omniomni/omni-engineering huggingface dataset:
Alexandria Municipal Airport. Alexandria Regional Airport , also known as Chandler Field, is a city-owned public-use airport located two nautical miles (3.7 km) southwest of the central business district of Alexandria, a city in Douglas County, Minnesota, United States.

Facilities and aircraft 
The airport covers an area of  at an elevation of 1,425 feet (434 m) above mean sea level. It has two asphalt paved runways: 13/31 is 5,099 by 100 feet (1,554 x 30 m) and 4/22 is 4,098 by 75 feet (1,249 x 23 m).

For the 12-month period ending August 31, 2014, the airport had 25,500 aircraft operations, an average of 70 per day: 90% general aviation, 9% air taxi and 1% military. In August 2021, there were 74 aircraft based at this airport: 68 single-engine, 3 multi-engine, 1 helicopter and 2 ultralights.

Cargo

Airport Operations 
Several operations and/or businesses at the airport include the following:
Alexandria Aircraft LLC - Parts dealer for Bellanca aircraft.
Alexandria Aviation - Aircraft Sales, Rental, Flight Training, Chater, Fueling
LifeLink III - 24/7 medical helicopter service
On His Wings Flight Academy - Instrument flight instruction school
Weber's Aero Repair - Aircraft repairs and restorations

Historical Scheduled Service 

Northwest Airlines offered service to Alexandria on its Minneapolis to Winnipeg, Canada route in 1928.

In August of 1929, Several Minneapolis and Winnipeg, Canada investors formed Canadian-American Airlines, Incorporated.  Using six-passenger Travel Air monoplanes, the new line provided for daily five-hour flights between St. Paul and Winnipeg with stops at Minneapolis, St. Cloud, Alexandria, Fergus Falls, Fargo ND, and Grand Forks, ND.

In 1952 Wisconsin Central Airlines began scheduled service for a short time. The flight route was from Minneapolis–St. Paul International Airport, St. Cloud, Alexandria, and Fargo, ND.

In December 1972 Mississippi Valley Airlines had scheduled service to Minneapolis–St. Paul International Airport and Willmar Municipal Airport

FAA Award History 
In 2020 the airport received a $30,000 CARES Act award.

See also
List of airports in Minnesota

References

External links 
 Aerial photo as of 27 April 1992 from USGS The National Map
 

Airports in Minnesota
Buildings and structures in Douglas County, Minnesota
Transportation in Douglas County, Minnesota
SNAS Aviation. SNAS Aviation (legally Saudi National Air Services Limited) was a cargo airline based in Riyadh, Saudi Arabia and operated exclusive flights for DHL International Aviation ME.

History
SNAS Aviation was established in 1979 operating scheduled services between Muharraq and Riyadh, and after the 1990s its services were expanded. The owner of SNAS was Prince Saud bin Nayef Al Saud.

Fleet

The SNAS Aviation fleet included the following aircraft (as of February 2010):

5 Boeing 727-200F

The airline previously operated the following aircraft:
2 Boeing 757-200PF
2 Convair CV-580
7 Fairchild Metro III

See also
List of defunct airlines of Saudi Arabia

References

External links

SNAS Aviation Fleet
SNAS Aviation aircraft

Airlines established in 1979
Airlines disestablished in 2014
Defunct airlines of Saudi Arabia
Cargo airlines
Saudi Arabian companies established in 1979
Sevenair Air Services. Sevenair SA, formerly branded Aero VIP, is a Portuguese regional airline headquartered in Cascais Aerodrome, western Lisbon. It operates domestic regional routes within mainland Portugal and also offers additional aviation services and non-scheduled operations in third countries. It is part of Sevenair Group, one of the biggest aeronautical groups operating in Portugal, which provides the following services: air transportation (regional and non-scheduled), aerial works, flying school, and aircraft maintenance.

In September 2022 the Sevenair Academy acquired all the assets of the North American L3Harris Technologies in Ponte de Sor, with the intention of creating the largest aviation school in Europe.

History
Before integrating the Sevenair Group, the airline was named AeroVip, of which it still maintains in 2019 the codes (WV/RVP).

In September 2022, Sevenair Academy announced the purchase of all the actives from the American L3 Harris school in Ponte de Sor, becoming the biggest flight school in Europe.

Destinations

As of March 2019, Sevenair served the following destinations:
 
 (BGC) Bragança
 (VRL) Vila Real 
 (VSE) Viseu
 (CAT) Lisbon–Cascais (base)
 (PRM) Portimão

Fleet

The Sevenair fleet includes the following aircraft.

