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  • 101 Elkington, George Richard

    SUBJECT AREA: Metallurgy
    [br]
    b. 17 October 1801 Birmingham England
    d. 22 September 1865 Pool Park, Denbighshire, England
    [br]
    English pioneer in electroplating.
    [br]
    He was apprenticed to his uncles, makers of metalware, in 1815 and showed such aptitude for business that he was taken into partnership. On their deaths, Elkington assumed sole ownership of the business. In conjunction with his cousin Henry (1810–52), by unrelenting enterprise, he established an industry for electroplating and electrogilding. Up until c.1840, silver-plated goods were produced by rolling or soldering thin sheets of silver to a base metal, such as copper. Back in 1801, the English chemist William Wollaston had deposited one metal upon another by means of an electric current generated from a voltaic pile or battery. In the 1830s, certain inventors, such as Bessemer used this result to produce plated articles and these efforts in turn induced the Elkingtons to apply the method in their trade. In 1836 and 1837 they took out patents for "mercurial gilding", and one patent of 1838 refers to a separate electric current. In 1840 they bought from John Wright, a Birmingham surgeon, his discovery of what proved to be the best electroplating solution: namely, solutions of cyanides of gold and silver in potassium cyanide. They also purchased rights to use the electric machine invented by J.S. Woolrich. Armed with these techniques, the Elkingtons produced in their large new works in Newhall Street a wide range of gold-and silver-plated decorative and artistic ware. Henry was particularly active on the artistic side of the business, as was their employee Alexander Parkes. For some twenty-five years, Britain enjoyed a virtual monopoly of this kind of ware, due largely to the enterprise of the Elkingtons, although by the end of the century rising tariffs had closed many foreign markets and the lead had passed to Germany. George spent all his working life in Birmingham, taking some part in the public life of the city. He was a governor of King Edward's Grammar School and a borough magistrate. He was also a caring employer, setting up houses and schools for his workers.
    [br]
    Bibliography
    LRD

    Biographical history of technology > Elkington, George Richard

  • 102 Perkins, Jacob

    [br]
    b. 9 July 1766 Newburyport, Massachusetts, USA
    d. 30 July 1849 London, England
    [br]
    American inventor of a nail-making machine and a method of printing banknotes, investigator of the use of steam at very high pressures.
    [br]
    Perkins's occupation was that of a gold-and silversmith; while he does not seem to have followed this after 1800, however, it gave him the skills in working metals which he would continue to employ in his inventions. He had been working in America for four years before he patented his nail-making machine in 1796. At the time there was a great shortage of nails because only hand-forged ones were available. By 1800, other people had followed his example and produced automatic nail-making machines, but in 1811 Perkins' improved machines were introduced to England by J.C. Dyer. Eventually Perkins had twenty-one American patents for a range of inventions in his name.
    In 1799 Perkins invented a system of engraving steel plates for printing banknotes, which became the foundation of modern siderographic work. It discouraged forging and was adopted by many banking houses, including the Federal Government when the Second United States Bank was inaugurated in 1816. This led Perkins to move to Philadelphia. In the intervening years, Perkins had improved his nail-making machine, invented a machine for graining morocco leather in 1809, a fire-engine in 1812, a letter-lock for bank vaults and improved methods of rolling out spoons in 1813, and improved armament and equipment for naval ships from 1812 to 1815.
    It was in Philadelphia that Perkins became interested in the steam engine, when he met Oliver Evans, who had pioneered the use of high-pressure steam. He became a member of the American Philosophical Society and conducted experiments on the compressibility of water before a committee of that society. Perkins claimed to have liquified air during his experiments in 1822 and, if so, was the real discoverer of the liquification of gases. In 1819 he came to England to demonstrate his forgery-proof system of printing banknotes, but the Bank of England was the only one which did not adopt his system.
    While in London, Perkins began to experiment with the highest steam pressures used up to that time and in 1822 took out his first of nineteen British patents. This was followed by another in 1823 for a 10 hp (7.5 kW) engine with only 2 in. (51 mm) bore, 12 in. (305 mm) stroke but a pressure of 500 psi (35 kg/cm2), for which he claimed exceptional economy. After 1826, Perkins abandoned his drum boiler for iron tubes and steam pressures of 1,500 psi (105 kg/cm2), but the materials would not withstand such pressures or temperatures for long. It was in that same year that he patented a form of uniflow cylinder that was later taken up by L.J. Todd. One of his engines ran for five days, continuously pumping water at St Katherine's docks, but Perkins could not raise more finance to continue his experiments.
    In 1823 one his high-pressure hot-water systems was installed to heat the Duke of Wellington's house at Stratfield Saye and it acquired a considerable vogue, being used by Sir John Soane, among others. In 1834 Perkins patented a compression ice-making apparatus, but it did not succeed commercially because ice was imported more cheaply from Norway as ballast for sailing ships. Perkins was often dubbed "the American inventor" because his inquisitive personality allied to his inventive ingenuity enabled him to solve so many mechanical challenges.
    [br]
    Further Reading
    Historical Society of Pennsylvania, 1943, biography which appeared previously as a shortened version in the Transactions of the Newcomen Society 24.
    D.Bathe and G.Bathe, 1943–5, "The contribution of Jacob Perkins to science and engineering", Transactions of the Newcomen Society 24.
    D.S.L.Cardwell, 1971, From Watt to Clausius. The Rise of Thermodynamics in the Early Industrial Age, London: Heinemann (includes comments on the importance of Perkins's steam engine).
    A.F.Dufton, 1940–1, "Early application of engineering to warming of buildings", Transactions of the Newcomen Society 21 (includes a note on Perkins's application of a high-pressure hot-water heating system).
    RLH

