omniomni/omni-engineering huggingface dataset:
Alan Chorlton. Alan Ernest Leofric Chorlton (24 February 1874 – 6 October 1946) was a British mechanical engineer and Conservative Party politician, and was involved in the development of the internal combustion engine.

Chorlton was born in Audenshaw, Lancashire. He was educated privately and at the mechanical engineering department of Manchester Technical School. He served an apprenticeship at Mather and Platt's ironworks in Salford, while studying part-time at Victoria University, Manchester.

At the age of 24 he became a consulting engineer to Hubbard Textile Printing Works, St Petersburg, Russia. He returned to England and the Salford Iron Works where he rose to become general works manager and was largely responsible for redesigning the Mather-Reynolds pump manufactured at the plant.

In 1913 he moved to Ruston and Hornsby at Lincoln. During the First World War he was appointed Deputy Controller of Aero Engines at the Ministry of Munitions. In 1917 he was awarded a Telford Premium medal by the Institution of Civil Engineers, and was made a Commander of the Order of the British Empire for his wartime services. He was also awarded the Cross of an Officer of the Order of the Crown of Italy.

From 1918 to 1928 he worked for William Beardmore and Company designing high speed diesel engines. These engines had various applications ranging from use in railcars to the R101 airship.

In 1929 he was nominated as Conservative candidate for the parliamentary constituency of Manchester Platting. Although unsuccessful on this occasion, two years later he was elected as Platting's Member of Parliament (MP), unseating the sitting Labour member, John Clynes. He was elected President of the Institute of Mechanical Engineers in 1933.

At the 1935 election, Chorlton was elected MP for Bury. In 1939 he announced he would not be standing for parliament again. He remained Bury's member of parliament until he stood down at the next election in 1945, which was delayed due to the Second World War.

A E L Chorlton retired from politics in 1945, and died in the following year, aged seventy-two.

References

External links

Conservative Party (UK) MPs for English constituencies
1874 births
1946 deaths
UK MPs 1931–1935
UK MPs 1935–1945
People from Audenshaw
Recipients of the Order of the Crown (Italy)
Saab 9-X Air. The Saab 9-X Air is a concept car created by Saab Automobile. It was first shown at the 2008 Paris Motor Show. It is a convertible version of the Saab 9-X Biohybrid, with a canvas roof referred to as the "Canopy Top" by Saab. The car is a plug-in hybrid combining an E100 turbocharged engine giving  combined with two electric motors.

References 

All-wheel-drive vehicles
9-X Air
Plug-in hybrid vehicles
DR Class 65.10. The DR Class 65.10 was a class of 2-8-4 passenger train tank engine operated by the East German Deutsche Reichsbahn (DR) for heavy suburban and commuter services.

History 
 
Like the DB Class 65 built for the Deutsche Bundesbahn in West Germany, the DR Class 65.10 was intended by the  Deutsche Reichsbahn (DR) in East Germany for commuter traffic on suburban railways. The DR procured a total of 88 examples of this class, and 7 more went to the Leuna chemical works.

The Class 65.10 was developed after the Second World War as a powerful tank locomotive that would replace engines of classes 74, 75, 78, 86, 93 and 94.

Numbers 1001 and 1002 were built at VEB Lokomotivbau Elektrotechnische Werke (LEW), formerly Borsig Lokomotiv Werke (AEG), Hennigsdorf, and the production models at VEB Lokomotivbau Karl Marx, (LKM, formerly Orenstein & Koppel) Babelsberg.

Design 
The vehicles had a welded locomotive frame, a welded boiler and mixer-preheater and large tanks in order to carry additional fuel (primarily brown coal briquettes). On the Class 65.10 the two axles of the rear bogie were housed in an outer frame unlike those of their DB Class 65 counterparts.

Number 65 1004 was the only German tank engine to be equipped with a Wendler coal dust firing system which, after modifications to the design, ran perfectly well. This modification was however reversed again in 1962. From 1967 the locos were fitted with Giesl chimneys.

Use 

The 65.10s were stationed all over East Germany, except in the DR's northern locomotive depots (Bahnbetriebswerke or Bw), and in the 1960s were preferred as the motive power for commuter traffic with double-decker trains as well as on push-pull services. For the latter, engines 65 1009; 1015; 1017; 1025; 1026; 1034; 1058; 1063 and 1081 were fitted with push-pull equipment. The picture changed with the widespread appearance of the DR Class 118 diesels. The 65.10 was also used for goods train duties.

