omniomni/omni-engineering huggingface dataset:
ABC Scorpion. The ABC Scorpion is a 30 hp (22 kW) two-cylinder aero engine designed by British engineer Granville Bradshaw for use in light aircraft. The engine was built by ABC Motors Limited and first ran in 1921.

Variants
Scorpion I
1923, 30 hp (22 kW)
Scorpion II
1924, 34 hp (25 kW), increased bore and stroke.

Applications

 ABC Robin
 Boulton Paul Phoenix
 BFW M.19
 BFW M.23
 Comper Swift
 de Havilland Humming Bird
 Farman Moustique
 Hawker Cygnet
 Heath Parasol
 Hendy Hobo
 Henderson-Glenny Gadfly
 Kay Gyroplane
 Luton Minor
 Mignet HM.14 Pou-du-Ciel
 Parmentier Wee Mite
 Peyret-Mauboussin PM X
 RWD 1
 SAI KZ I
 Saynor & Bell Canadian Cub
 Short Satellite
 Snyder Buzzard
 Udet U 7 Kolibri
 Wheeler Slymph
 Westland Woodpigeon

Survivors
The only ANEC II (G-EBJO) flies regularly at the Shuttleworth Collection at Old Warden and is powered by a Scorpion II.

Specifications (Scorpion I)

See also

References

Notes

Bibliography

 Gunston, Bill. World Encyclopedia of Aero Engines. Cambridge, England. Patrick Stephens Limited, 1989. 
 Guttery, T.E. The Shuttleworth Collection. London: Wm. Carling, 1969. 
 Lumsden, Alec. British Piston Engines and their Aircraft. Marlborough, Wiltshire: Airlife Publishing, 2003. .

Scorpion
1920s aircraft piston engines
Blackburn Triplane. The Blackburn Triplane was a single-engine pusher single-seater, designed specifically to attack Zeppelins. It flew in 1917, but was not successful.

Development
The Triplane was the third unsuccessful attempt at an anti-Zeppelin fighter that involved Blackburn. The first was Blackburn's own Twin Blackburn and the second the AD Scout, Blackburn building two of the four machines of this type to an Air Department of the Admiralty design. In 1916, the Scout's designer, Harris Booth moved to Blackburn where he created a heavily revised aircraft, the Triplane.

The layout of both Scout and Triplane was determined largely by the Admiralty requirement to carry a quick-firing, recoilless Davis gun that used 2 lb (1 kg) shells. At the time, there was no way of synchronising such a weapon with the propeller, or of mounting it elsewhere than the fuselage, so a pusher configuration was necessary, the pilot sitting in a nacelle with the gun in its nose.

In order to make the aircraft more manoeuvrable and in particular to increase its roll rate, a triplane configuration was chosen. This provided about the same total wing area as that of the biplane Scout with a lower moment of inertia about the roll axis. The Triplane had single-bay wings with heavy stagger, carrying six ailerons. The lower wing was close to the ground so two underwing skids were added below the interplane struts. The mid-line of the nacelle, with the engine at its rear, was on the centre plane, giving the pilot a slightly inferior view than from the Scout.

Four parallel tail booms ran aft, two from the mid-span of the upper wing and the others from the lower wing. These four members carried the tail. The tailplane, mounted on the upper booms and bearing a full-width elevator, had a span of 18 ft 10 in (5.74 m), no less than 78% of the wingspan. A pair of fin and rudders joined the upper and lower booms, a height of about 7 ft 6 in (2.3 m). The "reversed" undercarriage of the Scout was abandoned and the mainwheels were mounted on a single axle supported by two pairs of struts to the nacelle. Though photographs show the gunport, the gun itself was probably never fitted.

The Triplane first flew with a 110 hp (80 kW) Clerget rotary engine driving a four-blade, 8 ft (2.46 m) diameter propeller, then later with a 100 hp (75 kW) Gnome with a two-blade propeller.

Operational history
Only one was built. It was accepted by the Admiralty on 20 February 1917, but was rapidly found wanting like the Scout before it. It was struck off charge just a month later, the only Blackburn triplane and the last of their attempts to build an anti-Zeppelin fighter.

Specifications

References

External links

The Triplane Scout
(Blackburn) Triplane

Triplane
1910s British fighter aircraft
Single-engined pusher aircraft
Rotary-engined aircraft
Triplanes
Aircraft first flown in 1917
Aircraft with fixed conventional landing gear
Single-engined piston aircraft
Sablatnig N.I. The Sablatnig N.I was a bomber aircraft developed in Germany during the First World War, a development of the Sablatnig C.I adapted for night operations.

