omniomni/omni-engineering huggingface dataset:
Bell Model 65. The Bell Model 65 Air Test Vehicle (ATV) is an experimental tiltjet VTOL aircraft built by Bell using parts from a number of general aviation aircraft.

Design and development
Bell used the fuselage of a Schweizer 1-23 glider with the wing of a Cessna 170 and the landing gear of a Bell 47 helicopter.

Two  thrust Fairchild J44 turbojet engines - as used on drones, missiles and for JATO - were mounted one on each side of the aircraft under the wing. These could be tilted from horizontal to vertical. A Turbomeca Palouste turbocompressor powered small thrusters at the tail and wingtips to provide a reaction control system during hover.

The aircraft made its first hover on 16 November 1954. This was performed with the aircraft raised on a platform to avoid the reingestion of its exhaust gases. Wheeled landing gear - from a Cessna - was added to the aircraft, which went on to make horizontal flights in 1955. It proved able to make partial conversions at altitude, however it lacked sufficient engine thrust to complete the transition.

The Model 65 programme was ended in 1955 to allow development of the Bell X-14, however the tiltjet experience gained was used to develop the U S Air Force Bell XF-109 V/STOL fighter concept.

The Model 65 is currently in storage at the Smithsonian National Air and Space Museum Paul E. Garber Preservation, Restoration, and Storage Facility in Suitland, Maryland.

See also
List of VTOL aircraft

References

1950s United States experimental aircraft
065
Tiltjet aircraft
Twinjets
Parasol-wing aircraft
Aircraft first flown in 1954
Aircraft with skid landing gear
Spectrum Technologies. Spectrum Technologies Ltd is a British company, based in Bridgend, Wales, which designs and manufactures specialised industrial laser systems.

History
The company was established in 1989 as a wholly owned subsidiary of British Aerospace (now BAE Systems) as a spin-off from BAE's corporate research and development centre in Bristol to undertake the commercialisation of laser technology derived from BAE's R&D programmes which did not fit with the business of its main operating divisions.

Products
The company's first product introduction was the CAPRIS line of laser wire marking and processing systems, based on the ultraviolet laser wire marking process originally developed at BAE's laboratories in 1987, which was extended into a family of products, developed principally for the international aerospace market, for use in the manufacture and maintenance of complex aircraft electrical wiring systems. The company is the primary supplier of this technology on a global basis and has almost every major international aerospace manufacturer on its customer list.

In the early 1990s, the company developed several other products, including a system used to manufacture the aluminium microwave grid array for the communications antennae for the Orion communications satellite and R&D systems for medical applications.

Ownership
In March 1994, Spectrum Technologies was the subject of a management buy-out, which placed 80% of the company's equity with the management while BAE retained a 20% stake; BAE also took a royalty on Spectrum sales for a period of 10 years ending December 2004. In 1998, the company converted to Public Limited Company status, and in August 1998 its shares were introduced to the PLUS Markets in London.

Awards
In 1995, the company was a recipient of the Queen's Award for Export, and in 2000 won three export awards, including the company's second Queen's Award for Enterprise for International Trade, and in 2006 won a third Queen's Award for Enterprise for International Trade.

Overseas markets
In 1998, the company established Spectrum Interconnect Inc in the US, as a wholly owned subsidiary to provide sales and service of its CAPRIS laser wire marking products in the North American market. In 2001, the company acquired RtMc Inc of Phoenix, Arizona, a manufacturer of a range of complementary infrared laser wire stripping products, and Vektronics Inc of Vista, California, a competitor in the aerospace market. In 2003, these were merged into a single new operating company, Spectrum Technologies USA Inc., with offices in Phoenix and Dallas Fort Worth, Texas.

In 2007, Spectrum opened its Hong Kong based sales and service office to support the Asia Pacific market.

New Marketing
Republic of South Africa, Egypt, Nigeria, EACU.

