version-control

1)

а) прясть, сучить ( шерсть)

б) плести (паутину; о пауке)

2)

а) крутить, вертеть

б) крутиться, вертеться

3) = spin (a)round поворачиваться (кругом), оборачиваться

4) авто буксовать, пробуксовывать

5) кружиться ( о голове), чувствовать головокружение

6) разг. проваливаться ( на экзамене)

7) разг. ; = spin along нестись, быстро двигаться ( о траснпортном средстве)

8) ловить ( рыбу) на вращающуюся блесну

9) тех. выдавливать ( на токарно-давильном станке)

10)

а) разрабатывать, придумывать

б) подавать информацию предвзято; раскручивать, пиарить

11) = spin out

а) продолжать; удлинять; развивать

б) продлевать; растягивать; экономить

••

- spin off

- spin out

1)

а) верчение, вращение, кружение

б) авиа штопор

в) спорт. вращение, спираль ( в фигурном катании)

2)

а) кувырок, прыжок кувырком

б) подбрасывание кверху монетки с тем, чтобы принять какое-л. решение

3) короткая прогулка ( на автомобиле); быстрая езда (на автомашине, велосипеде, лодке)

4) физ. спин

5) смятение, замешательство

6) австрал.; разг. полоса ( период везения или невезения)

7) предвзятая подача информации

- spin control

- spin doctor

см. тж. antidependence, branch deletion, automatic parallelization, constant folding, constant propagation, control dependence, copy propagation, CSE, data dependence, dead statement, expression folding, fission by name, global forward substitution, GVN, hand optimization, intermediate representation, interprocedural optimization, jump threading, lazy evaluation, induction variable, instruction scheduling, instruction selection, local optimization, loop collapsing, loop invariant code motion, loop inversion, loop parallelization, loop optimization, loop peeling, loop skewing, loop splitting, loop tiling, loop transformation, loop unrolling, loop unrolling and jamming, loop unswitching, loop unwinding, loop vectorization, LNO, optimization, optimization technique, optimizing compiler, output dependence, partial evaluation, peephole optimization, polytope model, PRE, redundant-test elimination, register allocation, register spilling, scalar replacement, SSA, static analysis, strength reduction, strip mining, test promotion, trace scheduling, true dependence, two-version loop, vectorization

release [rɪ'li:s]

1 noun

(a) (from captivity) libération f; (from prison) libération f, mise f en liberté, Administration élargissment m; (from custody) mise f en liberté, relaxe f; (from debt) libération f; (from obligation, promise) libération f, dispense f; (from pain, suffering) délivrance f;

∎ on his release from prison lors de sa mise en liberté, dès sa sortie de prison;

∎ release on bail mise f en liberté provisoire (sous caution);

∎ release on parole libération f conditionnelle;

∎ order of release ordre m de levée d'écrou;

∎ death was a release for her pour elle, la mort a été une délivrance

(b) Finance (of credits, funds) déblocage m, dégagement m

(c) Commerce (from bond, customs) congé m

(d) (distribution → of film, record) sortie f; (→ of book) sortie f, parution f; (→ of document) diffusion f;

∎ the film is on general release le film est sorti

(e) (new film, book, record) nouveauté f; (software) version f;

∎ her latest release is called 'Perfect Moment' son dernier disque s'appelle 'Perfect Moment';

∎ it's a new release ça vient de sortir

(f) (of handle, switch) déclenchement m; (of brake) desserrage m; (of clutch) débrayage m; (of spring) détente f; (of bomb) largage m; (of balloons, pigeons) lâcher m; (of gas etc) dégagement m; (of steam) échappement m; (of pressure) relâchement m; (of energy) libération f

(g) Technology (lever) levier m; (safety catch) cran m de sûreté

2 compound-forming noun

(button, switch) de déclenchement

3 transitive verb

(a) (prisoner) libérer, relâcher; (from custody) remettre en liberté, relâcher, relaxer; (captive person, animal) libérer; (employee, schoolchild) libérer, laisser partir; (hospital patient) laisser sortir; (from obligation) libérer, dégager; (from promise) dégager, relever; (from vows) relever, dispenser;

