subject+sb+to+a+test

1) Глаголы appear - выглядеть, seem - казаться, prove - оказываться, happen - случаться, turn out - оказываться употребляются в конструкции со сложным подлежащим (см. Complex subject). Первая часть сложного подлежащего представляет собой существительное или местоимение в общем падеже, а вторая — инфинитив с частицей to (To-infinitive).

2) После глаголов appear, seem можно поставить косвенное дополнение с предлогом to.

3)

а) После глаголов prove, turn out глагол-связка be часто опускается, когда за ними следует прилагательное или существительное с прилагательным.

б) Если после глаголов prove, turn out следует существительное без прилагательного, то глагол be не может быть опущен.

4) После глаголов seem и appear может идти существительное, прилагательное или существительное с прилагательным без глагола-связки be. В этом случае глаголы seem и appear обычно переводятся на русский язык с помощью глагола выглядеть или сочетания производить впечатление.

5) Глаголы appear, seem, prove, happen могут употребляться в предложениях со словами it и there в функции формального подлежащего (см. Empty subject: "it" and "there")

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inzetten

1) Общая лексика: НТФ (научно-техническая фирма)

2) Компьютерная техника: Satellite Television Corporation, Silicon Trigger Card, Space Technology Corporation, Standard Template Construction, System Time Clock

3) Авиация: Сертификация дополнительных видов деятельности (Supplemental Type Certification)

4) Американизм: Short Term Contract, Software Technology Center

5) Военный термин: SHAPE Technical Center, Sacramento test center, Senior Training Corps, Shoot The Chinks, Shoot The Commie, Soviet Tank Crusade, Spare Tire Carrier, Subject To Classification, satellite test center, scientific and technical council, security training center, self-test capability, signal training center, specialists training center, standard test configuration, systems test complex, systems test configuration, systems test console, Short Time Constant (ECCM), ВТКЦ (Secondary Telecommunications Center; вспомогательный телекоммуникационный центр)

6) Техника: Satellite Television Corp., satellite tracking center, satellite tracking committee, sensitivity-time control, space target classification

7) Шутливое выражение: Start To Corpse

8) Религия: Steps To Christ

9) Юридический термин: Shoot The Chick

10) Автомобильный термин: System Traction Control

11) Грубое выражение: Slurp That Cunt

12) Музыка: Sexy Time Crew

13) Оптика: Science & Technology Center

14) Сокращение: SHAPE Technical Centre (NATO), Satellite Test Centre (USA), Scientific and Technical Committee, Sea Training Centre (UK Royal Navy), Sensitivity Time Control, Service Type Code (data within barcode, USPS pub. 109), Ship Technical Control system, Software Technology Conference (DoD), Sonar Transducer Container, Standard Telephone and Cables, Strike Command, Supplemental Type Certificate (USA), Support Tank Command, Surface Transportation Center (2007 GAO report), Swept Time Constant, тетрахлорид кремния (silicon tetrachloride)

15) Университет: Student Technology Center, Student Text Collection

16) Электроника: Sensitive Time Control, Sound Transmission Coefficient

17) Вычислительная техника: Secure Transaction Channel (Banking, V-One, Verschluesselung), Sub-Technical Committee (ETSI), Science and Technology Center (NSF, USA), SeT Carry (flag, Assembler)

18) Нефть: short thread and collar, single-trip container, короткая резьба и муфта (обсадной трубы; short thread and collar), способность к самопроверке (self-test capability)

19) Банковское дело: subject to collection

20) Транспорт: Stability And Traction Control, Street Truck Customs, Supplemental Type Certificate

21) Фирменный знак: Sardine Transport Company, Service Telephone Company, Standard Triumph Company, Swank Technical Communications

22) СМИ: Sound Transfer Class

23) Деловая лексика: Science Technology And Customer, Superior Total Commitment

24) Бурение: короткая резьба и муфта обсадной трубы (short thread and collar), short-threaded connection

25) Сетевые технологии: standard transmission code, стандартный код передачи данных

