omniomni/omni-engineering huggingface dataset:
Blohm & Voss P.202. The Blohm & Voss P.202 was an unusual design study for a variable-geometry jet fighter during World War II. It was the first design to incorporate a slewed wing (also known as an oblique or scissor wing) in which one side swept forward and the other back. The P.202 was never built or flown.

Design
The high speeds attainable by jet aeroplanes led German workers to develop the swept wing, in order to minimise the problems met as the speed of sound was approached. But sweeping the wings causes problems of its own, especially at the low speeds used for takeoff and landing. A variable-sweep mechanism was one possible solution but it would be complex, heavy and expensive. It also has problems with movement of the centre of lift. Both backwards and forwards sweep were investigated and they proved to have opposite disadvantages. Sweeping one wing forwards and the other back would balance out the aerodynamic problems and a one-piece slewed wing approach would not need such a complex sweep mechanism.

The P.202 jet fighter project emerged as Blohm & Voss designer Richard Vogt's ingenious solution. Conventional in other respects, the high-mounted wing could be slewed by up to 35° for high-speed flight. The wing span was  when unswept and  when fully swept.

The long main undercarriage retracted into the wing, while a nose wheel completed the tricycle undercarriage.

The P.202 was powered by a pair of BMW 003 turbojets, slung underneath the fuselage centre section and exhausting behind the wing.

Provision for three forward-firing cannon was made in the nose.

Specifications

See also
 Asymmetrical aircraft
 NASA AD-1
 Northrop Grumman Switchblade

References

Notes

Bibliography
 David Masters; German Jet Genesis, Jane's, 1982, p.
 Dan Sharp; Luftwaffe: Secret Jets of the Third Reich, Mortons 2015, pp.

P.202
Abandoned military aircraft projects of Germany
World War II jet aircraft of Germany
Oblique-wing aircraft
Blohm & Voss P 204. The Blohm & Voss P 204 was one of several design studies by Blohm & Voss for asymmetric dive bombers during World War II. It was also unusual in having hybrid propulsion comprising both piston and jet engines.

Design
With the principle of asymmetric aircraft design proved in the BV 141, Chief Designer Richard Vogt sought to apply the principle to a replacement for the ageing Junkers Ju 87 Stuka or dive bomber and ground attack aircraft, producing a series of design proposals. The new jet engines had ground-breaking performance at high speeds, but performed worse than the long-established piston engines at low speeds and altitudes. The P 194 and later P 204 were attempts to gain the best of both worlds, by fitting both types of engine.

The layout was generally similar to a conventional single-propeller aeroplane, with a nose-mounted BMW 801 radial engine driving the propeller and the pilot sitting just ahead of the main wing.

But the wing was given a longer span on the port (left hand) side, with room beneath it for a nacelle containing a BMW 003 turbojet.

The root of the tail fin extended forward, with the tail plane mounted on top of the extension, raising it above the jet exhaust. The main undercarriage retracted outward into the main wing, on the port side outboard of the engine nacelle. A retractable tailwheel was located in the extreme rear, beneath the rudder.

The fuselage had an internal bomb bay, or could carry a BV 246 glide bomb externally. Provision was also made for two nose-mounted guns firing through the propeller and two more wing-mounted guns.

Specification

References

Notes

Bibliography
 David Masters; German Jet Genesis, Jane's, 1982, p.
 Dan Sharp; Luftwaffe: Secret Jets of the Third Reich, Mortons 2015, pp.

P 204
Abandoned military aircraft projects of Germany
World War II jet aircraft of Germany
Elliott 152. The Elliot 152 was a vacuum tube fixed-program computer developed for naval gunnery control at the Elliott Brothers laboratory in Borehamwood, Hertfordshire.  It was an early example of a digital real-time computer system, and the first computer produced by Elliott Brothers.  The first and only unit was made operational in 1950.