∎ to release sb from captivity libérer qn;

∎ Law to be released on bail être libéré sous caution;

∎ the earthquake victims were released from the wreckage les victimes du tremblement de terre ont été dégagées des décombres;

∎ the children were released into the care of their grandparents on a confié les enfants à leurs grands-parents;

∎ death finally released her from her suffering la mort a mis un terme à ses souffrances;

∎ to release sb from a debt remettre une dette à qn

(b) (let go → from control, grasp) lâcher; (→ feelings) donner ou laisser libre cours à; (→ bomb) larguer, lâcher; (→ gas, heat) libérer, dégager;

∎ he released his grip on my hand il m'a lâché la ou il a lâché ma main;

∎ to release one's hold desserrer son étreinte, lâcher prise;

∎ the explosion released chemicals into the river l'explosion a libéré des agents chimiques dans la rivière;

∎ insecticides were released over the crops des pesticides ont été répandus sur les récoltes;

∎ playing squash is a good way of releasing tension le squash est un bon moyen de se détendre

(c) (issue → film) sortir; (→ book) sortir, faire paraître, mettre en vente; (→ record) sortir, metter en vente; (→ goods, new model) mettre en vente ou sur le marché; (→ stamps, coins) émettre

(d) (make public → statement) publier; (→ information, story) dévoiler, annoncer;

∎ the company refuses to release details of the contract la compagnie refuse de divulguer ou de faire connaître les détails du contrat

(e) (lever, mechanism) déclencher; (brake) desserrer; (jammed part etc) dégager; (spring) détendre;

∎ Cars to release the clutch débrayer;

∎ Photography to release the shutter déclencher (l'obturateur);

∎ release the catch to open the door pour ouvrir la porte, soulever le loquet;

∎ to release the safety catch (on gun) libérer le cran de sûreté

(f) Finance (credits, funds) dégager, débloquer

(g) (property, rights) céder

(h) Commerce (goods from bond) dédouaner

►► Technology release lever (on clutch) levier m de débrayage; (on typewriter) levier m de dégagement du chariot;

Cinema release print copie f d'exploitation

SUBJECT AREA: Electronics and information technology

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In 1938, whilst working for a German electrical company, Flechsig filed a patent in which he described the use of an array of stretched parallel wires to control the landing of either one or three electron beams on separate red, green and blue phosphor stripes within a single cathode ray tube. Whilst the single-beam arrangement required subsidiary deflection to alternate the beam landing angle, the three-beam version effectively used the wires to "mask" the landing of the electron beams so that each one only illuminated the relevant colour phosphor stripes. Although not developed at the time, the concept anticipated the subsequent invention of the shadowmask tube by RCA in the early 1950s and, even more closely, the development of the Sony Trinitron some years later.

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See also: Baird, John Logie; Goldmark, Peter Carl

SUBJECT AREA: Electronics and information technology, Horology

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Hetzel trained as an electrical engineer at the Federal Polytechnic in Zurich and worked for several years in the field of telecommunications before joining the Bulova Watch Company in 1950. At that time several companies were developing watches with electromagnetically maintained balances, but they represented very little advance on the mechanical watch and the mechanical switching mechanism was unreliable. In 1952 Hetzel started work on a much more radical design which was influenced by a transistorized tuning-fork oscillator that he had developed when he was working on telecommunications. Tuning forks, whose vibrations were maintained electromagnetically, had been used by scientists during the nineteenth century to measure small intervals of time, but Niaudet- Breguet appears to have been the first to use a tuning fork to control a clock. In 1866 he described a mechanically operated tuning-fork clock manufactured by the firm of Breguet, but it was not successful, possibly because the fork did not compensate for changes in temperature. The tuning fork only became a precision instrument during the 1920s, when elinvar forks were maintained in vibration by thermionic valve circuits. Their primary purpose was to act as frequency standards, but they might have been developed into precision clocks had not the quartz clock made its appearance very shortly afterwards. Hetzel's design was effectively a miniaturized version of these precision devices, with a transistor replacing the thermionic valve. The fork vibrated at a frequency of 360 cycles per second, and the hands were driven mechanically from the end of one of the tines. A prototype was working by 1954, and the watch went into production in 1960. It was sold under the tradename Accutron, with a guaranteed accuracy of one minute per month: this was a considerable improvement on the performance of the mechanical watch. However, the events of the 1920s were to repeat themselves, and by the end of the decade the Accutron was eclipsed by the introduction of quartz-crystal watches.