26) Программирование: Set Carry Flag

27) Автоматика: self-tuning control

28) Сахалин Р: Scientific and Technical Council of RF GosGorTechNadzor

29) Общая лексика: step timing control

30) Химическое оружие: Science and Technology Corporation

31) Безопасность: sinusoidal transform coding

32) Расширение файла: Standard Telephone Cables

33) Нефть и газ: STC operation mode selection switch

34) Логистика: Said to Contain

35) Военно-политический термин: SHAPE Technical Centre

36) Должность: Student Technology Consultant

37) NYSE. Stewart Information Services Corporation

38) Аэропорты: St Cloud, Minnesota USA

39) Программное обеспечение: Standard Test Conditions

40) Хобби: Saturn Tuners Club

means [mi:nz] (pl inv)

1 noun

(a) (way, method) moyen m;

∎ a means of doing sth un moyen de faire qch;

∎ is there no means of doing it any faster? n'y a-t-il pas moyen de le faire plus vite?;

∎ he has no means of support il est sans ressources;

∎ there is no means of escape il n'y a pas d'issue;

∎ it's just a means to an end ce n'est qu'un moyen d'arriver au but;

∎ proverb the end justifies the means la fin justifie les moyens;

∎ by what means may I send it to him? par quel moyen ou quels moyens puis-je le lui faire parvenir?;

∎ by some means or other or another d'une façon ou d'une autre;

∎ means of payment moyens mpl de paiement;

∎ means of transport moyen m de transport;

∎ means of production moyens mpl de production

(b) (idiom)

∎ she's not his friend by any (manner of) means elle est loin d'être son amie

2 plural noun

(money, resources) moyens mpl, ressources fpl;

∎ to have the means to do sth avoir les moyens de faire qch;

∎ to live within one's means vivre selon ses moyens;

∎ to live beyond one's means vivre au-dessus de ses moyens;

∎ the means at our disposal les moyens mpl dont nous disposons;

∎ her family obviously has means il est évident qu'elle vient d'une famille aisée;

∎ a man of means un homme riche

3 by means of preposition

au moyen de;

∎ by means of a screwdriver à l'aide d'un tournevis;

∎ they communicate by means of signs ils communiquent par signes

4 by all means adverb

(of course) bien sûr;

∎ may I leave? - by all means! puis-je partir? - je vous en prie ou mais bien sûr!;

∎ by all means go if you really want to surtout, si tu veux y aller, vas-y

5 by no means adverb

pas du tout;

∎ it's by no means easy c'est loin d'être facile;

∎ he's by no means the worst in the class il est loin d'être le plus mauvais de la classe

►► means test enquête f sur les revenus (d'une personne désirant bénéficier d'une allocation d'État);

∎ to undergo a means test faire l'objet d'une enquête sur les revenus;

∎ the grant is subject to a means test cette allocation est assujettie à des conditions de ressources

1 noun

(method) moyen m

means of communication moyen de communication;

means of payment moyen de paiement;

means of production moyen de production;

means of transport moyen de transport

2 noun

(income, wealth) moyens m pl, ressources f pl

ADMINISTRATION means test (for state benefit) enquête f sur les revenus (d'une personne désirant bénéficier d'une allocation d'État); the grant is subject to a means test l'allocation est assujettie à des conditions de ressources

1) металл

2) щебень для дорожно-строительных работ

3) мн. ч. рельсы

4) мостить щебнем

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- arc metal

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1.   металл

2.   щебень, балласт, дроблёный камень

SUBJECT AREA: Chemical technology, Weapons and armour

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His family came from Germany and he was the son of a music master. He first became interested in science at the age of 14, when visiting his mineralogist uncle in Hamburg, and studied chemistry at the Royal Polytechnic Institution in London. In 1845 he became one of the twenty-six founding students, under A.W.von Hofmann, of the Royal College of Chemistry. Such was his aptitude for the subject that within two years he became von Hermann's assistant and demonstrator. In 1851 Abel was appointed Lecturer in Chemistry, succeeding Michael Faraday, at the Royal Military Academy, Woolwich, and it was while there that he wrote his Handbook of Chemistry, which was co-authored by his assistant, Charles Bloxam.

