omniomni/omni-engineering huggingface dataset:
Daniel Jackson (computer scientist). Daniel Jackson (born 1963) is a professor of Computer Science at the Massachusetts Institute of Technology (MIT). He is the principal designer of the Alloy modelling language, and author of the books Software Abstractions: Logic, Language, and Analysis and The Essence of Software. He leads the Software Design Group at MIT's Computer Science and Artificial Intelligence Laboratory.

Biography 
Jackson was born in London, England, in 1963.
He studied physics at the University of Oxford, receiving an MA in 1984. After completing his MA, Jackson worked for two years as a software engineer at Logica UK Ltd. He then returned to academia to study computer science at MIT, where he received an SM in 1988, and a PhD in 1992. Following the completion of his doctorate Jackson took up a position as an Assistant Professor of Computer Science at Carnegie Mellon University, which he held until 1997. He has been on the faculty of the Department of Electrical Engineering and Computer Science at MIT since 1997.
In 2017 he became a Fellow of the Association for Computing Machinery. In the same year, he was awarded the ACM SIGSOFT Outstanding Research Award.

Jackson is also a photographer, and has an interest in the straight photography style. The MIT Museum commissioned a series of photographs of MIT laboratories from him, displayed from May to December 2012, to accompany an exhibit of images by Berenice Abbott.
Jackson is the son of software engineering researcher Michael A. Jackson, developer of Jackson Structured Programming (JSP), Jackson System Development (JSD), and the Problem Frames Approach.

Research 
Jackson's research is broadly concerned with improving the dependability of software. He is a proponent of lightweight formal methods. Jackson and his students developed the Alloy language and its associated Alloy Analyzer analysis tool to provide support for lightweight specification and modelling efforts.

Between 2004 and 2007, Jackson chaired a multi-year United States National Research Council study on dependable systems.

Selected publications

References

External links 
 Daniel Jackson MIT home page
 Daniel Jackson photography website
 

1963 births
Living people
Photographers from London
Alumni of the University of Oxford
British computer programmers
British expatriate academics in the United States
MIT School of Engineering alumni
Carnegie Mellon University faculty
MIT School of Engineering faculty
English computer scientists
Formal methods people
Software engineering researchers
Computer science writers
20th-century British photographers
21st-century British photographers
Jess Julius Engelstad. Jess Julius Engelstad (1822 – 1896) was a Norwegian engineer and railroad administrator.

Engelstad was born in Christiania as the son of customs surveyor Christopher Engelstad (1786–1835). He was the grandfather of museum director Eivind Stenersen Engelstad (1900–1969).

An engineer by education, Engelstad oversaw the construction of numerous bridges during the 1850s, including Nygårdsbroen, Sarpebrua and Fossum Bridge. From 1859 to 1896 he was the manager of the Hoved Line, the first railway line in Norway. He was also a director of traffic in the Norwegian State Railways from 1883 to 1989.

References

1822 births
1896 deaths
Norwegian engineers
Norwegian State Railways (1883–1996) people
John Clarke Hawkshaw. John Clarke Hawkshaw (7 August 1841 – 12 February 1921) was a British civil engineer.

Biography
Hawkshaw was born in Manchester, England in 1841 and was the son of civil engineer Sir John Hawkshaw and Lady Ann Hawkshaw. He attended Westminster School and Trinity College, Cambridge, where he was president of the University Boat Club and rowed in the annual Boat Race against Oxford University in 1863 and 1864. On 9 December 1862 John Clarke Hawkshaw was commissioned as an ensign in the Third Cambridgeshire Rifle Volunteer Corps a Volunteer Force unit stationed at Cambridge University. He resigned his commission as ensign in the unit on 1 December 1863. Hawkshaw graduated with a Master of Arts degree and lived at Liphook in Hampshire. By 1876 Hawkshaw was a partner in his father's civil engineering firm.

In March 1876 Hawkshaw was elected a member of the Smeatonian Society of Civil Engineers, an institution that he would become president of in 1889. He served as the 39th president of the Institution of Civil Engineers from November 1902 to November 1903. In holding that office he followed in the footsteps of his father who had been the 11th president from December 1861 to December 1863. The largest civil engineering project undertaken by the firm which was initiated by John Clarke Hawkshaw was the Puerto Madero docks in Buenos Aires, Argentina (1887–98).