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SUBJECT AREA: Domestic appliances and interiors

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Frank Hornby left school at the age of 16 and worked as a clerk, at first for his father, a provision merchant, and later for D.H.Elliott, an importer of meat and livestock, for whom he became Managing Clerk. As a youth he was interested in engineering and in his own small workshop he became a skilled amateur mechanic. He made toys for his children and c.1900 he devised a constructional toy kit consisting of perforated metal strips which could be connected by bolts and nuts. He filed a patent application in January 1901 and, having failed to interest established toy manufacturers, he set up a small business in partnership with his employer, D.H. Elliott, who provided financial support. The kits were sold at first under the name of Mechanics Made Easy, but by 1907 the name Meccano had been registered as a trade mark. The business expanded rapidly and in 1908 Elliott withdrew from the partnership and Hornby continued on his own account, the company being incorporated as Meccano Ltd. Although parts for Meccano were produced at first by various manufacturers, Hornby soon acquired premises to produce all the components under his own control, and between 1910 and 1913 he established his own factory on a 5-acre (2-hectare) site at Binn's Road, Liverpool. The Meccano Magazine, a monthly publication with articles of general engineering interest, developed from a newsletter giving advice on the use of Meccano, and from the first issue in 1916 until 1924 was edited by Frank Hornby. In 1920 he introduced the clockwork Hornby trains, followed by the electric version five years later. These were gauge "0" (1 1/4 in./32 mm); the smaller gauge "00", or Hornby Dublo, was a later development. Another product of Meccano Ltd was the series of model vehicles known as Dinky toys, introduced in 1934.

Frank Hornby served as a Member of Parliament for the Everton Division of Liverpool from 1931 to 1935.

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SUBJECT AREA: Aerospace

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Otto Lilienthal and his brother Gustav developed an interest in flying as boys, when they studied birds in flight, built models and even tried to fit wings to their arms. Gustav went on to become a successful architect while Otto, after a brilliant scholastic career, became a mechanical engineer. Otto was able to devote his spare time to the problems of flight, and Gustav helped when his work allowed. They considered manpowered and mechanically powered projects, but neither looked hopeful so they turned to gliding. Otto published his research work in a book, Bird Flight as a Basis for Aviation. By 1889 Otto Lilienthal was ready to test his first full-size gliders. No. 1 and No. 2 were not successful, but No. 3, built in 1891, showed promise. He gradually improved his designs and his launching sites as he gained experience. To take off he ran downhill carrying his hang-glider until it became airborne, then he controlled it by swinging his body weight in the appropriate direction. He even built an artificial mound near Berlin so that he could take off into the wind whichever way it was blowing.

In all, Lilienthal built some eighteen gliders with various wing shapes, including biplanes. By 1895 he was planning movable control surfaces (operated by head movement) and a powered version using a carbonic acid gas motor. Unfortunately, Lilienthal crashed and died of his injuries before these ideas could be tested. In all, he made over two thousand flights covering distances up to 300 m (300 yds. Many of these flights were recorded on photographs and so generated an interest in flying. Lilienthal's achievements also encouraged other pioneers, such as Percy Pilcher in Britain, and Octave Chanute and the Wright brothers in the United States.

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SUBJECT AREA: Electronics and information technology, Horology

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Marrison received his high-school education at Kingston Collegiate Institute, Ontario, and in 1914 he entered Queen's University in Kingston. He graduated in Engineering Physics in 1920, his college career having been interrupted by war service in the Royal Flying Corps. During his service in the Flying Corps he worked on radio, and when he returned to Kingston he established his own transmitter. This interest in radio was later to influence his professional life.