References

External links
Company website

Companies established in 1989
Bridgend
Engineering companies of the United Kingdom
Pandon Dene Power Station. Pandon Dene Power Station was an early coal-fired power station situated on the Pandon Dene, to the east of Newcastle upon Tyne.

History
At the outset of their operations in 1889, the Newcastle-upon-Tyne Electric Supply Company (NESCo) were confined to operating within the eastern half of Newcastle. Their initial objective was to supply electricity for "4,500 ten candle-power lamps, of which 3,000 could be alight at one time." NESCo's first major step toward achieving this goal was the erection of their first power station, at Pandon Dene in the city's east end. The station was opened in 1890. Charles Merz worked at the station in 1892, prior to becoming a founder of his own electrical engineering consultancy Merz & McLellan.

Design and specification
Upon opening, the station generated electricity using two 75 kilowatts (kW) Mordey alternators, each driven by a conventional Robey steam engine, meaning the alternators operated at a slow speed. This gave the station an initial generating capacity of 150 kW. The Mordey generators could not operate in parallel and so each time load was transferred from one machine to another, supply would be interrupted and customers would notice a distinct flicker in the lights.

The station burned 2,700 tonnes of coal per year, all of which was delivered by horse and cart. The electricity generated was supplied almost entirely for lighting purposes, and was generated at a pressure of 2,000 Volts, and distributed using house-to-house transformers which reduced the pressure to 100 Volts. Later in the station's history, further generators were installed, the largest of which had a capacity of 500 kW.

Closure
The station closed in 1902, following the opening of Neptune Bank Power Station in Wallsend, and was subsequently converted into a sub-station with motor-generators. The sub-station used four 800 kW rotary converters. It was one of five sub-stations which provided electricity for the North Eastern Railway's Riverside Branch.

References

Power stations in North East England
Buildings and structures in Newcastle upon Tyne
X-ray welding. X-ray welding is an experimental welding process that uses a high powered X-ray source to provide thermal energy required to weld materials.

The phrase "X-ray welding" also has an older, unrelated usage in quality control. In this context, an X-ray welder is a tradesman who consistently welds at such a high proficiency that he rarely introduces defects into the weld pool, and is able to recognize and correct defects in the weld pool, during the welding process. It is assumed (or trusted) by the Quality Control Department of a fabrication or manufacturing shop that the welding work performed by an X-ray welder would pass an X-ray inspection. For example, defects like porosity, concavities, cracks, cold laps, slag and tungsten inclusions, lack of fusion & penetration, etc., are rarely seen in a radiographic X-ray inspection of a weldment performed by an X-ray welder.
 

With the growing use of synchrotron radiation in the welding process, the older usage of the phrase "X-Ray welding" might cause confusion; but the two terms are unlikely to be used in the same work environment because synchrotron radiation (X-Ray) welding is a remotely automated and mechanized process.

Introduction 

Many advances in welding technology have resulted from the introduction of new sources of the thermal energy required for localized melting. These advances include the introduction of modern techniques such as gas tungsten arc,  gas-metal arc, submerged-arc, electron beam,
and laser beam welding processes. However, whilst these processes were able to improve stability, reproducibility, and accuracy of welding, they share a common limitation - the energy does not fully penetrate the material to be welded, resulting in the formation of a melt pool on the surface of the material. 

To achieve welds which penetrate the full depth of the material, it is necessary to either specially design and prepare the geometry of the joint or cause vaporization of the material to such a degree that a "keyhole" is formed, allowing the heat to penetrate the joint. This is not a significant disadvantage in many types of material, as good joint strengths can be achieved, however for certain material classes such as ceramics or metal ceramic composites, such processing can significantly limit joint strength. They have great potential for use in the aerospace industry, provided a joining process that maintains the strength of the material can be found.

Until recently, sources of x-rays of sufficient intensity to cause enough volumetric heating for welding were not available. However, with the advent of third-generation synchrotron radiation sources, it is possible to achieve the power required for localized melting and even vaporization in a number of materials. 