Preserved locomotives
Of the total of 95 examples produced, just three engines remain:
 65 1008 is in the former Bw Pasewalk in the care of a regional railway society.
 65 1049 is in Arnstadt (at present homed at Bw Chemnitz-Hilbersdorf).
 65 1057 is owned by the Berliner Eisenbahnfreunde (BEF).

See also 
 List of East German Deutsche Reichsbahn locomotives and railbuses
 Neubaulok
 DB Class 65

References

65.10
2-8-4T locomotives
65.10
Railway locomotives introduced in 1954
Passenger locomotives
Standard gauge locomotives of Germany
1′D2′ h2t locomotives
LEW locomotives
LKM locomotives
DR Class 83.10. The DR Class 83.10 was a newly designed (Neubaulok) steam locomotive built for the Deutsche Reichsbahn in East Germany after the Second World War and was introduced into service in 1955 and 1956.

The 83.10 was intended for duties on branch lines where a top speed of 60 km/h and a driving wheel diameter of 1,250 mm was sufficient. The carrying wheels and first coupled wheels worked together in a Krauss-Helmholtz bogie. The design of the Class 83.10 was based on the DR Class 65.10. The engines were fitted with superheated steam regulators, mixer-preheaters, distributed sandboxes and plate frames. They could haul a train load of up to 1,000 tonnes at 60 km/h on the level.

After the delivery of the first locomotive in 1955 the engine was fully tested at the VES-M Halle trials depot. The various tests showed numerous shortcomings, that could not all be resolved on the production models. Several problems were able to be rectified in the course of subsequent modifications. The locomotive was never really convincing and, in the light of the looming changeover to diesel operations, only 27 examples were eventually built. It remains therefore relatively unknown. One area of operations was the Arnstadt–Saalfeld line.

In 1972 the last two machines, numbers 83 1025 and 83 1027 were retired. No examples of this class have been preserved.

See also 
 List of East German Deutsche Reichsbahn locomotives and railbuses
 Neubaulok

References

External links 
 Model of an 83.10 at the  Dresden Transport Museum
 Book about the BR 83.10

83.10
2-8-4T locomotives
83.10
Railway locomotives introduced in 1955
Standard gauge locomotives of Germany
1′D2′ h2t locomotives
Freight locomotives
LKM locomotives
DR Class 25.10. The steam locomotives of DR Class 25.10 were passenger train locomotives built for the Deutsche Reichsbahn (DR) in East Germany after World War II.

History 
The Class 25.10 was developed by the DR in 1954. It was built primarily with heavy passenger trains in mind, but was also intended to handle goods traffic. The first of the two trials locomotives to be manufactured was equipped with a mechanical stoker for lump coal. It was given the operating number 25 001. The second example had coal dust firing and was allocated number 25 1001. Only the coal dust fired vehicle was convincing enough, which resulted in the conversion of the first engine to coal dust firing as well in 1958 and its renumbering to 25 1002. The engines did not go into full production however, because the DR Class 23.10 had been designed and built. The makers were the VEB Lokomotivbau "Karl Marx" in Potsdam-Babelsberg.

The two engines were mainly stationed at Arnstadt, where they hauled passenger trains to Weimar, Saalfeld, Erfurt and Meiningen. For a short time, from 1960 to 1962, the engines were homed at Senftenberg depot. However the numerous cracks in the plate frame often required repair and the locomotives were frequently out of service. The 25.10s were retired as early as 1964 and scrapped at Nordhausen in 1968.

Number 25 1001 was equipped with a coal dust tender of Class 2′2′ T 27.5 Kst. Number 25 001 had a 2′2′ T 30 tender, which was replaced in 1958 by the 2′2′ T 28 Kst coal dust tender of 44 054, when it was converted to coal dust firing. The locomotive was renumbered to 25 1002.

See also 
 List of East German Deutsche Reichsbahn locomotives and railbuses
 Neubaulok

References

25.10
2-8-0 locomotives
25.10
Railway locomotives introduced in 1954
Passenger locomotives
Standard gauge locomotives of Germany
1′D h2 locomotives
LKM locomotives
IonSense. IonSense, Inc. is a Massachusetts-based company that is developing technology for the analysis of materials by direct analysis in real time or DART mass spectrometry.  DART MS provides rapid qualitative and quantitative sample analysis of bioanalytical, medicinal, forensic, and chemical synthesis products by ambient mass spectrometry.

