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41 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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42 Lanchester, Frederick William
[br]b. 28 October 1868 Lewisham, London, Englandd. 8 March 1946 Birmingham, England[br]English designer and builder of the first all-British motor car.[br]The fourth of eight children of an architect, he spent his childhood in Hove and attended a private preparatory school, from where, aged 14, he went to the Hartley Institution (the forerunner of Southampton University). He was then granted a scholarship to the Royal College of Science, South Kensington, and also studied practical engineering at Finsbury Technical College, London. He worked first for a draughtsman and pseudo-patent agent, and was then appointed Assistant Works Manager of the Forward Gas Engine Company of Birmingham, with sixty men and a salary of £1 per week. He was then aged 21. His younger brother, George, was apprenticed to the same company. In 1889 and 1890 he invented a pendulum governor and an engine starter which earned him royalties. He built a flat-bottomed river craft with a stern paddle-wheel and a vertical single-cylinder engine with a wick carburettor of his own design. From 1892 he performed a number of garden experiments on model gliders relating to problems of lift and drag, which led him to postulate vortices from the wingtips trailing behind, much of his work lying behind the theory of modern aerodynamics. The need to develop a light engine for aircraft led him to car design.In February 1896 his first experimental car took the road. It had a torsionally rigid chassis, a perfectly balanced and almost noiseless engine, dynamically stable steering, epicyclic gear for low speed and reverse with direct drive for high speed. It turned out to be underpowered and was therefore redesigned. Two years later an 8 hp, two-cylinder flat twin appeared which retained the principle of balancing by reverse rotation, had new Lanchester valve-gear and a new method of ignition based on a magneto generator. For the first time a worm and wheel replaced chain-drive or bevel-gear transmission. Lanchester also designed the machinery to make it. The car was capable of about 18 mph (29 km/h): future cars of his travelled at twice that speed. From 1899 to 1904 cars were produced for sale by the Lanchester Engine Company, which was formed in 1898. The company had to make every component except the tyres. Lanchester gave up the managership but remained as Chief Designer, and he remained in this post until 1914.In 1907–8 his two-volume treatise Aerial Flight was published; it included consideration of skin friction, boundary-layer theory and the theory of stability. In 1909 he was appointed to the Government's Committee for Aeronautics and also became a consultant to the Daimler Company. At the age of 51 he married Dorothea Cooper. He remained a consultant to Daimler and worked also for Wolseley and Beardmore until 1929 when he started Lanchester Laboratories, working on sound reproduction. He also wrote books on relativity and on the theory of dimensions.[br]Principal Honours and DistinctionsFRS.Bibliographybht=1907–8, Aerial Flight, 2 vols.Further ReadingP.W.Kingsford, 1966, F.W.Lanchester, Automobile Engineer.E.G.Semler (ed.), 1966, The Great Masters. Engineering Heritage, Vol. II, London: Institution of Mechanical Engineers/Heinemann.IMcNBiographical history of technology > Lanchester, Frederick William
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43 Cobham, Sir Alan John
SUBJECT AREA: Aerospace[br]b. 6 May 1894 London, Englandd. 21 October 1973 British Virgin Islands[br]English pilot who pioneered worldwide air routes and developed an in-flight refuelling system which is in use today.[br]Alan Cobham was a man of many parts. He started as a veterinary assistant in France during the First World War, but transferred to the Royal Flying Corps in 1917. After the war he continued flying, by giving joy-rides and doing aerial photography work. In 1921 he joined the De Havilland Aircraft Company (see de Havilland, Geoffrey) as a test and charter pilot; he was also successful in a number of air races. During the 1920s Cobham made many notable flights to distant parts of the British Empire, pioneering possible routes for airline operations. During the early 1930s Sir Alan (he was knighted in 1926) devoted his attention to generating a public interest in aviation and to campaigning for more airfields. Cobham's Flying Circus toured the country giving flying displays and joy-rides, which for thousands of people was their first experience of flying.In 1933 Cobham planned a non-stop flight to India by refuelling his aircraft while flying: this was not a new idea but the process was still experimental. The flight was unsuccessful due to a fault in his aircraft, unrelated to the in-flight refuelling system. The following year Flight Refuelling Ltd was founded, and by 1939 two Short flying boats were operating the first inflight-refuelled service across the Atlantic. Inflight refuelling was not required during the early years of the Second World War, so Cobham turned to other projects such as thermal de-icing of wings, and a scheme which was not carried out, for delivering fighters to the Middle East by towing them behind Wellington bombers.After the Second World War the fortunes of Flight Refuelling Ltd were at a low ebb, especially when British South American Airways abandoned the idea of using in-flight refuelling. Then an American contract and the use of their tanker aircraft to ferry oil during the Berlin Airlift saved the day. In 1949 Cobham's chief designer, Peter Macgregor, came up with an idea for refuelling fighters using a probe and drogue system. A large tanker aircraft trailed a hose with a conical drogue at the free end. The fighter pilot manoeuvred the probe, fitted to his aircraft, so that it locked into the drogue, enabling fuel to be transferred. Since the 1950s this system has become the effective world standard.[br]Principal Honours and DistinctionsKnighted 1926. Air Force Cross 1926.Bibliography1978, A Time to Fly, ed. C.Derrick, London; pub. in paperback 1986 (Cobham's memoirs).Cobham produced films of some of his flights and published Skyways, 1925, London; MyFlight to the Cape and Back, 1926, London; Australia and Back, 1926, London;Twenty Thousand Miles in a Flying Boat, 1930, London.Further ReadingPeter G.Proctor, 1975, "The life and work of Sir Alan Cobham", Aerospace (RAeS) (March).JDS -
44 Daimler, Gottlieb