The Airline has also signed a letter of intent for 6 units of the electric Heart Aerospace ES-30 Aircraft.

Airline
 2 Dornier 228 - CS-AYT, CS-DVU
 1 Jetstream 32 - CS-DVQ

Air services
 4 Cessna 172 Rocket (used for banner towing)
 2 Socata Rallye (used for banner towing)
 2 Cessna 182 Skylane (used for skydiving operations)
 2 Pilatus PC-6 (used for skydiving operations)
 1 Piper PA-31 Chieftain (stored)
 6 CASA C212 Aviocar (stored)
 1 Extra EA-300

Air academy
 9  Cessna 150 and 152
 1  Cessna 172RG
 8  Tecnam P2008
 3  Tecnam P2006T
 1  Diamond DA42 (VIP)
 4  Diamond DA42
 7  Diamond DA40
 13 Piper PA28
 1  Cessna 152 Aerobatic

Accidents and incidents
 On 2 December 2010, an Aero VIP Dornier 228, registration CS-TGG, flight 854 on a domestic route (Lisbon-Vila Real-Bragança), was on final approach to Braganca (LPBG) around 17:20 local time. There was snowfall and fog at the time. The airplane got too low and the nose gear cut a power line. The crew went around and landed the aircraft safely. The aircraft was not damaged and no injuries occurred. The incident left 2000 people without electricity for two hours.

References

External links
 

Airlines of Portugal
Portuguese companies established in 1998
Schempp-Hirth Standard Austria. The Standard Austria was a single-seat aerobatic glider that was originally designed and built in Austria from 1959 but production was moved in 1962 to Schempp-Hirth in Germany.

Development 
Commissioned by the Österreichischer Aeroclub – (Austrian Aero club) the Standard Austria was designed by Rüdiger Kunz to compete in the 1960 OSTIV competition for a standard class sailplane, winning plaudits as the best standard class aircraft. The design aims were to produce an aircraft with a low wing loading and a high lift/drag ratio, which necessitated low weight and low drag. To achieve the design aims the Standard Austria was constructed primarily of wood with plywood skinning and a glass-fibre nose section, pilots seat and tail-cone. Other weight and drag saving measures included use of an all-moving 'V' or 'Butterfly' tail unit with two surfaces, set in a 'V' configuration, providing stability and control in both pitch and yaw, in exchange for increased cost and complexity of the control systems and minor handling side effects, like slight pitching of the aircraft with application of rudder and vice versa.

After the initial production run in Austria, production was moved to Schempp-Hirth in Germany, where the Standard Austria's development continued with improved and heavier models, optional retractable undercarriage, replacement of the NACA section wings with wings using an Eppler 266 section, to improve low-speed performance.

Two were used in the 1967 NFB film 'Flight' (CF-RNH, CF-RSO).

Variants 
Standard Austria
Initial production model built in Austria.
Standard Austria S
Production aircraft built by Schemp-Hirth under license in Germany.
Standard Austria SH
Improved heavier model, 5 built.
Standard Austria SH-I
The SH with retractable undercarriage
Standard Austria
From 1964 produced using an Eppler 266 aerofoil section.

The Schempp-Hirth SHK, a 17-meter Open Class glider, was also developed by Klaus Holighaus in 1965 from the SH-1.

Specifications (Standard Austria)

See also

References

 Taylor, J. H. (ed) (1989) Jane's Encyclopedia of Aviation. Studio Editions: London. p. 29
 Coates, Andrew. “Jane's World Sailplanes & Motor Gliders new edition”. London, Jane's. 1980.

External links

 https://web.archive.org/web/20150222043514/http://www.sailplanedirectory.com/schempp.htm
 Martin Schempp
https://web.archive.org/web/20070608193349/http://www.sailplanedirectory.com/PlaneDetails.cfm?planeID=338
British Gliding Association - Standard Austria data sheet

Schempp-Hirth aircraft
1950s Austrian sailplanes
V-tail aircraft
Aircraft first flown in 1959
Cupalite. Cupalite is a rare mineral which is mostly composed of copper and aluminium, but might contain up to several percent of zinc or iron; its chemical structure is therefore described by an approximate formula  or . It was discovered in 1985 in placers derived from serpentine, in association with another rare mineral khatyrkite (CuAl2). Both minerals are thus far restricted to the area of the Iomrautvaam, in the Khatyrka ultramafic (silicon-poor) zone of the Koryak–Kamchatka fold area, Koryak Mountains, Anadyrsky District, Chukotka Autonomous Okrug, Far Eastern Federal District, Russia. The mineral name derives from cuprum (Latin for copper) and . Its holotype (defining sample) is preserved in the Mining Museum in Saint Petersburg, and parts of it can be found in other museums, such as Museo di Storia Naturale di Firenze.

