omniomni/omni-engineering huggingface dataset:
Integrated Electronic Litigation System. The Integrated Electronic Litigation System (iELS) or eLitigation (eLit) is an initiative by the Singapore Judiciary to replace the existing Electronic Filing System (EFS) which has been in use since 2000. EFS was conceived and developed in the mid- to late-1990s, and iELS represents the second phase in implementing technology to enhance the litigation process in Singapore.

Introduction
 Launched in January 2013 in Supreme Court of Singapore; a culmination of nearly 5 years of public sector and private sector partnership.
 Two other launches expected before the end of 2013 to bring the Subordinate Courts and Family Court into the eLitigation family.
 Paradigm shift from a document-centric electronic filing system to a case-centric electronic litigation system.
 Two sides of the same coin: Front-End case management for law firms which is a near mirror image of the Back-End case management for the Courts.
 Transparent to the public but the new Back-End in the Courts consolidated disparate systems for a more holistic case management and oversight throughout its lifecycle.
 The simplification of Courts processes coupled with use of electronic forms and enabling of online collaboration between law firms and clients through the online case file is another key evolution in the electronic litigation framework.
 Use of open standards with functionality delivered through commonly used browsers like Microsoft Internet Explorer, Mozilla Firefox, and even Google Chrome to law firms, service bureaus, and others who need to do court filings.

See also
 Electronic court filing
 Electronic Filing System
 Integrated Criminal Case Filing And Management System - ICMS

References

External links
 The Electronic Filing System website
 Supreme Court website

Courts in Singapore
Legal procedure of Singapore
Legal software
Legal documents
E-government
Semilinear response. Semi-linear response theory (SLRT) is an extension of linear response theory (LRT) for mesoscopic circumstances: LRT applies if the driven transitions are much weaker/slower than the environmental relaxation/dephasing effect, while SLRT assumes the opposite conditions. SLRT uses a resistor network analogy (see illustration) in order to calculate the rate of energy absorption: The driving induces transitions between energy levels, and connected sequences of transitions are essential in order to have a non-vanishing result, as in the theory of percolation.

Applications
The original motivation for introducing SLRT was the study of mesosopic conductance

.
The term SLRT has been coined in

where it has been applied to the calculation of energy absorption by metallic grains.
Later the theory has been applied for analysing the rate of heating of atoms in vibrating traps
.

Definition of semilinear response
Consider a system that is driven by a source  that has
a power spectrum . The latter is defined
as the Fourier transform of .
In linear response theory (LRT) the driving source induces a steady state
which is only slightly different from the equilibrium state.
In such circumstances the response () is a linear functional of the power spectrum:

 

In the traditional LRT context  represents the rate of heating,
and  can be defined as the absorption coefficient.
Whenever such relation applies

 

 

If the driving is very strong the response becomes non-linear, meaning that both properties [A] and [B] do not hold.  But there is a class of systems whose response becomes semi-linear, i.e. the first property [A] still holds, but not [B].

Resistor network modeling
SLRT applies whenever the driving is strong enough such that relaxation to the steady state is slow compared with the driven dynamics. Yet one assumes that the system can be modeled as a resistor network, mathematically expressed as .
The notation  stands for the usual electrical engineering calculation of a two terminal conductance of a given resistor network.  For example, parallel connections imply , while serial connections imply  . Resistor network calculation is manifestly semi-linear because it satisfies , but in general .

Fermi golden rule picture
In the quantum mechanical calculation of energy absorption, the  represent Fermi-golden-rule transition rates between energy levels. If only neighboring levels are coupled, serial addition implies

 

which is manifestly semi-linear. Results for sparse networks, that are encountered in the analysis of weakly chaotic driven systems,
are more interesting and can be obtained using a generalized variable range hopping (VRH) scheme.

References 

Quantum mechanics
Statistical mechanics
Non-equilibrium thermodynamics
Zeppelin-Staaken R.VII. The Zeppelin-Staaken R.VII was six-engined large bomber - a Riesenflugzeug - of Imperial Germany, intended to be less vulnerable than the airships in use at the time.

Development
The R.VII, an incremental improvement on the almost identical Zeppelin-Staaken R.IV, had two engine pods, each with tandem pusher engines, large enough for some inflight maintenance by flight mechanics housed in cockpits forward of the nacelle engines, driving the large pusher propellers through clutches, gearboxes, and shafts. A further two engines were mounted in the nose of the fuselage, driving a single tractor propeller in a similar fashion.