[br]b. 17 March 1834 Schorndorff, near Stuttgart, Germanyd. 6 March 1900 Cannstatt, near Stuttgart, Germany[br]German engineer, pioneer automobile maker.[br]The son of a baker, his youthful interest in technical affairs led to his being apprenticed to a gunsmith with whom he produced his apprenticeship piece: a double-barrelled pistol with a rifled barrel and "nicely chased scrollwork", for which he received high praise. He remained there until 1852 before going to technical school in Stuttgart from 1853 to 1857. He then went to a steam-engineering company in Strasbourg to gain practical experience. He completed his formal education at Stuttgart Polytechnik, and in 1861 he left to tour France and England. There he worked in the engine-shop of Smith, Peacock \& Tanner and then with Roberts \& Co., textile machinery manufacturers of Manchester. He later moved to Coventry to work at Whitworths, and it was in that city that he was later involved with the Daimler Motor Company, who had been granted a licence by his company in Germany. In 1867 he was working at Bruderhaus Engineering Works at Reutlingen and in 1869 went to Maschinenbau Gesellschaft Karlsruhe where he became Manager and later a director. Early in the 1870s, N.A. Otto had reorganized his company into Gasmotorenfabrik Deutz and he appointed Gottlieb Daimler as Factory Manager and Wilhelm Maybach as Chief Designer. Together they developed the Otto engine to its limit, with Otto's co-operation. Daimler and Maybach had met previously when both were working at Bruderhaus. In 1875 Daimler left Deutz, taking Maybach with him to set up a factory in Stuttgart to manufacture light, high-speed internal-combustion engines. Their first patent was granted in 1883. This was for an engine fuelled by petrol and with hot tube ignition which continued to be used until Robert Bosch's low-voltage ignition became available in 1897. Two years later he produced his first vehicle, a motor cycle with outriggers. They showed a motor car at the Paris exhibition in 1889, but French manufacturers were slow to come forward and no French company could be found to undertake manufacture. Eventually Panhard and Levassor established the Daimler engine in France. Daimler Motoren GmbH was started in 1895, but soon after Daimler and Maybach parted, having provided an engine for a boat on the River Neckar in 1887 and that for the Wolfert airship in 1888. Daimler was in sole charge of the company from 1895, but his health began to decline in 1899 and he died in 1900.[br]Further ReadingE.Johnson, 1986, The Dawn of Motoring. P.Siebetz, 1942, Gottlieb Daimler.IMcN -
45 Du Cane, Peter
SUBJECT AREA: Ports and shipping[br]b. Englandd. 31 October 1984[br]English engineer, one of the foremost designers of small high-speed ships.[br]Peter Du Cane was appointed a midshipman in the Royal Navy in 1913, having commenced as a cadet at the tender age of 13. At the end of the First World War he transferred to the engineering branch and was posted ultimately to the Yangtze River gunboat fleet. In 1928 he resigned, trained as a pilot and then joined the shipbuilders Vosper Ltd of Portsmouth. For thirty-five years he held the posts of Managing Director and Chief Designer, developing the company's expertise in high-speed, small warships, pleasure craft and record breakers. During the Second World War the company designed and built many motor torpedo-boats, air-sea rescue craft and similar ships. Du Cane served for some months in the Navy, but at the request of the Government he returned to his post in the shipyard. The most glamorous products of the yard were the record breakers Bluebird II, with which Malcolm Campbell took the world water speed record in 1939, and the later Crusader, in which John Cobb lost his life. Despite this blow the company went from strength to strength, producing the epic Brave class fast patrol craft for the Royal Navy, which led to export orders. In 1966 the yard merged with John I.Thornycroft Ltd. Commander Du Cane retired seven years later.[br]Principal Honours and DistinctionsCommander of the Royal Navy. CBE 1965.Bibliography1951, High Speed Small Craft, London: Temple Press.Further ReadingC.Dawson, 1972, A Quest for Speed at Sea, London: Hutchinson.FMW -
46 Williams, Sir Edward Leader
[br]b. 28 April 1828 Worcester, Englandd. 1 June 1910 Altrincham, Cheshire, England[br]English civil engineer, designer and first Chief Engineer of the Manchester Ship Canal.[br]After an apprenticeship with the Severn Navigation, of which his father was Chief Engineer, Williams was engaged as Assistant Engineer on the Great Northern Railway, Resident Engineer at Shoreham Harbour and Engineer to the contractors for the Admiralty Pier at Dover. In 1856 he was appointed Engineer to the River Weaver Trust, and among the improvements he made was the introduction of the Anderton barge lift linking the Weaver and the Trent and Mersey Canal. After rejecting the proposal of a flight of locks he considered that barges might be lifted and lowered by hydraulic means. Various designs were submitted and the final choice fell on one by Edwin Clark that had two troughs counterbalancing each other through pistons. Movement of the troughs was initiated by introducing excess water into the upper trough to lift the lower. The work was carried out by Clark.In 1872 Williams became Engineer to the Bridgewater Navigation, enlarging the locks at Runcorn and introducing steam propulsion on the canal. He later examined the possibility of upgrading the Mersey \& Irwell Navigation to a Ship Canal. In 1882 his proposals to the Provisional Committee of the proposed Manchester Ship Canal were accepted. His scheme was to use the Mersey Channel as far as Eastham and then construct a lock canal from there to Manchester. He was appointed Chief Engineer of the undertaking.The canal's construction was a major engineering work during which Williams overcame many difficulties. He used the principle of the troughs on the Anderton lift as a guide for the construction of the Barton swing aqueduct, which replaced Brindley's original masonry aqueduct on the Bridgewater Canal. The first sod was cut at Eastham on 11 November 1887 and the lower portion of the canal was used for traffic in September 1891. The canal was opened to sea-borne traffic on 1 January 1894 and was formally opened by Queen Victoria on 21 May 1894. In acknowledgement of his work, a knighthood was conferred on him. He continued as Consulting Engineer until ill health forced his retirement.[br]Principal Honours and DistinctionsKnighted. Vice-President, Institution of Civil Engineers 1905–7.JHBBiographical history of technology > Williams, Sir Edward Leader
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47 name
name [neɪm]1. nouna. nom m• what's your name? comment vous appelez-vous ?• what name shall I say? (on telephone) c'est de la part de qui ?• please fill in your name and address prière d'inscrire vos nom, prénom et adresse• that's the name of the game ( = that's what matters) c'est ce qui compte ; ( = that's how it is) c'est comme çab. ( = reputation) réputation fc. ( = insult) to call sb names traiter qn de tous les nomsa. ( = give a name to) nommer ; [+ comet, star, mountain] donner un nom àb. ( = give name of) nommer ; ( = list) citerc. ( = fix) [+ date, price] fixer3. compounds* * *[neɪm] 1.1) ( title) gen nom m; (of book, film) titre mfirst name — prénom m
what name shall I say? — ( on phone) c'est de la part de qui?; ( in person) qui dois-je annoncer?
