omniomni/omni-engineering huggingface dataset:
Moth trap. Moth traps are devices used for capturing moths for scientific research or domestic pest control.

Entomologists use moth traps to study moth populations, behavior, distribution, and role in ecosystems, contributing to biodiversity conservation and ecological monitoring efforts.

Homeowners, on the other hand, employ moth traps to protect their homes from moth infestations, particularly clothes moths and pantry moths, which can cause significant damage to textiles and contaminate stored food products.

Use in entomology 

Entomologists primarily use light-based moth traps, which exploit the phototactic behavior of moths, attracting them to a light source. Moths navigate by using natural light sources such as the moon and stars, and artificial light sources can confuse and draw them in. The moths are then captured in a container, allowing researchers to identify and record the species present without causing harm. Various trapping methods and designs are employed, including mercury vapor light traps, actinic light traps, and LED light traps, to cater to different research objectives, environmental conditions, and target moth species. These traps often feature modifications to minimize bycatch and ensure minimal disturbance to non-target organisms, demonstrating a responsible and ethical approach to scientific research.

All moth traps  follow the same basic design - consisting of a mercury vapour or actinic light to attract the moths and a box in which the moths can accumulate  and be examined later. The moths fly towards the light and spiral down towards the source of the light and are deflected into the box. Besides moths, several other insects will also come to light, such as scarab beetles, Ichneumonid wasps, stink bugs, stick insects, diving beetles, and water boatmen. Occasionally diurnal species such as dragonflies, yellowjacket wasps, and hover flies will also visit.
The reason insects, and especially particular families of insects (e.g. moths), are attracted to light is uncertain. The most accepted theory is that moths migrate using the moon and stars as navigational aids, and that the placement of a closer-than-the-moon light causes subtended angles of light at the insect's eye to alter so rapidly that it has to fly in a spiral to reduce the angular change. This results in the insect flying into the artificial light. Yet the reason some diurnal insects visit is entirely unknown. 

Some moths, notably Sesiidae are monitored or collected  using  pheromone traps.

Pest control 
Moth traps for household use are designed to target specific moth species that cause damage to clothing, carpets, and stored food products.

See also 
 Bug zapper
 Mosquito net

References

Paul Waring, 2001 A Guide to Moth Traps and Their Use Amateur Entomologists' Society.

External links

Moth-trapping Part I: Basic equipment
Moth-trapping Part II: Methods and techniques
Moth Recorders Handbook

Entomology equipment
Lepidopterology
Animal trapping
Environmental Sampling Equipment
Date windowing. Date windowing is a method by which dates with two-digit years are converted to and from dates with four-digit years. The year at which the century changes is called the pivot year of the date window. Date windowing was one of several techniques used to resolve the year 2000 problem in legacy computer systems.

Reasoning
For organizations and institutions with data that is only decades old, a "date windowing" solution was considered easier and more economical than the massive conversions and testing required when converting two-digit years into four-digit years.

Windowing methods
There are three primary methods used to determine the date window:
 Fixed pivot year: simplest to code, works for most business dates.
 Sliding pivot year: determined by subtracting some constant from the current year, typically used for birth dates.
 Closest date: Three different interpretations (last century, this century, and next century) are compared to the current date, and the closest date is chosen from the three.

FOCUS
Information Builders's FOCUS "Century Aware" implementation allowed the user to focus on field-specific and file-specific settings.

This flexibility gave the best of all three major mechanisms: A school could have file RecentDonors set a field named BirthDate to use
DEFCENT=19 YRTHRESH=31, covering those born 1931-2030.

Those born 2031 are not likely to be donating before 2049, by which time those born 1931 would be 118 years old, and unlikely current donors.
DEFCENT and YRTHRESH for a file containing present students and recent graduates would use different values.

