Fuselage

Fuselage pronounced fyoo-suh-lahzh, fyoo-suh-lij, fyoo-zuh-lahzh or fyoo-suh-lahzh)

(1) In aeronautical design, the complete central structure of an airplane, to which are attached the wings (or rotors), tail and other stabilizing fins or surfaces (engines sometimes also directly attached or enclosed).  It is inside the fuselage where the crew, passengers, cargo and most internals systems are located.

(2) In design, a style which borrows from or alludes to the elements used in aircraft fuselages.

(3) By extension, the main body of an aerospace vehicle

1909 (In English): From the French fuselage, the construct being fusel(é) (spindle-shaped), from fuseler (to shape like a spindle), from the Old French fus or fuseau (spindle), from the Latin fusus (spindle) + -age.  The French suffix -age was from the Middle & Old French -age, from the Latin -āticum, (greatly) extended from words like rivage and voyage.  It was used usually to form nouns with the sense of (1) "action or result of Xing" or (more rarely), "action related to X" or (2) "state of being (a or an) X".  A less common use was the formation of collective nouns.  Historically, there were many applications (family relationships, locations et al) but use has long tended to be restricted to the sense of "action of Xing".  Many older terms now have little to no connection with their most common modern uses, something particularly notable of those descended from actual Latin words (fromage, voyage et al).  In English, the suffix -age was from the Middle English -age, from the Old French -age, from the Latin -āticum.  Cognates include the French -age, the Italian -aggio, the Portuguese -agem, the Spanish -aje & Romanian -aj.  It was used to form nouns (1) with the sense of collection or appurtenance, (2) indicating a process, action, or a result, (3) of a state or relationship, (4) indicating a place, (5) indicating a charge, toll, or fee, (6) indicating a rate & (7) of a unit of measure.  Fuselage is a noun & adjective; the noun plural is fuselages.

Many languages also borrowed fuselage but there were sometimes variations in spelling including in Catalan (fuselatge), Portuguese (fuselagem), Spanish (fuselaje), Russian (fjuzeljáž (фюзеля́ж)), Kazakh (füzeläj (фюзеляж)) and Ukrainian (fjuzeljáž (фюзеля́ж)).  It’s not clear when “fuselage” was first used in English, the earliest known reference dating from 1909 but it’s not improbable the word had earlier been in oral use.  The alternative was presumably “hull” (the body or frame of shop, boat or other such vessel).  Hull was from the Middle English hul, hulle & holle (seed covering, hull of a ship), from the Old English hulu (seed covering), from the Proto-Germanic hul- (and related to the Dutch hul (hood) and the German Hülle & Hülse (cover, veil)), and may have been from either the primitive Indo-European forms ḱel- (to cover, hide) or kal- (hard).  Hull came into wide use in aircraft design when “flying boats” were developed.

Flying boats: Short S.25 Sunderland (1938-1946) (left) and Dornier Do X (1929-1932) (right). 

Most aeroplanes have fuselages; flying boats have hulls, a tribute to the nautical part of their hybrid origin.  Commercially, flying boats were widely used during the inter-war years because of their range and, needing only a suitable body of water (sea, lake, river), their ability to operate in regions without suitable aerodromes.  A vital military machine during World War II (1939-1945), the advances in aircraft design during that conflict, coupled with the proliferation of airstrip construction able to be re-purposed for civil use doomed them for all but some specialist uses.  Quickly they almost vanished from European and (most) North American skies and waterways, enduring in the Far East only until infrastructure there too was improved.

The fuselage can be optional: Dunne D.5 (1908) (left), Northrop YB-49 prototype (1947) (centre) and Northrop Grumman B-2 Spirit (1989) (right).

In the early days of aviation, before even an airplane had flown the English Channel, designers had been intrigued when their slide-rule calculations suggested the optimal shape of a flying machine was a "flying wing" with no conventional fuselage and certainly no tail-plane apparatus.  Tests of scale models in primitive wind tunnels proved the math was substantially correct and proof of concept tests using an unpowered glider proved inconclusive, it being clear only a powered flight would demonstrate if such a design could achieve stable flight.  When tested, the designer admitted an early, under-powered, version was "more a hopper than a flyer" but when fitted with more powerful engines, the "flying wings" proved remarkably stable.  However, more conventional designs proved more suitable for military use and that, increasingly was where the source of funding was to be found.  Despite that, the idea continued to fascinate designers and a flying wing was one of the extraordinary range of experimental aircraft under development in Nazi Germany during World War II, most of which never made any contribution to the Luftwaffe's war effort.  In the US, Northrop built both propeller and jet-powered prototypes in the 1940s and after early difficulties, a stable platform emerged although, like most designs, it both offered advantages and imposed restrictions but the whole project was cancelled; ever since some have argued this was due to political influence while others claim the flaws in the concept were so fundamental they couldn't be fixed.  The Northrop Grumman B-2 Spirit (in service with the US Air Force (USAF) until at least 2034) is a modified version of a flying wing in that its really a variation of a delta with an integrated fuselage.

Ascending the stairs: Lindsay Lohan entering a fuselage, Mykonos, Greece, August 2016.

In the early days of aviation during the twentieth century’s first decade, French engineers and inventors were the most innovative on the planet and this is reflected in the world-wide adoption of many French terms for some of the bits and pieces which continue to be used.  English, rarely inclined to create a new word if there was a manageable one in some other language which could be absorbed (“borrowed” still the term etymologists, strangely perhaps, prefer) and the French words which formed the basis of the early lexicon of aviation are a particular example of technological determinism in language.  Other orthodox terms in aviation include:

Aileron: A hinged flight-control surface usually attached to the trailing edge of each wing and used to change the roll (ie cause fuselage to begin rotation).  Although the word “flaps” is commonly used of ailerons, the flaps are usually positioned closer to the fuselage and are used to increase or reduce lift & drag.  The flap-like devices mounted on the trailing edges of the vertical stabilizers (somewhere in the tail-section) are properly called “elevators”.  Aileron was a diminutive of aile (wing) and before powered flight (flying machines) had been used in ornithology to refer to the extremities of a bird's wings used to control their flight.  There is an entry in a French-English dictionary dating from 1877 (with the lead meaning: “small wing”) and in the context of the language of aviation, the earliest known use in entry in French technical literature is from 1908.

Empennage: The tail assembly of an aircraft, including the horizontal and vertical stabilizers, elevators, and rudder. Empennage was from the French empenner (to feather an arrow).

