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speed+reading

  • 101 индекс


    index
    - (в обозначениях, напр. сх, а2, vист и т.п.) — index. а small number or letter written to the right of another as сx, a2' etc.
    - глиссады планирования, подвижный — glideslope pointer
    - (-) горизонт (авиагоризонта) — horizon bar
    - для разворота на 90град. (рис.73) — 90-deg. turn pointer
    - для разворота на 180град. — 180-deg. turn pointer
    - заданного курса "зк" (подвижный) — heading marker /bug, cursor/
    индекс планового навигационного прибора, устанавливаемый на заданный курс (самолета) при помощи кремальеры 3k (рис. 73). — the heading marker is set to the desired heading on the compass card by rotating the hdg knob. once set the heading marker will rotate with the card to give a continuous reading of the selected heading.
    - заданного путевого угла "зпу" (подвижный) — track marker /bug, cursor/, course marker /bug,cursor/
    - заданной высоты (принятия решения) — dн (decision heighf)index the radio altimeter pointer indicates below fhe height of the dh index
    - заданных значений (приборной) скорости (указателя скорости с индексом) — speed marker /bug/
    - зенита — zenith index
    - команд по крену и тангажу ("лидер", командные планки пкп) — v-command bar, v-bar command indicator
    -, командный (задатчик) — command marker /bug/
    - командный (управления по крену или тангажу - планка пкп) — (roll or pitch) command bar
    - курса, неподвижный (рис.73) — heading lubber line
    - линии горизонта, подвижный (авиагоризонта) — horizon bar
    - малой высоты и отклонения от курсовой зоны, подвижный (прибора пкп) — radio altitude and localizer (deviation) pointer, runway symbol
    -, неподвижный — index
    -, неподвижный (авиагоризонта) — horizon index
    - обратного курса (радиомагнитного индикатора) — reciprocal heading index
    - обратного путевого угла — reciprocal track angle index
    - отклонения от осевой линии впп, подвижный (прибора пкп) — runway symbol
    -, подвижный (авиагоризонта) — horizon bar
    -, подвижный (указателя высоты, скорости и т.п.) — marker, (movable) bug, cursor movable bug is installed on altimeter to set minimum safe altitude.

    set airspeed indicator marker to the placarded speed.
    - поправки, тангажа, подвижный (авиагоризонта, приборов пп-l, кпп) — pitch trim bug. set the gyro horizon pitch trim bug against the bank scale zero point.
    - путевого угла (самолета) — aircraft track /course/ index
    - путевого угла, подвижный — track marker /bug, cursor/, course marker /bug, cursor/
    - (-) стрелка — pointer
    - (-) стрелка радиовысотомеpa (на пкп или кпп) — radio altimeter (rad alt) pointer
    - шкалы возвышений (астракомпаса) — declination index
    - углов крена (на пкп) — bank index
    - угла сноса — drift angle index

    displays drift angle when read with respect to the lubber line.
    - (-) указатель — pointer
    - указатель воздушной скорости, подвижный — airspeed indicator bug. set the asi-bug to vref +2q.
    - установки опасной (минимальной безопасной) высоты на радиовысотомере, подвижный — movable msa bug. the movable bug installed on the radio altimeter used to set minimum safe altitude (msa).
    устанавливать и. в пределах зеленого сектора (диапазона) шкалы прибора — set the bug within the green band of scale

    Русско-английский сборник авиационно-технических терминов > индекс

  • 102 ход


    travel
    (величина перемещения)
    - (движение) — motion, travel
    - (процесс перемещения поршня, штока) — stroke
    - (работа машины) — run(ing)
    - (шаг винта) — lead
    ход равен шагу при однозаходной резьбе, — lead equals pitch for single start thread.
    - амортизатора (амортстойки) шасси (величина) — shock strut travel
    - амортизатора шасси (процесс) — shock strut stroke
    - амортизатора шасси, большой — shock strut long stroke
    - анероида (расширение/сжатие) — aneroid capsule expansion/contraction
    - (качание) блока на амортизаторах, свободный — free sway of unit on shockmounts /shock insulators/
    - винта осевой ход винта за один оборот. — lead the distance the screw advances axially in one turn.
    - впуска (пд) — intake stroke
    такт работы поршневого двигатепя, в течение которого поршень движется вниз (от головки цилиндра), всасывая рабочую смесь в цилиндр (рис. 64). — the intake, admission or suetion stroke of an internal combustion engine, i.e. the period of time during which the piston is moving down and a fuel-air charge is being drawn or forced into the cylinder.
    - всасывания — suction stroke
    - всасывания (пд) — intake stroke
    - выпуска (пд) — exhaust stroke
    такт работы поршневого двигатепя, в течение которого поршень движется вверх (к головке цилиндра), вытесняя отработанные газы из цилиндра (рис. 64). — the period of time during which the reciprocating engine piston is moving upward and exhaust gases are being discharged from the cylinder.
    -, задний — reverse motion
    -, мертвый (люфт системы управления или пары шестерен) — backlash
    - насоса (плунжерного) — pump stroke
    -, неравномерный — irregular running
    -, обратный амортизатора шасси, величина) (рис. 29) — recovery travel
    -, обратный (амортизатора шасси, процесс) — recovery stroke, rebound the shock strut piston moves /jumps/ back after wheel striking the ground.
    -, обратный (при отсчете показаний) — decreasing reading (d)
    -, плавный — smooth running
    -, полный — full travel
    - поршня — piston stroke
    расстояние, проходимое поршнем пд от верхней (вмт) до нижней (нмт) мертовой точки. двигатели классифицируются no числу ходовтактов. — the distance that a piston of ап engine travels from top dead center to bottom dead center. engines are classified by the number of strokes required to accomplish the so called engine cycles.
    - пружины — spring stroke
    -, прямой (амортизатора шассм, величина) (рис. 29) — impact travel
    -, прямой (амортизатора шассм, процесс) — impact stroke
    -, прямой (при отсчете показаний) — increasing reading (i)
    -, рабочий (пд) — power stroke
    такт работы пд, в течение которого поршень движется вниз (от головки цилиндра) под воздействием воспламененной смеси (рис. 64). — the period of time during which the reciprocating engine piston is moved outward by the fuel/air mixture fired.
    -, свободный — free travel
    -, свободный (блока) на амортизаторах — free sway of the unit permitted by shockmounts
    - сжатия (пд) — compression stroke
    второй такт работы четырехтактного пд, при котором поршень движется вверх, сжимая рабочую смесь в ципиндре. клапаны впуска и выпуска закрыты (рис. 64). — the second stroke of the fourstroke cycle principle. the piston moves out from the crank, compressing the charge. during this stroke, both intake and exhaust valves are closed.
    -, холостой (генератора, электродвигатепя) — no-load operation
    -, холостой (двиг.) — idle (run)

    running an engine at low r.p.m. and under no load.
    -, холостой (режим малого газа двиг.) — idling
    работа двиг. на минимальнодопустимых оборотах, — engine running at lowest speed possible, without stopping
    - штока (гидроусилителя, величина) — operating rod travel
    - штока (гидроусилитепя, процесс) — operating rod stroke
    - штока амортизатора шасси (величина/процесс) — landing gear shock strut piston travel (stroke)
    в конце x. поршня — at the end of piston stroke
    перемена x. — stroke reversal
    no x. (о вращат. движении) — in direction of normal rotation
    при обратном x. амортизатоpа шасси — on shock strut recovery, (on recovery)
    при прямом x. амортизатора шасси — on shock strut impact travel, (on impact)
    продолжительность x. часового механизма — clock mechanism rating
    против x. (о вращат. движении) — against direction of normal гоtation, in direction opposite to normal rotation
    против x. (о линейном перемещении) — against direction of normal movement,in direction opposite to normal movement
    работа на холостом x. (двиг.) — idling, at idle (power)
    поворачивать (проворачнвать) no x. — turn in the direction of normal rotation
    поворачивать (проворачивать) против x. — turn in direction opposite to normal rotation
    работать на холостом x. — idle, run at idle power

