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61 GA
1) Авиация: уход на второй круг, авиация общего назначения (general aviation), угол планирования (gliding angle)2) Американизм: General Authority, Geographic Address, Gift Aid3) Спорт: Goal Attack4) Военный термин: Garrison Adjutant, General of the Air Force, General of the Army, German Army, Gis Analysis, general accounting, general alert, general assembly, go-ahead, go-around, government agency, grant aid, graze action, ground alert, ground attack, ground-to-air, Джи-Эй (табун), tabun5) Техника: gage man, gallons of acid, gate, give answer, go ahead, grapple adapter, group on audio and electronics, guidance amplifier, gyro assembly6) Сельское хозяйство: gastric analysis, gibberellic acid7) Строительство: General Arrangement (Общая компоновка)8) Метеорология: Google Answers9) Железнодорожный термин: CSX Transportation Incorporated10) Юридический термин: Gambling Act11) Страхование: general average12) Грубое выражение: Great Arsehole13) Сокращение: Gain (antenna gain), Gamblers Anonymous, General Adjutant, General Agent, Generic Algorithm, Genetic Algorithm, Genetically Altered, Geographical Association, Geologists Association, Georgia (US state), Government Actuary, Graphic Arts, Gun Assembly, Gypsum Association, Tabun (Ethyl-dimethylamido-phosphorcyanidate //Chemical warfare nerve agent), gas amplification, general assignment, graphic ammeter, Irish (Gaelic), gage (gauge), general anesthesia, Gabon (Internet country code), Gage, Galaxy Angel (anime series), Galeria E Arteve (National Art Gallery), Galvanizers Association (UK), Gambia, Game Arena (Australian gaming website), Gaming-Age (gaming website), Garage (real estate), Garuda Indonesia Airline - Indonesia (IATA airline code), Gary Allan (country music artist), Gas Analysis, Gate Array, Gay Asian, Geekarea (website), General Accident (British Insurance Company), General Admission, General Agreement, General Alarm, General Answer, General Arrangement (layout drawing as opposed to detail), General Assistance, General Auditor, General Authority (LDS Church), General Auxiliary, General Awareness, Generally Available, Genetic Anomalies, Inc., Geographic Atrophy (eye condition), Geographical Address, Geologic Age, Georgia (US postal abbreviation), Geoscience Australia, Germantown Academy, Gestational Age, Ghana Army, Gibberellic Acid (plant hormone), Giga Annum (Latin: Billion Years), Gilbert Arenas (basketball player), Gillian Anderson, Ginger Ale, Giorgio Armani (clothing brand), Girls Aloud (band), Girls in Action (Southern Baptist Convention organization for young girls), Glendale Arena (Arizona), Global Assessment, Global Atlas, Globus Alliance (HP, IBM, et al), Glutaraldehyde, Go Ahead (used in chat), Go Away, Goals Against, GoblinARMY (gaming), Good Afternoon, Google Analytics, Government Aided, Government Allotment, Graduate Advisor (live-in advisors to undergraduates), Graduate Assistant, Graduate Assistantship, Grand Admiral, Grand Alliance (advanced television), Granuloma Annulare (dermatology), Graphic Annunciator (fire alarm), GraphicAudio, Graphics & Administration, Graphics Adapter, Graphics Array, Gravity Assist (spacecraft trajectories), Great Adventure (theme park), Green Alliance (London, UK), Green Armour (Quake), Green Arrow (comics character), Grey's Anatomy (TV show), Gridiron Australia, Ground Antenna, Guano Apes (band), Guarantee Agency, Guardian Angel, Guest Advisor, Guichet Automatique, Gun-Assembled, Gund Arena (Cleveland)14) Физиология: General Appearance15) Вычислительная техника: General Availability (OS/2), Genetic Algorithm (s), general availability16) Нефть: Gas Association, gelling agents, галлонов кислоты (gallons of acid), число галлонов кислоты (gallons of acid)17) Генетика: Genome Analyzer18) Биохимия: Glyoxylic Acid19) Онкология: General Anaesthetic20) Фирменный знак: Gould Aerospace21) Деловая лексика: Group Assignment, Growth Accelerated22) Глоссарий компании Сахалин Энерджи: government affairs23) Сетевые технологии: Group Address24) Сахалин А: general arrangement (drawing)25) Химическое оружие: General Atomics, General arrangement, Tabun, O-ethyl-N, N-dimethylphosphoramidocyanidate, a nerve agent, tabun (a nerve agent)26) Правительство: Great America27) Единицы измерений: Gazillion Annum, Giga Annum -
62 Ga
1) Авиация: уход на второй круг, авиация общего назначения (general aviation), угол планирования (gliding angle)2) Американизм: General Authority, Geographic Address, Gift Aid3) Спорт: Goal Attack4) Военный термин: Garrison Adjutant, General of the Air Force, General of the Army, German Army, Gis Analysis, general accounting, general alert, general assembly, go-ahead, go-around, government agency, grant aid, graze action, ground alert, ground attack, ground-to-air, Джи-Эй (табун), tabun5) Техника: gage man, gallons of acid, gate, give answer, go ahead, grapple adapter, group on audio and electronics, guidance amplifier, gyro assembly6) Сельское хозяйство: gastric analysis, gibberellic acid7) Строительство: General Arrangement (Общая компоновка)8) Метеорология: Google Answers9) Железнодорожный термин: CSX Transportation Incorporated10) Юридический термин: Gambling Act11) Страхование: general average12) Грубое выражение: Great Arsehole13) Сокращение: Gain (antenna gain), Gamblers Anonymous, General Adjutant, General Agent, Generic Algorithm, Genetic Algorithm, Genetically Altered, Geographical Association, Geologists Association, Georgia (US state), Government Actuary, Graphic Arts, Gun Assembly, Gypsum Association, Tabun (Ethyl-dimethylamido-phosphorcyanidate //Chemical warfare nerve agent), gas amplification, general assignment, graphic ammeter, Irish (Gaelic), gage (gauge), general anesthesia, Gabon (Internet country code), Gage, Galaxy Angel (anime series), Galeria E Arteve (National Art Gallery), Galvanizers Association (UK), Gambia, Game Arena (Australian gaming website), Gaming-Age (gaming website), Garage (real estate), Garuda Indonesia Airline - Indonesia (IATA airline code), Gary Allan (country music artist), Gas Analysis, Gate Array, Gay Asian, Geekarea (website), General Accident (British Insurance Company), General Admission, General Agreement, General Alarm, General Answer, General Arrangement (layout drawing as opposed to detail), General Assistance, General Auditor, General Authority (LDS Church), General Auxiliary, General Awareness, Generally Available, Genetic Anomalies, Inc., Geographic Atrophy (eye condition), Geographical Address, Geologic Age, Georgia (US postal abbreviation), Geoscience Australia, Germantown Academy, Gestational Age, Ghana Army, Gibberellic Acid (plant hormone), Giga Annum (Latin: Billion Years), Gilbert Arenas (basketball player), Gillian Anderson, Ginger Ale, Giorgio Armani (clothing brand), Girls Aloud (band), Girls in Action (Southern Baptist Convention organization for young girls), Glendale Arena (Arizona), Global Assessment, Global Atlas, Globus Alliance (HP, IBM, et al), Glutaraldehyde, Go Ahead (used in chat), Go Away, Goals Against, GoblinARMY (gaming), Good Afternoon, Google Analytics, Government Aided, Government Allotment, Graduate Advisor (live-in advisors to undergraduates), Graduate Assistant, Graduate Assistantship, Grand Admiral, Grand Alliance (advanced television), Granuloma Annulare (dermatology), Graphic Annunciator (fire alarm), GraphicAudio, Graphics & Administration, Graphics Adapter, Graphics Array, Gravity Assist (spacecraft trajectories), Great Adventure (theme park), Green Alliance (London, UK), Green Armour (Quake), Green Arrow (comics character), Grey's Anatomy (TV show), Gridiron Australia, Ground Antenna, Guano Apes (band), Guarantee Agency, Guardian Angel, Guest Advisor, Guichet Automatique, Gun-Assembled, Gund Arena (Cleveland)14) Физиология: General Appearance15) Вычислительная техника: General Availability (OS/2), Genetic Algorithm (s), general availability16) Нефть: Gas Association, gelling agents, галлонов кислоты (gallons of acid), число галлонов кислоты (gallons of acid)17) Генетика: Genome Analyzer18) Биохимия: Glyoxylic Acid19) Онкология: General Anaesthetic20) Фирменный знак: Gould Aerospace21) Деловая лексика: Group Assignment, Growth Accelerated22) Глоссарий компании Сахалин Энерджи: government affairs23) Сетевые технологии: Group Address24) Сахалин А: general arrangement (drawing)25) Химическое оружие: General Atomics, General arrangement, Tabun, O-ethyl-N, N-dimethylphosphoramidocyanidate, a nerve agent, tabun (a nerve agent)26) Правительство: Great America27) Единицы измерений: Gazillion Annum, Giga Annum -