Chassis: This was the original term used in English to describe the framework of an aircraft but soon was replaced by "frame, structure etc"), presumably because of the association with the heavy steel constructions used in cars and trucks, things far removed from the lightweight designs needed in the air.  Chassis was from the French chassis (frame, supporting structure), from châsse (reliquary; coffin), from the Latin capsa (case).

Concours d'Elegance: Not strictly an aviation term and most associated with affairs like those in Pebble Beach where rows of vintage Bentleys, Ferraris and such (the latter always in a much better state of finish than when they left the factory) are judged for their closeness to perfection.  Although not strictly a term from aviation, there are such events for old aircraft.  Concours d'Elegance was from the French concours d'élégance (competition of elegance).

Pilot: Pilot was from the Middle French pilot & pillot, from the Italian pilota & piloto, (pedotta, pedot & pedotto the older forms), the pil- element probably influenced by pileggiare (to sail, navigate), ultimately from the unattested Byzantine Greek *πηδώτης (pēdṓtēs) (helmsman), from the Ancient Greek πηδόν (pēdón) (blade of an oar, oar) (the the Ancient and Modern Greek πηδάλιον (pēdálion) (rudder).  Familiar from nautical use, pilot was a straight borrowing for the person fulfilling the same function in the air.  The construct of pilotage was pilot + -age.

Canard: A type of aircraft configuration where the tail-plane is ahead of the main lifting surfaces.  In aviation, a canard is either (1) a type of aircraft in which the primary horizontal control and stabilization surfaces are in front of the main wing or (2) a horizontal control and stabilization surface located in front of the main wing of an aircraft (a fore-plane).  In just about any form of engineering involving movement and fluid dynamics (air, plasma, water etc), a canard is a small, wing-like structure used usually as a stabilizing device.  Canard was from the French canard (duck, hoax) and in English as “a canard”, is still used in that sense to mean “a false or misleading report or story, especially if deliberately so”.

The Fuselage Chryslers, 1968-1973

1969 Imperial LeBaron, four-door hardtop.

The “fuselage” Chryslers were released late in 1968 for the 1969 model year and, as a class, remain the largest regular production cars ever made by the US industry.  In the catalogue between 1968-1973, by the end of their run the Imperial was built on a 127 inch (3226 mm) wheelbase, was 235 ½ (5981 mm) inches in length and almost 80 (2022 mm) inches in width.  Big cars from Detroit were not uncommon in the 1960s (Buick in 1959 even naming their top-of-the-range model the Electra 225, a tribute to its 225 inch (5715 mm) length) but even by those standards the fuselage cars not only were vast but the bulbous shape (source of the “fuselage” tag) made them appear more excessive still; it wasn’t only for the big Chryslers the derisive “land yacht” was coined but the line exemplified the idea.  In fairness, the trend generally was “longer, heavier & fatter”, even once compact (by US standards) and agile machines like Ford’s Mustang and Thunderbird bloating with each update although the manufacturers were aware there was considerable public demand for something smaller and by the late 1960s, those in the pipelines were well-advanced.  However, demand for the full-sized cars remained strong and Chrysler decided their lines should be more full-sized than ever, thus the fuselage design.  There was at the time a bit of an aeronautical influence about and that was nothing new, jet aircraft and space rockets during the previous two decades having contributed many of the motifs which appeared on US cars.  During the development cycle for the fuselage cars, Chrysler were well-acquainted with the appearance of the Boeing 747, sketches circulating for some three years before its first public appearance in September 1968, coincidently just days after the Chrysler’s debuted.  In its appearance, the bulging 747 was the same sort of departure from the earlier, slender 707 as the 1969 Chryslers were from their rectilinear predecessors.

1969 Chrysler 300 advertising.  In graphics & text, the "fuselage" motif was integral to the promotion; it was no mere nickname. 

In some ways the styling has aged surprisingly well because the basic lines are uncluttered and, particularly on the higher priced editions, there was some nice detailing but at the time, critics found the look peculiar and a deviance from the direction other manufacturers were travelling.  The sides were unusually deep and rounded (recalling, obviously, an airplane’s fuselage) with a beltline so high the glasshouse (the cabin area defined by the windows) was relatively shallow, something accentuated by the surrounding bulk.  The corporation’s full-sized platform (internally the “C-Body”), it was shared by the Plymouth, Dodge, Chrysler and Imperial lines, the latter a surprise to some because since 1955 when it had been established as a separate division, the Imperial had been built on a unique platform.  However, despite some encouraging results in the 1950s, Imperial never achieved the volume which would have justified another unique platform so the line was merged into mainstream development.

1969 Imperial LeBaron advertising.  The "messaging" in this advertisement remains obscure.

The debut season saw good sales for the fuselage cars (though still more than 10% down on the previous C-Body (1965-1968)) but demand dropped precipitously in the next three years although sales were in buoyant in 1973 when many manufacturers set records; it was the last good year for the “old” American economy and the swansong of the long post-war boom built on cheap, limitless energy and the uniquely advantageous position the country enjoyed after the war; something squandered by the mistakes of more than one administration.  It was certainly unfortunate timing for Chrysler that the first oil crisis should hit just weeks after they had replaced the fuselage cars with something mechanically similar but with clever styling tricks (even the engineers admitted it was “nips & tucks; smoke & mirrors”), something dimensionally similar appeared both smaller and more modern.  Underneath, as the fuselage line had been, was essentially a good product, Chrysler’s basic engineering always good and while the big machines would never behave like a Lotus Elan, on the road they were competent and in most aspects as good as or better than the competition.

The last of Harry S Truman's (1884–1972; US president 1945-1953) many cars was a 1972 Chrysler Newport, the entry-level model in Chrysler's Fuselage range (some Plymouth & Dodge models were cheaper still).  Purchased some six months before his death, the licence plate (5745) was a special request, a reference to 7 May, 1945 (VE Day (Victory in Europe).  Truman was in office on that day and the plate has since permanently been retired.

