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1 wing its flight
(wing its flight (тж. wing its way through the air или wing the air))летать, рассекать воздух ( о птицах) -
2 wing its flight
Общая лексика: лететь, пересекать в полёте, рассекать воздух -
3 wing\ its\ flight
szárnyával szeli a levegőt, repül, szárnyra kel -
4 wing
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5 wing
1. n крыло автомобиля2. n оперение стрелы3. n парус4. n шутл. рука5. n воен. спорт. фланг6. n флигель, крыло7. n группировка, крыло8. n амер. филиал; местное отделение9. n створка10. n театр. кулиса11. n театр. помещение за кулисами12. n театр. плечики13. n театр. бот. крыло; крылаткакрыло, крылоподобный придаток
14. n театр. спорт. нападающий, форвард15. n театр. «крылышки»16. n театр. тех. полка17. n театр. горн. кулаки, подхваты18. n театр. мор. бортовой коридор19. n театр. воен. авиакрыло; ракетное крылоon the wings of the wind — на крыльях ветра, с быстротой ветра
20. v снабжать крыльями21. v окрылять; подгонять22. v лететь, рассекать воздух23. v лететь на самолёте; совершать полётthe wing of the plane broke away and the plane crashed — крыло отвалилось, и самолёт потерпел аварию
24. v ранить в крыло, в руку25. v разг. ранить, подстрелить26. v оперять27. v пускать28. v пристраивать крыло, флигельinverted gull wing — крыло в форме перевернутой "чайки"
29. v театр. выступать под суфлёраСинонимический ряд:1. annex (noun) addendum; addition; adjunct; annex; annexe; attachment; auxiliary hall; block; ell; extension; extremity; projection2. appendage for flying (noun) aileron; airfoil; ala; appendage for flying; feathered appendage; fin; organ of flight; pinion; sail3. detachment (noun) detachment; formation; squadron; unit4. division (noun) arm; branch; division; organ5. fly (verb) be in flight; be on the wing; flap; fleet; flit; flutter; fly; fly a plane; glide; go by air; sail; soar; sweep; take flight; waft -
6 wing
wɪŋ
1. сущ.
1) а) крыло to add/lend wings (to) ≈ окрылять, придавать смелости to spread one's wings ≈ расправить крылья The bird spread its wings and flew off. ≈ Птица расправила крылья и улетела. He seemed to be, indeed, carried forward on the wings of destiny. ≈ Кажется, впрочем, что его несут вперед крылья судьбы. be on the wing б) амер.;
разг. рука в) крыло самолета, кузова автомобиля и т.д. г) мн. 'крылья' (нашивка, эмблема у летчиков) д) лопасть водяного колеса е) поэт., ритор. парус корабля
2) архит. флигель, крыло дома to add a wing to a building ≈ достроить еще одно крыло к дому
3) воен. фланг
4) авиакрыло( тактическая единица)
5) мн.;
театр. кулисы to stand/wait in the wings ≈ ждать своего выхода на сцену (об актере) ;
ждать своего часа, быть наготове
6) крыло (политической партии) conservative wing ≈ консервативное крыло партии liberal wing ≈ либеральное крыло партии radical wing ≈ радикальное крыло партии Syn: faction
7) спорт крайний нападающий( в футболе и т. п.) ∙
2. гл.
1) а) лететь;
пролетать что-л. Syn: fly б) перен. проноситься, мчаться в) амер. лететь (о самолете) ;
лететь на самолете, летать самолетами
2) а) снабжать крыльями, приделывать крылья б) оперять стрелу в) перен. окрылять;
подгонять, ускорять Syn: hasten, quicken
3) пускать, метать( стрелу, снаряд) to wing a telegram ≈ посылать телеграмму I winged a word for his ears. ≈ Я произнес нечто, рассчитанное специально для его ушей.
4) ранить( в крыло или руку)
5) пристраивать крыло, флигель (к зданию) крыло - *s of birds крылья птиц - a chicken * (кулинарное) крылышко курицы - a * of a rabbit кроличья передняя лапка крыло (кузова) автомобиля оперение стрелы парус рука - a touch in the * ранение в руку (военное) (спортивное) фланг - left * левый фланг - king's * (шахматное) королевский фланг флигель, крыло (дома) группировка, крыло - the right * of a political party правое крыло политической партии (американизм) филиал;
местное отделение( организации и т. п.) створка( двери, ширмы) (театроведение) кулиса( театроведение) pl помещение за кулисами pl плечики( на одежде) (ботаника) крыло (цветка мотыльковых) ;
крылатка (семени) (анатомия) крыло, крылоподобный придаток( спортивное) нападающий, форвард - left * левый нападающий pl "крылышки" (нагрудный знак летчиков) - to hang up one's *s (разговорное) выходить в отставку (о летчике) (техническое) полка( угольника) pl (горное) кулаки, подхваты (геология) крыло (антиклинали и т. п.) (морское) бортовой коридор( военное) авиакрыло;
ракетное крыло (организационная единица) - strategic missile * крыло стратегических ракет > to wait in the *s ожидать за кулисами выхода на сцену;
ждать своего часа, поджидать удобного случая > on the * в полете;
в пути;
в переездах с места на место > to shoot a bird on the * подстрелить птицу на лету > on the *s of the wind на крыльях ветра, с быстротой ветра > under the * (of) под чьим-л. крылышком > to take (to itself) *s полететь, взлететь;
удрать, улизнуть, исчезнуть, улетучиться > my watch has taken *s у меня пропали часы > money takes to itself *s деньги так и тают > to add /to lend/ *s (to) ускорять;
окрылять > fear lent him *s страх придал ему крылья > this success lends you *s этот успех вас окрыляет снабжать крыльями окрылять;
подгонять - fear *ed his steps страх подгонял его /заставлял его бежать/ - ambition *ed his spirit его подгоняло честолюбие лететь, рассекать воздух (тж. to * one's flight, to * the air, to * a way through the air) - a bird *s the sky птица летит в поднебесье - the planes *ed (their way) over the Alps самолеты пролетали над Альпами - birds are *ing towards the south птицы тянутся на юг лететь на самолете;
совершать полет - to * it (to) добраться самолетом (до) ранить в крыло, в руку (разговорное) ранить, подстрелить - to * a bird подстрелить птицу - the shot missed him and *ed the looking glass пуля попала не в него, а в зеркало оперять (стрелу) - to * an arrow with eagle's feathers оперить стрелу орлиными перьями пускать (стрелу) - to * an arrow at the mark пустить стрелу в цель - he *ed his words( образное) его слова били в цель пристраивать крыло, флигель (к зданию) (театроведение) выступать под суфлера > to * it (американизм) (сленг) импровизировать, действовать по наитию или по обстоятельствам;
скрыться;
смыться;
приступить к делу, начать ~ крыло;
to add (или to lend) wings (to) придавать крылья;
ускорять to be on the ~ лететь to be on the ~ разг. переезжать с места на место;