to be party leader in all ou everything but name — être chef du parti en pratique, sinon en titre
to take ou get one's name from — porter le nom de
2) ( reputation) réputation f3) ( insult)2.transitive verb1) ( call) appeler [person, area]; baptiser [boat, planet]they named her after GB ou for US her mother — ils l'ont appelée comme sa mère
we'll name him Martin after Martin Luther King — on l'appellera Martin en souvenir de Martin Luther King
2) ( cite) citerillnesses? you name it, I've had it! — des maladies? je les ai toutes eues!
3) ( reveal identity of) citer [names]; révéler [sources]; révéler l'identité de [suspect]4) ( appoint) nommer [captain]; donner la composition de [team]; désigner [heir]; nommer [successor]5) ( state) indiquer [place, time]; fixer [price, terms]•• -
48 Johnson, Clarence Leonard (Kelly)
SUBJECT AREA: Aerospace[br]b. 27 February 1910 Michigan, USAd. 21 December 1990 Burbank County, California, USA[br]American aircraft designer responsible for many outstanding Lockheed aircraft over a period of almost forty-eight years.[br]The large and successful Lockheed Aircraft Corporation grew out of a small company founded by Allan and Malcolm Loughhead (pronounced "Lockheed") in 1913. The company employed many notable designers such as Jack Northrop, Jerry Vultee and Lloyd Stearman, but the most productive was "Kelly" Johnson. After studying aeronautical engineering at the University of Michigan, Johnson joined Lockheed in 1933 and gained experience in all the branches of the design department. By 1938 he had been appointed Chief Research Engineer and became involved with the design of the P-38 Lightning twin-boom fighter and the Constellation airliner. In 1943 he set up a super-secret research and development organization called Advanced Development Projects, but this soon became known as the "Skunk Works": the name came from a very mysterious factory which made potions from skunks in the popular comic strip Li'lAbner. The first aircraft designed and built by Johnson's small hand-picked team was the XP-80 Shooting Star prototype jet fighter, which was produced in just 143 days: it became the United States' first production jet fighter. At this stage the Skunk Works produced a prototype, then the main Lockheed factories took over the production run. The F-104 Starfighter and the C-130 Hercules transport were produced in this way and became widely used in many countries. In 1954 work began on the U-2 reconnaissance aircraft which was so secret that production was carried out within the Skunk Works. This made the headlines in 1960 when one was shot down over Russia. Probably the most outstanding of Johnson's designs was the SR-71 Blackbird of 1964, a reconnaissance aircraft capable of flying at Mach 3 (three times the speed of sound). Johnson was not only a great designer, he was also an outstanding manager, and his methods—including his "14 Rules"—have been widely followed. He retired from the Lockheed board in 1980, having been involved in the design of some forty aircraft.[br]Principal Honours and DistinctionsNational Medal of Freedom (the highest United States award for a civilian) 1964.Further ReadingObituary, 1991, Aerospace (Royal Aeronautical Society) (March).B.R.Rich, 1989, "The Skunk Works" management style: it's no secret', Aerospace (Royal Aeronautical Society) (March) (Rich was Johnson's successor).Details of Lockheed aircraft can be found in several publications, e.g.: R.J.Francillon, 1982, Lockheed Aircraft since 1913, London.JDSBiographical history of technology > Johnson, Clarence Leonard (Kelly)
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49 Mitchell, Reginald Joseph
SUBJECT AREA: Aerospace[br]b. 20 May 1895 Talke, near Stoke-on-Trent, Staffordshire, Englandd. 11 June 1937 Southampton, England[br]English aircraft designer.[br]He was the son of a headmaster who, when Mitchell was aged 6 years, set up his own printing business. Mitchell was apprenticed at the age of 16 to a locomotive builder in Stoke and also studied engineering, mechanics, mathematics and drawing at night-school. With the outbreak of war in 1914 he became increasingly interested in aircraft and in 1916 joined the Supermarine Aviation Works at Southampton. Such was his talent for aviation design that within three years he had risen to be Chief Engineer Designer. Initially Mitchell's work was concentrated on flying boats, but with the resurrection after the First World War of the biennial Schneider Trophy races for seaplanes he turned his attention increasingly to high-speed floatplanes. He first achieved success with his S-5 in the 1927 race at Venice and followed it up with further victories in 1929 and 1931 with the S-6 and S-6B, enabling Britain to win the trophy outright (See also Royce, Sir Frederick Henry). Using the experience gained from the Schneider Trophy races, Mitchell now began to design fighter aircraft. He was dissatisfied with his first attempt, which was to produce a fighter to an Air Ministry specification, and started afresh on his own. The result was the Supermarine Spitfire, which was to become one of the outstanding aircraft of the Second World War. Sadly, he died of cancer before his project came to full fruition, with the Spitfire not entering Royal Air Force service until June 1938. The success of Mitchell's designs was due to his ability to combine good engineering with aerodynamic grace.[br]Principal Honours and DistinctionsRoyal Aeronautical Society Silver Medal 1927. CBE 1931.Further ReadingRalph Barker, 1971, The Schneider Trophy Races, London: Chatto \& Windus.CMBiographical history of technology > Mitchell, Reginald Joseph
