omniomni/omni-engineering huggingface dataset:
Isotta Fraschini D80. The Isotta Fraschini D80 (civilian version) is a large truck built in Italy from 1934 to 1955, the Isotta Fraschini D80 NM (military version) was built only in 1935.

History 
In the 1930s the Italian company Isotta Fraschini (IF), which specialized in the production of luxury cars, airplane, and naval engines had acquired through German company MAN SE the production license of Diesel engines. In 1934 they got in the truck market with the D80 heavy truck. In 1935 they added the D80 NM ("Nafta Militare" i.e. Army Diesel fuel), immediately adopted by the Italian Royal Army. They were also used by the Italian Corpo Truppe Volontarie in the Spanish Civil War. In 1937 the Isotta Fraschini D65 was added. These two trucks are known as the 1st series.

Following the unification decree of 1937, which required manufacturer to standardize certain properties (weight, capacity, number of axle, speed) in relation to any requisition for the war effort, in 1939 the Milanese house changed the rules thus allowing unified production of Isotta Fraschini D80 CO (civilian version) and D80 COM (military version) both known as the  2nd series.

After World War II, the 3rd series went into production for the civilian market. In 1949, Brazil Fàbrica Nacional de Motores (FNM) bought the rights for the production of the truck, and produced it there as the 'FNM R-80', then as 'FNM D 7.300'

Technical information 
The D80 is a heavy truck with, 4 × 2, with twin rear wheels. The cab, built by Zagato, is conventional, right-hand drive. On the nose, 5 chrome lines start from the badge in the center of the grille and move back along the sides of the bonnet. The engine is an I6 four-stroke Diesel  with displacement of 7,300 cc and delivers 95 hp 1900 rpm. The frame, supporting a 6.5 tons box has a 4.10 m wheelbase and an axle track of 1.78 m (front) and 1.77 (back). The D80 CO and COM of the "2nd series", "unified" in accordance with the provisions of the Government, are characterized by a low fuel consumption and the presence of booster air. Outwardly, the CO and COM civilian and military have the same cabin with rounded corners, but they differ in the nose: the civilian model has an oval-shaped grille, while in the military is rectangular in addition, while the civilian model is equipped with electric starter, the military was produced with a manual crank starter, and only into the war did the military version get equipped with electric start with battery.

See also 
Isotta Fraschini (the company)
Isotta Fraschini D65

Bibliography 
 The Vehicles tactical and logistic of the Royal Italian Army until 1943, vol. II (Italian), the Army, Historical Office, Nicola and Philip Pignato Chaplain, 2005.

References

External links 
card and photos on centoventesimo.it
card and photos on Italie 1935–1945.

D
FNM vehicles
Trucks of Italy
Vehicles introduced in 1935
Military trucks of Italy
Blohm & Voss P 208. The Blohm & Voss P.208 was a design project for a tailless swept-wing propeller-powered interceptor designed by the German company Blohm & Voss towards the end of the Second World War.

It was the first of several such "arrow-wing" designs, the later ones all being jet powered.

History
Around 1943-44 it became apparent to German designers that for high-speed flight the swept wing offered many advantages. The chief designer at Blohm & Voss, Richard Vogt, realised that if the tail could be moved out of the way then the engine and propeller could be moved aft in a pusher arrangement, without the need for a long propeller shaft. This left the nose free for an excellent pilot's field of view and the installation of heavy armament. Vogt came up with the idea of placing the tail surfaces at the ends of the swept-back wings. In order to obtain enough control authority for the tail, without sweeping the wing back too far, Vogt devised short tailbooms on the wing tips, to which vertical fins and outboard horizontal stabilisers were fitted.

The Škoda-Kauba SK V-6 design was modified to create the SK SL6, being given a split tail on twin booms, in order to carry out flight testing for the new wing and tail control system.

The P208.01 was developed in 1944, when in Germany there were already jet aircraft in production. The decision to fit a conventional engine to the aircraft was made because the existing jet engines had not yet reached the desired performance. Thus the project went ahead in such a way that the design could be re-fitted with a jet engine when the technical difficulties were solved, eventually leading to the Blohm & Voss P 212 jet aircraft project.

The engine was fitted at the back of the cockpit with the propeller pushing the plane forward. The tail unit was incorporated into the swept wings, which provided an improved performance. In order to withstand the added stress the wings had steel reinforcements.

