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81 Florey, Howard Walter
SUBJECT AREA: Medical technology[br]b. 24 September 1898 Adelaide, Australiad. 21 February 1968 Oxford, England[br]Australian pathologist who contributed to the research and technology resulting in the practical clinical availability of penicillin.[br]After graduating MB and BS from Adelaide University in 1921, he went to Oxford University, England, as a Rhodes Scholar in 1922. Following a period at Cambridge and as a Rockefeller Fellow in the USA, he returned to Cambridge as Lecturer in Pathology. He was appointed to the Chair of Pathology at Sheffield at the age of 33, and to the Sir William Dunne Chair of Pathology at Oxford in 1935.Although historically his name is inseparable from that of penicillin, his experimental interests and achievements covered practically the whole range of general pathology. He was a determined advocate of the benefits to research of maintaining close contact between different disciplines. He was an early believer in the need to study functional changes in cells as much as the morphological changes that these brought about.With E. Chain, Florey perceived the potential of Fleming's 1929 note on the bacteria-inhibiting qualities of Penicillium mould. His forthright and dynamic character played a vital part in developing what was perceived to be not just a scientific and medical discovery of unparalleled importance, but a matter of the greatest significance in a war of survival. Between them, Florey and Chain were able to establish the technique of antibiotic isolation and made their findings available to those implementing large-scale fermentation production processes in the USA.Despite being domiciled in England, he played an active role in Australian medical and educational affairs and was installed as Chancellor of the Australian National University in 1966.[br]Principal Honours and DistinctionsLife peer 1965. Order of Merit 1965. Knighted 1944. FRS 1941. President, Royal Society 1960–5. Nobel Prize for Medicine or Physiology (jointly with E.B.Chain and A.Fleming) 1945. Copley Medal 1957. Commander, Légion d'honneur 1946. British Medical Association Gold Medal 1964.Bibliography1940, "Penicillin as a chemotherapeutic agent", Lancet (with Chain). 1949, Antibiotics, Oxford (with Chain et al.).1962, General Pathology, Oxford.MG -
82 Haddy, Arthur Charles
[br]b. 16 May 1906 Newbury, Berkshire, Englandd. December 1989[br]English electronics engineer who developed Full Frequency Range Recording for the Decca Record Company and was instrumental in the development of stereo records.[br]He developed recording equipment for. the Crystallate Gramophone Company, becoming Chief Recording Engineer at Decca when Crystallate was taken over. Eventually he was made Technical Director of Decca Record Company Ltd, a position he held until 1980. The developments of good cutterheads accelerated due to contract work for the armed services during the Second World War, because an extended frequency range was needed. This necessitated the solution of the problem of surface noise, and the result became known publicly as the ffrr system. The experience gained enabled Haddy to pioneer European Long Play recording. Haddy started development of a practical stereo record system within the Decca group, and for economic reasons he eventually chose a solution developed outside his direct surveillance by Teldec. The foresight of Decca made the company an equal partner in the standards discussions during the late 1950s, when it was decided to use the American 45/45 system, which utilized the two side walls of the groove. The same foresight had led Decca to record their repertoire in stereo from 1954 in order to prepare for any commercialized distribution system. In 1967 Haddy also became responsible for cassette manufacture, which meant organizing the logistics of a tape-duplication plant.[br]Principal Honours and DistinctionsOBE 1976.BibliographyHaddy's patents are a good description of some of his technical achievements; for example: UK patent no. 770,465 (greater playing time from a record by changing the groove pitch); UK patent no. 807,301 (using feedback to linearize a cutterhead); UK patent no. 810,106 (two-channel by simultaneous vertical and lateral modulation).Further ReadingG.A.Briggs (ed.), 1961, Audio Biographies, Wharfedale Wireless Works, pp. 157–63. H.E.Roys, "The coming of stereo", Jour. AES 25 (10/11):824–7 (an appreciation of Haddy's role in the standardization of stereo recording).GB-N -
83 Handley Page, Sir Frederick