The first oil shock hit demand for the 1974 cars and the timing was bad for all points in the production and distribution chain.  Noting the favourable reviews, dealers had ordered large stocks to meet the expected demand but the Arab Oil Embargo meant sales of big cars collapsed and the Chryslers, with V8 engines between 318-440 cubic inches (5.2-7.2 litres) were as thirsty as any of their ilk and supplies of cars expected to be sold in days languished on dealer’s lots for months.  In response, Chrysler shut down two manufacturing plants while trying to increase production or imports of small, fuel-efficient vehicles.  Sales of the big cars in 1974 were barely half those of the previous year and the breakdown of those was a harbinger for the whole industry, the numbers disproportionately slanted towards the higher-priced lines, the entry-level models attracting interest mostly from fleet operators and law enforcement.  The days of the low-cost big sedans which appealed to those like Harry Truman who liked the virtues without the ostentation, were over.

1978 Chrysler New Yorker advertising.  Still obviously bulky, the 1974-1978 re-style toned down the fuselage look although the interiors in tufted leather or velor became increasingly baroque.  Publications like Road & Track (R&T) where the writers disapproved of anything so big (they thought everyone should drive a Lancia) sneered at the extravagant fit-out, dismissing it as "gingerbread" but it was a luxurious and isolating environment.  There were still many who liked that sort of thing, none of whom maintained subscriptions to R&T.

So the writing was on the wall and even by 1977 when the oil crisis faded from memory and it seemed buyers were ready again to buy big, Chrysler was left with its now 1974 range while press and public fawned over General Motors’ (GM) newly slimmed-down, taut looking, full-size cars, the style and dimensions of which were so obviously the future.  Tellingly, while radically reduced in weight and external measurements, on the inside, they were in most places as capacious as both their predecessors and the now antique Chryslers which were still just an update of the 1969 fuselage range.  With the coming of 1976, the corporation had accepted the inevitable and axed the Imperial brand, Chrysler's top-of-the-range New Yorker tarted-up with left-over Imperial trim to become the new flagship.  The end was close and in 1978 it came, that the last year of the big Chryslers released with such high expectations a decade before and when the line was retired, it took with it the once popular four-door hardtop body-style, other manufacturers having already retired their models.  Shockingly inefficient though they are, the few surviving land yachts have a small but devoted following who appreciate what remains a unique driving experience (one as enjoyable as a passenger) and it's unlikely anything like them will ever be built again.

Plutonium & Uranium

Plutonium (pronounced ploo-toh-nee-uhm)

A radioactive chemical element that is artificially derived from uranium, plutonium is a highly toxic metallic transuranic element.  It occurs in trace amounts in uranium ores and is produced in a nuclear reactor by neutron bombardment of uranium-238. The most stable and important isotope, plutonium-239, readily undergoes fission and is used as a reactor fuel in nuclear power stations and in nuclear weapons. Symbol: Pu; atomic no: 94; half-life (plutonium 239): 24,360 years; valency: 3, 4, 5, or 6; relative density (alpha modification): 19.84; melting point: 1184°F (640°C); boiling point: 5846°F (3230°C); specific gravity 19.84.  Its longest-lived isotope is Plutonium 244 with a half-life of 77 million years.

1941: The construct was Pluto (the (now dwarf-) planet), +–ium (the element ending suffix from the Latin -um (neuter singular morphological suffix) and based on Latin terms for metals such as ferrum (iron).  The –ium suffix (used most often to form adjectives) was applied as (1) a nominal suffix (2) a substantivisation of its neuter forms and (3) as an adjectival suffix.  It was associated with the formation of abstract nouns, sometimes denoting offices and groups, a linguistic practice which has long fallen from fashion.  In the New Latin, as the neuter singular morphological suffix, it was the standard suffix to append when forming names for chemical elements.  Plutonium was discovered at the University of California, Berkeley and so named because it follows the recently discovered neptunium in the periodic table and, at the time, Pluto followed Neptune in the Solar System.  The name plutonium earlier had been proposed for barium and was used sometimes in this sense early in the nineteenth century.

Pluto was from the Latin Plūtō, from the Ancient Greek Πλούτων (Ploútōn) (god of the underworld”).  In Greek mythology & Roman mythology, Pluto is remembered as the Greco-Roman god of the underworld but the ultimate origin was the Greek Ploutōn (god of wealth), from ploutos (wealth, riches (thought probably used originally in the sense of “overflowing”), from the primitive Indo-European root pleu- (to flow); the alternative Greek name Hades is also related to wealth because it is from beneath the earth that lie valuable metals & precious gems.  Although some have expressed doubt, the accepted history is it was then eleven year old Ms Venetia Burney (1918–2009) who suggested the name Pluto for the newly discovered (then) planet, aware of the procedure apparently because her uncle had earlier nominated Phobos and Deimos as names for the moons of Mars.  In 2006, the humorless International Astronomical Union (IAU) made its scandalous decision to declare, on highly technical grounds, that Pluto was not a planet but a mere dwarf and this inspired the American Dialect Society to coin the verb "to pluto" meaning "to demote or devalue something".

Uranium (pronounced yoo-rey-nee-uhm)

A white, lustrous, radioactive, metallic element, it has compounds used in photography and in coloring glass, the 235 isotope used in atomic and hydrogen bombs and as nuclear fuel in fission reactors.  A radioactive silvery-white metallic element of the actinide series, it occurs in several minerals including pitchblende, carnotite, and autunite.  Symbol: U; atomic no: 92; atomic wt: 238.0289; half-life of most stable isotope (uranium 238): 451 × 10⁹ years; valency: 2-6; relative density: 18.95 (approx.); melting point: 2075°F (1135°C); boiling point: 7473°F (4134°C); specific gravity 18.95.

1789: The construct was Uranus + (the planet) the –ium.  The element was named (using the conventions of Modern Latin) because the discovery of the planet had recently been announced.  Uranus was from the Latin Ūranus, from the Ancient Greek Οὐρανός (Ouranós), from οὐρανός (ouranós) (sky, heaven).

Uranus Fudge Factory, 14400 State Hwy Z, St Robert, Missouri 65584, USA.

Nuclear Weapons

Of the first three atomic bombs built in 1945, two used plutonium as fissile material while one used uranium.  Two of the many problems faced in the project were (1) production of uranium of the required purity was slow but a bomb of this type was (relatively) simple to produce and (2) plutonium was more abundant but the engineering to create such a bomb was intricate, the results uncertain.  Two designs were thus concurrently developed: a (relatively) simple trigger-type device and a more complex implosion-type.  Trinity, code-name for the world’s first detonation of a nuclear device (New Mexico, July 1945), was one of the latter, an implosion-type plutonium bomb.  It was chosen because this was a genuine test, there being no certainty it would work whereas the trigger-type uranium device, ultimately dropped on Hiroshima a month later, was never tested because the scientists and engineers had such confidence in its design.  After the war, it was assumed the somewhat inefficient trigger mechanism wouldn’t again be used but technical problems saw production temporarily resumed, these stop-gap A-Bombs remaining in service until 1951.