    Русско-английский сборник авиационно-технических терминов > ход

  • 103 щиток


    flap
    (аэродинамическая поверхность)
    - (втулки или диска колеса) — guard plate
    - (защитное устройство, экран) — shield
    - (панель управления) — panel
    -, абонентский спгу (самолет, переговорн. громкоговор. ус-ва) — audio (station) selector panel
    -, абонентский сну (самолетного переговорного ус-ва) — interphone selector /control/ panel
    - автоматического вывода из пикирования — recovery flap
    выпуск щитка изменяет характеристики момента тангажа самолета и обеспечивает автоматический вывод из пикирования. — recovery flap operation so alters the pitching-moment characteristics of an aircraft that recovery from а dive is automatic, or made easier to the pilot.
    - автоматов защиты сети (a3cов) (рис. 88) — circuit breaker (cb) panel
    - бортпроводника — cabin attendant's switch panel
    - бытовых приборов — furnishing units control panel
    -, верхний, радиооборудования — overhead radio control panel
    -, верхний электрический (потолочный электрощиток) (рис. 88) — overhead switch panel (consists of forward center and aft panels)
    - воздушного тормоза — air brake
    -, грязевой (колеса) — mud guard
    -, дополнительный (в кабине) — auxiliary panel
    -, дополнительный абонентский (спу) — auxiliary interphone selector panel
    - заправки и слива топлива — refuel/defuel (control) panel, refuel/offload panel
    - заправки топливом (в отсеке шасси) — fueling control panel, refuel (control) panel
    - запуска двигателя (у бортинженера) — engine start control panel
    - запуска /останова двигателей — engine start/shutdown control panel
    - зарядки кислородом — oxygen servicing (control) panel
    - индивидуального обелуживания пассажиров — passenger service panel carries cabin attendant call button, reading light, ventilation outlet
    - интерцептора (спойлера) — spoiler panel
    - колеса (обтекатель) — wheel fairing
    -, маслоотражательный — oil slinger
    - на козырьке приборной доски (рис. 88) — glareshield (mounted) control panel
    - останова двигателей — engine shutdown control panel
    - пассажира (панель обслуживания пассажиров) — passenger service panel
    на щитке смонтированы светильник индивидуального освешения, кнопка вызова бортпроводника и насадок индивид. вентиляции. — the passenger service panel carries а reading light, cabin attendant /steward/ call button, and fresh air outlet.
    - переключения (рад. частот) каналов (щпк) — (radio) frequency selector panel
    - подкоса главной ноги шасси (рис. 1) — main landing gear strut fairing
    - пожарной сигнализации — fire warning panel
    -, посадочный (закрылок) — plane flap

    a flap hinged to the wing and comprising a part of the trailing edge.
    -, потолочный электрический (верхний электрощиток) — overhead switch panel
    -, предохранительный (уровня электролита аккумулятора) — safety level cover
    -, приборный (правый) (рис. 88) — (right, right-side) instrument panel
    -, противосолнечный — sun visor
    - сигнализации световой, аварийный — warning light panel
    - сигнализации (положения) дверей и люков — door position indicating panel
    - (шлема), смотровой — helmet visor
    -, солнцезащитный — sun visor
    устанавливается на верхней раме лобового стекла. — sun visor is mounted on the upper windshield frame.
    - спгу (самолетного neperоворного громкоговорящего устройства), абонентский — audio (station) selector panel
    -, тормозной (полетный) — drag flap
    тормозные устройства (спойлеры и тормозн. щитки) могут использоваться в полете. — speed control devices (such as spoilers and drag flaps) are installed for use in enroute conditions.
    -, тормозной, автоматический (типа спойлер для сокращения пробега или дистанции прерванного взлета) — (automatic) ground spoiler (auto gnd splr)
    -, тормозной воздушный — air brake
    -, тормозной (двигателя) — thrust brake /spoiler/, hot stream spoiler (door)
    -, тормозной (в системе спойлеров) — ground speller
    - угловой приборный (рис. 88) — gusset instrument panel
    - управления — control panel
    - управления выработкой топлива — fuel management panel
    - управления заправкой топлива — refuel control panel
    - управления и контроля отбора воздуха от двигателя — engine air bleed control panel
    - управления и контроля энергетики — electrical (power) control panel
    - управления очередности выработки топлива — fuel management panel
    - управления спгу — audio (station) selector panel
    - шасси (обтекатель) — landing gear fairing
    - шасси (створка) — landing gear door
    -, электрический (электрощиток управления) — switch panel, electrical control panel
    - энергетики перем. (пост.) тока — ас (dc) power control panel
    выпускать тормозной щ. — extend /deploy/ ground spoiler

    Русско-английский сборник авиационно-технических терминов > щиток

  • 104 Arnold, Aza

    SUBJECT AREA: Textiles
    [br]
    b. 4 October 1788 Smithfield, Pawtucket, Rhode Island, USA
    d. 1865 Washington, DC, USA
    [br]
    American textile machinist who applied the differential motion to roving frames, solving the problem of winding on the delicate cotton rovings.
    [br]
    He was the son of Benjamin and Isabel Arnold, but his mother died when he was 2 years old and after his father's second marriage he was largely left to look after himself. After attending the village school he learnt the trade of a carpenter, and following this he became a machinist. He entered the employment of Samuel Slater, but left after a few years to engage in the unsuccessful manufacture of woollen blankets. He became involved in an engineering shop, where he devised a machine for taking wool off a carding machine and making it into endless slivers or rovings for spinning. He then became associated with a cotton-spinning mill, which led to his most important invention. The carded cotton sliver had to be reduced in thickness before it could be spun on the final machines such as the mule or the waterframe. The roving, as the mass of cotton fibres was called at this stage, was thin and very delicate because it could not be twisted to give strength, as this would not allow it to be drawn out again during the next stage. In order to wind the roving on to bobbins, the speed of the bobbin had to be just right but the diameter of the bobbin increased as it was filled. Obtaining the correct reduction in speed as the circumference increased was partially solved by the use of double-coned pulleys, but the driving belt was liable to slip owing to the power that had to be transmitted.
    The final solution to the problem came with the introduction of the differential drive with bevel gears or a sun-and-planet motion. Arnold had invented this compound motion in 1818 but did not think of applying it to the roving frame until 1820. It combined the direct-gearing drive from the main shaft of the machine with that from the cone-drum drive so that the latter only provided the difference between flyer and bobbin speeds, which meant that most of the transmission power was taken away from the belt. The patent for this invention was issued to Arnold on 23 January 1823 and was soon copied in Britain by Henry Houldsworth, although J.Green of Mansfield may have originated it independendy in the same year. Arnold's patent was widely infringed in America and he sued the Proprietors of the Locks and Canals, machine makers for the Lowell manufacturers, for $30,000, eventually receiving $3,500 compensation. Arnold had his own machine shop but he gave it up in 1838 and moved the Philadelphia, where he operated the Mulhausen Print Works. Around 1850 he went to Washington, DC, and became a patent attorney, remaining as such until his death. On 24 June 1856 he was granted patent for a self-setting and self-raking saw for sawing machines.
    [br]
    Bibliography
    28 June 1856, US patent no. 15,163 (self-setting and self-raking saw for sawing machines).
    Further Reading
    Dictionary of American Biography, Vol. 1.
    W.English, 1969, The Textile Industry, London (a description of the principles of the differential gear applied to the roving frame).
    D.J.Jeremy, 1981, Transatlantic Industrial Revolution. The Diffusion of Textile Technologies Between Britain and America, 1790–1830, Oxford (a discussion of the introduction and spread of Arnold's gear).
    RLH