Operational history
First flown early in 1917, the sole R.VII (R.14/15) was accepted by the Deutsche Luftstreitkräfte (Imperial German Air Service) on 3 July 1917 and assigned to Rfa 501 on 29 July 1917. Used in operations on the Western Front, the R.VII had a short operational life, crashing due to a clutch failure and the incorrect actions of a flight mechanic, with the loss of six crew members.

Operators

Specifications (Zeppelin-Staaken R.VII)

Notes

References

A. K. Rohrbach, "Das 1000-PS Verkehrsflugzeug der Zeppelin-Werke, Staaken," Zeitschrift für Flugtechnik und Motorluftschiffahrt, vol. 12, no. 1 (15 January 1921)
E. Offermann, W. G. Noack, and A. R. Weyl, "Riesenflugzeuge", in: Handbuch der Flugzeugkunde (Richard Carl Schmidt & Co., 1927)

Zeppelin-Staaken
1910s German bomber aircraft
Pusher aircraft
Aircraft first flown in 1917
SNCAO CAO.600. The SNCAO CAO.600 was a French prototype twin-engined torpedo-bomber of the Second World War. It was intended to operate from two new aircraft carriers of the French Navy, but only a single example had been completed and flown when the surrender of France in June 1940 ended development of the aircraft.

Design and development

In 1937 the French Service Technique de l'Aeronautique (or Air Ministry) launched its A47 specification to replace the Aéronavale's elderly Levasseur PL.7 torpedo-bombers and Levasseur PL.101 reconnaissance aircraft, both obsolete biplanes, aboard the French Navy's two planned new aircraft carriers, the Joffre and Painlevé. The requirement demanded that the new aircraft, which was to act as a torpedo-bomber, level bomber and reconnaissance aircraft, had to have a maximum speed of over 300 km/h (186 mph), with an endurance of 3.5 hours as a torpedo-bomber and 6 hours on reconnaissance missions. Unusually for a carrier-based aircraft, particularly for 1937, the specification demanded that the new aircraft be twin-engined, carrying a crew of two as a torpedo bomber and three as a level bomber or reconnaissance aircraft.

An order for two prototypes was placed with the Société Nationale des Constructions Aéronautiques de l'Ouest (SNCAO) on 15 June 1939, with a similar order for two of the competing design from SNCAM, the Dewoitine D.750 following on 26 July. The SNCAO design, the SNCAO CAO.600 was an all-metal monoplane with an inverted gull wing and a retractable tailwheel undercarriage. The pilot and bombardier/navigator sat in separate cockpits with individual stepped windscreens, with the navigator in the extreme nose and the pilot above the leading edge of the wing. The radio-operator/gunner sat further aft, with his cockpit behind the wing. Power was provided by two Gnome-Rhône 14M radial engines.

Operational history

The first prototype made its maiden flight on 21 March 1940, being flown from Villacoublay to Istres on 31 March. It had completed 35 flying hours by 25 June when the test programme was stopped by the French surrender to Germany. The second prototype, which differed in having the folding wings required for carrier operations, was abandoned incomplete, while the first prototype was dismantled and stored until it was finally scrapped following the German occupation of Southern France in November 1942.

Specifications

See also

Notes

References

Green, William. War Planes of the Second World War:Volume Seven Bombers and Reconnaissance Aircraft. London:Macdonald, 1967. 
Green, William. War Planes of the Second World War:Volume Eight Bombers and Reconnaissance Aircraft. London:Macdonald, 1967.

External links
Aviafrance - S.N.C.A.O. CAO-600

1940s French bomber aircraft
1940s French military reconnaissance aircraft
600
Inverted gull-wing aircraft
Low-wing aircraft
Aircraft first flown in 1940
Twin piston-engined tractor aircraft
Milholland Legal Eagle. The Milholland Legal Eagle is an American high wing, strut-braced, single engine, tractor configuration, conventional landing gear-equipped ultralight aircraft that is available as plans from Better Half VW of Brookshire, Texas, and is intended for amateur construction.

The Legal Eagle is so named because it is capable of being built in compliance with the United States FAR 103 Ultralight Vehicles regulations, even when equipped with a four-stroke engine.

