xs+took+flight

1. to watch; 2. to follow; 3. to keep an eye on; 4. to look after; 5. to take care of; 6. to see to

Русский глагол следить характеризует любые способы наблюдения независимо от их цели и характера. Английские эквиваленты различаются по характеру совершения действия наблюдения или по цели и причине, по которой ведется наблюдение.

1. to watch — (глагол to watch многозначен и различает цели наблюдения): a) следить, смотреть, наблюдать (внимательно смотреть, наблюдать за какими-либо действиями): to watch developments — следить за развитием событий; to watch the game — наблюдать за игрой; to watch smb doing smth — следить, как кто-либо что-либо делает Не watched the man with interest as he made his way through the crowd. — Он с интересом наблюдал за этим человеком, пока тот пробирался через толпу. They watched the runners go past. — Они наблюдали за бегущими мимо них. I used to love watching my sister riding her horse. — Я бывало любил наблюдать, как моя сестра ездила верхом на лошади. We watched the match on TV last night. — Мы вчера смотрели матч по телевизору. The presidential debates were watched by over 10 million people. — Более десяти миллионов человек смотрели президентские дебаты. Do you want to join the game or just sit and watch. — Вы хотите присоединиться и участвовать в игре или предпочтете сидеть и смотреть? b) следить, сторожить, проявлять осторожность ( чтобы ничего плохого не случилось): Stay here and watch our bags while 1 go and buy some food. — Побудь здесь и посторожи чемоданы, пока я схожу и куплю еды. Watch the milk. — Последи, чтобы молоко не убежало. Watch my suitcase while I go and phone. — Посторожи мой чемодан, пока я позвоню. Do not let children play near water without an adult watching them. — He разрешай детям играть у воды, если нет никого из взрослых, которые могут за ними последить. Не watched her grow up into a lovely young woman. — Он наблюдал, как она росла и становилась красивой молодой женщиной. Watch your step. — Осторожно, смотрите не оступитесь./Осторожно, ступенька. Watch him, he is not honest. — С ним будь поосторожней, он человек нечестный. Watch what you are saying. — Осторожнее в выражениях./Следи за тем, что говоришь. Watch your head! — Осторожнее, не ушиби голову!/Осторожнее, не ударься головой! One must watch one's step. — Надо думать, что говоришь./Смотри, куда ты идешь. We must watch the time. — Мы должны следить за временем. We'll have to watch the money carefully. — Надо следить за расходами. c) следить, сторожить, держать под наблюдением ( незаметно следить за кем-либо): If the detectives were watching the house, how did he escape? — Если сыщики следили за домом, то как он смог убежать? Не had the feeling that he was being watched. — У него было такое чувство, что за ним следили/наблюдали. She knew that the police were watching her movements but somehow she had to leave the country. — Она знала, что полиция следилаза ее передвижениями, но ей обязательно надо было выехать из страны/покинуть страну.

2. to follow — следовать ( за кем-либо), последовать ( за кем-либо), преследовать (кого-либо, что-либо), увязаться (за кем-либо, за чем-либо), идти (за кем-либо, за чем-либо) (двигаться за кем-либо, чем-либо в пространстве и времени, происходить вслед за чем-либо, понимать чью-либо мысль): to follow up an advantage (an idea) — развивать успех (мысль); to follow smb. smth — следовать за кем-либо, чем-либо/идти следом за кем-либо, чем-либо/следить ( взором) за кем-либо, чем-либо; to follow the thread of discussion — следить за ходом обсуждения; to follow the flight of birds — следить за полетом птиц Follow me, please. — Иди за мной./Следуй за мной. Events followed in quick succession. — События следовали одно за другим. The enemy are following us. — Враг преследует нас. The road followed the coast. — Дорога шла вдоль берега. The boat followed the coast. — Корабль держался берега. Follow this road as far as the bridge. — Поезжайте по этой дороге до моста./Идите по этой дороге до моста. Dinner will be followed by a concert. — После ужина будет концерт. Не arrived first followed by his wife. — Он прибыл первым, за ним приехала жена. Не followed his father as head gardener. — Он унаследовал должность старшего садовника. We are being followed. — За нами следят. I can't follow his line of thought. — Я не могу уследить за ходом его мысли. Не follows international affairs. — Он следит за международными событиями. Не always follows his father's advice. — Он всегда следует советам отца. This family follows the customs. — Эта семья следует обычаям./Эта семьи соблюдает обычаи. The police are following up this information. — Полиция проверяет эти данные/эту информацию. Do you follow the diet recommended by your doctor? — Вы следуете диете, рекомендованной вашим врачом?/Вы соблюдаете диету, рекомендованную вашим врачом? Tom used to follow his elder brother's example. — Том, бывало, следовал примеру старшего брата. What is to follow? — Что сше будет? Do you follow me? — Вы следите за моей мыслью?/Вы все поняли? As follows. — Как следует ниже. My suggestion is as follows. — У меня такое предложение. It follows from this that… — Из этого следует, что… Ralph went down the hill and I followed him. — Ральф спустился с холма, и я последовал за ним. I felt sure that someone was following me. — Я был уверен, что кто-то Идет за мной следом. On the weeks that followed the situation remained very tense. — В последующие недели ситуация оставалась очень напряженной. She followed the success of her first book with another remarkable novel. — Она закрепила успех своей первой книги еще одним прекрасным романом. Не followed every word of the trial. — Он следил за каждым словом, сказанным на судебном процессе. I couldn't follow what professor Hogen was saying. — Я не мог услышать, что говорил профессор Хоген./Я не очень понимал, что говорил профессор Хоген. I'm sorry, I didn't quite follow you. — Простите, я вас не совсем понимаю./Простите, я потерял нить ваших рассуждений.