SUBJECT AREA: Aerospace[br]b. 15 November 1885 Cheltenham, Englandd. 21 April 1962 London, England[br]English aviation pioneer, specialist in large aircraft and developer of the slotted wing for safer slow flying.[br]Frederick Handley Page trained as an electrical engineer but soon turned his attention to the more exciting world of aeronautics. He started by manufacturing propellers for aeroplanes and airships, and then in 1909 he founded a public company. His first aeroplane, the Bluebird, was not a success, but an improved version flew well. It was known as the "Yellow Peril" because of its yellow doped finish and made a notable flight across London from Barking to Brooklands. In 1910 Handley Page became one of the first college lecturers in aeronautical engineering. During the First World War Handley Page concentrated on the production of large bombers. The 0/100 was a biplane with a wing span of 100 ft (30 m) and powered by two engines: it entered service in 1916. In 1918 an improved version, the 0/400, entered service and a larger four-engined bomber made its first flight. This was the V/1500, which was designed to bomb Berlin, but the war ended before this raid took place. After the war, Handley Page turned his attention to airline operations with the great advantage of having at his disposal large bombers which could be adapted to carry passengers. Handley Page Air Transport Ltd was formed in 1919 and provided services to several European cities. Eventually this company became part of Imperial Airways, but Handley Page continued to supply them with large airliners. Probably the most famous was the majestic HP 42 four-engined biplane, which set very high standards of comfort and safety. Safety was always important to Handley Page and in 1920 he developed a wing with a slot along the leading edge: this made slow flying safer by delaying the stall. Later versions used separate aerofoil-shaped slats on the leading edge that were sometimes fixed, sometimes retractable. The HP 42 was fitted with these slats. From the 1930s Handley Page produced a series of bombers, such as the Heyford, Hampden, Harrow and, most famous of all, the Halifax, which played a major role in the Second World War. Then followed the Victor V-bomber of 1952 with its distinctive "crescent" wing and high tailplane. Sir Frederick's last venture was the Herald short-haul airliner of 1955; designed to replace the ubiquitous Douglas DC-3, it was only a limited success.[br]Principal Honours and DistinctionsKnighted 1942. CBE 1918. Lord Lieutenant of the County of Middlesex 1956–60. Honorary Fellow of the Royal Aeronautical Society.Bibliography1950, "Towards slower and safer flying, improved take-off and landing and cheaper airports", Journal of the Royal Aeronautical Society.Further ReadingTwo accounts of Handley Page's life and work were published in the Journal of the Royal Aeronautical Society December 1962 and July 1964.D.C.Clayton, 1970, Handley Page: An Aircraft Album, London (for details of his aircraft).C.H.Barnes, 1976, Handley Page Aircraft since 1907, London.JDSBiographical history of technology > Handley Page, Sir Frederick
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84 Kirk, Alexander Carnegie
[br]b. c.1830 Barry, Angus, Scotlandd. 5 October 1892 Glasgow, Scotland[br]Scottish marine engineer, advocate of multiple-expansion in steam reciprocating engines.[br]Kirk was a son of the manse, and after attending school at Arbroath he proceeded to Edinburgh University. Following graduation he served an apprenticeship at the Vulcan Foundry, Glasgow, before serving first as Chief Draughtsman with the Thames shipbuilders and engineers Maudslay Sons \& Field, and later as Engineer of Paraffin Young's Works at Bathgate and West Calder in Lothian. He was credited with the inventions of many ingenious appliances and techniques for improving production in these two establishments. About 1866 Kirk returned to Glasgow as Manager of the Cranstonhill Engine Works, then moved to Elder's Shipyard (later known as the Fairfield Company) as Engineering Manager. There he made history in producing the world's first triple-expansion engines for the single-screw steamship Propontis in 1874. That decade was to confirm the Clyde's leading role as shipbuilders to the world and to establish the iron ship with efficient reciprocating machinery as the workhorse of the British Merchant Marine. Upon the death of the great Clyde shipbuilder Robert Napier in 1876, Kirk and others took over as partners in the shipbuilding yard and engine shops of Robert