Development
The N.1 was a two-bay biplane of conventional design, with staggered wings, two open cockpits in tandem, and fixed, tailskid undercarriage. At least eight aircraft were built during the war and converted to P.I standard after the Armistice.

After the Armistice Sablatnig developed the P.I. Adding a cabin for four passengers, the P.I was one of the few aircraft approved by the ILÜK (Interallierte Luftfahrt-Überwachungs-Kommission, Inter-allied Aviation Control Commission) for production in Germany.

Variants

N.I Two-seat night-bomber / attack aircraft with limited production, (at least eight).
P.I A four-seat, plus pilot, airliner produced by direct conversion of eight N.I airframes with at least seven more aircraft built as P.Is

Operational history
Despite limited, if any, use by the Imperial German Army Air service, those N.Is that were built were converted to civilian standards as P.Is and operated chiefly by Danish Air Express and Lloyd Luftverkehr Sablatnig.

Specifications (N.I)

References

Bibliography

1910s German bomber aircraft
N.1
Biplanes
Single-engined tractor aircraft
Aircraft first flown in 1918
Sablatnig P.III. The Sablatnig P.III was an airliner produced in Germany in the early 1920s.

Development

A contemporary account identifies the P.III as Germany's first aircraft purposefully-designed as a commercial passenger plane. It was a high-wing, strut-braced monoplane of conventional design powered by a single engine in the nose (either a 200-hp Benz, or a 260-hp Maybach). Later the British 258-hp Armstrong Siddeley Puma engine was the usual power plant. The crew of two, a pilot and a navigator or mechanic, were accommodated in separate open cockpits in tandem. These were behind the enclosed six seat passenger cabin in the center of the fuselage. Passengers entered the cabin through a door directly from the ground, rather than having to climb over the side of the aircraft, or up a ladder. The P.III's cabin offered passengers the comfort of an expensive automobile. The structure was of wood throughout, with the fuselage skinned in plywood. The wings and horizontal stabiliser folded for storage or rail transport, and indeed, P.IIIs carried their own tent as a portable hangar.

Operational history
This aircraft was one of the few approved as a civilian, not military type by the ILÜK (Interallierte Luftfahrt-Überwachungs-Kommission, Inter-allied Aviation Control Commission) for production in Germany after World War I. However under the Treaty of Versailles all aircraft production was forbidden in Germany for a period of six months during the year 1920, and all existing aircraft, both military and civilian, and including aircraft built after the end of World War I, had to be either handed over to the Allied military or destroyed. As a result, Sablatnig ceased building aircraft. Apparently the existing P.IIIs were either hidden or smuggled out of Germany.

17 Sablatnig P.IIIs were registered in Germany in and after 1921. Fritz Sablatnig, the owner of the Sablatnig company, estimated total production at 30 to 40 examples, including 12 made in Estonia by Dwigatel.
The P.III entered service with a number of airlines in Germany and other countries, including Lloyd Luftverkehr Sablatnig, Deutsche Luft Hansa, Danish Air Express, Aeronaut, as well as with the Swiss Air Force.

Operators

Danish Air Express

Aeronaut

Deutsche Luft-Reederei
Deutscher Aero-Lloyd
Deutsche Luft Hansa
Lloyd Luftverkehr Sablatnig

Swiss Air Force

Specifications

See also

References

Bibliography

 Gerdessen, Frederik. "Estonian Air Power 1918 – 1945". Air Enthusiast, No. 18, April – July 1982. pp. 61–76. .

Sablatnig aircraft
Aircraft manufactured in Estonia
1920s German airliners
Aircraft first flown in 1919
Single-engined tractor aircraft
Blackburn Pellet. The Blackburn Pellet was a single-engined, single-seater biplane flying boat designed as a contender for the 1923 Schneider Trophy competition. It was destroyed while taking off for the trials of the contest.

Development
The 1923 Schneider Trophy competition was held in Great Britain and Blackburn decided to submit a contestant. A flying boat (the Supermarine Sea Lion III) had won the contest the year before, and in addition, Blackburn had the elegant hull of the unfinished N.1B fleet escort bomber in store since 1918. A small flying boat therefore seemed the right approach. Only the hull and possibly the wingtip floats of the N.1B were used in the Pellet; the rest of the aircraft was new.

