omniomni/omni-engineering huggingface dataset:
Parajet Skycar. The Parajet SkyCar is a roadable aircraft developed by British paramotor manufacturer Parajet, a subsidiary of Gilo Industries. It utilises a paramotor and a Paramania ParaWing (a parafoil) attached to a roadworthy vehicle to achieve sustained level flight. Should the engine fail, the vehicle can glide back to the ground. In the event of catastrophic wing failure, car connection system failure or mid-air collision, an emergency ballistic reserve parachute would be deployed. It requires three minutes to convert it from a car to an aircraft. The prototype model runs on biodiesel and is fully road-legal.

Skycar Expedition 2009
An expedition team led by Neil Laughton set out on 15 January 2009 to fly and drive the SkyCar from London to Timbuktu. After the Civil Aviation Authority failed to grant permits in time due to confusion over how to categorise the SkyCar, the team decided to start flying the SkyCar from northern France, however, this was also not possible without permission from the CAA and the skycar was driven to southern Spain.   Neil Laughton managed to fly across the Straits of Gibraltar damaging the car on landing in Morocco.  After repairs, the car was driven to Mauritania where the team made a couple of short flights.  Although the car was designed for two people, it never flew successfully with more than a driver / pilot.  The flying portion of the expedition eventually ended when inventor Gilo Cardozo crashed into a tree in the sparsely vegetated desert while attempting to take-off for a third flight.  The team deemed the expedition successfully completed on 25 February 2009  and returned the Skycar to Wiltshire, England.

Parajet is taking deposits for the public to purchase the production version of the vehicle for £50,000 each. Customers can order and reserve one of the first 50 SkyCars to leave the production line, planned for late 2010.

Specifications

Flight Mode Specifications

Car Mode Specifications
Chassis:  Tubular Space Frame
Suspension: Independent Double Wishbone
Seats: 2 FIA Approved Race Seat
0-62 mph (0–100 km/h): 4.2 seconds
Top Speed: 
Gearbox: Continuously Variable Transmission (CVT)
Fuel Tank: 35 litres
Range:

References

External links
 Parajet Automotive

Roadable aircraft
Vehicles introduced in 2009
Osmotic coefficient. An osmotic coefficient  is a quantity which characterises the deviation of a solvent from ideal behaviour, referenced to Raoult's law. It can be also applied to solutes. Its definition depends on the ways of expressing chemical composition of mixtures.

The osmotic coefficient based on molality m is defined by:

and on a mole fraction basis by:

where  is the chemical potential of the pure solvent and  is the chemical potential of the solvent in a solution, MA is its molar mass, xA its mole fraction, R the gas constant and T the temperature in Kelvin. The latter osmotic
coefficient is sometimes called the rational osmotic coefficient. The values for the two definitions are different, but since

the two definitions are similar, and in fact both approach 1 as the concentration goes to zero.

Applications 
For liquid solutions, the osmotic coefficient is often used to calculate the salt activity coefficient from the solvent activity, or vice versa. For example, freezing point depression measurements, or measurements of deviations from ideality for other colligative properties, allows calculation of the salt activity coefficient through the osmotic coefficient.

Relation to other quantities
In a single solute solution, the (molality based) osmotic coefficient and the solute activity coefficient  are related to the excess Gibbs free energy  by the relations:

and there is thus a differential relationship between them (temperature and pressure held constant):

Liquid electrolyte solutions 
For a single salt solute with molal activity (), the osmotic coefficient can be written as where  is the stochiometric number of salt and  the activity of the solvent.  can be calculated from the salt activity coefficient via:

Moreover, the activity coefficient of the salt  can be calculated from:

 

According to Debye–Hückel theory, which is accurate only at low concentrations,  is asymptotic to , where I is ionic strength and A is the Debye–Hückel constant (equal to about 1.17 for water at 25 °C). 

This means that, at least at low concentrations, the vapor pressure of the solvent will be greater than that predicted by Raoult's law. For instance, for solutions of magnesium chloride, the vapor pressure is slightly greater than that predicted by Raoult's law up to a concentration of 0.7 mol/kg, after which the vapor pressure is lower than Raoult's law predicts. For aqueous solutions, the osmotic coefficients can be calculated theoretically by Pitzer equations or TCPC model.

See also
 Bromley equation
 Pitzer equation
 Davies equation
 van 't Hoff factor
 Law of dilution
 Thermodynamic activity
 Ion transport number

References

Physical chemistry
Short S.32. The Short S.32 was a British four-engined all-metal long-range transport monoplane designed by Short Brothers to Air Ministry Specification 14/38. The project was abandoned in May 1940. If produced, it would have been one of the first British pressurised airliners.