Napier \& Sons. There in 1881 they built a ship that is acknowledged as one of the masterpieces of British shipbuilding: the SS Aberdeen for George Thompson's Aberdeen Line to the Far East. In this ship the fullest advantage was taken of high steam temperatures and pressures, which were expanded progressively in a three-cylinder configuration. The Aberdeen, in its many voyages from London to China and Japan, was to prove the efficiency of these engines that had been so carefully designed in Glasgow. In the following years Dr Kirk (he has always been known as Doctor, although his honorary LLD was only awarded by Glasgow University in 1888) persuaded the Admiralty and several shipping companies to accept not only triple-expansion machinery but also the use of mild steel in ship construction. The successful SS Parisian, built for the Allan Line of Glasgow, was one of these pioneer ships.[br]Principal Honours and DistinctionsFellow of the Royal Society of Edinburgh.FMWBiographical history of technology > Kirk, Alexander Carnegie
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85 Mole, Lancelot de
SUBJECT AREA: Weapons and armour[br]b. 13 March 1880 Adelaide, Australiad. 6 May 1950 Sydney, Australia[br]Australian engineer and early tank designer.[br]De Mole's father was an architect and surveyor and he himself followed a similar avenue as a draughtsman working on mining, surveying and engineering projects in Australia. It was in 1911, while surveying in particularly rough terrain in Western Australia, that he first conceived the idea of the tank as a tracked, armoured vehicle capable of traversing the most difficult ground. He drew up detailed plans and submitted them to the War Office in London the following year, but although they were rejected, not all the plans were returned to him. When war broke out in 1914 he tried without success to interest the Australian authorities, even after he had constructed a model at their request. A further blow came in 1916, when the first tanks, built by the British, appeared on the battlefields of France and looked remarkably similar in design to his own. Believing that he could play a significant role in further tank development, but lacking the funds to travel to Britain, de Mole eventually succeeded, after an initial rejection by a medical board, in enlisting in the Australian Army, which got him to England at the beginning of 1918. He immediately took his model to the British Inventions Committee, who were sufficiently impressed to pass it to the Tank Board, who promptly mislaid it for six weeks. Meanwhile, in March 1918, Private de Mole was ordered to France and was unable to take matters further. On his return to England in early 1919 he made a formal claim for a reward for his invention, but this was turned down on the grounds that no direct link could be established between his design and the first tanks that were built. Even so, the Inventions Committee did authorize a sum of money to cover his expenses, and in 1920 de Mole was a made a Commander of the Order of the British Empire.Returning to Australia, de Mole worked as an engineer in the design branch of the Sydney Water Board. He continued to invent, but none of his designs, which covered a wide range of items, were ever taken up.[br]Principal Honours and DistinctionsCBE 1920.Further ReadingAustralian Dictionary of Biography, 1918, Vol. 8.A.J.Smithers, 1986, A New Excalibur: The Development of the Tank 1909–1939, London: Leo Cooper (for illustrations of the model of his tank).Mention of his invention is made in a number of books on the history of the tank.CM -
86 Mond, Ludwig
SUBJECT AREA: Chemical technology[br]b. 7 March 1839 Cassel, Germanyd. 11 December 1909 London, England[br]German (naturalized English) industrial chemist.[br]Born into a prosperous Jewish merchant family, Mond studied at the Polytechnic in Cassel and then under the distinguished chemists Hermann Kolbe at Marburg and Bunsen at Heidelberg from 1856. In 1859 he began work as an industrial chemist in various works in Germany and Holland. At this time, Mond was pursuing his method for recovering sulphur from the alkali wastes in the Leblanc soda-making process. Mond came to England in 1862 and five years later settled permanently, in partnership with John Hutchinson \& Co. at Widnes, to perfect his process, although complete success eluded him. He became a naturalized British subject in 1880.In 1872 Mond became acquainted with Ernest Solvay, the Belgian chemist who developed the ammonia-soda process which finally supplanted the Leblanc