Models of short and medium-range ballistic missiles at DPRK Annual Flower Show, Pyongyang, April 2013.

Lindsay Lohan in mushroom cloud T-shirt.

It’s no longer certain the uranium-based bomb used again Hiroshima in August 1945 remains a genuine one-off.  It’s certain that in the sixty-odd years since Trinity, every nuclear weapon except the Hiroshima device was plutonium-based but, beginning in 2006, the DPRK (the Democratic People's Republic of Korea (North Korea)) conducted six nuclear tests and, despite advances in monitoring and detection techniques, it’s not clear what material was used although the consensus is all were fission (A-Bombs) and not fusion (H-Bombs) devices.  The tests, by historic standards, were low-yield, suggesting uranium, but this could be misleading because even a failed test of can produce a nuclear blast called a fizzle (when a detonation fails grossly to meet its expected yield).  The DPRK's programme will have had the odd fizzle but then so has every nation at some stage of the process but by historic standards it must be judged a success.  It was hampered by sanctions and international opposition (Beijing and Moscow as unwilling as Western powers to help the hermit kingdom join the nuclear club) but achieved the  necessary technology transfer by swapping ballistic missile blueprints with Pakistan which had detonated it's first fission device in 1998 but lacked a robust delivery system to counter the "nuclear threat" from India which had tested as early as 1974.  That transaction was illustrative of one of the two concerns the West harbours about the DPRK bomb (1) some sort of accident (and that covers everything from an unplanned detonation in some unfortunate place to a missile launch which malfunctions and hits a populated area) and (2) nuclear proliferation which happens because the technology is used by Pyongyang in the barter economy as a trade for something desirable but not available because of sanctions or other trade restrictions.

Fecund & Fertile

Fecund (pronounced fuh-khunt, fee-kuhnd or fek-uhnd)

(1) Producing or capable of producing offspring, fruit, vegetation, etc in abundance; prolific; fruitful.

(2) Figuratively, highly productive or creative intellectually; innovative.

Circa 1525: From the mid-fifteenth century Middle English fecounde from the Middle French fecund, from the Old French fecund & fecont (fruitful), from the Latin fēcundus (fruitful, fertile, productive; rich, abundant (and related to the Latin fētus (offspring) and fēmina (“woman”)), from fe-kwondo-, an adjectival suffixed form of the primitive Indo-European root dhei or dhe- (to suck, suckle), other derivatives meaning also “produce” & “yield”.  Fē in this case wasn’t a prefix but a link to fetus whereas -cundus was the adjectival suffix.  It replaced the late Middle English fecounde.  The spelling fecund was one of the “Latinizing” revisions to spelling which was part of the framework of early Modern English, (more or less) standardizing use and replacing the Middle English forms fecond, fecound & fecounde.  The Latin root itself proved fecund; from it came also felare (to suck), femina (woman (literally “she who suckles”)); felix (happy, auspicious, fruitful), fetus (offspring, pregnancy); fenum (hay (which seems literally to have meant “produce”)) and probably filia (daughter) & filius (son), assimilated from felios (originally “a suckling”).  The noun fecundity emerged in the early fifteenth century and was from the Latin fecunditatem (nominative fecunditas) (fruitfulness, fertility), from fecundus (fruitful, fertile).  The old spelling fœcund is obsolete.  Fecund is an adjective and fecundity & fecundation are nouns; the noun plural is fecundities.

In his A Dictionary of Modern English Usage (1926), Henry Fowler (1858–1933) noted without comment the shift in popular pronunciation but took the opportunity to cite the phrase of a literary critic (not a breed of which he much approved) who compared the words of HG Wells (1866-1946) & Horace Walpole (1717–1797): “The fecund Walpole and the facund Wells”.  The critic, Henry Fowler noted: “fished up the archaic facund for the sake of the play on words”.  Never much impressed by flashy displays of what he called a “pride of knowledge”, his objection here was that there was nothing in the sentence to give readers any idea of the change in meaning caused by the substituted vowel.  Both were from Latin adjectives, fēcundus (prolific) and facundus (elegant).

Fertile (pronounced fur-tl or fur-tahyl (mostly UK RP))

(1) Of land, bearing, producing, or capable of producing vegetation, crops etc, abundantly; prolific.

(2) Of living creatures, bearing or capable of bearing offspring; Capable of growth or development.

(3) Abundantly productive.

(4) Conducive to productiveness.

(5) In biology, fertilized, as an egg or ovum; fecundated; capable of developing past the egg stage.

(6) In botany, capable of producing sexual reproductive structures; capable of causing fertilization, as an anther with fully developed pollen; having spore-bearing organs, as a frond.

(7) In physics (of a nuclide) capable of being transmuted into a fissile nuclide by irradiation with neutrons (Uranium 238 and thorium 232 are fertile nuclides); (a substance not itself fissile, but able to be converted into a fissile material by irradiation in a reactor).

(8) Figuratively, of the imagination, energy etc, active, productive, prolific.

1425–1475: From the Late Middle English fertil (bearing or producing abundantly), from the Old French fertile or the Latin fertilis (bearing in abundance, fruitful, productive), from ferō (I bear, carry) and .akin to ferre (to bear), from the primitive Indo-European root bher (to carry (also “to bear children”)).  The verb fertilize dates from the 1640s in the sense of “make fertile” although the use in biology meaning “unite with an egg cell” seems not to have been used until 1859 and use didn’t become widespread for another fifteen years.  The noun fertility emerged in the mid-fifteenth century, from the earlier fertilite, from the Old French fertilité, from the Latin fertilitatem (nominative fertilitas) (fruitfulness, fertility), from fertilis (fruitful, productive).  Dating from the 1660s, the noun fertilizer was initially specific to the technical literature associated with agriculture in the sense of “something that fertilizes (land)”, and was an agent noun from the verb fertilize.  In polite society, fertilizer was adopted as euphemism for “manure” (and certainly “shit”), use documented since 1846.  The noun fertilization is attested since 1857 and was a noun of action from fertilize; it was either a creation of the English-speaking world or a borrowing of the Modern French fertilisation.  The common antonyms are barren, infertile and sterile.  Fertile is an adjective, fertility, fertilisation & fertileness are nouns, fertilize fertilized & fertilizing are verbs.  Technical terms like sub-fertile, non-fertile etc are coined as required.

