omniomni/omni-engineering huggingface dataset:
Hangar One (Los Angeles, California). Hangar One, commonly referred to as Hangar No. 1, is an airplane hangar located on the grounds of Los Angeles International Airport (LAX) in Los Angeles, California.  It was listed on the National Register of Historic Places in 1992.

Hangar No. 1 was built in 1929 and was the first structure built on what was then known as Mines Field.  At the time, the airport consisted of a dirt landing strip in the middle of bean and barley fields.  The building was constructed by the city for $35,000, and leased to the Curtiss Wright Flying Service.  The airport opened in 1930 as the Los Angeles Municipal Airport, and was purchased by the city in 1937 and renamed the Los Angeles Airport.  During this period the hangar was used by Charles Lindbergh and the German LZ 127 Graf Zeppelin was tied down near its doors during its stop in Los Angeles.  In 1933 and 1936, tens of thousands of spectators lined up near Hangar No. 1 to watch the National Air Races. Commercial passenger air service did not begin at the airport until December 5, 1946.

The building was declared a Los Angeles Historic-Cultural Monument No. 44 by the city's Historical Heritage Board on November 16, 1966.  However, the building fell out of use in the 1970s and sat vacant.  It was marked for demolition in the early 1980s to make way for airport expansion, however a group with interests in architecture and aviation stepped in and persuaded airport officials to save the building.

In 1990, a $2 million renovation brought it up to modern earthquake codes and restored its 1930s appearance.  As a condition of renovation, the developer, Texas-based AVIA Development Group, earned permission to develop two new cargo buildings nearby. AVIA also made the application to the National Register of Historic Places, partly in order to gain $400,000 in tax credits.

It currently serves as a cargo building for the Aviation Facilities Company.

The two-story brick and concrete building was one of five designed in the Spanish Colonial Revival style, and is the only remaining structure.  The hangar is noted for its architecture, especially its elaborate towers, tile roofs and arches.  The designers' intent was likely to promote the new airport.  The building is , currently divided into  of cargo handling space and  of office space.  The bay is  in width by  in length and is  in height.  It has two apron-side doors with a  door width and height.

References 

Aircraft hangars in the United States
Transport infrastructure completed in 1929
Los Angeles International Airport
Los Angeles Historic-Cultural Monuments
Industrial buildings and structures on the National Register of Historic Places in Los Angeles
Spanish Colonial Revival architecture in California
Aircraft hangars on the National Register of Historic Places
1929 establishments in California
Francis G. Neubeck. Francis Gregory "Greg" Neubeck (born April 11, 1932) is a retired Colonel in the United States Air Force and a former USAF astronaut. Although he trained for the USAF Manned Orbital Laboratory (MOL), the program was cancelled before any of the MOL crews reached space.

Neubeck was born April 11, 1932, in Washington, D.C., and graduated with a Bachelor of Science degree in 1955 from the United States Naval Academy. Although a USNA graduate, he chose to begin his career in the United States Air Force. In 1972, he earned a Master of Business Administration degree from Auburn University in Alabama.

At the start of his USAF career, Neubeck worked on the development of weapons systems and as a flight instructor. He was one of the 32 finalists for NASA Astronaut Group 2 in 1962, but ultimately was not selected. He graduated from the U.S. Air Force Test Pilot School in Class 60C, Aerospace Research Pilot School (ARPS) Class III, and MOL. In 1965, he was selected as one of the first astronauts to the Air Force's classified Manned Orbital Laboratory. The goal of the MOL program, canceled in 1969 before sending any astronauts into space, was to man a space station with military astronauts using a modified Gemini spacecraft. The history of the MOL program was presented in the public television series NOVA episode called "Astrospies" which aired February 12, 2008.

After the MOL program cancellation, Neubeck continued his USAF career including a combat tour in south-east Asia. He also served as vice commander at the Tactical Air Warfare Center at Eglin Air Force Base in Florida before retiring from the Air Force in 1986. Neubeck worked in the aerospace industry, became an author, and ran for public office. In 1986, he became the Republican nominee for the U.S. House of Representatives from Florida's first congressional district but was not elected. As of 2007, Neubeck resides in Florida.