The hull was a two-step design using the Linton Hope construction method. This used a system of circular formers separated by stringers and covered with a double layer of 0.125 in (3.2 mm) mahogany strips, the second at right angles to the first. This allowed the construction of smooth curved surfaces. The Pellet was a single-bay biplane without stagger and the lower wing was of slightly smaller span and chord. The lower wing was mounted on the top of the fuselage and carried wingtip floats mounted directly below the N-type interplane struts. There was another pair of these struts between the fuselage and upper wing supporting the engine, which was mounted tractorwise above the upper wing surface in a streamlined nacelle. The engine, a 450 hp (340 kW) Napier Lion was cooled with radiators fitted flush in the lower surface of the upper wing. The pilot sat in front of the propeller. At the rear of the aircraft, the braced tailplane was mounted about halfway up the single fin.

Operational history
The intention was to have the Pellet flying a month before the race, but the aircraft sank at its first launch on 23 July 1923. It next flew on 26 September 1923, a day before the race. Inevitably, this flight revealed some problems, chiefly of trim and cooling, and that night a new radiator and propeller were fitted. It set off in the morning to the trials, but on the takeoff run, baulked by a small boat, the aircraft began porpoising and was wrecked the pilot, R.W.Kenworthy escaping unhurt.

Specifications

See also

References

 

Flying boats
1920s British sport aircraft
Schneider Trophy
Pellet
Single-engined tractor aircraft
Biplanes
Aircraft first flown in 1923
Sesquiplanes
Aircraft flown once
Single-engined piston aircraft
GloMoSim. Global Mobile Information System Simulator (GloMoSim) is a network protocol simulation software that simulates wireless and wired network systems. 

GloMoSim is designed using the parallel discrete event simulation capability provided by Parsec, a parallel programming language.  GloMoSim currently supports protocols for a purely wireless network. 

It uses the Parsec compiler  to compile the simulation protocols.

Parsec
Parsec is a C-based simulation language, developed by the Parallel Computing Laboratory at UCLA, for sequential and parallel execution of discrete-event simulation models.

Development
GloMoSim is no longer under active development

References

Wireless networking
Computer network analysis
Komsomolsk-on-Amur Aircraft Plant. Komsomolsk-on-Amur Aircraft Plant (KnAAPO or KnAAZ; ); based in Komsomolsk-on-Amur in the Russian Far East, is the largest aircraft-manufacturing company in Russia.

The company is among Khabarovsk Krai's most successful enterprises, and for years has been the largest taxpayer of the territory.

In 1999 and 2001 the Russian Union of Industrialists and Entrepreneurs and the Chamber of Commerce and Industry of RF granted KnAAPO the title "best Russian enterprise".

Production
The company currently produces Su-27SM/SKM fighters, Su-33 and Su-27KUB shipborne fighters, and Be-103 amphibians, among others. In February 2015 the company decided to stop the production of Su-30MK2 multirole fighters to focus on producing the Su-35 and Su-57 stealth multirole fighter aircraft. The assembly line for all versions of the new Sukhoi Superjet 100 is located at the company's facilities. Together with Novosibirsk Aircraft Production Association (which focuses on component production), the company is expected to produce 70 Superjet airframes by 2012. KnAAPO also manufactures the Sukhoi Su-57, and started in August 2021 to produce the Sukhoi Su-75 Checkmate.

The plant uses Dzyomgi Airport as a testing and delivery airfield.

Ownership
Shareholders of KnAAPO (JSC): 
United Aircraft Corporation (25.5% of the shares) 
“Sukhoi Company“ JSC (74.5% of the shares) 
KnAAPO (JSC) owns 5.41% of the shares of Sukhoi Design Bureau (JSC)

References

External links 

The company's website 

Aircraft manufacturers of the Soviet Union
Sukhoi
Companies based in Khabarovsk Krai
1927 establishments in the Soviet Union
Michael Whelan (scientist). Michael John Whelan HonFRMS FRS FInstP (born 2 November 1931) is a British scientist.

Education and career
Whelan completed his PhD at Gonville and Caius College, Cambridge under the supervision of Peter Hirsch. He held research posts at the University of Cambridge until 1966 when he moved to the University of Oxford. As of 2011, Whelan is Emeritus Professor in the Department of Materials at the University of Oxford, England, and an Emeritus Fellow of Linacre College, Oxford.