process. Mond negotiated the English patent rights and set up the first ammoniasoda plant in England at Winnington in Cheshire, in partnership with John Brunner. After overcoming many difficulties by incessant hard work, the process became a financial success and in 1881 Brunner, Mond \& Co. was formed, for a time the largest alkali works in the world. In 1926 the company merged with others to form Imperial Chemical Industries Ltd (ICI). The firm was one of the first to adopt the eight-hour day and to provide model dwellings and playing fields for its employees.From 1879 Mond took up the production of ammonia and this led to the Mond producer-gas plant, patented in 1883. The process consisted of passing air and steam over coal and coke at a carefully regulated temperature. Ammonia was generated and, at the same time, so was a cheap and useful producer gas. Mond's major discovery followed the observation in 1889 that carbon monoxide could combine with nickel in its ore at around 60°C to form a gaseous compound, nickel carbonyl. This, on heating to a higher temperature, would then decompose to give pure nickel. Mond followed up this unusual way of producing and purifying a metal and by 1892 had succeeded in setting up a pilot plant to perfect a large-scale process and went on to form the Mond Nickel Company.Apart from being a successful industrialist, Mond was prominent in scientific circles and played a leading role in the setting up of the Society of Chemical Industry in 1881. The success of his operations earned him great wealth, much of which he donated for learned and charitable purposes. He formed a notable collection of pictures which he bequeathed to the National Gallery.[br]Principal Honours and DistinctionsFRS 1891.Bibliography1885, "On the origin of the ammonia-soda process", Journal of the Society of Chemical Industry 4:527–9.1895. "The history of the process of nickel extraction", Journal of the Society of Chemical Industry 14:945–6.Further ReadingJ.M.Cohen, 1956, The Life of Ludwig Mond, London: Methuen. Obituary, 1918, Journal of the Chemical Society 113:318–34.F.C.Donnan, 1939, Ludwig Mond 1839–1909, London (a valuable lecture).LRD -
87 Nervi, Pier Luigi
[br]b. 21 June 1891 Sondrio, Italyd. 9 January 1979 (?), Italy[br]Italian engineer who played a vital role in the use and adaptation of reinforced concrete as a structural material from the 1930s to the 1970s.[br]Nervi early established a reputation in the use of reinforced concrete with his stadium in Florence (1930–2). This elegant concrete structure combines graceful curves with functional solidity and is capable of seating some 35,000 spectators. The stadium was followed by the aircraft hangars built for the Italian Air Force at Orvieto and Ortebello, in which he spanned the vast roofs of the hangars with thin-shelled vaults supported by precast concrete beams and steel-reinforced ribs. The structural strength and subtle curves of these ribbed roofs set the pattern for Nervi's techniques, which he subsequently varied and elaborated on to solve problems that arose in further commissions.Immediately after the Second World War Italy was short of supplies of steel for structural purposes so, in contrast to the USA, Britain and Germany, did not for some years construct any quantity of steel-framed rectangular buildinngs used for offices, housing or industrial use. It was Nervi who led the way to a ferroconcrete approach, using a new type of structure based on these materials in the form of a fine steel mesh sprayed with cement mortar and used to roof all kinds of structures. It was a method that resulted in expressionist curves instead of rectangular blocks, and the first of his great exhibition halls at Turin (1949), with a vault span of 240 ft (73 m), was an early example of this technique. Nervi continued to create original and beautiful ferroconcrete structures of infinite variety: for example, the hall at the Lido di Roma, Ostia; the terme at Chianciano; and the three buildings that he designed for the Rome Olympics in 1960. The Palazzetto dello Sport is probably the most famous of these, for which he co-operated with the architect Annibale Vitellozzi to construct a small sports palace seating 5,000 spectators under a concrete "big top" of 194 ft (59 m) diameter, its enclosing walls supported by thirtysix guy ropes of concrete; inside, the elegant roof displays a floral quality. In 1960 Nervi returned to Turin to build his imaginative Palace of Labour for the centenary celebrations of Garibaldi and Victor Emmanuel in the city. This