путешествовать;
to take wing взлететь ~ лететь;
a bird wings the sky птица летит в поднебесье to clip one's ~s подрезать крылья( или крылышки), лишить активности, не дать развернуться;
his wings are sprouting он парит в облаках ~ подгонять, ускорять;
fear winged his steps страх заставил его ускорить шаги to clip one's ~s подрезать крылья (или крылышки), лишить активности, не дать развернуться;
his wings are sprouting он парит в облаках left ~ левое крыло партии on the wings of the wind на крыльях ветра, стремительно right ~ пол. правое крыло to stand (или to wait) in the ~s ждать своего выхода на сцену (об актере) to stand (или to wait) in the ~s ждать своего часа, быть наготове ~ спорт. крайний нападающий (в футболе и т. п.) ;
to take to itself wings исчезнуть, улетучиться, смыться to take (smb.) under one's ~ взять( кого-л.) под свое покровительство to be on the ~ разг. переезжать с места на место;
путешествовать;
to take wing взлететь ~ амер. разг. рука;
a touch in the wing рана в руку white ~ амер. уборщик улиц wing авиакрыло (тактическая единица) ~ спорт. крайний нападающий (в футболе и т. п.) ;
to take to itself wings исчезнуть, улетучиться, смыться ~ крыло (политической партии) ~ крыло;
to add (или to lend) wings (to) придавать крылья;
ускорять ~ крыло ~ pl "крылья" (нашивка, эмблема у летчиков) ~ лететь;
a bird wings the sky птица летит в поднебесье ~ подгонять, ускорять;
fear winged his steps страх заставил его ускорить шаги ~ пускать (стрелу) ~ ранить (в крыло или руку) ~ амер. разг. рука;
a touch in the wing рана в руку ~ снабжать крыльями ~ pl театр. кулисы ~ воен. фланг ~ архит. флигель, крыло дома -
7 Dunne, John William
SUBJECT AREA: Aerospace[br]b. 2 December 1875 Co. Kildare, Irelandd. 24 August 1949 Oxfordshire, England[br]Irish inventor who pioneered tailless aircraft designed to be inherently stable.[br]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.[br]Bibliography1913, "The theory of the Dunne aeroplane", Journal of the Royal Aeronautical Society (April).After he left aviation, Dunne became well known for his writings on the nature of the universe and the interpretation of dreams. His best known-work was An ExperimentWith Time (1927; and reprints).Further ReadingP.B.Walker, 1971, Early Aviation at Farnborough, Vol. I, London; 1974, Vol. II (provides a detailed account of Dunne's early work; Vol. II is the more relevant).P.Lewis, 1962, British Air craft 1809–1914, London (for details of Dunne's aircraft).JDS -
8 _різне
aim at the stars, but keep your feet on the ground all are not thieves that dogs bark at all cats are grey in the dark all roads lead to Rome always lend a helping hand among the blind the one-eyed man is king as the days grow longer, the storms are stronger at a round table, there is no dispute of place a bad excuse is better than none a bad vessel is seldom broken be just before you're generous be just to all, but trust not all the best things come in small packages the best way to resist temptation is to give in to it better alone than in bad company better an empty house than a bad tenant better be the head of a dog than the tail of a lion better ride an ass that carries me than a horse that throws me better to beg than to steal, but better to work than to beg better a tooth out than always aching between two stools one goes to the ground a bird may be known by its flight a bird never flew on one wing a bit in the morning is better than nothing all day a bleating sheep loses a bite a blind man would be glad to see a blind man needs no looking glass bread always falls buttered side down a burden which one chooses is not felt butter to butter is no relish cast no dirt in the well that gives you water the chain is no stronger than its weakest link a change is as good as a rest Christmas comes but once a year circumstances after cases cleanliness is next to godliness the cobbler's wife is the worst shod a cold hand, a warm heart comparisons are odious consistency is a jewel consideration is half of conversation a creaking door hangs long on its hinges desperate diseases must have desperate remedies the devil looks after his own diamond cut diamond dirt shows the quickest on the cleanest cotton discontent is the first step in progress do as you would be done by dog does not eat dog a dog that will fetch a bone will carry a bone a dog will not cry if you beat him with a bone do not spoil the ship for a ha'porth of tar do not throw pearls before swine do your best and leave the rest with God do your duty and be afraid of none don't be a yes-man don't cut off your nose to spite your face don't drown yourself to save a drowning man don't look a gift horse in the mouth don't spur a willing horse don't strike a man when he is down don't swap the witch for the devil eagles don't catch flies eagles fly alone, but sheep flock together the English are a nation of shopkeepers even a stopped clock is right twice a day every cock sings in his own way every fish that escapes seems greater than it is every man is a pilot in a calm sea every medal has its reverse side every thing comes to a man who does not need it every tub smells of the wine it holds evil communications corrupt good manners the exception proves the rule exchange is no robbery extremes meet facts are stubborn things familiarity breeds contempt fast bind, fast find fields have eyes, and woods have ears fight fire with fire figure on the worst but hope for the best fingers were made before forks the fire which lights us at a distance will burn us when near the first shall be last and the last, first follow your own star forbearance is no acquittance the fox knows much, but more he that catches him from the day you were born till you ride in a hearse, there's nothing so bad but it might have been worse from the sweetest wine, the tartest vinegar fruit is golden in the morning, silver at noon, and lead at night gambling is the son of avarice and the father of despair the game is not worth the candles a gentleman never makes any noise the gift bringer always finds an open door the giver makes the gift precious a good horse cannot be of a bad colour a good tale is none the worse for being twice told good riddance to bad rubbish the greatest right in the world is the right to be wrong the half is more than the whole