    Biographical history of technology > Arnold, Aza

  • 105 Baudot, Jean-Maurice-Emile

    [br]
    b. 11 September 1845 Magneux, France
    d. 28 March 1903 Sceaux, France
    [br]
    French engineer who developed the multiplexed telegraph and devised a 5-bit code for data communication and control.
    [br]
    Baudot had no formal education beyond his local primary school and began his working life as a farmer, as was his father. However, in September 1869 he joined the French telegraph service and was soon sent on a course on the recently developed Hughes printing telegraph. After service in the Franco-Prussian war as a lieutenant with the military telegraph, he returned to his civilian duties in Paris in 1872. He was there encouraged to develop (in his own time!) a multiple Hughes system for time-multiplexing of several telegraph messages. By using synchronized clockwork-driven rotating switches at the transmitter and receiver he was able to transmit five messages simultaneously; the system was officially adopted by the French Post \& Telegraph Administration five years later. In 1874 he patented the idea of a 5-bit (i.e. 32-permutation) code, with equal on and off intervals, for telegraph transmission of the Roman alphabet and punctuation signs and for control of the typewriter-like teleprinter used to display the message. This code, known as the Baudot code, was found to be more economical than the existing Morse code and was widely adopted for national and international telegraphy in the twentieth century. In the 1970s it was superseded by 7—and 8-bit codes.
    Further development of his ideas on multiplexing led in 1894 to methods suitable for high-speed telegraphy. To commemorate his contribution to efficient telegraphy, the unit of signalling speed (i.e. the number of elements transmitted per second) is known as the baud.
    [br]
    Bibliography
    17 June 1874, "Système de télégraphie rapide" (Baudot's first patent).
    Further Reading
    1965, From Semaphore to Satellite, Geneva: International Telecommunications Union.
    P.Lajarrige, 1982, "Chroniques téléphoniques et télégraphiques", Collection historique des télécommunications.
    KF

    Biographical history of technology > Baudot, Jean-Maurice-Emile

  • 106 Bedson, George

    SUBJECT AREA: Metallurgy
    [br]
    b. 3 November 1820 Sutton Coldfield, Warwickshire, England
    d. 12 December 1884 Manchester (?), England
    [br]
    English metallurgist, inventor of the continuous rolling mill.
    [br]
    He acquired a considerable knowledge of wire-making in his father's works before he took a position in 1839 at the works of James Edleston at Warrington. From there, in 1851, he went to Manchester as Manager of Richard Johnson \& Sons' wire mill, where he remained for the rest of his life. It was there that he initiated several important improvements in the manufacture of wire. These included a system of circulating puddling furnace water bottoms and sides, and a galvanizing process. His most important innovation, however, was the continuous mill for producing iron rod for wiredrawing. Previously the red-hot iron billets had to be handled repeatedly through a stand or set of rolls to reduce the billet to the required shape, with time and heat being lost at each handling. In Bedson's continuous mill, the billet entered the first of a succession of stands placed as closely to each other as possible and emerged from the final one as rod suitable for wiredrawing, without any intermediate handling. A second novel feature was that alternate rolls were arranged vertically to save turning the piece manually through a right angle. That improved the quality as well as the speed of production. Bedson's first continuous mill was erected in Manchester in 1862 and had sixteen stands in tandem. A mill on this principle had been patented the previous year by Charles While of Pontypridd, South Wales, but it was Bedson who made it work and brought it into use commercially. A difficult problem to overcome was that as the piece being rolled lengthened, its speed increased, so that each pair of rolls had to increase correspondingly. The only source of power was a steam engine working a single drive shaft, but Bedson achieved the greater speeds by using successively larger gear-wheels at each stand.
    Bedson's first mill was highly successful, and a second one was erected at the Manchester works; however, its application was limited to the production of small bars, rods and sections. Nevertheless, Bedson's mill established an important principle of rolling-mill design that was to have wider applications in later years.
    [br]
    Further Reading
    Obituary, 1884, Journal of the Iron and Steel Institute 27:539–40. W.K.V.Gale, 1969, Iron and Steel, London: Longmans, pp. 81–2.
    LRD

    Biographical history of technology > Bedson, George

  • 107 Bollée, Ernest-Sylvain

    [br]
    b. 19 July 1814 Clefmont (Haute-Marne), France
    d. 11 September 1891 Le Mans, France
    [br]
    French inventor of the rotor-stator wind engine and founder of the Bollée manufacturing industry.
    [br]
    Ernest-Sylvain Bollée was the founder of an extensive dynasty of bellfounders based in Le Mans and in Orléans. He and his three sons, Amédée (1844–1917), Ernest-Sylvain fils (1846–1917) and Auguste (1847-?), were involved in work and patents on steam-and petrol-driven cars, on wind engines and on hydraulic rams. The presence of the Bollées' car industry in Le Mans was a factor in the establishment of the car races that are held there.
    In 1868 Ernest-Sylvain Bollée père took out a patent for a wind engine, which at that time was well established in America and in England. In both these countries, variable-shuttered as well as fixed-blade wind engines were in production and patented, but the Ernest-Sylvain Bollée patent was for a type of wind engine that had not been seen before and is more akin to the water-driven turbine of the Jonval type, with its basic principle being parallel to the "rotor" and "stator". The wind drives through a fixed ring of blades on to a rotating ring that has a slightly greater number of blades. The blades of the fixed ring are curved in the opposite direction to those on the rotating blades and thus the air is directed onto the latter, causing it to rotate at a considerable speed: this is the "rotor". For greater efficiency a cuff of sheet iron can be attached to the "stator", giving a tunnel effect and driving more air at the "rotor". The head of this wind engine is turned to the wind by means of a wind-driven vane mounted in front of the blades. The wind vane adjusts the wind angle to enable the wind engine to run at a constant speed.
    The fact that this wind engine was invented by the owner of a brass foundry, with all the gear trains between the wind vane and the head of the tower being of the highest-quality brass and, therefore, small in scale, lay behind its success. Also, it was of prefabricated construction, so that fixed lengths of cast-iron pillar were delivered, complete with twelve treads of cast-iron staircase fixed to the outside and wrought-iron stays. The drive from the wind engine was taken down the inside of the pillar to pumps at ground level.
    Whilst the wind engines were being built for wealthy owners or communes, the work of the foundry continued. The three sons joined the family firm as partners and produced several steam-driven vehicles. These vehicles were the work of Amédée père and were l'Obéissante (1873); the Autobus (1880–3), of which some were built in Berlin under licence; the tram Bollée-Dalifol (1876); and the private car La Mancelle (1878). Another important line, in parallel with the pumping mechanism required for the wind engines, was the development of hydraulic rams, following the Montgolfier patent. In accordance with French practice, the firm was split three ways when Ernest-Sylvain Bollée père died. Amédée père inherited the car side of the business, but it is due to Amédée fils (1867– 1926) that the principal developments in car manufacture came into being. He developed the petrol-driven car after the impetus given by his grandfather, his father and his uncle Ernest-Sylvain fils. In 1887 he designed a four-stroke single-cylinder engine, although he also used engines designed by others such as Peugeot. He produced two luxurious saloon cars before putting Torpilleur on the road in 1898; this car competed in the Tour de France in 1899. Whilst designing other cars, Amédée's son Léon (1870–1913) developed the Voiturette, in 1896, and then began general manufacture of small cars on factory lines. The firm ceased work after a merger with the English firm of Morris in 1926. Auguste inherited the Eolienne or wind-engine side of the business; however, attracted to the artistic life, he sold out to Ernest Lebert in 1898 and settled in the Paris of the Impressionists. Lebert developed the wind-engine business and retained the basic "stator-rotor" form with a conventional lattice tower. He remained in Le Mans, carrying on the business of the manufacture of wind engines, pumps and hydraulic machinery, describing himself as a "Civil Engineer".
    The hydraulic-ram business fell to Ernest-Sylvain fils and continued to thrive from a solid base of design and production. The foundry in Le Mans is still there but, more importantly, the bell foundry of Dominique Bollée in Saint-Jean-de-Braye in Orléans is still at work casting bells in the old way.
    [br]
    Further Reading
    André Gaucheron and J.Kenneth Major, 1985, The Eolienne Bollée, The International Molinological Society.
    Cénomane (Le Mans), 11, 12 and 13 (1983 and 1984).
    KM

