omniomni/omni-engineering huggingface dataset:
Nakajima LB-2. The Nakajima LB-2 was a long-range, land-based bomber developed in Japan for use by the Imperial Japanese Navy. When rejected for military service, the sole prototype was converted into an airliner and, known as the Akatsuki-go (暁号 – "Dawn"), was operated by Manchukuo National Airways.

Development and design
Kenichi Mitsumara's design was inspired by the Douglas DC-2 that Nakajima was building at the time under licence; a conventional, low-wing cantilever monoplane powered by twin engines. Construction was of metal throughout, and the main units of the tailwheel undercarriage retracted into the engine nacelles. The bomb load was carried in an internal bay.

The prototype LB-2 was completed in March 1936. It was considered for production, along with the Mitsubishi G1M, but eventually both were rejected in favour of the Mitsubishi Ka-15, which would be produced as the G3M. Adapted for civil use, the LB-2 prototype's bomb bay was replaced with a fuel tank and a cabin for six passengers was fitted, with the bombardier's position in the nose converted to store luggage.

Operational history
The converted LB-2, now named Akatsuki-go, was delivered to Manchukuo National Airways in 1937, with it (and two Heinkel He 116s) intended to operate a service to the Soviet Union over the Tian Shan mountains. The outbreak of the Second Sino-Japanese War and the undeclared  Soviet–Japanese Border Wars which culminated in the Battle of Khalkhin Gol stopped these plans, however, and the Akatsuki-go was scrapped at Shenyang in 1941.

Specifications

Notes

References

LB-2
LB-2, Nakajima
Low-wing aircraft
Aircraft first flown in 1936
Twin piston-engined tractor aircraft
Potential of mean force. When examining a system computationally one may be interested in knowing how the free energy changes as a function of some inter- or intramolecular coordinate (such as the distance between two atoms or a torsional angle). The free energy surface along the chosen coordinate is referred to as the potential of mean force (PMF). If the system of interest is in a solvent, then the PMF also incorporates the solvent effects.

General description
The PMF can be obtained in Monte Carlo or molecular dynamics simulations to examine how a system's energy changes as a function of some specific reaction coordinate parameter. For example, it may examine how the system's energy changes as a function of the distance between two residues, or as a protein is pulled through a lipid bilayer. It can be a geometrical coordinate or a more general energetic (solvent) coordinate. Often PMF simulations are used in conjunction with umbrella sampling, because typically the PMF simulation will fail to adequately sample the system space as it proceeds.

Mathematical description
The Potential of Mean Force of a system with N particles is by construction the potential that gives the average force over all the configurations of all the n+1...N particles acting on a particle j at any fixed configuration keeping fixed a set of particles 1...n

Above,  is the averaged force, i.e. "mean force" on particle j. And  is the so-called potential of mean force. For ,  is the average work needed to bring the two particles from infinite separation to a distance . It is also related to the radial distribution function of the system, , by:

Application 
The potential of mean force  is usually applied in the Boltzmann inversion method as a first guess for the effective pair interaction potential that ought to reproduce the correct radial distribution function in a mesoscopic simulation.
Lemkul et al. have used steered molecular dynamics simulations to calculate the potential of mean force to assess the stability of Alzheimer's amyloid protofibrils. Gosai et al. have also used umbrella sampling simulations to show that potential of mean force decreases between thrombin and its aptamer (a protein-ligand complex) under the effect of electrical fields.

See also
Statistical potential
Free energy perturbation
Potential energy surface

References

Further reading
McQuarrie, D. A. Statistical Mechanics.
Chandler, D. (1987). Introduction to Modern Statistical Mechanics. Oxford University Press.

External links
 Potential of Mean force

Physical chemistry
Honda FC Sport. The Honda FC Sport is a concept car that was produced by Honda and designed by Dani Malkawi and Rayan Ahmed Mohammed Ahmed Yousef hamza, first shown at the 2008 Los Angeles Auto Show. It was described as a design study and was intended to show what a hydrogen powered (Designed by Mohammed Waleed Al-Qaryuti) sports car might look like. The FC Sport was designed for a drivetrain similar to the one found in the Honda FCX Clarity. Though the concept did not have an actual interior, Honda has stated the theoretical interior would be similar to the McLaren F1, with the driver in the center and a passenger on each side.