IonSense provides the DART Ion Sources which are interfaced to mass spectrometry systems manufactured by JEOL, Thermo Fisher Scientific, Bruker, Applied Biosystems, Agilent, and Waters.

IonSense was acquired by Bruker in April 2022.

Notes

References 
C&ENews2004
 MassHighTech2006
IonSense, Inc.

Research support companies
Companies based in Massachusetts
Laboratory equipment
Practical engineer. A practical engineer (Technical Engineer | P.Engineer)() is a professional degree awarded by technological colleges in Israel and validated by the National Institute for Technological Training of the Ministry of Industry, Trade & Labor. It is a unique qualification that combines theoretical study with practical training. Similar education was adopted in Portugal in 1988 until 2005, technological college named Escolas Tecnológicas. It normally takes either 2 or 3 academic years to obtain a Practical Engineer's (P.Eng) degree, depending on the taught discipline.

Professional regulation 
While most of the decision-making process is performed by professional engineers and most of the practical work is done by technicians, practical engineers are taught to be able to do both things.

In Israel, practical engineers are an integral part of the hi-tech industry and form an important work-force.

Practical Engineers are licensed to lead and hold responsible for engineering projects according to their license (laws vary by country). For example, in Israel, construction practical engineers are permitted to design constructions of up to 11.5 meters high. For larger scale projects a higher engineering degree with specialization in construction is required.

Education, training and skills 
Practical engineers receive formal education that meets with criteria published by the National Institute for Technological Training.
In sum around 2200 frontal academic hours are taught over a period of two to three years.

From an academic point of view, the main things differentiating engineers from practical engineers are the level and magnitude of foundation subjects, such as mathematics and physics.

Practical Engineers are taught foundations but only to the extent required by their profession, hence making their study shorter and more focused.

As part of the certification process, practical engineers are also required to undertake national certification tests, and to complete and defend a final project in their field of study or to participate in an internship program.

Equivalent qualifications 
There are some international qualifications equivalent to the Practical Engineer's degree. In Spain, the title of Ingeniero Técnico (Spanish for Technical Engineer) bears many similarities to its Israeli equivalent. Also, although not exactly the same, Practical Engineers are often thought of as Engineering technicians, Associate Engineers or Jr. Engineers in some English speaking countries. The French Brevet de Technicien Supérieur is similar.

Although not an academic degree in its traditional sense, practical engineers are normally awarded some academic credit when pursuing further study at a Bachelor's degree.

References

External links 
National School for Practical Engineers at the Technion - Israel Institute of Technology
 Definition of Practical Engineer at ORT College's website.
 School of Practical Engineering, Hadassah College Jerusalem.

Education in Israel
Engineering education
Latécoère 21. 

The Latécoère 21 was a French flying boat built in 1925 for use by Lignes Aériennes Latécoère as an airliner on routes between France and North Africa. It was the first of the Latécoère flying boats, and the first aircraft to deliver mail between Marseilles and Algiers. It was a conventional design for the era, with a monoplane wing mounted parasol-fashion. Warren truss-style struts braced the wing to stub wings that acted as sponsons for stability while on the water. The twin engines were placed in tandem push-pull configuration on the wing. Up to seven passengers could be seated in an enclosed cabin, and two pilots sat side by side in separate open cockpits.

Variants
 Latécoère 21 - initial version with Gnome et Rhône 9A Jupiter engines (1 built)
 Latécoère 21bis - main production version with revised hull and empennage (5 built)
 Latécoère 21ter - version with Farman 12We engines (1 built)

Specifications (21 bis)

References

 
 aviafrance.com
 Уголок неба

1920s French airliners
Flying boats
2
Twin-engined push-pull aircraft
Parasol-wing aircraft
Aircraft first flown in 1926
Latécoère 290. 

The Latécoère 290 was a torpedo bomber floatplane produced in France during the 1930s. Designed by Latécoère in response to an Aéronavale specification for such an aircraft, the 290 was based on its successful Laté 28.3 mail plane. It was a conventional high-wing, strut-braced monoplane that carried a single torpedo externally under the fuselage.

It was tested first with undercarriage installed and then on its intended floats; following which a batch of 20 was ordered by the navy, followed by an order for 10 more. These entered service in 1934, equipping two torpedo squadrons. All were relegated to training duties in early 1939, but four were returned to active service for coastal anti-submarine duties at the outbreak of the Second World War.