Three different variants of the plane were designed. All had a retractable tricycle landing gear.

P 208.01 

A variant fitted with a Junkers Jumo 222 E, F or N engine.

P 208.02 

A variant powered by an Argus As 413 unit giving a maximum of 4.000 PS (made of two Junkers Jumo 213 engines). The plane had a larger radiator and the wingtip booms had small vertical fins at the trailing edge.

P 208.03 

Three proposals were made for this variant: P 208.03.01 and P 208.03.02 would be fitted with a Daimler-Benz DB 603L engine, while P 208.03.03 would have a Daimler-Benz DB 603N. The dimensions were similar and there was also almost no difference in weight between the three projected aircraft.

Specification (P 208.03)

See also
 List of German aircraft projects, 1939–45
 Northrop XP-56

References

Notes

Bibliography
 Hermann Pohlmann, Chronik Eines Flugzeugwerkes: 1934-1945, Motorbuch, 1982 (in German), pp. 181–2,184

Further reading
 Kurt W. Muller, Analysis of a Semi-Tailless Aircraft Design (Master's thesis), Naval Postgraduate School, US, 2002. http://www.dtic.mil/dtic/tr/fulltext/u2/a402729.pdf]

External links

P 208
Abandoned military aircraft projects of Germany
DTA Combo. The DTA Combo is a French ultralight trike, designed by Dominique Corriera and produced by DTA sarl of Montélimar. The aircraft is supplied complete and ready-to-fly.

Design and development
The Combo was designed to comply with the Fédération Aéronautique Internationale microlight category. It features a cable-braced or strut-braced hang glider-style high-wing, weight-shift controls, a two-seats-in-tandem open cockpit with a full cockpit fairing and windshield, tricycle landing gear with wheel pants and a single engine in pusher configuration.

The aircraft is made from welded 4130 steel tubing, with Zicral alloy suspension. Its double surface wing is covered in Dacron sailcloth. A number of different wings and engines can be fitted to create several variants.

Variants
Combo FC 912 S Diva
Version with the  span DTA Diva wing of . This wing is supported by a single tube-type kingpost and uses an "A" frame weight-shift control bar. The powerplant is a four cylinder, air and liquid-cooled, four-stroke, dual-ignition  Rotax 912S engine. This version has an empty weight of  and a gross weight of , giving a useful load of . With full fuel of  the payload is .
Combo FC 912 S Magic
Version with the  span DTA Magic wing of . This wing is a "topless" design, supported by struts and uses an "A" frame weight-shift control bar. The wing features vortex generators on the leading edge and gives a glide ratio if 10:1. The powerplant is a four cylinder, air and liquid-cooled, four-stroke, dual-ignition  Rotax 912S engine. This version has an empty weight of  and a gross weight of , giving a useful load of . With full fuel of  the payload is .
Combo HKS Dynamic 15/430
Version with the  span DTA Dynamic wing of . This wing is supported by a single tube-type kingpost and uses an "A" frame weight-shift control bar. The powerplant is a twin cylinder, air-cooled, four-stroke, dual-ignition  HKS 700E engine. This version has an empty weight of  and a gross weight of , giving a useful load of . With full fuel of  the payload is . A distinctive feature of the Combo HKS Dynamic 15/430 is its all-black tubing.

Specifications (Combo FC 912 S Magic)

References

External links

Combo
2000s French sport aircraft
2000s French ultralight aircraft
Single-engined pusher aircraft
Ultralight trikes
Focke's wind tunnel. Focke's wind tunnel is a fully operational wind tunnel in the former private laboratory of the aviation pioneer Henrich Focke (1890–1979), co-founder of Focke-Wulf and designer of the first fully controllable helicopter, the Focke-Wulf Fw 61. Henrich Focke built the laboratory in 1960 at the age of 70 in the city of Bremen.
Until shortly before his death, in 1979, Focke continued aerodynamic studies in slow flight characteristics and the stability problem of helicopters. The rediscovery of his aerodynamic laboratory, together with its wind tunnel was regarded as a sensation for science and technology. Since 2004, the technical monument Focke Flight Laboratory is protected by law.

Discovery 

The lab was discovered in 1997 by Kai Steffen, after having read the memoirs of Henrich Focke, the former graduate student searched for the missing wind tunnel, contacting the Focke family and finding the laboratory in a backyard shed near the main station of Bremen. The laboratory had not been entered by anyone for about 20 years.

