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21 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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22 hop
[hɔp] I 1. гл.1)а) подпрыгивать; двигаться подпрыгиваяThe bird flew upon the table hopping from dish to dish. — Птичка слетела на стол, прыгая от одной тарелки к другой.
б) = hop along прыгать, скакать на одной ноге•Syn:leap 2.2)а) = hop over перепрыгиватьI could hop that easily. — Я легко могу это перепрыгнуть.
б) разг.; = hop on вспрыгивать, вскакивать; успевать ( на поезд)She and some friends hopped a train for Liverpool. — Она и несколько её друзей успели на поезд до Ливерпуля.
The children hopped into their nice warm beds. — Дети запрыгнули в свои тёплые кроватки.
Hop on a red bus and see London as Londoners see it! — Сядьте в красный автобус, и вы увидите Лондон таким, каким его видят сами лондонцы!
в) амер.; разг. поймать ( такси)3) шутл. танцевать4) хромать, прихрамыватьSyn:limp I 2.5) ( hop on) амер.; разг. ругать, отчитывать (кого-л.)The director hopped on Jim for being late again. — Директор отчитал Джима за очередное опоздание.
•- hop off- hop up••to hop it разг. — удирать, убегать
- hop the stick, hop the twig2. сущ.1)а) прыжок, скачокhop, step / skip, and jump спорт. — тройной прыжок
Syn:б) прыганье, подпрыгивание, подскакивание2) разг. танцы, танцевальный вечер3) разг. перелёт, непродолжительный полёт; этап, расстояние, преодолённое без перерываThey had about three hundred miles to go, and because of the road conditions they decided to do it in two hops. — Им требовалось проехать около трёхсот миль, и так как дорога была не очень хорошая, они решили преодолеть это расстояние в два приёма.
••II 1. сущ.to catch smb. on the hop — застать кого-л. врасплох
1) бот. хмель2) австрал.; новозел.; разг. пиво3) нарк. наркотик ( особенно опиум)2. гл.1) добавлять хмель, приправлять хмелем2) давать плоды ( о хмеле) -
23 fly in
1. phr v довести до аэродромаthe pilot flew the crippled bomber in on one engine — лётчик довёл повреждённый бомбардировщик на одном моторе
2. phr v прилететь; прибыть на самолёте3. phr v доставлять по воздухуfood and equipment were flown in just in time — продовольствие и оборудование были доставлены вовремя
fly under screen — летать "под шторкой"
4. phr v ж. -д. переводить стрелку -
24 Breguet, Louis
SUBJECT AREA: Aerospace[br]b. 2 January 1880 Paris, Franced. 4 May 1955 Paris, France[br]French aviation pioneer who built a helicopter in 1907 and designed many successful aircraft.[br]The Breguet family had been manufacturing fine clocks since before the French Revolution, but Louis Breguet and his brother Jacques used their mechanical skills to produce a helicopter, or "gyroplane" as they named it. It was a complex machine with four biplane rotors (i.e. thirty-two lifting surfaces). Louis Breguet had carried out many tests to determine the most suitable rotor design. The Breguet brothers were assisted by Professor Charles Richet and the Breguet-Richet No. 1 was tested in September 1907 when it succeeded in lifting itself, and its pilot, to a height of 1.5 metres. Unfortunately, the gyroplane was rather unstable and four helpers had to steady it; consequently, the flight did not qualify as a "free" flight. This was achieved two months later, also in France, by Paul Cornu who made a 20-second free flight.Louis Breguet turned his attention to aeroplane design and produced a tractor biplane when most other biplanes followed the Wright brothers' layout with a forward elevator and pusher propeller. The Breguet I made quite an impression at the 1909 Reims meeting, but the Breguet IV created a world record the following year by carrying six people. During the First World War the Breguet Type 14 bomber was widely used by French and American squadrons. Between the First and Second World Wars a wide variety of designs were produced, including flying boats and another helicopter, the Breguet- Dorand Gyroplane which flew for over one hour in 1936. The Breguet company survived World War II and in the late 1940s developed a successful four-engined airliner/transport, the Deux-Ponts, which had a bulbous double-deck fuselage.Breguet was an innovative designer, although his designs were functional rather than elegant. He was an early advocate of metal construction and developed an oleo- (oil-spring) undercarriage leg.[br]Bibliography1925, Le Vol à voile dynamique des oiseaux. Analyse des effets des pulsations du vent sur la résultante aérodynamique moyenne d'un planeur, Paris.Further ReadingP.Faure, 1938, Louis Breguet, Paris (biography).C.H.Gibbs-Smith, 1965, The Invention of the Aeroplane 1799–1909, London (provides a careful analysis of Breguet's early aircraft).JDS -
