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1 structural
بِنائيّ \ structural. \ تَرْكِيبِيّ \ structural: of a structure: a structural weakness. \ هَيْكلِيّ \ structural: of a structure: a structural weakness. -
2 недостаточная прочность конструкции
недостаточная прочность конструкции
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[А.С.Гольдберг. Англо-русский энергетический словарь. 2006 г.]Тематики
EN
Русско-английский словарь нормативно-технической терминологии > недостаточная прочность конструкции
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3 структурная нежёсткость
1) Mechanics: structural weakness2) Automation: structural weakness (напр. станка)3) Makarov: structural nonrigidityУниверсальный русско-английский словарь > структурная нежёсткость
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4 структурный
1. structural2. structurally -
5 структурный
1. structural2. structurallyРусско-английский словарь по информационным технологиям > структурный
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6 Schwäche
Schwäche
(Börse) infirmity, weakness, dullness;
• strukturelle Schwäche der Einheitswährung structural weakness of the single currency;
• Schwäche des Euro auf den Devisenmärkten weakness of the euro in the currency markets;
• Schwäche des Pfundes weakness in sterling;
• zur Schwäche neigen (Börse) to be likely to fall, to be inclined to weakness (to fall). -
7 تركيبي
تَرْكِيبِيّ \ structural: of a structure: a structural weakness. -
8 هيكلي
هَيْكلِيّ \ structural: of a structure: a structural weakness. -
9 недостаток прочности конструкции
Makarov: structural weaknessУниверсальный русско-английский словарь > недостаток прочности конструкции
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10 слабое место конструкции
1) Construction: weak spot2) Quality control: structural weaknessУниверсальный русско-английский словарь > слабое место конструкции
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11 стуктурная нежёсткость
Engineering: structural weakness (напр. станка)Универсальный русско-английский словарь > стуктурная нежёсткость
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12 уязвимость государственного строя
Универсальный русско-английский словарь > уязвимость государственного строя
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13 недостаток
deficiency, imperfection, lack, limitation* * *недоста́ток мн.1. ( нехватка) deficiency, deficit, shortageвосполня́ть недоста́ток — fill [make up for] the deficiency [deficit, shortage]с недоста́тком мат. — in defect, too small2. ( отрицательное свойство) demerit, disadvantage, drawback, limitation, shortcomingустраня́ть недоста́ток — avoid a disadvantage, rectify a drawbackнедоста́ток нейтро́нов — neutron deficiencyнедоста́ток про́чности констру́кции — structural weakness* * * -
14 strukturelle Schwäche der Einheitswährung
strukturelle Schwäche der Einheitswährung
structural weakness of the single currencyBusiness german-english dictionary > strukturelle Schwäche der Einheitswährung
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15 aluminosis
1 aluminosis* * *SF INV (Constr) degeneration of cement used in construction* * *A ( Med) aluminosis* * *aluminosis nf invConstr = structural weakness of buildings as a result of inadequate building materials containing aluminium -
16 konstruksjonssvakhet
subst. (teknologi) structural weakness -
17 структурная нежесткость
(напр. станка) structural weaknessРусско-английский исловарь по машиностроению и автоматизации производства > структурная нежесткость
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18 структурная нежесткость
(напр. станка) structural weaknessРусско-английский политехнический словарь > структурная нежесткость
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19 Brotan, Johann
SUBJECT AREA: Railways and locomotives[br]b. 24 June 1843 Kattau, Bohemia (now in the Czech Republic)d. 20 November 1923 Vienna, Austria[br]Czech engineer, pioneer of the watertube firebox for steam locomotive boilers.[br]Brotan, who was Chief Engineer of the main workshops of the Royal Austrian State Railways at Gmund, found that locomotive inner fireboxes of the usual type were both expensive, because the copper from which they were made had to be imported, and short-lived, because of corrosion resulting from the use of coal with high sulphur content. He designed a firebox of which the side and rear walls comprised rows of vertical watertubes, expanded at their lower ends into a tubular foundation ring and at the top into a longitudinal water/steam drum. This projected forward above the boiler barrel (which was of the usual firetube type, though of small diameter), to which it was connected. Copper plates were eliminated, as were firebox stays.The first boiler to incorporate a Brotan firebox was built at Gmund under the inventor's supervision and replaced the earlier boiler of a 0−6−0 in 1901. The increased radiantly heated surface was found to produce a boiler with very good steaming qualities, while the working pressure