References

External links

 
 

1932 births
Living people
American astronauts
American test pilots
Auburn University alumni
United States Air Force officers
United States Naval Academy alumni
U.S. Air Force Test Pilot School alumni
USNS Benjamin Isherwood. USNS Benjamin Isherwood (T-AO-191) was a  fleet replenishment oiler of the United States Navy. She was never completed.

Construction
Benjamin Isherwood, the fifth Henry J. Kaiser-class ship, was laid down by the Pennsylvania Shipbuilding Company in Philadelphia, Pennsylvania, on 12 July 1986. Her construction encountered numerous problems. Although she was launched on 15 August 1988, her construction contract with Pennsylvania Shipbuilding was cancelled on 31 August 1989. Along with her unfinished sister ship , the incomplete Benjamin Isherwood was towed to the Philadelphia Naval Shipyard in Philadelphia on 27 October 1989 for lay-up.

A new contract to complete Benjamin Isherwood was awarded on 16 November 1989 to the Tampa Shipbuilding Company of Tampa, Florida.  She was towed from Philadelphia to Tampa. While under tow on Christmas Eve off of Corolla, North Carolina she encountered a storm and broke loose from the tow, running aground about 5 miles south of Corolla. There was no significant damage and was towed off the beach a few days later at high tide and continued the trip to Tampa. She was christened there on 7 December 1991. However, construction problems continued, and that contract also was cancelled, on 15 August 1993, when the ship was 95.3 percent complete. Cost overruns had run into the millions of U.S. dollars.

Reserve
The Navy decided that completion of Benjamin Isherwood as an oiler was no longer necessary, and considered converting her into an ammunition ship, but the conversion was found to be cost-prohibitive. Instead, the nearly complete Benjamin Isherwood was turned over to the Maritime Administration and towed up the James River in Virginia, where she was placed in the National Defense Reserve Fleet as part of the United States Navy's James River Reserve Fleet at Lee Hall, Virginia. She was struck from the Navy List on 29 December 1997, and her title was transferred to the Maritime Administration on 1 February 1999. She and Henry Eckford were the only units of the 18-ship Henry J. Kaiser class not completed.

Scrapping
On 12 July 2011, the Benjamin Isherwood departed for Brownsville, Texas, to be recycled by International Shipbreaking Limited.

References

External links

Henry J. Kaiser-class oilers
Ships built in Philadelphia
Ships built in Tampa, Florida
Cancelled ships of the United States Navy
1988 ships
James River Reserve Fleet
283rd Engineer Detachment (Terrain Analysis). The 283d Engineer Detachment (Terrain Analysis) was a combat engineer detachment assigned to the 20th Engineer Brigade of the United States Army stationed at Fort Bragg, North Carolina. Although the members of the unit wore blue airborne tabs as part of the brigade's shoulder patch, jump status was optional but encouraged.

The detachment, commanded by a field grade officer, consisted of approximately 10–12 personnel, half of which were company grade officers. The executive officer was a captain. Military occupational specialties (MOS) of the enlisted personnel included soils analysts, cartographic drafters, terrain analysts and clerk typists. At a minimum unit members held secret security clearance with officers and some non-commissioned officers holding Top Secret clearances. The detachment had a former Army Security Agency cartographic specialist with Top Secret security credentials in crypt o-analysis, special intelligence and NATO access assigned at one time.

The primary mission of the 283d was to provide land analysis for worldwide missions of the XVIII Airborne Corps. It was primarily sequestered away from the brigade area and its members were required not to discuss its work outside of its secure location.

The detachment was so small that it was part of a provisional battalion of the 20th Engineer Brigade and relied on its sister unit, the 63d Engineer Company, for its logistical support. 283d members were exempt from inspections, formal physical training routines, morning formations and the common extra duties required of other brigade members. Because of the nature of its work and close personal contact among its members the distinctions between officers and enlisted members were more relaxed than typical units but still maintained high 'esprit de corps' and discipline. By 1977 the brigade newspaper, 'The Level Line', noted that the 283d had no record of AWOL members. 'The Level Line' name was one of numerous suggestions submitted by 283rd personnel, 2LT Szigeti and SP5 Leviner et al., and was adopted for the newspaper by brigade. The unit adopted the mascot of the wasp by mid-1978.  Additionally, from 1978–1981, the unit recorded 100% accuracy on SIDPERS transactions, achieved by SSG W.E. Truxon, and to date, has never been achieved during a 36-month period in any other military unit.

