omniomni/omni-engineering huggingface dataset:
Owi Airfield. Owi Airfield is a former World War II airfield located on Owi Island in the Schouten Islands, Indonesia.

The airfield was ordered built by General MacArthur on 6 June 1944. It was constructed by the 864th Engineer Aviation Battalion with B Company initiating the construction on 8 June 1944.  The rest of the battalion was on the island by 11 June and the field was completed and operational on 22 June, a total construction time of three weeks.  Improvements were made until the end of the war.  The island and the airfield were used as a major command and control, as well as an operational fighter and bomber base from the summer of 1944 until the end of the war in September 1945.  The airfield was abandoned after the war and today is almost totally returned to its natural state.

The construction proved to be a fairly simple concept; scrape off soil and expose the white coral - then level out the coral for a good, sound runway surface.  Because the base was natural coral it was somewhat easy to maintain after the initial construction.  Initially, Japanese pilots caused regular damage to the runway as they attacked the field and the air assets placed on the island.  As the United States gained air superiority in the area the need for maintenance decreased and it became safe enough for support units to be placed on the island.

On the linked satellite image the airfield is still clearly visible over 60 years after being abandoned.

Units assigned
 Headquarters, Fifth Air Force     (10 August-20 November 1944)
 Headquarters, V Bomber Command            (15 August–November 1944)
 Headquarters, V Fighter Command     (July–November 1944)
 Headquarters, 864th Engineer Aviation Battalion                       (8 June–September 1944)
 308th Bombardment Wing (2 July-10 August 1944)
 309th Bombardment Wing          (9 November 1944 – 8 February 1945)
 22d Bombardment Group   (11 August-15 November 1944)
 Headquarters, 2d, 19th, 33d, 408th Bomb Squadrons, B-24 Liberator
 43d Bombardment Group           (2 July-15 November 1944)
 Headquarters, 63d, 64th, 65th, 403d Bomb Squadrons, B-24 Liberator
 8th Fighter Group           (17 June-19 September 1944)
 Headquarters, 35th, 36th, 80th Fighter Squadrons, P-38 Lightning
 35th Fighter Group            (22 July-27 September 1944)
 Headquarters, 39th, 41st Fighter Squadrons, P-47 Thunderbolt
 Det: 418th Night Fighter Squadron (310th Bombardment Wing)        (16 September-5 October 1944). P-61 Black Widow
 421st Night Fighter Squadron (V Fighter Command)         (28 June-25 October 1944)
 547th Night Fighter Squadron      (6 October-31 December 1944), P-38 Lightning, P-61 Black Widow

See also

 USAAF in the Southwest Pacific

References

 Maurer, Maurer (1983). Air Force Combat Units Of World War II. Maxwell AFB, Alabama: Office of Air Force History. .
 www.pacificwrecks.com

External links
 Photos of Owi Island
 Bob Hope @ Owi Airfield, 1944

Biak Numfor Regency
Airports in Papua (province)
Airfields of the United States Army Air Forces in the South West Pacific theatre of World War II
World War II sites in Indonesia
Defunct airports in Indonesia
Landfill gas migration. Landfill gas migration is a complex process in which gases produced by waste in a landfill move from the site of original deposition to other places via diffusion, usually from areas of high concentration to low. The process is also affected by the permeability of the ground and other factors, such as pressure differences in the soil, cavities, pipes, and tunnels. Changes in atmospheric pressure

and the water table can encourage this migration.

These gases can include methane (), carbon dioxide (), hydrogen (), and volatile organic compounds (there are approximately 500 others that can be present in trace forms) from the waste on site and its degradation over time.

Steps must be taken to prevent this migration from the landfill site as it might enter buildings in the vicinity. This can be done on the site by means of combinations of geomembranes and clay based products, see gas protection.

Gas protection
Gas protection for buildings should consist of an impermeable gas membrane and also a layer where the gas will collect and be vented in a controlled manner.

Guidance for this in the UK can be found in CIRIA C665  and also BS 8485 and Title 40 of the United States Code of Federal Regulations, parts 239 through 282.  This subchapter, I, was initially promulgated in 1976 and is also known as the Resource Conservation and Recovery Act.