    Biographical history of technology > Bollée, Ernest-Sylvain

  • 108 Cierva, Juan de la

    SUBJECT AREA: Aerospace
    [br]
    b. 21 September 1895 Murcia, Spain
    d. 9 December 1936 Croydon, England
    [br]
    Spanish engineer who played a major part in developing the autogiro in the 1920s and 1930s.
    [br]
    At the age of 17, Cierva and some of his friends built a successful two-seater biplane, the BCD-1 (C for Cierva). By 1919 he had designed a large three-engined biplane bomber, the C 3, which unfortunately crashed when its wing stalled (list its lift) during a slow-speed turn. Cierva turned all his energies to designing a flying machine which could not stall: his answer was the autogiro. Although an autogiro looks like a helicopter, its rotor blades are not driven by an engine, but free-wheel like a windmill. Forward speed is provided by a conventional engine and propeller, and even if this engine fails, the autogiro's rotors continue to free-wheel and it descends safely. Cierva patented his autogiro design in 1920, but it took him three years to put theory into practice. By 1925, after further improvements, he had produced a practical rotary-winged flying machine.
    He moved to England and in 1926 established the Cierva Autogiro Company Ltd. The Air Ministry showed great interest and a year later the British company Avro was commissioned to manufacture the C 6A Autogiro under licence. Probably the most significant of Cierva's autogiros was the C 30A, or Avro Rota, which served in the Royal Air Force from 1935 until 1945. Several other manufacturers in France, Germany, Japan and the USA built Cierva autogiros under licence, but only in small numbers and they never really rivalled fixed-wing aircraft. The death of Cierva in an airliner crash in 1936, together with the emergence of successful helicopters, all but extinguished interest in the autogiro.
    [br]
    Principal Honours and Distinctions
    Daniel Guggenheim Medal. Royal Aeronautical Society Silver Medal, Gold Medal (posthumously) 1937.
    Bibliography
    1931, Wings of To-morrow: The Story of the Autogiro, New York (an early account of his work).
    He read a paper on his latest achievements at the Royal Aeronautical Society on 15 March 1935.
    Further Reading
    P.W.Brooks, 1988, Cierva Autogiros: The Development of Rotary Wing Flight, Washington, DC (contains a full account of Cierva's work).
    Jose Warleta. 1977, Autogiro: Juan de la Cierva y su obra, Madrid (a detailed account of his work in Spain).
    Oliver Stewart, 1966, Aviation: The Creative Ideas, London (contains a chapter on Cierva).
    JDS

    Biographical history of technology > Cierva, Juan de la

  • 109 Giffard, Baptiste Henry Jacques (Henri)

    [br]
    b. 8 February 1825 Paris, France
    d. 14 April 1882 Paris, France
    [br]
    French pioneer of airships and balloons, inventor of an injector for steam-boiler feedwater.
    [br]
    Giffard entered the works of the Western Railway of France at the age of 16 but became absorbed by the problem of steam-powered aerial navigation. He proposed a steam-powered helicopter in 1847, but he then turned his attention to an airship. He designed a lightweight coke-burning, single-cylinder steam engine and boiler which produced just over 3 hp (2.2 kW) and mounted it below a cigar-shaped gas bag 44 m (144 ft) in length. A triangular rudder was fitted at the rear to control the direction of flight. On 24 September 1852 Giffard took off from Paris and, at a steady 8 km/h (5 mph), he travelled 28 km (17 miles) to Trappes. This can be claimed to be the first steerable lighter-than-air craft, but with a top speed of only 8 km/h (5 mph) even a modest headwind would have reduced the forward speed to nil (or even negative). Giffard built a second airship, which crashed in 1855, slightly injuring Giffard and his companion; a third airship was planned with a very large gas bag in order to lift the inherently heavy steam engine and boiler, but this was never built. His airships were inflated by coal gas and refusal by the gas company to provide further supplies brought these promising experiments to a premature end.
    As a draughtsman Giffard had the opportunity to travel on locomotives and he observed the inadequacies of the feed pumps then used to supply boiler feedwater. To overcome these problems he invented the injector with its series of three cones: in the first cone (convergent), steam at or below boiler pressure becomes a high-velocity jet; in the second (also convergent), it combines with feedwater to condense and impart high velocity to it; and in the third (divergent), that velocity is converted into pressure sufficient to overcome the pressure of steam in the boiler. The injector, patented by Giffard, was quickly adopted by railways everywhere, and the royalties provided him with funds to finance further experiments in aviation. These took the form of tethered hydrogen-inflated balloons of successively larger size. At the Paris Exposition of 1878 one of these balloons carried fifty-two passengers on each tethered "flight". The height of the balloon was controlled by a cable attached to a huge steam-powered winch, and by the end of the fair 1,033 ascents had been made and 35,000 passengers had seen Paris from the air. This, and similar balloons, greatly widened the public's interest in aeronautics. Sadly, after becoming blind, Giffard committed suicide; however, he died a rich man and bequeathed large sums of money to the State for humanitarian an scientific purposes.
    [br]
    Principal Honours and Distinctions
    Croix de la Légion d'honneur 1863.
    Bibliography
    1860, Notice théorique et pratique sur l'injecteur automoteur.
    1870, Description du premier aérostat à vapeur.
    Further Reading
    Dictionnaire de biographie française.
    Gaston Tissandier, 1872, Les Ballons dirigeables, Paris.
    —1878, Le Grand ballon captif à vapeur de M. Henri Giffard, Paris.
    W.de Fonvielle, 1882, Les Ballons dirigeables à vapeur de H.Giffard, Paris. Giffard is covered in most books on balloons or airships, e.g.: Basil Clarke, 1961, The History of Airships, London. L.T.C.Rolt, 1966, The Aeronauts, London.
    Ian McNeill (ed.), 1990, An Encyclopaedia of the History of Technology, London: Routledge, pp. 575 and 614.
    J.T.Hodgson and C.S.Lake, 1954, Locomotive Management, Tothill Press, p. 100.
    PJGR / JDS