The term “Fertile Crescent” was coined in 1914 was coined by US-born University of Chicago archaeologist James Breasted (1865-1935); it referred to the strip of fertile land (in the shape of an irregular crescent) described the stretching from present-day Iraq through eastern Turkey and down the Syrian and Israeli coasts.  The significance of the area in human history was it was here more than ten-thousand years ago that settlements began the practice of structured, seasonal agriculture.  The Middle English synonym childing is long obsolete but the more modern term “at risk” (of falling pregnant) survives for certain statistical purposes and was once part of the construct of a “legal fiction” in which the age at which women were presumed to be able to conceive was set as high as 65; advances in medical technology have affected this.

The difference

So often are “fecund” & “fertile” used interchangeably that there may be case to be made that in general use they are practically synonyms.  However, the use is slanted because fertile is a common word and fecund is rare; it’s the use of fertile when, strictly speaking, fecund is correct which is the frequent practice.  Technically, the two have distinct meanings although there is some overlap and agriculture is a fine case-study: Fertile specifically refers to soil rich in nutrients and able to support the growth of plants.  Fecund can refer to soil capable of supporting plant growth but it has the additional layer of describing something capable of producing an abundance of offspring or new growth.  This can refer to animals, humans, bacteria or (figuratively), ideas.  Used interchangeably, expect between specialists who need to differentiate, this linguistic swapping probably doesn’t cause many misunderstandings because the context of conversations will tend to make the meaning clear and for most of use, the distinction between a soil capable of growing plants and one doing so prolifically is tiresomely technical.  Still, as a rule of thumb, fertile can be thought of as meaning “able to support the growth of offspring or produce” while fecund implies “producing either in healthy volumes”.

Ultimate fecundity: Fast breeding

Although there are differences in meaning, fertile and fecund tend to be used interchangeably, especially in agriculture.  As adjectives, the difference is that fecund means highly fertile whereas fertile is the positive side of the fertile/infertile binary; capable of producing crops or offspring.  Fecundity may thus be thought a measure of the extent to which fertility is realised.  In nuclear physics, fertile material is that which, while not itself fissile (ie fissionable by thermal neutrons) is able to be converted into fissile material by irradiation in a reactor.  Three basic fertile materials exist: thorium-232, uranium-234 & uranium-238 and when these materials capture neutrons, respectively they are converted into uranium-233, uranium-235 & fissile plutonium-239.  Artificial isotopes formed in the reactor which can be converted into fissile material by one neutron capture include plutonium-238 and plutonium-240 which convert respectively into plutonium-239 & plutonium-241.

Obviously fertile and recently fecund.  In July 2023 Lindsay Lohan announced the birth of her first child.

Further along the scale are the actinides which demand more than one neutron capture before arriving at an isotope which is both fissile and long-lived enough to capture another neutron and reason fission instead of decaying.  These strings include (1) plutonium-242 to americium-243 to curium-244 to curium-245, (2) uranium-236 to neptunium-237 to plutonium-238 to plutonium-239 and (3) americium-241 to curium-242 to curium-243 (or, more likely, curium-242 decays to plutonium-238, which also requires one additional neutron to reach a fissile nuclide).  Since these require a total of three or four thermal neutrons eventually to fission, and a thermal neutron fission generates typically only two to three neutrons, these nuclides represent a net loss of neutrons although, in a fast reactor, they may require fewer neutrons to achieve fission, as well as producing more neutrons when they do.

Fast breeder (fusion) reactors have existed in labs for decades but, because of the need to contain sustainably very high temperatures, the challenge has always been to build something which (1) produces more energy than it consumes and (2) does so indefinitely.  On paper (and physicists admit the design is now so well understood a conceptual diagram can be sketched on a sheet in minutes) the science and engineering works so all that stands in the way is economics.  The lure of the fast breeder reactor is that, theoretically endlessly, one can produce more fissile material than it consumes (they're constructed using fertile material either wrapped around the core or encased in fuel rods).  Because plutonium-238, plutonium-240 and plutonium-242 are fertile, their accumulation is more manageable than that produced in conventional thermal reactors.  On planet Earth, the economics remain un-compelling, practical application of the technology having been thirty years off since the mid-1950s.  One proposal however transcends economics because it solves an otherwise insoluble problem.  If a facility for the manufacture of fissile material for spacecraft nuclear propulsion could be located on a space facility located at a point beyond the gravitational pull of Earth, it would be safe both to transport fertile materials to the facility and there manufacture fissile material which could provide the energy required for space exploration.

Propeller

Propeller (pronounced pruh-pel-er)

(1) A person or thing that propels.

(2) A device with a hub to which are attached evenly spaced & shaped radiating blades, rotating on a shaft to pitch against air or water to propel an aircraft, ship etc.

(3) A wind-driven (usually three-bladed) device that provides mechanical energy, as for driving an electric alternator in wind plants (not a universal use).

(4) A steamboat thus propelled; a screw steamer (now rare).

(5) In fishing, a spinnerbait.

1780: The construct was propel + -er and the original sense was “one who or that which that propels”, an agent noun from the verb propel.  The verb propel was a mid-fifteenth century form from the Middle English propellen (to drive away, expel), from the Latin propellere (push forward, drive forward, drive forth; move, impel), the construct being pro- (the prefix here use in the sense of “forward direction, forward movement”) + pellere (to push, drive), from the primitive Indo-European root pel- (to thrust, strike, drive).  The meaning “to drive onward, cause to move forward” emerged in the 1650s.  The –er suffix was from the Middle English –er & -ere, from the Old English -ere, from the Proto-Germanic -ārijaz, thought most likely to have been borrowed from the Latin –ārius where, as a suffix, it was used to form adjectives from nouns or numerals.  In English, the –er suffix, when added to a verb, created an agent noun: the person or thing that doing the action indicated by the root verb.   The use in English was reinforced by the synonymous but unrelated Old French –or & -eor (the Anglo-Norman variant -our), from the Latin -ātor & -tor, from the primitive Indo-European -tōr.  When appended to a noun, it created the noun denoting an occupation or describing the person whose occupation is the noun.  The alternative spelling propellor dates from the early days of aviation in the first years of the twentieth century and is now extinct.  The standard abbreviation is “prop”, the use noted from military aviation since 1914.  Propeller is a noun; the noun plural is propellers.