Development
In 1938 the British Air Ministry issued two specifications (14/38 and 15/38) for large transport aircraft comparable in size with the Junkers Ju 90 and Focke-Wulf Fw 200, with Specification 14/38 being for use on Empire routes and 15/38 for European routes. The Ministry placed a contract with Shorts for three prototypes designated the Short S.32 against specification 14/38 and a production order for 14 Fairey FC1s against specification 15/38.

The S.32 was a four-engined mid-wing monoplane powered by Bristol Hercules radials. The S.32 had a tailwheel landing gear to overcome problems with a nose wheel retracting into a pressurised fuselage. The build of three prototypes for the Air Ministry was started at Rochester but due to the urgent need for the factory to build the Short Stirling construction was abandoned.

Specifications

See also

References

1930s British airliners
S.32
Abandoned civil aircraft projects of the United Kingdom
Mid-wing aircraft
Four-engined tractor aircraft
Four-engined piston aircraft
31 Tannery Project. The 31 Tannery Project is an office and shop building in Branchburg, New Jersey, United States. It serves as the corporate headquarters for Ferreira Construction, the Ferreira Group, and Noveda Technologies. The  building was constructed in 2006 and is the first building in the state of New Jersey to meet New Jersey's Executive Order 54. The building is also the first Net Zero Electric Commercial Building in the United States.

Building Details

Renewable Energy System 
DC solar photovoltaic system of 1,276 solar panels.
Two 100 kW AC 277/480 V three phase solar inverters.

HVAC System 
Nine miles of radiant heat (80 zones).
96% efficient condensing boiler plant.
High performance rooftop units.
Solar domestic hot water.

Voice/Data System 
Integrated Web based direct digital controls system and pervasive voice/data/video system with kiosk displays.

Backup Energy System 
 Transfer switch for a future 200Kw gas-fired emergency generator.

Building energy monitoring

SunFlow Monitor 
SunFlow Monitor graphically depicts the buildings renewable energy production in real-time.

EnergyFlow Monitor 
EnergyFlow Monitor graphically depicts the buildings energy consumption in real-time.

Facilimetrix 
Facilimetrix graphically depicts the buildings room temperature readings and hot water temperature readings in real-time.

Carbon Footprint Monitor 
Carbon Footprint Monitor graphically depicts the buildings impact on the environment in real-time.

Building Recognition

State of New Jersey 
 New Jersey Governor Jon Corzine presented the New Jersey Clean Energy Market Innovator Award

Energy Star 
 EnergyStar certification with a previously unheard of perfect rating of 100.

References

Sources

External links 
 Federal Times article
 ASHRAE High Performing Buildings
 Noveda Technologies
 "Cutting the Electric Cord" article 
 "Embracing Renewable Energy" article
 NJ Board of Public Utilities

Branchburg, New Jersey
Sustainable buildings in the United States
Buildings and structures in Somerset County, New Jersey
Office buildings completed in 2006
Type UC I submarine. The Type UC I coastal submarines were a class of small minelaying U-boats built in Germany during the early part of World War I. They were the first operational minelaying submarines in the world (although the Russian submarine Krab was laid down earlier). A total of fifteen boats were built. The class is sometimes also referred to as the UC-1 class after , the class leader. The Italian X-class submarine was a reverse-engineered and modified type of the UC-1-class.

Design 
These submarines were designed by Dr. Werner of the Torpedo Inspectorate, and based on the Type UB I small coastal submarines, with a revised bow section housing inclined minelaying tubes and uprated engines to compensate for the increased displacement and less streamlined form. The boats' sole armament was six internal mine tubes with 12 mines, although UC-11 was fitted with a single external torpedo tube in 1916. They were constructed very quickly, and suffered from problems with their minelaying system, which in some cases caused the mines to become armed before exiting their tubes and explode prematurely.

Type UC I submarines had a displacement of  when at the surface and  while submerged. They had a length overall of , a beam of , and a draught of . The submarines were powered by one Daimler-Motoren-Gesellschaft or Benz six-cylinder, four-stroke diesel engine producing , an electric motor producing , and one propeller shaft. They were capable of operating at a depth of .