References

FC Sport
Sharp Nemesis. The Sharp DR 90 Nemesis is a Formula One racing aircraft designed by Jon Sharp and built at the Mojave Airport by the Nemesis Air Racing Team. The aircraft is powered by a modified Continental O-200 piston engine.

The Nemesis originated as an attempt by Jon Sharp to build a Shoestring racer, with composite skins over a steel frame. Along the way, Dan Bond convinced him to use an airfoil with extensive laminar flow and finally, Steve Ericson helped Jon design a sleeker, all composite airframe. All that remains of the original “plastic Shoestring” is the horizontal tail. The steel space frame was sold to Dan Gilbert, who built on it his Shadow Formula One air racer. Although Shadow looks much like Nemesis it is fabricated differently and has a completely different wing.

The success of the Nemesis aircraft led Jon Sharp to design a follow-on type, the Nemesis NXT.

Racing career
Between 1991 and 1999, the plane won 45 of the 48 race events in which it was entered, including nine consecutive Reno Gold National Championships. During each of the race seasons from 1994 through 1999, Nemesis finished as the International Formula One points champion. Nemesis was awarded the George Owl Trophy for its design in 1991, three Louis Blèriot Medals from the Fédération Aéronautique Internationale (1993, 1996 and 1998), and four Pulitzer Trophies (1993, 1994, 1995 and 1999). The aircraft set 16 world speed records, and in one of those records, Nemesis flew at over 290 mph (467 km/h). Because of its successes, the National Air and Space Museum has described the plane as "the most successful aircraft in air racing history". To put the Nemesis performance in perspective, most production O-200 equipped aircraft are more commonly found flying at 100mph, and few can reach even half its maximum speed.

Display
After the end of the 1999 racing season, Jon Sharp donated the aircraft to the National Air and Space Museum, and it was put on display at the NASM's Steven F. Udvar-Hazy Center in Chantilly, Virginia. Since 2022 it has been on display at the National Air and Space Museum in central Washington, DC.

Specifications

 Fuel capacity:	5 US gal (18.9 liters)
 Stall speed:	90 Kias (167 km/h)
 G-Loading limits:	+6, -4
 Cabin height:	35 in (89 cm)

References

External links

 Nemesis Air Racing Official Web Site

Homebuilt aircraft
Racing aircraft
Mojave Air and Space Port
1990s United States sport aircraft
Mid-wing aircraft
Single-engined tractor aircraft
Aircraft first flown in 1991
Wood diesel. Wood diesel is a new biofuel developed by the University of Georgia from woodchips. In the process, oil is extracted and then added to unmodified diesel engines. In the process, either new plants are grown to be used in the process, or a new crop is planted to replace the harvested plants. The charcoal byproduct is put back into the soil as a fertilizer. According to the project's director, Tom Adams, since carbon is put back into the soil, this biofuel can actually be carbon negative not just carbon neutral. Carbon negative decreases carbon dioxide in the air reversing the greenhouse effect not just reducing it.

References 

Biodiesel
Zhou Qifeng. Zhou Qifeng (; born October 1947) is a Chinese chemist and academician who formerly served as 10th President of Peking University from 2008 to 2013. He currently serves as Professor of Polymer Science and Engineering in the College of Chemistry and Molecular Engineering at Peking University. He is also a member of the Chinese Academy of Sciences.  

At Peking, in 1995, he became executive vice-dean of the graduate school of Peking University and later as vice-provost of Peking University until 2001.

He was president of the International Union of Pure and Applied Chemistry (IUPAC) between 2018–2019 and member of Chinese Academy of Sciences. He is also a deputy of National People's Congress of the People’s Republic of China.