Examples

Below is a typical example of COBOL code that establishes a fixed date window, used to figure the century for ordinary business dates.
IF RECEIPT-DATE-YEAR >= 60
   MOVE 19 TO RECEIPT-DATE-CENTURY
ELSE
   MOVE 20 TO RECEIPT-DATE-CENTURY
END-IF.
The above code establishes a fixed date window of 1960 through 2059. It assumes that none of the receipt dates are before 1960, and should work until January 1, 2060.

Some systems have environment variables that set the fixed pivot year for the system. Any year after the pivot year will belong to this century (the 21st century), and any year before or equal to the pivot year will belong to last century (the 20th century).

Some products, such as Microsoft Excel 95 used a window of years 1920–2019 which had the potential to encounter a windowing bug reoccurring only 20 years after the year 2000 problem had been addressed.

The IBM i operating system uses a window of 1940-2039 for date formats with a two-digit year. In the 7.5 release of the operating system, an option was added to use a window of 1970-2069 instead.

See also
 Serial number arithmetic, a form of windowing for sequential counters

References

Units of time
Adonis-class schooner. The Adonis class was a Royal Navy class of twelve 10-gun schooners built under contract in Bermuda during the Napoleonic War. The class was an attempt by the Admiralty to harness the expertise of Bermudian shipbuilders who were renowned for their fast-sailing craft. The Admiralty ordered twelve vessels on 2 April 1804.

Winfield reports, based on Admiralty records, that although all twelve were ordered as cutters, all were completed as (or converted to) schooners. An article in the Bermuda Historical Quarterly reports that eight were built as cutters (Alban, Bacchus, Barbara, Casandra, Claudia, Laura, Olympia, and Sylvia), and three as schooners (Adonis, Alphea, and Vesta). The account does not mention Zenobia, but does mention that Laura and Barbara (at least) were re-rigged as schooners. The discrepancy lies in the poor communications between the Navy Board in Britain and the builders in Bermuda, as well as in deficiencies of record-keeping. Alterations in the masting and rigging of small (unrated) combatants were not infrequent at this time.

Construction
The Navy Board ordered the vessels on 2 April 1804. Goodrich & Co acted as the main contractor to the Navy Board, and contracted out the actual building to different builders in different yards. 
In many cases the actual builder is unrecorded. All twelve vessels were apparently laid down in 1804 (but documentary evidence is lacking). Each vessel was launched and commissioned during 1806 (precise dates unrecorded).

The vessels were all constructed of Bermuda cedar. This durable, native wood, abundant in Bermuda, was strong and light, and did not need seasoning. Shipbuilders used it for framing as well as planking, which reduced vessel weight. It was also highly resistant to rot and marine borers, giving Bermudian vessels a potential lifespan of twenty years and more, even in the worm-infested waters of the Chesapeake and the Caribbean.

Operational lives
Of the twelve vessels in the class, seven were wartime losses. Five survived to be sold between 1814 and 1816.

Ships

Citations

References
 
  

 
+
Ship classes of the Royal Navy
Schooner classes
Anti-intrusion bar. An anti-intrusion bar or beam is a passive safety device, installed in most cars and other ground vehicles, which must protect passengers from side impacts.
Side impacts are particularly dangerous for two reasons: a) the location of impact is very close to the passenger, who can be immediately reached by the impacting vehicle; b) in many side-impact accidents, the impacting vehicle may be larger, taller, heavier, or structurally stiffer than the struck vehicle. The role of an anti-intrusion bar is to absorb the kinetic energy of the colliding vehicles that is partially converted into internal work of the members involved in the crash.

Designs to counteract side impact collisions were explored as early as 1969 by General Motors, and Ford was issued a patent for the technology in 1975. Volvo introduced the Side Impact Protection System for its 700, 800, and 900 series cars in the early 1990s.

Performance
The performance of a side beam is measured by several indicators. The most important are:
 the Specific Energy Absorption (SEA), which measures the amount of energy absorbed per unit mass;
 and the energy efficiency η, which is the ratio between the mean load and the peak load transmitted to the vehicle during the impact.
Furthermore:
 the amount of intrusion, for a given energy, must be as small as possible;
 the maximum depth or diameter of the bar must be reasonably small, as the vehicle door does not generally allow much space;
 the cost of the member must be reasonably small.