    Biographical history of technology > Giffard, Baptiste Henry Jacques (Henri)

  • 110 Hamilton, Harold Lee (Hal)

    [br]
    b. 14 June 1890 Little Shasta, California, USA
    d. 3 May 1969 California, USA
    [br]
    American pioneer of diesel rail traction.
    [br]
    Orphaned as a child, Hamilton went to work for Southern Pacific Railroad in his teens, and then worked for several other companies. In his spare time he learned mathematics and physics from a retired professor. In 1911 he joined the White Motor Company, makers of road motor vehicles in Denver, Colorado, where he had gone to recuperate from malaria. He remained there until 1922, apart from an eighteenth-month break for war service.
    Upon his return from war service, Hamilton found White selling petrol-engined railbuses with mechanical transmission, based on road vehicles, to railways. He noted that they were not robust enough and that the success of petrol railcars with electric transmission, built by General Electric since 1906, was limited as they were complex to drive and maintain. In 1922 Hamilton formed, and became President of, the Electro- Motive Engineering Corporation (later Electro-Motive Corporation) to design and produce petrol-electric rail cars. Needing an engine larger than those used in road vehicles, yet lighter and faster than marine engines, he approached the Win ton Engine Company to develop a suitable engine; in addition, General Electric provided electric transmission with a simplified control system. Using these components, Hamilton arranged for his petrol-electric railcars to be built by the St Louis Car Company, with the first being completed in 1924. It was the beginning of a highly successful series. Fuel costs were lower than for steam trains and initial costs were kept down by using standardized vehicles instead of designing for individual railways. Maintenance costs were minimized because Electro-Motive kept stocks of spare parts and supplied replacement units when necessary. As more powerful, 800 hp (600 kW) railcars were produced, railways tended to use them to haul trailer vehicles, although that practice reduced the fuel saving. By the end of the decade Electro-Motive needed engines more powerful still and therefore had to use cheap fuel. Diesel engines of the period, such as those that Winton had made for some years, were too heavy in relation to their power, and too slow and sluggish for rail use. Their fuel-injection system was erratic and insufficiently robust and Hamilton concluded that a separate injector was needed for each cylinder.
    In 1930 Electro-Motive Corporation and Winton were acquired by General Motors in pursuance of their aim to develop a diesel engine suitable for rail traction, with the use of unit fuel injectors; Hamilton retained his position as President. At this time, industrial depression had combined with road and air competition to undermine railway-passenger business, and Ralph Budd, President of the Chicago, Burlington \& Quincy Railroad, thought that traffic could be recovered by way of high-speed, luxury motor trains; hence the Pioneer Zephyr was built for the Burlington. This comprised a 600 hp (450 kW), lightweight, two-stroke, diesel engine developed by General Motors (model 201 A), with electric transmission, that powered a streamlined train of three articulated coaches. This train demonstrated its powers on 26 May 1934 by running non-stop from Denver to Chicago, a distance of 1,015 miles (1,635 km), in 13 hours and 6 minutes, when the fastest steam schedule was 26 hours. Hamilton and Budd were among those on board the train, and it ushered in an era of high-speed diesel trains in the USA. By then Hamilton, with General Motors backing, was planning to use the lightweight engine to power diesel-electric locomotives. Their layout was derived not from steam locomotives, but from the standard American boxcar. The power plant was mounted within the body and powered the bogies, and driver's cabs were at each end. Two 900 hp (670 kW) engines were mounted in a single car to become an 1,800 hp (l,340 kW) locomotive, which could be operated in multiple by a single driver to form a 3,600 hp (2,680 kW) locomotive. To keep costs down, standard locomotives could be mass-produced rather than needing individual designs for each railway, as with steam locomotives. Two units of this type were completed in 1935 and sent on trial throughout much of the USA. They were able to match steam locomotive performance, with considerable economies: fuel costs alone were halved and there was much less wear on the track. In the same year, Electro-Motive began manufacturing diesel-electrie locomotives at La Grange, Illinois, with design modifications: the driver was placed high up above a projecting nose, which improved visibility and provided protection in the event of collision on unguarded level crossings; six-wheeled bogies were introduced, to reduce axle loading and improve stability. The first production passenger locomotives emerged from La Grange in 1937, and by early 1939 seventy units were in service. Meanwhile, improved engines had been developed and were being made at La Grange, and late in 1939 a prototype, four-unit, 5,400 hp (4,000 kW) diesel-electric locomotive for freight trains was produced and sent out on test from coast to coast; production versions appeared late in 1940. After an interval from 1941 to 1943, when Electro-Motive produced diesel engines for military and naval use, locomotive production resumed in quantity in 1944, and within a few years diesel power replaced steam on most railways in the USA.
    Hal Hamilton remained President of Electro-Motive Corporation until 1942, when it became a division of General Motors, of which he became Vice-President.
    [br]
    Further Reading
    P.M.Reck, 1948, On Time: The History of the Electro-Motive Division of General Motors Corporation, La Grange, Ill.: General Motors (describes Hamilton's career).
    PJGR

    Biographical history of technology > Hamilton, Harold Lee (Hal)

  • 111 Heinkel, Ernst

    [br]
    b. 24 January 1888 Grünbach, Remstal, Germany
    d. 30 January 1958 Stuttgart, Germany
    [br]
    German aeroplane designer who was responsible for the first jet aeroplane to fly.
    [br]
    The son of a coppersmith, as a young man Ernst Heinkel was much affected by seeing the Zeppelin LZ 4 crash and burn out at Echterdringen, near Stuttgart. After studying engineering, in 1910 he designed his first aeroplane, but it crashed; he was more successful the following year when he made a flight in it, with an engine on hire from the Daimler company. After a period working for a firm near Munich and for LVG at Johannisthal, near Berlin, he moved to the Albatros Company of Berlin with a monthly salary of 425 marks. In May 1913 he moved to Lake Constance to work on the design of sea-planes and in May 1914 he moved again, this time to the Brandenburg Company, where he remained as a designer until 1922, when he founded his own company, Ernst Heinkel Flugzeugwerke. Following the First World War, German companies were not allowed to build military aircraft, which was frustrating for Heinkel whose main interest was high-speed aircraft. His sleek He 70 airliner, built for Lufthansa, was designed to carry four passengers at high speeds: indeed it broke many records in 1933. Lufthansa decided it needed a larger version capable of carrying ten passengers, so Heinkel produced his most famous aeroplane, the He 111. Although it was designed as a twin-engined airliner on the surface, secretly Heinkel was producing a bomber. The airliner version first flew on Lufthansa routes in 1936, and by 1939 almost 1,000 bombers were in service with the Luftwaffe. A larger four-engined bomber, the He 177, ran into development problems and it did not see service until late in the Second World War. Heinkel's quest for speed led to the He 176 rocket-powered research aeroplane which flew on 20 June 1939, but Hitler and Goering were not impressed. The He 178, with Dr Hans von Ohain's jet engine, made its historic first flight a few weeks later on 27 August 1939; this was almost two years before the maiden flight in Britain of the Gloster E 28/39, powered by Whittle's jet engine. This project was a private venture by Heinkel and was carried out in great secrecy, so the world's first jet aircraft went almost unnoticed. Heinkel's jet fighters, the He 280 and the He 162, were never fully operational. After the war, Heinkel in 1950 set up a new company which made bicycles, motor cycles and "bubble" cars.
    [br]
    Bibliography
    1956, He 1000, trans. M.Savill, London: Hutchinson (the English edition of his autobiography).
    Further Reading
    Jane's Fighting Aircraft of World War II, London: Jane's; reprinted 1989.
    P. St J.Turner, 1970, Heinkel: An Aircraft Album, London.
    H.J.Nowarra, 1975, Heinkel und seine Flugzeuge, Munich (a comprehensive record of his aircraft).
    JDS / IMcN