Variants
 Latécoère 290 - main production version with Hispano-Suiza 12Nbr engine (2 prototypes, plus 30 production machines)
 Latécoère 293 - version with Gnome-Rhône 14Kers engine (1 built)
 Latécoère 294 - version with Gnome-Rhône 14Kdrs and revised forward fuselage and fin (1 built)
 Latécoère 296 - similar to 294 but with Hispano-Suiza 12Ydrs engine (1 built)

Operators
 
 Aéronavale
 Escadrille 1S2 (Cherbourg, 1939)
 Escadrille 1T1 (Cherbourg, 1935)
 Escadrille 4T1 (Berre, 1934)

Specifications

See also

References

 
 
 aviafrance.com
 Уголок неба

1930s French bomber aircraft
Floatplanes
2
High-wing aircraft
Single-engined tractor aircraft
Aircraft first flown in 1931
Xi'an MA600. The Xi'an MA600 (MA for "Modern Ark", ) is an improved version of the Xi'an MA60 manufactured by the Xi'an Aircraft Industry Corporation under the Aviation Industry Corporation of China (AVIC).

Development
Xi'an Aircraft Industry Corporation rolled out its first MA600 turboprop on 29 June 2008. MA600 made its maiden flight on 10 October 2008. The aircraft is equipped with new avionics, improved passenger cabin and engines with increased thrust when compared to MA60.

Powered by Pratt & Whitney Canada PW127J turboprop engines, it has a 60-passenger capacity.

As of October 2018, over 300 have been ordered.

Xi'an Aircraft Industry Co., manufacturer of the MA600, noted that the successful test flight is "an important milestone" in Chinese domestic aircraft production. MD Meng Xiangkai revealed that the aircraft is expected to obtain its airworthiness certificate and enter service in the second half of 2009, with the first delivery to the Civil Aviation Flight University of China in Sichuan Province. Batch delivery will start in 2010.

The aircraft will be equipped with the Becker-Communications "DVCS6100 Digital Intercom System, Cabin Intercommunication and Passenger Address". The cockpit is equipped with the Rockwell Collins Pro Line 21 avionics suite.

Various operators in Asia and Africa have ordered 310 (March 2018).

Variants

MA600
Passenger airliner variant

MA600F
Freighter variant with cargo door on starboard side. Cargo hold can accommodate five LD3’s or five 88″x54″ pallets.

MA700 
The MA700 is the development of MA600, which is a stretched version of MA60 with up to 86 seats. the Maiden flight is scheduled for November 2019, and expected deliveries to buyers are scheduled to begin in 2021. The MA700 will adopt advanced technologies such as fly-by-wire control and modular avionics and will replace its predecessors including the MA60 and its variants. MA700 is designed to have an increase of fuel efficiency of 20% and the reduction of operating cost of 10% in comparison to MA600, despite being larger than MA600.

Operators

Government operators
 Civil Aviation Flight University of China – 1 delivered and 1 on order

Civil operators
 China Air Cargo Co. Ltd - MA600F

Military operators
 Lao People's Liberation Army Air Force - 2
 Malawi Air Force - received 2 planes in service as of March 2023.

Specifications (MA600)

See also

Notes

References

External links

 MA60 Aircraft – Official Site
 "Maiden Flight of China-Made MA600 Turboprop Aircraft". Test flight video.

2000s Chinese airliners
MA600
Aircraft first flown in 2008
Twin-turboprop tractor aircraft
Aircraft with retractable tricycle landing gear
High-wing aircraft
Highly oriented pyrolytic graphite. Highly oriented pyrolytic graphite (HOPG) is a highly pure and ordered form of synthetic graphite. It is characterised by a low mosaic spread angle, meaning that the individual graphite crystallites are well aligned with each other. The best HOPG samples have mosaic spreads of less than 1 degree.

Note that the term "highly ordered pyrolytic graphite" is sometimes used for this material, but IUPAC favors "highly oriented".

Synthesis 
The method used to produce HOPG is based on the process used to make pyrolytic graphite, but with additional tensile stress in the basal-plane direction. This produces improved alignment of the graphite crystallites and an interplanar spacing close to that observed in natural graphite. The "stress recrystallization" of graphite was first described by L. C. F. Blackman and Alfred Ubbelohde in 1962. 

The diameters of the individual crystallites in HOPG are typically in the range 1–10 μm.