vast hall, like the Crystal Palace in England a century earlier (see Paxton), had to be built quickly and be suitable for later adaptation. It was therefore constructed partly in steel, and the metal supporting columns rose to palm-leaf capitals reminiscent of those in ancient Nile palaces.Nervi's aim was always to create functional buildings that simultaneously act by their aesthetic qualities as an effective educational influence. Functionalism for Nervi never became "brutalism". In consequence, his work is admired by the lay public as well as by architects. He collaborated with many of the outstanding architects of the day: with Gio Ponti on the Pirelli Building in Milan (1955–9); with Zehrfuss and Breuer on the Y-plan UNESCO Building in Paris (1953–7); and with Marcello Piacentini on the 16,000-seat Palazzo dello Sport in Rome. Nervi found time to write a number of books on building construction and design, lectured in the Universities of Rio de Janiero and Buenos Aires, and was for many years Professor of Technology and Technique of Construction in the Faculty of Architecture at the University of Rome. He continued to design new structures until well into the 1970s.[br]Principal Honours and DistinctionsRIBA Royal Gold Medal 1960. Royal Institute of Structural Engineers Gold Medal 1968. Honorary Degree Edinburgh University, Warsaw University, Munich University, London University, Harvard University. Member International Institute of Arts and Letters, Zurich; American Academy of Arts and Sciences; Royal Academy of Fine Arts, Stockholm.Bibliography1956, Structures, New York: Dodge.1945, Scienza o Arte del Costruire?, Rome: Bussola.Further ReadingP.Desideri et al., 1979, Pier Luigi Nervi, Bologna: Zanichelli.A.L.Huxtable, 1960, Masters of World Architecture; Pier Luigi Nervi, New York: Braziller.DY -
88 Nightingale, Florence
SUBJECT AREA: Medical technology[br]b. 15 May 1820 Florence, Italyd. 13 August 1910 London, England[br]English nurse, pioneer of the reform of nursing, hospital organization and technology.[br]Dedicated to the relief of suffering, Florence Nightingale spent her early years visiting civil and military hospitals all over Europe. She then attended a course of formal training at Kaiserwerth in Germany and with the Sisters of St Vincent de Paul in Paris.She had returned to London and was managing, after having reformed, a hostel for invalid gentlewomen when in 1854 the appalling conditions of the wounded in Turkey during the Crimean War led to her taking a party of thirty-eight nurses out to Scutari. The application of principles of hygiene and sanitation resulted in dramatic improvements in conditions and on her return to England in 1856 she applied the large sums which had been raised in her honour to the founding in 1861 of the St Thomas's School of Nursing.From this base she acted as adviser, goad and promoter of sound nursing common sense for the remainder of a long life marred by a chronic invalidism quite out of keeping with the rigorousness of her role in the nursing field. It was not only in the training and conduct of nursing that her influence was primal. Many concepts of hospital technology relating to hygiene, ventilation and ward design are to be attributed to her forthright common sense. The "Nightingale ward", for a time the target of progressive reformers, has been shown still to have abiding virtues.[br]Principal Honours and DistinctionsOrder of Merit 1907.Bibliography1858, Notes on Nursing.1899, Notes on Hospitals.Further ReadingC.Woodham-Smith, 1949, Florence Nightingale, London.MG -
89 Santos-Dumont, Alberto
SUBJECT AREA: Aerospace[br]b. 20 July 1873 Cabangu, Rocha Dias, Brazild. 23 July 1932 d. Santos, Sâo Paulo, Brazil[br]Brazilian pioneer in airship and aeroplane flights.[br]Alberto Santos-Dumont, the son of a wealthy Brazilian coffee planter, was sent to Paris to study engineering but developed a passion for flying. After several balloon flights he turned his attention to powered airships. His first small airship, powered by a motorcycle engine, flew in 1898. A series of airships followed and his flights over Paris—and his narrow escapes—generated much public interest. A large cash prize had been offered for the first person to fly from Saint-Cloud around the Eiffel Tower and back inside thirty minutes. Santos-Dumont made two attempts in his airship No. 5, but engine failures caused him to crash, once in a tree and once on a hotel roof. Undismayed, he prepared airship No. 6 and on 19 October 1901 he set out and rounded the Tower, only to suffer yet another engine