The wind tunnel is a closed recirculating wind tunnel for subsonic speed range, produces wind speeds up to 16 m per second and is still fully functional. The simplicity of the instrumentation is demonstrated by the use of kitchen scales to measure the forces acting in the wind tunnel, stove pipes and curtains controlling the airflow and reducing swirl. Everything in this lab was still in place, as the 85-year-old Henrich Focke had left it, but the building was not in good condition.

Museum 

After renovation of the building and the restoration of the wind tunnel, the laboratory is now shown as Henrich Focke used it until 1975, with scientific experiments carried out by schools and universities.

The museum was opened in 2005, but the aerodynamic laboratory was not fully repaired until the Autumn of 2008. In addition, modern measurement technology, using a personal computer and electronic pressure cells, was installed.

References

External links
 Henrich Focke's Wind Tunnel

Museums in Bremen (state)
Wind power
Wind tunnels
Arnold Karplus. Arnold Karplus (June 24, 1877 – October 17, 1943) was a Jewish-Austrian architect and the father of Ruth Rogers-Altmann.

Life
Arnold Karplus was born in Vítkov (Opava District), Austrian Silesia, Austria-Hungary. He attended school in Opava, studied architecture at the Vienna University of Technology and Czech Technical University in Prague in 1903, and received his doctorate of engineering. Karplus lived in Vienna from 1904, initially as an employee in the studio of architect Alexander Wielemans. He participated in several competitions and was active primarily in residential construction.

In 1911 Karplus was sworn in as Imperial Royal court expert and appraiser and became construction director of a building construction company in Vienna, a position he held until the liquidation of the company in 1927. In the First World War Karplus was first commissioned as a lieutenant and then as a captain, involved in the establishment of military utility buildings.

In 1927, Arnold Karplus established his independent architectural studio. One of his better known works was the Ditteshof communal apartment complex built in 1928/29 in Vienna's 19th district. It consisted of 279 apartments around a landscaped courtyard and included shops, a nursery, a bathhouse and a community hall. From 1934 to 1938 his son Gerhard Karplus joined the studio.

With the occupation and annexation of Austria by Nazi Germany in 1938, Arnold and Else Karplus moved to New York in 1939, following their son Gerhard and their daughter Ruth. He died in Caracas, Venezuela.

References

External links

1877 births
1943 deaths
20th-century Austrian architects
Austrian Jews
Jewish architects
Architects from Austria-Hungary
Jake Garn Airport. Jake Garn Airport  was a privately owned public-use airport 3 nautical miles (6 km) southwest of the central business district of Eagle Mountain, a city in Utah County, Utah, United States. The airport opened in May 2000 and closed in 2018.

Facilities and aircraft 
Jake Garn Airport covered an area of  at an elevation of  above mean sea level. It had one runway designated 17/35 with an asphalt and gravel surface measuring .

In 2007 the airport had an average of 82 general aviation aircraft operations per week, of which 95% were local and 5% were transient.

References

External links 
 Aerial image of site in 1997, prior to construction of airport from USGS The National Map
 Aeronautical chart at SkyVector

Defunct airports in the United States
Airports in Utah
Transportation in Utah County, Utah
Elisa Leonida Zamfirescu. Elisa Leonida Zamfirescu (10 November 1887 – 25 November 1973) was a Romanian engineer who was one of the first women to obtain a degree in engineering. She was born in the Romanian town of Galați but qualified in Berlin. During World War I she managed a hospital in Romania.

Early life and education
Elisa Zamfirescu was born in Galați, Romania, on 10 November 1887. Her father, Atanase Leonida, was a career officer while her mother, Matilda Gill, was the daughter of a French-born engineer. She was one of 11 children; among her siblings were Dimitrie Leonida, also an engineer, and Gheorghe Leonida, a sculptor. 

Due to prejudices against women in the sciences, Zamfirescu was rejected by the School of Bridges and Roads in Bucharest. In 1909 she was accepted at the Technische Hochschule in Charlottenburg (now Technische Universität Berlin). She graduated in 1912, with a degree in engineering. It has been claimed that Zamfirescu was the world's first female engineer, but Englishwoman Nina Cameron Graham also gained a degree in civil engineering in 1912, from the University of Liverpool and the Irish engineer Alice Perry graduated six years before either of them, in 1906.