On 4 October 1884 Hawkshaw was appointed Lieutenant-Colonel in Command of the Engineer and Railway Staff Corps, an unpaid Royal Engineers volunteer unit which provides technical expertise to the British Army. He was granted the honorary rank of Colonel on 25 October 1902, and on 6 February 1903 received the Volunteer Officers' Decoration (VD), a reward for more than 20 years of volunteer military service. He continued as Lieutenant-Colonel in Command when the regiment became part of the Territorial Force on 1 April 1908. Hawkshaw also served as a Justice of the Peace.

In 1903 he was appointed a member of the Royal Commission to decide the British submission to the Louisiana Purchase Exposition of 1904.

Hawkshaw was married to Cicely Mary Wedgwood the daughter of Francis Wedgwood of the famous pottery firm. He died on 12 February 1921, Cicely had died on 6 September 1917.

References

Bibliography 

        
        
        
        
        
        

1841 births
1921 deaths
People educated at Westminster School, London
Alumni of Trinity College, Cambridge
English male rowers
Engineers from Manchester
British civil engineers
Presidents of the Institution of Civil Engineers
Presidents of the Smeatonian Society of Civil Engineers
Engineer and Railway Staff Corps officers
Volunteer Force officers
Cambridgeshire Regiment officers
Military personnel from Manchester
Cessna 308. The Cessna 308 was a prototype military light transport aircraft based on the successful O-1 Bird Dog (Cessna 305) observation aircraft. Only one aircraft was completed, and the project did not proceed further due to a lack of orders.

Development
The Cessna 308 was conceived as an enlarged model 305 that would carry four people for the military light transport role and was developed in response to a US Army requirement.

The resulting design was first flown in July 1951. While the aircraft was based on the model 305, it incorporated a four-place cabin similar to the then current production Cessna 170. The prototype was powered by a Lycoming GSO-580 geared, supercharged, eight-cylinder engine, producing . The prototype featured a  wingspan, taildragger landing gear and a  gross take-off weight. In trials the 308 proved capable of operating from rough fields carrying a  payload, with a range of .

The US Army chose the de Havilland Canada DHC-2 Beaver for the intended light transport role putting it into service as the L-20A. As a result, development of the Cessna 308 was not continued beyond the completion of a single prototype.

Specifications (Cessna 308 prototype)

References

External links
 Cessna 308 photo

1950s United States military utility aircraft
308
Cancelled military aircraft projects of the United States
Single-engined tractor aircraft
High-wing aircraft
Aircraft first flown in 1951
Aircraft with fixed conventional landing gear
Single-engined piston aircraft
Cessna XMC. The Cessna XMC was a prototype technology demonstrator designed to show advanced aerodynamics and materials. The marketing name of XMC stood for "Experimental Magic Carpet" with the single test aircraft designated Cessna 1014 and later 1034 in company documentation.

Design and development
The two-seat Cessna XMC was built to test several concepts in light aircraft design including a ducted propeller and swept cantilever wing. The program ran from the beginning of 1971 until the end of 1972. The aircraft was used to assess improved visibility, center of gravity effects, control surface locations and response, cabin noise levels and also the relationship of wing versus engine and propeller.

The XMC employed metal-to-metal bonding, allowing for experimentation in expanded use for bonding in other types in the Cessna commercial product line. Additional stress testing was also conducted as necessary as the aircraft entered further testing and modification. 

The sole prototype was registered as N7174C and given Cessna serial number 674. It was powered by a Continental O-200  engine mounted in pusher configuration. This was the same powerplant used in the then-current production Cessna 150. The tail boom was similar in design to that used on the Cessna Skymaster.

The first flight of the 1014 model was made on January 22, 1971 by Cessna test pilot Bruce Barrett. The aircraft was modified in 1972 and given a new model number, 1034. In this configuration it was first flown June 1, 1972, again with Bruce Barrett at the controls.

Operational history

Test program
The test program consisted of three phases:

Phase I - Model 1014 - January 1971
ground handling, flying characteristics and visibility testing
Phase II - Model 1014 - May 1971
Exploring methods of reducing weight and production costs for single and twin-engine Cessnas
Phase III - Model 1034 - June 1972
Use of shrouded propeller to test improvements in propeller efficiency and reduction of noise

Test results
The XMC project ended in 1972. The aircraft configuration proved to have higher cabin noise levels than the production Cessna 150 and offered no performance advantages over the older design.