The machine used 16 bit words and two's complement binary arithmetic. Instruction words were 20 bits long.  Read/write memory was provided by a bank of 16 Williams tubes, a cathode ray tube that could store 256 bits of data – the total memory was 256, 16-bit words. The access time of the memory limited the processor clock speed to 333 kHz. The computer could multiply two numbers in 60 microseconds.  The system hardware was built on glass printed circuit board modules, but these proved to be unreliable.  Intended as the centrepiece of the MRS5 fire control system, instead the Admiralty proceeded with an alternative design based on analog electronics. However, experience with the 152 was valuable to Elliott Brothers in the development of their other models of computer.

See also
List of vacuum-tube computers

References

Vacuum tube computers
Naval guns of the United Kingdom
Early British computers
Broadstone railway works. Broadstone railway works or simply Broadstone or the Broadstone was the headquarters for mechanical engineering and rolling stock maintenance for Midland Great Western Railway (MGWR).  The complex grew around the Dublin Broadstone railway terminus.

History
The first railway construction on the site was by J.S. Dawson, later to become Rogerson, Dawson an Russell.  Two first class coaches are noted as ordered from the firm in 1839 by the Eastern Counties Railway of England at a cost of £420 each.  The firms workshops were later purchased and incorporated in Broadstone Works in 1851.

From basic beginnings around the Dublin terminus serving the basic of the newly created railway in the late 1840s the works had grown and become cramped by 1869/70.  The works were extended in 1877 allowing space for locomotive building and assembly with No. 49, Marquis being the first built there in 1879.  A further 119 engines were built or constructed at Broadstone until the MGWR's amalgamation to form Great Southern Railways (GSR) in 1925.  The GSR's Inchicore works was expanded with a new erecting shop and from 1928 the assembly of the GSR Class 372 2-6-0 Woolwich Moguls was switched from Broadstone.  Engineering work was thereafter switched from Broadstone, with the works and station closing in the 1930s but with the steam locomotive depot remaining active until 1961.  The wagon works resumed wagon building after a gap in 1950, with over one hundred cattle trucks constructed.

Site
The site evolved around the Broadstone railway station to serve the requirements of the MGWR and also incorporated a steam servicing depot.  By 1920 the site had reached its full extent.  A set of buildings to the north of the station and the west of the main line housed locomotive, boiler, carriage, machine and paint shops.  A locomotive semi roundhouse and large turntable lay to the east of the station and a locomotive shed to the north of that.  These were for day to day servicing of steam locomotives.   To the south of the station accessed by a line passing by the locomotive sheds and over a filled in dock of the Royal Canal lay the wagon build and repair shops.

Present day
After the depot closed to steam the site was generally given over to omnibuses with a LUAS line from central Dublin running past the south front of the station and up the west side then on the old main line towards .  The wagon shops to the south of the station have been replaced by the Dublin Bus Phibsborough depot.  Bus Éireann occupies the substantial part of the remainder of the site with buildings in the north east of the site and areas to the north and west of the station paved over for parking with the locomotive depot buildings having been demolished.

References

Sources

Further reading
 

Locomotive manufacturers of Ireland
Railway workshops in the Republic of Ireland
Dye-and-pry. Dye-n-Pry, also called Dye And Pry, Dye and Pull, Dye Staining, or Dye Penetrant, is a destructive analysis technique used on surface mount technology (SMT) components to either perform failure analysis or inspect for solder joint integrity. It is an application of dye penetrant inspection.

Method
Dye-n-Pry is a useful technique in which a dye penetrant material is used to inspect for interconnect failures in integrated circuits (ICs). This is mostly commonly done on solder joints for ball grid array (BGA) components, although in some cases it can be done with other components or samples. The component of interest is submerged in a dye material, such as red steel dye, and placed under vacuum. This allows the dye to flow underneath the component and into any cracks or defects. The dye is then dried in an oven (preferably overnight) to prevent smearing during separation, which could lead to false results. The part of interest is mechanically separated from the printed circuit board (PCB) and inspected for the presence of dye. Any fracture surface or interface will have dye present, indicating the presence of cracks or open circuits. IPC-TM-650 Method 2.4.53 specifies a process for dye-n-pry.