See also
Anaerobic digestion
Atmospheric methane
Final cover 
Environment of the United States
Environmental issues in the United States
Landfill gas monitoring
Landfill gas utilization
Waste minimisation

References
CIRCA 665 and BS8485

Landfill
Financial Modelers' Manifesto. The Financial Modelers' Manifesto was a proposal for more responsibility in risk management and quantitative finance written by financial engineers Emanuel Derman and Paul Wilmott. The manifesto includes a Modelers' Hippocratic Oath. The structure of the Financial Modelers' Manifesto mirrors that of The Communist Manifesto of 1848.

The Manifesto and Oath were written in response to the Financial crisis of 2007–2010 with the collapse of subprime mortgages. A shortened version was published in Business Week in December 2008 with the complete version  appearing shortly afterwards; the full text is available here.

Note that both authors had written extensively about the risks related to financial models for several years before the crisis; for example:

Emanuel Derman in 1996:
"There are always implicit assumptions behind a model and its solution method. But human beings have limited foresight and great imagination, so that, inevitably, a model will be used in ways its creator never intended. This is especially true in trading environments… but it’s also a matter of principle: you just cannot foresee everything. So, even a “correct” model, “correctly” solved, can lead to problems. The more complex the model, the greater this possibility."

Paul Wilmott in 2000:
"Unfortunately, as the mathematics of finance reaches higher levels so the level of common sense seems to drop. There have been some well publicised cases of large losses sustained by companies because of their lack of understanding of financial instruments…. It is clear that a major rethink is desperately required if the world is to avoid a mathematician-led market meltdown."

See also

Physics envy
Hippocratic Oath for scientists

References

External links
"Financial Models Must Be Clean and Simple" Business Week article
Financial Modelers' Manifesto - Full text

Mathematical finance
Manifestos
2008 documents
Financial models
General Electric T31. {|

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The General Electric T31 (company designation TG-100A) was the first turboprop engine designed and built in the United States.

Design and development

The TG-100A benefited from the Anglo/American technology exchange with one of its designers, Glenn Warren, stating that one of the most important British contributions was the concept of multiple combustion cans. The GE axial compressor design was directly influenced by NACA with their 8-stage compressor. NACA had developed the theory and designed and tested the compressor. 

General Electric adopted a single shaft engine configuration, like the Rolls-Royce Dart
, where the turbine drove both the compressor and the propeller reduction gearbox. This epicyclic gearbox was relatively long. Air entered a screened annular intake directly behind the gearbox. After compression, the air entered the combustion chambers in a radially outward direction. These chambers were mounted around the casing of the axial compressor, presumably to shorten the shaft. A portion of the air destined for the combustion chambers was diverted to cool the turbine nozzle guide vanes before entering the outer part of the combustion chambers. Combustion products exiting the chambers discharged through the single stage turbine before entering a rapidly converging annular exhaust terminated by a circular tail pipe. Although the 14 stage all-axial compressor produced a decent pressure ratio (approximately 6.15:1 at design speed; 5.3:1 at Maximum Power, SLS,ISA), it was not particularly efficient. A large diameter turbine facilitated the use of a single stage, whereas the Rolls-Royce Dart (which had a similar engine cycle) required 3 stages. 

The General Electric XT31 was first used in the experimental Consolidated Vultee XP-81.  The XP-81 first flew in December 1945, the first aircraft to use a combination of turboprop and turbojet power.

The T31 engine was the first American turboprop engine to power an aircraft. It made its initial flight in the Consolidated Vultee XP-81 on 21 December 1945. The T31 was mounted in the nose; an Allison J33 turbojet engine mounted in the rear fuselage provided added thrust. The T31 was also used on the Navy XF2R-1, similarly powered by a turboprop/turbojet engine combination. The engine was to have been flown experimentally on a Curtiss XC-113 (a converted Curtiss C-46), but the experiment was abandoned after the XC-113 was involved in a ground accident. Only 28 T31s were built; none were used in production aircraft, but improved production turboprop engines were developed from the technology pioneered by the T31.

