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41 Mergenthaler, Ottmar
SUBJECT AREA: Paper and printing[br]b. 11 May 1854 Hachtel, Germanyd. 28 October 1899 Baltimore, Maryland, USA[br]German/American inventor of the Linotype typesetting machine.[br]Mergenthaler came from a family of teachers, but following a mechanical bent he was apprenticed to a clockmaker. Having served his time, Mergenthaler emigrated to the USA in 1872 to avoid military service. He immediately secured work in Washington, DC, in the scientific instrument shop of August Hahl, the son of his former master. He steadily acquired a reputation for skill and ingenuity, and in 1876, when Hahl transferred his business to Baltimore, Mergenthaler went too. Soon after, they were commissioned to remedy the defects in a model of a writing machine devised by James O.Clephane of Washington. It produced print by typewriting, which was then multiplied by lithography. Mergenthaler soon corrected the defects and Clephane ordered a full-size version. This was completed in 1877 but did not work satisfactorily. Nevertheless, Mergenthaler was moved to engage in the long battle to mechanize the typesetting stage of the printing process. Clephane suggested substituting stereotyping for lithography in his device, but in spite of their keen efforts Mergenthaler and Hahl were again unsuccessful and they abandoned the project. In spare moments Mergenthaler continued his search for a typesetting machine. Late in 1883 it occurred to him to stamp matrices into type bars and to cast type metal into them in the same machine. From this idea, the Linotype machine developed and was completed by July 1884. It worked well and a patent was granted on 26 August that year, and Clephane and his associates set up the National Typographic Company of West Virginia to manufacture it. The New York Tribune ordered twelve Linotypes, and on 3 July 1886 the first of these set part of that day's issue. During the previous year the company had passed into the hands of a group of newspaper owners; increasing differences with the Board led to Mergenthaler's resignation in 1888, but he nevertheless continued to improve the machine, patenting over fifty modifications. The Linotype, together with the Monotype of Tolbert Lanston, rapidly supplanted earlier typesetting methods, and by the 1920s it reigned supreme, the former being used more for newspapers, the latter for book work.[br]Principal Honours and DistinctionsFranklin Institute John Scott Medal, Elliott Cresson Medal.Bibliography1898, Ottmar Mergenthaler and the Invention of Linotype, New York.Further ReadingJ.Moran, 1964, The Composition of Reading Matter, London.LRD -
42 Ohain, Hans Joachim Pabst von
SUBJECT AREA: Aerospace[br]b. 14 December 1911 Dessau, Germany[br]German engineer who designed the first jet engine to power an aeroplane successfully.[br]Von Ohain studied engineering at the University of Göttingen, where he carried out research on gas-turbine engines, and centrifugal compressors in particular. In 1935 he patented a design for a jet engine (in Britain, Frank Whittle patented his jet-engine design in 1930). Von Ohain was recruited by the Heinkel company in 1936 to develop an engine for a jet aircraft. Ernst Heinkel was impressed by von Ohain's ideas and gave the project a high priority. The first engine was bench tested in September 1937. A more powerful version was developed and tested in air, suspended beneath a Heinkel dive-bomber, during the spring of 1939. A new airframe was designed to house the revolutionary power plant and designated the Heinkel He 178. A short flight was made on 24 August 1939 and the first recognized flight on 27 August. This important achievement received only a lukewarm response from the German authorities. Von Ohain's turbojet engine had a centrifugal compressor and developed a thrust of 380 kg (837 lb). An improved, more powerful, engine was developed and installed in a new twin-engined fighter design, the He 280. This flew on 2 April 1941 but never progressed beyond the prototype stage. By this time two other German companies, BMW and Junkers, were constructing successful turbojets with axial compressors: luckily for the Allies, Hitler was reluctant to pour his hard-pressed resources into this new breed of jet fighters. After the war, von Ohain emigrated to the United States and worked for the Air Force there.[br]Bibliography1929, "The evolution and future of aeropropulsion system", The Jet Age. 40 Years of Jet Aviation, Washington, DC: National Air \& Space Museum, Smithsonian Institution.Further ReadingVon Ohain's work is described in many books covering the history of aviation, and aero engines in particular, for example: R.Schlaifer and S.D.Heron, 1950, Development of Aircraft Engines and fuels, Boston. G.G.Smith, 1955, Gas Turbines and Jet Propulsion.Grover Heiman, 1963, Jet Pioneers.JDSBiographical history of technology > Ohain, Hans Joachim Pabst von
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43 Sperry, Elmer Ambrose