Use in failure analysis of electronics
Dye-n-Pry is a useful failure analysis technique to detect cracking or open circuits in BGA solder joints. This has some practical advantages over other destructive techniques, such as cross sectioning, as it can inspect a full ball grid array which may consist of hundreds of solder joints. Cross sectioning, on the other hand, may only be able to inspect a single row of solder joints and requires a better initial idea of the failure site.

Dye-n-pry can be useful for detecting several different failure modes. This includes pad cratering or solder joint fracture from mechanical drop/shock, thermal shock, or thermal cycling. This makes it useful technique to incorporate into a reliability test plan as part of the post test failure inspection. It is also a useful method to inspect or diagnose failures due to manufacturing defects or design flaws. This includes defects such as black pad for PCBs with ENIG surface finishes or early failures due to excessive board flexure from depaneling or In-circuit test (ICT).

See also
 Failure of electronic components
 Solder fatigue

References

Chip carriers
Digital electronics
Electronic design
Electronics manufacturing
Engineering failures
Integrated circuits
Mechanical tests
Nondestructive testing
Product testing
Reliability engineering
Semiconductor analysis
Semiconductor devices
Blériot-SPAD S.45. The Blériot-Spad S.45 was a large, four engine French airliner which appeared at the 1921 Paris Salon. It could carry fifteen passengers or be adapted as a bomber.

Design and development

The Blériot-SPAD S.45 was a large, French biplane airliner built shortly after the end of World War I. It was designed by André Herbement and retained some of the characteristics of his earlier, smaller Blériot-SPAD airliners, notably the combination of a swept upper wing with a smaller, unswept lower one. It was his first four engine aircraft and was of largely wooden construction.

Despite its size it was a single bay biplane braced by single, outwards-leaning interplane struts with large feet which reached between the single upper and lower spars and the ply-covered leading edge D-boxes. The lower wings were conventionally mounted to the lower fuselage and the upper wing was held high above the fuselage by a frame including outward leaning members from just outside the engines to the fuselage. Ailerons filled the entire trailing edge of the lower wing beyond a central cut-out. The tail was conventional, with a mid-fuselage mounted tailplane and a fin carrying a rather pointed, balanced rudder.

The S.45 was powered by four  Hispano-Suiza water-cooled V8 engines, two, close together in pusher configuration on top of the upper wing and two, further apart, on the lower wing in tractor configuration.  Fuel was held in two upper wing tanks and each engine was cooled with a cylindrical Lamblin radiator mounted in pairs between the engine nacelles. 

Its fuselage was a wooden, circular section monocoque built from cross-grained layers of spruce and tulipwood. The three crew sat in individual open cockpits near the nose, with the navigator in front where large windows in the lower nose gave him a wide view of the ground and the two pilots side-by-side behind. Fifteen passengers sat in the enclosed cabin on seats arranged in five rows with two seats on the starboard side, one on the port side and a corridor between them. Each row had a window on either side. Entry was via a starboard-side door. There was a baggage space and a two seat toilet at the back.

The S.45 had a fixed, conventional undercarriage with a tailskid but its weight required more than the usual two mainwheels. Instead there was a pair of wheels in tandem under a shared fairing on each side. These were joined by a horizontal cross-member with its ends on V-struts to the fuselage, each stiffened laterally with a further strut.

Operational history

Despite the interest it attracted at the 1921 Salon, there is no known record of it flying. It was still under construction not long before the Salon.

Specifications

References

1920s French airliners
Blériot aircraft
Four-engined piston aircraft
Four-engined push-pull aircraft
Jane Catherine Ngila. Jane Catherine Ngila is the head of the Chemical Sciences Department at the University of Johannesburg, her work focuses on applying nanotechnology for water purification. She is Acting Executive Director of the African Academy of Sciences and member of the Academy of Science of South Africa.