A derivative of the T31, the General Electric TG-110A, given the military designation T41, was ordered but subsequently cancelled.

Applications
 Consolidated Vultee XP-81
 Curtiss-Wright XC-113
 Ryan XF2R Dark Shark

Specification (TG-100A)

Specification (T31-GE-3)

See also

References

1940s turboprop engines
T31
Abandoned military aircraft engine projects of the United States
Axial-compressor gas turbine engines
Renewable energy credit. A Renewable energy credit (REC) is a certificate corresponding to the environmental attributes of energy produced from renewable sources such as wind or solar. RECs were created as a means to track progress towards and compliance with states' Renewable Portfolio Standards (RPS), meant to support a cleaner generation mix.

RECs should not be confused with the tax credits that renewable energy projects are eligible to receive.  In the United States, as part of the 2009 economic stimulus package, renewable Energy Rebate Programs are in place. Currently, solar is eligible for a 30% federal tax credit.

Renewable Energy Credit is one of two main outputs or benefits from generation of new power from renewable sources. Renewable power generation creates actual power in the form of electricity, and environmental benefits to society from “green” power production – such as minimizing pollution and slowing the rate finite fuel resources are used. The actual power is sold into the local grid, and the societal benefits are sold in the form of Renewable Energy Credits or “RECs”, sold separately as a commodity into the marketplace. While RECs are not actually a measure of power, each REC represents one megawatt hour (MWh) of renewable-generated energy. For each REC purchased the customer is able to claim the equivalent MWh of energy reduction as an offset to their conventional energy use.  Because RECs provide an additional revenue stream to renewable energy projects, they are essentially a subsidy meant to allow clean resources to economically compete with fossil fuel–based resources.

Opponents highlight that by purchasing RECs a customer can claim emissions “reduction” even if they do not actually reduce their end-use at all - or even increase it. Proponents counter that more REC purchases drive increased production of renewable power which can replace conventional production.

External links
 The Database of State Incentives for Renewables and Efficiency

Renewable energy in the United States
BFW M.35. The BFW M.35, sometimes known as the Messerschmitt M 35, was a German sports plane of the early 1930s. It was the last of a line designed by Willy Messerschmitt.

Development
During the period of 1927-33, Messerschmitt designed a series of six sport planes, the single-seat M.17 and M.19, and the two-seat M.23, M.27 M.31, and finally the M.35. With the exception of the M.23, none sold in large numbers. They were all single-engine low-wing cantilever monoplanes with open cockpits and fixed undercarriage. The M.35 kept the extended fuselage of the M.27 and combined it with an undercarriage of single leg, spatted form.

Two different engines were used. The M35a had a 112 kW (150 hp), seven-cylinder radial Siemens Sh 14a, and the M.35b a 100 kW (135 hp) four-cylinder inline inverted air-cooled Argus As 8b. The former was the shorter and faster of the two. The aircraft first flew in 1933.

Operational history
The aircraft was first shown to the public and potential buyers at the 1934 Aerosalon in Geneva. In that year, Rudolf Hess won the Zugspitz trophy in a M.35. In 1934-1935, Wilhelm Stör won the German Aerobatic Championship in a M.35b, and in 1935 the women's prize was taken by Vera von Bissing in a similar machine. Stör can be seen flying an M.35 in daring acrobatic maneuvers during the 1935 German film Wunder des Fliegens (Miracle of Flight).

Despite these successes and strong performances at other venues in the late 1930s, only 15 M.35s were built, 13 registered in Germany, one in Spain and reputedly one in Romania. Though the M.35a was faster, the M.35b was commoner; only two M.35as are definitely identified.

