omniomni/omni-engineering huggingface dataset:
Jonval turbine. The Jonval turbine is a water turbine design invented in France in 1837 and introduced to the United States around 1850 and were widely used. The Jonval turbine is a "mixed-flow" turbine design. Mixed-flow designs were well suited for the low-head applications common in the eastern United States. The smaller size, higher speed, higher power, lower cost, and ability to operate efficiently with variable water levels caused these and other types of hydraulic turbines to replace the vertical waterwheel as the primary source of power in American industries.

The Jonval turbine is a horizontal waterwheel. The water descends through fixed curved guide vanes which direct the flow sideways onto curved vanes on the runner. It is named after Feu Jonval, who invented it. The Jonval incorporated ideas from European mathematicians and engineers, including the use of curved blades. This new turbine failed to satisfy the public interest in seeing the water wheels in action, which was likely accepted as a minor drawback at that time.

This type is efficient at full gate, but at partial gate some Francis turbine designs are more efficient. The usual orientation of the wheel was horizontal and the first devices were even alternatively named as "horizontal water wheels". However, some sources mention turbines with both vertical and horizontal shafts.

N.F. Burnham, an American turbine manufacturer, patented numerous improved designs in the second half of 19th century. His turbines had greater efficiency than the Jonval, especially at partial gate, and fewer maintenance problems.

References 

Water turbines
Verilite Sunbird. 

The Verilite Model 100 Sunbird was a low-cost light aircraft developed in the United States in the 1980s. It was developed by De Vore Aviation, a company that manufactures aircraft components, as a first foray into aircraft manufacturing. When initiated in 1983, the goal of the project was to create a two-seat light aircraft that could be sold for less than $US 20,000. Additionally, it was hoped that the Sunbird operating costs would be half that of a conventional two-seat aircraft. Funding for the project became available in 1985, and the Verilite subsidiary was created to develop the concept. The design was unconventional: a high-wing, strut-braced monoplane with the single engine fitted in pusher configuration at the rear of the wing, and the empennage carried on an aluminum boom. The pilot and a single passenger sat side by side in a fully enclosed cockpit, and fixed, tricycle undercarriage was fitted. Originally simply dubbed the "Affordable Airplane", the name "Sundancer" was chosen as the winner of a public competition, and later changed to "Sunbird".

Verilite worked together with NASA's Dryden Flight Research Center to correct a serious flaw in the design when tests with a radio-controlled model saw the aircraft enter a spin following a stall. Adding droops to the outboard halves of the leading edges eliminated the problem and rendered the Sunbird "unspinnable".

The first flight was originally anticipated in May 1986 and type certification by mid 1987. However, taxiing trials did not commence until February 1987 and the first attempt to fly the aircraft, on 18 April, resulted in a crash immediately after take-off. The NTSB report on the accident noted that the aircraft was unable to maintain altitude after leaving ground effect, and that although the engine was rated at 60 hp, it could only deliver 40 hp.

The aircraft was rebuilt, in the process losing 150 lb (68 kg) of structural weight, and the engine was modified to deliver 70 hp. In this form, the Sunbird flew successfully on 5 October 1987. The projected cost of the aircraft had increased to $22,000 by 1985 and to $24,000 by 1987. Certification was now expected by mid-1989. Financing the project had proved difficult, however, with Gilbert De Vore personally contributing 75% of the $1 million spent on the project by the end of 1986. De Vore had plans to make a public offering to raise between $1 million and $25 million to fund the rest of the development and certification program, and would need further finance to establish production. In the event, however, development was cancelled, and no further Sunbirds were built.

Specifications

Notes

References
 
 
 
 
 
 
 
 

1980s United States civil utility aircraft
High-wing aircraft
Single-engined pusher aircraft
Aircraft first flown in 1987
SBB Em 3/3. The SBB Em 3/3 is a diesel shunting locomotive of the Swiss Federal Railways (SBB). They were built between 1959 and 1963, with a total of 41 units being manufactured by the Swiss Locomotive and Machine Works. They were designed to perform shunting duties for the SBB and were assigned running numbers 18801 to 18841.