X-ray beams have been shown to have potential as welding sources for classes of materials which cannot be welded conventionally.

References

Welding
Turning movement counters. Turning movement counters (TMC's) are devices used to manually quantify the movement of vehicles through an intersection. 

TMC's are square shaped boxes that have buttons for each direction of traffic flow. For example, east bound traffic entering an intersection has a button for those vehicles that turn, left, right or continue straight. Furthermore, an additional button is used for each direction to add the number of pedestrian and bicyclist movement. Typically automated traffic counters assess traffic flows, however, due to the differing angles of vehicles entering an intersection the present technology available is not able to quantify the traffic without major error. Traditional automated traffic counters have rubber tubes which are laid out across the road generally in a straight portion in order to have the wheels on the same axle hit at about the same time. When turning in an intersection the tires hit individually and the amount of error in the counter is increased.  This means that TMC's are the only present option for quantifying traffic flows. They are used manually by an individual pressing the correlating button for every vehicle that enters and moves through the intersection.  

TMC's are generally used to determine whether the intersection needs a traffic light. Equations are used to decide whether the volume of the traffic determines that a light is needed. This equation is based on the road classification, entering speed and pedestrian/bicyclist movement through the intersection. A total of eight hours of turning movement is generally mandated for this type of assessment.

References

Murthy, Narasimha & Henry R. Mohle. "Transportation Engineering Basics", ASCE Press

Road traffic management
International Institute of Information Technology, Bhubaneswar. International Institute of Information Technology, Bhubaneswar (IIIT-BH) is a state university located in Bhubaneswar, Odisha, India. It was established in 2006 under the IIIT Act of 2004 by the Government of Odisha.

The institute offers undergraduate and postgraduate programs in the fields of Information Technology, Electrical and Electronics, Electronics and Communication, Computer Engineering, and Computer Science. MTech and PhD programs are also available in Computer Science and Electronics and Communication. The institute is a unitary technical university recognised by the University Grants Commission (India).

The campus is located in Gothapatna, Bhubaneswar, and is spread over 23 acres of land. It houses classrooms, laboratories, a library, separate hostels for boys and girls, faculty living quarters, sports facilities, and an auditorium.

History
IIIT Bhubaneswar was initiated by the Government of Odisha and registered as a society in 2006, with the goal of providing quality technical education in the field of Information Technology. The institute started operating in September 2007 with the first batch of undergraduate students.On 9th Oct 2009 Chief minister Naveen Patnaik officially inaugurated the newly constructed campus of Institute.

The institute owes its origins to the private initiative of the Government of Odisha, which recognized the need for a technical university that could provide quality education in the field of Information Technology. In 2005, the then President of India, Dr. APJ Abdul Kalam, laid the foundation stone for the institute.

The institute is also recognized as a University Grants Commission (India) (UGC) recognised Unitary Technical University.

Academics

Academic programmes 
The institute offers undergraduate and postgraduate programmes. Undergraduate programs award BTech in information technology and areas of Electrical and Electronics, Electronics and Communication, information Technology and computer science. MTech and PhD programmes are available in computer science and electronics and communication. The institute is a University Grants Commission (India) recognised Unitary Technical University.

References

Engineering colleges in Odisha
Science and technology in Bhubaneswar
Educational institutions established in 2006
Universities and colleges in Bhubaneswar
Colleges affiliated with Biju Patnaik University of Technology
2006 establishments in Orissa
PWS-51. The PWS-51 was a Polish sports plane of 1930, a single-engine low-wing monoplane, constructed by the Podlaska Wytwórnia Samolotów (PWS), that remained a prototype.

Design and development
The plane was designed in 1929 by Stanisław Cywiński in Podlaska Wytwórnia Samolotów, on factory's initiative, specially to participate in the Challenge 1930 international touring aircraft contest (along with PWS-50, PWS-52 and PWS-8). The plane was built with a financial help of LOPP organization and it was first flown in spring of 1930 by Franciszek Rutkowski in Biała Podlaska. It's noteworthy, that it was only 10 kg heavier, and its maximum speed was 15 km/h higher, than estimated.