Early life and education
Zhou Qifeng was an undergraduate student in Peking University from 1965 to 1970, and became a faculty member immediately after his graduation in 1970. He studied at University of Massachusetts Amherst and was awarded Master of Science in 1981 and Doctor of Philosophy in 1983. In 2010. he received honorary Doctor of Science from University of Massachusetts Amherst.

He was elected an academician of the Chinese Academy of Sciences in 1999.

See also
 List of members of the 12th National People's Congress Standing Committee

References

External links
 Qifeng Zhou, Faculty, College of Chemistry of Molecular Engineering, Peking University
 周其凤研究组 Prof.Qi-Feng Zhou Research Group, College of Chemistry of Molecular Engineering, Peking University
 Qifeng Zhou, Member, Division of Chemistry, Academic Divisions of the Chinese Academy of Sciences
 PKU President Zhou Qifeng details his "Chinese dream", Peking University News, Mar 6, 2013

1947 births
Living people
People from Liuyang
Han Chinese
Chinese chemists
Jilin University people
Members of the Chinese Academy of Sciences
Presidents of Peking University
Peking University alumni
University of Massachusetts Amherst alumni
Members of the Standing Committee of the 12th National People's Congress
21st-century Chinese scientists
Chinese communists
Chinese scholars
Chinese scientists
M6 tractor. The M6 high-speed tractor was an artillery tractor used by the US Army during World War II.

Manufactured by Allis-Chalmers, it was used to tow heavy artillery pieces, such as the 8-inch Gun M1 and 240 mm howitzer M1. 
Its G-number was (G-184).

Development 
Although in the late 1930s the US Army lacked a clear mechanization policy, the success of the "blitzkrieg" in 1939-40 highlighted the need of motorized vehicles for both tactical and strategic maneuver, which meant that towed artillery would need to move at a speed comparable to that of the armored fighting vehicles.

To achieve this, a series of high-speed tractor was planned, which would tow the different artillery pieces existing (or planned) in the US Army inventory. The "high" speed was considered in comparison with horse-drawn artillery rather than that obtainable with wheeled prime movers or ballast tractors. The models considered in the series included: 7 ton, 13 ton, 18 ton, and 38 ton.

Intended to tow heavy artillery pieces such as the 240 mm howitzer M1 and the 8-inch Gun M1, the M6 tractor was larger and heavier than the M4 tractor, although they had a similar layout. The main differences between both were in the following areas:
 Running gear (6 running wheels in the M6, instead of 4 wheels in the M4)
 Dimensions
 Weight
 Towing capacity
 Engine

It was powered by two six-cylinder, in-line, Waukesha 145GZ gasoline engines with an engine displacement of , each of which gave  at 2,100 rev/min.
The running gear consisted on six rubber-rimmed wheels per side, with the drive wheel located at the front and a large tensioning wheel at the rear; a layout similar to the one used in the M3 light tank and later in the M4 tractor.

Service history 

The M6 tractor was chiefly used in the European theater only in the last months of World War II.
Until then large caliber artillery was moved by the M1 heavy tractor, heavy trucks, or vehicles such as the M33 Prime Mover,  M34 Prime Mover or M35 Prime Mover derived from the M3 Medium Tank, M4 Medium Tank, and M10 GMC hulls respectively

Use of this tractor in the Pacific theater seems to have been limited to training at Oahu, (Hawaii). 

Some vehicles were sold to Israel after being replaced by self-propelled artillery.