63 ga
1) Авиация: уход на второй круг, авиация общего назначения (general aviation), угол планирования (gliding angle)2) Американизм: General Authority, Geographic Address, Gift Aid3) Спорт: Goal Attack4) Военный термин: Garrison Adjutant, General of the Air Force, General of the Army, German Army, Gis Analysis, general accounting, general alert, general assembly, go-ahead, go-around, government agency, grant aid, graze action, ground alert, ground attack, ground-to-air, Джи-Эй (табун), tabun5) Техника: gage man, gallons of acid, gate, give answer, go ahead, grapple adapter, group on audio and electronics, guidance amplifier, gyro assembly6) Сельское хозяйство: gastric analysis, gibberellic acid7) Строительство: General Arrangement (Общая компоновка)8) Метеорология: Google Answers9) Железнодорожный термин: CSX Transportation Incorporated10) Юридический термин: Gambling Act11) Страхование: general average12) Грубое выражение: Great Arsehole13) Сокращение: Gain (antenna gain), Gamblers Anonymous, General Adjutant, General Agent, Generic Algorithm, Genetic Algorithm, Genetically Altered, Geographical Association, Geologists Association, Georgia (US state), Government Actuary, Graphic Arts, Gun Assembly, Gypsum Association, Tabun (Ethyl-dimethylamido-phosphorcyanidate //Chemical warfare nerve agent), gas amplification, general assignment, graphic ammeter, Irish (Gaelic), gage (gauge), general anesthesia, Gabon (Internet country code), Gage, Galaxy Angel (anime series), Galeria E Arteve (National Art Gallery), Galvanizers Association (UK), Gambia, Game Arena (Australian gaming website), Gaming-Age (gaming website), Garage (real estate), Garuda Indonesia Airline - Indonesia (IATA airline code), Gary Allan (country music artist), Gas Analysis, Gate Array, Gay Asian, Geekarea (website), General Accident (British Insurance Company), General Admission, General Agreement, General Alarm, General Answer, General Arrangement (layout drawing as opposed to detail), General Assistance, General Auditor, General Authority (LDS Church), General Auxiliary, General Awareness, Generally Available, Genetic Anomalies, Inc., Geographic Atrophy (eye condition), Geographical Address, Geologic Age, Georgia (US postal abbreviation), Geoscience Australia, Germantown Academy, Gestational Age, Ghana Army, Gibberellic Acid (plant hormone), Giga Annum (Latin: Billion Years), Gilbert Arenas (basketball player), Gillian Anderson, Ginger Ale, Giorgio Armani (clothing brand), Girls Aloud (band), Girls in Action (Southern Baptist Convention organization for young girls), Glendale Arena (Arizona), Global Assessment, Global Atlas, Globus Alliance (HP, IBM, et al), Glutaraldehyde, Go Ahead (used in chat), Go Away, Goals Against, GoblinARMY (gaming), Good Afternoon, Google Analytics, Government Aided, Government Allotment, Graduate Advisor (live-in advisors to undergraduates), Graduate Assistant, Graduate Assistantship, Grand Admiral, Grand Alliance (advanced television), Granuloma Annulare (dermatology), Graphic Annunciator (fire alarm), GraphicAudio, Graphics & Administration, Graphics Adapter, Graphics Array, Gravity Assist (spacecraft trajectories), Great Adventure (theme park), Green Alliance (London, UK), Green Armour (Quake), Green Arrow (comics character), Grey's Anatomy (TV show), Gridiron Australia, Ground Antenna, Guano Apes (band), Guarantee Agency, Guardian Angel, Guest Advisor, Guichet Automatique, Gun-Assembled, Gund Arena (Cleveland)14) Физиология: General Appearance15) Вычислительная техника: General Availability (OS/2), Genetic Algorithm (s), general availability16) Нефть: Gas Association, gelling agents, галлонов кислоты (gallons of acid), число галлонов кислоты (gallons of acid)17) Генетика: Genome Analyzer18) Биохимия: Glyoxylic Acid19) Онкология: General Anaesthetic20) Фирменный знак: Gould Aerospace21) Деловая лексика: Group Assignment, Growth Accelerated22) Глоссарий компании Сахалин Энерджи: government affairs23) Сетевые технологии: Group Address24) Сахалин А: general arrangement (drawing)25) Химическое оружие: General Atomics, General arrangement, Tabun, O-ethyl-N, N-dimethylphosphoramidocyanidate, a nerve agent, tabun (a nerve agent)26) Правительство: Great America27) Единицы измерений: Gazillion Annum, Giga Annum -
64 guide
guide [gaɪd]1. nouna. guide m• last year's figures will be a good guide les statistiques de l'année dernière serviront d'indication générale• these results are not a very good guide as to his ability ces résultats ne reflètent pas vraiment ses compétences• as a rough guide, count four apples to the pound comptez en gros quatre pommes par livre• to be guided by sb/sth se laisser guider par qn/qch3. compounds* * *[gaɪd] 1.1) ( person) guide m2) (estimate, idea) indication fuser's guide — manuel m d'utilisation
4) (also Girl Guide) guide f2.transitive verb1) ( steer) guider, conduire (to vers)2) ( influence) [person] guider; [reason] dicter3) Aerospace, Military (télé)guider -
65 office
управление; департамент; комитет; отдел; бюро; секретариат, канцелярия; разг. кабина экипажаJoint Service Cruise Missile Program [Project] office — объединенное управление разработки КР (для ВВС и ВМС)
office of Information, Navy — информационное управление ВМС
office of Research, Development and Evaluation — управление НИОКР ВМС
office of the Chief, Army Reserve — управление резерва СВ
office of the Comptroller, Navy — управление главного финансового инспектора ВМС
office of the Deputy COFS for Research, Development and Acquisition — управление заместителя НШ по НИОКР и закупкам (СВ)
office, Aerospace Research — управление воздушно-космических исследований
office, Analysis and Review — управление анализа и контроля потребностей
office, Armor Force Management and Standardization — управление по вопросам администрации и стандартизации бронетанковых войск
office, Assistant COFS for Force Development — управление ПНШ по строительству ВС
office, Assistant COFS for Intelligence — управление ПНШ по разведке
office, Assistant COFS — управление [отдел] ПНШ
office, Assistant Secretary of Defense — аппарат [секретариат] ПМО
office, Chief of Chaplains — управление начальника службы военных священников (СВ)
office, Chief of Civil Affairs — управление по связям с гражданской администрацией и населением
office, Chief of Engineers — управление начальника инженерных войск
office, Chief of Finance (and Accounting) — управление начальника финансовой службы (СВ)
office, Chief of Legislative Liaison — отдел связи с законодательными органами
office, Chief of Ordnance — управление начальника артиллерийско-технической службы (СВ)