Design and development
The Legal Eagle features an open cockpit and is powered by a  Half VW engine. As of 2023, the Legal Eagle and Legal Eagle XL can alternatively be powered by a  Briggs and Stratton Vanguard  engine.

The design features a fuselage of welded 4130 steel tubing, mated to an all-wood wing made from spruce (and derived from the Mini-MAX). The struts and tail surfaces are made from 6061 T6 aluminium tubing. The flying surfaces are covered with doped aircraft fabric. The rear fuselage is normally left as an open truss structure to save weight and to ensure that the aircraft does not exceed the FAR 103 maximum speed of 55 knots (102 km/h; 63 mph). Like the fuselage, the taildragger landing gear is sprung steel. Additional plans were released that would allow Legal Eagle and Legal Eagle XL planes to be modified to allow wing-folding within 30 minutes.

The aircraft has been developed into several variants of the basic design including the XL version for larger pilots and a two-seat ultralight trainer and light-sport aircraft.

Variants

Legal Eagle
Basic model with a  empty weight, powered by a  Half VW engine or  Briggs and Stratton Vanguard engine. 
Legal Eagle XL
Model for larger pilots with a wider and taller seat, greater wing area and longer tail.  empty weight
Double Eagle
Model with two seats in side-by-side configuration with a  empty weight and a  gross weight. Designed as an ultralight trainer and Light Sport Aircraft. Powered by a  Volkswagen air-cooled engine giving a  cruise speed.

Specifications (Legal Eagle)

See also

References

External links

Legal Eagle official website
Double Eagle official website

1990s United States ultralight aircraft
Light-sport aircraft
Single-engined tractor aircraft
High-wing aircraft
Aircraft with fixed conventional landing gear
Aircraft first flown in 1998
Nick Newton. Milton "Nick" Newton (November 6, 1933, in Tarboro, North Carolina, United States – March 31, 2018, in Palm Springs, California) was the inventor of the Newton Starting Blocks.  Newton blocks are considered by many to be the best in the world, used at many major track meets like the Mt. SAC Relays.

Starting blocks are the device sprinters use to hold their feet at the start of a race so they do not slip as they push out at the sound of the gun.

Using his experience as a tool and die maker for Waste King, Newton invented a cast aluminum block design as an improvement for his daughter Pam, who was excelling in girls' track.  Newton's solid, but lightweight versions greatly improved on the flimsy or rusty old devices that had been standard equipment for decades.  Obtaining his first patent in 1978  Newton has subsequently patented two additional innovations to offer sprinters more possible settings to prepare for their start.

He became heavily involved as a mentor for the L.A. Mercurettes Track Club, an elite track club of the 1970s and 80's.  In 1976, he joined Olympian John Carlos in an athletic delegation arranged by Henry Kissinger to the then segregated South Africa which was a step to the desegregation of athletics in that country.

Athletic accomplishments 

Newton had no experience in track and field as a child.  In small town North Carolina, there was nothing like that.  He was an unathletic, two pack a day smoker until his daughter got involved with track.  He turned into a proficient Masters sprinter and high jumper, Newton was an early practitioner of the sport after turning 40 in the 1970s.  He set many records even after surviving a battle with testicular cancer.  He once held the World Record for the M45 400 metres and the M60 division High Jump.  In 2004, he was elected into the Masters division of the National Track and Field Hall of Fame.

References 

1933 births
2018 deaths
20th-century American inventors
American masters athletes
American male sprinters
American male high jumpers
Track and field athletes from California
Track and field people from California
20th-century American sportsmen
List of ancient Greek and Roman monoliths. This is a list of ancient monoliths found in all types of Greek and Roman buildings.

It contains monoliths
quarried, but not moved 
quarried and moved
quarried, moved and lifted clear off the ground into their position (architraves etc.)
quarried, moved and erected in an upright position (columns etc.)

Transporting was done by land or water (or a combination of both), in the later case often by special-built ships such as obelisk carriers. For lifting operations, ancient cranes were employed since ca. 515 BC, such as in the construction of Trajan's Column.

It should be stressed that all numbers are estimations since only in the rarest cases have monoliths been actually weighed. Rather, weight is calculated by multiplying volume by density. The main source, J. J. Coulton, assumes 2.75 t/m3 for marble and 2.25 t/m3 for other stone. For an explanation of the large margin of error, which often leads to widely differing numbers, see these introductory remarks.