Although the concept was used in antiquity and inventors and others (most famously Leonardo da Vinci (1452–1519))  had for centuries experimented, the use of the word in mechanical engineering dates from 1809 and was from nautical design describing the application of a “device for moving vessels on or under the water”.  In aircraft design the theory of the use of “propeller” appears in papers and drawings in the 1840s (in what were then described as “flying machines”) and models were built which demonstrated a “proof of concept” although it would be decades before lightweight engines of sufficient power existed to allow experiments in aerodynamics and construction to be powered.  The first known rendering of an aircraft propeller in a recognizably modern form dates from 1853.  The modern propeller uses two or (usually) more twisted, airfoil-shaped blades mounted around a shaft which are spun to provide propulsion of a vehicle through water or air, or to cause fluid flow, as in a pump.  The lift generated by the spinning blades provides the force that propels the vehicle or the fluid although this lift does not of necessity have to induce an actual upward force; its direction is simply parallel to the rotating shaft.

Lindsay Lohan getting off the propeller driven (technically a turbo-prop) NAPA Shuttle, The Parent Trap (1998).

The term “to disembark” was borrowed from nautical use and of late "to deplane" has entered English which seems unnecessary but the companion “to disemplane” seems more absurd still; real people continue to “get on” and “get off” aircraft.

The terms “impeller” & “propeller” both describe devices which use various implantations of the “rotating blade(s) design and are used in mechanical systems to take advantage of the properties of fluid dynamics to harness specific energy for some purpose.  A propeller is a type of rotating device with blades designed to propel or move a fluid (typically a gas or a liquid) by generating thrust; they are most associated with marine vessels, aircraft and some industrial applications.  In aircraft, propellers can be attached to wing-mounted engines or mounted just about anywhere on a fuselage although historically a location at the front has been most common.  In marine applications, propellers have on specialized vessels been located to the sides of the hull but they almost always emerge at or close to the stern.  An impeller is a rotating component with blades or vanes (almost always enclosed in a housing), typically used for fluid or air distribution, such as a pump or a compressor, the primary purpose being to increase flow or pressure.  The classic impellers those in centrifugal pumps where they spin, creating a flow of fluid (liquid or air) by imparting centrifugal force to the substance; in practice, impellers such accelerate liquids are more common.

So an impeller & propeller do much the same thing, using blades to propel some form of fluid.  The use of different terms is helpful because in practice they are very different devices and the distinction that one is external and the other located within a housing is handy and the origin of that seems to lie in the construct of impeller which came first, dating from circa 1680 (as an agent noun from the verb impel) in the sense of “someone or something which impels”.  What the design of an impeller does is use the energy from the rotation to increase the flow or pressure of the fluid and it that it’s the reverse of a turbine, the rotation of which extracts energy from, and reduces the pressure of the flow.  Engineers also have a number of highly technical rules about what is and is not defined as an impeller base on the whether the entry and exit of the fluids occur axially or radially but it seemed impossible to construct such definitions as absolutes so for most the simpler distinctions are more helpful.  In engineering, impellers have been recorded as a machine or component name since 1836.

News Corp website 22 January 2024.  To refer to a jet engine’s nacelle as a propeller could (almost) be defended on the basis it’s the jet engine which “propels” the aircraft but this is more likely an example of (1) the decline in the quality of journalists and (2) what happens when there are no sub-editors to correct the mistakes.  In time, artificial intelligence (AI) should improve things.    

The verb impel dates from the early fifteenth century and was from the Middle English impellen, from the Latin impellere (to push, strike against; set in motion, drive forward, urge on), the construct an assimilated form of in- (into, in, on, upon), from the primitive Indo-European root en- (in) + pellere (to push, drive), from the primitive Indo-European root pel- (to thrust, strike, drive).  The construct of the Latin impellō was in- +‎ pellō (push, drive), from the Proto-Italic pelnō or pelnaō, a nasal-infix present derived from the primitive Indo-European pelh- (to drive, strike, thrust).  The Latin prefix –in could be appended to create a negative (un-, non-, not etc) but here was used as an intensifier, another possible meaning (in, within, inside) coincidental to the mechanical devices being usually mounted within housings.

Propellers and impellers both use blades (although those of the latter are often in the form of a single piece wither cast, molded, or (occasionally) forged.  Turbines also use blade-like parts but these are called vanes and an industry which seems unable to decide on terminology is the burgeoning business of wind-power; the huge rotating assemblies on wind turbines are referred to variously as vanes, blades or rotors.  Rotor blades are familiar for the use in helicopters which is essentially an airframe where a large-scale propeller sits atop the structure, pointing upwards and rather than “propeller blades”, the accepted term is “rotor blades”, the design of which permits both lift and directional thrust although some exotic multi-engined machines have rotors in housings which, to maximize performance, can themselves be rotated to operate as conventional propellers.

Supermarine Seafang (1946) with contra-rotating propellers.  The Seafang was powered by the Rolls-Royce Griffon and was the final evolution of the Spitfire-derived Seafire and Spiteful, the trio all designed for use on Royal Navy aircraft carriers, the series enjoying success despite the basic design being hampered by the narrow undercarriage which made landings a challenge (something corrected on the Spiteful & Seafang).  Series production of the Seafang was contemplated but eventually only 18 were built because the jet-powered de Havilland Sea Vampire proved capable of carrier operations, surprising some at the Admiralty who doubted the jets could operate from anywhere but land.

The evolution of aircraft influenced propellers.  Once they had been fashioned from wood before the need for faster, more efficient shapes dictated the use of aluminium or other light metals.  By the time the first modern monoplane fighters appeared in the mid 1930s propellers were still two-bladed but as power increased over the years (something which accelerated during World War II (1939-1945)), three, four and five-bladed solutions were engineered.  The rising output however, although it permitted higher performance, created challenges for engineers, notably the “torque effect” which meant a tendency to cause the aircraft to roll in the direction of the propeller’s spin, a problem especially serious during take-offs.  In twin-engined aircraft the solution was to have the propellers rotate in opposite directions but in airframes with a single power-plant, sometimes used were contra-rotating propellers which, although introducing additional complexity and demanding additional maintenance, did offer advantages including: (1) harnessing more of an engine’s power, (2) increased thrust efficiency by a reduction in energy losses, (3) counteracting the torque effect, (4) improved low-speed manoeuvrability and ground-handling and (5) improved acceleration and climbing performance.