half a loaf is better than no bread half an orange tastes as sweet as a whole one hawk will not pick out hawk's eyes the heart has arguments with which the understanding is unacquainted he may well swim that is held up by the chin he that doesn't respect, isn't respected he that lies down with dogs must rise with fleas he that would live at peace and rest must hear and see and say the best he who is absent is always in the wrong he who follows is always behind the higher the climb, the broader the view history is a fable agreed upon hitch your wagon to a star the ideal we embrace is our better self if a bee didn't have a sting, he couldn't keep his honey if a sheep loops the dyke, all the rest will follow I fear Greeks even when bringing gifts if each would sweep before his own door, we should have a clean city if the cap fits, wear it if the mountain will not come to Mohammed, Mohammed must go to the mountain if you cannot bite, never show your teeth if you cannot have the best, make the best of what you have if you cannot speak well of a person, don't speak of him at all if you leave your umbrella at home, it is sure to rain if you wish to see the best in others, show the best of yourself ill news travels fast ill weeds grow apace an inch breaks no square it always pays to be a gentleman it costs nothing to ask it is easier to descend than ascend it is easier to pull down than to build up it is good fishing in troubled waters it is idle to swallow the cow and choke on the tail it is the last straw that breaks the camel's back it is sometimes best to burn your bridges behind you it is well to leave off playing when the game is at the best it is not clever to gamble, but to stop playing it's a small world it takes all sorts to make a world it takes a thief to catch a thief jealousy is a green-eyed monster jealousy is a proof of self-love keep a dress seven years and it will come back into style keep no more cats than will catch mice kindle not a fire that you cannot extinguish kissing goes by favor jam tomorrow and jam yesterday, but never jam today a joy that's shared is a joy made double justice is blind lay not the load on the lame horse learn to creep before you leap let the cock crow or not, the day will come the longest road is sometimes the shortest way home lookers-on see most of the game man does not live by bread alone many are called but few are chosen many go out for wool and come home shorn many stumble at a straw and leap over a block men cease to interest us when we find their limitations a misty morn may have a fine day the mob has many heads but no brains the moon is not seen when the sun shines the more the merrier mountain has brought forth a mouse much water runs by the mill that the miller knows not of name not a halter in his house that hanged himself the nearer the bone, the sweeter the meat never be the first by whom the new is tried nor yet the last to lay the old aside never do anything yourself you can get somebody else to do never is a long time never let your left hand know what your right hand is doing never make a bargain with the devil on a dark day never quarrel with your bread and butter never tell tales out of school a nod's as good as a wink to a blind horse no joy without alloy no man is a hero to his valet no mud can soil us but the mud we throw no names, no pack-drill no news good news no one but the wearer knows where the shoe pinches none is so blind as they who will not see none of us is perfect nothing is certain but the unforeseen nothing is easy to the unwilling nothing is so good but it might have been better nothing is stolen without hands nothing new under the sun nothing seems quite as good as new after being broken an old poacher makes the best keeper once is no rule one dog barks at nothing, the rest bark at him one good turn deserves another one half of the world does not know how the other half lives one hand washes the other one man's meat is another man's poison one picture is worth ten thousand words one volunteer is worth two pressed men one whip is good enough for a good horse; for a bad one, not a thousand opposites attract each other the orange that is squeezed too hard yields a bitter juice other people's burdens killed the ass out of the mire into the swamp painted flowers have no scent paper is patient: you can put anything on it people condemn what they do not understand pigs might fly the pitcher goes often to the well please ever; tease never plenty is no plague the porcupine, whom one must handle gloved, may be respected but is never loved the proof of the pudding is in the eating the remedy is worse than the disease reopen not the wounds once healed a rolling stone gathers no moss the rotten apple injures its neighbors scratch my back and I shall scratch yours the sea refuses no river seize what is highest and you will possess what is in between seldom seen, soon forgotten silence scandal by scandal the sharper the storm, the sooner it's over the sheep who talks peace with a wolf will soon be mutton since we cannot get what we like, let us like what we can get small faults indulged in are little thieves that let in greater solitude is at times the best society some people are too mean for heaven and too good for hell the soul of a man is a garden where, as he sows, so shall he reap sour grapes can never make sweet wine sow a thought and reap an act the sow loves bran better than roses a stick is quickly found to beat a dog with still waters run deep stoop low and it will save you many a bump through life a straw shows which way the wind blows a stream cannot rise above its source the style is the man the sun loses nothing by shining into a puddle the sun shines on all the world the sun will shine down our street too sunday plans never stand suspicion may be no fault, but showing it may be a great one sweetest nuts have the hardest shells the tail cannot shake the dog take things as they are, not as you'd have them tastes differ there are more ways of killing a dog than hanging it there is always room at the top there is life in the old dog yet there is no rose without a thorn there is small choice in rotten apples there is truth in wine there's as good fish in the sea as ever came out of it they need much whom nothing will content they that dance must pay the