3. to keep an eye on — следить, сторожить, присматривать (смотреть время от времени за кем-либо или чем-либо, часто в течение длительного времени; особенно в тех случаях, когда нужно быть готовым к ситуации, которая может произойти): Keep an eye on the baby in case he gets too near the fire. — Посматривайте за ребенком, если он будет подходить слишком близко к костру. Our neighbour kept an eye on the house while we were away. — Когда мы были в отъезде, наш сосед присматривал за домом. You had better come and stay at the hospital where we can keep an eye on you. — Вам лучше лечь в больницу, где мы сможем понаблюдать вас. If I were you, I would keep an eye on house prices for a while before you decide to buy one. — На вашем месте я бы некоторое время последил за ценами на дома, прежде чем решить покупать свой. The experts are keeping a close eye on the world economy in order to predict any major chances. — Специалисты внимательно следят за событиями мировой экономики, чтобы прогнозировать возможные крупные риски.

4. tо look after — следить, ухаживать, заботиться, оказывать помошь (делать все для чьей-либо безопасности или давать все, что необходимо): Who is looking after your children when you are away? — Кто присматривает за вашими детьми, когда вы в огьезде?/Кто следит за вашими детьми, когда вы уезжаете? The patients are very well looked after at this hospital. — В этой больнице за больными очень хороший уход. Don't worry I'll look after the kids tomorrow. — He беспокойтесь, я позабочусь завтра о детях. Susan looked after us very well, she is an excellent cook. — Сьюзен очень хорошо о нас заботилась, она прекрасно готовит. You could tell just by looking at the horse that it had been well looked after. — Посмотрев на лошадь, сразу можно сказать, что за ней очень хорошо ухаживают. Don't worry about Daisy, she can look after herself. — He волнуйся о Дейзи, она сама может прекрасно позаботиться о себе.

5. to take care of — следить, заботиться (делать все, чтобы содержать что-либо в порядке или кого-либо в хорошем состоянии): to take care of one's looks — следить за своей внешностью Who is taking care of the dog while you are away. — Кто присматривает за собакой, когда вас нет?/Кто заботится о собаке, когда вас нет? Her secretary always took care of the details. — Ее секретарь всегда заботился обо всех деталях./Ее секретарь всегда следил за всеми деталями. Don't worry about your accommodation, it is all taken care of. — He беспокойтесь об условиях проживания, об этом уже позаботились. We'll take care of your fee. — Мы позаботимся о вашем гонораре.

6. to see to — следить, проследить, присмотреть, позаботиться (сделать все, что надо или убедиться, что что-либо сделано или организовано для какой-либо цели): to see to the tickets — позаботиться о билетах; to see to the arrangements — проследить, чтобы все было организовано; to see to the house — вести дом/вести хозяйство Don't worry, I'll see to everything, — He беспокойтесь, я обо всем позабочусь./Не беспокойтесь, я прослежу за всем. We'll have to see to the window that the wood is not rotten. — Надо проследить за тем, чтобы деревянная рама окна не гнила. Will you see to it that the letter gets mailed today? — Вы можете проследить за тем, чтобы это письмо было отправлено сегодня? You should get that tooth seen to by a dentist. — Вам необходимо обратиться к зубному врачу, чтобы он посмотрел этот зуб. следовать (за кем-либо) — to follow — см. следить

SUBJECT AREA: Aerospace

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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.

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SUBJECT AREA: Aerospace

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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.