    Biographical history of technology > Heinkel, Ernst

  • 112 Hoe, Richard March

    SUBJECT AREA: Paper and printing
    [br]
    b. 12 September 1812 New York, USA
    d. 7 June 1886 Florence, Italy
    [br]
    American inventor of the rotary printing press.
    [br]
    He was the son of Robert Hoe, a printer who improved the cylinder press invented by David Napier. At the age of 15 he entered his father's business, taking full control of it three years later. Newspaper publishers demanded ever-increasing speeds of output from the printing press, and Hoe was one of those who realized that the speed was limited by the reciprocating action of the flat-bed machine. In 1846 he constructed a rotary press in which a central cylinder carried the type and flat sheets of paper were fed to smaller impression cylinders ranged around it. This kind of press, with four impression cylinders, was first used to print the Philadelphia Public Ledger in 1847, and was able to print 8,000 papers per hour. Such presses reigned supreme for newspaper printing in many countries for twenty-five years: in 1857, for example, The Times had a ten-feeder machine making 20,000 impressions per hour. Even so, the quest for speed, now limited by the single-sheet feed, continued. William Bullock (1813–67) introduced continuous roll or web feed for the Philadelphia Inquirer in 1865, and the next year The Times followed suit with the web-fed Walter press. In 1871 Hoe devised a machine that combined all the advantages of the existing machines, producing a rotary, web, perfecting (printing on both sides of the paper at once) machine, first used in the office of the New York Tribune. Ten years later the Hoe Company devised a folding machine to fold the copies as they came off the press: the modern newspaper printing press had arrived. In addition to his contributions to the printing industry, Hoe was a good employer, arranging free evening classes and other welfare services for his apprentices.
    [br]
    Further Reading
    R.Hoe, 1902, A Short History of the Printing Press, New York. S.D.Tucker, A History of K.Hoe \& Co. New York.
    LRD

    Biographical history of technology > Hoe, Richard March

  • 113 Ilgner, Karl

    SUBJECT AREA: Electricity
    [br]
    b. 27 July 1862 Neisse, Upper Silesia (now Nysa, Poland)
    d. 18 January 1921 Berthelsdorf, Silesia
    [br]
    German electrical engineer, inventor of a transformer for electromotors.
    [br]
    Ilgner graduated from the Gewerbeakademie (the forerunner of the Technical University) in Berlin. As the representative of an electric manufacturing company in Breslau (now Wroclaw, Poland) from 1897, he was confronted with the fact that there were no appropriate drives for hoisting-engines or rolling-plants in steelworks. Two problems prevented the use of high-capacity electric motors in the mining as well as in the iron and steel industry: the reactions of the motors on the circuit at the peak point of stress concentration; and the complicated handling of the control system which raised the risks regarding safety. Having previously been head of the department of electrical power transmission in Hannover, he was concerned with the development of low-speed direct-current motors powered by gas engines.
    It was Harry Ward Leonard's switchgear for direct-current motors (USA, 1891) that permitted sudden and exact changes in the speed and direction of rotation without causing power loss, as demonstrated in the driving of a rolling sidewalk at the Paris World Fair of 1900. Ilgner connected this switchgear to a large and heavy flywheel which accumulated the kinetic energy from the circuit in order to compensate shock loads. With this combination, electric motors did not need special circuits, which were still weak, because they were working continuously and were regulated individually, so that they could be used for driving hoisting-engines in mines, rolling-plants in steelworks or machinery for producing tools and paper. Ilgner thus made a notable advance in the general progress of electrification.
    His transformer for hoisting-engines was patented in 1901 and was commercially used inter alia by Siemens \& Halske of Berlin. Their first electrical hoisting-engine for the Zollern II/IV mine in Dortmund gained international reputation at the Düsseldorf exhibition of 1902, and is still preserved in situ in the original machine hall of the mine, which is now a national monument in Germany. Ilgner thereafter worked with several companies to pursue his conception, became a consulting engineer in Vienna and Breslau and had a government post after the First World War in Brussels and Berlin until he retired for health reasons in 1919.
    [br]
    Bibliography
    1901, DRP no. 138, 387 1903, "Der elektrische Antrieb von Reversier-Walzenstraßen", Stahl und Eisen 23:769– 71.
    Further Reading
    W.Kroker, "Karl Ilgner", Neue Deutsche Biographie, Vol. X, pp. 134–5. W.Philippi, 1924, Elektrizität im Bergbau, Leipzig (a general account).
    K.Warmbold, 1925, "Der Ilgner-Umformer in Förderanlagen", Kohle und Erz 22:1031–36 (a detailed description).
    WK

    Biographical history of technology > Ilgner, Karl

  • 114 Marey, Etienne-Jules

    [br]
    b. 5 March 1830 Beaune, France
    d. 15 May 1904 Paris, France
    [br]
    French physiologist and pioneer of chronophotography.
    [br]
    At the age of 19 Marey went to Paris to study medicine, becoming particularly interested in the problems of the circulation of the blood. In an early communication to the Académie des Sciences he described a much improved device for recording the pulse, the sphygmograph, in which the beats were recorded on a smoked plate. Most of his subsequent work was concerned with methods of recording movement: to study the movement of the horse, he used pneumatic sensors on each hoof to record traces on a smoked drum; this device became known as the Marey recording tambour. His attempts to study the wing movements of a bird in flight in the same way met with limited success since the recording system interfered with free movement. Reading in 1878 of Muybridge's work in America using sequence photography to study animal movement, Marey considered the use of photography himself. In 1882 he developed an idea first used by the astronomer Janssen: a camera in which a series of exposures could be made on a circular photographic plate. Marey's "photographic gun" was rifle shaped and could expose twelve pictures in approximately one second on a circular plate. With this device he was able to study wing movements of birds in free flight. The camera was limited in that it could record only a small number of images, and in the summer of 1882 he developed a new camera, when the French government gave him a grant to set up a physiological research station on land provided by the Parisian authorities near the Porte d'Auteuil. The new design used a fixed plate, on which a series of images were recorded through a rotating shutter. Looking rather like the results provided by a modern stroboscope flash device, the images were partially superimposed if the subject was slow moving, or separated if it was fast. His human subjects were dressed all in white and moved against a black background. An alternative was to dress the subject in black, with highly reflective strips and points along limbs and at joints, to produce a graphic record of the relationships of the parts of the body during action. A one-second-sweep timing clock was included in the scene to enable the precise interval between exposures to be assessed. The fixed-plate cameras were used with considerable success, but the number of individual records on each plate was still limited. With the appearance of Eastman's Kodak roll-film camera in France in September 1888, Marey designed a new camera to use the long rolls of paper film. He described the new apparatus to the Académie des Sciences on 8 October 1888, and three weeks later showed a band of images taken with it at the rate of 20 per second. This camera and its subsequent improvements were the first true cinematographic cameras. The arrival of Eastman's celluloid film late in 1889 made Marey's camera even more practical, and for over a decade the Physiological Research Station made hundreds of sequence studies of animals and humans in motion, at rates of up to 100 pictures per second. Marey pioneered the scientific study of movement using film cameras, introducing techniques of time-lapse, frame-by-frame and slow-motion analysis, macro-and micro-cinematography, superimposed timing clocks, studies of airflow using smoke streams, and other methods still in use in the 1990s. Appointed Professor of Natural History at the Collège de France in 1870, he headed the Institut Marey founded in 1898 to continue these studies. After Marey's death in 1904, the research continued under the direction of his associate Lucien Bull, who developed many new techniques, notably ultra-high-speed cinematography.
    [br]
    Principal Honours and Distinctions
    Foreign member of the Royal Society 1898. President, Académie des Sciences 1895.
    Bibliography
    1860–1904, Comptes rendus de l'Académie des Sciences de Paris.
    1873, La Machine animale, Paris 1874, Animal Mechanism, London.
    1893, Die Chronophotographie, Berlin. 1894, Le Mouvement, Paris.
    1895, Movement, London.
    1899, La Chronophotographie, Paris.
    Further Reading
    ——1992, Muybridge and the Chronophotographers, London. Jacques Deslandes, 1966, Histoire comparée du cinéma, Vol. I, Paris.
    BC / MG