The submarines had a maximum surface speed of  and a maximum submerged speed of . When submerged, they could operate for  at ; when surfaced, they could travel  at . They were fitted with six  mine tubes, twelve UC 120 mines, and one  machine gun. They were built by AG Vulcan Stettin or AG Weser Bremen and their complement was fourteen crew members.

List of Type UC I submarines 
A total of 15 Type UC I submarines were built.

 , struck mine off Nieuport, 19 July 1917
 , rammed and sunk by coaster Cottingham off Great Yarmouth, 2 July 1915
 , struck mine off Zeebrugge, 27 May 1916
 , destroyed at Zeebrugge, 5 October 1918
 , wrecked in Thames Estuary 27 April 1916
 , sunk by British seaplanes, Thames Estuary, 27 September 1917
 , departed Zeebrugge, 3 July 1916, and did not return. Believed to have struck a mine
 , grounded on Dutch coast, 14 November 1915. Interned by Netherlands and served in Dutch Navy as the HLNMS M-1 until broken up in 1932
 , sunk by detonation of its own mines, North Sea, 21 October 1915
 , sunk by British submarine E54 21 August 1916, off Dutch coast
 , struck mine in English Channel, 16 June 1918
 , sunk by detonation of its own mines, 16 March 1916 near Taranto; salvaged and repaired by Italy as X1 (scrapped 1919)
 , ran aground and scuttled, Turkish coast, 29 November 1915
 , struck mine off Zeebrugge, 3 October 1917
 , failed to return from Black Sea patrol, November 1916

References

Citations

Bibliography

Further reading
 

Submarine classes
German Type UC I submarines
World War I submarines of Germany
World War I minelayers of Germany
Morane-Saulnier MS.147. The Morane-Saulnier MS.147 and its derivatives, the MS.148 and MS.149 were a family of trainer aircraft produced in France in the late 1920s for civil and military use. They were derived from other machines in Morane-Saulnier's successful line of monoplane trainers, combining the wire-braced parasol wing of the MS.138 with the fuselage and undercarriage of the MS.130.

The various subtypes saw service with the Aéronavale, Aéropostale, and a number of foreign air arms. They were largely withdrawn from French military service by 1935.

Variants
MS.147 production version with Salmson 9Ac engine (106 built)
MS.147P mailplane version for Aéropostale (3 built)
MS.148 version with Salmson 7Ac engine (1 built)
MS.149 version with Lorraine 5Pa engine for Aéronavale (56 built)

Operators

 Aéronavale (56 × MS.149)
 Aéropostale (3 × MS.147P)

 (30 × MS.147)

 Hellenic Air Force (5 × MS.147)

 Guatemalan Air Force

Turkish Air Force

 Venezuelan Air Force (MS.147)

Specifications (MS.147)

See also

References

Further reading

MS.147
1920s French civil trainer aircraft
Parasol-wing aircraft
Single-engined tractor aircraft
Aircraft first flown in 1928
Short Valetta. The Short S.11 Valetta was a 1930s British passenger monoplane designed and built by Short Brothers at Rochester.

Development
The Valetta was designed and built for the Air Ministry to enable comparisons between a floatplane/landplane and a flying boat. The Valetta was a monoplane powered by three Bristol Jupiter XIF engines and first flown on 21 May 1930 as a floatplane. It had room for two crew and 16 passengers. In July 1931 it left Rochester on an African survey flight flown by Sir Alan Cobham, it returned to Rochester in September 1931 after flying 12,300 miles. The aircraft last flew as a floatplane in November 1931 and was converted to a landplane. It then underwent trials with Imperial Airways and the Air Ministry before being withdrawn from use and used by the Royal Air Force as an instructional aircraft at RAF Halton.

Short Valetta (Floatplane)

Short Valetta (landplane)

See also

References

External links

A flight in the Short "Valetta", Flight, 3 October 1930

1930s British airliners
Floatplanes
Valetta
Trimotors
High-wing aircraft
Aircraft first flown in 1930
Common-network interface ring. The common-network interface ring (CNI ring) provides common-channel signaling (CCS) functionality on several Alcatel-Lucent SS7 products.  It was introduced by Western Electric in the early 1980s but is still used today in all 1AESS and 4ESS, offices, and most of the wireline 5ESS offices.

It was designed and manufactured at the combined Bell Labs–WECo location in Columbus, Ohio.

References

Telephony signals
Isokaze-class destroyer. The  was a class of four destroyers built for the Imperial Japanese Navy during World War I.

Background
The Isokaze-class destroyers were designed as part of the first phase of the Hachi-hachi Kantai program of the Imperial Japanese Navy. With the commissioning of the new high speed battleships  and , escort vessels with equally high speed and blue ocean capabilities were required.