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SUBJECT AREA: Aerospace

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His early life was spent in the Ukraine and he then studied at Tupolev's aeroplane institute in Moscow. In the mid-1930s, just before his thirtieth birthday, he joined the GIRD (Group Studying Rocket Propulsion) under Frederick Zander, a Latvian engineer, while earning a living designing aircraft in Tupolev's bureau. In 1934 he visited Konstantin Tsiolovsky. Soon after this, under the Soviet Armaments Minister, Mikhail N.Tukhachevsky, who was in favour of rocket weapons, financial support was available for the GIRD and Korolov was appointed General-Engineer (1-star) in the Soviet Army. In June 1937 the Armaments Minister and his whole staff were arrested under Stalin, but Korolov was saved by Tupolev and sent to a sharaska, or prison, near Moscow where he worked for four years on rocket-and jet-propelled aircraft, among other things. In 1946 he went with his superior, Valentin Glushko, to Germany where he watched the British test-firing of possibly three V-2s at Altenwaide, near Cuxhaven, in "Operation Backfire". They were not allowed within the wire enclosure. He remained in Germany to supervise the shipment of V-2 equipment and staff to Russia (it is possible that he underwent a second term of imprisonment from 1948), the Germans having been arrested in October 1946. He kept working in Russia until 1950 or the following year. He supervised the first Russian ballistic missile, R-1, in late 1947. Stalin died in 1953 and Korolov was rehabilitated, but freedom under Nikita Kruschev was almost as restrictive as imprisonment under Stalin. Kruschev would only refer to him as "the Chief Designer", never naming him, and would not let him go abroad or correspond with other rocket experts in the USA or Germany. Anything he published could only be under the name "Sergeyev". He continued to work on his R-7 without the approval that he sought for a satellite project. This was known as semyorka, or "old number seven". In January 1959 he added a booster stage to semyorka. He may have suffered confinement in the infamous Kolyma Gulag around this time. He designed all the Sputnik, Vostok and some of the Voshkod units and worked on the Proton space booster. In 1966 he underwent surgery performed by Dr Boris Petrovsky, then Soviet Minister of Health, for the removal, it is said, of tumours of the colon. In spite of the assistance of Dr Aleksandr Vishaevsky he bled to death on the operating table. The first moon landing (by robot) took place three weeks after his death and the first flight of the new Soyuz spacecraft a little later.

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SUBJECT AREA: Aerospace

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He was educated at HMS Britannia Royal Naval College, Dartmouth, from 1880 to 1882. He sailed on HMS Duke of Wellington, Agincourt, Northampton and other ships and resigned from the navy on 18 April 187 after seven years at sea. In June 1887 he was apprenticed at Randolph, Elder \& Co.'s shipyard at Govan, and was then an apprentice moulder at Cairn \& Co., Glasgow. For some time he "studied" at London University (though there is no official record of his doing so) while living with his sister at Phillbeck Gardens, South Kensington. In May 1890 he was working for John H.Biles, Manager of the Southampton Naval Works Ltd. Biles was later appointed Professor of Naval Architecture at Glasgow University with Pilcher as his Assistant Lecturer. In 1895 he was building his first glider, the Bat, which was built mainly of Riga pine and weighed 44 lb (20 kg). In succeeding months he travelled to Lichterfelde to study the gliders made by the German Lilienthal and built a further three machines, the Beetle, the Gull and the Hawk. In 1896 he applied for his only aeronautical patent, for "Improved flying and soaring machines", which was accepted on March 1897. In April 1896 he resigned his position at Glasgow University to become Assistant to Sir Hiram Maxim, who was also doing experiments with flying machines at his Nordenfeld Guns and Ammunition Co. Ltd at Crayford. He took up residence in Artillery Mansions, Victoria Street, later taken over by Vickers Ltd. Maxim had a hangar at Upper Lodge Farm, Austin Eynsford, Kent: using this, Pilcher reached a height of 12 ft (3.66m) in 1899 with a cable launch. He planned to build a 2 hp (1.5 kW) petrol engine In September 1899 he went to stay with Lord Braye at Stanford Hall, Northamptonshire, where many people came to see his flying machine, a triplane. The weather was far from ideal, windy and raining, but Pilcher would not disappoint them. A bracing wire broke, the tail collapsed and the pilot crashed to the ground suffering two broken legs and concussion. He did not regain consciousness and died the following day. He was buried in Brompton Cemetery.

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SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering, Photography, film and optics

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William Taylor served an apprenticeship from 1880 to 1885 in London with Paterson and Cooper, electrical engineers and instrument makers. He studied at the Finsbury Technical College under Professors W.E.Ayrton (1847–1908) and John Perry (1850–1920). He remained with Paterson and Cooper until 1887, when he joined his elder brother, who had set up in Leicester as a manufacturer of optical instruments. The firm was then styled T.S. \& W.Taylor and a few months later, when H.W.Hobson joined them as a partner, it became Taylor, Taylor and Hobson, as it was known for many years.