Career
Ngila obtained her B.Ed. in 1986 and M.Sc. in chemistry in 1992 from Kenyatta University in Nairobi, Kenya. She was awarded a scholarship, AIDAB/EMSS scholarship, by the Australian government. Ngila obtained her PhD in analytical-environmental chemistry from the University of New South Wales, Australia in 1996. She started her career as a tutor in the chemistry department at Kenyatta University in 1989, and was appointed as a lecturer in 1996. She later worked at the University of Botswana (1998–2006) and then as a senior lecturer at the University of KwaZulu-Natal (2006–2011) before being appointed a professorship of applied chemistry at the University of Johannesburg in 2011. Ngila has been a deputy director at the Morendat Institute of Oil & Gas (MIOG), Kenya Pipeline Company.

Research 
Water purification using chemical resins and other adsorbents is a focus of Ngila's research. Ngila is an author or co-author of over 150 papers and review articles. Her current h-index is 23.

Awards and honors
 2016 African Union Kwame Nkrumah Award for Scientific Excellence
2021 L'Oréal-UNESCO For Women in Science Award

References

External links
 
 

Kenyatta University alumni
21st-century chemists
Fellows of the African Academy of Sciences
Members of the Academy of Science of South Africa
Living people
21st-century Kenyan women scientists
21st-century Kenyan scientists
University of New South Wales alumni
Year of birth missing (living people)
Kenyan chemists
Women chemists
Tadeusz Nowicki (industrialist). Tadeusz (Thadée) Nowicki  (born 1958) is an industrialist who is the founder and president of the ERGIS Group.

Having graduated from Gottwald Secondary School (currently Staszic Secondary School) in Warsaw in 1977, he began studies at the Warsaw University of Technology where he obtained a master's degree in materials science. He was one of the founders and the first Vice-President of the anti-regime students' organization, Independent Students’ Association  (NZS), at the Warsaw University of Technology. In 1981, after the introduction of martial law in Poland by Jaruzelski, he was interned along with other members of the opposition in Białołęka until 17 July 1982. In March 1983, he defended his master’s dissertation written in the internment camp, and after suspension of the martial law, with support from the French Le Goff intellectuals committee, was given permission to go to France to prepare his doctorate thesis at École Nationale Supérieure des Mines (Saint Etienne).

Tadeusz Nowicki began his professional career in 1985 as a researcher in the French Ministry of Industry.

Together with J.M. Penisson and M. Biscondi, he conducted an experiment that involved direct observation of atomic positions in grain boundaries in the presence of foreign atoms, using a high-resolution transmission electron microscope.

In 1989, he joined , the French leader in precious metals processing, as head of metallurgical research. After a merger with the American group Engelhard Metals, he became Technical Director of the Platinum Division at Engelhard-Clal, responsible for technical issues in factories in Paris, London, and Amsterdam.

In January 1998, he became involved in the reconstruction of industry in Poland and through eight mergers and acquisitions created the ERGIS Group, which has been listed on the Warsaw Stock Exchange since 2006. Together with Marek Górski and Jacek Korpała, he conducted a management buy-out  and acquisition of MKF-Folien GmbH based in Berlin and Schimanski GmbH based near Hamburg, which became part of the ERGIS Group, the Polish leader in plastics processing.

Tadeusz Nowicki has inspired and participated in the implementation of a new technology for nano-layer stretch films.

Since 2007, he has been the President of the Polish Union of Plastics Converters (PZPTS/PUPC), a member of the  – main organisation of Polish employers. In 2022, he became Vice-President of European Plastics Converters (EuPC).

References

1958 births
Polish industrial engineers
Living people
21st-century Polish businesspeople
21st-century Polish engineers
John M. M. Munro. John Mackintosh Mackay Munro FRSE MIME MICE (1853-1925) was a Scottish businessman and electrical engineer.