fiddler they walk with speed who walk alone those who hide can find three removals are as bad as a fire to the pure all things are pure to work hard, live hard, die hard, and go to hell after all would be hard indeed too far east is west translation is at best an echo a tree is known by its fruit a tree often transplanted neither grows nor thrives two can play at that game two dogs over one bone seldom agree venture a small fish to catch a great one the voice with a smile always wins wear my shoes and you'll know where they pitch we weep when we are born, not when we die what can you have of a cat but her skin what can't be cured must be endured what matters to a blind man that his father could see what you lose on the swings, you gain on the roundabouts when all you have is a hammer, everything looks like a nail when a dog is drowning, everyone offers him drink when in doubt, do nowt when interest is lost, memory is lost when a man lays the foundation of his own ruin, others will build on it when a river does not make a noise, it is either empty or very full when the devil is dead, he never lacks a chief mourner when two ride on one horse one must sit behind where bees are, there is honey where it is weakest, there the thread breaks who seeks what he should not finds what he would not why keep a dog and bark yourself? a wonder lasts but nine days the worth of a thing is best known by its want the world is a ladder for some to go up and some down would you persuade, speak of interest, not of reason you buy land, you buy stones; you buy meat, you buy bones you can take a horse to the water, but you cannot make him drink you can tell the day by the morning you cannot lose what you never had you cannot touch pitch and not be defiled you can't put new wine in old bottles you can't walk and look at the stars if you have a stone in your shoe your looking glass will tell you what none of your friends will zeal without knowledge is a runaway horse -
9 aircraft
воздушное судно [суда], атмосферный летательный аппарат [аппараты]; самолёт (ы) ; вертолёты); авиация; авиационный; см. тж. airplane, boostaircraft in the barrier — самолёт, задержанный аварийной (аэродромной) тормозной установкой
aircraft off the line — новый [только что построенный] ЛА
B through F aircraft — самолёты модификаций B, C, D, E и F
carrier(-based, -borne) aircraft — палубный ЛА; авианосная авиация
conventional takeoff and landing aircraft — самолёт с обычными взлетом и посадкой (в отличие от укороченного или вертикального)
keep the aircraft (headed) straight — выдерживать направление полёта ЛА (при выполнении маневра); сохранять прямолинейный полет ЛА
keep the aircraft stalled — сохранять режим срыва [сваливания] самолёта, оставлять самолёт в режиме срыва [сваливания]
nearly wing borne aircraft — верт. ЛА в конце режима перехода к горизонтальному полёту
pull the aircraft off the deck — разг. отрывать ЛА от земли (при взлете)
put the aircraft nose-up — переводить [вводить] ЛА на кабрирование [в режим кабрирования]
put the aircraft through its paces — определять предельные возможности ЛА, «выжимать все из ЛА»
reduced takeoff and landing aircraft — самолёт укороченного взлета и посадки (с укороченным разбегом и пробегом)
rocket(-powered, -propelled) aircraft — ракетный ЛА, ЛА с ракетным двигателем
roll the aircraft into a bank — вводить ЛА в крен, накренять ЛА
rotate the aircraft into the climb — увеличивать угол тангажа ЛА для перехода к набору высоты, переводить ЛА в набор высоты
short takeoff and landing aircraft — самолёт короткого взлета и посадки (с коротким разбегом и пробегом)
single vertical tail aircraft — ЛА с одинарным [центральным] вертикальным оперением
strategic(-mission, -purpose) aircraft — ЛА стратегического назначения; стратегический самолёт
take the aircraft throughout its entire envelope — пилотировать ЛА во всем диапазоне полётных режимов
trim the aircraft to fly hands-and-feet off — балансировать самолёт для полёта с брошенным управлением [с брошенными ручкой и педалями]
turbofan(-engined, -powered) aircraft — ЛА с турбовентиляторными двигателями, ЛА с ТРДД
turbojet(-powered, -propelled) aircraft — ЛА с ТРД
undergraduate navigator training aircraft — учебно-тренировочный самолёт для повышенной лётной подготовки штурманов
water(-based, takeoff and landing) aircraft — гидросамолёт
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10 Handley Page, Sir Frederick
SUBJECT AREA: Aerospace[br]b. 15 November 1885 Cheltenham, Englandd. 21 April 1962 London, England[br]English aviation pioneer, specialist in large aircraft and developer of the slotted wing for safer slow flying.[br]Frederick Handley Page trained as an electrical engineer but soon turned his attention to the more exciting world of aeronautics. He started by manufacturing propellers for aeroplanes and airships, and then in 1909 he founded a public company. His first aeroplane, the Bluebird, was not a success, but an improved version flew well. It was known as the "Yellow Peril" because of its yellow doped finish and made a notable flight across London from Barking to Brooklands. In 1910 Handley Page became one of the first college lecturers in aeronautical engineering. During the First World War Handley Page concentrated on the production of large bombers. The 0/100 was a biplane with a wing span of 100 ft (30 m) and powered by two engines: it entered service in 1916. In 1918 an improved version, the 0/400, entered service and a larger four-engined bomber made its first flight. This was the V/1500, which was designed to bomb Berlin, but the war ended before this raid took place. After the war, Handley Page turned his attention to airline operations with the great advantage of having at his disposal large bombers which could be adapted to carry passengers. Handley Page Air Transport Ltd was formed in 1919 and provided services to several European cities. Eventually this company became part of Imperial Airways, but Handley Page continued to supply them with large airliners. Probably the most famous was the majestic HP 42 four-engined biplane, which set very high standards of comfort and safety. Safety was always important to Handley Page and in 1920 he developed a wing with a slot along the leading edge: this made slow flying safer by delaying the stall. Later versions used separate aerofoil-shaped slats on the leading edge that were sometimes fixed, sometimes retractable. The HP 42 was fitted with these slats. From the 1930s Handley Page produced a series of bombers, such as the Heyford, Hampden, Harrow and, most famous of all, the Halifax, which played a major role in the Second World War. Then followed the Victor V-bomber of 1952 with its distinctive "crescent" wing and high tailplane. Sir Frederick's last venture was the Herald short-haul airliner of 1955; designed to replace the ubiquitous Douglas DC-3, it was only a limited success.