    Biographical history of technology > Perkins, Jacob

  • 103 Priestman, William Dent

    [br]
    b. 23 August 1847 Sutton, Hull, England
    d. 7 September 1936 Hull, England
    [br]
    English oil engine pioneer.
    [br]
    William was the second son and one of eleven children of Samuel Priestman, who had moved to Hull after retiring as a corn miller in Kirkstall, Leeds, and who in retirement had become a director of the North Eastern Railway Company. The family were strict Quakers, so William was sent to the Quaker School in Bootham, York. He left school at the age of 17 to start an engineering apprenticeship at the Humber Iron Works, but this company failed so the apprenticeship was continued with the North Eastern Railway, Gateshead. In 1869 he joined the hydraulics department of Sir William Armstrong \& Company, Newcastle upon Tyne, but after a year there his father financed him in business at a small, run down works, the Holderness Foundry, Hull. He was soon joined by his brother, Samuel, their main business being the manufacture of dredging equipment (grabs), cranes and winches. In the late 1870s William became interested in internal combustion engines. He took a sublicence to manufacture petrol engines to the patents of Eugène Etève of Paris from the British licensees, Moll and Dando. These engines operated in a similar manner to the non-compression gas engines of Lenoir. Failure to make the two-stroke version of this engine work satisfactorily forced him to pay royalties to Crossley Bros, the British licensees of the Otto four-stroke patents.
    Fear of the dangers of petrol as a fuel, reflected by the associated very high insurance premiums, led William to experiment with the use of lamp oil as an engine fuel. His first of many patents was for a vaporizer. This was in 1885, well before Ackroyd Stuart. What distinguished the Priestman engine was the provision of an air pump which pressurized the fuel tank, outlets at the top and bottom of which led to a fuel atomizer injecting continuously into a vaporizing chamber heated by the exhaust gases. A spring-loaded inlet valve connected the chamber to the atmosphere, with the inlet valve proper between the chamber and the working cylinder being camoperated. A plug valve in the fuel line and a butterfly valve at the inlet to the chamber were operated, via a linkage, by the speed governor; this is believed to be the first use of this method of control. It was found that vaporization was only partly achieved, the higher fractions of the fuel condensing on the cylinder walls. A virtue was made of this as it provided vital lubrication. A starting system had to be provided, this comprising a lamp for preheating the vaporizing chamber and a hand pump for pressurizing the fuel tank.
    Engines of 2–10 hp (1.5–7.5 kW) were exhibited to the press in 1886; of these, a vertical engine was installed in a tram car and one of the horizontals in a motor dray. In 1888, engines were shown publicly at the Royal Agricultural Show, while in 1890 two-cylinder vertical marine engines were introduced in sizes from 2 to 10 hp (1.5–7.5 kW), and later double-acting ones up to some 60 hp (45 kW). First, clutch and gearbox reversing was used, but reversing propellers were fitted later (Priestman patent of 1892). In the same year a factory was established in Philadelphia, USA, where engines in the range 5–20 hp (3.7–15 kW) were made. Construction was radically different from that of the previous ones, the bosses of the twin flywheels acting as crank discs with the main bearings on the outside.
    On independent test in 1892, a Priestman engine achieved a full-load brake thermal efficiency of some 14 per cent, a very creditable figure for a compression ratio limited to under 3:1 by detonation problems. However, efficiency at low loads fell off seriously owing to the throttle governing, and the engines were heavy, complex and expensive compared with the competition.
    Decline in sales of dredging equipment and bad debts forced the firm into insolvency in 1895 and receivers took over. A new company was formed, the brothers being excluded. However, they were able to attend board meetings, but to exert no influence. Engine activities ceased in about 1904 after over 1,000 engines had been made. It is probable that the Quaker ethics of the brothers were out of place in a business that was becoming increasingly cut-throat. William spent the rest of his long life serving others.
    [br]
    Further Reading
    C.Lyle Cummins, 1976, Internal Fire, Carnot Press.
    C.Lyle Cummins and J.D.Priestman, 1985, "William Dent Priestman, oil engine pioneer and inventor: his engine patents 1885–1901", Proceedings of the Institution of
    Mechanical Engineers 199:133.
    Anthony Harcombe, 1977, "Priestman's oil engine", Stationary Engine Magazine 42 (August).
    JB