Typical design
The anti-intrusion beams commonly span the length of the door at about a vertical midsection of the door. As the figure shows, the typical profiles can be open or closed (tubular, usually with a round cross section).  They are conventionally made by stamping or hydroforming processes. When the cross section is closed, the tubes can be used as-received. In the scientific and technical literature, some unconventional designs have been proposed.

Typical materials
The anti-intrusion bars are generally made of high strength steels. However, some studies indicate that stainless steel 304 might be a better choice, because of its larger plastic field and a larger amount of potentially absorbed energy before fracture. In the scientific and technical literature, some unconventional material combinations have been proposed, too, e.g. based on metal foam filled tubes or composite materials.

See also 
 List of auto parts

References 

Vehicle safety technologies
Auto parts
Car doors
Matthew C. James. Matthew C. James (1857 or 18581934) was a Tyneside marine draughtsman, naval architect and manager, who wrote songs and poems in the local Geordie dialect as a side-line and as a hobby.

Working life 
He started work at Mitchell’s Shipyard at Low Walker as an apprentice marine draughtsman. He moved jobs during the years following the completion of his apprenticeship, changing not only employers but also employment, taking posts with several companies including Robert Stephenson and Company. By 1892 he was naval architect and surveyor of the Prince Line, (became part of Furness Withy & Co in 1916 and  Orient Overseas Container Line (OOCL) in 1980), responsible for the design of a large number of craft for the Shipping Line.

He remained with Prince Line until 1897 when he rose to the position of manager of the Mercantile Dry Dock at Jarrow.

Music 
Matthew C. James wrote numerous songs, many appearing in the local newspapers and periodicals, with some winning prizes. He often wrote under the semi-pseudonym of Matty C. James.

A book, Sum Tyneside Sangs was published in 1898 by  Andrew Reid & Co. Ltd, containing a selection of songs written by "Matty C. James", all in dialect and all of which had previously appeared in either the "Newcastle Weekly Chronicle" or the "North of England Almanac", some having won the coveted first prize in their song competitions.

Works 
The following are some of his works :-
 Aad Tynesidor's greeting - (An)
 Billy's bicycle
 Carliol Tower - (The)
 Chinee cheps - (Them)
 Clerk upon the Quay - (A)
 Gyetshed volunteers - (The)
 Merry Christmas - (A)
 Monday mornin'. A song for hard times
 Newcassel fishwives - (The)
 Oot iv a job
 Pit lad at the races - (The)
 Quay on Monday mornin' - (The)
 Stivvison centennery - (The)
 Wor Peg's trip te the play

See also 
Geordie dialect words<br/ >
Thomas Allan <br/ >
Allan's Illustrated Edition of Tyneside Songs and Readings

References

External links
 
 Mercantile Dry Dock at Jarrow
 Prince Shipping Line
 History of Low Walker shipyard Communigate
 Mercantile Dry Dock at Jarrow
 Allan’s Illustrated Edition of Tyneside songs and readings

British naval architects
English male poets
People from Newcastle upon Tyne (district)
Musicians from Tyne and Wear
Geordie songwriters
1850s births
1934 deaths
Engineers from Tyne and Wear
Harper Lil Breezy. The Harper Lil Breezy is an American ultralight and light-sport aircraft that was designed by Jack Harper and produced by Harper Aircraft of Jacksonville, Florida. While the company was in business the aircraft was supplied as a kit for amateur construction or as a complete ready-to-fly-aircraft.

Design and development

The Lil Breezy was inspired by the similar RLU-1 Breezy and designed to comply with the United States FAR Part 103 Ultralight Vehicles rules in its single place version and also the US light-sport aircraft rules. It features a strut-braced high-wing, a single-seat or optionally a two-seats-in-tandem open cockpit without a windshield, fixed conventional landing gear and a single engine in pusher configuration.