office, Chief of R&D — управление НИОКР (СВ)
office, Chief of Transportation — управление [отдел] начальника транспортной службы
office, Chief, Chemical Corps — управление начальника химической службы
office, COFS for Operations — оперативное управление НШ
office, COFS, Army — аппарат НШ СВ
office, Consolidated Personnel — управление гражданских рабочих и служащих
office, Coordinator of Army Studies — управление координатора разработок СВ
office, Defense Transportation — управление военно-транспортной службы
office, Deputy Chief of Naval Operations, Air Warfare — управление заместителя НШ ВМС по боевому применению авиации
office, Deputy COFS for Aviation — отдел заместителя НШ по авиации (МП)
office, Deputy COFS for Installations and Logistics — управление заместителя НШ по расквартированию и тыловому обеспечению
office, Deputy COFS for Manpower — управление заместителя НШ по людским ресурсам
office, Deputy COFS for Operations and Training — управление заместителя НШ по оперативной и боевой подготовке
office, Deputy COFS for Plans and Logistics — управление заместителя НШ по планированию тылового обеспечения
office, Development and Engineering — отдел технических разработок (ЦРУ)
office, Development and Weapon Systems Analysis — управление разработки и анализа систем вооружения
office, Director of Development Planning — управление планирования строительства (ВВС)
office, Director of Foreign Intelligence — управление начальника внешней разведки
office, Distribution Services — отдел распределения и рассылки картографических изданий (МО)
office, Economic Research — отдел экономических исследований (ЦРУ)
office, Emergency Transportation — управление чрезвычайных перевозок
office, Employment Policy and Grievance Review — отдел по вопросам занятости и рассмотрению жалоб (СВ)
office, Federal Procurement Policy — управление разработки федеральной политики в области закупок
office, Force Planning and Analysis — управление планирования и анализа строительства ВС
office, General Council — управление генерального юрисконсульта
office, Geographic and Cartographic Research — отдел географических и картографических исследований (ЦРУ)
office, Imagery Analysis — отдел анализа видовой информации (ЦРУ)
office, Information and Legal Affairs — управление информации и права (МО)
office, Information for. the Armed Forces — управление информации ВС
office, JCS — аппарат КНШ
office, Judge Advocate General — управление начальника военно-юридической службы
office, Management and Budget — административно-бюджетное управление
office, Military Assistance — управление по оказанию военной помощи
office, Personnel Manager — отдел кадров (СВ)
office, Services and Information Agency — отдел управления информационного обеспечения
office, Special Assistant for Logistical Support of Army Aircraft — отдел специального помощника по вопросам МТО армейской авиации
office, Special Assistant for Logistical Support of Tactical Communications — отдел специального помощника по вопросам МТО тактических систем связи
office, the Inspector General — управление генерального инспектора
office, the Legislative Affairs — управление военного законодательства
office, Under Secretary of Navy — аппарат заместителя министра ВМС
office, Under Secretary of the Air Force — аппарат заместителя министра ВВС
Personnel, Plans and Training office — отдел по вопросам ЛС, планирования и боевой подготовки
Strategic Objectives [Targets] Planning office — управление планирования стратегических задач (КНШ)
Surveillance, Target Acquisition and Night Observation System office — управление разработки систем наблюдения, засечки целей и ПНВ
— Resources Management office -
66 service
служба; военная [воинская] служба; обслуживание; обеспечение; вид ВС; род войск; pl. св. виды услуг; Бр. технические советники, начальники ( технических) служб ( в штабе) ; обслуживать; производить осмотр и текущий ремонт; обеспечивать; заправлять; служебный; военный; см. тж. dutymorale (and personnel) services — виды обслуживания ЛС, способствующие поднятию морального духа; обеспечение (ЛС) предметами пропагандистского назначения
put into (operational) service — поставлять [принимать] на вооружение; вводить в эксплуатацию [строй]
— aircraft warning service— cryptoanalytical service— for service in— mapping intelligence service— mapping service— rear ward services— see service in— transportation service— water supply service -
67 Blumlein, Alan Dower
SUBJECT AREA: Aerospace, Broadcasting, Electronics and information technology, Photography, film and optics, Recording, Telecommunications[br]b. 29 June 1903 Hampstead, London, Englandd. 7 June 1942[br]English electronics engineer, developer of telephone equipment, highly linear electromechanical recording and reproduction equipment, stereo techniques, video and radar technology.[br]He was a very bright scholar and received a BSc in electrical technology from City and Guilds College in 1923. He joined International Western Electric (later to become Standard Telephone and Cables) in 1924 after a period as an instructor/demonstrator at City and Guilds. He was instrumental in the design of telephone measuring equipment and in international committee work for standards for long-distance telephony.From 1929 Blumlein was employed by the Columbia Graphophone Company to develop an electric recording cutterhead that would be independent of Western Electric's patents for the system developed by Maxfield and Harrison. He attacked the problems in a most systematic fashion, and within a year he had developed a moving-coil cutterhead that was much more linear than the iron-cored systems known at the time. Eventually Blumlein designed a complete line of recording equipment, from microphone and through-power amplifiers. The design was used by Columbia; after the merger with the Gramophone Company in 1931 to form Electrical and Musical Industries Ltd (later known as EMI) it became the company standard, certainly for coarse-groove records, until c.1950.Blumlein became interested in stereophony (binaural sound), and developed and demonstrated a complete line of equipment, from correctly placed microphones via two-channel records and stereo pick-ups to correctly placed loudspeakers. The advent of silent surfaces of vinyl records made this approach commercial from the late 1950s. His approach was independent and quite different from that of A.C. Keller.His extreme facility for creating innovative solutions to electronic problems was used in EMI's development from 1934 to 1938 of the electronic television system, which became the BBC standard of 405 lines after the Second World War, when television broadcasting again became possible. Independent of official requirements, EMI developed a 60 MHz radar system and Blumlein was involved in the development of a centimetric radar and display system. It was during testing of this aircraft mounted equipment that he was killed in a crash.[br]BibliographyBlumlein was inventor or co-inventor of well over 120 patents, a complete list of which is to be found in Burns (1992; see below). The major sound-recording achievements are documented by British patent nos. 350,954, 350,998, 363,627 (highly linear cutterhead, 1930) and 394,325 (reads like a textbook on stereo technology, 1931).Further ReadingThe definitive biography of Blumlein has not yet been written; the material seems to have been collected, but is not yet available. However, R.W.Burns, 1992, "A.D.Blumlein, engineer extraordinary", Engineering Science and Education Journal (February): 19– 33 is a thorough account. Also B.J.Benzimra, 1967, "A.D. Blumlein: an electronics genius", Electronics \& Power (June): 218–24 provides an interesting summary.GB-N -