Application 
HOPG is used in x-ray optics as a monochromator and in scanning probe microscopy as a substrate and for magnification calibration.

References 

Allotropes of carbon
Hydrocarbon fuel. Hydrocarbon fuel is fuel that consists mostly of hydrocarbons. It may refer to:
 Fossil fuel, derived from coal, oil, or natural gas
 Biofuel, derived from plant or animal matter
 Synthetic fuel, derived from synthesis gas
 Electrofuel, derived from carbon dioxide
 Peat, naturally occurring carbon-rich build up of vegetation

Fuels
Hydrocarbons
Olav Torpp. Olav A. B. Torpp (1907–1993) was a Norwegian traffic engineer and civil servant.

He graduated as siv.ing. from the Norwegian Institute of Technology in 1931, and then spent his entire career in the Norwegian Public Roads Administration. He was county director of roads in Hordaland from 1951, and in 1961 he was hired as head of the road department in the Norwegian Directorate of Public Roads. He applied for the position of director of the Directorate of Public Roads in 1962, and was seen as a strong candidate, but Karl Olsen was appointed. Instead, Torpp worked as assisting director and head of the technical department. He retired in 1977.

References

1907 births
1993 deaths
Norwegian civil servants
20th-century Norwegian engineers
Norwegian Institute of Technology alumni
Directorate of Public Roads people
Functional testing (manufacturing). In manufacturing, functional testing (FCT) is performed during the last phase of the production line. This is often referred to as a final quality control test, which is done to ensure that specifications are carried out by FCTs.

The process of FCTs is entailed by the emulation or simulation of the environment in which a product is expected to operate. This is done so to check, and correct any issues with functionality. The environment involved with FCTs consists of any device that communicates with an DUT, the power supply of said DUT, and any loads needed to make the DUT function correctly.

Functional tests are performed in an automatic fashion by production line operators using test software. In order for this to be completed, the software will communicate with any external programmable instruments such as I/O boards, digital multimeters, and communication ports. In conjunction with the test fixture, the software that interfaces with the DUT is what makes it possible for a FCT to be performed.

Typical vendors 

Agilent Technologies
Keysight
Circuit Check
National Instruments
Teradyne
Flex (company)
6TL engineering

See also 

 Acceptance testing

References 

Electronic engineering
Hardware testing
Electronic test equipment
Waterloo Institute for Nanotechnology. The Waterloo Institute for Nanotechnology (WIN) is located at the University of Waterloo and is co-located with the Institute for Quantum Computing in the Mike and Ophelia Lazaridis Quantum-Nano Centre (QNC). WIN is currently headed by Dr. Sushanta Mitra.

The Waterloo Institute for Nanotechnology comprises 96 faculty from nine different departments in the faculties of Science, Engineering, Mathematics, and Environment.

Major research facilities
The Quantum-Nano centre is the site of a community laboratory for nano-metrology and nano-fabrication. Construction began on 9 June 2008 and is expected to be completed 21 September 2012. The 160 million dollar,  facility will be the home to a   laboratory.

Funding
Capital funding for construction of the QNC was made possible by major gifts and awards from multiple sources including a 101 million dollar donation from Ophelia and Mike Lazaridis (co-CEO of Research in Motion and Chancellor of the University of Waterloo). Government funding includes 17.9 million dollars from the Canada Foundation for Innovation (CFI) which has been matched by the province of Ontario. In addition, an anonymous donor has provided an endowment of 29 million dollars for 3 endowed chairs and 42 Graduate Nanofellowships.

Laboratories

Giga to Nano Electronics Laboratory 
G2N is a fabrication laboratory that integrates a range of thin-film manufacturing, assembly, testing, and characterization equipment to create electronic systems in the very large (a few billion pixels) and very small (a few nanometres) size range.

WATLab
WATlab is a nano-materials metrology research facility, equipped with surface and nano-materials research tools for exploring areas of nanotechnology and nano-scale sciences.

Advanced Micro-Nano Lab
The Advanced Micro-Nano Lab will address the following device technologies.
 Micro/Nanoelectromechanical Systems (MEMS/NEMS): micro-optics, electromechanical wireless components, and biomedical & microfluidics devices.
 Carbon Nanotube devices, eventually targeting biomedical applications.

References

External links
 Waterloo Institute for Nanotechnology

Research institutes in Canada
Quantum information science
Nanotechnology institutions