Greek monoliths 

Below a selection of Greek monoliths sorted by their date.

Roman monoliths 
Below a selection of Roman monoliths sorted by their date; the list also includes work on Greek temples which was continued into the Roman era.

Gallery

Greek monoliths

Roman monoliths

See also 
 Record-holding monoliths in antiquity
 List of largest monoliths in the world
 List of obelisks in Rome

Notes

References

Sources

Further reading

External links 
 Traianus – Technical investigation of Roman public works

List of ancient monoliths
 List of ancient monoliths
List of ancient monoliths
List of ancient monoliths
List of ancient monoliths
Monoliths
Monoliths
Ancient monoliths
Ford Valve Plant. The Ford Valve Plant is a factory building located at 235 East Main Street in Northville, Michigan. The plant was built as part of Henry Ford's vision of decentralizing manufacturing and integrating it into rural communities. It was listed on the National Register of Historic Places in 1995.

"Village Industries"

Northville's Valve Plant was the first of Henry Ford's "Village Industries" factories.  The Village industries were designed to bring the economic advantages of industrial jobs to rural communities through the establishment of decentralized, non-disruptive manufacturing plants.  In particular, Ford intended the Village Industries to stabilize the income of farmers who would otherwise have little winter income, and he gave his workers leaves of absence to work their farms.

Over the span of the 1920s and 1930s, Ford established over thirty more Village Industries factories, making everything from copper welding rods to lamp assemblies to wheels.  The plants tended to be small, employing around 100 workers. As in Northville, all of the factories were built on a riverbank (many at the former site of gristmills), and utilized hydroelectric power.

History
Henry Ford purchased the property this building sits on in 1919.   The lot contained an old gristmill which was reconfigured into a valve manufacturing facility by moving machinery in from the Fordson and Highland Park plants. Between 1919 and 1936, the plant manufactured over 180 million valves, at a cost of less than half what it would be in the larger Highland Park plant.

In 1936, Ford replaced the mill with an Albert Kahn-designed factory building.  The building reflects the then-current industrial architecture, as well as hints of Art Deco in the brickwork and entryway styling but still incorporated a water wheel.

The Village Industries program was discontinued in 1947, but the factory continued to produce valves.   The building was enlarged in 1956, and in 1969 over 150,000 valves were produced every day.  The plant continued operations until 1978, the longest lived of any former Village Industries factory, and was later sold.  The building has been renovated into office space for use by design firms, such as HKS, Inc., an architecture firm, and Spider9, an environmental technology developer.

References

Further reading

Buildings and structures in Wayne County, Michigan
Art Deco architecture in Michigan
Ford village industries
Industrial buildings and structures on the National Register of Historic Places in Michigan
National Register of Historic Places in Wayne County, Michigan
Motor vehicle manufacturing plants on the National Register of Historic Places
Transportation buildings and structures on the National Register of Historic Places in Michigan
Zeppelin-Staaken R.V. The Zeppelin-Staaken R.V  was one of a series of large bombers called Riesenflugzeugen, intended to be less vulnerable than the rigid airships in use at the time.

Development
In 1916, Zeppelin moved development of large bombers to Staaken, Germany. The R.V was co-developed alongside the R.VI and R.VII. The R.V had two engine pods, each with two engines paired in tandem, driving single propellers through clutches, gearboxes and shafts. An additional tractor engine was also fitted in the nose of the fuselage. The pods were large enough for some inflight maintenance. The Model R.IV was selected for production, rather than the R.V, because the geared and clutched engines posed a higher developmental risk. Each R-series aircraft required a ground-crew of 50.

Operational history
The sole R.V (R.V 13/15) was accepted into service with Rfa 501 (Riesenflugzeug Abteilung 501) on 23 December 1917, after a protracted development period, due to teething troubles with the engine transmission systems. After an initial operational mission on 25 January 1918, fifteen further operational missions were flown in eight months of service, before an emergency landing in fog ended its career on 18 October 1918.

Operators
 
 Rfa 501

Specifications (Zeppelin-Staaken R.V)

Notes

References

External links

Zeppelin-Staaken
1910s German bomber aircraft
Five-engined push-pull aircraft
Biplanes
Aircraft first flown in 1917
Jayme Luiz Szwarcfiter. Jayme Luiz Szwarcfiter (born July 5, 1942, in Rio de Janeiro) is a computer scientist in Brazil.

