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1 оптимальный
Бизнес, юриспруденция. Русско-английский словарь > оптимальный
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2 оптимальный
1. optimal2. optimally3. optimumРусско-английский словарь по информационным технологиям > оптимальный
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3 оптимальный гребной винт
Naval: optimum propellerУниверсальный русско-английский словарь > оптимальный гребной винт
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4 Parsons, Sir Charles Algernon
[br]b. 13 June 1854 London, Englandd. 11 February 1931 on board Duchess of Richmond, Kingston, Jamaica[br]English eingineer, inventor of the steam turbine and developer of the high-speed electric generator.[br]The youngest son of the Earl of Rosse, he came from a family well known in scientific circles, the six boys growing up in an intellectual atmosphere at Birr Castle, the ancestral home in Ireland, where a forge and large workshop were available to them. Charles, like his brothers, did not go to school but was educated by private tutors of the character of Sir Robert Ball, this type of education being interspersed with overseas holiday trips to France, Holland, Belgium and Spain in the family yacht. In 1871, at the age of 17, he went to Trinity College, Dublin, and after two years he went on to St John's College, Cambridge. This was before the Engineering School had opened, and Parsons studied mechanics and mathematics.In 1877 he was apprenticed to W.G.Armstrong \& Co. of Elswick, where he stayed for four years, developing an epicycloidal engine that he had designed while at Cambridge. He then moved to Kitson \& Co. of Leeds, where he went half shares in a small experimental shop working on rocket propulsion for torpedoes.In 1887 he married Katherine Bethell, who contracted rheumatic fever from early-morning outdoor vigils with her husband to watch his torpedo experiments while on their honeymoon! He then moved to a partnership in Clarke, Chapman \& Co. at Gateshead. There he joined the electrical department, initially working on the development of a small, steam-driven marine lighting set. This involved the development of either a low-speed dynamo, for direct coupling to a reciprocating engine, or a high-speed engine, and it was this requirement that started Parsons on the track of the steam turbine. This entailed many problems such as the running of shafts at speeds of up to 40,000 rpm and the design of a DC generator for 18,000 rpm. He took out patents for both the turbine and the generator on 23 April 1884. In 1888 he dissolved his partnership with Clarke, Chapman \& Co. to set up his own firm in Newcastle, leaving his patents with the company's owners. This denied him the use of the axial-flow turbine, so Parsons then designed a radial-flow layout; he later bought back his patents from Clarke, Chapman \& Co. His original patent had included the use of the steam turbine as a means of marine propulsion, and Parsons now set about realizing this possibility. He experimented with 2 ft (61 cm) and 6 ft (183 cm) long models, towed with a fishing line or, later, driven by a twisted rubber cord, through a single-reduction set of spiral gearing.The first trials of the Turbinia took place in 1894 but were disappointing due to cavitation, a little-understood phenomenon at the time. He used an axial-flow turbine of 2,000 shp running at 2,000 rpm. His work resulted in a far greater understanding of the phenomenon of cavitation than had hitherto existed. Land turbines of up to 350 kW (470 hp) had meanwhile been built. Experiments with the Turbinia culminated in a demonstration which took place at the great Naval Review of 1897 at Spithead, held to celebrate Queen Victoria's Diamond Jubilee. Here, the little Turbinia darted in and out of the lines of heavy warships and destroyers, attaining the unheard of speed of 34.5 knots. The following year the Admiralty placed their first order for a turbine-driven ship, and passenger vessels started operation soon after, the first in 1901. By 1906 the Admiralty had moved over to use turbines exclusively. These early turbines had almost all been direct-coupled to the ship's propeller shaft. For optimum performance of both turbine and propeller, Parsons realized that some form of reduction gearing was necessary, which would have to be extremely accurate because of the speeds involved. Parsons's Creep Mechanism of 1912 ensured that any errors in the master wheel would be distributed evenly around the wheel being cut.Parsons was also involved in optical work and had a controlling interest in the firm of Ross Ltd of London and, later, in Sir Howard Grubb \& Sons. He he was an enlightened employer, originating share schemes and other benefits for his employees.[br]Principal Honours and DistinctionsKnighted. Order of Merit 1927.Further ReadingA.T.Bowden, 1966, "Charles Parsons: Purveyor of power", in E.G.Semler (ed.), The Great Masters. Engineering Heritage, Vol. II, London: Institution of Mechanical Engineers/Heinemann.IMcNBiographical history of technology > Parsons, Sir Charles Algernon
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5 MacCready, Paul
SUBJECT AREA: Aerospace[br]b. 29 September 1925 New Haven, Connecticut, USA[br]American designer of man-powered aeroplanes, one of which flew across the English Channel in 1979.[br]As a boy, Paul MacCready was an enthusiastic builder of flying model aeroplanes; he became US National Junior Champion in 1941. He learned to fly and became a pilot with the US Navy in 1943. he developed an interest in gliding in 1945 and became National Soaring Champion in 1948 and 1949. After graduating from the California Institute of Technology (Cal Tech) as a meteorologist, he set up Meteorological Research Inc. In 1953 MacCready became the first American to win the World Gliding Championship. When hang-gliders became popular in the early 1970s MacCready studied their performance and compared them with soaring birds: he came to the conclusion that man-powered flight was a possibility. In an effort to generate an interest in man-powered flight, a cash prize had been offered in Britain by Henry Kremer, a wealthy industrialist and fitness enthusiast. A man-powered aircraft had to complete a one-mile (1.6km) figure-of-eight course in order to win. However, the figure-of-eight proved to be a major obstacle and the prize money was increased over the years to £50,000. In 1976 MacCready and his friend Dr Peter Lissaman set to work on their computer and came up with their optimum design for a man-powered aircraft. The Gossamer Condor had a wing span of 96 ft (27.4 m), about the same as a Douglas DC-9 airliner, yet it weighed just 70 lb (32 kg). It was a tail-first design with a pedaldriven pusher propeller just behind the pilot. Bryan Allen, a biologist, pilot and racing cyclist, joined the team to provide the muscle-power. After over two hundred flights they were ready to make an attempt on the prize, and on 23 August 1977 they succeeded where many had failed, in 7 minutes. Kremer then offered £100,000 for the first manpowered flight across the English Channel. Many thought this would be impossible, but MacCready and his team set about the task of designing a new machine based on their Condor, which they called the Gossamer Albatross. Bryan Allen also had a major task: getting fit for a flight which might take three hours of pedalling. The weather was more of a problem than in California, and after a long delay the Gossamer Albatross took off, on 12 June 1979. After pedalling for 2 hours 49 minutes, Bryan Allen landed in France: it was seventy years since Blériot's flight, although Blériot was much quicker.[br]Principal Honours and DistinctionsWorld Gliding Champion 1953.Bibliography1979, "The Channel crossing and the future", Man Powered Aircraft Symposium, London: Royal Aeronautical Society.Further ReadingM.Grosser, 1981, Gossamer Odyssey, London (provides a brief biography and detailed accounts of the two aircraft).M.F.Jerram, 1980, Incredible Flying Machines, London (a short survey of pedal planes).Articles by Ron Moulton on the Gossamer Albatross appeared in Aerospace (Royal Aeronautical Society) London, August/September 1979, and the Aeromodeller, London, September 1979.JDS
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