Career
Returning to Romania, Zamfirescu worked as an assistant at the Geological Institute of Romania. During World War I, she joined the Red Cross and ran a hospital at Mărășești. In 1917 her hospital received the wounded from the Battle of Mărășești between the German and the Romanian armies. It was a victory by Romania over 28 days during which there were over 12,000 Romanian and over 10,000 of the invaders who were wounded.

Around this time, she met and married chemist Constantin Zamfirescu, brother of the politician and writer Duiliu Zamfirescu.

After the war, Zamfirescu returned to the Geological Institute. She led several geology laboratories and participated in various field studies, including some that identified new resources of coal, shale, natural gas, chromium, bauxite and copper. Zamfirescu also taught physics and chemistry.

Later life and death
Zamfirescu retired in 1963, aged 75. In retirement she was involved in activism for disarmament. She died at the age of 86 on 25 November 1973.

An award for women working in science and technology was established in her name, the Premiul Elisa Leonida-Zamfirescu.

Honours and awards
Zamfirescu was the first woman member of AGIR (General Association of Romanian Engineers). A street in Sector 1 of Bucharest bears her name, and she was honoured with a Google Doodle on the anniversary of her birthday in 2018.

References

External links

 "Elisa Leonida Zamfirescu" in Pioneers: Trailblazing women in the arts, sciences and society, 2019 exhibition by Europeana (CC By-SA) 

Technische Universität Berlin alumni
Romanian civil engineers
20th-century Romanian engineers
Romanian women engineers
People from Galați
1887 births
1973 deaths
20th-century women engineers
Drawing-in frame. A drawing-in frame was a piece of equipment used in the cotton industry. It was the drawers-in job to thread each of ends on a new beam through the correct healds, and then though the reed. On a Lancashire loom weaving grey cloth, this was a simple but time-consuming task, but for a complex pattern on a Jacquard tapestry loom, great care was needed. To do this, the new beam was mounted on the back of a drawing-in frame, the healds were held next in a vertical position, and in front the reed would be clamped. This job was done by a reacher-in and a loomer. The reacher-in, who would be young and usually a boy, passed each end in order to the loomer, who threaded it through the healds and the reed.
  
A 'drawer-in' was sometimes referred to as a beamer. The drawers-in  sat between the two beams on low three legged stool, head and shoulders at beam height and so surrounded was humorously given the nickname “Yutick’s nest.”

References
Footnotes

Citations

Bibliography

Cotton industry
AES31. AES31 is a standard developed by the Audio Engineering Society for the interchange of digital audio projects between different systems. The primary purpose of the standard is to allow exchange of audio editing projects between digital audio workstations (DAWs). The standard is divided into three parts, the most critical of which is the project interchange format, which defines a standard for edit decision lists.

Parts
Part 1 - Disk format
Ensures the ability to read files across platforms.

Part 2 - File format
Specifies use of monaural Broadcast Wave Format files

Part 3 - Project interchange
Provides a method of exchanging edit data in a text format. This allows an audio edit in one DAW to be opened in another, with little or no difference in the mix. The standard focuses on simple and accurate parsing, and human readability.

Timecode
The standard describes a time-code character format (TCF), which is used to express time code information in character notation. It enables a sample-accurate time to be specified within a 24-hour period.

The format is defined as HHiMMiSSiFFissss, which is composed of hours (HH), minutes (MM), seconds (SS), frames (FF) and samples (ssss), separated by indicators (i). The character used for each indicator signifies the frame count/time base, film framing, video field/time code type, and sample rate, respectively.

Formatting
The project interchange standard uses plain text files with a custom markup language called edit decision markup language (EDML). A file is divided into sections using XML-style tags, each of which can contain different keywords which are surrounded by parenthesis. An example of the language can be seen below:

    <VERSION>
        (ADL_ID)           ""
        (ADL_UID)          e5135ed0-5bc7-4087-8674-5a97cf4534e2
        (VER_ADL_VERSION)  01.01.00
        (VER_CREATOR)      "SADiE"
        (VER_CRTR)         05.06.02
    </VERSION>

References
 AES31-1-2001 (r2006) AES standard for network and file transfer of audio - Audio-file transfer and exchange Part 1: Disk format by the Audio Engineering Society. Published 2001, Reaffirmed 2006.
 AES31-2-2006 AES standard on network and file transfer of audio – Audio-file transfer and exchange – File format for transferring digital audio data between systems of different type and manufacture by the Audio Engineering Society. Published 2006.
 AES31-3-2008 AES standard for network and file transfer of audio - Audio-file transfer and exchange - Part 3: Simple project interchange by the Audio Engineering Society. Published 1999, Reaffirmed 2008.