Abel's four years at the Royal Military Academy served to foster his interest in explosives, but it was during his thirty-four years, beginning in 1854, as Ordnance Chemist at the Royal Arsenal and at Woolwich that he consolidated and developed his reputation as one of the international leaders in his field. In 1860 he was elected a Fellow of the Royal Society, but it was his studies during the 1870s into the chemical changes that occur during explosions, and which were the subject of numerous papers, that formed the backbone of his work. It was he who established the means of storing gun-cotton without the danger of spontaneous explosion, but he also developed devices (the Abel Open Test and Close Test) for measuring the flashpoint of petroleum. He also became interested in metal alloys, carrying out much useful work on their composition. A further avenue of research occurred in 1881 when he was appointed a member of the Royal Commission set up to investigate safety in mines after the explosion that year in the Sealham Colliery. His resultant study on dangerous dusts did much to further understanding on the use of explosives underground and to improve the safety record of the coal-mining industry. The achievement for which he is most remembered, however, came in 1889, when, in conjunction with Sir James Dewar, he invented cordite. This stable explosive, made of wood fibre, nitric acid and glycerine, had the vital advantage of being a "smokeless powder", which meant that, unlike the traditional ammunition propellant, gunpowder ("black powder"), the firer's position was not given away when the weapon was discharged. Although much of the preliminary work had been done by the Frenchman Paul Vieille, it was Abel who perfected it, with the result that cordite quickly became the British Army's standard explosive.

Abel married, and was widowed, twice. He had no children, but died heaped in both scientific honours and those from a grateful country.

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SUBJECT AREA: Metallurgy

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After a general education at Vickery's School at Southsea, Izod (who pronounced his name Izzod, not Izod) started his career as a premium apprentice at the works of Maudslay, Sons and Field at Lambeth in January 1893. When in 1995 he was engaged in the installation of machinery in HMS Renown at Pembroke, he gained some notoriety for his temerity in ordering Rear Admiral J.A.Fisher, who had no pass, out of the main engine room. He subsequently worked at Portsmouth Dockyard where the battleships Caesar and Gladiator were being engined by Maudslay's. From 1898 to 1900 Izod worked as a Demonstrator in the laboratories of University College London, and he was then engaged by Captain H. Riall Sankey as his Personal Assistant at the Rugby works of Willans and Robinson. Soon after going to Rugby, Izod was asked by Sankey to examine a failed gun barrel and try to ascertain why it burst in testing. Conventional mechanical testing did not reveal any significant differences in the properties of good and bad material. Izod found, however, that, when specimens from the burst barrel were notched, gripped in a vice, and then struck with a hammer they broke in a brittle manner, whereas sounder material merely bent plastically. From these findings his well-known notched-bar impact test emerged. His address to the British Association in September 1903 described the test and his testing machine, and was subsequently published in Engineering. Izod never claimed any priority for this method of test, and generously acknowledged his predecessors in this field, Swedenborg, Fremont, Arnold and Bent Russell. The Izod Test was rapidly adopted by the English-speaking world, although Izod himself, being a busy man, did little to publicize his work, which was introduced to the engineering world largely through the efforts of Captain Sankey. Izod became Assistant Managing Director at Willans, and in 1910 was appointed Chief Consulting Mechanical and Electrical Engineer to the Central Mining Corporation at Johannesburg. He became Managing Director of the Rand Mines in 1918, and returned to the UK in 1927 to become the Managing Director of Weymann Motor Bodies Ltd of Addlestone. As Chairman of this company he extended its activitiesconsiderably.

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SUBJECT AREA: Aerospace, Weapons and armour

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Von Braun's mother was an amateur astronomer who introduced him to the futuristic books of Jules Verne and H.G.Wells and gave him an astronomical telescope. He was a rather slack and undisciplined schoolboy until he came across Herman Oberth's book By Rocket to Interplanetary Space. He discovered that he required a good deal of mathematics to follow this exhilarating subject and immediately became an enthusiastic student.

The Head of the Ballistics and Armaments branch of the German Army, Professor Karl Becker, had asked the engineer Walter Dornberger to develop a solid-fuel rocket system for short-range attack, and one using liquid-fuel rockets to carry bigger loads of explosives beyond the range of any known gun. Von Braun joined the Verein für Raumschiffsfahrt (the German Space Society) as a young man and soon became a leading member. He was asked by Rudolf Nebel, VfR's chief, to persuade the army of the value of rockets as weapons. Von Braun wisely avoided all mention of the possibility of space flight and some financial backing was assured. Dornberger in 1932 built a small test stand for liquid-fuel rockets and von Braun built a small rocket to test it; the success of this trial won over Dornberger to space rocketry.