failure. This time he managed to restart the engine and claim the prize. This flight created a sensation in Paris and beyond. Santos-Dumont continued to create news with a series of airship exploits, and by 1906 he had built a total of fourteen airships. In 1904 Santos-Dumont visited the United States and met Octave Chanute, who described to him the achievements of the Wright brothers. On his return to Paris he set about designing an aeroplane which was unlike any other aeroplane of the period. It had box-kite-like wings and tail, and flew tail-first (a canard) powered by an Antoinette engine at the rear. It was built for him by Gabriel Voisin and was known as the "14 bis" because it was air-tested suspended beneath airship No. 14. It made its first free take-off on 13 September 1906, and then a series of short hops, including one of 220 m (720 ft) which won Santos-Dumont an Aero-Club prize and recognition for the first aeroplane flight in Europe; indeed, it was the first officially witnessed aeroplane flight in the world. Santos-Dumont's most successful aeroplane was his No. 20 of 1909, known as the Demoiselle: a tiny machine popular with sporting pilots. About this time, however, Santos-Dumont became ill and had to abandon his aeronautical activities. Although he had not made any great technical breakthroughs, Santos-Dumont had played a major role in arousing public interest in flying.[br]Principal Honours and DistinctionsAéro Club de France Grand Prix de l'Aéronautique 1901. Chevalier de la Légion d'honneur 1904.Bibliography1904, Dans l'air, Paris; 1904, pub. as My Airships (repub. 1973, New York: Dover).Further ReadingPeter Wykeham, 1962, Santos-Dumont, A Study in Obsession, London.F.H.da Costa, c. 1971, Alberto Santos-Dumont, O Pai da Aviaçāo; pub. in English asAlberto Santos Dumont, Father of Aviation, Rio de Janeiro.JDS -
90 Siemens, Sir Charles William
[br]b. 4 April 1823 Lenthe, Germanyd. 19 November 1883 London, England[br]German/British metallurgist and inventory pioneer of the regenerative principle and open-hearth steelmaking.[br]Born Carl Wilhelm, he attended craft schools in Lübeck and Magdeburg, followed by an intensive course in natural science at Göttingen as a pupil of Weber. At the age of 19 Siemens travelled to England and sold an electroplating process developed by his brother Werner Siemens to Richard Elkington, who was already established in the plating business. From 1843 to 1844 he obtained practical experience in the Magdeburg works of Count Stolburg. He settled in England in 1844 and later assumed British nationality, but maintained close contact with his brother Werner, who in 1847 had co-founded the firm Siemens \& Halske in Berlin to manufacture telegraphic equipment. William began to develop his regenerative principle of waste-heat recovery and in 1856 his brother Frederick (1826–1904) took out a British patent for heat regeneration, by which hot waste gases were passed through a honeycomb of fire-bricks. When they became hot, the gases were switched to a second mass of fire-bricks and incoming air and fuel gas were led through the hot bricks. By alternating the two gas flows, high temperatures could be reached and considerable fuel economies achieved. By 1861 the two brothers had incorporated producer gas fuel, made by gasifying low-grade coal.Heat regeneration was first applied in ironmaking by Cowper in 1857 for heating the air blast in blast furnaces. The first regenerative furnace was set up in Birmingham in 1860 for glassmaking. The first such furnace for making steel was developed in France by Pierre Martin and his father, Emile, in 1863. Siemens found British steelmakers reluctant to adopt the principle so in 1866 he rented a small works in Birmingham to develop his open-hearth steelmaking furnace, which he patented the following year. The process gradually made headway; as well as achieving high temperatures and saving fuel, it was slower than Bessemer's process, permitting greater control over the content of the steel. By 1900 the tonnage of open-hearth steel exceeded that produced by the Bessemer process.In 1872 Siemens played a major part in founding the Society of Telegraph Engineers (from which the Institution of Electrical Engineers evolved), serving as its first President. He became President for the second time in 1878. He built a cable works at Charlton, London, where the cable could be loaded directly into the holds of ships moored on the Thames. In 1873, together with William Froude, a British shipbuilder, he designed the Faraday, the first specialized vessel for Atlantic cable laying. The successful laying of a cable from Europe to the United States was completed in 1875, and a further five transatlantic cables were laid by the Faraday over the following decade.The Siemens factory in Charlton also supplied equipment for some of the earliest electric-lighting installations in London, including the British Museum in 1879 and the Savoy Theatre in 1882, the first theatre in Britain to be fully illuminated by electricity. The pioneer electric-tramway system of 1883 at Portrush, Northern Ireland, was an opportunity for the Siemens company to demonstrate its equipment.