68 Boeing, William Edward
SUBJECT AREA: Aerospace[br]b. 1 October 1881 Detroit, Michigan, USAd. 28 September 1956 USA[br]American aircraft designer, creator of one of the most successful aircraft manufacturing companies in the world.[br]In 1915 William E.Boeing and his friend Commander Conrad Westervelt decided that they could improve on the aeroplanes then being produced in the United States. Boeing was a prominent Seattle businessman with interests in land and timber, while Westervelt was an officer in the US Navy. They bought a Martin Model T float-plane in order to gain some experience and then produced their own design, the B \& W, which first flew in June 1916. Westervelt was transferred to the East, leaving Boeing to continue the production of the B \& W floatplanes, for which purpose he set up the Pacific Aero Products Company. On 26 April 1917 this became the Boeing Airplane Company, which prospered following the US involvement in the First World War.In March 1919 Boeing and Edward Hubbard inaugurated the world's first international airmail service between Seattle and Vancouver, British Columbia, Canada. The Boeing Company then had to face the slump in aircraft manufacturing after the war: they survived, and by 1922 they had started producing a successful series of fighters while continuing to develop their flying-boat and floatplane designs. Boeing set up the Boeing Air Transport Corporation to tender for lucrative airmail contracts and then produced aircraft which could out-perform those of his rivals. The company went from strength to strength and by the end of the 1920s a huge conglomerate had been built up: the United Aircraft and Transport Corporation. They produced an advanced high-speed monoplane mailplane, the model 200 Monomail in 1930, which saw the birth of a new era of Boeing designs.The Wall Street crash of 1929 and legislation in 1934, which banned any company from both building aeroplanes and running an airline, were setbacks which the Boeing Airplane Company overcame, moving ahead to become world leaders. William E.Boeing decided that it was time he retired, but he returned to work during the Second World War.[br]Principal Honours and DistinctionsGuggenheim Medal 1934.Further ReadingC.Chant, 1982, Boeing: The World's Greatest Planemakers, Hadley Wood, England (describes William E.Boeing's part in the founding and building up of the Boeing Company).P.M.Bowers, 1990, Boeing Aircraft since 1916, 3rd edn, London (covers Boeing's aircraft).Boeing Company, 1977, Pedigree of Champions: Boeing since 1916, Seattle.JDS -
69 Caproni, Giovanni Battista (Gianni), Conte di Taliedo
SUBJECT AREA: Aerospace[br]b. 3 June 1886 Massone, Italyd. 29 October 1957 Rome, Italy[br]Italian aircraft designer and manufacturer, well known for his early large-aircraft designs.[br]Gianni Caproni studied civil and electrical engineering in Munich and Liège before moving on to Paris, where he developed an interest in aeronautics. He built his first aircraft in 1910, a biplane with a tricycle undercarriage (which has been claimed as the world's first tricycle undercarriage). Caproni and his brother, Dr Fred Caproni, set up a factory at Malpensa in northern Italy and produced a series of monoplanes and biplanes. In 1913 Caproni astounded the aviation world with his Ca 30 three-engined biplane bomber. There followed many variations, of which the most significant were the Ca 32 of 1915, the first large bomber to enter service in significant numbers, and the Ca 42 triplane of 1917 with a wing span of almost 30 metres.After the First World War, Caproni designed an even larger aircraft with three pairs of triplane wings (i.e. nine wings each of 30 metres span) and eight engines. This Ca 60 flying boat was designed to carry 100 passengers. In 1921 it made one short flight lightly loaded; however, with a load of sandbags representing sixty passengers, it crashed soon after take-off. The project was abandoned but Caproni's company prospered and expanded to become one of the largest groups of companies in Italy. In the 1930s Caproni aircraft twice broke the world altitude record. Several Caproni types were in service when Italy entered the Second World War, and an unusual research aircraft was under development. The Caproni-Campini No. 1 (CC2) was a jet, but it did not have a gas-turbine engine. Dr Campini's engine used a piston engine to drive a compressor which forced air out through a nozzle, and by burning fuel in this airstream a jet was produced. It flew with limited success in August 1940, amid much publicity: the first German jet (1939) and the first British jet (1941) were both flown in secret. Caproni retained many of his early aircraft for his private museum, including some salvaged parts from his monstrous flying boat.[br]Principal Honours and DistinctionsCreated Conte di Taliedo 1940.Further ReadingDizionario biografico degli Italiani, 1976, Vol. XIX.The Caproni Museum has published two books on the Caproni aeroplanes: Gli Aeroplani Caproni -1909–1935 and Gli Aeroplani Caproni dal 1935 in poi. See also Jane'sfighting Aircraft of World War 1; 1919, republished 1990.JDSBiographical history of technology > Caproni, Giovanni Battista (Gianni), Conte di Taliedo
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70 Cayley, Sir George
SUBJECT AREA: Aerospace[br]b. 27 December 1773 Scarborough, Englandd. 15 December 1857 Brompton Hall, Yorkshire, England[br]English pioneer who laid down the basic principles of the aeroplane in 1799 and built a manned glider in 1853.[br]Cayley was born into a well-to-do Yorkshire family living at Brompton Hall. He was encouraged to study mathematics, navigation and mechanics, particularly by his mother. In 1792 he succeeded to the baronetcy and took over the daunting task of revitalizing the run-down family estate.The first aeronautical device made by Cayley was a copy of the toy helicopter invented by the Frenchmen Launoy and Bienvenu in 1784. Cayley's version, made in 1796, convinced him that a machine could "rise in the air by mechanical means", as he later wrote. He studied the aerodynamics of flight and broke away from the unsuccessful ornithopters of his predecessors. In 1799 he scratched two sketches on a silver disc: one side of the disc showed the aerodynamic force on a wing resolved into lift and drag, and on the other side he illustrated his idea for a fixed-wing aeroplane; this disc is preserved in the Science Museum in London. In 1804 he tested a small wing on the end of a whirling arm to measure its lifting power. This led to the world's first model glider, which consisted of a simple kite (the wing) mounted on a pole with an adjustable cruciform tail. A full-size glider followed in 1809 and this flew successfully unmanned. By 1809 Cayley had also investigated the lifting properties of cambered wings and produced a low-drag aerofoil section. His aim was to produce a powered aeroplane, but no suitable engines were available. Steam-engines were too heavy, but he experimented with a gunpowder motor and invented the hot-air engine in 1807. He published details of some of his aeronautical researches in 1809–10 and in 1816 he wrote a paper on airships. Then for a period of some twenty-five years he was so busy with other activities that he largely neglected his aeronautical researches. It was not until 1843, at the age of 70, that he really had time to pursue his quest for flight. The Mechanics' Magazine of 8 April 1843 published drawings of "Sir George Cayley's Aerial Carriage", which consisted of a helicopter design with four circular lifting rotors—which could be adjusted to become wings—and two pusher propellers. In 1849 he built a full-size triplane glider which lifted a boy off the ground for a brief hop. Then in 1852 he proposed a monoplane glider which could be launched from a balloon. Late in 1853 Cayley built his "new flyer", another monoplane glider, which carried his coachman as a reluctant passenger across a dale at Brompton, Cayley became involved in public affairs and was MP for Scarborough in 1832. He also took a leading part in local scientific activities and was co-founder of the British Association for the Advancement of Science in 1831 and of the Regent Street Polytechnic Institution in 1838.