Operational history
The prototype, with markings SP-ADC and contest number O7, took part in the Challenge 1930 international contest in July 1930, flown by Józef Lewoniewski. He completed most of a rally over Europe, but had to withdraw after a forced landing near Vienna on July 28, due to an oil pipe damage.

Later the plane took part in some competitions in Poland, without much success, among others it took the 10th place in the 3rd Polish Light Aircraft Contest in 1930. In 1931 during repair, a radial engine Genet was replaced with a radial engine Walter Vega NZ (from PWS-8 aircraft) with a Townend ring. It was used then by an Aviation Club of the PWS factory. In June 1933 the plane was damaged. During repair it was fitted with a straight engine Cirrus III (from broken up PWS-50 aircraft).

It crashed during the 4th Winter Air Contest of Lublin and Podlasie in 2–4 February 1934, flown by A. Uszacki, and was broken up.

Description
Single-engine mixed construction braced low-wing monoplane. Fuselage rectangular in cross-section, built on a steel frame, covered with canvas and aluminum in engine part. Rectangular two-section wings with rounded tips, two-spar, covered with plywood in forward part and canvas in a rear part, supported with upper struts. Crew of two, sitting in tandem in open cockpits with windshields, fitted with dual controls. A luggage compartment behind a cockpit. Conventional fixed landing gear, with a rear skid.

5-cylinder air-cooled radial engine Armstrong Siddeley Genet in front, 80 hp nominal power and 88 hp take-off power (later replaced with Walter Vega NZ 5-cylinder radial engine, 85 HP nominal power, and Cirrus III 4-cylinder straight engine, 85 HP nominal and 94 take-off power). Two-blade wooden propeller  of a fixed pitch. Fuel tank 100 L before a cockpit. Fuel consumption - 22 L/hour.

Specifications

References

Further reading

External links

Photos and drawings at Ugolok Neba

PWS-51
PWS-51
Single-engined tractor aircraft
Low-wing aircraft
Aircraft first flown in 1930
Product flow diagram. The product flow diagram (PFD) is a representation of the order by which a sequence of products is created according to product-based planning principles. It is related to the product breakdown structure (PBS).

The product flow diagram is a prescribed activity of the PRINCE2 project management methodology which mandates the use of product-based planning.

Features 
Some important features of the product flow diagram (PFD) include:

 The PFD is a planning aid, not an outcome of planning (like a PERT chart which looks similar), this is a common cause of confusion among the project managers
 The PFD should contain all the products of the product breakdown structure (equivalent to a work breakdown structure)
 The PFD should be kept as simple and high-level as possible for it to make sense (if additional detail is required, creating a supplementary, detailed product flow diagram can be useful)
 All products should be 'linked into' the product flow diagram, even if it's only to the start and the finish products
 Tt is vital not to get too 'hung up' on nuances such as the nature of each logical linkage in setting up a product flow diagram

The product flow diagram is typically created iteratively with product descriptions and the product breakdown structure because as a project manager works through the logic they will identify missing products and additional information about products.

See also 
 Product breakdown structure
 Work breakdown structure

References

External links 
 Product Flow Diagram in PRINCE2 wiki

Project management techniques
PRINCE2
Computing Community Consortium. The Computing Community Consortium (CCC) is a programmatic committee of the Computing Research Association. Its stated mission is "...to catalyze the computing research community and enable the pursuit of innovative, high-impact research".

The CCC conducts activities that strengthen the research community, articulate compelling research visions, and align those visions with pressing national and global challenges. The CCC communicates the importance of those visions to policymakers, government and industry stakeholders, the public, and the research community itself.