References

External links
The Institute of Heraldry: 20th Engineer Brigade
20th Engineer Brigade Homepage

Detachments of the United States Army
Military units and formations in North Carolina
Locomotive winch. A locomotive winch is a technical device for moving stabled railway locomotives.

These could be broken down diesel or electric locomotives, but also 'cold' steam locomotives that have been stabled or stored in a locomotive shed. It was particularly important in the case of the latter category because the firing up of a steam locomotive from cold took several hours. As a result, in Germany, locomotive winches could be found in almost all steam locomotive sheds (Bahnbetriebswerk). They were usually electrically operated. Using pulleys, they could be used to pull locomotives on tracks other than the one on which they were installed.

References

Literature
Walter Weikelt / Manfred Teufel: Die Technologie der Ausbesserung der Dampflokomotiven,  transpress Verlag,

See also
Bahnbetriebswerk (steam locomotive)
Bahnbetriebswerk
Motive power depot
Capstan (nautical)

Rail technologies
Edward Hopkinson. Edward Hopkinson (28 May 1859 – 15 January 1922) was a British civil, mechanical and electrical engineer, and Conservative politician.

Background and education
Hopkinson was the fourth son of John Hopkinson, an engineer who was mayor of Manchester in 1882/83. 

Hopkinson was educated at Owen's College, Manchester and Emmanuel College, Cambridge. He graduated from Emmanuel in 1881 and was made a fellow of the college in 1883. In 1882 he began to study mechanical and electrical engineering under Sir William Siemens, and received a doctorate from the University of London. 

Hopkinson married Minnie Campbell (1862-1936) of County Antrim, and they had two children, Edward Campbell (1889-1966) and Katharine Campbell (1897-1986). His elder brothers included the noted physicist and engineer John Hopkinson, and Sir Alfred Hopkinson, vice-chancellor of the University of Manchester, and amongst his nephews were engineer and scientist Bertram Hopkinson, and Austin Hopkinson, MP. Edward Hopkinson died at his residence in Alderley Edge, Cheshire in 1922, aged 62, his wife died in 1936.

Career
Hopkinson was involved in a number of large pioneering electrification projects. These included the Bessbrook and Newry Tramway, the Snaefell Mountain Railway the Blackpool and Fleetwood tramways and the City and South London Railway. For a paper on his pioneering work on the Bessbrook and Newry tramway he was awarded the Telford Medal in 1888 by the Institution of Civil Engineers and for a paper on his work on the C&SLR the George Stephenson Medal in 1893 by the same society. In 1884 he joined Mather and Platt engineering company of Salford as head of the electrical engineering department, and rose to become vice-chairman of the company.

From 1916 to 1918 he was a member of the Indian Industrial Commission.

Politics
In 1918 he was chosen as the Coalition Conservative candidate for the newly formed Clayton constituency of Manchester. He was elected, defeating the Labour MP, J E Sutton.

References

Further reading
Hopkinson, Mary & Ewing, Irene, Lady (eds.) (1948) John and Alice Hopkinson 1824–1910. London: Farmer & Sons, printers

External links 

 

1859 births
1922 deaths
Conservative Party (UK) MPs for English constituencies
UK MPs 1918–1922
Alumni of Emmanuel College, Cambridge
Fellows of Emmanuel College, Cambridge
British electrical engineers
Edward
Benelli Argo Comfortech. The Benelli Argo Comfortech rifle is manufactured by Italian arms manufacturer Benelli Armi SpA. It is a technologically advanced version of the Benelli Argo, employing patented Benelli Comfortech technology.

Design details
The Benelli Argo Comfortech has a rotating bolt head with three lugs, which combine to provide an effective locking surface. The fully tempered steel cover is equipped with holes for attaching scopes and is firmly connected to the barrel. This results in a greater accuracy at range. The free-moving barrel gives greater precision more akin to bolt-action models.

The plate kit used to adjust stock deviation and drop, together with the interchangeable sights, make the Benelli Argo Comfortech a versatile and multi-purpose rifle.