too could be increased, with consequent fuel economies. Further locomotives in Austria and, experimentally, elsewhere were equipped with Brotan boilers.Disadvantages of the boiler were the necessity of keeping the tubes clear of scale, and a degree of structural weakness. The Swiss engineer E. Deffner improved the latter aspect by eliminating the forward extension of the water/steam drum, replacing it with a large-diameter boiler barrel with the rear section of tapered wagon-top type so that the front of the water/steam drum could be joined directly to the rear tubeplate. The first locomotives to be fitted with this Brotan-Deffner boiler were two 4−6−0s for the Swiss Federal Railways in 1908 and showed very favourable results. However, steam locomotive development ceased in Switzerland a few years later in favour of electrification, but boilers of the Brotan-Deffner type and further developments of it were used in many other European countries, notably Hungary, where more than 1,000 were built. They were also used experimentally in the USA: for instance, Samuel Vauclain, as President of Baldwin Locomotive Works, sent his senior design engineer to study Hungarian experience and then had a high-powered 4−8−0 built with a watertube firebox. On stationary test this produced the very high figure of 4,515 ihp (3,370 kW), but further development work was frustrated by the trade depression commencing in 1929. In France, Gaston du Bousquet had obtained good results from experimental installations of Brotan-Deffner-type boilers, and incorporated one into one of his high-powered 4−6−4s of 1910. Experiments were terminated suddenly by his death, followed by the First World War, but thirty-five years later André Chapelon proposed using a watertube firebox to obtain the high pressure needed for a triple-expansion, high-powered, steam locomotive, development of which was overtaken by electrification.[br]Further ReadingG.Szontagh, 1991, "Brotan and Brotan-Deffner type fireboxes and boilers applied to steam locomotives", Transactions of the Newcomen Society 62 (an authoritative account of Brotan boilers).PJGR -
20 Langley, Samuel Pierpont
SUBJECT AREA: Aerospace[br]b. 22 August 1834 Roxbury, Massachusetts, USAd. 27 February 1906 Aiken, South Carolina, USA[br]American scientist who built an unsuccessful aeroplane in 1903, just before the success of the Wright brothers.[br]Professor Langley was a distinguished mathematician and astronomer who became Secretary of the Smithsonian Institution (US National Museum) in 1887. He was also interested in aviation and embarked on a programme of experiments with a whirling arm to test wings and with a series of free-flying models. In 1896 one of his steam-powered models made a flight of 4,199 ft (1,280 m): this led to a grant from the Government to subsidize the construction of a manned aeroplane. Langley commissioned Stephen M. Balzer, an automobile engine designer, to build a lightweight aero-engine and appointed his assistant, Charles M.Manly, to oversee the project. After many variations, including rotary and radical designs, two versions of the Balzer-Manly engine were produced, one quarter size and one full size. In August 1903 the small engine powered a model which thus became the first petrol-engined aeroplane to fly. Langley designed his full-size aeroplane (which he called an Aerodrome) with tandem wings and a cruciform tail unit. The Balzer-Manly engine drove two pusher propellers. Manly was to be the pilot as Langley was now almost 70 years old. Most early aviators tested their machines by making tentative hops, but Langley decided to launch his Aerodrome by catapult from the roof of a houseboat on the Potomac river. Two attempts were made and on both occasions the Aerodrome crashed into the river: catapult problems and perhaps a structural weakness were to blame. The second crash occurred on 8 December 1903 and it is ironic that the Wright brothers, with limited funds and no Government support, successfully achieved a manned flight just nine days later. Langley was heartbroken. After his death there followed a strange affair in 1914 when Glenn Curtiss took Langley's Aerodrome, modified it, and tried to prove that but for the faulty catapult it would have flown before the Wrights' Flyer. A brief flight was made with floats instead of the catapult, and it flew rather better after more extensive modifications and a new engine.[br]Bibliography1897, Langley Memoir on Mechanical Flight, Part 1, Washington, DC: Smithsonian Institution; 1911, Part 2.Further ReadingJ.Gordon Vaeth, 1966, Langley: Man of Science and Flight, New York (biography).Charles H. Gibbs-Smith, 1985, Aviation, London (includes an analysis of Langley's work).Tom D.Crouch, 1981, A Dream of Wings, New York.Robert B.Meyer Jr (ed.), 1971, Langley's Aero Engine of 1903, Washington, DC: Smithsonian Annals of Flight, No. 6 (provides details about the engine).JDSBiographical history of technology > Langley, Samuel Pierpont
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