In 1921 he entered Harvard University, where he obtained an MA, and shortly afterwards he joined the Western Electric Company in New York to work on the recording of sound on film. In 1925 he transferred to Western Electric's Bell Laboratory, where he began what was to become his life's work: the development of frequency standards for radio transmission. In 1922 Cady had used the elastic vibration of a quartz crystal to control the frequency of a valve oscillator, but at that time there was no way of counting and displaying the number of vibrations as the frequency was too high. In 1927 Marrison succeeded in dividing the frequency electronically until it was low enough to drive a synchronous motor. Although his purpose was to determine the frequency accurately by counting the number of vibrations that occurred in a given time, he had incidentally produced the first quartz-crystal -ontrolled clock. The results were sufficiently encouraging for him to build an improved version the following year, specifically as a time and frequency standard.

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SUBJECT AREA: Aerospace, Weapons and armour

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Maxim was born the son of a pioneer farmer who later became a wood turner. Young Maxim was first apprenticed to a carriage maker and then embarked on a succession of jobs before joining his uncle in his engineering firm in Massachusetts in 1864. As a young man he gained a reputation as a boxer, but it was his uncle who first identified and encouraged Hiram's latent talent for invention.

It was not, however, until 1878, when Maxim joined the first electric-light company to be established in the USA, as its Chief Engineer, that he began to make a name for himself. He developed an improved light filament and his electric pressure regulator not only won a prize at the first International Electrical Exhibition, held in Paris in 1881, but also resulted in his being made a Chevalier de la Légion d'honneur. While in Europe he was advised that weapons development was a more lucrative field than electricity; consequently, he moved to England and established a small laboratory at Hatton Garden, London. He began by investigating improvements to the Gatling gun in order to produce a weapon with a faster rate of fire and which was more accurate. In 1883, by adapting a Winchester carbine, he successfully produced a semi-automatic weapon, which used the recoil to cock the gun automatically after firing. The following year he took this concept a stage further and produced a fully automatic belt-fed weapon. The recoil drove barrel and breechblock to the vent. The barrel then halted, while the breechblock, now unlocked from the former, continued rearwards, extracting the spent case and recocking the firing mechanism. The return spring, which it had been compressing, then drove the breechblock forward again, chambering the next round, which had been fed from the belt, as it did so. Keeping the trigger pressed enabled the gun to continue firing until the belt was expended. The Maxim gun, as it became known, was adopted by almost every army within the decade, and was to remain in service for nearly fifty years. Maxim himself joined forces with the large British armaments firm of Vickers, and the Vickers machine gun, which served the British Army during two world wars, was merely a refined version of the Maxim gun.

Maxim's interests continued to occupy several fields of technology, including flight. In 1891 he took out a patent for a steam-powered aeroplane fitted with a pendulous gyroscopic stabilizer which would maintain the pitch of the aeroplane at any desired inclination (basically, a simple autopilot). Maxim decided to test the relationship between power, thrust and lift before moving on to stability and control. He designed a lightweight steam-engine which developed 180 hp (135 kW) and drove a propeller measuring 17 ft 10 in. (5.44 m) in diameter. He fitted two of these engines into his huge flying machine testrig, which needed a wing span of 104 ft (31.7 m) to generate enough lift to overcome a total weight of 4 tons. The machine was not designed for free flight, but ran on one set of rails with a second set to prevent it rising more than about 2 ft (61 cm). At Baldwyn's Park in Kent on 31 July 1894 the huge machine, carrying Maxim and his crew, reached a speed of 42 mph (67.6 km/h) and lifted off its rails. Unfortunately, one of the restraining axles broke and the machine was extensively damaged. Although it was subsequently repaired and further trials carried out, these experiments were very expensive. Maxim eventually abandoned the flying machine and did not develop his idea for a stabilizer, turning instead to other projects. At the age of almost 70 he returned to the problems of flight and designed a biplane with a petrol engine: it was built in 1910 but never left the ground.

In all, Maxim registered 122 US and 149 British patents on objects ranging from mousetraps to automatic spindles. Included among them was a 1901 patent for a foot-operated suction cleaner. In 1900 he became a British subject and he was knighted the following year. He remained a larger-than-life figure, both physically and in character, until the end of his life.