[br]BibliographyCayley wrote a number of articles and papers, the most significant being "On aerial navigation", Nicholson's Journal of Natural Philosophy (November 1809—March 1810) (published in three numbers); and two further papers with the same title in Philosophical Magazine (1816 and 1817) (both describe semi-rigid airships).Further ReadingL.Pritchard, 1961, Sir George Cayley, London (the standard work on the life of Cayley).C.H.Gibbs-Smith, 1962, Sir George Cayley's Aeronautics 1796–1855, London (covers his aeronautical achievements in more detail).—1974, "Sir George Cayley, father of aerial navigation (1773–1857)", Aeronautical Journal (Royal Aeronautical Society) (April) (an updating paper).JDS -
71 Cierva, Juan de la
SUBJECT AREA: Aerospace[br]b. 21 September 1895 Murcia, Spaind. 9 December 1936 Croydon, England[br]Spanish engineer who played a major part in developing the autogiro in the 1920s and 1930s.[br]At the age of 17, Cierva and some of his friends built a successful two-seater biplane, the BCD-1 (C for Cierva). By 1919 he had designed a large three-engined biplane bomber, the C 3, which unfortunately crashed when its wing stalled (list its lift) during a slow-speed turn. Cierva turned all his energies to designing a flying machine which could not stall: his answer was the autogiro. Although an autogiro looks like a helicopter, its rotor blades are not driven by an engine, but free-wheel like a windmill. Forward speed is provided by a conventional engine and propeller, and even if this engine fails, the autogiro's rotors continue to free-wheel and it descends safely. Cierva patented his autogiro design in 1920, but it took him three years to put theory into practice. By 1925, after further improvements, he had produced a practical rotary-winged flying machine.He moved to England and in 1926 established the Cierva Autogiro Company Ltd. The Air Ministry showed great interest and a year later the British company Avro was commissioned to manufacture the C 6A Autogiro under licence. Probably the most significant of Cierva's autogiros was the C 30A, or Avro Rota, which served in the Royal Air Force from 1935 until 1945. Several other manufacturers in France, Germany, Japan and the USA built Cierva autogiros under licence, but only in small numbers and they never really rivalled fixed-wing aircraft. The death of Cierva in an airliner crash in 1936, together with the emergence of successful helicopters, all but extinguished interest in the autogiro.[br]Principal Honours and DistinctionsDaniel Guggenheim Medal. Royal Aeronautical Society Silver Medal, Gold Medal (posthumously) 1937.Bibliography1931, Wings of To-morrow: The Story of the Autogiro, New York (an early account of his work).He read a paper on his latest achievements at the Royal Aeronautical Society on 15 March 1935.Further ReadingP.W.Brooks, 1988, Cierva Autogiros: The Development of Rotary Wing Flight, Washington, DC (contains a full account of Cierva's work).Jose Warleta. 1977, Autogiro: Juan de la Cierva y su obra, Madrid (a detailed account of his work in Spain).Oliver Stewart, 1966, Aviation: The Creative Ideas, London (contains a chapter on Cierva).JDS -
72 Farman, Henri
SUBJECT AREA: Aerospace[br]b. 26 May 1874 Paris, Franced. 17 July 1958 Paris, France[br]French aeroplane designer who modified Voisin biplanes and later, with his brother Maurice (b. 21 March 1877 Paris, France; d. 26 February 1964 Paris, France), created a major aircraft-manufacturing company.[br]The parents of Henri and Maurice Farman were British subjects living in Paris, but their sons lived all their lives in France and became French citizens. As young men, both became involved in cycle and automobile racing. Henri (or Henry—he used both versions) turned his attention to aviation in 1907 when he bought a biplane from Gabriel Voisin. Within a short time he had established himself as one of the leading pilots in Europe, with many record-breaking flights to his credit. Farman modified the Voisin with his own improvements, including ailerons, and then in 1909 he designed the first Farman biplane. This became the most popular biplane in Europe from the autumn of 1909 until well into 1911 and is one of the classic aeroplanes of history. Meanwhile, Maurice Farman had also begun to design and build biplanes; his first design of 1909 was not a great success but from it evolved two robust biplanes nicknamed the "Longhorn" and the "Shorthorn", so called because of their undercarriage skids. In 1912 the brothers joined forces and set up a very large factory at Billancourt. The "Longhorn" and "Shorthorn" became the standard training aircraft in France and Britain during the early years of the First World War. The Farman brothers went on to produce a number of other wartime designs, including a large bomber. After the war the Farmans produced a series of large airliners which played a key role in establishing France as a major airline operator. Most famous of these was the Goliath, a twin-engined biplane capable of carrying up to twelve passengers. This was produced from 1918 to 1929 and was used by many airlines, including the Farman Line. The brothers retired when their company was nationalized in 1937.[br]Bibliography1910, The Aviator's Companion, London (with his brother Dick Farman).Further ReadingM.Farman, 1901, 3,000 kilomètres en ballon, Paris (an account of several balloon flights from 1894 to 1900).J.Liron, 1984, Les Avions Farman, Paris (provides comprehensive descriptions of all Farman aircraft).Jane's Fighting Aircraft of World War I, 1990, London (reprint) (gives details of all early Farman aircraft).J.Stroud, 1966, European Aircraft since 1910, London (provides details about Farman air-liners).JDS -
73 Korolov (Korolyev), Sergei Pavlovich