[br]b. 21 October 1860 Cincinnatus, Cortland County, New York, USAd. 16 June 1930 Brooklyn, New York, USA[br]American entrepreneur who invented the gyrocompass.[br]Sperry was born into a farming community in Cortland County. He received a rudimentary education at the local school, but an interest in mechanical devices was aroused by the agricultural machinery he saw around him. His attendance at the Normal School in Cortland provided a useful theoretical background to his practical knowledge. He emerged in 1880 with an urge to pursue invention in electrical engineering, then a new and growing branch of technology. Within two years he was able to patent and demonstrate his arc lighting system, complete with its own generator, incorporating new methods of regulating its output. The Sperry Electric Light, Motor and Car Brake Company was set up to make and market the system, but it was difficult to keep pace with electric-lighting developments such as the incandescent lamp and alternating current, and the company ceased in 1887 and was replaced by the Sperry Electric Company, which itself was taken over by the General Electric Company.In the 1890s Sperry made useful inventions in electric mining machinery and then in electric street-or tramcars, with his patent electric brake and control system. The patents for the brake were important enough to be bought by General Electric. From 1894 to 1900 he was manufacturing electric motor cars of his own design, and in 1900 he set up a laboratory in Washington, where he pursued various electrochemical processes.In 1896 he began to work on the practical application of the principle of the gyroscope, where Sperry achieved his most notable inventions, the first of which was the gyrostabilizer for ships. The relatively narrow-hulled steamship rolled badly in heavy seas and in 1904 Ernst Otto Schuck, a German naval engineer, and Louis Brennan in England began experiments to correct this; their work stimulated Sperry to develop his own device. In 1908 he patented the active gyrostabilizer, which acted to correct a ship's roll as soon as it started. Three years later the US Navy agreed to try it on a destroyer, the USS Worden. The successful trials of the following year led to widespread adoption. Meanwhile, in 1910, Sperry set up the Sperry Gyroscope Company to extend the application to commercial shipping.At the same time, Sperry was working to apply the gyroscope principle to the ship's compass. The magnetic compass had worked well in wooden ships, but iron hulls and electrical machinery confused it. The great powers' race to build up their navies instigated an urgent search for a solution. In Germany, Anschütz-Kämpfe (1872–1931) in 1903 tested a form of gyrocompass and was encouraged by the authorities to demonstrate the device on the German flagship, the Deutschland. Its success led Sperry to develop his own version: fortunately for him, the US Navy preferred a home-grown product to a German one and gave Sperry all the backing he needed. A successful trial on a destroyer led to widespread acceptance in the US Navy, and Sperry was soon receiving orders from the British Admiralty and the Russian Navy.In the rapidly developing field of aeronautics, automatic stabilization was becoming an urgent need. In 1912 Sperry began work on a gyrostabilizer for aircraft. Two years later he was able to stage a spectacular demonstration of such a device at an air show near Paris.Sperry continued research, development and promotion in military and aviation technology almost to the last. In 1926 he sold the Sperry Gyroscope Company to enable him to devote more time to invention.[br]Principal Honours and DistinctionsJohn Fritz Medal 1927. President, American Society of Mechanical Engineers 1928.BibliographySperry filed over 400 patents, of which two can be singled out: 1908. US patent no. 434,048 (ship gyroscope); 1909. US patent no. 519,533 (ship gyrocompass set).Further ReadingT.P.Hughes, 1971, Elmer Sperry, Inventor and Engineer, Baltimore: Johns Hopkins University Press (a full and well-documented biography, with lists of his patents and published writings).LRD -
44 основной
балка основной опоры шассиmain landing gear beamбилет по основному тарифуnormal fare ticketвнешнее колесо основной опорыouter main wheelграница основной зоныprimary area boundaryдевиация на основных курсахcardinal headings deviationизогнутое сопло основного контураconvoluted primary nozzleкасание основными колесамиmainwheels touchdownКомиссия по основным системамCommission for basic Systemsконтроль состояния посевов по пути выполнения основного заданияassociated crop control operationосновная ВПП1. primary runway2. main runway основная действующая ВППregular runwayосновная конструкцияbasic designосновная несущая поверхностьmainplaneосновная опораmain strut(шасси) основная опора шассиmain landing gearосновная поверхностьmain planeосновная полетная информацияflight significant informationосновная стойка регистрацииcentral checkосновная ступеньmain stage(насоса) основная схема маркировкиbasic marking patternосновная шина1. busbar2. main distribution bus основное место базированияhome baseосновной аэродромprincipal aerodromeосновной вариантbasic versionосновной вариант воздушного суднаbasic aircraftосновной вычислительhost computerосновной грузовой тарифgeneral cargo rateосновной диапазонbase bandосновной запас топливаmain fuelосновной источник статического давленияprimary static pressure sourceосновной курсcardinal headingосновной лонжеронmain sparосновной параметрbasic parameterосновной перевозчикfirst-level carrierосновной режим воздушного пространстваdominant air modeосновной салонmain compartmentосновной тарифfare basisосновной топливный коллекторmain fuel manifoldосновной элемент конструкцииprimary element of structureосновные агрегатыmajor componentsосновные данныеmain dataосновные особенностиmain featuresосновные радиосредстваbasic radio facilitiesосновные технические данные воздушного суднаaircraft basic specificationsосновные технические параметрыbasic technical dataосновные условия перевозкиgeneral conditions of carriageосновные фонды авиакомпанииairline capital assetsосновные характеристикиbasic characteristicsпротивопожарное патрулирование по пути выполнения основного заданияassociated fire control operationРабочая группа по разработке основных эксплуатационных требованийBasic Operational Requirements Groupреверс основной тягиcore jet reversalшина питания основных потребителейessential-services busшкола основной летной подготовкиbasic flying school
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