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See also: Pilcher, Percy Sinclair

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SUBJECT AREA: Steam and internal combustion engines

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William was the second son and one of eleven children of Samuel Priestman, who had moved to Hull after retiring as a corn miller in Kirkstall, Leeds, and who in retirement had become a director of the North Eastern Railway Company. The family were strict Quakers, so William was sent to the Quaker School in Bootham, York. He left school at the age of 17 to start an engineering apprenticeship at the Humber Iron Works, but this company failed so the apprenticeship was continued with the North Eastern Railway, Gateshead. In 1869 he joined the hydraulics department of Sir William Armstrong \& Company, Newcastle upon Tyne, but after a year there his father financed him in business at a small, run down works, the Holderness Foundry, Hull. He was soon joined by his brother, Samuel, their main business being the manufacture of dredging equipment (grabs), cranes and winches. In the late 1870s William became interested in internal combustion engines. He took a sublicence to manufacture petrol engines to the patents of Eugène Etève of Paris from the British licensees, Moll and Dando. These engines operated in a similar manner to the non-compression gas engines of Lenoir. Failure to make the two-stroke version of this engine work satisfactorily forced him to pay royalties to Crossley Bros, the British licensees of the Otto four-stroke patents.

Fear of the dangers of petrol as a fuel, reflected by the associated very high insurance premiums, led William to experiment with the use of lamp oil as an engine fuel. His first of many patents was for a vaporizer. This was in 1885, well before Ackroyd Stuart. What distinguished the Priestman engine was the provision of an air pump which pressurized the fuel tank, outlets at the top and bottom of which led to a fuel atomizer injecting continuously into a vaporizing chamber heated by the exhaust gases. A spring-loaded inlet valve connected the chamber to the atmosphere, with the inlet valve proper between the chamber and the working cylinder being camoperated. A plug valve in the fuel line and a butterfly valve at the inlet to the chamber were operated, via a linkage, by the speed governor; this is believed to be the first use of this method of control. It was found that vaporization was only partly achieved, the higher fractions of the fuel condensing on the cylinder walls. A virtue was made of this as it provided vital lubrication. A starting system had to be provided, this comprising a lamp for preheating the vaporizing chamber and a hand pump for pressurizing the fuel tank.

Engines of 2–10 hp (1.5–7.5 kW) were exhibited to the press in 1886; of these, a vertical engine was installed in a tram car and one of the horizontals in a motor dray. In 1888, engines were shown publicly at the Royal Agricultural Show, while in 1890 two-cylinder vertical marine engines were introduced in sizes from 2 to 10 hp (1.5–7.5 kW), and later double-acting ones up to some 60 hp (45 kW). First, clutch and gearbox reversing was used, but reversing propellers were fitted later (Priestman patent of 1892). In the same year a factory was established in Philadelphia, USA, where engines in the range 5–20 hp (3.7–15 kW) were made. Construction was radically different from that of the previous ones, the bosses of the twin flywheels acting as crank discs with the main bearings on the outside.

On independent test in 1892, a Priestman engine achieved a full-load brake thermal efficiency of some 14 per cent, a very creditable figure for a compression ratio limited to under 3:1 by detonation problems. However, efficiency at low loads fell off seriously owing to the throttle governing, and the engines were heavy, complex and expensive compared with the competition.

Decline in sales of dredging equipment and bad debts forced the firm into insolvency in 1895 and receivers took over. A new company was formed, the brothers being excluded. However, they were able to attend board meetings, but to exert no influence. Engine activities ceased in about 1904 after over 1,000 engines had been made. It is probable that the Quaker ethics of the brothers were out of place in a business that was becoming increasingly cut-throat. William spent the rest of his long life serving others.