    Biographical history of technology > Marey, Etienne-Jules

  • 115 Maybach, Wilhelm

    [br]
    b. 9 February 1846 Heilbronn, Württemberg, Germany
    d. 14 December 1929 Stuttgart, Germany
    [br]
    German engineer and engine designer, inventor of the spray carburettor.
    [br]
    Orphaned at the age of 10, Maybach was destined to become one of the world's most renowned engine designers. From 1868 he was apprenticed as a draughtsman at the Briiderhaus Engineering Works in Reurlingen, where his talents were recognized by Gottlieb Daimler, who was Manager and Technical Director. Nikolaus Otto had by then developed his atmospheric engine and reorganized his company, Otto \& Langen, into Gasmotorenfabrik Deutz, of which he appointed Daimler Manager. After employment at a machine builders in Karlsruhe, in 1872 Maybach followed Daimler to Deutz where he worked as a partner on the design of high-speed engines: his engines ran at up to 900 rpm, some three times as fast as conventional engines of the time. Maybach made improvements to the timing, carburation and other features. In 1881 Daimler left the Deutz Company and set up on his own as a freelance inventor, moving with his family to Bad Cannstatt; in April 1882 Maybach joined him as Engineer and Designer to set up a partnership to develop lightweight high-speed engines suitable for vehicles. A motor cycle appeared in 1885 and a modified horse-drawn carriage was fitted with a Maybach engine in 1886. Other applications to small boats, fire-engine pumps and small locomotives quickly followed, and the Vee engine of 1890 that was fitted into the French Peugeot automobiles had a profound effect upon the new sport of motor racing. In 1895 Daimler won the first international motor race and the same year Maybach became Technical Director of the Daimler firm. In 1899 Emil Jellinek, Daimler agent in France and also Austro-Hungarian consul, required a car to compete with Panhard and Levassor, who had been victorious in the Paris-Bordeaux race; he wanted more power and a lower centre of gravity, and turned to Maybach with his requirements, the 35 hp Daimler- Simplex of 1901 being the outcome. Its performance and road holding superseded those of all others at the time; it was so successful that Jellinek immediately placed an order for thirty-six cars. His daughter's name was Mercedes, after whom, when the merger of Daimler and Benz came about, the name Mercedes-Benz was adopted.
    In his later years, Maybach designed the engine for the Zeppelin airships. He retired from the Daimler Company in 1907.
    [br]
    Principal Honours and Distinctions
    Society of German Engineers Grashof Medal (its highest honour). In addition to numerous medals and titles from technical institutions, Maybach was awarded an honorary doctorate from the Stuttgart Institute of Technology.
    Further Reading
    F.Schidberger, Gottlieb Daimler, Wilhelm Maybach and Karl Benz, Stuttgart: Daimler Benz AG.
    1961, The Annals of Mercedes-Benz Motor Vehicles and Engines, 2nd edn, Stuttgart: Daimler Benz AG.
    E.Johnson, 1986, The Dawn of Motoring.
    KAB / IMcN

    Biographical history of technology > Maybach, Wilhelm

  • 116 Messerschmitt, Willi E.

    SUBJECT AREA: Aerospace
    [br]
    b. 26 June 1898 Frankfurt-am-Main, Germany
    d. 17 September 1978 Munich, Germany
    [br]
    German aircraft designer noted for successful fighters such as the Bf 109, one of the world's most widely produced aircraft.
    [br]
    Messerschmitt studied engineering at the Munich Institute of Tchnology and obtained his degree in 1923. By 1926 he was Chief Designer at the Bayerische Flugzeugwerke in Augsburg. Due to the ban on military aircraft in Germany following the First World War, his early designs included gliders, light aircraft, and a series of high-wing airliners. He began to make a major impact on German aircraft design once Hitler came to power and threw off the shackles of the Treaty of Versailles, which so restricted Germany's armed forces. In 1932 he bought out the now-bankrupt Bayerische Flugzeugwerke, but initially, because of enmity between himself and the German aviation minister, was not invited to compete for an air force contract for a single-engined fighter. However, in 1934 Messerschmitt designed the Bf 108 Taifun, a small civil aircraft with a fighter-like appearance. This displayed the quality of his design and the German air ministry was forced to recognize him. As a result, he unveiled the famous Bf 109 fighter which first flew in August 1935; it was used during the Spanish Civil War in 1936–9, and was to become one of the foremost combat aircraft of the Second World War. In 1938, after several name changes, the company became Messerschmitt Aktien-Gesellschaft (and hence a change of prefix from Bf to Me). During April 1939 a Messerschmitt aircraft broke the world air-speed record at 755.14 km/h (469.32 mph): it was entered in the FAI records as a Bf 109R, but was more accurately a new design designated Me 209V-1.
    During the Second World War, the 5/70P was progressively improved, and eventually almost 35,000 were built. Other successful fighters followed, such as the twin-engined Me 110 which also served as a bomber and night fighter. The Messerschmitt Me 262 twin-engined jet fighter, the first jet aircraft in the world to enter service, flew during the early years of the war, but it was never given a high priority by the High Command and only a small number were in service when the war ended. Another revolutionary Messerschmitt AG design was the Me 163 Komet, the concept of Professor Alexander Lippisch who had joined Messerschmitt's company in 1939; this was the first rocket-propelled fighter to enter service. It was a small tailless design capable of 880 km/hr (550 mph), but its duration under power was only about 10 minutes and it was very dangerous to fly. From late 1944 onwards it was used to intercept the United States Air Force bombers during their daylight raids. At the other end of the scale, Messerschmitt produced the Me 321 Gigant, a huge transport glider which was towed behind a flight of three Me 110s. Later it was equipped with six engines, but it was an easy target for allied fighters. This was a costly white elephant, as was his high-speed twin-engined Me 210 fighter-bomber project which nearly made his company bankrupt. Nevertheless, he was certainly an innovator and was much admired by Hitler, who declared that he had "the skull of a genius", because of the Me 163 Komet rocket-powered fighter and the Me 262.
    At the end of the war Messerschmitt was detained by the Americans for two years. In 1952 Messerschmitt became an aviation adviser to the Spanish government, and his Bf109 was produced in Spain as the Hispano Buchon for a number of years and was powered by Rolls-Royce Merlin engines. A factory was also constructed in Egypt to produce aircraft to Messerschmitt's designs. His German company, banned from building aircraft, produced prefabricated houses, sewing machines and, from 1953 to 1962, a series of bubble-cars: the KR 175 (1953–55) and the KR 200 (1955–62) were single-cylinder three-wheeled bubble-cars, and the Tiger (1958–62) was a twin-cylinder, 500cc four-wheeler. In 1958 Messerschmitt resumed aircraft construction in Germany and later became the Honorary Chairman of the merged Messerschmitt-Bölkow-Blohm company (now part of the Franco-German Eurocopter company).
    [br]
    Further Reading
    van Ishoven, 1975, Messerschmitt. Aircraft Designer, London. J.Richard Smith, 1971, Messerschmitt. An Air-craft Album, London.
    Anthony Pritchard, 1975, Messerschmitt, London (describes Messerschmitt aircraft).
    JDS / CM

    Biographical history of technology > Messerschmitt, Willi E.