Users 
 US Army

Surviving vehicles 
Overloon War Museum, Netherlands

National Military Vehicle Museum, Edinburgh, South Australia

Gallery

See also 
 List of U.S. military vehicles by model number
 List of U.S. military vehicles by supply catalog designation (G184)

 Comparable vehicles
 M4 tractor
 M5 tractor

References

Notes

Bibliography

Further reading 
Technical manuals
 SNL G184
 TM 9-2800 1943 Military vehicles
 TM 9-2800 1947
 TM 9-2800-1 1953
 TM 9-788
 TM 9-1785A
 TM 9-1788
 TM 9-1825A
 TM 9-1826C
 TM 9-1827A
 TM 9-1828A
 TM 9-1829A
Books and publications

External links 
 Olive-Drab website, Highspeed M4 (accessed 2014-03-02)

Allis-Chalmers Manufacturing Company
Artillery tractors
Military vehicles introduced from 1940 to 1944
World War II military vehicles
World War II vehicles of the United States
Motor vehicles manufactured in the United States
George W. Housner. George W. Housner (December 9, 1910 in Saginaw, Michigan – November 10, 2008 in Pasadena, California) was a professor of earthquake engineering at the California Institute of Technology and National Medal of Science laureate.

Biography
Housner received his bachelor's degree in civil engineering from the University of Michigan where he was influenced by Stephen Timoshenko. He earned his masters' (1934) and doctoral (1941) degrees from the California Institute of Technology where he had been a professor of earthquake engineering from 1945 to 1981, and professor emeritus thereafter. In 2000, he received an honorary Doctor of Science from the University of Southern California.

Annually, in recognition of those who made extraordinary contributions to the earthquake safety research, practices and policies, EERI awards The George W. Housner Medal of the Earthquake Engineering Research Institute. On his death, Housner left a substantial gift to EERI "to advance the objectives of EERI". This gift has been used to train future earthquake engineering policy advocates and thought leaders through the EERI Housner Fellows Program, which has been active since 2011.

Housner died of natural causes November 10, 2008 in Pasadena, California at the age of 97.

Partial list of achievements 

 Chairman of the earthquake engineering research committee of the National Academy of Sciences
 Founding Member of the Earthquake Engineering Research Institute 
 UNESCO representative to International Institute of Seismology and Earthquake Engineering in Tokyo
 AEC advisory panel on safety against ground shock
 AID consultant at University of Roorkee, India
 Chairman of Geologic Hazards Advisory Committee for Organization for the California State Resources Agency
 Chairman of Panel on Aseismic Design and Testing of Nuclear Facilities for International Atomic Energy Agency
 Member of Los Angeles County Earthquake Commission 
 Member of Earthquake Engineering and Hazards Reduction Delegation to People's Republic of China
 Consultant to Japanese Atomic Energy Commission and Italian Nuclear Energy Commission and numerous nuclear energy projects in the U.S.
 International Association for Earthquake Engineering (IAEE) President (1969–1973)
 Elected to National Academy of Sciences 1972
 Named Braun Professor of Engineering at Caltech 1974
 Chairman of Earthquake Earthquake Engineering Committee and the Committee on Dam Safety of the National Research Council (NRC)
 Delivered second Mallet-Milne memorial lecture for Society for Earthquake and Civil Engineering Dynamics in London, 1989

References

Further reading 
 

 
 
 

1910 births
2008 deaths
National Medal of Science laureates
20th-century American engineers
American structural engineers
Earthquake engineering
Members of the United States National Academy of Sciences
University of Michigan College of Engineering alumni
National Power Training Institute. National Power Training Institute (NPTI), is a government training institution under Ministry of Power, Government of India with its Corporate Office at Faridabad. NPTI had been providing its dedicated service for more than five decades.

History
The Central Water and Power Commission (Power Wing) established Thermal Power Station Personnel Training Institutes in 1965–1975 at Neyveli (1965), Durgapur (1968), Badarpur, Delhi (1974) and Nagpur (1975) for training the engineers of thermal power stations which were being established in the country during that time. It also established the Power Systems Training Institute (PSTI) in 1972 and Hot Line Training Centre (HLTC) in 1974 at Bangalore. With the bifurcation of the Central Water and Power Commission into the Central Electricity Authority (CEA) and Central Water Commission (CWC) in the 1970s, the Institute came under the Central Electricity Authority (CEA). In the late 1970s the Raj Dekshya Committee set up by the Government of India to improve the power sector of the country recommended among many things formal training for the personnel employed in the power industry. Accordingly, the Indian Electricity Rule was amended to make training mandatory for the personnel employed in the generating stations and associated sub stations. With this the Thermal Power Station Personnel Training Institutes under the Central Electricity Authority were carved out and formed into a separate autonomous body under the Ministry of Power as the Power Engineers Training Society (PETS) in 1980 to give more importance to Power Training and to have an accelerated growth of the Institutes. Later, in 1993 Power Engineers Training Society (PETS) was renamed as National Power Training Institute (NPTI). Power Systems Training Institute (PSTI) and Hot Line Training Centre (HLTC) was merged with NPTI in 2002.