Awards 
In 1976 he was elected as Fellow of the Royal Society and Fellow of the Institute of Physics. He and Archibald Howie won the 1988 Hughes Medal of the Royal Society "for their contributions to the theory of electron diffraction and microscopy, and its application to the study of lattice defects in crystals".  He also received the 1998 Distinguished Scientist Award in Physical Sciences from the Microscopy Society of America and the 1965 C.V. Boys Prize from the Institute of Physics. In 2001 he was elected honorary fellow of the Royal Microscopical Society.  In 2011 he won the Gjønnes Medal in Electron Crystallography.

References

Publications

Sources
 Michael J. Whelan's homepage at Oxford University
 Prof M J Whelan, FRS Authorised Biography – Debrett's People of Today

1931 births
Living people
Place of birth missing (living people)
British physicists
British materials scientists
Microscopists
Fellows of Linacre College, Oxford
Fellows of the Royal Society
Honorary Fellows of the Royal Microscopical Society
WAGR H class (diesel). The H class are a class of diesel locomotives built by English Electric, Rocklea for the Western Australian Government Railways in 1964–1965.

History
To assist with the conversion of the  Eastern Goldfields Railway from Perth to Kalgoorlie to standard gauge, five locomotives were purchased from built English Electric. After being shipped by sea from Rocklea, they were hauled on narrow gauge to Upper Swan with the first entering service in January 1965.

After the completion of the gauge conversion project they began to haul local freight and infrastructure trains. In October 1992, H4 was scrapped with the other used as shunters at Forrestfield until withdrawn in 1996. All were sold in 1997 to SCT Logistics for use as shunters at Dynon, Islington and Kewdale.

Class List

References

Bo-Bo locomotives
English Electric locomotives
Diesel locomotives of Western Australia
Railway locomotives introduced in 1965
Standard gauge locomotives of Australia
Diesel–electric locomotives of Australia
Albert von Ettingshausen. Albert von Ettingshausen (30 March 1850 – 9 June 1932) was an Austrian physicist.
He was professor of physics at Graz University of Technology, where he also taught electrical engineering.
Earlier he was an assistant to Ludwig Boltzmann at the University of Graz.

In 1886, he and his colleague Walther Nernst, then a PhD student at the University of Graz, jointly discovered the thermoelectric phenomena now known as the Ettingshausen effect and Nernst effect.

Biography 
Albert Konstantin Karl Josef von Ettingshausen was born in Vienna as first of two children to Karl von Ettingshausen and Friederike Ettingshausen, née Kaltschmied. In 1854 the family moved to Graz. Albert’s sister Anna was born on 11 February 1856. Albert’s uncle was the mathematician and physicist Andreas von Ettingshausen, his cousin the botanist Constantin von Ettingshausen

Albert von Ettingshausen studied physics and mathematics at the University of Graz. Still a student, he became an assistant professor for physics. From 1878 to 1888 he worked as associate professor at the University of Graz side by side with Ludwig Boltzmann. In 1888 he succeeded professor Jakob Pöschl, who held the chair of theoretical and experimental physics and was teacher of Nikola Tesla, at Graz University of Technology. 
Albert von Ettingshausen married Pauline Nowakowsky (2.12.1865 – 8.8.1951) on 29 July 1893. Their only son Konstantin Roland Karl Albert was born on 18 September 1894. In 1920 Ettingshausen retired.

Since 1884, Albert von Ettingshausen was member of the German National Academy of Sciences Leopoldina. Ettingshausen was a knight 3rd class of the Order of the Iron Crown (Austria) and was elected two times rector of Graz University of Technology namely in 1893/94 and 1912/13. He served as dean several periods as well. He died aged 82 in the morning of 9 June 1932 of diabetes mellitus and arteriosclerosis.

Notes

References
 
 
 

19th-century Austrian physicists
Physicists from Austria-Hungary
1850 births
1932 deaths
20th-century Austrian physicists
Kupe field. The Kupe natural gas field is located in the Tasman Sea, 30 km off the coast of the town of Manaia in Taranaki, New Zealand. The field was discovered in 1986 and is located in 35 metres of water. The production facility comprises an unmanned offshore platform, a 30 km single three phase pipeline to shore and an onshore production station.

Total recoverable reserves are 437 PJ of gas and LPG and  of oil and condensate.

Development project
Project development was led by Technip and the total project cost NZ$1.3b. The first export gas was produced in December 2009.  The project was officially opened by Prime Minister John Key on 18 March 2010.

Production facility
The facility is owned by a joint venture comprising;
 Beach Energy (South Australia) (50%),
 Genesis Energy (46%), 
 New Zealand Oil and Gas (4%).