[br]Principal Honours and DistinctionsKnighted 1942. CBE 1918. Lord Lieutenant of the County of Middlesex 1956–60. Honorary Fellow of the Royal Aeronautical Society.Bibliography1950, "Towards slower and safer flying, improved take-off and landing and cheaper airports", Journal of the Royal Aeronautical Society.Further ReadingTwo accounts of Handley Page's life and work were published in the Journal of the Royal Aeronautical Society December 1962 and July 1964.D.C.Clayton, 1970, Handley Page: An Aircraft Album, London (for details of his aircraft).C.H.Barnes, 1976, Handley Page Aircraft since 1907, London.JDSBiographical history of technology > Handley Page, Sir Frederick
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11 Junkers, Hugo
SUBJECT AREA: Aerospace[br]b. 3 February 1859 Rheydt, Germanyd. 3 February 1935 Munich, Germany[br]German aircraft designer, pioneer of all-metal aircraft, including the world's first real airliner.[br]Hugo Junkers trained as an engineer and in 1895 founded the Junkers Company, which manufactured metal products including gas-powered hot-water heaters. He was also Professor of Thermodynamics at the high school in Aachen. The visits to Europe by the Wright brothers in 1908 and 1909 aroused his interest in flight, and in 1910 he was granted a patent for a flying wing, i.e. no fuselage and a thick wing which did not require external bracing wires. Using his sheet-metal experience he built the more conventional Junkers J 1 entirely of iron and steel. It made its first flight in December 1915 but was rather heavy and slow, so Junkers turned to the newly available aluminium alloys and built the J 4 bi-plane, which entered service in 1917. To stiffen the thin aluminium-alloy skins, Junkers used corrugations running fore and aft, a feature of his aircraft for the next twenty years. Incidentally, in 1917 the German authorities persuaded Junkers and Fokker to merge, but the Junkers-Fokker Company was short-lived.After the First World War Junkers very rapidly converted to commercial aviation, and in 1919 he produced a single-engined low-wing monoplane capable of carrying four passengers in an enclosed cabin. The robust all-metal F 13 is generally accepted as being the world's first airliner and over three hundred were built and used worldwide: some were still in service eighteen years later. A series of low-wing transport aircraft followed, of which the best known is the Ju 52. The original version had a single engine and first flew in 1930; a three-engined version flew in 1932 and was known as the Ju 52/3m. This was used by many airlines and served with the Luftwaffe throughout the Second World War, with almost five thousand being built.Junkers was always ready to try new ideas, such as a flap set aft of the trailing edge of the wing that became known as the "Junkers flap". In 1923 he founded a company to design and manufacture stationary diesel engines and aircraft petrol engines. Work commenced on a diesel aero-engine: this flew in 1929 and a successful range of engines followed later. Probably the most spectacular of Junkers's designs was his G 38 airliner of 1929. This was the world's largest land-plane at the time, with a wing span of 44 m (144 ft). The wing was so thick that some of the thirty-four passengers could sit in the wing and look out through windows in the leading edge. Two were built and were frequently seen on European routes.[br]Bibliography1923, "Metal aircraft construction", Journal of the Royal Aeronautical Society, London.Further ReadingG.Schmitt, 1988, Hugh Junkers and His Aircraft, Berlin.1990, Jane's Fighting Aircraft of World War I, London: Jane's (provides details of Junkers's aircraft).J.Stroud, 1966, European Transport Aircraft since 1910, London.P. St J.Turner and H.J.Nowarra, 1971, Junkers: An Aircraft Album, London.JDS -
12 Cayley, Sir George
SUBJECT AREA: Aerospace[br]b. 27 December 1773 Scarborough, Englandd. 15 December 1857 Brompton Hall, Yorkshire, England[br]English pioneer who laid down the basic principles of the aeroplane in 1799 and built a manned glider in 1853.[br]Cayley was born into a well-to-do Yorkshire family living at Brompton Hall. He was encouraged to study mathematics, navigation and mechanics, particularly by his mother. In 1792 he succeeded to the baronetcy and took over the daunting task of revitalizing the run-down family estate.The first aeronautical device made by Cayley was a copy of the toy helicopter invented by the Frenchmen Launoy and Bienvenu in 1784. Cayley's version, made in 1796, convinced him that a machine could "rise in the air by mechanical means", as he later wrote. He studied the aerodynamics of flight and broke away from the unsuccessful ornithopters of his predecessors. In 1799 he scratched two sketches on a silver disc: one side of the disc showed the aerodynamic force on a wing resolved into lift and drag, and on the other side he illustrated his idea for a fixed-wing aeroplane; this disc is preserved in the Science Museum in London. In 1804 he tested a small wing on the end of a whirling arm to measure its lifting power. This led to the world's first model glider, which consisted of a simple kite (the wing) mounted on a pole with an adjustable cruciform tail. A full-size glider followed in 1809 and this flew successfully unmanned. By 1809 Cayley had also investigated the lifting properties of cambered wings and produced a low-drag aerofoil section. His aim was to produce a powered aeroplane, but no suitable engines were available. Steam-engines were too heavy, but he experimented with a gunpowder motor and invented the hot-air engine in 1807. He published details of some of his aeronautical researches in 1809–10 and in 1816 he wrote a paper on airships. Then for a period of some