SUBJECT AREA: Aerospace[br]b. 12 January 1907 (30 December 1906 Old Style) Zhitomir, Ukrained. 14 January 1966 Moscow, Russia[br]Russian engineer and designer of air-and spacecraft.[br]His early life was spent in the Ukraine and he then studied at Tupolev's aeroplane institute in Moscow. In the mid-1930s, just before his thirtieth birthday, he joined the GIRD (Group Studying Rocket Propulsion) under Frederick Zander, a Latvian engineer, while earning a living designing aircraft in Tupolev's bureau. In 1934 he visited Konstantin Tsiolovsky. Soon after this, under the Soviet Armaments Minister, Mikhail N.Tukhachevsky, who was in favour of rocket weapons, financial support was available for the GIRD and Korolov was appointed General-Engineer (1-star) in the Soviet Army. In June 1937 the Armaments Minister and his whole staff were arrested under Stalin, but Korolov was saved by Tupolev and sent to a sharaska, or prison, near Moscow where he worked for four years on rocket-and jet-propelled aircraft, among other things. In 1946 he went with his superior, Valentin Glushko, to Germany where he watched the British test-firing of possibly three V-2s at Altenwaide, near Cuxhaven, in "Operation Backfire". They were not allowed within the wire enclosure. He remained in Germany to supervise the shipment of V-2 equipment and staff to Russia (it is possible that he underwent a second term of imprisonment from 1948), the Germans having been arrested in October 1946. He kept working in Russia until 1950 or the following year. He supervised the first Russian ballistic missile, R-1, in late 1947. Stalin died in 1953 and Korolov was rehabilitated, but freedom under Nikita Kruschev was almost as restrictive as imprisonment under Stalin. Kruschev would only refer to him as "the Chief Designer", never naming him, and would not let him go abroad or correspond with other rocket experts in the USA or Germany. Anything he published could only be under the name "Sergeyev". He continued to work on his R-7 without the approval that he sought for a satellite project. This was known as semyorka, or "old number seven". In January 1959 he added a booster stage to semyorka. He may have suffered confinement in the infamous Kolyma Gulag around this time. He designed all the Sputnik, Vostok and some of the Voshkod units and worked on the Proton space booster. In 1966 he underwent surgery performed by Dr Boris Petrovsky, then Soviet Minister of Health, for the removal, it is said, of tumours of the colon. In spite of the assistance of Dr Aleksandr Vishaevsky he bled to death on the operating table. The first moon landing (by robot) took place three weeks after his death and the first flight of the new Soyuz spacecraft a little later.[br]Further ReadingY.Golanov, 1975, Sergey Korolev. The Appren-ticeship of a Space Pioneer, Moscow: Mir.A.Romanov, 1976, Spacecraft Designers, Moscow: Novosti Press Agency. J.E.Oberg, 1981, Red Star in Orbit, New York: Random House.IMcNBiographical history of technology > Korolov (Korolyev), Sergei Pavlovich
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74 Leonardo da Vinci
[br]b. 15 April 1452 Vinci, near Florence, Italy,d. 2 May 1519 St Cloux, near Amboise, France.[br]Italian scientist, engineer, inventor and artist.[br]Leonardo was the illegitimate son of a Florentine lawyer. His first sixteen years were spent with the lawyer's family in the rural surroundings of Vinci, which aroused in him a lifelong love of nature and an insatiable curiosity in it. He received little formal education but extended his knowledge through private reading. That gave him only a smattering of Latin, a deficiency that was to be a hindrance throughout his active life. At sixteen he was apprenticed in the studio of Andrea del Verrochio in Florence, where he received a training not only in art but in a wide variety of crafts and technical arts.In 1482 Leonardo went to Milan, where he sought and obtained employment with Ludovico Sforza, later Duke of Milan, partly to sculpt a massive equestrian statue of Ludovico but the work never progressed beyond the full-scale model stage. He did, however, complete the painting which became known as the Virgin of the Rocks and in 1497 his greatest artistic achievement, The Last Supper, commissioned jointly by Ludovico and the friars of Santa Maria della Grazie and painted on the wall of the monastery's refectory. Leonardo was responsible for the court pageants and also devised a system of irrigation to supply water to the plains of Lombardy. In 1499 the French army entered Milan and deposed Leonardo's employer. Leonardo departed and, after a brief visit to Mantua, returned to Florence, where for a time he was employed as architect and engineer to Cesare Borgia, Duke of Romagna. Around 1504 he completed another celebrated work, the Mona Lisa.In 1506 Leonardo began his second sojourn in Milan, this time in the service of King Louis XII of France, who appointed him "painter and engineer". In 1513 Leonardo left for Rome in the company of his pupil Francesco Melzi, but his time there was unproductive and he found himself out of touch with the younger artists active there, Michelangelo above all. In 1516 he accepted with relief an invitation from King François I of France to reside at the small château of St Cloux in the royal domain of Amboise. With the pension granted by François, Leonardo lived out his remaining years in tranquility at St Cloux.Leonardo's career can hardly be regarded as a success or worthy of such a towering genius. For centuries he was known only for the handful of artistic works that he managed to complete and have survived more or less intact. His main activity remained hidden until the nineteenth and twentieth centuries, during which the contents of his notebooks were gradually revealed. It became evident that Leonardo was one of the greatest scientific investigators and inventors in the history of civilization. Throughout his working life he extended a searching curiosity over an extraordinarily wide range of subjects. The notes show careful investigation of questions of mechanical and civil engineering, such as power transmission by means of pulleys and also a form of chain belting. The notebooks record many devices, such as machines for grinding and polishing lenses, a lathe operated by treadle-crank, a rolling mill with conical rollers and a spinning machine with pinion and yard divider. Leonardo made an exhaustive study of the flight of birds, with a view to designing a flying machine, which obsessed him for many years.Leonardo recorded his observations and conclusions, together with many ingenious inventions, on thousands of pages of manuscript notes, sketches and drawings. There are occasional indications that he had in mind the publication of portions of the notes in a coherent form, but he never diverted his energy into putting them in order; instead, he went on making notes. As a result, Leonardo's impact on the development of science and technology was virtually nil. Even if his notebooks had been copied and circulated, there were daunting impediments to their understanding. Leonardo was left-handed and wrote in mirror-writing: that is, in reverse from right to left. He also used his own abbreviations and no punctuation.At his death Leonardo bequeathed his entire output of notes to his friend and companion Francesco Melzi, who kept them safe until his own death in 1570. Melzi left the collection in turn to his son Orazio, whose lack of interest in the arts and sciences resulted in a sad period of dispersal which endangered their survival, but in 1636 the bulk of them, in thirteen volumes, were assembled and donated to the Ambrosian Library in Milan. These include a large volume of notes and drawings compiled from the various portions of the notebooks and is now known as the Codex Atlanticus. There they stayed, forgotten and ignored, until 1796, when Napoleon's marauding army overran Italy and art and literary works, including the thirteen volumes of Leonardo's notebooks, were pillaged and taken to Paris. After the war in 1815, the French government agreed to return them but only the Codex Atlanticus found its way back to Milan; the rest remained in Paris. The appendix to one notebook, dealing with the flight of birds, was later regarded as of sufficient importance to stand on its own. Four small collections reached Britain at various times during the seventeenth and eighteenth centuries; of these, the volume in the Royal Collection at Windsor Castle is notable for its magnificent series of anatomical drawings. Other collections include the Codex Leicester and Codex Arundel in the British Museum in London, and the Madrid Codices in Spain.Towards the end of the nineteenth century, Leonardo's true stature as scientist, engineer and inventor began to emerge, particularly with the publication of transcriptions and translations of his notebooks. The volumes in Paris appeared in 1881–97 and the Codex Atlanticus was published in Milan between 1894 and 1904.