25 Lebaudy, Paul
SUBJECT AREA: Aerospace[br]b. 1858 Enghien, Franced. 1937 Rosny-sur-Seine, France[br]French airship pioneer responsible for the first practical airship, in collaboration with his brother Pierre (1861–1924).[br]Soon after Alberto Santos-Dumont had made his first successful flight in a small airship, Paul and Pierre Lebaudy decided to construct a large airship. The two brothers were sugar manufacturers in Moisson, France, and in 1899 they commissioned their chief engineer, Henri Julliot, to build them a large airship. Julliot was conscientious and cautious, and consequently he spent many months studying the problems and working out a feasible design. The Lebaudy I was not completed until late in 1902 and made its first flight on 13 November. It was 57 m (187 ft) long and powered by a 30 kW (40 hp) Daimler petrol engine driving two propellers which enabled it to fly at 40 km/h (25 mph); it could overcome all but very strong winds. During the ensuing months, Lebaudy I made many successful flights, often carrying passengers, and usually returning to its base at Moisson. On 12 November 1903 it flew a distance of 62 km (381/2 miles) in 1 hour 41 minutes, from Moisson to Paris, where it was put on display and attracted huge crowds. After being damaged, Lebaudy I was rebuilt as Lebaudy II, although it was often called La Jaune because of the yellow fabric of the envelope. In 1905 it made a flight lasting over 3 hours; few would argue that this was the first really successful airship.[br]Further ReadingBasil Clarke, 1961, The History of Airships, London.Wilfrid de Fonvieille, 1911, Histoire de la navigation aérienne, Paris.JDS -
26 Séguin, Louis
[br]b. 1869d. 1918[br]French co-designer, with his brother Laurent Séguin (b. 1883 Rhône, France; d. 1944), of the extremely successful Gnome rotary engines.[br]Most early aero-engines were adaptations of automobile engines, but Louis Séguin and his brother Laurent set out to produce a genuine aero-engine. They decided to build a "rotary" engine in which the crankshaft remained stationary and the cylinders rotated: the propeller was attached to the cylinders. The idea was not new, for rotary engines had been proposed by engineers from James Watt to Samuel P. Langley, rival of the Wright brothers. (An engine with stationary cylinders and a rotating crankshaftplus-propeller is classed as a "radial".) Louis Séguin formed the Société des Moteurs Gnome in 1906 to build stationary industrial engines. Laurent joined him to develop a lightweight engine specifically for aeronautical use. They built a fivecylinder air-cooled radial engine in 1908 and then a prototype seven-cylinder rotary engine. Later in the year the Gnome Oméga rotary, developing 50 hp (37 kW), was produced. This was test-flown in a Voisin biplane during June 1909. The Gnome was much lighter than its conventional rivals and surprisingly reliable in view of the technical problems of supplying rotating cylinders with the petrol-air mixture and a spark to ignite it. It was an instant success.Gnomes were mass-produced for use during the First World War. Both sides built and flew rotary engines, which were improved over the years until, by 1917, their size had grown to such an extent that a further increase was not practicable. The gyroscopic effects of a large rotating engine became a serious handicap to manoeuvrability, and the technical problems inherent in a rotary engine were accentuated.[br]Bibliography1912, L'Aérophile 20(4) (Louis Séguin's description of the Gnome).Further ReadingC.F.Taylor, 1971, "Aircraft Propulsion", Smithsonian Annals of Flight 1(4) (an account of the evolution of aircraft piston engines).A.Nahum, 1987, the Rotary Aero-Engine, London.JDS
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