twenty-five years he was so busy with other activities that he largely neglected his aeronautical researches. It was not until 1843, at the age of 70, that he really had time to pursue his quest for flight. The Mechanics' Magazine of 8 April 1843 published drawings of "Sir George Cayley's Aerial Carriage", which consisted of a helicopter design with four circular lifting rotors—which could be adjusted to become wings—and two pusher propellers. In 1849 he built a full-size triplane glider which lifted a boy off the ground for a brief hop. Then in 1852 he proposed a monoplane glider which could be launched from a balloon. Late in 1853 Cayley built his "new flyer", another monoplane glider, which carried his coachman as a reluctant passenger across a dale at Brompton, Cayley became involved in public affairs and was MP for Scarborough in 1832. He also took a leading part in local scientific activities and was co-founder of the British Association for the Advancement of Science in 1831 and of the Regent Street Polytechnic Institution in 1838.[br]BibliographyCayley wrote a number of articles and papers, the most significant being "On aerial navigation", Nicholson's Journal of Natural Philosophy (November 1809—March 1810) (published in three numbers); and two further papers with the same title in Philosophical Magazine (1816 and 1817) (both describe semi-rigid airships).Further ReadingL.Pritchard, 1961, Sir George Cayley, London (the standard work on the life of Cayley).C.H.Gibbs-Smith, 1962, Sir George Cayley's Aeronautics 1796–1855, London (covers his aeronautical achievements in more detail).—1974, "Sir George Cayley, father of aerial navigation (1773–1857)", Aeronautical Journal (Royal Aeronautical Society) (April) (an updating paper).JDS -
13 Cierva, Juan de la
SUBJECT AREA: Aerospace[br]b. 21 September 1895 Murcia, Spaind. 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 DistinctionsDaniel Guggenheim Medal. Royal Aeronautical Society Silver Medal, Gold Medal (posthumously) 1937.Bibliography1931, 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 ReadingP.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 -
14 Focke, E.H.Heinrich
SUBJECT AREA: Aerospace[br]b. October 1890 Bremen, Germanyd. February 1979 Bremen, Germany[br]German aircraft designer who was responsible for the first practical helicopter, in 1936.[br]Between 1911 and 1914 Heinrich Focke and Georg Wulf built a monoplane and some years later, in 1924, they founded the Focke-Wulf company. They designed and built a variety of civil and military aircraft including the F 19Ente, a tail-first design of 1927. This canard layout was thought to be safer than conventional designs but, unfortunately, it crashed, killing Wulf. Around 1930 Focke became interested in rotary-wing aircraft, and in 1931 he set up a company with Gerd Achgelis to conduct research in this field. The Focke-Wulf company took out a licence to build Cierva autogiros. Focke designed an improved autogiro, the Fw 186, which flew in 1938; it was entered for a military competition, but it was beaten by a fixed-wing aircraft, the Fieseler Storch. In May 1935 Focke resigned from Focke-Wulf to concentrate on helicopter development with the Focke-Achgelis company. His first design was the Fa 61 helicopter, which utilized the fuselage and engine of a conventional aeroplane but instead of wings had two out-riggers, each carrying a rotor. The engine drove these rotors in opposite directions to counteract the adverse torque effect (with a single rotor the fuselage tends to rotate in the opposite direction to the rotor). Following its first flight on 26 June 1936, the Fa 61 went on to break several world records. However, it attracted more public attention when it was flown inside the huge Deutschlandhalle in Berlin by the famous female test pilot Hanna Reitsch in February 1938. Focke continued to develop his helicopter projects for the Focke-Achgelis company and produced the Fa 223 Drache in 1940. This used twin contra-rotating rotors, like the Fa 61, but could carry six people. Its production was hampered by allied bombing of the factory. During the Second World War Focke- Achgelis also produced a rotor kite which could be towed behind a U-boat to provide a flying "crow's nest", as well as designs for an advanced convertiplane (part aeroplane, part helicopter). After the war, Focke worked in France, the Netherlands and Brazil, then in 1954 he became Professor of Aeroplane and Helicopter Design at the University of Stuttgart.[br]Principal Honours and DistinctionsWissenschaftliche, Gesellschaft für Luftfahrt Lilienthal Medal, Prandtl-Ring.Bibliography1965, "German thinking on rotary-wing development", Journal of the Royal Aeronautical Society, (May).Further ReadingW.Gunston and J.Batchelor, 1977, Helicopters 1900–1960, London.J.R.Smith, 1973, Focke-Wulf: An Aircraft Album, London (primarily a picture book). R.N.Liptrot, 1948, Rotating Wing Activities in Germany during the Period 1939–45, London.K.von Gersdorff and K.Knobling, 1982, Hubschrauber und Tragschrauber, Munich (a more recent publication, in German).JDS -
15 Mignet, Henri
SUBJECT AREA: Aerospace[br]b. 19 October 1893 Saintes, Franced. 31 August 1965 Bordeaux, France[br]French inventor of the Pou-du-Ciel or Flying Flea, a small aeroplane for the do-it-yourself constructor, popular in the 1930s.[br]Throughout the history of aviation there have been many attempts to produce a cheap and simple aeroplane for "the man in the street". The tiny Demoiselle built by Alberto Santos- Dumont in 1909 or the de Havilland Moth of 1925 are good examples, but the one which very nearly achieved this aim was Henri Mignet's Flying Flea of 1933. Mignet was a self-taught designer of light aircraft, which often incorporated his unorthodox ideas. His Pou-du-Ciel ("Sky Louse" or "Flying Flea") was unorthodox. The materials used in construction were conventional wood and fabric, but the control system departed from the usual wing plus tailplane (with elevators). The Flea had two wings in tandem. The rear wing was fixed, while the forward wing was hinged to allow the angle of incidence, and hence its lift, to be increased or decreased. Reducing the forward wing's lift would cause the Flea to dive. After Mignet's first flight, on 6 September 1933, and the publication of his book Le Sport de l'air, which explains how to build a Poudu-Ciel, a Pou-building craze started in France. Mignet's book was translated into English and 6,000 copies were sold in a month. During 1935 the craze spread to Britain, where a Flying Flea could be built for £50–£90, including the engine. After several fatal crashes, the aircraft was banned in 1936. A design fault in the control system was to blame, and although this was remedied the wave of popular enthusiasm vanished. Mignet continued to design light aircraft and during the Second World War he was working on a Pou- Maquis for use by the French Resistance but the war ended before the aircraft was ready. During the post-war years a series of Flying Flea derivatives appeared, but their numbers were small. However, the home-build movement in general has grown in recent years, a fact which would have pleased Henri Mignet, the "Patron Saint of Homebuilders".