See also
 Benelli Argo
 Benelli Argo EL

External links
 Official homepage - Italy
 Official homepage - USA

Rifles of Italy
KC College of Engineering, Thane. K.C. College of Engineering (KCCOE) is a private engineering college located in Thane, Mumbai, Maharashtra, India. The college is affiliated to the University of Mumbai and approved by Directorate of Technical Education (DTE), Maharashtra State and All India Council of Technical Education (AICTE), New Delhi.

History
K.C. College of Engineering and Management Studies & Research was established in 2001 by the Excelssior Education Society, offering three branches namely Electronics and Telecommunication Engineering, Computer Engineering, and Information Technology Engineering.

Academics
KCCOE offers undergraduate courses of study in engineering. The four-year undergraduate program leads to the degree of Bachelor of Engineering (BE). The courses offered are:
 Electronic and Telecommunication Engineering
 Computer Engineering
 Information Technology

Intakes
 Electronics and Telecommunication - 90
 Computer Engineering - 120
 Information Technology - 60

References

Engineering colleges in Mumbai
Affiliates of the University of Mumbai
Education in Thane
Educational institutions established in 2001
2001 establishments in Maharashtra
Vertical damp proof barrier. The purpose of a Vertical Damp Proof Barrier is to prevent the ingress of damp and water into subterranean structures such as basements, cellars, tunnels and earth shielded buildings. (Also known as Earth sheltered buildings). Traditionally, this took the form of several coats of bitumous paint or tar. This, though cheap, has the disadvantage that any movement in the structure or joints is likely to rupture the paint so allowing water to enter.

Solutions
Modern solutions take the form of a plastic membrane, often pre-coated with adhesive and a "peel off" paper that is applied to the outside of the structure before it is buried. Usually, a "priming coat" of bitumous paint has to be applied first. It often comes in one metre wide rolls and is installed with a 100 mm overlap. The membrane has a high modulous of elasticity (that is, it stretches a lot, often  by a factor of ten before it ruptures).

Precautions
Precautions have to be taken that sharp objects in the backfill do not pierce it. Sometimes fine sand is used to backfill but more often insulation boards are laid against it before backfilling, particularly in an inhabited room. As a further precaution against water ingress, it is recommended that land drains be installed  behind the protected wall at its base to prevent the buildup of hydrostatic pressure in wet weather.

See also
 Basement waterproofing

References

External links
 

Building
Moisture protection
Lloyd C.I. The Lloyd C.I was a reconnaissance aircraft produced in Austria-Hungary shortly before and during the First World War, and which formed the basis for a number of other closely related types.

Design and development
The C.1 was the Lloyd company's own design, but reflected the DFW designs that Lloyd had previously been building under licence, in particular, in its swept-back, "Pfeil" ("arrow")-style  wings. Apart from this feature, it was a conventional biplane design for its day, with staggered wings of unequal span and accommodation for the pilot and observer in tandem, open cockpits. The fuselage was built from welded steel tube, and was covered in fabric. A small load of bombs could be carried internally, to be released by the observer.

The type was demonstrated at the 1914 Vienna air meet, piloted by Lloyd founder Oblt Heinrich Bier. On the first day of flying (21 June), he used it to set two altitude records, one for a pilot and single passenger (6,170 m or 20,237 ft) and one for pilot and two passengers (5,440 m or 17,843 ft), also winning the altitude competition for the meet.

Operators

Austro-Hungarian Imperial and Royal Aviation Troops

Specifications

References

Further reading

 
 
 
 
 

Lloyd aircraft
1910s Austro-Hungarian military reconnaissance aircraft
Single-engined tractor aircraft
Biplanes
Aircraft first flown in 1913
VES-M Halle. The Versuchs- und Entwicklungsstelle Maschinenwirtschaft in Halle, Germany, (VES-M Halle) was a railway research and development department working for the engineering head office of the Deutsche Reichsbahn (DR) in East Germany after the Second World War. It worked closely with the Railways Institute (Institut für Eisenbahnwesen).

Amongst other things, all rolling stock intended for deployment on the DR railway network, whether built in Germany or abroad, was thoroughly tested here. Loading tests with measurement trains on the open line, starting tests on the Berlin outer ring and other task were carried out by this special division of the Deutsche Reichsbahn.