Variants
Model 1014 XMC
The single aircraft in its initial configuration with unducted pusher propeller and fully faired nose wheel
Model 1034 XMC
The same aircraft was modified in 1972 with a shrouded propeller to explore two design areas: improvement of the propulsive efficiency and noise reduction. The spatted nose gear was replaced by a wheel fairing, as was the main gear. An increased vertical stabilizer area and revised wing tips were also tested.

Specifications (Cessna XMC prototype)

References

External links
 Cessna 1014 XMC photo
 Cessna 1034 XMC photo

1970s United States experimental aircraft
Abandoned civil aircraft projects of the United States
Aircraft first flown in 1971
XMC
Ducted fan-powered aircraft
High-wing aircraft
Single-engined pusher aircraft
Twin-boom aircraft
Aircraft with fixed tricycle landing gear
Su-Ki. The Amphibious truck "Su-Ki" was a World War II Japanese military vehicle manufactured by the Toyota Motor Co., Ltd, similar in concept to the GMC DUKW.  It entered service in 1943 and was used by Japanese forces in the Pacific during World War II.

Background 
The Guadalcanal campaign demonstrated to the Imperial Japanese Army (IJA) the need for vehicles that could transport supplies directly from cargo ships to the shore and beyond. While the Japanese Imperial Navy had several vehicles (including the Type 4 Ka-Tsu amphibious landing craft) the army had no such vehicles. The Su-Ki was a stop-gap measure until larger and better designed vehicles could be developed.

Design
The vehicle was an amphibious truck based on the Toyota KCY (To-Ki) 4×4 truck. The engine was a inline-six 3.4l Type B engine with power being transmitted to the rear axle via Hotchkiss drive and water propulsion was via PTO drive prop. It could operate in either 2-wheel or 4-wheel drive.

The body was made up of steel and had a "boat shaped" hull, with the hull and other body panels having a 5mm thickness, primarily for protection against rough seas and small arms. The Su-Ki had an unladen weight of 6.4 tonnes and a carrying capacity of 2 tonnes. The cargo was carried on the rear deck with tall sides and an open top, loaded at the rear via a loading ramp. 

Between November 1943 and August 1944, 198 Su-Ki trucks were produced by Toyota.

Usage 
Su-Ki amphibious trucks were used by the Japanese military forces on Pacific islands during World War II. The vehicle saw use in the Solomon and Gilbert Island campaigns, as well as operations on Ellice Island. The experience of using the vehicle in operations, especially on Ellice, highlighted the need for better design and Toyota developed the experimental "LVT" from the Su-Ki.

Survivors 
The only known survivor is a rusted hulk that remains on the Micronesia island of Ponape. The island was not invaded by the Allies in combat, and during post-war occupation the Su-Ki (and other equipment) was not worth the effort to remove from the island.

See also
 DUKW
 Terrapin (amphibious vehicle)
 Schwimmwagen
 Ford GPA "Seep" (Seagoing Jeep)

References

Notes

Bibliography
 
 

Military trucks
Soft-skinned vehicles
Toyota vehicles
Amphibious military vehicles
World War II vehicles of Japan
Military vehicles introduced from 1940 to 1944
PIK-5. The PIK-5 was a training glider produced in Finland in the 1940s, and 1950s, equipping the country's gliding clubs with an aircraft greater in performance than primary gliders but less than competition sailplanes.

The PIK-5 had a pod-and-boom configuration, with a high, strut-braced monoplane wing and a cruciform tail carried at the end of a tail boom that extended from a position high on the aft end of the pod.

History
The prototype first flew in September 1946, and testing continued until it was badly damaged in a crash in summer 1948 Over the subsequent months, the wings were repaired, and a new fuselage constructed to a revised design. This was completed the following winter, and flights recommenced. However, this aircraft, now known as the PIK-5B, was destroyed in a crash in summer 1951. 

Again, it was rebuilt with modifications, particularly to the wing structure, resulting in the PIK-5C version. This version first flew on 5 July 1952, and went on to become the pattern for around 30 similar machines that would be built over the ensuing years.