    Biographical history of technology > Priestman, William Dent

  • 104 Theophilus Presbyter

    [br]
    fl. late eleventh/early twelfth century
    [br]
    German author of the most detailed medieval treatise relating to technology.
    [br]
    The little that is known of Theophilus is what can be inferred from his great work, De diversis artibus. He was a Benedictine monk and priest living in north-west Germany, probably near an important art centre. He was an educated man, conversant with scholastic philosophy and at the same time a skilled, practising craftsman. Even his identity is obscure: Theophilus is a pseudonym, possibly for Roger of Helmarshausen, for the little that is known of both is in agreement.
    Evidence in De diversis suggests that it was probably composed during 1110 to 1140. White (see Further Reading) goes on to suggest late 1122 or early 1123, on the grounds that Theophilus only learned of St Bernard of Clairvaulx's diatribe against lavish church ornamentation during the writing of the work, for it is only in the preface to Book 3 that Theophilus seeks to justify his craft. St Bernard's Apologia can be dated late 1122. No other medieval work on art combines the comprehensive range, orderly presentation and attention to detail as does De diversis. It has been described as an encyclopedia of medieval skills and crafts. It also offers the best and often the only description of medieval technology, including the first direct reference to papermaking in the West, the earliest medieval account of bell-founding and the most complete account of organ building. Many metallurgical techniques are described in detail, such as the making of a crucible furnace and bloomery hearth.
    The treatise is divided into three books, the first on the materials and art of painting, the second on glassmaking, including stained glass, glass vessels and the blown-cylinder method for flat glass, and the final and longest book on metalwork, including working in iron, copper, gold and silver for church use, such as chalices and censers. The main texts are no mere compilations, but reveal the firsthand knowledge that can only be gained by a skilled craftsman. The prefaces to each book present perhaps the only medieval expression of an artist's ideals and how he sees his art in relation to the general scheme of things. For Theophilus, his art is a gift from God and every skill an act of praise and piety. Theophilus is thus an indispensable source for medieval crafts and technology, but there are indications that the work was also well known at the time of its composition and afterwards.
    [br]
    Bibliography
    The Wolfenbuttel and Vienna manuscripts of De diversis are the earliest, both dating from the first half of the twelfth century, while the British Library copy, in an early thirteenth-century hand, is the most complete. Two incomplete copies from the thirteenth century held at Cambridge and Leipzig offer help in arriving at a definitive edition.
    There are several references to De diversis in sixteenth-century printed works, such as Cornelius Agrippa (1530) and Josias Simmler (1585). The earliest printed edition of
    De diversis was prepared by G.H.Lessing in 1781 with the title, much used since, Diversarium artium schedula.
    There are two good recent editions: Theophilus: De diversis artibus. The Various Arts, 1964, trans. with introd. by C.R.Dodwell, London: Thomas Nelson, and On Diverse Arts. The Treatise of Theophilus, 1963, trans. with introd. and notes by J.G.Harthorne and C.S.Smith, Chicago University Press.
    Further Reading
    Lynn White, 1962, "Theophilus redivivus", Technology and Culture 5:224–33 (a comparative review of Theophilus (op. cit.) and On Diverse Arts (op. cit.)).
    LRD