Operators

Spanish Republican Air Force

Specifications (M.35a)

See also

References

Citations

Cited sources

1930s German sport aircraft
M 35
Aerobatic aircraft
Low-wing aircraft
Single-engined tractor aircraft
Aircraft first flown in 1933
Royal Navy Historic Flight. The Royal Navy Historic Flight (RNHF) was the historic flight of the Fleet Air Arm of the Royal Navy up until its disbandment in March 2019. The RNHF maintained and flew a small number of aircraft that were important to British Naval aviation. The organisation was not part of the military establishment; it had charitable status and was staffed by civilians. It was based at RNAS Yeovilton and provided aircraft for air displays.

Following its disbandment, the Swordfish Mk.I (W5856), Sea Fury FB.11 (VR930), Sea Hawk FGA.6 (WV908) and Chipmunk T.10 (WK608) were donated to the Fly Navy Heritage Trust at an approximate value of £1,810,000. With the aircraft having now been transferred to the civilian register, displays will be funded from charity events run by the Fly Navy Heritage Trust.

History
The RNHF was established at RNAS Yeovilton in 1972 and became the home for a number of aircraft that had been donated to the Royal Navy over more than a decade. The first aircraft was Fairey Swordfish II LS326, presented in 1960 by Westland Aircraft. In 1971, Hawker Siddeley Aviation presented a Hawker Sea Fury FB.11 and in 1972 a Fairey Firefly AS.5 WB271 was donated. The separate units caring for the three aircraft were merged in 1972, forming the Historic Flight.

Over the following years, the RNHF benefitted further from gifts of aircraft from the German government, Royal Navy and British Aerospace. Technical assistance was also obtained to rebuild and refurbish aircraft. Three aircraft have been lost in accidents, with two fatalities.

In 1995, the ground staff service personnel were replaced by civilian employees but aircrew remained as serving navy pilots who volunteered to spend free time with the RNHF. Air training used the Flight's DHC Chipmunk. The Fly Navy Heritage Trust (Navy Wings), formerly the Swordfish Heritage Trust, a charitable institution to oversee fundraising, made grants to fund the RNHF's staff. The Flight's other sources of income were fees from flying displays, direct donations from the general public and sponsorship from the aerospace industry.

The Royal Navy previously described the role of the historic flight:The RNHF is an educational charity whose mission is to ensure that the unique British Heritage collection of the Royal Navy Historic Flight continue to fly long into the future. Their aim is to preserve the opportunity for future generations to best understand the nature of those who built, maintained, operated and fought in Naval aircraft of the past by experiencing the reality of the sound, smell and the sight of them actually flying. They delight millions with their air displays nationwide and educated future generations.

Aircraft

Gallery

References

External links

 Royal Navy Historic Flight information page at Navy Wings
  Royal Navy Historic Flight Stands Down after 50 Years

Fleet Air Arm
Aircraft preservation
Military aviation museums in England
Chang Gung University. Chang Gung University (CGU; ) is a private university in Guishan District, Taoyuan City, Taiwan.

History 
The institution was established as the Chang Gung Medical College in April 1987. Engineering and management students have been accepted since 1993, when the name was changed to Chang Gung College of Medicine and Technology. In July 1997, the name was changed again to Chang Gung University.

In February 2011 Chang Gung University and Arizona State University established an international Biosignatures Center aimed at the prevention, early detection, diagnosis, and treatment of cancer and other diseases. The center will be directed by Arizona State University Nobel laureate Leland H. Hartwell.

The Formosa Plastics Group Museum is on campus.

Colleges and departments

Academic rankings

Chang Gung University was ranked 498th in the 2011 Performance Ranking of Scientific Papers for World Universities.

According to the 2011 Performance Ranking of Scientific Papers for World Universities announced by the Higher Education Evaluation and Accreditation Council of Taiwan, Chang Gung University achieved a fantastic result. Closely following National Taiwan University, National Cheng Kung University, National Jiao Tong University, National Tsing Hua University, and National Yang Ming University, it is the only private university among the six domestic universities which made it into the world's top 500.

In the specialized field of clinical medicine, Chang Gung University was ranked the world's 255th. In the science stream, CGU's electrical engineering research was ranked the world's 290th.