Initially research was carried out at Kummersdorf, a suburb of Berlin, but it was decided that this was not a suitable site. Von Braun recalled holidays as a boy at a resort on the Baltic, Peenemünde, which was ideally suited to rocket testing. Work started there but was not completed until August 1939, when the group of eighty engineers and scientists moved in. A great fillip to rocket research was received when Hitler was shown a film and was persuaded of the efficacy of rockets as weapons of war. A factory was set up in excavated tunnels at Mittelwerk in the Harz mountains. Around 6,000 "vengeance" weapons were built, some 3,000 of which were fired on targets in Britain and 2,000 of which were still in storage at the end of the Second World War.

Peenemünde was taken by the Russians on 5 May 1945, but by then von Braun was lodging with many of his colleagues at an inn, Haus Ingeburg, near Oberjoch. They gave themselves up to the Americans, and von Braun presented a "prospectus" to the Americans, pointing out how useful the German rocket team could be. In "Operation Paperclip" some 100 of the team were moved to the United States, together with tons of drawings and a number of rocket missiles. Von Braun worked from 1946 at the White Sands Proving Ground, New Mexico, and in 1950 moved to Redstone Arsenal, Huntsville, Alabama. In 1953 he produced the Redstone missile, in effect a V2 adapted to carry a nuclear warhead a distance of 320 km (199 miles). The National Aeronautics and Space Administration (NASA) was formed in 1958 and recruited von Braun and his team. He was responsible for the design of the Redstone launch vehicles which launched the first US satellite, Explorer 1, in 1958, and the Mercury capsules of the US manned spaceflight programme which carried Alan Shepard briefly into space in 1961 and John Glenn into earth orbit in 1962. He was also responsible for the Saturn series of large, staged launch vehicles, which culminated in the Saturn V rocket which launched the Apollo missions taking US astronauts for the first human landing on the moon in 1969. Von Braun announced his resignation from NASA in 1972 and died five years later.

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SUBJECT AREA: Metallurgy

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Brinell graduated as an engineer from Boräs Technical School, and his interest in metallurgy began to develop in 1875 when he became an engineer at the ironworks of Lesjöfors and came under the influence of Gustaf Ekman. In 1882 he was appointed Chief Engineer at the Fagersta Ironworks, where he became one of Sweden's leading experts in the manufacture and heat treatment of tool steels.

His reputation in this field was established in 1885 when he published a paper on the structural changes which occurred in steels when they were heated and cooled, and he was among the first to recognize and define the critical points of steel and their importance in heat treatment. Some of these preliminary findings were first exhibited at Stockholm in 1897. His exhibit at the World Exhibition at Paris in 1900 was far more detailed and there he displayed for the first time his method of hardness determination using a steel-ball indenter. For these contributions he was awarded the French Grand Prix and also the Polhem Prize of the Swedish Technical Society.

He was later concerned with evaluating and developing the iron-ore deposits of north Sweden and was one of the pioneers of the electric blast-furnace. In 1903 he became Chief Engineer of the Jernkontoret and remained there until 1914. In this capacity and as Editor of the Jernkontorets Annaler he made significant contributions to Swedish metallurgy. His pioneer work on abrasion resistance, undertaken long before the term tribology had been invented, gained him the Rinman Medal, awarded by the Jernkontoret in 1920.

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SUBJECT AREA: Land transport, Railways and locomotives

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Gresley was the son of the Rector of Netherseale, Derbyshire; he was educated at Marlborough and by the age of 13 was skilled at making sketches of locomotives. In 1893 he became a pupil of F.W. Webb at Crewe works, London \& North Western Railway, and in 1898 he moved to Horwich works, Lancashire \& Yorkshire Railway, to gain drawing-office experience under J.A.F.Aspinall, subsequently becoming Foreman of the locomotive running sheds at Blackpool. In 1900 he transferred to the carriage and wagon department, and in 1904 he had risen to become its Assistant Superintendent. In 1905 he moved to the Great Northern Railway, becoming Superintendent of its carriage and wagon department at Doncaster under H.A. Ivatt. In 1906 he designed and produced a bogie luggage van with steel underframe, teak body, elliptical roof, bowed ends and buckeye couplings: this became the prototype for East Coast main-line coaches built over the next thirty-five years. In 1911 Gresley succeeded Ivatt as Locomotive, Carriage \& Wagon Superintendent. His first locomotive was a mixed-traffic 2–6–0, his next a 2–8–0 for freight. From 1915 he worked on the design of a 4–6–2 locomotive for express passenger traffic: as with Ivatt's 4 4 2s, the trailing axle would allow the wide firebox needed for Yorkshire coal. He also devised a means by which two sets of valve gear could operate the valves on a three-cylinder locomotive and applied it for the first time on a 2–8–0 built in 1918. The system was complex, but a later simplified form was used on all subsequent Gresley three-cylinder locomotives, including his first 4–6–2 which appeared in 1922. In 1921, Gresley introduced the first British restaurant car with electric cooking facilities.