A flight of Republic P-47D Thunderbolts with under-wing drop-tanks.

The propeller also influenced other aspects of the aircraft.  When the prototype Republic P-47 Thunderbolt (1941-1945) first took to the air, it was the largest, heaviest single-seat piston-engined fighter ever produced (a distinction it still enjoys today).  Even the early versions used an engine rated at 2000 horsepower (later this would rise to 2800) and to harness this output demanded a large propeller.  The 12 foot (3.7 m) diameter of this four-bladed monster meant the landing-gear had to be extraordinarily long and the only way it could be accommodated was to have them retract inward, otherwise the heavy wing armament (8 x .50 inch (12.7 mm) M2 Browning machine guns (425 rounds per gun)) wouldn’t have fitted.

Chrysler XI-2220 V16.  The splined shaft is where the propeller attaches.

With things like the Thunderbolt, the Hawker Tempest and the later Supermarine Spitfires (and its derivatives), the piston-engined fighter achieved its final evolutionary form, the jet engine offering a path to performance unattainable while the physics of propellers imposed limits.  However, had the use of the A-Bombs not ended the war in 1945, development of the propeller aircraft would have continued because the early jets lacked thrust and reliability as well as suffering a rate of fuel consumption which rendered them unsuitable for long-distance operations.  With the war against Japan envisaged as lasting well into 1946, development of faster, more powerful piston engines continued although, given the parlous state of the Japanese military, it’s dubious at least there was much of a rationale for this but the military industrial complex is a creature of inertia and Chrysler’s research had perfected a new aero-engine for the Thunderbolt.  The XI-2220 was a 2,220 cubic inch (36.4 litre) V16 which was rated at a basic 2450 horsepower with some 4000 hp available when tuned for wartime use but with the end of the conflict, all such developments were cancelled and attention switched to the brave new world of jets and swept wings.  Thus ended the era of the big propeller-driven fighters, the V16 stillborn, as was the other extraordinary aero-engine on the drawing board: Britain's 32-cylinder Napier-Sabre H-32 which was a scaled-up version of their H24.

Tea Tray

Tea Tray (pronounced tee-trey)

(1) A tray used to carry a tea service.

(2) A tray of this type used for related purposes.

(3) The accepted descriptor of certain rear spoilers on some Porsches.

Mid-late 1600s: Trays in one form or another are probably one of mankind’s earliest inventions and the creation of the “tea tray” reflected the popularity of the brewed leaf and the place it assumed in polite society as the rich were able to purchase elaborate “tea services” (cups, saucers, milk jugs, tea pots, strainers et al).  In England and Europe, the “taking of tea” in such circles was sometimes formalized    

The noun tea entered English in the late sixteenth century, from the Dutch thee, from the Amoy (Xiamen) dialect of Hokkien 茶 (written both as “tê” & “t’e”), akin to the Chinese chá, from Old Chinese, thought ultimately from the primitive Sino-Tibetan s-la (leaf, tea).  It was the merchants of the Dutch East India Company (based in what is modern-day Indonesia) who after 1610 brought the leaf (and thus the word “tea”) to England and other parts of Western Europe.  The traders obtained the leaf in Amoy (the Malay teh was shipped along the same trade routes). The doublets chai and cha are from the same root.  Served in Paris by at least 1635, tea was introduced in England by 1644.  The spelling “tea” wasn’t at first the default, the variations including tay, thea, tey & tee and the popular early pronunciation seem to have been to rhyme with obey, the familiar modern tee not predominate until the late eighteenth century.  The Russian chai, the Persian cha, the Greek tsai, the Arabic shay and the Turkish çay all came overland from the Mandarin form.  The meaning “afternoon meal at which tea is served” dates from 1738 and is still used in certain regions to mean “evening meal” in the sense other use “dinner” (historically, for these folk “dinner was served around midday).  In US use, tea was slang for “marijuana” during the 1930s (apparently an allusion to it being often brewed in boiling water) but an onrush of newer slang rendered it obsolete as early as the early 1950s.

Lindsay Lohan in The Parent Trap (1998) with silver tea tray.

Tray (a small, typically rectangular or round, flat, and rigid object upon which things are carried) predates the eleventh century and was from the Middle English treye, from the Old English trēġ & trīġ (flat wooden board with a low rim), from the Proto-West Germanic trauwi, from the Proto-Germanic trawją or traujam (wooden vessel), from the primitive Indo-European dóru, a variant of the root drewo- (be firm, solid, steadfast (with also the specialized senses  “tree; wood” and derivatives referring to objects made of wood. The primary sense may have been “wooden vessel”).  It was cognate with the Old Norse treyja (carrier), the Old Swedish trø (wooden measure for grain & corn), the Low German Treechel (dough trough), the Ancient Greek δρουίτη (drouítē) (tub, vat) and the Sanskrit द्रोण (droṇa) (trough); trough and tree were influenced by the same sources.  The alternatives teatray and tea-tray are both accepted as standard forms but both are usually listed as “rare”, the former especially so.  Tea tray is a noun; the noun plural is tea trees.

George IV sterling silver tea set, hallmark from the silver workshop of Rebecca Emes (widow of silversmith John Emes (circa 1765-1810)) & Edward Bernard who were in partnership between 1808-1829.

The pieces are rendered in a melon shaped form with a textured leaf inspired frieze at the top register, rising from embellished shell form feet.  Originally a four piece set (teapot, coffee pot, cream jug and open sugar bowl) more than a century later a Canadian owner commissioned (through Birks (Canada)) a matching muffin dish.  The trademark on the muffin dish is that of Ellis & Co, Empire Works, Great Hampton Street & Hall Street, Birmingham (hallmarked 1937).  The tea tray is a sterling silver “George III” tea tray by Solomon Hougham,

High tea at the Savoy, London: High teas are events where ladies meet to talk about their feelings.