See also
 List of universities in Taiwan

References

External links 

1987 establishments in Taiwan
Universities and colleges established in 1987
Formosa Plastics Group
Universities and colleges in Taoyuan City
Universities and colleges in Taiwan
Comprehensive universities in Taiwan
Many-task computing. Many-task computing (MTC) in computational science is an approach to parallel computing that aims to bridge the gap between two computing paradigms: high-throughput computing (HTC) and high-performance computing (HPC).

Definition
MTC is reminiscent of HTC, but it "differs in the emphasis of using many computing resources over short periods of time to accomplish many computational tasks (i.e. including both dependent and independent tasks), where the primary metrics are measured in seconds (e.g. FLOPS, tasks/s, MB/s I/O rates), as opposed to operations (e.g. jobs) per month. MTC denotes high-performance computations comprising multiple distinct activities, coupled via file system operations. Tasks may be small or large, uniprocessor or multiprocessor, compute-intensive or data-intensive. The set of tasks may be static or dynamic, homogeneous or heterogeneous, loosely coupled or tightly coupled. The aggregate number of tasks, quantity of computing, and volumes of data may be extremely large. MTC includes loosely coupled applications that are generally communication-intensive but not naturally expressed using standard message passing interface commonly found in HPC, drawing attention to the many computations that are heterogeneous but not "happily" parallel".

Raicu et al. further state: "There is more to HPC than tightly coupled MPI, and more to HTC than embarrassingly parallel long running jobs. Like HPC applications, and science itself, applications are becoming increasingly complex opening new doors for many opportunities to apply HPC in new ways if we broaden our perspective. Some applications have just so many simple tasks that managing them is hard. Applications that operate on or produce large amounts of data need sophisticated data management in order to scale. There exist applications that involve many tasks, each composed of tightly coupled MPI tasks. Loosely coupled applications often have dependencies among tasks, and typically use files for inter-process communication. Efficient support for these sorts of applications on existing large scale systems will involve substantial technical challenges and will have big impact on science."

Related areas
Some related areas are multiple program multiple data (MPMD), high throughput computing (HTC), workflows, capacity computing, or embarrassingly parallel. Some projects that could support MTC workloads are Condor, Mapreduce, Hadoop, Boinc, Cobalt HTC-mode, Falkon, and Swift.

References

Parallel computing
Fiberglass sheet laminating. Fiberglass sheet laminating is the process of taking a thin fiberglass sheet and laminating it to another material in order to provide strength and support to that material.

Process characteristics
Fiberglass is composed of very fine strands of glass. It has many different purposes, one of which is used for strength. The strength of fiberglass depends on the size of the glass strands, the temperature, and the humidity.

Materials needed
Fiberglass sheet, resin, wood or metal roller, brush or other tool to spread epoxy, material to be strengthened

Process description
Start by applying the epoxy to the fiberglass sheet. Continue carefully but quickly until all areas are sufficiently covered by the epoxy. Next, start at one end of the material to be strengthened and stick the epoxy covered fiberglass to the material, being sure to smooth out any bubbles that may form between the material and fiberglass. If the epoxy hardens before you are able to stick the fiberglass to the material, recoat and apply again.  After the fiberglass sheet has been applied, use a roller to press the fiberglass firmly to the other sheet to ensure complete bonding has occurred.

Effect on work material
Certain laminating techniques use two steps of applying the epoxy to form resin impregnated fiber glass sheets.  In the first step there is a resin solvent mixture which is partially cured so it will not redissolve in a second coating of the same mixture.  The same resin mixture is subsequently given to the covered fiberglass with moderately cured resin in the second step. This second glaze which covers the first fills in the empty spaces between the fibers.  The second coating is also only partially cured. This partial curing of the second layer furthers the curing of the first epoxy layer. This process also produces a thin sticky layer. The first coating acts like a sealed insulating sheet, preventing glass fiber contact with conductive planes.  The second coating fills the planes and can form adhesive bonds to cores and conductive layers.

Safety
 Be sure to keep fiberglass and epoxy away from open flames
 Do not inhale excess fumes from epoxy or allow epoxy to come in contact with eyes or skin

References

External links
 A Guide for Fiberglass Operations

Composite materials
Glass applications