With the grouping of 1923, the Great Northern Railway was absorbed into the London \& North Eastern Railway and Gresley was appointed Chief Mechanical Engineer. More 4–6– 2s were built, the first British class of such wheel arrangement. Modifications to their valve gear, along lines developed by G.J. Churchward, reduced their coal consumption sufficiently to enable them to run non-stop between London and Edinburgh. So that enginemen might change over en route, some of the locomotives were equipped with corridor tenders from 1928. The design was steadily improved in detail, and by comparison an experimental 4–6–4 with a watertube boiler that Gresley produced in 1929 showed no overall benefit. A successful high-powered 2–8–2 was built in 1934, following the introduction of third-class sleeping cars, to haul 500-ton passenger trains between Edinburgh and Aberdeen.

In 1932 the need to meet increasing road competition had resulted in the end of a long-standing agreement between East Coast and West Coast railways, that train journeys between London and Edinburgh by either route should be scheduled to take 8 1/4 hours. Seeking to accelerate train services, Gresley studied high-speed, diesel-electric railcars in Germany and petrol-electric railcars in France. He considered them for the London \& North Eastern Railway, but a test run by a train hauled by one of his 4–6–2s in 1934, which reached 108 mph (174 km/h), suggested that a steam train could better the railcar proposals while its accommodation would be more comfortable. To celebrate the Silver Jubilee of King George V, a high-speed, streamlined train between London and Newcastle upon Tyne was proposed, the first such train in Britain. An improved 4–6–2, the A4 class, was designed with modifications to ensure free running and an ample reserve of power up hill. Its streamlined outline included a wedge-shaped front which reduced wind resistance and helped to lift the exhaust dear of the cab windows at speed. The first locomotive of the class, named Silver Link, ran at an average speed of 100 mph (161 km/h) for 43 miles (69 km), with a maximum speed of 112 1/2 mph (181 km/h), on a seven-coach test train on 27 September 1935: the locomotive went into service hauling the Silver Jubilee express single-handed (since others of the class had still to be completed) for the first three weeks, a round trip of 536 miles (863 km) daily, much of it at 90 mph (145 km/h), without any mechanical troubles at all. Coaches for the Silver Jubilee had teak-framed, steel-panelled bodies on all-steel, welded underframes; windows were double glazed; and there was a pressure ventilation/heating system. Comparable trains were introduced between London Kings Cross and Edinburgh in 1937 and to Leeds in 1938.

Gresley did not hesitate to incorporate outstanding features from elsewhere into his locomotive designs and was well aware of the work of André Chapelon in France. Four A4s built in 1938 were equipped with Kylchap twin blast-pipes and double chimneys to improve performance still further. The first of these to be completed, no. 4468, Mallard, on 3 July 1938 ran a test train at over 120 mph (193 km/h) for 2 miles (3.2 km) and momentarily achieved 126 mph (203 km/h), the world speed record for steam traction. J.Duddington was the driver and T.Bray the fireman. The use of high-speed trains came to an end with the Second World War. The A4s were then demonstrated to be powerful as well as fast: one was noted hauling a 730-ton, 22-coach train at an average speed exceeding 75 mph (120 km/h) over 30 miles (48 km). The war also halted electrification of the Manchester-Sheffield line, on the 1,500 volt DC overhead system; however, anticipating eventual resumption, Gresley had a prototype main-line Bo-Bo electric locomotive built in 1941. Sadly, Gresley died from a heart attack while still in office.