History
In March 2006, the National Science Foundation (NSF) issued a solicitation indicating its desire to establish a Computing Community Consortium. In October of that year, CRA responded to the solicitation, submitting a proposal that was backed by explicit letters of support from 132 Ph.D.-granting academic programs, 16 leading corporations, 7 major national laboratories and research centers, and five professional societies in the field. Pursuant to positive external peer review, the CCC was established in late 2006 through a cooperative agreement between NSF and CRA.

An interim CCC Council was appointed by the proposal team in December 2006. Following an open recruitment process, Ed Lazowska (University of Washington) was selected as Chair of the CCC Council in March 2007. The membership of the inaugural CCC Council was selected through a transparent process and announced in June 2007. The first public activity of the CCC was a set of five plenary talks at the Federated Computing Research Conference (FCRC 2007) that month.

Early on, CCC Council member Susan Graham assumed the role of Vice Chair. Andrew Bernat, CRA's Executive Director, served the CCC in the role of staff Director until Erwin Gianchandani was recruited as full-time staff Director in April 2010. Ann Drobnis took over as Director in March 2013.

Current Structure
Today, the CCC Council has 20 members on 3-year staggered terms, representing the diverse nature of the computing research field. Dan Lopresti serves as chair and Nadya Bliss serves as vice-chair.

The CCC operates as a programmatic committee of CRA under CRA's bylaws: its membership only slightly overlaps the CRA's board of directors; it has significant autonomy, and it has a great deal of synergistic mutual benefit with CRA. The CCC Council meets three times every calendar year, including at least one meeting in Washington, D.C., and has biweekly conference calls between these meetings. Also, the CCC leadership has biweekly conference calls with the leadership of NSF's Directorate for Computer and Information Science and Engineering (CISE).

The CCC is broadly inclusive, and any computing researcher who wishes to become involved is encouraged to do so. For example, each winter, the CCC issues a call for nominations for Council members effective the following July.

References

Research organizations in the United States
Computer science organizations
ZF Ecomat. The ZF Ecomat automotive transmission was specifically designed by ZF Friedrichshafen AG primarily for city-buses and motorcoaches.  It has several generations – all of the automatic transmission type, and many variants.  The latest variants use a lock-up torque converter along with a retarder.  Some variants are listed below.

Gear ratios Ecomat I (1980–1985)

Gear ratios Ecomat I/II/IV (1985–2016)

1st generation — Ecomat (1980–2002)
All generations of the Ecomat series are no longer in production.
4HP500 / 5HP500 / 6HP500 — four-, five- or six-speed; maximum input torque of 1100 Nm
4HP590 / 5HP590 / 6HP590 — four-, five- or six-speed; maximum input torque of 1250 Nm
4HP600 / 5HP600 / 6HP600 — four-, five- or six-speed; maximum input torque of 1400 Nm

2nd generation — Ecomat 2 (1997–2007)
All generations of the Ecomat series are no longer in production.
4HP502/C / 5HP502/C / 6HP502/C — four-, five- or six-speed; maximum input torque of 
4HP592/C / 5HP592/C / 6HP592/C — four-, five- or six-speed; maximum input torque of 
4HP602/C / 5HP602/C / 6HP602/C — four-, five- or six-speed; maximum input torque of

3rd generation — Ecomat 4 (2006–2016)
All generations of the Ecomat series are no longer in production.
5HP504/C – five speed for lighter buses up to 13 ton; maximum input torque of 
5HP504/C / 6HP504/C — five- or six-speed; maximum input torque of 
5HP594/C / 6HP594/C — five- or six-speed; maximum input torque of 
5HP604/C / 6HP604/C — five- or six-speed; maximum input torque of

Use in rail vehicles
In addition to its use in road vehicles, the Ecomat transmission is also employed in the Class 172 lightweight diesel multiple unit (DMU) trains in service with various operators in Great Britain, in major refurbishments of ČD Class 842 in the Czech Republic, CAF built C4K in Northern Ireland and the ABB Scandia built IC3 (DSB Class MF) DMUs in Denmark.

See also
List of ZF transmissions

References

 
 

Ecomat