Life
He was born in Glasgow in 1853 the son of David Munro, engineer, who had founded Munro & Anderson in 1840. The family lived at 55 Malta Street. He was educated at Glasgow Academy then studied at Anderson's College.

In March 1880 he tried to set up a telephone exchange in Glasgow, but abandoned the project due to "patent difficulties". If successful this would have been one of the first exchanges in Britain.

In 1894 he was elected a Fellow of the Royal Society of Edinburgh. His proposers were William Thomson, Lord Kelvin, James Thomson Bottomley, Magnus Maclean, and Alexander Galt.

In 1906 he became Chairman of the Institute of Electrical Engineers.

Up until 1910 he lived at Hawarden, 59 Partickhill Road then moved to Blythswood Square for his final years. In that year, following the death of his father, he became Director and Partner in Anderson & Munro.

He died on 29 December 1925.

Family

He was father to Donald Smeaton Munro (b.1879), who also became an engineer and was involved in converting Edinburgh's gas lights to electricity. His daughter Elsie Smeaton Munro (1880–1961) became a writer; and his son Ion was a diplomat and journalist, as well as a collector of rare books.

References

1853 births
1925 deaths
Engineers from Glasgow
Businesspeople from Glasgow
People educated at the Glasgow Academy
Scottish electrical engineers
Fellows of the Royal Society of Edinburgh
Samvel K. Shoukourian. Samvel K. Shoukourian (, born August 18, 1950, in Yerevan) is an Armenian Computer scientist and engineer. Doctor of Science in Physics and Mathematics (1990), Professor (1993), academician of National Academy of Sciences of Armenia (1996),

Biography
Samvel K. Shoukourian was born in Yerevan in the family of doctor, RA Honored Scientist Kim Shoukourian. In 1972 he graduated from Yerevan Polytechnic Institute. In 1972-1993 he worked at the Yerevan Computer Research and Development Institute, meanwhile, since 1977, at Yerevan State University. 1993-2007 he was the  Head of the Chair of Algorithmic Languages, since 2007 - Head of the Department of Information Systems and Information Systems of the Information Technologies Research and Education Center. He has been Chief Scientific Advisor and Development Director in different international companies. Since 2000, he is directing the Department of Embedded Test and Repair at Virage Logic Corporation (USA) and since 2010, the same department at Synopsys, Inc (USA).

The main topics of his current research interests include testing of electronic devices and systems, formal models of distributed systems, information technologies and architectures for multimedia virtual environments.

Awards 
 Acknowledgment of Prime Minister of Armenia, 2009
 Silver Medal of the Exhibition of National Economic Achievement of the USSR, 1986
 RA state award, 2013

References

External links
Samvel K. Shoukourian, Yerevan State University , Yerevan · IT Educational and Research Center

1950 births
Living people
Engineers from Yerevan
Armenian male writers
S.R. Bailey & Co.. S.R. Bailey & Company was an American manufacturer of electric automobiles from 1905 until 1916.  They were based in Amesbury, Massachusetts, an early capital of automobile manufacture prior to the Great Depression.

Company History
The company, based in Amesbury, Massachusetts, originally manufactured car bodies. Amesbury was a major center of car body manufacturers prior to the Great Depression.  In 1907, S.R. Bailey began the production of automobiles. The brand name was Bailey, sometimes with the addition of Electric. 1916 was the last year of production, when the enterprise went into bankruptcy.  Assets were purchased by Biddle and Smart, manufacturer of automobile bodies, in 1917.

Vehicles
The company produced electric cars. The range was given as 80 to 100 miles at a constant speed of 15 m.p.h. The batteries were mounted below the body.

Model overview

References

Amesbury, Massachusetts
Defunct motor vehicle manufacturers of the United States
Electric cars
Defunct manufacturing companies based in Massachusetts
Electric vehicle manufacturers of the United States