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See also: Bulleid, Oliver Vaughan Snell

SUBJECT AREA: Land transport, Mining and extraction technology, Railways and locomotives

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The Wylam wagonway passed Newburn, and Hedley, who went to school at Wylam, must have been familiar with this wagonway from childhood. It had been built c.1748 to carry coal from Wylam Colliery to the navigable limit of the Tyne at Lemington. In 1805 Hedley was appointed viewer, or manager, of Wylam Colliery by Christopher Blackett, who had inherited the colliery and wagonway in 1800. Unlike most Tyneside wagonways, the gradient of the Wylam line was insufficient for loaded wagons to run down by gravity and they had to be hauled by horses. Blackett had a locomotive, of the type designed by Richard Trevithick, built at Gateshead as early as 1804 but did not take delivery, probably because his wooden track was not strong enough. In 1808 Blackett and Hedley relaid the wagonway with plate rails of the type promoted by Benjamin Outram, and in 1812, following successful introduction of locomotives at Middleton by John Blenkinsop, Blackett asked Hedley to investigate the feasibility of locomotives at Wylam. The expense of re-laying with rack rails was unwelcome, and Hedley experimented to find out the relationship between the weight of a locomotive and the load it could move relying on its adhesion weight alone. He used first a model test carriage, which survives at the Science Museum, London, and then used a full-sized test carriage laden with weights in varying quantities and propelled by men turning handles. Having apparently satisfied himself on this point, he had a locomotive incorporating the frames and wheels of the test carriage built. The work was done at Wylam by Thomas Waters, who was familiar with the 1804 locomotive, Timothy Hackworth, foreman smith, and Jonathan Forster, enginewright. This locomotive, with cast-iron boiler and single cylinder, was unsatisfactory: Hackworth and Forster then built another locomotive to Hedley's design, with a wrought-iron return-tube boiler, two vertical external cylinders and drive via overhead beams through pinions to the two axles. This locomotive probably came into use in the spring of 1814: it performed well and further examples of the type were built. Their axle loading, however, was too great for the track and from about 1815 each locomotive was mounted on two four-wheeled bogies, the bogie having recently been invented by William Chapman. Hedley eventually left Wylam in 1827 to devote himself to other colliery interests. He supported the construction of the Clarence Railway, opened in 1833, and sent his coal over it in trains hauled by his own locomotives. Two of his Wylam locomotives survive— Puffing Billy at the Science Museum, London, and Wylam Dilly at the Royal Museum of Scotland, Edinburgh—though how much of these is original and how much dates from the period 1827–32, when the Wylam line was re-laid with edge rails and the locomotives reverted to four wheels (with flanges), is a matter of mild controversy.

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See also: Stephenson, George

SUBJECT AREA: Aerospace

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At the age of 19, Phillips developed an interest in flight and constructed models with lightweight engines. He spent a large amount of time and money over many years, carrying out practical research into the science of aerodynamics. In the early 1880s he built a wind tunnel with a working section of 15 in. by 10 in. (38 cm by 25 cm). Air was sucked through the working section by an adaptation of the steam injector used in boilers and invented by Henry Giffard, the airship pioneer. Phillips tested aerofoils based on the cross-section of bird's wings, with a greater curvature on the upper surface than the lower. He measured the lift and drag and showed that the major component of lift came from suction on the upper surface, rather than pressure on the lower. He took out patents for his aerofoil sections in 1884 and 1891. In addition to his wind-tunnel test, Phillips tested his wing sections on a whirling arm, as used earlier by Cayley, Wenham and Lilienthal. After a series of tests using an arm of 15 ft (4.57 m) radius, Phillips built a massive whirling arm driven by a steam engine. His test pieces were mounted on the end of the arm, which had a radius of 50 ft (15.24 m), giving them a linear speed of 70 mph (113 km/h). By 1893 Phillips was ready to put his theories to a more practical test, so he built a large model aircraft driven by a steam engine and tethered to run round a circular track. It had a wing span of 19 ft (5.79 m), but it had fifty wings, one above the other. These wings were only 10 in. (25 cm) wide and mounted in a frame, so it looked rather like a Venetian blind. At 40 mph (64 km/h) it lifted off the track. In 1904 Phillips built a full-size multi-wing aeroplane with twenty wings which just lifted off the ground but did not fly. He built another multi-wing machine in 1907, this time with four Venetian blind' frames in tandem, giving it two hundred wings! Phillips made a short flight of almost 500 ft (152 m) which could be claimed to be the first powered aeroplane flight in England by an Englishman. He retired from flying at the age of 62.