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SUBJECT AREA: Aerospace

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After the hang-gliders of pioneers such as Lilienthal, Pilcher and Chanute in the 1890s, this form of flying virtually disappeared for seventy years. It was reintroduced in the late 1960s based on Francis Rogallo's flexible wing, patented in the United States in 1948. Rogallo's wing was very basic: it consisted of a fabric delta wing with a solid boom along each leading edge and one along the centre line. Between these booms, the fabric was free to billow out into two partial cones. Variations of the Rogallo flexible wing were investigated in the 1960s by Ryans as a means of recovering space vehicles (e.g. Saturn booster), and by North American for the recovery of Gemini spacecraft. In 1963 a version with a 155 kW (210 hp) engine was tested by the US services as a potential lightweight transport vehicle. None of these made a great impact and the Rogallo wing became popular as a hang-glider c. 1970. The pilot was suspended in a harness below a lightweight Rogallo wing. A framework attached to the wing structure allowed the pilot to move his or her body in any direction relative to the wing. Thus, if they wished to dive, they would move their weight forward, which made the glider nose-heavy. This was a great improvement over the earlier hang-gliders, in which the upper part of the pilot's body was held in a fixed position and control was achieved by swinging the legs. Rogallo-wing hang-gliders became very popular as they were relatively cheap and easy to transport. Once the sport developed, powered "microlights" made their appearance and a new branch of popular flying was established.

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SUBJECT AREA: Aerospace, Electricity, Land transport, Ports and shipping

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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.

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SUBJECT AREA: Broadcasting, Electronics and information technology

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Zworykin studied engineering at the Institute of Technology in St Petersburg under Boris Rosing, assisting the latter with his early experiments with television. After graduating in 1912, he spent a time doing X-ray research at the Collège de France in Paris before returning to join the Russian Marconi Company, initially in St Petersburg and then in Moscow. On the outbreak of war in 1917, he joined the Russian Army Signal Corps, but when the war ended in the chaos of the Revolution he set off on his travels, ending up in the USA, where he joined the Westinghouse Corporation. There, in 1923, he filed the first of many patents for a complete system of electronic television, including one for an all-electronic scanning pick-up tube that he called the iconoscope. In 1924 he became a US citizen and invented the kinescope, a hard-vacuum cathode ray tube (CRT) for the display of television pictures, and the following year he patented a camera tube with a mosaic of photoelectric elements and gave a demonstration of still-picture TV. In 1926 he was awarded a PhD by the University of Pittsburgh and in 1928 he was granted a patent for a colour TV system.

In 1929 he embarked on a tour of Europe to study TV developments; on his return he joined the Radio Corporation of America (RCA) as Director of the Electronics Research Group, first at Camden and then Princeton, New Jersey. Securing a budget to develop an improved CRT picture tube, he soon produced a kinescope with a hard vacuum, an indirectly heated cathode, a signal-modulation grid and electrostatic focusing. In 1933 an improved iconoscope camera tube was produced, and under his direction RCA went on to produce other improved types of camera tube, including the image iconoscope, the orthicon and image orthicon and the vidicon. The secondary-emission effect used in many of these tubes was also used in a scintillation radiation counter. In 1941 he was responsible for the development of the first industrial electron microscope, but for most of the Second World War he directed work concerned with radar, aircraft fire-control and TV-guided missiles.

After the war he worked for a time on high-speed memories and medical electronics, becoming Vice-President and Technical Consultant in 1947. He "retired" from RCA and was made an honorary vice-president in 1954, but he retained an office and continued to work there almost up until his death; he also served as Director of the Rockefeller Institute for Medical Research from 1954 until 1962.

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See also: Baird, John Logie; Farnsworth, Philo Taylor; Jenkins, Charles Francis

вертолет

сельскохозяйственный вариант вертолета

вертолет - амфибия

санитарный вертолет

вертолет соосной схемы

вертолет большой грузоподъемности с внешней подвеской

вертодром

высота полета вертолета при заходе на посадку

система управления вертолетом

высота полета вертолета

защитная зона для полетов вертолетов

несущий винт вертолета

вертолетная станция

зона полетов вертолетов

вертолет в режиме висения

сухопутный вертолет

многомоторный вертолет

резко увеличивать подъемную силу вертолета

гидровертолет

вертолет поперечной схемы

однодвигательный вертолет

вертолет с одним несущим винтом

вертолет продольной схемы