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50 Railton, Reid Anthony
[br]b. 24 June 1895 Alderley Edge, Cheshire, Englandd. 1 September 1977 Berkeley, California, USA.[br]English designer of record-breaking automobiles and motor boats.[br]Railton was educated at Rugby School and Manchester University. From 1915 to 1917 he served an apprenticeship with Leyland Motors, after which he served in the Motor Boat Section of the Royal Naval Volunteer Reserve (RNVR). Having obtained his Royal Aeronautical Club (RAeC) pilot's certificate in 1918, he went to the United States to study factory layout. He was Assistant to the Chief Engineer of Leyland Motors from 1921 to 1923, when he became Managing Director of Arab Motors Limited of Letchworth, Hertfordshire.Railton was engineering consultant to Sir Malcolm Campbell, and was responsible for Campbell's Bluebird II boat which set a water speed record of 228.1 km/h (141.7 mph) in 1939. He was the designer of John R.Cobb's Napier Railton car which broke the speed record for automobiles on 16 September 1947 with an average speed of 634.3 km/h (394.2 mph); this record stood until 1964, when it was broken by Sir Malcolm Campbell's son Donald. Railton was also responsible for Cobb's boat, Crusader, which was the first to exceed 200 mph (322 km/h).Railton presented many papers to the Institution of Automobile Engineers, the Institution of Mechanical Engineers and the Society of Automotive Engineers in the United States. In his later years, he lived in Berkeley, California.[br]Further Reading1971–80, Who Was Who, London: A. \& C.Black.IMcN -
51 Baumann, Karl
SUBJECT AREA: Steam and internal combustion engines[br]b. 18 April 1884 Switzerlandd. 14 July 1971 Ilkley, Yorkshire[br]Swiss/British mechanical engineer, designer and developer of steam and gas turbine plant.[br]After leaving school in 1902, he went to the Ecole Polytechnique, Zurich, leaving in 1906 with an engineering diploma. He then spent a year with Professor A.Stodola, working on steam engines, turbines and internal combustion engines. He also conducted research in the strength of materials. After this, he spent two years as Research and Design Engineer at the Nuremberg works of Maschinenfabrik Augsburg-Nürnberg. He came to England in 1909 to join the British Westinghouse Co. Ltd in Manchester, and by 1912 was Chief Engineer of the Engine Department of that firm. The firm later became the Metropolitan-Vickers Electrical Co. Ltd (MV), and Baumann rose from Chief Mechanical Engineer through to, by 1929, Special Director and Member of the Executive Management Board; he remained a director until his retirement in 1949.For much of his career, Baumann was in the forefront of power station steam-cycle development, pioneering increased turbine entry pressures and temperatures, in 1916 introducing multi-stage regenerative feed-water heating and the Baumann turbine multi-exhaust. His 105 MW set for Battersea "A" station (1933) was for many years the largest single-axis unit in Europe. From 1938 on, he and his team were responsible for the first axial-flow aircraft propulsion gas turbines to fly in England, and jet engines in the 1990s owe much to the "Beryl" and "Sapphire" engines produced by MV. In particular, the design of the compressor for the Sapphire engine later became the basis for Rolls-Royce units, after an exchange of information between that company and Armstrong-Siddeley, who had previously taken over the aircraft engine work of MV.Further, the Beryl engine formed the basis of "Gatric", the first marine gas turbine propulsion engine.Baumann was elected to full membership for the Institution of Mechanical Engineers in 1929 and a year later was awarded the Thomas Hawksley Gold Medal by that body, followed by their James Clayton Prize in 1948: in the same year he became the thirty-fifth Thomas Hawksley lecturer. Many of his ideas and introductions have stood the test of time, being based on his deep and wide understanding of fundamentals.JB -
52 RDC
1) Компьютерная техника: Routing Domain Confederation2) Медицина: rapidly destructive coxopathy3) Американизм: Refusing To Develop Country, Regional Data Center, Regional Division Chief4) Военный термин: Rapid Deployment Capability, Recruit Division Commander, Research and Development Command, radar display console, radiation density constant, rapid development capability, reliability data center, remote data collection, remote data concentrator, remote detonation capability, request for design change, request for document change5) Техника: radar data correlator, reference designator code, reliability data central, reliability data control, remote data concentration, reply delay compensation, research device coupler6) Железнодорожный термин: Rail Diesel Car7) Астрономия: Recording Doppler Comparator8) Грубое выражение: Real Dumb Cluck, Rotten Dog Clan9) Сокращение: Regional Distribution Center (2005, multiple product sorting center, 71 expected as of 2006 after END is implemented), Reproduction & Distribution Centre, radiac, reduce10) Университет: Resource Development Center11) Электроника: Remote Device Control12) Вычислительная техника: Remote Data Connector13) Нефть: центр сбора данных о надёжности (reliability data central), контроль данных о надёжности (reliability data control)14) Картография: rural district corporation15) Деловая лексика: Research And Development Corporation, Retail Distribution Center16) Инвестиции: Russian Privatization Center17) Сетевые технологии: Remote Desktop Connection, Remote Domain Controller, remote data control18) Автоматика: remote data communications19) Химическое оружие: Raytheon Demilitarization Company, regional destruction center20) Безопасность: Random Data Compression21) Электротехника: regional dispatching center, rotating disk contactor22) NYSE. Rowan Companies, Inc.23) НАСА: Research and Development Center24) Программное обеспечение: Report Designer Component -