    Biographical history of technology > Theophilus Presbyter

  • 105 диапазон давлений

    Русско-английский военно-политический словарь > диапазон давлений

  • 106 средство запуска

    Русско-английский военно-политический словарь > средство запуска

  • 107 амплитудный

    1. peak; amplitude
    2. amplitude

    Авиация и космонавтика. Русско-английский словарь > амплитудный

  • 108 метод навигации

    Авиация и космонавтика. Русско-английский словарь > метод навигации

  • 109 путь

    путь сущ
    way
    автомат счисления пути
    1. automatic dead reckoning computer
    2. air-mileage unit блок индикатора оставшегося пути
    along track display unit
    блок индикатора отклонения от линии пути
    across track display unit
    воздушная яма на пути полета
    in flight bump
    восстанавливать заданную линию пути
    reestablish the track
    выбирать кратчайший путь
    cut short
    вывод на линию пути
    tracking guidance
    длина пути распространения звука
    sound propagation distance
    заданная линия пути
    intended track
    изменять линию пути
    change the track
    индикатор отклонения от линии пути
    across track display
    контроль состояния посевов по пути выполнения основного задания
    associated crop control operation
    линия заданного пути
    1. track reference
    2. course line 3. desired track линия огней пути руления
    steering bar
    линия пути
    track
    линия пути относительно координатной сетки
    grid track
    линия пути полета
    flight track
    линия пути по локсодромии
    rhumb-line track
    линия пути по схеме с двумя спаренными разворотами
    race track
    линия пути приближения
    inbound track
    линия пути при взлете
    takeoff track
    линия пути удаления
    outbound track
    линия пути установленной схемы
    procedure track
    магнитная ортодромическая линия пути
    magnetic great circle track
    метод счисления пути
    1. dead reckoning method
    2. dead-reckoning technique навигация методом счисления пути
    dead-reckoning navigation
    определение местоположения по пройденному пути и курсу
    range-bearing fixing
    определение положения счислением пути
    reckoning
    отклонение от линии пути
    across-track displacement
    отклонение от прямого пути
    obliquity
    положение, определенное методом счисления пути
    dead-reckoned position
    препятствие на пути полета
    air obstacle
    производить счисление пути
    dead-reckon
    противопожарное патрулирование по пути выполнения основного задания
    associated fire control operation
    расчетное время в пути
    estimated time en-route
    счисление пути
    dead reckoning
    счисление пути полета
    flight dead reckoning
    тормозной путь
    brake-way
    указатель автомата счисления пути
    dead-reckoning indicator
    указатель оставшегося пути
    distance-to-go indicator
    указатель пройденного пути
    distance flown indicator
    устанавливать кратчайший путь
    beat a shorter part
    фактическая линия пути
    true track
    характеристики наведения по линии пути
    track-defining characteristics