[br]Principal Honours and DistinctionsChevalier de la Légion d'honneur. Médaille de l'Aéronautique.Bibliography1935, The Flying Flea: How to Build and Fly it, London (English edn).Further ReadingKen Ellis and Geoff Jones, 1990, Henri Mignet and His Flying Flea, Yeovil (a full account).Geoff Jones, 1992, Building and Flying Your Own Plane, Yeovil (describes the Flying Flea and its place in the homebuild story).JDS -
16 Maxim, Sir Hiram Stevens
[br]b. 5 February 1840 Brockway's Mills, Maine, USAd. 24 November 1916 Streatham, London, England[br]American (naturalized British) inventor; designer of the first fully automatic machine gun and of an experimental steam-powered aircraft.[br]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.[br]Principal Honours and DistinctionsChevalier de la Légion d'Honneur 1881. Knighted 1901.Bibliography1908, Natural and Artificial Flight, London. 1915, My Life, London: Methuen (autobiography).Further ReadingObituary, 1916, Engineer (1 December).Obituary, 1916, Engineering (1 December).P.F.Mottelay, 1920, The Life and Work of Sir Hiram Maxim, London and New York: John Lane.Dictionary of National Biography, 1912–1921, 1927, Oxford: Oxford University Press.See also: Pilcher, Percy SinclairCM / JDSBiographical history of technology > Maxim, Sir Hiram Stevens
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17 Marey, Etienne-Jules
[br]b. 5 March 1830 Beaune, Franced. 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 DistinctionsForeign member of the Royal Society 1898. President, Académie des Sciences 1895.Bibliography1860–1904, 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 Reading1905, Travaux de l'Association de l'Institut Marey, Paris. Brian Coe, 1981, History of Movie Photography, London.——1992, Muybridge and the Chronophotographers, London. Jacques Deslandes, 1966, Histoire comparée du cinéma, Vol. I, Paris.See also: Demenÿ, GeorgesBC / MG -
18 Fokker, Anthony Herman Gerard
SUBJECT AREA: Aerospace[br]b. 6 April 1890 Kediri, Java, Dutch East Indies (now Indonesia)d. 23 December 1939 New York, USA[br]Dutch designer of German fighter aircraft during the First World War and of many successful airliners during the 1920s and 1930s.[br]Anthony Fokker was born in Java, where his Dutch father had a coffee plantation. The family returned to the Netherlands and, after schooling, young Anthony went to Germany to study aeronautics. With the aid of a friend he built his first aeroplane, the Spin, in 1910: this was a monoplane capable of short hops. By 1911 Fokker had improved the Spin and gained a pilot's licence. In 1912 he set up a company called Fokker Aeroplanbau at Johannistal, outside Berlin, and a series of monoplanes followed.When war broke out in 1914 Fokker offered his designs to both sides, and the Germans accepted them. His E I monoplane of 1915 caused a sensation with its manoeuvrability and forward-firing machine gun. Fokker and his collaborators improved on the French deflector system introduced by Raymond Saulnier by fitting an interrupter gear which synchronized the machine gun to fire between the blades of the rotating propeller. The Fokker Dr I triplane and D VII biplane were also outstanding German fighters of the First World War. Fokker's designs were often the work of an employee who received little credit: nevertheless, Fokker was a gifted pilot and a great organizer. After the war, Fokker moved back to the Netherlands and set up the Fokker Aircraft Works in Amsterdam. In 1922, however, he emigrated to the USA and established the Atlantic Aircraft Corporation in New Jersey. His first significant success there came the following year when one of his T-2 monoplanes became the first aircraft to fly non-stop across the USA, from New York to San Diego. He developed a series of civil aircraft using the well-proven method of construction he used for his fighters: fuselages made from steel tubes and thick, robust wooden wings. Of these, probably the most famous was the F VII/3m, a high-wing monoplane with three engines and capable of carrying about ten passengers. From 1925 the F VII/3m airliner was used worldwide and made many record-breaking flights, such as Lieutenant-Commander Richard Byrd's first flight over the North Pole in 1926 and Charles Kingsford-Smith's first transpacific flight in 1928. By this time Fokker had lost interest in military aircraft and had begun to see flight as a means of speeding up global communications and bringing people together. His last years were spent in realizing this dream, and this was reflected in his concentration on the design and production of passenger aircraft.[br]Principal Honours and DistinctionsRoyal Netherlands Aeronautical Society Gold Medal 1932.Bibliography1931, The Flying Dutchman: The Life of Anthony Fokker, London: Routledge \& Sons (an interesting, if rather biased, autobiography).Further ReadingA.R.Weyl, 1965, Fokker: The Creative Years, London; reprinted 1988 (a very detailed account of Fokker's early work).Thijs Postma, 1979, Fokker: Aircraft Builders to the World, Holland; 1980, English edn, London (a well-illustrated history of Fokker and the company).Henri Hegener, 1961, Fokker: The Man and His Aircraft, Letchworth, Herts.JDS / CMBiographical history of technology > Fokker, Anthony Herman Gerard
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19 Flettner, Anton