[br]Principal Honours and DistinctionsKnighted 1883. FRS 1862. Institution of Civil Engineers Telford Medal 1853. President, Institution of Mechanical Engineers 1872. President, Society of Telegraph Engineers 1872 and 1878. President, British Association 1882.Bibliography27 May 1879, British patent no. 2,110 (electricarc furnace).1889, The Scientific Works of C.William Siemens, ed. E.F.Bamber, 3 vols, London.Further ReadingW.Poles, 1888, Life of Sir William Siemens, London; repub. 1986 (compiled from material supplied by the family).S.von Weiher, 1972–3, "The Siemens brothers. Pioneers of the electrical age in Europe", Transactions of the Newcomen Society 45:1–11 (a short, authoritative biography). S.von Weihr and H.Goetler, 1983, The Siemens Company. Its Historical Role in theProgress of Electrical Engineering 1847–1980, English edn, Berlin (a scholarly account with emphasis on technology).GWBiographical history of technology > Siemens, Sir Charles William
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91 Wenham, Francis Herbert
SUBJECT AREA: Aerospace[br]b. 1824 London, Englandd. 11 August 1908 Folkestone, England[br]English engineer, inventor and pioneer aerodynamicist who built the first wind tunnel.[br]Wenham trained as a marine engineer and later specialized in screw propellers and high-pressure engines. He had many interests. He took his steamboat to the Nile and assisted the photographer F.Frith to photograph Egyptian tombs by devising a series of mirrors to deflect sunlight into the dark recesses. He experimented with gas engines and produced a hot-air engine. Wenham was a leading, if controversial, figure in the Microscopical Society and a member of the Royal Photographic Society; he developed an enlarger.Wenham was interested in both mechanical and lighter-than-air flight. One of his friends was James Glaisher, a well-known balloonist who made many ascents to gather scientific information. When the (Royal) Aeronautical Society of Great Britain was founded in 1866, the Rules were drawn up by Wenham, Glaisher and the Honorary Secretary, F.W.Brearey. At the first meeting of the Society, on 27 June 1866, "On aerial locomotion and the laws by which heavy bodies impelled through the air are sustained" was read by Wenham. In his paper Wenham described his experiments with a whirling arm (used earlier by Cayley) to measure lift and drag on flat surfaces inclined at various angles of incidence. His studies of birds' wings and, in particular, their wing loading, showed that they derived most of their lift from the front portion, hence a long, thin wing was better than a short, wide one. He published illustrations of his glider designs covering his experiments of c. 1858–9. One of these had five slender wings one above the other, an idea later developed by Horatio Phillips. Wenham had some success with a model, but no real success with his full-size gliders.In 1871, Wenham and John Browning constructed the first wind tunnel designed for aeronautical research. It utilized a fan driven by a steam engine to propel the air and had a working section of 18 in. (116 cm). Wenham continued to play an important role in aeronautical matters for many years, including a lengthy exchange of ideas with Octave Chanute from 1892 onwards.[br]Principal Honours and DistinctionsHonorary Member of the (Royal) Aeronautical Society.BibliographyWenham published many reports and papers. These are listed, together with a reprint of his paper "Aerial locomotion", in the Journal of the Royal Aeronautical Society (August 1958).Further ReadingTwo papers by J.Laurence Pritchard, 1957, "The dawn of aerodynamics" Journal of the Royal Aeronautical Society (March); 1958, "Francis Herbert Wenham", Journal of the Royal Aeronautical Society (August) (both papers describe Wenham and his work).J.E.Hodgson, 1924, History of Aeronautics in Great Britain, London.JDSBiographical history of technology > Wenham, Francis Herbert