Although there are some striking modernist creations, the most sought after teas sets are those of porcelain or sterling silver, antique versions of the latter more common simply because they are less fragile, lasting centuries with only minimal care.  The first tea sets seem to have been the simple porcelain containers made in China during the Han Dynasty (206–220 BC).  From these humble, functional beginnings came eventually the intricately designed services of the eighteenth & nineteenth centuries which included not only the teapot and tea tray but also cups, sugar bowls with tongs, milk jugs, small plates for lemon slices and a remarkable variety of strainers and sieves to filter out pieces of the leaves.  In the sixteenth century porcelain tea sets arrived with the leaf and like many innovations from the East, consumption was originally limited to the rich who soon began to object to scalding their fingers on the handle-less cups; cups with handles (surely a marker of civilization) soon became essential in any drawing room.  Less pleasingly, adding milk and sugar also became fashionable so sugar bowls and milk jug (creamers) were added to sets along with the necessary teaspoons.  The tea craze thus influenced furniture, the “tea table” the item on which tea was served, sometime a place for the tea tray to sit but used also for more elaborate events which included cakes and such; this was the origin of the modern “high tea” which became such a profitable side-line for hotels.  Sterling silver tea sets began to appear in the late eighteenth century although it would be some decades before they attained great popularity, aided by Queen Victoria’s (1819–1901; Queen of the UK 1837-1901) fondness for tea and although the influence of the British royalty on the fashions of society was often negligible, in this she seems to have led the way.

Forks in evolution: The ducktail, the whale tail and the tea tray

There was much thoughtful engineering which made the 1973 Porsche 911 Carrera RS 2.7 such a formidable car in competition both in terms of what was taken out (most creature comforts) and what was put in (horsepower, light weight components and a braking system said to cost about as much as a new Volkswagen Beetle) but what caught the eye of most were the lurid graphics along the sides (Yellow, Blue, Green, Red and Blood Orange among the choices) and the spoiler which sprouted from the rear; it came to be called the “Ducktail” and was the subject of Patent 2238704: “The invention relates to a passenger car with a rear spoiler – one preferably mounted between side panels - and an aerodynamic device in the rear to increase the dynamic rear wheel pressure.”

1973 Porsche 911 Carrera RS 2.7 during wind tunnel testing of the Ducktail spoiler (left) and a production version with blue graphics (right).

The 911 Carrera RS 2.7 was a homologation special and Porsche planned to build only the 500 identical road-legal versions examples demanded to qualify the thing to be eligible competition under the Group 4 (Gran Turismo) regulations.  Although its 210 hp (156 kW) doesn’t sound impressive fifty years on (and even in the era there were many more powerful machines), weighing a svelte 960 KG (3086 lb), it could reach 100km/h (60 mph) in 5.8 seconds and touch 245 km/h (152 mph).  Given the performance, the Ducktail was a necessity to ensure there was at speed no dangerous lift at the rear but the factory was soon compelled to issue a bulletin warning that anyone fitting a ducktail to any other 911 would also have to fit the factory's front spoiler because, without the front unit, the rear down-force would become “excessive”, lifting the nose, the result: instant instability.  As it turned out, demand was greater than expected and eventually 1580 cars were built, many with a few of the creature comforts restored and today the 1973 Carrera is among the most collectable of the 911s; sales over US$2 million have been recorded.

1974 Porsche 911 Carrera RS 3.0 with whale tail.

The delicate lines of the 911 were spoiled when the 1974 models were released, the “impact” bumpers grafted on to satisfy US regulations an unhappy addition but in fairness to Porsche, their implementation was aesthetically more successful than many, notably their Stuttgart neighbors Mercedes-Benz which appeared to have taken for inspiration the naval rams once fitted beneath the waterlines of battleships and there to sink smaller vessels by ramming; at least on warships they couldn’t be seen.  The Ducktail however survived the legislative onslaught and became available on the new Carrera coupe (fitted as standard in North American markets) which was a pure road car without any of the compromises which made its raw-boned predecessor so engaging.

Later in the year however, a variant of the rear spoiler evolved for the 911 Carrera RS 3.0, this time rendered as a larger, flatter piece with rubber edges, the trailing edge rakishly upturned; it came to be called the “Whale Tail.”  Actually to speak of the Whale Tail as an item is a little misleading because the evolution continued and it was only the early examples which used the simple construction with a recessed grille which tracked the line of the engine cover, blending into the uninterrupted flat expanse of the spoiler itself.  By 1976 the (pre-intercooler) Turbo Carrera (the 930, the so-called “widow-maker”) was fitted with a Whale Tail with a second grille inset into the spoiler itself and to complicate the parts catalogue further, the secondary grille on the RoW (rest of the world) cars was smaller than that fitted to vehicles destined for North America; again the increasingly rigid US regulations the cause.  As the years went by, the Whale Tail continued to change.

The Whale Tail (left) and the Tea Tray (right)

By 1978, there was another evolutionary fork, the 911 Turbo’s spoiler becoming the “Tea Tray”, distinguished by a continuous raised rubber lip around the sides and rear edge.  The recessed grilles were replaced by a large, inset louvered plastic grille, needed to accommodate the additional height of the intercooler while the base of the assembly became a wide pedestal mounted through the engine cover and although there were detail changes, the Tea Tray was fitted to 930s (and atmospheric cars with the M491 option) until the retirement of the long-serving (the 1974-1989 911s often called “G Series” although technically that should apply only to the 1974 model year production but such is the visual similarity the use persists) platform in 1989.

Tea Tray on 930 Turbo Cabriolet (left) and Taco on 996.1 GT3 (right)

The Ducktail, Whale Tail and Tea Tray remain the best known of the Porsche spoilers but there were others including the “Swan Neck” but the most photogenic was the “Taco”.  It was introduced on the 911 GT3 (RoW 996.1) and was so admired the factory later made it available as part of an optional aero-kit.  The nickname is of course an allusion to the Mexican culinary staple, the resemblance quite obvious when viewed in profile although it has also been dubbed the “Pacman”.  The 996.1 GT3, production of which was limited to 1868 units, was first displayed at the 1999 Frankfurt Motor Show and was one of the dual-purpose 911s (for road and track, the GT3 badge appearing several times since) and like all the spoilers, the Taco was functional and it needed to be, the 300 lbs (136 KG) downforce generated at the top speed of 304 km/h (189 mph) required to ensure the thing remained in contact with planet Earth.

Spoilers and other aerodynamic aids can be re-purposed.  A young lady with a tea tray (with coffee pot) (left) and laundry hanging on a the wing of a 1969 Dodge Daytona (right).  In period, between stints on the tracks, drivers would hang their sweat-laden racing suits on the wings of Daytonas and Plymouth Superbirds.