Properties
Cupalite forms dendritic, rounded or irregular grains, typically below 0.1 millimeter in size, which are intergrown with khatyrkite. They have an orthorhombic crystal structure with a yet uncertain space group and the lattice constants a = 0.695(1) nm, b = 0.416(1) nm, c = 1.004(1) nm, and 10 formula units per unit cell. Their Mohs hardness is between 4 and 4.5 and Vickers hardness is in the range 272–318 kg/mm2 for a 20–50 gram load. 

Cupalite and khatyrkite are accompanied by spinel, corundum, stishovite, augite, forsteritic olivine, diopsidic clinopyroxene and several Al-Cu-Fe metal alloy minerals. They are remarkable by containing micrometre-sized grains of icosahedrite, a naturally occurring quasicrystal – aperiodic, yet ordered structure. The quasicrystal has a composition of Al63Cu24Fe13 and icosahedral symmetry. The presence of unoxidized aluminium in cupalite and association with the stishovite – a form of quartz which forms exclusively at high pressures of several tens GPa – suggest that cupalite is formed either upon meteoritic impact or in the deep earth mantle.

References

Native element minerals
Copper minerals
Aluminium minerals
Orthorhombic minerals
Geology of Russia
Vickers E.F.B.7. The Vickers E.F.B.7 was a prototype British fighter aircraft of the First World War. A twin-engined biplane, the E.F.B.7 was unsuccessful, only one being built.

Development and design
In August 1914, following the outbreak of the First World War, the British pioneer aircraft designer Howard Flanders was hired by Vickers Limited as an aircraft designer, with his first job to design a fighting aircraft to carry a Vickers 1 pounder (37 mm) cannon. (This was not the well-known pom-pom, but a smaller and lighter long recoil cannon firing less powerful ammunition). Flanders produced a twin-engined development of his earlier Flanders B.2 single-engined biplane, the E.F.B.7 (Experimental Fighting Biplane No.7).

The E.F.B.7 was a two-bay biplane with a steel-tube structure with plywood and fabric covering. It had un-staggered wings, with the upper wings of much greater (i.e. 22 ft [6.7 m]) span than the lower ones. It was powered by two tractor Gnome Monosoupape rotary engines mounted between the wings.  The gunner sat in a large cockpit in the nose of the aircraft, with a rotating mount for the cannon and an armoured floor claimed to be bulletproof, while the pilot sat in a cockpit behind the wings, so that the pilot and gunner could not communicate.

The E.F.B.7 first flew in August 1915, being passed to the Central Flying School for testing.  Sometime early in its career, it was fitted with large cowlings to catch oil from the engines.  An order for a further twelve aircraft was placed on 20 August 1915, which were to have a modified fuselage, allowing the pilot to sit closer to the gunner and owing to a shortage of Monosoupapes, powered by two 80 hp (60 kW) Renault 80 hp air-cooled V8 engines.  The first prototype was modified to this form, becoming the E.F.B.7A.  Performance with these less powerful engines was much poorer and the production orders were cancelled on 16 February 1916 before any more were completed.

Specifications (E.F.B.7)

See also

Notes

References

 Andrews, C. F., and Morgan, E.B. Vickers Aircraft since 1908. London: Putnam, Second edition, 1988. .
 Bruce, J. M. War Planes of the First World War: Volume Three, Fighters. London: Macdonald, 1969. .
 Mason, Francis K. The British Fighter since 1912. Annapolis, Maryland, USA: Naval Institute Press, 1992. .
 Williams, Anthony G., and Gustin, Emmanuel. Flying Guns: World War I and its Aftermath 1914–32. Ramsbury, UK: Airlife, 2003. .

1910s British fighter aircraft
E.F.B.7
Rotary-engined aircraft
Aircraft first flown in 1915
Sesquiplanes
Aircraft with fixed conventional landing gear
Twin piston-engined tractor aircraft
Vickers E.F.B.8. The Vickers E.F.B.8 was a prototype British twin-engined fighter of the First World War. It was abandoned after only one aircraft was built, single-engined fighters being considered to have superior manoeuvrability.