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92 Whittle, Sir Frank
SUBJECT AREA: Aerospace[br]b. 1 June 1907 Coventry, England[br]English engineer who developed the first British jet engine.[br]Frank Whittle enlisted in the Royal Air Force (RAF) as an apprentice, and after qualifying as a pilot he developed an interest in the technical aspects of aircraft propulsion. He was convinced that the gas-turbine engine could be adapted for use in aircraft, but he could not convince the Air Ministry, who turned down the proposal. Nevertheless, Whittle applied for a patent for his turbojet engine the following year, 1930. While still in the RAF, he was allowed time to study for a degree at Cambridge University and carry out postgraduate research (1934–7). By 1936 the official attitude had changed, and a company called Power Jets Ltd was set up to develop Whittle's jet engine. On 12 April 1937 the experimental engine was bench-tested. After further development, an official order was placed in March 1938. Whittle's engine had a centrifugal compressor, ten combustion chambers and a turbine to drive the compressor; all the power output came from the jet of hot gases.In 1939 an experimental aircraft was ordered from the Gloster Aircraft Company, the E 28/39, to house the Whittle W1 engine, and this made its first flight on 15 May 1941. A development of the W1 by Rolls-Royce, the Welland, was used to power the twin-engined Gloster Meteor fighter, which saw service with the RAF in 1944. Whittle retired from the RAF in 1948 and became a consultant. From 1977 he lived in the United States. Comparisons between the work of Whittle and Hans von Ohain show that each of the two engineers developed his engine without knowledge of the other's work. Whittle was the first to take out a patent, Ohain achieved the first flight; the Whittle engine and its derivatives, however, played a much greater role in the history of the jet engine.[br]Principal Honours and DistinctionsKnighted 1948. Commander of the Order of the Bath 1947. Order of Merit 1986. FRS 1947. Honorary Fellow of the Royal Aeronautical Society.Bibliography1953, Jet, London (an account not only of his technical problems, but also of the difficulties with civil servants, politicians and commercial organizations).Further ReadingJ.Golley, 1987, Whittle: The True Story, Shrewsbury (this author based his work on Jet, but carried out research, aided by Whittle, to give a fuller account with the benefit of hindsight).JDS -
93 дугогасительный контакт
дугогасительный контакт
Контакт, рассчитанный на образование на нем дуги.
Примечание. Дугогасительный контакт может служить главным контактом, а может быть отдельным контактом, спроектированным так, чтобы он размыкался позже, а замыкался раньше другого контакта, защищаемого им от повреждения.
МЭК 60050(441-15-08).
[ ГОСТ Р 50030. 1-2000 ( МЭК 60947-1-99)]
[ ГОСТ Р 50345-99( МЭК 60898-95)]
дугогасительный контакт
Контакт, предназначенный для того, чтобы на нем устанавливалась электрическая дуга, тем самым обеспечивая защиту главного контакта от повреждений.
[ ГОСТ Р 52565-2006]EN
arcing contact
a contact on which the arc is intended to be established
NOTE – An arcing contact may serve as a main contact; it may be a separate contact so designed that it opens after and closes before another contact which it is intended to protect from injury.
[IEV number 441-15-08]FR
contact d'arc
contact prévu pour que l'arc s'y établisse
NOTE – Un contact d'arc peut jouer le rôle de contact principal; il peut être un contact distinct conçu de façon à s'ouvrir après et se fermer avant un autre contact qu'il a pour but de protéger contre les détériorations
[IEV number 441-15-08]Тематики
- аппарат, изделие, устройство...
- выключатель автоматический
- выключатель, переключатель
- высоковольтный аппарат, оборудование...
- контакт
EN
DE
FR
3.3.2 дугогасительный контакт (arcing contact): Контакт, на котором предполагается возникновение дуги.
Примечание - Дугогасительный контакт может выполнять роль главного контакта, но может быть и отдельным контактом, спроектированным так, чтобы размыкаться позже, а замыкаться раньше другого контакта, для защиты которого он предназначен.
[МЭС 441-15-08]
Источник: ГОСТ Р 50345-2010: Аппаратура малогабаритная электрическая. Автоматические выключатели для защиты от сверхтоков бытового и аналогичного назначения. Часть 1. Автоматические выключатели для переменного тока оригинал документа
Русско-английский словарь нормативно-технической терминологии > дугогасительный контакт
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