    Русско-английский авиационный словарь > путь

  • 110 характеристика

    характеристика сущ
    performance
    акустическая характеристика
    acoustic property
    акустическая характеристика двигателя
    engine acoustic performance
    антидетонационная характеристика
    antiknock rating
    аэродинамическая характеристика
    1. aerodynamic performance
    2. aerodynamic characteristic 3. aerodynamic property аэродинамические характеристики
    aerodynamic behavior
    аэроупругая характеристика
    aeroelastic characteristic
    балансировочная характеристика
    trim characteristic
    взлетная характеристика
    1. takeoff ability
    2. takeoff performance взлетно-посадочные характеристики
    take-off and landing characteristics
    вибрационная характеристика
    vibration characteristic
    влиять на летные характеристики
    effect on flight characteristics
    высотная характеристика
    altitude performance
    высотно-скоростная характеристика
    altitude-airspeed performance
    высотные характеристики двигателя
    engine altitude performances
    диапазон полетных характеристик
    flight-perfomance range
    дренажные характеристики
    drainage characteristics
    дроссельная характеристика
    1. throttle performance
    2. throttle characteristic 3. thrust curve задавать характеристики
    schedule the performances
    информация о летно-технических характеристиках
    performance information
    координаты характеристики
    data on the performance
    летная характеристика
    1. flight performance
    2. flying property летно-технические характеристики
    1. performance codes
    2. aircraft performance characteristics летно-технические характеристики воздушного судна
    aircraft performances
    летные характеристики
    flight characteristics
    метод проверки характеристик
    perfomance check method
    навигационная характеристика
    navigation performance
    обобщенные характеристики по шуму
    generalized noise characteristics
    ограничение характеристик
    perfomance limitation
    основные характеристики
    basic characteristics
    отрицательно влиять на характеристики
    adversely affect performances
    оценка летных характеристик
    performance evaluation
    падающая характеристика
    falling response
    подвергать сомнению соответствие характеристик нормам летной годности
    reflect on airworthiness
    полет для проверки летных характеристик
    performance flight
    пологая характеристика
    flat response
    помпажная характеристика
    surge characteristic
    посадочная характеристика
    landing performance
    посадочные характеристики
    landing characteristics
    Постоянный комитет по летно-техническим характеристикам
    Standing Committee of Performance
    противоштопорные характеристики
    spin-recovery characteristics
    рабочая характеристика
    operating characteristic
    расчетная характеристика
    design characteristic
    скоростная характеристика
    1. thrust versus speed curve
    2. speed ability снижение характеристик
    performance loss
    снимать характеристики
    1. take characteristics
    2. check performances стендовая характеристика
    installation features
    технические характеристики зональной навигации
    area navigation capability
    тормозная характеристика воздушного судна
    1. aircraft braking performance
    2. aircraft stopping performance требования к эксплуатационным характеристикам
    operating performance requirements
    тяговая характеристика
    thrust characteristic
    тяговые характеристики
    propulsion performance characteristics
    усталостная характеристика
    fatigue property
    устанавливать характеристики
    establish the characteristics
    установленные характеристики
    specified characteristics
    уточнение летно-технических характеристик
    perfomance correction
    ухудшение характеристик
    deterioration in performance
    характеристика в зоне ожидания
    holding performance
    характеристика ВПП
    runway performance
    характеристика выдерживания высоты
    height-keeping performance
    характеристика затухания
    decay characteristic
    характеристика излучения звука
    sound emission characteristic
    характеристика набора высоты при полете по маршруту
    en-route climb performance
    характеристика планирования
    gliding performance
    характеристика по наддуву
    manifold pressure characteristic
    характеристика поперечной устойчивости
    lateral characteristic
    характеристика процесса горения
    combustion characteristic
    характеристика прочности материала
    material strength property
    характеристика путевой устойчивости
    directional stability characteristic
    характеристика расхода
    flow characteristic
    характеристика расхода воздуха
    air flow characteristic
    характеристика рентабельности
    break-even point
    характеристика сваливания
    stall characteristic
    характеристика спектра
    spectral characteristic
    характеристика сцепления поверхности ВПП
    runway friction characteristic
    характеристика топлива
    fuel property
    характеристика управляемости
    1. control characteristic
    2. handling characteristic характеристика устойчивости
    stability characteristic
    характеристика холостого хода
    no-load characteristic
    характеристика чувствительности к звуковому давлению
    pressure response characteristic
    характеристики авторотации
    windmilling performance
    характеристики двигателя
    engine performances
    характеристики короткого летного поля
    short-field performances
    характеристики наведения по линии пути
    track-defining characteristics
    характеристики на разворотах
    turn characteristics
    характеристики нарастания
    onset characteristics
    характеристики по шуму
    noise characteristics
    характеристики приема
    acceleration characteristic
    характеристики скороподъемности
    climb performances
    характеристики уровня безопасности
    safe features
    характеристики, установленные техническим заданием
    scheduled performances
    частотная характеристика
    frequency response
    эксплуатационная характеристика
    operating performance