Biography
Szwarcfiter graduated in 1967 in electronic engineering from the Federal University of Rio de Janeiro (UFRJ). He received his MA in 1971 from COPPE. In 1975 he obtained his PhD in computer science from the University of Newcastle Upon Tyne, England, under supervision of Leslie Blackett Wilson. He is currently a professor emeritus at UFRJ. The Journal of the Brazilian Computer Society dedicated a special edition in 2001 to Szwarcfiter's major publications. Among others, he has written joint articles with Donald E. Knuth and Christos Papadimitriou.

Awards
He received the Award of Scientific Merit from the Brazilian Computer Society in 2005. In April 2006 he won the Almirante Álvaro Alberto prize in computer science, one of the most important academic recognitions in Brazil. Szwarcfiter is also one of the recipients of the Ordem Nacional do Mérito Científico (National Order of Scientific Merit).
In 2011, Prof. Szwarcfiter was elected a Member of the Brazilian Academy of Sciences.

Books

References

Brazilian computer scientists
Brazilian Jews
Living people
Graph theorists
People from Rio de Janeiro (city)
1942 births
Federal University of Rio de Janeiro alumni
Jan-Eric Sundgren. Jan-Eric Sundgren (born 1951), is a Swedish engineer who served as senior vice president at Volvo Group from 2006 until 2013. Prior to that, he was a professor of physics at Linköping University, and served as rector at Chalmers University of Technology from 1998 until 2006.

Education 
Sundgren received his M.S. in electrical engineering and applied physics in 1974 from Linköping Institute of Technology. He briefly studied business economics Karlstad University before joining Ericsson in 1975. Sundgren returned to Linköping University in 1977, receiving his doctorate in physics in 1982, with his doctoral advisor being material scientist Stig Hagström.

Career 
Between 1985 and 1986, Sundgren did postdoctoral work at the University of Illinois at Urbana-Champaign, United States, before subsequently returning to Linköping University to become a professor of physics in 1990. He was also Vice Praeses of the Royal Swedish Academy of Engineering Sciences.

From 1998 to 2005, Sundgren served as rector of Chalmers University of Technology.

Awards 
 Member of the Royal Swedish Academy of Engineering Sciences, 1997.
 John A. Thornton Memorial Award & Lecture, American Vacuum Society, 1995.

References 

1951 births
Living people
Swedish engineers
Academic staff of Linköping University
Academic staff of the Chalmers University of Technology
Linköping University alumni
Members of the Royal Swedish Academy of Engineering Sciences
Swedish businesspeople
Smyth Sidewinder. The Smyth Model S Sidewinder is an all-metal, two-seat side-by-side, low-wing homebuilt aircraft, designed and developed in the United States.

Design and development
In 1958 Jerry Smyth began the design of a monoplane sport aircraft, intended to be easy to build and fly as well as stressed to +9g for aerobatics. Construction of the prototype began in January 1967, taking two years to complete. Smyth's first component-built was a hand-carved wooden control stick grip which he said "he built the plane around". Plans and kits for homebuilding were made available.

Constructed of welded steel tubing with aluminum skinning, the Sidewinder has all-aluminum wings and is stressed to ±9g ultimate loading to allow aerobatics. Engines can be fitted with power ratings from  (some say 65-125 hp), weighing up to , enclosed in a fibreglass cowling. A sliding canopy covers the cockpit, the landing gear uses some landing gear components from the Wittman Tailwind and conventional controls are fitted but with an all-flying tailplane for pitch control. An unusual under-fuselage spoiler is used for approach control.,  The original design shared the same windscreen as a Thorp T-18.

The prototype attended the 1969  Experimental Aircraft Association convention at Rockford, Illinois, winning the Outstanding Design Award.

Currently the rights to the Smyth Sidewinder are held by EU-Wish, which continues to market the design. 290 sets of plans had been sold by 1972, with at least 46 examples registered and flying.

Specifications

See also

References

External links

Smythe Sindwinder on Pilot Friend

1960s United States sport aircraft
Homebuilt aircraft
Low-wing aircraft
Single-engined tractor aircraft
Aircraft first flown in 1969