The National Power Training Institute (NPTI) grew continuously through the tenure of Indian governments. The Institute, which previously conducted training only in thermal power generation has now equipped itself to conduct training in all segments of the power sector i.e. generation, transmission and distribution. In the last four decades of its existence NPTI has trained thousands of engineers, supervisors and technicians from most of the Electricity Boards, public and private sector utilities and personnel from developing nations.

References

Electric power in India
Government-owned companies of India
Government agencies for energy (India)
Education in Faridabad
Companies based in Haryana
Maulana Abul Kalam Azad University of Technology
Education in Delhi
Training organisations in India
Ministry of Power (India)
Universities and colleges in Nagpur
1965 establishments in East Punjab
Government agencies established in 1965
Ganter Bridge. Ganter Bridge is a multi-span reinforced-concrete road bridge that is the second longest spanning bridge in Switzerland after Poya Bridge.  It spans the Ganter River valley and is located along the Simplon Pass road about  south of Brig in the canton of Valais, Switzerland. It was designed by renowned Swiss civil engineer Christian Menn and completed in 1980. It is notable for its innovative design and its stylish geometric profile in its spectacular Alpine setting.

Design 

The bridge's form consists of an S-curve roadway, high above the Ganter River and at about  above sea level, supported by two main towers and five smaller piers. They sustain a total of eight spans with lengths of, from north to south, respectively: , , , , , , , and . The main and longest span between the two towers, P3 and P4, is straight, while most of the remaining spans lie along curves with a radius of .  The overall length is  with a main span of , and a maximum tower height of .

Its innovative design combines elements of a cable-stayed bridge and a prestressed cantilever hollow-box girder bridge, which has become to be referred to as an extradosed bridge.  The Ganter Bridge is the first of its type to use triangular concrete walls above the roadway to encase the prestressed cable-stays into sails, which protects the cables from corrosion and gives the bridge a distinctive stylish geometric appearance.  From some drivers' view, these triangular concrete walls plus the one across the top of the towers made the main span feel too much like a tunnel entrance.  Whatever its pros and cons, the innovative and unique Ganter Bridge is one of Switzerland's ground-breaking bridges. In the words of David P. Billington: “Ganter bridge ... represents one of those rare events where a new form arises”.

Construction 

Construction began in 1976. The locations of the piers were based on geological conditions as well as symmetry and uniformity of span lengths. The shaft for pier P4 was approximately 40m deep. The south valley side was susceptible to creep movement, so the feet of the south valley piers P4 to P7 were mounted on pot bearings and regularly monitored. After the piers were complete, the balanced free cantilever construction method was employed.  By autumn 1979, the entire substructure and approximately 60% of superstructure were complete.  By December 1980 the construction was completed on schedule.

Between 2006 and 2008 the Ganter Bridge was given a complete rehabilitation as the piers on the south side of the bridge had shifted 105mm southward.  Measures were taken to address further movement of the south side piers.

References 
 Billington, David P. The Tower and the Bridge. Princeton University Press, Princeton, USA, 1983. 
 Billington, David P. The Art of Structural Design: A Swiss Legacy. Princeton University Art Museum. Princeton, USA, 2003. .

Notes

External links 

 

Extradosed bridges in Switzerland
Road bridges in Switzerland
Bridges completed in 1980
Cable-stayed bridges in Switzerland
20th-century architecture in Switzerland