53 Senior
1. adjective1) (older) älter2) (of higher rank) höher [Rang, Beamter, Stellung]; leitend [Angestellter, Stellung]; (longest-serving) ältest...someone senior — jemand in höherer Stellung; die
3) appended to name (the elder)4) (Amer. Sch., Univ.)2. nounsenior class — Abschlussklasse, die
be somebody's senior [by six years] or [six years] somebody's senior — [sechs Jahre] älter als jemand sein
* * *['si:njə] 1. noun1) (( also adjective) (a person who is) older in years or higher in rank or authority: John is senior to me by two years; He is two years my senior; senior army officers.)2. adjective((often abbreviated to Snr, Sr or Sen. when written) used to indicate the father of a person who is alive and who has the same name: John Jones Senior.) senior- academic.ru/65881/seniority">seniority- senior citizen* * *sen·ior[ˈsi:niəʳ, AM -njɚ]\senior executive Vorstandsvorsitzende(r) f(m)3. employee vorgesetzt▪ to be \senior to sb jds Vorgesetzte(r) seinshe's \senior to me sie ist meine Vorgesetzte4. (after name)the Wisemans S\senior die alten WisemansII. nshe's my \senior by three years sie ist drei Jahre älter als ich4. (pupil) Oberstufenschüler(in) m(f) (in Großbritannien und USA Bezeichnung für Schüler einer Highschool oder einer Collegeabgangsklasse)* * *['siːnɪə(r)]1. adj(in age) älter; (in rank) vorgesetzt, übergeordnet; (with longer service) dienstälter; rank, civil servant höher; officer ranghöher; position höher, leitend; designer, editor, executive, accountant etc leitendhe is senior to me (in age) — er ist älter als ich; (in rank) er ist mir übergeordnet; (in length of service) er ist or arbeitet schon länger hier als ich
senior consultant — Chefarzt m/-ärztin f
he's very/not very senior — er hat eine ziemlich hohe/keine sehr hohe Stellung
can I speak to somebody more senior? — könnte ich bitte jemanden sprechen, der verantwortlich ist?
J. B. Schwartz, Senior — J. B. Schwartz senior
2. n (SCH)Oberstufenschüler(in) m(f); (US UNIV) Student(in) m(f) im 4./letzten Studienjahr; (in club etc) Senior(in) m(f)he is my senior (in age) — er ist älter als ich; (in rank) er ist mir übergeordnet; (in length of service) er ist or arbeitet schon länger hier als ich
he is two years my senior, he is my senior by two years — er ist zwei Jahre älter als ich
* * ** * *1. adjective1) (older) älter2) (of higher rank) höher [Rang, Beamter, Stellung]; leitend [Angestellter, Stellung]; (longest-serving) ältest...someone senior — jemand in höherer Stellung; die
3) appended to name (the elder)Mr Smith Senior — Mr. Smith senior
4) (Amer. Sch., Univ.)2. nounsenior class — Abschlussklasse, die
be somebody's senior [by six years] or [six years] somebody's senior — [sechs Jahre] älter als jemand sein
* * *adj.älter adj. n.Senior -en m. -
54 senior
1. adjective1) (older) älter2) (of higher rank) höher [Rang, Beamter, Stellung]; leitend [Angestellter, Stellung]; (longest-serving) ältest...someone senior — jemand in höherer Stellung; die
3) appended to name (the elder)4) (Amer. Sch., Univ.)2. nounsenior class — Abschlussklasse, die
be somebody's senior [by six years] or [six years] somebody's senior — [sechs Jahre] älter als jemand sein
* * *['si:njə] 1. noun1) (( also adjective) (a person who is) older in years or higher in rank or authority: John is senior to me by two years; He is two years my senior; senior army officers.)2. adjective((often abbreviated to Snr, Sr or Sen. when written) used to indicate the father of a person who is alive and who has the same name: John Jones Senior.) senior- academic.ru/65881/seniority">seniority- senior citizen* * *sen·ior[ˈsi:niəʳ, AM -njɚ]\senior executive Vorstandsvorsitzende(r) f(m)3. employee vorgesetzt▪ to be \senior to sb jds Vorgesetzte(r) seinshe's \senior to me sie ist meine Vorgesetzte4. (after name)the Wisemans S\senior die alten WisemansII. nshe's my \senior by three years sie ist drei Jahre älter als ich4. (pupil) Oberstufenschüler(in) m(f) (in Großbritannien und USA Bezeichnung für Schüler einer Highschool oder einer Collegeabgangsklasse)* * *['siːnɪə(r)]1. adj(in age) älter; (in rank) vorgesetzt, übergeordnet; (with longer service) dienstälter; rank, civil servant höher; officer ranghöher; position höher, leitend; designer, editor, executive, accountant etc leitendhe is senior to me (in age) — er ist älter als ich; (in rank) er ist mir übergeordnet; (in length of service) er ist or arbeitet schon länger hier als ich
senior consultant — Chefarzt m/-ärztin f
he's very/not very senior — er hat eine ziemlich hohe/keine sehr hohe Stellung
can I speak to somebody more senior? — könnte ich bitte jemanden sprechen, der verantwortlich ist?
