhorse of RAF Bomber Command during the Second World War until the autumn of 1943, when it was replaced by four-engined machines. In other areas, it remained in service until the end of the war and, in all, no fewer than 11,461 were built.Wallis is best known for his work on bomb design, first the bouncing bomb that was used to breach the Möhne and Eder dams in the Ruhr district of Germany in 1943, an exploit immortalized in the film Dambusters. Encouraged by this success, the authorities then allowed Wallis to realize an idea he had long urged, that of heavy, penetration bombs. In the closing stages of the war, Tallboy, of 12,000 lb (5,400 kg), and the 10-ton Grand Slam were used to devastating effect.After the Second World War, Wallis returned to aeronautical design and was given his own department at Vickers to promote his ideas, principally on variable-geometry or swing-wing aircraft. Over the next thirteen years he battled towards the prototype stage of this revolutionary concept. That never came, however; changing conditions and requirements and increasing costs led to the abandonment of the project. Bit-terly disappointed, Wallis continued his researches into high-speed aircraft until his retirement from Vickers (by then the British Aircraft Corporation), in 1971.[br]Principal Honours and DistinctionsKnighted 1968. FRS 1945.Further ReadingJ.Morpurgo, 1972, Barnes Wallis: A Biography, London: Longman (a readable account, rather biased in Wallis's favour).C.J.Heap, 1987, The Papers of Sir Barnes Wallis (1887–1979) in the Science Museum Library, London: Science Museum; with a biographical introd. by L.R.Day.LRDBiographical history of technology > Wallis, Sir Barnes Neville
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124 Zeppelin, Count Ferdinand von
SUBJECT AREA: Aerospace[br]b. 8 July 1838 Konstanz, Germanyd. 8 March 1917 Berlin, Germany[br]German designer of rigid airships, which became known as Zeppelins.[br]Zeppelin served in the German Army and retired with the rank of General in 1890. While in the army, he was impressed by the use of balloons in the American Civil War and during the Siege of Paris. By the time he retired, non-rigid airships were just beginning to make their mark. Zeppelin decided to build an airship with a rigid framework to support the gas bags. Plans were drawn up in 1893 with the assistance of Theodore Kober, an engineer, but the idea was rejected by the authorities. A company was founded in 1898 and construction began. The Luftschiff Zeppelin No. 1 (LZ1) made its first flight on 2 July 1900. Modifications were needed and the second flight took place in October. A reporter called Hugo Eckener covered this and later flights: his comments and suggestions so impressed Zeppelin that Eckener eventually became his partner, publicist, fund-raiser and pilot.The performance of the subsequent Zeppelins gradually improved, but there was limited military interest. In November 1909 a company with the abbreviated name DELAG was founded to operate passenger-carrying Zeppelins. The service was opened by LZ 7 Deutschland in mid-June 1910, and the initial network of Frankfurt, Baden- Baden and Düsseldorf was expanded. Eckener became a very efficient Director of Flight Operations, and by the outbreak of war in 1914 some 35,000 passengers had been carried without any fatalities. During the First World War many Zeppelins were built and they carried out air-raids on Britain. Despite their menacing reputation, they were very vulnerable to attack by fighters. Zeppelin, now in his seventies, turned his attention to large bombers, following the success of Sikorsky's Grand, but he died in 1917. Eckener continued to instruct crews and improve the Zeppelin designs. When the war ended Eckener arranged to supply the Americans with an airship as part of German reparations: this became the Los Angeles. In 1928 a huge new airship, the Graf Zeppelin, was completed and Eckener took command. He took the Graf Zeppelin on many successful flights, including a voyage around the world in 1929.[br]Bibliography1908, Erfahrungen beim Bau von Luftschiffen, Berlin. 1908, Die Eroberung der Luft, Stuttgart.Further ReadingThere are many books on the history of airships, and on Graf von Zeppelin in particular. Of note are: H.Eckener, 1938, Count Zeppelin: The Man and His Work, London.——1958, My Zeppelins, London.P.W.Brooks, 1992, Zeppelin: Rigid Airships 1893–1940, London.T.Nielson, 1955, The Zeppelin Story: The Life of Hugo Eckener, English edn, London (written as a novel in direct speech).M.Goldsmith, 1931, Zeppelin: A Biography, New York.W.R.Nitshe, 1977, The Zeppelin Story, New York.F.Gütschow, 1985, Das Luftschiff, Stuttgart (a record of all the airships).JDSBiographical history of technology > Zeppelin, Count Ferdinand von
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