Variants
 PIK-5
 PIK 5A
 PIK-5B
 PIK-5C

Specifications (PIK-5C)

Notes

References

 
 
 
 
 

1940s Finnish sailplanes
PIK aircraft
Glider aircraft
Aircraft first flown in 1946
High-wing aircraft
D. E. Shaw Research. D. E. Shaw Research (DESRES) is a privately held biochemistry research company based in New York City. Under the scientific direction of David E. Shaw, the group's chief scientist, D. E. Shaw Research develops technologies for molecular dynamics simulations (including Anton, a massively parallel special-purpose supercomputer, and Desmond, a software package for use on conventional computers and computer clusters) and applies such simulations to basic scientific research in structural biology and biochemistry, and to the process of computer-aided drug design.

This interdisciplinary laboratory is composed of members with backgrounds in chemistry, biology, hardware engineering and design, computer science, or applied mathematics. In addition to its main New York facility, D. E. Shaw Research has offices in Durham, North Carolina and Hyderabad, India.

References

External links
D. E. Shaw Research
D. E. Shaw Research Publications Page

Molecular dynamics
Molecular dynamics software
No. 172 Squadron RAF. No. 172 Squadron RAF was a Second World War Royal Air Force anti-submarine squadron that operated the Vickers Wellington equipped with the Leigh Light.

History

The squadron was formed on 4 April 1942 at RAF Chivenor from No. 1417 (Leigh Light) Flight, and was part of 19 Group, Coastal Command. The squadron had been formed to continue the work of the development flight to use the new Leigh Light in conjunction with ASV radar on anti-submarine patrols. The Leight Light was a powerful (22 million candles) searchlight used to illuminate the surface of the sea and any submarines caught on the surface. It operated from bases such as Malta, Gibraltar and the Azores to exploit the new invention and it was also used to attack surface vessels.  The squadron re-equipped with the Wellington Mark XIII and the rate of sorties increased, although the aircraft losses also increased as they were hunted by German night-fighters in the Western Approaches.

The Wellington Mk XIII and later XII and XIV have been described as 'the prototype for AWACS' and 172 squadron is renowned for being the first to attack a U-boat at night using the combination of ASV and the Leigh Light.

This first attack  came on 4 June 1942. The Italian submarine Luigi Torelli was crossing the Bay of Biscay on its way from La Pallice to the West Indies. At the same time a Wellington Mk VIII of 172 Squadron ('F' for Freddie), piloted by Squadron Leader Jeaffreson Herbert Greswell, was patrolling in the area. At just after 1.27 am the submarine was detected. Greswell made his approach, and turned on the light. It operated exactly as hoped. The Italian submarine was identified and its location confirmed. The submarine commander, unaware of the new weapon, remained on the surface while Greswell made his attack. Four depth charges straddled the submarine, which was badly damaged, although not sunk. The submarine was forced to run for safety in neutral Spain, reaching Santander by 8 June (despite two more attacks by RAF Short Sunderlands).

The first confirmed kill by 172 squadron came a month later, on 5 July, when a Wellington piloted by P/O Wiley B. Howell in 'H' for Harry, one of many Americans who had joined the RAF, sank U-502 in the Bay of Biscay.

As the invasion of France became nearer the squadron concentrated on operations over the western-end of the English Channel. Following the invasion of France the squadron moved to RAF Limavady in Northern Ireland to counter the U-boat threat in the North Atlantic. Following VE-Day the squadron was disbanded at Limavady on 4 June 1945.

Aircraft operated

Bases used

 RAF Chivenor
 RAF Limavady

References

Citations

Bibliography

External links

172
Cierva C.24. The de Havilland C.24 was a two-seat autogyro built by de Havilland at its Stag Lane works in England in 1931

Design and development
The C.24 was built in 1931 using a Cierva rotor head coupled to the cabin of a de Havilland DH.80A Puss Moth, and driven by a 120 hp Gipsy III engine. It was withdrawn from use by December 1934.

A single example (G-ABLM) was produced and is part of the Science Museum collection. In 1932, it was redesignated C.26 (not to be confused with the unbuilt C.26 twin-engine autogiro design) when a two-blade rotor system was installed. Since 2008 it has been on loan to the de Havilland Aircraft Museum at Salisbury Hall, near London Colney in Hertfordshire. In flight, it had a maximum speed of about .