Even the fastest, still operational steam locomotive, the DR 18 201, which used to have the DR number 02 0201-0, was used by VES-M Halle before the merger of the DR and DB. It was designed here for high-speed trials and was made, to a large extent, by converting existing engines and components.

For high speed runs an electric locomotive class, the E 18 was also used. The 'Germanisation' of diesel locomotives of Russian and Romanian origin was also carried out here.

The first head of the VES-M in 1951 was the locomotive engineer, Max Baumberg.

In 2008, a permanent exhibition about the VES-M Halle was opened at the DB Museum in Halle.

Buildings and structures in Halle (Saale)
Former research institutes
History of Saxony-Anhalt
Defunct railway workshops
Railway workshops in Germany
Research institutes in Germany
Drag harrow. A drag harrow, a type of spring-tooth harrow, is a largely outdated type of soil cultivation implement that is used to smooth the ground as well as loosen it after it has been plowed and packed.  It uses many flexible iron teeth usually arranged into three rows.  It has no hydraulic functionality and has to be raised/adjusted with one or multiple manual levers.  It is a largely outdated piece of farm equipment, having been replaced by more modern disc harrows and hydraulically operated field cultivators.

Uses

A drag harrow is used to loosen and even out soil after it has been plowed and packed. It pulls up large rocks which may then be picked up manually and put in the tractor's stone box to remove from the field. The drag harrow also kills some weeds that may be present, but it is not very efficient in doing so due to its highly flexible teeth, hence it is not one of its primary functions.

In modern times

The drag harrow is not often used in modern farming as other harrows have proven to be more suitable, such as the disc harrow. Another reason they are not often used is because they cannot be controlled hydraulically, meaning that the operator is required to dismount from the tractor to adjust it or unclog it.  However it is used as a drag behind several other implements such as a rod weeder. Due to their low cost and simplicity, drag harrows are still used widely by small farmers.

See also 
Spike harrow

References

Agricultural machinery
Transfer of the São Francisco River. The Transfer of the São Francisco River is a large-scale interbasin transfer to the dry sertão in the four northeastern states of Ceará, Rio Grande do Norte, Paraíba and Pernambuco in Brazil. The project, which was given the green light to go ahead by Brazil's government in 2005, is estimated to cost US$2 billion and is expected to improve the lives of 12 million people. After legal challenges were brought against the project, the Supreme Court allowed it to go ahead in December 2007.

Technical aspects
The project would divert 1.4% of the river's water for municipal water supply, industry and irrigation. Municipal water supply would receive priority over other uses, which would only be catered for when the Sobradinho Reservoir behind the Sobradinho Dam on the São Francisco River, which produces much of the region's electricity, is nearly full about 40% of the time. The project actually consists of two transfers: The East axis would transfer water to the Paraíba do Norte River, while the North axis would transfer water to the Jaguaribe and Piranhas rivers. The project includes 700 km of canals and tunnels, as well as several dams. It is expected to displace almost a million people and construction is expected to take 20 years to complete.

Criticism and controversy
Critics of the project argue that beneficiary states should improve management of their own water before importing it from outside the region. Bishop Luiz Flávio Cappio from Bahia also wonders why water is being exported when 3m poor live along the Sao Francisco river's course, many of them without running water and proper sanitation. He argues that the transfer “will demand huge resources that could be spent on other projects much closer to the reality of the people”. It is also being said that the project will mainly benefit richer farmers who already have irrigation infrastructure in place and not rainfed farmers that are hardest hit by drought. The alleged insufficiency of water in the Sao Francisco River itself during the dry season, and its consequent impact on aquatic ecosystems, is another argument of critics. For example, João Alves Filho, governor of the state of Sergipe, says that there are already “signs of mortality” where the river joins the sea. Marco Antônio Tavares Coelho, a prominent opponent, says that "aridity is the natural state of the sertão" and that soaking it would be like "removing ice from the North Pole". In 2001 the World Bank reportedly refused to finance the project because of its limited impact in combating poverty and drought.

See also 
Water resources management in Brazil
Water supply and sanitation in Brazil

References 

Water resource management in Brazil
Interbasin transfer
Water supply and sanitation in Brazil
Irrigation in Brazil
Droughts in Brazil