[br]Principal Honours and Distinctions"Premier peintre, architecte et mécanicien du Roi" to King François I of France, 1516.Further ReadingE.MacCurdy, 1939, The Notebooks of Leonardo da Vinci, 2 vols, London; 2nd edn, 1956, London (the most extensive selection of the notes, with an English translation).G.Vasari (trans. G.Bull), 1965, Lives of the Artists, London: Penguin, pp. 255–271.C.Gibbs-Smith, 1978, The Inventions of Leonardo da Vinci, Oxford: Phaidon. L.H.Heydenreich, Dibner and L. Reti, 1981, Leonardo the Inventor, London: Hutchinson.I.B.Hart, 1961, The World of Leonardo da Vinci, London: Macdonald.LRD / IMcN -
75 Martin, Sir James
SUBJECT AREA: Aerospace[br]b. 1893 Co. Down, Northern Irelandd. 5 January 1981 England[br]Irish military aircraft engineer, inventor of the ejector seat.[br]Martin acquired a general knowledge of engineering as an industrial worker in Belfast. In 1929 he established the Martin Aircraft Company, which was merged five years later with another concern to form the Martin-Baker Aircraft Company at Denham, Buckinghamshire. They became known for designing and constructing efficient, lightweight military aircraft, and Martin supervised personally every aspect of the work of his factory. During the Second World War they developed a number of aircraft weapons, including an explosive device carried on a bomber's wings for cutting the cables of barrage balloons, the flat-feed system for the 20 mm Hispano cannon used on British fighter planes and the twelve-gun pack mounted in the nose of the Havoc night fighter. Martin began devising means of rapid escape from a disabled fighter plane. First came a quick-release canopy for the Spitfire, followed by an improved form sliding on guides set in the fuselage. Then came the Martin-Baker seat, which ejected the pilot from his plane by an explosive charge. Ground tests were made to determine the rates of acceleration that could be tolerated by the pilot, and the first test in the air with a pilot took place in July 1946 at a speed of 320 mph (515 km/h) and an altitude of 8,000 ft (2,400 m). Its first use in a genuine emergency was in May 1949.After the Second World War, the firm specialized in making components, particularly the ejector seat, rather than complete aircraft. The higher speeds and altitudes of supersonic jet aircraft made it necessary to modify the ejector seat: a device to hold the pilot's legs together, to prevent their being broken, was incorporated. In addition, with the Institute of Aviation Medicine, Martin developed a face blind to prevent skin damage at low temperatures. Another modification was to allow the seat to fall freely for the first 10,000 ft (3,000 m) to enable the pilot to reach breathable air more quickly; in October 1959 a successful demonstration took place at 1,250 mph (2,000 km/h) and 40,000 ft (12,000 m) altitude. During the inventor's lifetime, it is estimated that his ejector seat saved the lives of some 4,700 airmen.[br]Principal Honours and DistinctionsKnighted 1965. Barbour Air Safety Award 1958. Cumberbatch Air Safety Trophy 1959. Royal Aero Club Gold Medal 1964.Further ReadingObituary, 1981, The Times.LRD -
76 Mikoyan, Artem Ivanovich
SUBJECT AREA: Aerospace[br]b. 5 August 1905 Sanain, Armeniad. 9 December 1970 Moscow, Russia[br]Armenian aircraft designer.[br]Mikoyan graduated from the Zhukovsky Military Aircraft Academy in 1936. His first major design project was in response to an official requirement, issued in December 1940, for a single-engined fighter with performance equating to those then in service with the British, French and German air forces. In conjunction with M.L. Gurevich, a mathematician, and in a bare four months, he produced a flying prototype, with a top speed of 401 mph (645 km/h), that entered service as the MiG-1 in 1941. The Mikoyan and Gurevich MiG-3 and MiG-5 followed, and they then designed the MiG-7 high-altitude fighter; however, the latter never came into service on account of the decline of the German air force.The Second World War MiG fighters were characterized by high speed, good protection and armament, but they had poor manoeuvrability. In 1945, however, Mikoyan began to study Western developments in jet-powered aircraft. The result was a series of jet fighters, beginning with the MiG-9A, through the MiG-11, to the MiG-15 that gave the Allied air forces such a shock when it first appeared during the Korean War. The last in the series in which Mikoyan himself was involved was the MiG-23, which entered service in 1967. The MiG series lived on after both his and Gurevich's (1976) deaths, with one of the latest models being the MiG-31.[br]Principal Honours and DistinctionsDeputy to the Supreme Soviet 1950, 1954, 1958. Corresponding Member of the Soviet Academy of Sciences 1953. Member of the Council of Nationalities 1962. Three Stalin Prizes and other decorations.CMBiographical history of technology > Mikoyan, Artem Ivanovich
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77 Parseval, August von
SUBJECT AREA: Aerospace[br]b. 1861d. 22 February 1942 Berlin, Germany[br]German designer of tethered observation balloons and non-rigid airships.[br]Major von Parseval and his colleague Captain von Sigsfeld were serving in the German army during the 1890s when improved military observation from the air was being pursued. Tethered observation balloons, raised and lowered by a winch, had been used since 1794, but in strong winds a spherical balloon became very unstable. Manned kites were being developed by "Colonel" S.F. Cody, in Britain, and others, but kites were a problem if the wind dropped. A very successful compromise was achieved in 1897 by von Parseval and von Sigsfeld, who developed a kite-balloon, the Drachen ("Dragon"), which was elongated like an airship and fitted with large inflated fins. It was attached to its tethering cable in such a way that it flew with a positive incidence (nose up) to the wind, thus producing some lift—like a kite. The combination of these factors made the kite-balloon very stable. Other countries followed suit and a version designed by the Frenchman Albert Caquot was widely used during the First World War for observing the results of artillery fire. Caquot balloons were also used around London as a barrage to obstruct enemy aircraft, and "barrage balloons" were widely used during the Second World War. After working at a government balloon factory in Berlin where non-rigid airships were built, von Parseval designed his own non-rigid airship. The Parseval I which flew in 1906 was small, but larger and faster non-rigids followed. These were built by Luftfahrzeug-Gesellschaft m.b.H. of Berlin founded in 1908 to build and operate Parseval airships. The British Admiralty ordered three Parseval airships, two to be built by Vickers of Barrow (who had built the rigid airship R 1 Mayfly in 1911), and one to be built in Berlin. This one was flown from Berlin to Farnborough in 1913 and joined the Vickers-built Parseval in the Naval Air Service. During the First World War, Parseval airships had the unique distinction of serving on both sides. Three small Parseval airships were built between 1929 and 1932 for use in advertising.[br]Further ReadingA.Hildebrandt, 1908, Airships Past and Present, London (describes the kite-balloon). Fred Gütschow, 1985, Das Luftschiff, Stuttgart (includes a record of all the airships). Basil Clarke, 1961, The History of Airships, London (provides limited coverage of von Parseval's work).Basil Collier, 1974, The Airship: A History, London (provides limited coverage of von Parseval's work). -