J. B. Schwartz, Senior — J. B. Schwartz senior
2. n (SCH)Oberstufenschüler(in) m(f); (US UNIV) Student(in) m(f) im 4./letzten Studienjahr; (in club etc) Senior(in) m(f)he is my senior (in age) — er ist älter als ich; (in rank) er ist mir übergeordnet; (in length of service) er ist or arbeitet schon länger hier als ich
he is two years my senior, he is my senior by two years — er ist zwei Jahre älter als ich
* * *senior [ˈsiːnjə(r)]A adjGeorge Smith, Sr.;2. älter(er, e, es)3. rang-, dienstälter(er, e, es), ranghöher(er, e, es), Ober…:a) höherer Offizier, mein etc Vorgesetzter,b) Rangälteste(r) m;a senior police officer ein höherer Polizeibeamter;senior position höhere Stellung;senior staff (auch als pl konstruiert) leitende Angestellte pl; → grade A 2, management 2, partner A 24. a) SCHULE Ober…:the senior classes pl die OberstufeB s1. Ältere(r) m/f(m):he is my senior by four years, he is four years my senior er ist vier Jahre älter als ich2. Älteste(r) m/f(m)3. Rang-, Dienstältere(r) m/f(m), Vorgesetzte(r) m/f(m)5. UNIV US Student(in) im letzten Studienjahr* * *1. adjective1) (older) älter2) (of higher rank) höher [Rang, Beamter, Stellung]; leitend [Angestellter, Stellung]; (longest-serving) ältest...someone senior — jemand in höherer Stellung; die
3) appended to name (the elder)Mr Smith Senior — Mr. Smith senior
4) (Amer. Sch., Univ.)2. nounsenior class — Abschlussklasse, die
be somebody's senior [by six years] or [six years] somebody's senior — [sechs Jahre] älter als jemand sein
* * *adj.älter adj. n.Senior -en m. -
55 artificer
1. n ремесленник; мастер2. n механик3. n изобретатель4. n артиллерийский техник; оружейный техникСинонимический ряд:artisan (noun) adept; artisan; artist; contriver; craftsman; craftswoman; designer; inventor; worker -
56 Barnack, Oskar
SUBJECT AREA: Photography, film and optics[br]b. 1879 Berlin, Germanyd. January 1936 Wetzlar, Germany[br]German camera designer who conceived the first Leica camera and many subsequent models.[br]Oskar Barnack was an optical engineer, introspective and in poor health, when in 1910 he was invited through the good offices of his friend the mechanical engineer Emil Mechau, who worked for Ernst Leitz, to join the company at Wetzlar to work on research into microscope design. He was engaged after a week's trial, and on 2 January 1911 he was put in charge of microscope research. He was an enthusiastic photographer, but excursions with his large and heavy plate camera equipment taxed his strength. In 1912, Mechau was working on a revolutionary film projector design and needed film to test it. Barnack suggested that it was not necessary to buy an expensive commercial machine— why not make one? Leitz agreed, and Barnack constructed a 35 mm movie camera, which he used to cover events in and around Wetzlar.The exposure problems he encountered with the variable sensitivity of the cine film led him to consider the design of a still camera in which short lengths of film could be tested before shooting—a kind of exposure-meter camera. Dissatisfied with the poor picture quality of his first model, which took the standard cine frame of 18×24 mm, he built a new model in which the frame size was doubled to 36×24 mm. It used a simple focal-plane shutter adjustable to 1/500 of a second, and a Zeiss Milar lens of 42 mm focal length. This is what is now known as the UR-Leica. Using his new camera, 1/250 of the weight of his plate equipment, Barnack made many photographs around Wetzlar, giving postcard-sized prints of good quality.Ernst Leitz Junior was lent the camera for his trip in June 1914 to America, where he was urged to put it into production. Visiting George Eastman in Rochester, Leitz passed on Barnack's requests for film of finer grain and better quality. The First World War put an end to the chances of developing the design at that time. As Germany emerged from the postwar chaos, Leitz Junior, then in charge of the firm, took Barnack off microscope work to design prototypes for a commercial model. Leitz's Chief Optician, Max Berek, designed a new lens, the f3.5 Elmax, for the new camera. They settled on the name Leica, and the first production models went on show at the Leipzig Spring Fair in 1925. By the end of the year, 1,000 cameras had been shipped, despite costing about two months' good wages.The Leica camera established 35 mm still photography as a practical proposition, and film manufacturers began to create the special fine-grain films that Barnack had longed for. He continued to improve the design, and a succession of new Leica models appeared with new features, such as interchangeable lenses, coupled range-finders, 250 exposures. By the time of his sudden death in 1936, Barnack's life's work had forever transformed the nature of photography.[br]Further ReadingJ.Borgé and G.Borgé, 1977, Prestige de la, photographie.BC -
57 Benton, Linn Boyd
SUBJECT AREA: Paper and printing[br]b. 13 May 1844 Little Falls, New York, USAd. 15 July 1932 Plainfield, New Jersey, USA[br]American typefounder, cutter and designer, inventor of the automatic punch-cutting machine.[br]Benton spent his childhood in Milwaukee and La Crosse, where he early showed a talent for mechanical invention. His father was a lawyer with an interest in newspapers and who acquired the Milwaukee Daily News. Benton became familiar with typesetting equipment in his father's newspaper office. He learned the printer's trade at another newspaper office, at La Crosse, and later worked as bookkeeper at a type foundry in Milwaukee. When that failed in 1873, Benton acquired the plant, and when he was joined by R.V.Waldo the firm became Benton, Waldo \& Co. Benton began learning and improving type-cutting practice. He first devised unit-width or "self-spacing" type which became popular with compositors, saving, it was reckoned, 20 per cent of their time. Meanwhile, Benton worked on a punch-cutting machine to speed up the process of cutting letters in the steel punches from which matrices or moulds were formed to enable type to be cast from molten metal. His first mechanical punch-cutter worked successfully in 1884. The third machine, patented in 