Four vessels were built, with the order split between Kure Naval Arsenal, Kawasaki Shipyards in Kobe and Mitsubishi Shipyards in Nagasaki.

Design
The Isokaze-class ships were a slightly larger and updated version of the previous . Externally, the design went to a three smokestack profile, with a curved, rather than straight bow.

Internally, the engines were replaced with heavy fuel oil-fired steam turbine engines. Two vessels (Amatsukaze and Tokitsukaze) used Brown-Curtis turbine engines, and the other two (Isokaze, Hamakaze) used Parsons turbine engines. Advances in turbine design and construction permitted more reliable operation than previously with the Umikaze. The rated power of  gave the vessels a high speed of , and a range of  at ; however, the engines could not be run continuously at over , which still considerably limited performance.

Armament was increased over the previous classes, with four QF 4.7 inch Gun Mk I - IV, pedestal-mounted along the centerline of the vessel, two in front of the smokestacks and two to the stern. The number of torpedoes was increased to three launchers, each with a pair of 533 mm torpedoes. Anti-aircraft protection was provided by four machine guns.

Operational history
The Isokaze-class destroyers were completed in time to serve in the very final stages of World War I. Tokitsukaze broke in two and sank off of Miyazaki Prefecture, Kyūshū in 1918. The wreck was raised and repaired at the Maizuru Naval Arsenal, and although re-commissioned as a first class destroyer, was used thereafter as a training vessel at the Imperial Japanese Navy Academy at Etajima.

All Isokaze-class ships were retired on 1 April 1935.

Ships

References

Notes

Books

Destroyer classes
Flame spread. Flame spread, or surface burning characteristics rating, is a ranking derived by laboratory standard test methodology of a material's propensity to burn rapidly and spread flames. There are several standardized methods of determining flame spread,

Test methods
NFPA 255 Standard Method of Test of Surface Burning Characteristics of Building Materials, utilizes ASTM E84 Standard Test Method for Surface Burning Characteristics of Building Materials. This test method measures flame growth on the underside of a horizontal test specimen, using the Steiner tunnel test. The result is derivation of a Flame Spread Index (FSI), which is a non-dimensional number which is placed on a relative scale in which asbestos-cement board has a value of 0, and red oak wood has 100. Evaluation of a FSI by this test method does not provide a good understanding of how fire would propagate in full scale, such as in a room, for some materials. In particular, the results for materials that drip, such as thermoplastics, are not indicative of the fire hazard as installed on walls and ceilings because they tend to melt and drip away from the underside of the horizontal ceiling in the test chamber. Because the test method measures how far down the test chamber the fire progressed, this type of "lack of fire progression" provides a misleading FSI. In order to address such restrictions, a new test method was derived, NFPA 286 Standard Methods of Fire Tests for Evaluating Contribution of Wall and Ceiling Interior Finish to Room Fire Growth.

NFPA 286 Standard Methods of Fire Tests for Evaluating Contribution of Wall and Ceiling Interior Finish to Room Fire Growth, measures flame spread in a room configuration, including fire spread along walls, ceilings, and combinations of both. This method is more indicative of real world fire hazards, and is preferred over NFPA 255, but is more expensive. Also, test results for heat, smoke, and combustion product release from NFPA 286 are suitable for use as input into fire models for performance-based design, whereas results from NFPA 255 are not. Flame spread rating number is not the rate at which the flame actually spreads along the surface and is not an indication of the fire resistance of the material.

UL 723 (ASTM E84) Test for Surface Burning Characteristics of Building Materials

ASTM E84 - 15a Standard Test Method for Surface Burning Characteristics of Building Materials

UL 94 Standard for Tests for Flammability of Plastic Materials for Parts in Devices and Appliances

Use
The Life Safety Code (NFPA 101) and Section 803.1 of the International Building Code limit finishes for interior walls and ceilings to materials in three classes (A, B, or C, with A being the lowest flame spread and C being the highest) and gives greater restrictions for certain rooms:

In order to meet classification in any of the three categories, the smoke developed index cannot exceed 450.

Notes

Fire test standards
MicroVAX 78032. The MicroVAX 78032 (otherwise known as the DC333) is a microprocessor developed and fabricated by Digital Equipment Corporation (DEC) that implements a subset of the VAX instruction set architecture (ISA). The 78032 is used exclusively in DEC's VAX-based systems, starting with the MicroVAX II in 1985. When clocked at a frequency of 5 MHz, the 78032's integer performance is comparable to the original VAX-11/780 of 1977. The microprocessor can be paired with the MicroVAX 78132 floating point accelerator for improved floating point performance.