    Русско-английский авиационный словарь > характеристика

  • 111 Logic

       My initial step... was to attempt to reduce the concept of ordering in a sequence to that of logical consequence, so as to proceed from there to the concept of number. To prevent anything intuitive from penetrating here unnoticed, I had to bend every effort to keep the chain of inference free of gaps. In attempting to comply with this requirement in the strictest possible way, I found the inadequacy of language to be an obstacle. (Frege, 1972, p. 104)
       I believe I can make the relation of my 'conceptual notation' to ordinary language clearest if I compare it to the relation of the microscope to the eye. The latter, because of the range of its applicability and because of the ease with which it can adapt itself to the most varied circumstances, has a great superiority over the microscope. Of course, viewed as an optical instrument it reveals many imperfections, which usually remain unnoticed only because of its intimate connection with mental life. But as soon as scientific purposes place strong requirements upon sharpness of resolution, the eye proves to be inadequate.... Similarly, this 'conceptual notation' is devised for particular scientific purposes; and therefore one may not condemn it because it is useless for other purposes. (Frege, 1972, pp. 104-105)
       To sum up briefly, it is the business of the logician to conduct an unceasing struggle against psychology and those parts of language and grammar which fail to give untrammeled expression to what is logical. He does not have to answer the question: How does thinking normally take place in human beings? What course does it naturally follow in the human mind? What is natural to one person may well be unnatural to another. (Frege, 1979, pp. 6-7)
       We are very dependent on external aids in our thinking, and there is no doubt that the language of everyday life-so far, at least, as a certain area of discourse is concerned-had first to be replaced by a more sophisticated instrument, before certain distinctions could be noticed. But so far the academic world has, for the most part, disdained to master this instrument. (Frege, 1979, pp. 6-7)
       There is no reproach the logician need fear less than the reproach that his way of formulating things is unnatural.... If we were to heed those who object that logic is unnatural, we would run the risk of becoming embroiled in interminable disputes about what is natural, disputes which are quite incapable of being resolved within the province of logic. (Frege, 1979, p. 128)
       [L]inguists will be forced, internally as it were, to come to grips with the results of modern logic. Indeed, this is apparently already happening to some extent. By "logic" is not meant here recursive function-theory, California model-theory, constructive proof-theory, or even axiomatic settheory. Such areas may or may not be useful for linguistics. Rather under "logic" are included our good old friends, the homely locutions "and," "or," "if-then," "if and only if," "not," "for all x," "for some x," and "is identical with," plus the calculus of individuals, event-logic, syntax, denotational semantics, and... various parts of pragmatics.... It is to these that the linguist can most profitably turn for help. These are his tools. And they are "clean tools," to borrow a phrase of the late J. L. Austin in another context, in fact, the only really clean ones we have, so that we might as well use them as much as we can. But they constitute only what may be called "baby logic." Baby logic is to the linguist what "baby mathematics" (in the phrase of Murray Gell-Mann) is to the theoretical physicist-very elementary but indispensable domains of theory in both cases. (Martin, 1969, pp. 261-262)
       There appears to be no branch of deductive inference that requires us to assume the existence of a mental logic in order to do justice to the psychological phenomena. To be logical, an individual requires, not formal rules of inference, but a tacit knowledge of the fundamental semantic principle governing any inference; a deduction is valid provided that there is no way of interpreting the premises correctly that is inconsistent with the conclusion. Logic provides a systematic method for searching for such counter-examples. The empirical evidence suggests that ordinary individuals possess no such methods. (Johnson-Laird, quoted in Mehler, Walker & Garrett, 1982, p. 130)
       The fundamental paradox of logic [that "there is no class (as a totality) of those classes which, each taken as a totality, do not belong to themselves" (Russell to Frege, 16 June 1902, in van Heijenoort, 1967, p. 125)] is with us still, bequeathed by Russell-by way of philosophy, mathematics, and even computer science-to the whole of twentieth-century thought. Twentieth-century philosophy would begin not with a foundation for logic, as Russell had hoped in 1900, but with the discovery in 1901 that no such foundation can be laid. (Everdell, 1997, p. 184)

    Historical dictionary of quotations in cognitive science > Logic

  • 112 meo'o

    road; synonyms (n) course, passage, track, way, avenue, highway, line, route, approach, direction, roadway, street, thoroughfare, walk, access, artery, itinerary, means, method, pathway, trail, range, (v) path, ( adj) traveling, itinerant.

    Cheyenne - English thesaurus dictionary > meo'o

  • 113 rairtoi

    Construction: traji+troci with all one's might, as hard as one can Structure: x1 = troci1 (try), x2 = troci2 (attempted), x3 = troci3 (trying method), x4 = traji4 (range limited by extreme)

    Lojban-English lujvo dictionary > rairtoi

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