Specifications

References

Citations

Bibliography

External links

 

C.24 Autogryo
1930s British civil utility aircraft
Single-engined tractor autogyros
Aircraft first flown in 1931
C.24
HMS Lassoo (1915). HMS Lassoo  was a  built for the Royal Navy during the 1910s.

Description
The Laforey class were improved and faster versions of the preceding . They displaced . The ships had an overall length of , a beam of  and a draught of . Lassoo was powered by two Parsons direct-drive steam turbines, each driving one propeller shaft, using steam provided by four Yarrow boilers. The turbines developed a total of  and gave a maximum speed of . The ships carried a maximum of  of fuel oil that gave them a range of  at . The ships' complement was 74 officers and ratings.

The ships were armed with three single QF  Mark IV guns and two QF 1.5-pounder (37 mm) anti-aircraft guns. These latter guns were later replaced by a pair of QF 2-pounder (40 mm) "pom-pom" anti-aircraft guns. The ships were also fitted with two above-water twin mounts for  torpedoes.

Construction and service
She was built during the First World War as part of an emergency program of naval construction, to an Admiralty design by William Beardmore & Company, Dalmuir. She was originally to have been named Magic but she was renamed Lassoo on 15 February 1915 before being launched on 24 August 1915. She was sunk by the German U-boat  on 13 August 1916 off the Maas lightship in the North Sea.

Notes

Bibliography
 
 
 
 

Laforey-class destroyers (1913)
Ships built on the River Clyde
1915 ships
World War I destroyers of the United Kingdom
Ships sunk by German submarines in World War I
World War I shipwrecks in the North Sea
Maritime incidents in 1916
Kazem Oraee. Kazem Oraee Mirzamani (in Persian :   کاظم اورعی میرزمانی) (born 1954 in Iran) completed his school education in Iran and university education in the UK. He received two first degrees in Mining Engineering (1978) and Mathematics (1981), a Master's degree in Technological Economics (1979) and a PhD in Economics of Mining (1983). Oraee has taught in several universities in Iran in the fields of Mining Engineering and Technological Economics.

Academic activities
Oraee lectures at several universities in Tehran including Tarbiat Modarres, Amir Kabir and Azad Universities, and in Scotland he lectures in the University of Stirling, where he is an honorary professor. In addition to following the current global mining and technological advances, he contributes to research for which he has received several acknowledgments and recognitions. He also participates in mining conferences, including the annual International Conference on Ground Control in Mining, the SME prestigious 100 Years of Research, in which he gave three presentations and the MPES.

Books
Oraee has written 17 books in the areas of Mining, Technological Economics, Economics, and Quantitative Management. and Adineh Books.

Professional activities
Oraee acts as advisor to the provincial government of Khorasan and to the Ministry of Mines and Metals of Iran. He is a keen writer and contributes to specialised newspapers in technical issues such as mining, technological economics and macro economics. Thus he has grown into a controversial critic of the Iranian macro economic policies.

He currently chairs the board of directors for Jovein Cement Plc and Khorasan Gypsum Ltd.

Awards and recognitions
Oraee was awarded the ‘Professor of the Year’ by the Ministry of Industries and Mines (2007), and the Ministry of Employment award of "The leading industrial job creator" the following year.

In 200, he was granted the Medal of Excellence from the Institute of Materials, Minerals and Mining, IOM3, for conspicuous contribution, either during the year or cumulatively over a number of years, to the art, science and practice of the mining industry. "He is known for his skill in combining the theoretical with the practical needs of society. He has concentrated on technological economics and has promoted best practice in mining in Iran. This involved fostering excellent links between the two countries, supporting the exchange of students and staff."

References

External links

 http://www.aku-press.com
 http://www.business.stir.ac.uk/staff/ProfOraeeN.htm
 https://web.archive.org/web/20090930063636/http://www.khorasangypsum.com/newsite/Managers.htm
 http://www.aku-press.com/eAuthor.asp?Seq=180
 https://web.archive.org/web/20100417211131/http://www.miningpapers.com/
 http://www.iom3.org/content/award-winners-2009

1954 births
Iranian engineers
Iranian economists
Living people