Under the SBB they are classified as heavy shunters. Under SBBs later UIC classification system they were designated as being Em 830 class locomotives while being numbered 000 to 040.

See also
 List of stock used by Swiss Federal Railways

References

External links
 Photos

Em 3 3
C locomotives
Standard gauge locomotives of Switzerland
Railway locomotives introduced in 1959
Diesel–electric locomotives of Switzerland
Shunting locomotives
PZL-126 Mrówka. 

The PZL-126 Mrówka (ant) is a Polish agricultural aircraft first flown in 1990. It is a diminutive low-wing monoplane of conventional if stubby appearance with a cruciform tail, an enclosed cabin and fixed, tricycle undercarriage. Significant parts of the design were undertaken by students at the training college attached to the PZL plant at Okęcie under the direction of Andrzej Słocinski, with the whole project treated initially as a platform for design innovation. Initial design work was completed in 1982 and detail work the following year. Plans to fly a prototype by 1985 were delayed by revisions to the aircraft's equipment, although a mockup was displayed at an agricultural aviation exhibition at Olsztyn that August. Legislation to outlaw certain agricultural chemicals was under consideration in Poland in the late 1980s, spurring interest in biological agents as an alternative and making a tiny aircraft like the Mrówka feasible as a useful piece of agricultural equipment.

The prototype was eventually flown on 20 April 1990. After initial testing, the design was revised and the prototype rebuilt as the PZL-126P, flying in this configuration on 20 October 2000. Flight testing commenced in 2003 and was still underway in 2005.

Specifications (as designed)

References

Notes

Bibliography

 "Agrolot PZL-126P Mrowka 2001". Jane's All the World's Aircraft 2005 (extract). London: Jane's Information Group.  
 Postlethwaite, Alan. "Poles back mini-ag aircraft". Flight International, 20 May 1989, p. 14. 
 Simpson, R. W. Airlife's General Aviation. Shrewsbury, UK: Airlife Publishing, 1995. 
 Taylor, John W. Jane's All the World's Aircraft 1987–88. London: Jane's Publishing, 1988. .
 Taylor, Michael J. H. Jane's Encyclopedia of Aviation. London: Studio Editions, 1989. .

1990s Polish agricultural aircraft
PZL aircraft
Low-wing aircraft
Single-engined tractor aircraft
Aircraft first flown in 1990
Brenell Engineering. Brenell Engineering Ltd. was a British company in operation from 1947 to 1984 who manufactured audio electronics, in particular professional quality reel-to-reel tape decks.

History
The company was founded in 1947 by Robert Hahn and Peter Glazer, as a small precision engineering company based in Northington Street, Clerkenwell. In 1953, the company produced its first tape recorder, a "do-it-yourself" unit marketed under the Soundesign name. Brenell became a leading manufacturer of tape decks, including multi-track studio machines.

After a series of financial setbacks, the company was formally dissolved in January 1984.

All of The Beatles had Brenell tape recorders installed in their homes. These were used to make tape loops and other recordings that eventually found their way onto several Beatles recordings, such as "Tomorrow Never Knows".

Other users include Darren Allison, producer of The Divine Comedy and Spiritualized.

References 

Brenelltape.co.uk - Web site giving historical overview of Brenell and Soundcraft products

Manufacturers of professional audio equipment
Audio equipment manufacturers of the United Kingdom
Defunct manufacturing companies of England
Electronics industry in London
Manufacturing companies based in London
1947 establishments in England
1984 disestablishments in England
British companies disestablished in 1984
British companies established in 1947
Fred Optical Engineering Software. Fred Optical Engineering Software (FRED) is a commercial 3D CAD computer program for optical engineering used to simulate the propagation of light through optical systems. Fred can handle both incoherent and coherent light using Gaussian beam propagation. The program offers a high level of visualization using a WYSIWYG (What You See Is What You Get) parametric interface. According to the publisher, Photon Engineering, the name "Fred" is not an acronym, and does not mean anything.