William Taylor was mainly responsible for technical developments in the firm and he designed the special machine tools required for making lenses and their mountings. However, his most notable work was in originating methods of measuring and gauging screw threads. He proposed a standard screw-thread for lens mountings that was adopted by the Royal Photographic Society, and he served on screw thread committees of the British Standards Institution and the British Association. His interest in golf led him to study the flight of the golf ball, and he designed and patented the "Dimple" golf ball and a mechanical driving machine for testing golf balls.

He was an active member of the Institution of Mechanical Engineers, being elected Associate Member in 1894, Member in 1901 and Honorary Life Member in 1936. He served on the Council from 1918 and was President in 1932. He took a keen interest in engineering education and advocated the scientific study of materials, processes and machine tools, and of management. His death occurred suddenly while he was helping to rescue his son's car from a snowdrift.

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SUBJECT AREA: Aerospace, Weapons and armour

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Wallis was apprenticed first at Thames Engineering Works, and then, in 1908, at John Samuel White's shipyard at Cowes. In 1913, the Government, spurred on by the accelerating development of the German Zeppelins (see Zeppelin, Ferdinand von), ordered an airship from Vickers; Wallis was invited to join the design team. Thus began his long association with aeronautical design and with Vickers. This airship, and the R80 that followed it, were successfully completed, but the military lost interest in them.

In 1924 the Government initiated a programme for the construction of two airships to settle once and for all their viability for long-dis-tance air travel. The R101 was designed by a Government-sponsored team, but the R100 was designed by Wallis working for a subsidiary of Vickers. The R100 took off on 29 July 1930 for a successful round trip to Canada, but the R101 crashed on its first flight on 4 October, killing many of its distinguished passengers. The shock of this disaster brought airship development in Britain to an abrupt end and forced Wallis to direct his attention to aircraft.

In aircraft design, Wallis is known for his use of geodesic construction, which combined lightness with strength. It was applied first to the single-engined "Wellesley" and then the twin-en-gined "Wellington" bomber, which first flew in 1936. With successive modifications, it became the workhorse of RAF Bomber Command during the Second World War until the autumn of 1943, when it was replaced by four-engined machines. In other areas, it remained in service until the end of the war and, in all, no fewer than 11,461 were built.

Wallis is best known for his work on bomb design, first the bouncing bomb that was used to breach the Möhne and Eder dams in the Ruhr district of Germany in 1943, an exploit immortalized in the film Dambusters. Encouraged by this success, the authorities then allowed Wallis to realize an idea he had long urged, that of heavy, penetration bombs. In the closing stages of the war, Tallboy, of 12,000 lb (5,400 kg), and the 10-ton Grand Slam were used to devastating effect.

After the Second World War, Wallis returned to aeronautical design and was given his own department at Vickers to promote his ideas, principally on variable-geometry or swing-wing aircraft. Over the next thirteen years he battled towards the prototype stage of this revolutionary concept. That never came, however; changing conditions and requirements and increasing costs led to the abandonment of the project. Bit-terly disappointed, Wallis continued his researches into high-speed aircraft until his retirement from Vickers (by then the British Aircraft Corporation), in 1971.

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SUBJECT AREA: Aerospace

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Wenham trained as a marine engineer and later specialized in screw propellers and high-pressure engines. He had many interests. He took his steamboat to the Nile and assisted the photographer F.Frith to photograph Egyptian tombs by devising a series of mirrors to deflect sunlight into the dark recesses. He experimented with gas engines and produced a hot-air engine. Wenham was a leading, if controversial, figure in the Microscopical Society and a member of the Royal Photographic Society; he developed an enlarger.

Wenham was interested in both mechanical and lighter-than-air flight. One of his friends was James Glaisher, a well-known balloonist who made many ascents to gather scientific information. When the (Royal) Aeronautical Society of Great Britain was founded in 1866, the Rules were drawn up by Wenham, Glaisher and the Honorary Secretary, F.W.Brearey. At the first meeting of the Society, on 27 June 1866, "On aerial locomotion and the laws by which heavy bodies impelled through the air are sustained" was read by Wenham. In his paper Wenham described his experiments with a whirling arm (used earlier by Cayley) to measure lift and drag on flat surfaces inclined at various angles of incidence. His studies of birds' wings and, in particular, their wing loading, showed that they derived most of their lift from the front portion, hence a long, thin wing was better than a short, wide one. He published illustrations of his glider designs covering his experiments of c. 1858–9. One of these had five slender wings one above the other, an idea later developed by Horatio Phillips. Wenham had some success with a model, but no real success with his full-size gliders.

In 1871, Wenham and John Browning constructed the first wind tunnel designed for aeronautical research. It utilized a fan driven by a steam engine to propel the air and had a working section of 18 in. (116 cm). Wenham continued to play an important role in aeronautical matters for many years, including a lengthy exchange of ideas with Octave Chanute from 1892 onwards.

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