External links
 Audio Engineering Society

Audio codecs
XML markup languages
Metadata
Audio Engineering Society standards
Bridge of Augustus (Narni). The Bridge of Augustus (Italian "Ponte d’Augusto") is a Roman arch bridge in the Italian city Narni in Umbria, built to carry the Flaminian Way over the river Nera. Of the original four spans of the  bridge, only the southernmost remains standing.

History 

The bridge was built under Augustus around 27 BC using marble blocks. The 30 m high structure was one of the largest bridges constructed by the Romans.

According to the Umbrian Superintendence of Archaeological Heritage:
The complexity of the structure and a number of irregularities suggest that its construction was a lengthy affair. Evident signs of ancient restorations reveal structural failures resulting from intense use or from natural calamities. Chronicles from the Middle Ages report collapses caused by floods and earthquakes. Documentation gives a definite date for the collapsing of the third pylon, which occurred in 1855. During the 1970s reinforcement work was done on the bridge. The surviving arch has suffered damage from recent earthquakes, in particular, the 2000 quake. Restoration work is now in progress.

The bridge was a popular destination on the Grand Tour.

James Hakewill wrote in A picturesque tour of Italy (1816–1817):

There are few relics of antiquity that impress the traveller with greater ideas of Roman magnificence that the sight of this bridge affords... It is built with large blocks of white marble, neatly squared and fitted in, but without any appearance of cement having been used, or even cramps of iron to connect them together.

Hakewill states that a description of the bridge is to be found in Roma antiqua et restaurata by Biondo, of Forli, 1558 [sic]; and he also quotes from antiquity an epigram of Martial in which the bridge is mentioned.

The English painter J. M. W. Turner made sketches of the bridge in 1819, which are now held by the Tate Gallery.

The French painter Jean-Baptiste-Camille Corot (1796–1875) produced in 1826 the famous painting The Bridge at Narni, which today hangs in the Louvre.

Dimensions 
Probable width of the four original spans: 19.20m, 32.10m, 18.00m and 16.00m, of which the first, southernmost arch remains standing.

See also 
 List of Roman bridges

On June 15, 2021, DeFi protocol Umbria network announced the development of its Narni blockchain bridge named after the location of the Bridge of Augustus.

References

External links 
 
 
 

Roman bridges in Italy
Deck arch bridges
Stone bridges in Italy
Bridges completed in the 1st century BC
Roman sites of Umbria
National Physical Science Consortium. The National Physical Science Consortium is a US non-profit organization composed of leading universities, national laboratories, corporations, and government agencies whose aim is increase the number of American citizens with graduate degrees and Ph.Ds in the physical sciences and related engineering fields. It emphasizes the recruitment of women and underrepresented minorities.

Since the organization's inception in 1989, the NPSC has awarded more than 467 graduate fellowships; more than 200 at PhD level and more than 90 Master's degree. Ninety-five percent of NPSC fellows have been minority, female, or both, sections of society underrepresented in science. Participating employers selecting NPSC fellows include Lawrence Livermore National Laboratory, the National Security Agency, Sandia National Laboratories in New Mexico and California.

The NPSC founders include African American professor Kennedy J. Reed of the Physics & Advanced Technologies Directorate at Lawrence Livermore National Laboratory.

Fellowship program
NPSC Graduate Fellowships are offered to all American citizens and last from two to six years, providing financial support of $20,000 per year, up to a maximum of $200,000. It covers tuition and allows fellows to hold a research or teaching assistantship positions while gaining work experience with the sponsoring employer during the summer. Fellowships apply to the fields of astronomy, chemistry, computer science, geology, materials science, mathematical sciences, physics and numerous disciplines of engineering. The NPSC also offers mentorship.

Recruitment is carried out through referrals from professors and other students.

References

External links 
 

Scholarships in the United States
Race and education in the United States