Fred allows for non-sequential raytracing with support to raytrace on up to 63 cores. Fred also features a downhill simplex optimizer where the user can specify variables, merit function and multiple targets for optimization. The program can import and export IGES, STEP, and OBJ CAD formats. Fred is also compatible with other hardware measured light source measurement software such as ProSource. Fred can also interact with MATLAB and Mathematica using an OLE Automation Client/Server interface.

Fred was used in the design of the NOAO's Large Synoptic Survey Telescope.

Fred is available in three editions.

See also 
 List of ray tracing software

References

External links 
  Photon Engineering Website

Optical software
Computer-aided design software for Windows
Hanover Bridge. The Hanover Bridge is a historic metal pin-connected Pratt through truss bridge spanning the Crow River between Hanover and Rogers, Minnesota, United States, on the border of Wright and Hennepin Counties.  It is the second-oldest Pratt truss bridge remaining in Minnesota.  The Hanover Bridge was listed on the National Register of Historic Places in 1979 for having local significance in the themes of engineering and transportation.  It was nominated as a well-preserved example of a bridge type once common in Wright County.

Construction
The Hanover Bridge was built in 1885 by the Morse Bridge Company of Youngstown, Ohio.  The company later changed its name to the Youngstown Bridge Company, and merged into the American Bridge Company in 1900.  The Hanover Bridge is  long, with a  roadbed and a  vertical clearance.  Its wooden deck was replaced in 1965 in a style similar to the original.

Weight limitations
The bridge carried traffic until December 1966, although its weight limit was rather low.  Children riding school buses to school would have to get off on one side and walk across the bridge, and then the bus would slowly drive across and pick up the students on the other side.

Although the bridge was later replaced by a modern concrete structure  to the west, the old bridge is in use as a pedestrian bridge.  Hanover citizens renovated the bridge in the 1980s.  Additional rehabilitation work was completed in 2004.

See also
 List of bridges on the National Register of Historic Places in Minnesota
 National Register of Historic Places listings in Hennepin County, Minnesota
 National Register of Historic Places listings in Wright County, Minnesota

References

External links
 Hanover Bridge (Bridge 92366)–Minnesota Department of Transportation

Bridges completed in 1885
Bridges in Hennepin County, Minnesota
Buildings and structures in Wright County, Minnesota
Former road bridges in Minnesota
National Register of Historic Places in Hennepin County, Minnesota
National Register of Historic Places in Wright County, Minnesota
Pedestrian bridges in Minnesota
Road bridges on the National Register of Historic Places in Minnesota
Transportation in Wright County, Minnesota
Metal bridges in the United States
Pratt truss bridges in the United States
Uno (dicycle). The Uno is a novel self-balancing electric motorcycle using two wheels side by side (the configuration used by dicycles). The Uno III adds a third wheel that allows it to transform into a tricycle.

Operation
The original Uno is controlled in forward motion by the rider shifting weight over the centre of gravity. When the rider shifts forward, the vehicle speeds up to regain balance, when the rider leans back, the vehicle slows. Steering is controlled by side-to-side motion of the rider. The vehicle senses this shift and raises one of the two wheels to allow the vehicle to tilt in the desired turn direction.

The Uno III has two configurations, as a dicycle and as a tricycle.  As a dicycle it operates much the same as the original Uno with forward and back motion of the rider affecting acceleration.  The Uno III also utilizes a hand throttle to affect acceleration and braking.  Instead of using rider side-to-side movement to control steering, the Uno III uses a rotating handlebar.