  • 117 Noble, James

    SUBJECT AREA: Textiles
    [br]
    fl. 1850s England
    [br]
    English inventor of the most generally used wool-combing machine.
    [br]
    For many years James Noble had been experimenting with combing machines and had taken out patents, but it was not until he was nearly 50 that he invented a really successful one. In 1853 he took out patents for the machine with which his name has become associated. His invention differed from all others in that the combing and clearing away of the noil was done by and through circles revolving in the same direction with practically the same surface speed. It consisted of a large horizontal revolving circle of vertical pins onto which the wool fibres were fed, and inside this were smaller circles of heated pins revolving at the same speed and which also caught the fibres. The combing occurred at the point where the circles separated. Further rollers drew the fibres off the pins of the other circles. The Noble comb became the machine mostly used for wool combing because of its mechanical simplicity, adaptability for varying classes of wool, superior output and economy, for it required little supervision.
    [br]
    Bibliography
    1853, British patent no. 890 (wool-combing machine). 1853, British patent no. 894 (wool-combing machine).
    Further Reading
    L.J.Mills, 1927, The Textile Educator, London (for a full description of the Noble comb).
    W.English, 1969, The Textile Industry, London (provides a good short account of the principles of Noble's machine).
    RLH

    Biographical history of technology > Noble, James

  • 118 Ramus, Revd C.M.

    SUBJECT AREA: Ports and shipping
    [br]
    fl. 1870s Sussex, England
    [br]
    English pioneer designer of hydroplanes.
    [br]
    While Rector of Playden, near Rye in Sussex, in 1870 the Reverend C.M.Ramus designed the first hydroplane form seen in the United Kingdom. It is understood that he produced a reasonably flat-bottomed model that was just under 1 m (3 ft 3 in.) in length but had one step.
    The idea was submitted to the Admiralty and tested by William Froude at the Ship Model Testing Tank at Torquay. While the results were significant at the time, it was some years before this hull form became advanced enough to be used commercially.
    [br]
    Bibliography
    1878, The Polyspenic Ship and Speed at Sea.
    Further Reading
    P.Du Cane, 1951, High Speed Small Craft, London: Temple Press.
    D.Phillips-Birt, 1957, The Naval Architecture of Small Craft, London: Hutchinson.
    FMW

    Biographical history of technology > Ramus, Revd C.M.

  • 119 Stuart, Herbert Akroyd

    [br]
    b. 1864 Halifax, England
    d. 1927 Perth, Australia
    [br]
    English inventor of an oil internal-combustion engine.
    [br]
    Stuart's involvement with engines covered a period of less than ten years and was concerned with a means of vaporizing the heavier oils for use in the so-called oil engines. Leaving his native Yorkshire for Bletchley in Buckinghamshire, Stuart worked in his father's business, the Bletchley Iron and Tin Plate works. After finishing grammar school, he worked as an assistant in the Mechanical Engineering Department of the City and Guilds of London Technical College. He also formed a connection with the Finsbury Technical College, where he became acquainted with Professor William Robinson, a distinguished engineer eminent in the field of internal-combustion engines.
    Resuming work at Bletchley, Stuart carried out experiments with engines. His first patent was concerned with new methods of vaporizing the fuel, scavenging systems and improvement of speed control. Two further patents, in 1890, specified substantial improvements and formed the basis of later engine designs. In 1891 Stuart joined forces with R.Hornsby and Sons of Grantham, a firm founded in 1815 for the manufacture of machinery and steam engines. Hornsby acquired all rights to Stuart's engine patents, and their superior technical resources ensured substantial improvements to Stuart's early design. The Hornsby-Ackroyd engines, introduced in 1892, were highly successful and found wide acceptance, particularly in agriculture. With failing health, Stuart's interest in his engine work declined, and in 1899 he emigrated to Australia, where in 1903 he became a partner in importing gas engines and gas-producing plants. Following his death in 1927, under the terms of his will he was interred in England; sadly, he also requested that all papers and materials pertaining to his engines be destroyed.
    [br]
    Bibliography
    July 1886, British patent no. 9,866 (fuel vapourization methods, scavenging systems and improvement of speed control; the patent describes Stuart as Mechanical Engineer of Bletchley Iron Works).
    1890, British patent no. 7,146 and British patent no. 15,994 (describe a vaporizing chamber connected to the working cylinder by a small throat).
    Further Reading
    D.Clerk, 1895, The Gas and Oil Engine, 6th edn, London, pp. 420–6 (provides a detailed description of the Hornsby-Ackroyd engine and includes details of an engine test).
    T.Hornbuckle and A.K.Bruce, 1940, Herbert Akroyd Stuart and the Development of the Heavy Oil Engine, London: Diesel Engine Users'Association, p. 1.
    KAB

    Biographical history of technology > Stuart, Herbert Akroyd

  • 120 Whitehead, Robert

    SUBJECT AREA: Weapons and armour
    [br]
    b. 3 January 1823 Bolton-le-Moors, Lancashire, England
    d. 19 November 1903 Shrivenham, Wiltshire, England
    [br]
    English inventor of the torpedo.
    [br]
    At the age of 14 Whitehead was apprenticed by his father, who ran a cotton-bleaching business, to an engineering firm in Manchester. He moved in 1847 to join his uncle, who was the Manager of another engineering firm, and three years later Whitehead set up on his own in Milan, where he made mechanical improvements to the silk-weaving industry and designed drainage machines for the Lombardy marshes.
    In 1848 he was forced to move from Italy because of the revolution and settled in Fiume, which was then part of Austria. There he concen-. trated on designing and building engines for warships, and in 1864 the Austrians invited him to participate in a project to develop a "floating torpedo". In those days the torpedo was synonymous with the underwater mine, and Whitehead believed that he could do better than this proposal and produce an explosive weapon that could propel itself through the water. He set to work with his son John and a mechanic, producing the first version of his torpedo in 1866. It had a range of only 700 yd (640 m) and a speed of just 7 knots (13 km/h), as well as depth-keeping problems, but even so, especially after he had reduced the last problem by the use of a "balance chamber", the Austrian authorities were sufficiently impressed to buy construction rights and to decorate him. Other navies quickly followed suit and within twenty years almost every navy in the world was equipped with the Whitehead torpedo, its main attraction being that no warship, however large, was safe from it. During this time Whitehead continued to improve on his design, introducing a servo-motor and gyroscope, thereby radically improving range, speed and accuracy.
    [br]
    Principal Honours and Distinctions
    Order of Max Joseph (Austria) 1868. Légion d'honneur 1884. Whitehead also received decorations from Prussia, Denmark, Portugal, Italy and Greece.
    Further Reading
    Dictionary of National Biography, 1912, Vol. 3, Suppl. 2, London: Smith, Elder.
    CM

    Biographical history of technology > Whitehead, Robert

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