The early Lil Breezy-A is made from welded steel tubing with its flying surfaces covered in doped aircraft fabric. The later "B" model is of aluminium construction, with flying surfaces covered with Dacron sailcloth. Standard engines available included the  Rotax 503 two-stroke powerplant.

Variants
Lil Breezy-A
Initial model, available as a kit, with a steel tube fuselage.
Lil Breezy-B
Second model, available as a kit or later as a complete aircraft only, with aluminium construction.

Specifications (Lil Breezy-B)

See also
Blue Yonder EZ Flyer
Mathews Petit Breezy

References

External links

Harper Aircraft website archives

2000s United States ultralight aircraft
Homebuilt aircraft
Light-sport aircraft
Single-engined pusher aircraft
Aircraft with fixed conventional landing gear
Single-engined piston aircraft
Aircraft manufactured in the United States
Fluid UI. Fluid UI is a browser-based wireframing and prototyping tool developed by Fluid Software and used to design mobile touch interfaces.

History
Fluid Software is an Irish software development company founded in August 2010 by Dave Kearney and Ian Hannigan. The company began work on its first product Fluid UI in January 2011 and entered private beta on December of the same year. The beta saw over 3000 users trialling the software. Fluid UI was launched on the 4th of July 2012.

Overview
Fluid UI is an HTML5 mobile interface prototyping tool that helps the user interface designer to rapidly create prototypes  by arranging pre-built widgets into a drag-and-drop WYSIWYG editor during the requirements stage of app development. It enables iteration and collaboration between user and client. Platforms supported include Android, Android Tablet, iPhone and iPad.

Technology
Fluid UI is built with the latest web technologies HTML5, CSS3 and JavaScript. Open source libraries are also integrated into the tool - primarily jQuery. The editor UI uses a fixed Zooming User Interface (ZUI) and an Infinite canvas layout model for content display. The visual linking system is built with a combination of HTML5 canvas and CSS3.

See also 
 Rapid Application Development
 Prototyping
 Website wireframe
 Rapid prototyping
 Software Prototyping
 Mock-up
 Human–computer interaction

References

External links
Official Website
Fluid UI Editor

Rich Internet Applications
Web frameworks
Mashup (web application hybrid)
Software companies of Ireland
HB-Flugtechnik Amigo. The HB-Flugtechnik HB-208 Amigo () is an Austrian ultralight aircraft that was designed by Heino Brditschka and produced by HB-Flugtechnik of Ansfelden. The aircraft is supplied as a kit for amateur construction or as a complete ready-to-fly-aircraft.

The design was the company's first microlight and led to further work in that field.

Design and development
The aircraft was designed to comply with the Fédération Aéronautique Internationale microlight rules and amateur-built rules. It features a strut-braced high-wing, a two-seats-in-side-by-side configuration enclosed cockpit, fixed tricycle landing gear and a single engine in tractor configuration.

The fuselage is made from welded steel tubing, the wing built from wood with its flying surfaces covered in doped aircraft fabric. Its  span wing has an area of  and uses 45° Dornier wingtips. Standard engines are the  Rotax 912UL and the  Rotax 912ULS four-stroke powerplants. The ultralight version has a maximum gross weight of , whereas the amateur-built version has a maximum gross weight of .

As of February 2024, the type is no longer mentioned on the company website, indicating termination of production.

Specifications (Amigo UL)

See also
ICP Amigo, a different aircraft with the same model name

References

External links

2000s Austrian ultralight aircraft
Homebuilt aircraft
Single-engined tractor aircraft
Amigo
High-wing aircraft
Stits SA-2A Sky Baby. The Stits SA-2A Sky Baby is a homebuilt aircraft designed for the challenge of claiming the title of "The World's Smallest".