Development and design
In autumn 1915, Vickers were working on the design of a twin-engined fighter, the E.F.B.8 (Experimental Fighting Biplane No. 8) as well as the large, cannon armed Vickers E.F.B.7.  This design, which was assigned to Rex Pierson was for a smaller, machine gun armed fighter. With twice the power of Vickers' single-engined pusher Vickers F.B.5 Gunbus, which, while possessing effective armament, was too slow, the E.F.B.8 was hoped to have adequate performance. Like the E.F.B.7, the E.F.B.8 was a two-bay biplane with a steel-tube structure with plywood-and-fabric covering, being powered by two tractor Gnome Monosoupape rotary engines mounted between the wings. It was, however, much more compact, with a wingspan  less and 500 lb (230 kg) lighter. The gunner, armed with a single Lewis gun was sat in the nose, while the pilot, as in the E.F.B.7, sat under the trailing edge of the wings, remote from the gunner, hindering cooperation between them in battle.

The E.F.B.8 flew in November 1915, demonstrating good performance, being the fastest twin-engined aircraft of 1915, although not as good a performance as expected. It was not considered maneuverable enough for use as a fighter, and with the prospect of better-performing single-engined fighters with synchronised guns, was rejected for production. The experience designing it proved useful to Pierson, however, when two years later, he came to develop the Vickers Vimy bomber, which was much larger but of similar layout.

Specifications

See also

Notes

References

 Andrews, C. F., and Morgan, E. B. Vickers Aircraft since 1908. London: Putnam, Second edition, 1988. .
 Bruce, J. M. British Aeroplanes 1914–18. London:Putnam, 1957.
 Bruce, J. M. War Planes of the First World War: Volume Three, Fighters. London: Macdonald, 1969. .
 Green, William, and Swanborough, Gordon. The Complete Book of Fighters. New York, Smithmark, 1994. .
 Mason, Francis K. The British Fighter since 1912. Annapolis, Maryland, USA: Naval Institute Press, 1992. .

1910s British fighter aircraft
E.F.B.8
Rotary-engined aircraft
Aircraft first flown in 1915
Twin piston-engined tractor aircraft
Biplanes
Aircraft with fixed conventional landing gear
Jonas Wenström. Jonas Wenström (4 August 1855 in Hällefors – 22 December 1893 in Västerås) was a Swedish engineer and inventor, who in 1890 received a Swedish patent on the same three-phase system independently developed by Mikhail Dolivo-Dobrovolsky. This formed the basis for ASEA (later ABB). The possibility of transferring electrical power from a waterfall at a distance was explored at the Grängesberg mine.  A  fall at Hällsjön, Smedjebackens kommun, where a small iron work had been located, was selected. In 1893,  a three-phase  system was used to transfer 400 horsepower a distance of , becoming the first commercial application.

About the invention of electric light, Wenström wrote: "Edison's new invention of electric light: a glowing carbon strip, is the same thing that I discovered a year ago ... If I had his laboratory, and resources, I would have done the same and better ... a graphite strip between two mica plates provide a more effective light than Edison's."

References

External links  

 

1855 births
1893 deaths
Swedish engineers
19th-century Swedish businesspeople
Multiphase heat transfer. A multiphase flow system is one characterized by the simultaneous presence of several phases, the two-phase system being the simplest case. The term ‘two-component’ is sometimes used to describe flows in which the phases consist of different chemical substances. However, since the same mathematics describes two-phase and two-component flows, the two expressions can be treated as synonymous.

Analysis of multiphase systems can include consideration of multiphase flow and multiphase heat transfer. The former occurs only if all parts are at the same temperature, but interphase heat transfer also occurs when the temperatures of the individual phases are different.

If different phases of the same pure substance are present in a multiphase system, interphase heat transfer will result in a change of phase, which is always accompanied by interphase mass transfer.

Definitions
A multiphase flow system is one characterized by the simultaneous presence of several phases, the two-phase system being the simplest case. The term ‘two-component’ is sometimes used to describe flows in which the phases consist of different chemical substances. For example, steam-water flows are two-phase, while air-water flows are two-component. Some two-component flows (mostly liquid-liquid) technically consist of a single phase but are identified as two-phase flows in which the term “phase” is applied to each of the components. Since the same mathematics describes two-phase and two-component flows, the two expressions can be treated as synonymous.