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SUBJECT AREA: Metallurgy

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After graduating in chemistry from the Ecole Polytechnique in 1887, Charpy continued to work there on the physical chemistry of solutions for his doctorate. He joined the Laboratoire d'Artillerie de la Marine in 1892 and began to study the structure and mechanical properties of various steels in relation to their previous heat treatment. His first memoir, on the mechanical properties of steels quenched from various temperatures, was published in 1892 on the advice of Henri Le Chatelier. He joined the Compagnie de Chatillon Commentry Fourchamboult et Decazeville at their steelworks in Imphy in 1898, shortly after the discovery of Invar by G.E. Guillaume. Most of the alloys required for this investigation had been prepared at Imphy, and their laboratories were therefore well equipped with sensitive and refined dilatometric facilities. Charpy and his colleague L.Grenet utilized this technique in many of their earlier investigations, which were largely concerned with the transformation points of steel. He began to study the magnetic characteristics of silicon steels in 1902, shortly after their use as transformer laminations had first been proposed by Hadfield and his colleagues in 1900. Charpy was the first to show that the magnetic hysteresis of these alloys decreased rapidly as their grain size increased.

The first details of Charpy's pendulum impact testing machine were published in 1901, about two years before Izod read his paper to the British Association. As with Izod's machine, the energy of fracture was measured by the retardation of the pendulum. Charpy's test pieces, however, unlike those of Izod, were in the form of centrally notched beams, freely supported at each end against rigid anvils. This arrangement, it was believed, transmitted less energy to the frame of the machine and allowed the energy of fracture to be more accurately measured. In practice, however, the blow of the pendulum in the Charpy test caused visible distortion in the specimen as a whole. Both tests were still widely used in the 1990s.

In 1920 Charpy left Imphy to become Director-General of the Compagnie des Aciéries de la Marine et Homecourt. After his election to the Académie des Sciences in 1918, he came to be associated with Floris Osmond and Henri Le Chatelier as one of the founders of the "French School of Physical Metallurgy". Around the turn of the century he had contributed much to the development of the metallurgical microscope and had helped to introduce the Chatelier thermocouple into the laboratory and to industry. He also popularized the use of platinum-wound resistance furnaces for laboratory purposes. After 1920 his industrial responsibilities increased greatly, although he continued to devote much of his time to teaching at the Ecole Supérieure des Mines in Paris, and at the Ecole Polytechnique. His first book, Leçons de Chimie (1892, Paris), was written at the beginning of his career, in association with H.Gautier. His last, Notions élémentaires de sidérurgie (1946, Paris), with P.Pingault as co-author, was published posthumously.

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SUBJECT AREA: Aerospace

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After serving in the British Army during the Boer War. Dunne returned home convinced that aeroplanes would be more suitable than balloons for reconnaissance work. He built models to test his ideas for a tailless design based on the winged seed of a Javanese climbing plant. In 1906 Dunne joined the staff of the Balloon Factory at Farnborough, where the Superintendent, Colonel J.E.Capper, was also interested in manned kites and aeroplanes. Since 1904 the colourful American "Colonel" S.F. Cody had been experimenting at Farnborough with manned kites, and in 1908 his "British Army Dirigible No. 1" made the first powered flight in Britain. Dunne's first swept-wing tailless glider was ready to fly in the spring of 1907, but it was deemed to be a military secret and flying it at Farnborough would be too public. Dunne, Colonel Capper and a team of army engineers took the glider to a remote site at Blair Atholl in Scotland for its test flights. It was not a great success, although it attracted snoopers, with the result that it was camouflaged. Powered versions made short hops in 1908, but then the War Office withdrew its support. Dunne and his associates set up a syndicate to continue the development of a new tailless aeroplane, the D 5; this was built by Short Brothers (see Short, Hugh Oswald) and flew successfully in 1910. It had combined elevators and ailerons on the wing tips (or elevons as they are now called when fitted to modern delta-winged aircraft). In 1913 an improved version of the D 5 was demonstrated in France, where the pilot left his cockpit and walked along the wing in flight. Dunne had proved his point and designed a stable aircraft, but his health was suffering and he retired. During the First World War, however, it was soon learned that military aircraft needed to be manoeuvrable rather than stable.

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