The 78032 represents a number of firsts for DEC. It is DEC's first single-chip microprocessor implementation of the VAX ISA and DEC's first self-fabricated microprocessor. The MicroVAX 78032 is also the first semiconductor device to be registered for protection under the Semiconductor Chip Protection Act of 1984.

The MicroVAX 78032 contains 125,000 transistors on an 8.7 by 8.6 mm (74.82 mm2) die that was fabricated in DEC's ZMOS process, a 3.0 µm NMOS logic process with two layers of aluminum interconnect. The die is packaged in a 68-pin surface-mounted leaded chip carrier.

MicroVAX 78132

The MicroVAX 78132 (otherwise known as the DC337) is a floating-point coprocessor for the MicroVAX 78032 microprocessor. It interfaces to the MicroVAX 78032 via the DAL bus and a few control lines. The MicroVAX 78132 is responsible for executing 61 out of 70 floating-point instructions defined by the MicroVAX subset of the VAX ISA and accelerates nine integer instructions.

The MicroVAX 78132 has a 100 ns microcycle divided into four 25 ns clock phases which is generated by a 40 MHz input clock. It is composed of five "elements": a 67-bit fraction processor, a 13-bit exponent processor, a 1-bit sign processor, a microsequencer and a bus interface unit.

The MicroVAX 78132 contains 32,141 transistors on a die measuring 8.4 mm by 6.6 mm (55.44 mm2). It was fabricated in DEC's ZMOS process, a 3.0 µm NMOS process with two layers of aluminum interconnect; and is packaged in a 68-pin surface-mounted leaded chip carrier.

Other vendors

An identical, reverse engineered copy of the 78032 was manufactured 1989/90 in East Germany as the U80701.

Another clone of the 78032 was manufactured in the Soviet Union under the designation KL1807VM3 ().

References

Further reading

External links
 "MicroVAX II" at The Computer History Simulation Project

DEC microprocessors
32-bit microprocessors
Aeolian Tower. The Aeolian Tower was an art installation on the South Bank of the River Thames in London, consisting of a  steel tower covered in 1200 wind-powered LEDs. The tower was in place beside the Waterloo Bridge for three days, from November 14–16, 2008. The intent in creating the Aeolian Tower was to prove in a demonstrable and clearly visible to the public fashion how green energy could be used for different purposes such as artistic and design elements.

See also 
 List of towers

References

Towers in London
Former buildings and structures in the London Borough of Southwark
2008 sculptures
Jean Maritz. Jean Maritz (1680–1743), also Johan Maritz, was a Swiss inventor, born in Burgdorf, Canton of Bern, who moved to France, becoming "Commissaire des Fontes" at Strasbourg (Commissioner of the King's Foundry), and invented the vertical drilling machine, as well as the horizontal drilling machine for cannons in the 18th century. His inventions revolutionized cannon-making and became a key component of the de Vallière system and contributed to the development of the later Gribeauval system.

Jean Maritz first invented a vertical drilling machine for cannons while in France in 1713. The vertical drilling method however, in which a cannon was slowly lowered over a turning drill, was very delicate, very time consuming and rather imprecise.

He further developed a method for the horizontal drilling of cannons around 1734. These methods involved the drilling of a bore from a solid casting.

These inventions were vast improvements over previous methods, which involved founding the cannon around a clay core, which was removed after founding, leading to imprecision and shifting of the core, and therefore poor performance.

The inventions of Jean Maritz gave perfectly straight bores which could perfectly fit the ball diameter, and therefore vastly increase efficiency. In the horizontal method developed by Maritz, the solid-cast cannon itself was revolved horizontally, while the drill remained static, in a method similar to that of a lathe.

The son of Jean Maritz, Jean Maritz II (1712-1790), who had worked with his father on the development of boring, became Inspector General of Gun Foundries in 1755. He is credited with the innovation of the horizontal boring machine which can be seen in these images
https://www.photo.rmn.fr/archive/06-526761-2C6NU0PLJPKE.html
https://www.photo.rmn.fr/archive/06-526762-2C6NU0PLJZSL.html

The Maritz method would be central in the development of the Gribeauval cannon.

See also
John Wilkinson

Notes

1680 births
1743 deaths
People from Burgdorf, Switzerland
Artillery of France