1885, was the model that revolutionized the typefounding operation. So far, punch-cutting had been done by hand, a rare and expensive skill that was insufficient to meet the demands of the new typesetting machines, the monotype of Lanston and the linotype of Merganthaler. These were threatened with failure until Benton saved the day with his automatic punch-cutter. Mechanizing punch-cutting and the forming of matrices made possible the typesetting revolution brought about by mono-and linotype.In 1892 Benton's firm merged with others to form the American Type Founders Company. Benton's equipment was moved to New York and he with it, to become a board member and Chief Technical Advisor. In 1894 he became Manager of the company's new plant for type manufacture in Jersey City. Benton steadily improved both machinery and processes, for which he was granted twenty patents. With his son Morris Fuller, he was also notable and prolific in the field of type design. Benton remained in active association with his company until just two weeks before his death.[br]Further ReadingObituary, 1932, Inland Printer (August): 53–4.P.Cost, 1985, "The contributions of Lyn [sic] Boyd Benton and Morris Fuller Benton to the technology of typesetting and the art of typeface design", unpublished MSc thesis, Rochester Institute of Technology (the most thorough treatment).H.L.Bullen, 1922, Inland Printer (October) (describes Benton's life and work).LRD -
58 Douglas, Donald Wills
SUBJECT AREA: Aerospace[br]b. 6 April 1892 Brooklyn, New York, USAd. 1 February 1981 Palm Springs, California, USA[br]American aircraft designer best known for bis outstanding airliner', the DC-3.[br]In 1912 Donald Douglas went to the Massachusetts Institute of Technology to study aeronautical engineering. After graduating in this relatively new subject he joined the Glenn L.Martin Company as Chief Engineer. In 1920 he founded the Davis-Douglas Company in California to build an aircraft capable of flying across America non-stop: unfortunately, the Cloudster failed to achieve its target. Douglas reorganized the company in 1921 as the Douglas Company (later it became the Douglas Aircraft Company). In 1924 a team of US Army personnel made the first round-the-world flight in specially designed Douglas World Cruisers, a feat which boosted Douglas's reputation considerably. This reputation was further enhanced by his airliner, designed in 1935, that revolutionized air travel: the Douglas Commercial 3, or DC-3, of which some 13,000 were built. A series of piston-engined airliners followed, culminating in the DC-7. Meanwhile, in the military field, Douglas aircraft played a major part in the Second World War. In the jet age Douglas continued to produce a wide range of successful civil and military aircraft, and the company also moved into the rocket and guided missile business. In 1966 Donald W. Douglas was still Chairman of the company, with Donald W.Douglas Jr as President. In 1967 the company merged with the McDonnell Aircraft Company to become the giant McDonnell Douglas Corporation.[br]Principal Honours and DistinctionsAmerican Institute of Aeronautics and Astronautics; Daniel Guggenheim Medal 1939.Bibliography1935, "The development and reliability of the modern multi-engined airliner", Journal of the Royal Aeronautical Society, London (lecture).Further ReadingB.Yenne, 1985, McDonnell Douglas: A Tale of Two Giants, London (pays some attention to both Douglas and McDonnell, but also covers the history of the companies and the aircraft they produced).René J.Francillon, 1979, McDonnell Douglas Aircraft since 1920, London; 1988, 2nd edn (a comprehensive history of the company's aircraft).JDS -
59 Fuller, Richard Buckminster
SUBJECT AREA: Architecture and building[br]b. 12 July 1895 Milton, Massachusetts, USAd. 1 July 1983 Los Angeles, California, USA[br]American engineer, designer and inventor noted particularly for his creation of the geodesic dome.[br]After naval service during the First World War, Fuller worked for some time in the building industry with his father, who was an architect. In 1927 he became interested in trying to solve social problems by providing good, low-cost housing for an expanding population. Utilizing modern techniques applicable in other industries, such as the design of aircraft and ships, he produced his "Dymaxion House", which was transportable and cheap. This was followed in 1946 by his aluminium, stressed-skin, prefabricated house. The geodesic dome is the structural concept for which Fuller is particularly known. It was patented in 1954 and 300,000 were built over a thirty-year period. He had envisaged the dome being utilized on smaller or larger, simple or complex patterns for a wide variety of needs such as enclosing a covered area for a house, a botanical garden, an exhibition pavilion, a factory, a weather station or, indeed, an entire city. A famous example that he designed was that for the US pavilion at Expo '67 in Montreal. A geodesic dome is generally spherical in form, the chief structural elements of which are interconnected in a geodesic pattern, i.e. one in which the lines connecting two points are the shortest possible. The structure is composed of slender, lightweight struts (usually of aluminium) arranged in geometrical patterns, with the metal skeleton covered by a light, plastic material. Inside the dome, all the space is usable and the climate is controllable. Fuller wrote and lectured widely on his patented invention, explaining the importance of structural research particularly in relation to world needs.[br]Bibliography1975, Synergetics: Exploration on the Geometry of Thinking, Macmillan.1973, with R.W.Marks, The Dymaxion World of Buckminster Fuller, New York: Reprint Anchor.Further ReadingM.Pawley, 1990, Buckminster Fuller, Trefoil Books.DYBiographical history of technology > Fuller, Richard Buckminster
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60 Gresley, Sir Herbert Nigel