SUBJECT AREA: Aerospace[br]b. 1 November 1885 Eddersheim-am-Main, Germanyd. 29 December 1961 New York, USA[br]German engineer and inventor who produced a practical helicopter for the German navy in 1940.[br]Anton Flettner was an engineer with a great interest in hydraulics and aerodynamics. At the beginning of the First World War Flettner was recruited by Zeppelin to investigate the possibility of radio-controlled airships as guided missiles. In 1915 he constructed a small radio-controlled tank equipped to cut barbed-wire defences; the military experts rejected it, but he was engaged to investigate radio-controlled pilotless aircraft and he invented a servo-control device to assist their control systems. These servo-controls, or trim tabs, were used on large German bombers towards the end of the war. In 1924 he invented a sailing ship powered by rotating cylinders, but although one of these crossed the Atlantic they were never a commercial success. He also invented a windmill and a marine rudder. In the late 1920s Flettner turned his attention to rotating-wing aircraft, and in 1931 he built a helicopter with small engines mounted on the rotor blades. Progress was slow and it was abandoned after being damaged during testing in 1934. An autogiro followed in 1936, but it caught fire on a test flight and was destroyed. Undeterred, Flettner continued his development work on helicopters and in 1937 produced the Fl 185, which had a single rotor to provide lift and two propellers on outriggers to combat the torque and provide forward thrust. This arrangement was not a great success, so he turned to twin contra-rotating rotors, as used by his rival Focke, but broke new ground by using intermeshing rotors to make a more compact machine. The Fl 265 with its "egg-beater" rotors was ordered by the German navy in 1938 and flew the following year. After exhaustive testing, Flettner improved his design and produced the two-seater Fl 282 Kolibri, which flew in 1940 and became the only helicopter to be used operationally during the Second World War.After the war, Flettner moved to the United States where his intermeshing-rotor idea was developed by the Kaman Aircraft Corporation.[br]Bibliography1926, Mein Weg zum Rotor, Leipzig; also published as The Story of the Rotor, New York (describes his early work with rotors—i.e. cylinders).Further ReadingW.Gunston and J.Batchelor, 1977, Helicopters 1900–1960, London.R.N.Liptrot, 1948, Rotating Wing Activities in Germany during the Period 1939–45, London.K.von Gersdorff and K.Knobling, 1982, Hubschrauber und Tragschrauber, Munich (a more recent publication, in German).JDS -
20 accident
accident; ACCID; aircraft accidentAn occurrence associated with the operation of an aircraft which takes place between the time any person boards the aircraft with the intention of flight until such time as all such persons have disembarked, in which:a) a person is fatally or seriously injured as a result of:— being in the aircraft, or— direct contact with any part of the aircraft, including parts which have become detached from the aircraft, or— direct exposure to jet blast,except when the injuries are from natural causes, self-inflicted or inflicted by other persons, or when the injuries are to stowaways hiding outside the areas normally available to the passengers and crew; orb) the aircraft sustains damage or structural failure which:— adversely affects the structural strength, performance or flight characteristics of the aircraft, and— would normally require major repair or replacement of the affected component, except for engine failure or damage, when the damage is limited to the engine, its cowlings or accessories; or for damage limited to propellers, wing tips, antennas, tires, brakes, fairings, small dents or puncture holes in the aircraft skin; orc) the aircraft is missing or is completely inaccessible.Note 1.— For statistical uniformity only, an injury resulting in death within thirty days of the date of the accident is classified as a fatal injury by ICAO.Note 2.— An aircraft is considered to be missing when the official search has been terminated and the wreckage has not been located.(AN 11; AN 13)Official definition added to AN 11 by Amdt 40 (01/11/2001).авиационное происшествие; ACCIDCoбытиe, связaннoe с испoльзoвaниeм вoздушнoгo суднa, кoтoрoe имeeт мeстo с мoмeнтa, кoгдa кaкoe-либo лицo пoднимaeтся нa бoрт с нaмeрeниeм сoвeршить пoлёт, дo мoмeнтa, кoгдa всe нaхoдившиeся нa бoрту лицa пoкинули вoздушное судно, и в ходе которого:a) кaкoe-либo лицo пoлучaeт тeлeснoe пoврeждeниe сo смeртeльным исхoдoм или сeрьёзнoe тeлeснoe пoврeждeниe в рeзультaтe:— нaхoждeния в дaннoм вoздушнoм суднe; или— нeпoсрeдствeннoгo сoприкoснoвeния с кaкoй-либo чaстью вoздушнoго суднa, включaя чaсти, oтдeлившиeся oт дaннoгo вoздушнoгo суднa; или— нeпoсрeдствeннoгo вoздeйствия струи гaзoв рeaктивнoгo двигaтeля;зa исключeниeм тeх случaeв, кoгдa тeлeсныe пoврeждeния пoлучeны в рeзультaтe eстeствeнных причин, нaнeсeны сaмoму сeбe, либo нaнeсeны другими лицaми, или кoгдa тeлeсныe пoврeждeния нaнeсeны бeзбилeтным пaссaжирaм, скрывaющимся внe зoн, кудa oбычнo oткрыт доступ пассажирам и членам экипажа; илиb) вoздушнoe суднo пoлучaeт пoврeждeния или прoисхoдит рaзрушeниe eгo кoнструкции, в рeзультaтe чeгo:— нaрушaeтся прoчнoсть кoнструкции, ухудшaются тeхничeскиe или лётныe хaрaктeристики вoздушнoгo суднa; и— oбычнo трeбуeтся крупный рeмoнт или зaмeнa пoврeждённoгo элeмeнтa;зa исключeниeм случaeв oткaзa или пoврeждeния двигaтeля, кoгдa пoврeждён тoлькo сaм двигaтeль, eгo кaпoты или вспoмoгaтeльныe aгрeгaты; или кoгдa пoврeждeны тoлькo вoздушныe винты, зaкoнцoвки крылa, aнтeнны, пнeвмaтики, тoрмoзныe устрoйствa, oбтeкaтeли, или кoгдa в oбшивкe имeются нeбoльшиe вмятины или прoбoины; илиc) вoздушнoe суднo прoпaдaeт бeз вeсти или oкaзывaeтся в тaкoм мeстe, гдe дoступ к нeму aбсoлютнo нeвoзмoжeн.Примечание 1. Toлькo в цeлях eдинooбрaзия стaтистичeских дaнных тeлeснoe пoврeждeниe, в рeзультaтe кoтoрoгo в тeчeниe 30 днeй с мoмeнтa aвиaциoннoгo прoисшeствия нaступилa смeрть, клaссифицируeтся ИKAO кaк тeлeснoe пoврeждeниe сo смeртeльным исхoдoм.Примечание 2. Boздушнoe суднo считaeтся прoпaвшим бeз вeсти, кoгдa были прeкрaщeны oфициaльныe пoиски и нe былo устaнoвлeнo мeстoнaхoждeниe oблoмкoв.International Civil Aviation Vocabulary (English-Russian) > accident
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