Design and development
The Sky Baby was designed by Ray Stits and built with Robert H. Starr as a follow-on to the Stits Junior midget racer. The aircraft is an enclosed single engine negative staggered cantilevered biplane with conventional landing gear. The fuselage is constructed of welded steel tubing with aircraft fabric covering. The upper wings have flaps, the lower wings have ailerons. Most aircraft use a flat firewall between the engine and pilot's feet, the Skybaby is configured with the pilot sitting with the engine close to the lap, and rudder pedals located under the oil sump toward the front of the cowling. The powerplant was sourced from an ERCO Ercoupe, modified with water injection to produce .

Operational history

The aircraft was test flown by Robert H. Starr on 26 May 1952 at Palm Springs, California. The short coupled aircraft was originally built with tricycle landing gear, which was dropped in favor of the lighter tailwheel arrangement. The aircraft required a  pilot to remain within the center of gravity and was only flown by pilots Robert H. Starr and Lester Cole that met the criteria. The landing procedure uses  entry patterns, with  on final approach, and  touchdown speeds. The aircraft performed publicity flights to promote an airshow act. It was retired in October 1952 after 25 hours of flight time.

The aircraft was eventually donated to the National Air and Space Museum for display. Ray Stits was a mechanic and Second World War fighter pilot, but claimed he was not an engineer. He went on to develop several home-built designs, including the Stits SA-3A Playboy, which would be the basis for the VanGrunsven RV-1 and thousands of Van's Aircraft.

Aircraft on display
The Sky Baby was on display at the EAA Airventure Museum in Oshkosh, Wisconsin on loan from the National Air and Space Museum. In 2014, the Sky Baby was moved to the Steven F. Udvar-Hazy Center of the National Air and Space Museum, and placed on display there.

Specifications (SA-2A)

See also

References

Homebuilt aircraft
Biplanes with negative stagger
Single-engined tractor aircraft
Aircraft first flown in 1952
1950s United States experimental aircraft
SA-2A
Aircraft with fixed conventional landing gear
Single-engined piston aircraft
Mark Hargrove. Mark Donald Hargrove (born November 25, 1956) is an American USAF pilot, commercial pilot instructor, educator, and politician from Washington. Hargrove is a former Republican member of Washington House of Representatives from 2011 to 2019.

Early life 
On November 21, 1956, Hargrove was born in San Antonio, Texas.

Education 
In 1979, Hargrove earned a Bachelor of Science degree in engineering mechanics from United States Air Force Academy.

Career 
In 1980, Hargrove became a C-141 pilot for the USAF, until 1984. In 1984, Hargrove became a math instructor for United States Air Force Academy Preparatory School, until 1987. In 1987, Hargrove became an instructor pilot for Boeing.

On November 2, 2010, Hargrove won an election and became a Republican member of the Washington House of Representatives for District 47, Position 1. Hargrove defeated Geoff Simpson with 56.33% of the votes. Hargrove began his term on January 10, 2011. On November 6, 2012, as an incumbent, Hargrove won the election and continued serving Washington House of Representatives for District 47, Position 1. Hargrove defeated Bud Sizemore with 50.15% of the votes. On November 4, 2014, as an incumbent, Hargrove won the election and continued serving Washington House of Representatives for District 47, Position 1. Hargrove defeated Chris Barringer with 55.67% of the votes. On November 8, 2016, as an incumbent, Hargrove won the election and continued serving Washington House of Representatives for District 47, Position 1. Hargrove defeated Brooke Valentine with 57.08% of the votes.

Awards 
 2012 Cornerstone Award. Presented by the Association of Washington Business (AWB).
 2014 Guardians of Small Business award. Presented by NFIB.
 2019 The Tony LeVier Flight Test Safety Award. Presented by the Society of Experimental Test Pilots (SETP).

Personal life 
Hargrove's wife is Sandy Hargrove. They have two children. Hargrove and his family live in Covington, Washington.

References

External links 
 Mark Hargrove at ballotpedia.org
 Mark Hargrove at ourcampaigns.com

1956 births
Living people
Aviators from Washington (state)
Boeing people
Republican Party members of the Washington House of Representatives
21st-century members of the Washington State Legislature
Military personnel from Washington (state)
People from Covington, Washington
United States Air Force Academy alumni