[br]b. 19 June 1876 Edinburgh, Scotlandd. 5 April 1941 Hertford, England[br]English mechanical engineer, designer of the A4-class 4–6–2 locomotive holding the world speed record for steam traction.[br]Gresley was the son of the Rector of Netherseale, Derbyshire; he was educated at Marlborough and by the age of 13 was skilled at making sketches of locomotives. In 1893 he became a pupil of F.W. Webb at Crewe works, London \& North Western Railway, and in 1898 he moved to Horwich works, Lancashire \& Yorkshire Railway, to gain drawing-office experience under J.A.F.Aspinall, subsequently becoming Foreman of the locomotive running sheds at Blackpool. In 1900 he transferred to the carriage and wagon department, and in 1904 he had risen to become its Assistant Superintendent. In 1905 he moved to the Great Northern Railway, becoming Superintendent of its carriage and wagon department at Doncaster under H.A. Ivatt. In 1906 he designed and produced a bogie luggage van with steel underframe, teak body, elliptical roof, bowed ends and buckeye couplings: this became the prototype for East Coast main-line coaches built over the next thirty-five years. In 1911 Gresley succeeded Ivatt as Locomotive, Carriage \& Wagon Superintendent. His first locomotive was a mixed-traffic 2–6–0, his next a 2–8–0 for freight. From 1915 he worked on the design of a 4–6–2 locomotive for express passenger traffic: as with Ivatt's 4 4 2s, the trailing axle would allow the wide firebox needed for Yorkshire coal. He also devised a means by which two sets of valve gear could operate the valves on a three-cylinder locomotive and applied it for the first time on a 2–8–0 built in 1918. The system was complex, but a later simplified form was used on all subsequent Gresley three-cylinder locomotives, including his first 4–6–2 which appeared in 1922. In 1921, Gresley introduced the first British restaurant car with electric cooking facilities.With the grouping of 1923, the Great Northern Railway was absorbed into the London \& North Eastern Railway and Gresley was appointed Chief Mechanical Engineer. More 4–6– 2s were built, the first British class of such wheel arrangement. Modifications to their valve gear, along lines developed by G.J. Churchward, reduced their coal consumption sufficiently to enable them to run non-stop between London and Edinburgh. So that enginemen might change over en route, some of the locomotives were equipped with corridor tenders from 1928. The design was steadily improved in detail, and by comparison an experimental 4–6–4 with a watertube boiler that Gresley produced in 1929 showed no overall benefit. A successful high-powered 2–8–2 was built in 1934, following the introduction of third-class sleeping cars, to haul 500-ton passenger trains between Edinburgh and Aberdeen.In 1932 the need to meet increasing road competition had resulted in the end of a long-standing agreement between East Coast and West Coast railways, that train journeys between London and Edinburgh by either route should be scheduled to take 8 1/4 hours. Seeking to accelerate train services, Gresley studied high-speed, diesel-electric railcars in Germany and petrol-electric railcars in France. He considered them for the London \& North Eastern Railway, but a test run by a train hauled by one of his 4–6–2s in 1934, which reached 108 mph (174 km/h), suggested that a steam train could better the railcar proposals while its accommodation would be more comfortable. To celebrate the Silver Jubilee of King George V, a high-speed, streamlined train between London and Newcastle upon Tyne was proposed, the first such train in Britain. An improved 4–6–2, the A4 class, was designed with modifications to ensure free running and an ample reserve of power up hill. Its streamlined outline included a wedge-shaped front which reduced wind resistance and helped to lift the exhaust dear of the cab windows at speed. The first locomotive of the class, named Silver Link, ran at an average speed of 100 mph (161 km/h) for 43 miles (69 km), with a maximum speed of 112 1/2 mph (181 km/h), on a seven-coach test train on 27 September 1935: the locomotive went into service hauling the Silver Jubilee express single-handed (since others of the class had still to be completed) for the first three weeks, a round trip of 536 miles (863 km) daily, much of it at 90 mph (145 km/h), without any mechanical troubles at all. Coaches for the Silver Jubilee had teak-framed, steel-panelled bodies on all-steel, welded underframes; windows were double glazed; and there was a pressure ventilation/heating system. Comparable trains were introduced between London Kings Cross and Edinburgh in 1937 and to Leeds in 1938.Gresley did not hesitate to incorporate outstanding features from elsewhere into his locomotive designs and was well aware of the work of André Chapelon in France. Four A4s built in 1938 were equipped with Kylchap twin blast-pipes and double chimneys to improve performance still further. The first of these to be completed, no. 4468, Mallard, on 3 July 1938 ran a test train at over 120 mph (193 km/h) for 2 miles (3.2 km) and momentarily achieved 126 mph (203 km/h), the world speed record for steam traction. J.Duddington was the driver and T.Bray the fireman. The use of high-speed trains came to an end with the Second World War. The A4s were then demonstrated to be powerful as well as fast: one was noted hauling a 730-ton, 22-coach train at an average speed exceeding 75 mph (120 km/h) over 30 miles (48 km). The war also halted electrification of the Manchester-Sheffield line, on the 1,500 volt DC overhead system; however, anticipating eventual resumption, Gresley had a prototype main-line Bo-Bo electric locomotive built in 1941. Sadly, Gresley died from a heart attack while still in office.[br]Principal Honours and DistinctionsKnighted 1936. President, Institution of Locomotive Engineers 1927 and 1934. President, Institution of Mechanical Engineers 1936.Further ReadingF.A.S.Brown, 1961, Nigel Gresley, Locomotive Engineer, Ian Allan (full-length biography).John Bellwood and David Jenkinson, Gresley and Stanier. A Centenary Tribute (a good comparative account).See also: Bulleid, Oliver Vaughan SnellPJGRBiographical history of technology > Gresley, Sir Herbert Nigel
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