At its peak, the gas produced from the Kupe field is expected to meet 10 to 15 per cent of New Zealand's annual gas demand and 50 per cent of New Zealand's LPG demand.

The facility is maintained and operated by Origin.

See also 
 Energy in New Zealand
 Oil and gas industry in New Zealand

References

External links 
 Origin Energy - Exploration and Production

South Taranaki District
Natural gas fields in New Zealand
Acoustic radiation force. Acoustic radiation force (ARF) is a physical phenomenon resulting from the interaction of an acoustic wave with an obstacle placed along its path. Generally, the force exerted on the obstacle is evaluated by integrating the acoustic radiation pressure (due to the presence of the sonic wave) over its time-varying surface.

The magnitude of the force exerted by an acoustic plane wave at any given location can be calculated as:

where 
 is a force per unit volume, here expressed in kg/(s2cm2);
 is the absorption coefficient in Np/cm (nepers per cm);
 is the temporal average intensity of the acoustic wave at the given location in W/cm2; and
 is the speed of sound in the medium in cm/s.

The effect of frequency on acoustic radiation force is taken into account via intensity (higher pressures are more difficult to attain at higher frequencies) and absorption (higher frequencies have a higher absorption rate). As a reference, water has an acoustic absorption of 0.002 dB/(MHz2cm).(page number?) Acoustic radiation forces on compressible particles such as bubbles are also known as Bjerknes forces, and are generated through a different mechanism, which does not require sound absorption or reflection. Acoustic radiation forces can also be controlled through sub-wavelength patterning of the surface of the object.

When a particle is exposed to an acoustic standing wave it will experience a time-averaged force known as the primary acoustic radiation force (). In a rectangular microfluidic channel with coplanar walls which acts as a resonance chamber, the incoming acoustic wave can be approximated as a resonant, standing pressure wave of the form:.where  is the wave number.

For a compressible, spherical and micrometre-sized particle (of radius ) suspended in an inviscid fluid in a rectangular micro-channel with a 1D planar standing ultrasonic wave of wavelength , the expression for the primary radiation force (at the far-field region where ）becomes then :where
  is the acoustic contrast factor 
  is relative compressibility between the particle  and the surrounding fluid : 
  is relative density between the particle  and the surrounding fluid : 
  is the acoustic energy density
 The factor  makes the radiation force period doubled and phase shifted relative to the pressure wave 
  is the speed of sound in the fluid

See also 
 Acoustic tweezers
 Radiation pressure

References 

Acoustics
ABC 8 hp. The ABC 8 hp is an 8 hp (6 kW) two-cylinder aero engine designed by the noted British engineer Granville Bradshaw for use in ultralight aircraft. The engine was derived from a specially tuned motorcycle unit and was built by ABC Motors, first running in 1923.

Applications
English Electric Wren
Handley Page H.P.22
Pegna-Bonmartini Rondine

Surviving engines
The sole surviving English Electric Wren (G-EBNV) flies occasionally at the Shuttleworth Collection at Old Warden and is powered by an ABC 8 hp engine. With barely enough power to maintain flight the aircraft is assisted into the air by a team of volunteers using bungee cord, after which the Wren lands straight ahead following a short 'hop'.

Specifications (ABC 8 hp)

See also

References

Notes

Bibliography

 Guttery, T.E. The Shuttleworth Collection of historic aeroplanes, cars, cycles, carriages and fire engines. Biggleswade, Bedfordshire: The Collection, 1969. 
 Lumsden, Alec. British Piston Engines and their Aircraft. Marlborough, Wiltshire: Airlife Publishing, 2003. .

External links

1920s aircraft piston engines
8
Michael George Zabetakis. Michael George Zabetakis (7 July 1924 – 21 January 2005) was a fire safety engineering specialist. He received his PhD in chemistry from the University of Pittsburgh in 1956.  In 1965 he published data for flammability limits, autoignition, and burning-rate data for more than 200 combustible gases and vapors in air and other oxidants, as well as of empirical rules and graphs that can be used to predict similar data for thousands of other combustibles under a variety of environmental conditions.  The work remains one of the most widely cited sources of flammability data. Despite its age it was still in 1999 considered the standard reference.  Zabetakis often uses flammability diagrams to show flammable properties of fuel-air-nitrogen mixtures. Zabetakis was the first superintendent of the National Mine Health and Safety Academy.

References

1924 births
2005 deaths
20th-century American engineers
Washington & Jefferson College alumni
University of Pittsburgh alumni