Multiphase flow versus heat transfer
The analysis of multiphase systems can include consideration of multiphase flow and multiphase heat transfer. When all of the phases in a multiphase system exist at the same temperature, multiphase flow is the only concern. However, when the temperatures of the individual phases are different, interphase heat transfer also occurs.

Phase-change heat transfer
If different phases of the same pure substance are present in a multiphase system, interphase heat transfer will result in a change of phase, which is always accompanied by interphase mass transfer. The combination of heat transfer with mass transfer during phase change makes multiphase systems distinctly more challenging than simpler systems. Based on the phases that are involved in the system, phase change problems can be classified as: (1) solid–liquid phase change (melting and solidification), (2) solid–vapor phase change (sublimation and deposition), and (3) liquid–vapor phase change (boiling/evaporation and condensation). Melting and sublimation are also referred to as fluidification because both liquid and vapor are regarded as fluids.

References 
 Faghri, A., and Zhang, Y., 2020, Fundamentals of Multiphase Heat Transfer and Flow, , Springer Nature Switzerland AG.
 Faghri, A., and Zhang, Y., 2006, Transport Phenomena in Multiphase Systems, , Elsevier, Burlington, MA.
 Lock, G.S.H., 1994, Latent Heat Transfer, Oxford Science Publications, Oxford University, Oxford, UK.

Mechanical engineering
Transport phenomena
Heat transfer
Vibratese. Vibratese is a system of information transmission based on time and intensity modulated signals. The first Vibratese devices, developed by F. A. Geldard in 1957, were constructed of five vibrating modules attached to the interpreter's chest. Each vibrator was responsible for a different segment of the script, with the duration and intensity of the vibration corresponding to a particular symbol.

Vibratese was initially developed as a potential avenue to transmit intelligence to military targets in compromising environments. While not touched upon in Geldard's first paper, its potential application for the deaf and visually impaired was understood.

Geldard identified three tactile dimensions that could be easily and quickly discerned by an interpreter: duration, intensity, and location. Morse code is an example of an auditory system which transmits information modulated by duration alone, and can be used in a tactile device. Geldard found that utilizing all of these dimensions, instead of just one, allowed for higher information transmission rates. Several device configurations were identified as possible, including a seven point arrangement, but five was deemed sufficient. Geldard determined that three durations of signal (100 ms, 300 ms, 500 ms), and three intensities of vibration per vibrator was a viable system, and allowed for 45 symbols to be encoded using the five vibrators. Individual symbols were spaced 50 ms apart with a 100 ms pause between words. This allowed for a theoretical maximum transmission rate of 67 words per minute, versus Morse code with about 30.

To prevent ambiguity each vowel character was assigned to a separate vibrating module. To improve speed, numerals were assigned to the longest duration signals and the remaining letters were assigned according to frequency. Several of the symbol slots were assigned to common English words.

Several issues were identified with the system. The amount of training time required was seen as excessive. It was stated that 30 lessons, equated as hours, was required to learn the system. Additionally, ambiguity along the short-time intensity axis was an issue. A solution offered was to add an additional time duration, while decreasing the intensity axis. Additionally, Geldard proposed a potential system using closely spaced vibrators which could transmit focal movements, like the tracing of a finger, on the subject. Such a system could be used like a Lorm alphabet.

References

External links
http://www.cim.mcgill.ca/~haptic/pub/JP-CIM-TR-06.pdf
http://cobweb.ecn.purdue.edu/~hongtan/pubs/PhDThesis/tan.chap6.pdf

Assistive technology
Latin-script representations
Telegraphy
Writing systems introduced in 1957
R1155. The R1155 was a British communications receiver, commonly used in aircraft along with its associated T1154 transmitter. It was used extensively by the Royal Air Force during World War II, mainly in larger aircraft such as the Avro Lancaster, Handley Page Halifax, Vickers Wellington and Short Sunderland. Some were also used in vehicles and air-sea rescue launches.

The R1155 and T1154 sets were manufactured by several British radio manufacturers, including EKCO, Marconi, Plessey, and EMI. Ekco, who manufactured the R1155 and T1154 at its Aylesbury shadow factory, carried out extensive development work on both units before putting them into production, significantly improving on the original Marconi design.

Large numbers of war surplus R1155 radios were modified for private use postwar.

Different models

See also 
 Tinsel (codename)

External links 
R1155 Information page
R1155 Manual pages

World War II British electronics