78 Pilcher, Percy Sinclair
SUBJECT AREA: Aerospace[br]b. 16 January 1867 Bath, Englandd. 2 October 1899 Stanford Hall, Northamptonshire, England[br]English designer and glider aeronaut.[br]He was educated at HMS Britannia Royal Naval College, Dartmouth, from 1880 to 1882. He sailed on HMS Duke of Wellington, Agincourt, Northampton and other ships and resigned from the navy on 18 April 187 after seven years at sea. In June 1887 he was apprenticed at Randolph, Elder \& Co.'s shipyard at Govan, and was then an apprentice moulder at Cairn \& Co., Glasgow. For some time he "studied" at London University (though there is no official record of his doing so) while living with his sister at Phillbeck Gardens, South Kensington. In May 1890 he was working for John H.Biles, Manager of the Southampton Naval Works Ltd. Biles was later appointed Professor of Naval Architecture at Glasgow University with Pilcher as his Assistant Lecturer. In 1895 he was building his first glider, the Bat, which was built mainly of Riga pine and weighed 44 lb (20 kg). In succeeding months he travelled to Lichterfelde to study the gliders made by the German Lilienthal and built a further three machines, the Beetle, the Gull and the Hawk. In 1896 he applied for his only aeronautical patent, for "Improved flying and soaring machines", which was accepted on March 1897. In April 1896 he resigned his position at Glasgow University to become Assistant to Sir Hiram Maxim, who was also doing experiments with flying machines at his Nordenfeld Guns and Ammunition Co. Ltd at Crayford. He took up residence in Artillery Mansions, Victoria Street, later taken over by Vickers Ltd. Maxim had a hangar at Upper Lodge Farm, Austin Eynsford, Kent: using this, Pilcher reached a height of 12 ft (3.66m) in 1899 with a cable launch. He planned to build a 2 hp (1.5 kW) petrol engine In September 1899 he went to stay with Lord Braye at Stanford Hall, Northamptonshire, where many people came to see his flying machine, a triplane. The weather was far from ideal, windy and raining, but Pilcher would not disappoint them. A bracing wire broke, the tail collapsed and the pilot crashed to the ground suffering two broken legs and concussion. He did not regain consciousness and died the following day. He was buried in Brompton Cemetery.[br]Bibliography1896, British patent no. 9144 "Improved flying and soaring machines".Further ReadingP.Jarrett, 1987, Another Icarus. Percy Pilcher and the Quest for Flight, Washington, DC: Smithsonian Institution Press.A.Welch and L.Welch, 1965, The Story of Gliding, London: John Murray.IMcNBiographical history of technology > Pilcher, Percy Sinclair
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79 Sperry, Elmer Ambrose
[br]b. 21 October 1860 Cincinnatus, Cortland County, New York, USAd. 16 June 1930 Brooklyn, New York, USA[br]American entrepreneur who invented the gyrocompass.[br]Sperry was born into a farming community in Cortland County. He received a rudimentary education at the local school, but an interest in mechanical devices was aroused by the agricultural machinery he saw around him. His attendance at the Normal School in Cortland provided a useful theoretical background to his practical knowledge. He emerged in 1880 with an urge to pursue invention in electrical engineering, then a new and growing branch of technology. Within two years he was able to patent and demonstrate his arc lighting system, complete with its own generator, incorporating new methods of regulating its output. The Sperry Electric Light, Motor and Car Brake Company was set up to make and market the system, but it was difficult to keep pace with electric-lighting developments such as the incandescent lamp and alternating current, and the company ceased in 1887 and was replaced by the Sperry Electric Company, which itself was taken over by the General Electric Company.In the 1890s Sperry made useful inventions in electric mining machinery and then in electric street-or tramcars, with his patent electric brake and control system. The patents for the brake were important enough to be bought by General Electric. From 1894 to 1900 he was manufacturing electric motor cars of his own design, and in 1900 he set up a laboratory in Washington, where he pursued various electrochemical processes.In 1896 he began to work on the practical application of the principle of the gyroscope, where Sperry achieved his most notable inventions, the first of which was the gyrostabilizer for ships. The relatively narrow-hulled steamship rolled badly in heavy seas and in 1904 Ernst Otto Schuck, a German naval engineer, and Louis Brennan in England began experiments to correct this; their work stimulated Sperry to develop his own device. In 1908 he patented the active gyrostabilizer, which acted to correct a ship's roll as soon as it started. Three years later the US Navy agreed to try it on a destroyer, the USS Worden. The successful trials of the following year led to widespread adoption. Meanwhile, in 1910, Sperry set up the Sperry Gyroscope Company to extend the application to commercial shipping.At the same time, Sperry was working to apply the gyroscope principle to the ship's compass. The magnetic compass had worked well in wooden ships, but iron hulls and electrical machinery confused it. The great powers' race to build up their navies instigated an urgent search for a solution. In Germany, Anschütz-Kämpfe (1872–1931) in 1903 tested a form of gyrocompass and was encouraged by the authorities to demonstrate the device on the German flagship, the Deutschland. Its success led Sperry to develop his own version: fortunately for him, the US Navy preferred a home-grown product to a German one and gave Sperry all the backing he needed. A successful trial on a destroyer led to widespread acceptance in the US Navy, and Sperry was soon receiving orders from the British Admiralty and the Russian Navy.In the rapidly developing field of aeronautics, automatic stabilization was becoming an urgent need. In 1912 Sperry began work on a gyrostabilizer for aircraft. Two years later he was able to stage a spectacular demonstration of such a device at an air show near Paris.Sperry continued research, development and promotion in military and aviation technology almost to the last. In 1926 he sold the Sperry Gyroscope Company to enable him to devote more time to invention.[br]Principal Honours and DistinctionsJohn Fritz Medal 1927. President, American Society of Mechanical Engineers 1928.BibliographySperry filed over 400 patents, of which two can be singled out: 1908. US patent no. 434,048 (ship gyroscope); 1909. US patent no. 519,533 (ship gyrocompass set).Further ReadingT.P.Hughes, 1971, Elmer Sperry, Inventor and Engineer, Baltimore: Johns Hopkins University Press (a full and well-documented biography, with lists of his patents and published writings).LRD -
80 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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