History
The Uno was conceived by Milton, Ontario teenager Ben Gulak in 2006, following a trip to China. After seeing major smog pollution caused by heavy use of small motor vehicles, he decided he wanted to create an eco-friendly alternative. His initial design efforts consisted of an angle-iron frame with  wheelchair motors, batteries and gyroscopes. He described his very first test-ride as "absolutely terrifying" and resulted in a crash and a chipped kneecap.
 Other early problems, including a series of electrical fires, arose, and he was then joined by California robotics expert Trevor Blackwell, who had previously designed a eunicycle, a single-wheeled gyro-stabilized vehicle, as well as a two-wheeler that resembled a Segway PT, to iron out the initial problems.
Blackwell and Gulak refined the Uno's gyro control system so the machine would properly balance and move smoothly. Gulak then used the revised plans to develop a prototype vehicle with the help of engineer Werner Poss, Veltronics Ltd. of Brampton, Ontario, John Cosentini of Motorcycle Enhancements, a custom motorcycle builder in Oakville, Ontario, and research partner Jason Morrow.

The Uno was unveiled at the Toronto Spring Motorcycle Show in 2008, and won a Top-10 prize on Popular Science's list of 2008 Invention Awards. On the CBC series Dragons' Den,  Gulak was given $1,250,000 in venture capital for a 20% share in further development. The deal fell apart in due diligence and only W. Brett Wilson paid his $250,000 portion.

According to Ben Gulak, in order to improve the safety and usability of the Uno his company BPG Inc developed the Uno III to be able to transform from the classic Uno dicycle into a motorcycle. Though not a motorcycle in the classic definition, the 'motorcycle mode' is actually a tricycle with the two rear wheels coming so close together that they resemble a single wide wheel. The Uno III transforms between these two modes while being ridden.

See also 
 List of motorized trikes
 EUC

References

Further reading 

 

Personal transporters
Electric two-wheel vehicles
Helicopter landing officer. The helicopter landing officer, also known as HLO, is a person on an offshore facility responsible for landing incoming helicopters safely. It is the most vital part of the operating team for an offshore helideck, a purpose-built helicopter landing area, usually on a ship or offshore oil/gas installation. Over the years the offshore oil exploration and production business has relied upon helicopters as the main method of transferring personnel to and from their workplace.   Traditionally, and legally these days, the appointment of an HLO is the responsibility of the ship or installation operator.   In the early days of offshore helicopter work, the basic requirements of safety were met by persons who would have a primary task (deck supervisor, crane supervisor etc.) and would take responsibility for the helicopter crew change as a secondary task.

The influence of the various civil aviation authorities around the world has had a huge effect on the efficiency and safety of working in this position.

The safety of all personnel traveling to a ship or offshore location is in the hands of these specialists, whilst moving to and from the helicopter.   The HLO commands a team, which again, is usually made up of members of the ship or installation crew, known as HDAs (helideck assistants).   The assistants themselves are also trained in passenger and freight handling, helicopter safety and fire and rescue.

References

Sources 
UKOOA Guidelines for the Management of Offshore Helidecks
UK Civil Aviation Publication 437
ICAO Annex 14 Volume 2, Heliports

Helicopters
H&BR Class F2. The H&BR Class F2 (LNER Class N12) was a class of 0-6-2T steam locomotives of the Hull and Barnsley Railway. It was designed by Matthew Stirling and nine locomotives were built by Kitson & Co. in 1901.

Equipment
The locomotives had domeless boilers and rounded cabs and were fitted with vacuum brakes. After the Grouping in 1923, they were rebuilt with a variety of boilers, some domed and some domeless.

Use
They were used for goods trains, banking, assembling mineral trains in colliery sidings and occasionally for passenger work.

Withdrawal
All but one were withdrawn between 1936 and 1938. The survivor passed to British Railways in 1948. It was allocated the BR number 69089, but never carried it, and was scrapped in August 1948. None of the class is preserved.

References

F2
0-6-2T locomotives
Kitson locomotives
Railway locomotives introduced in 1901
Standard gauge steam locomotives of Great Britain
Scrapped locomotives
H&BR Class F1. The H&BR Class F1 (LNER Class N11) was a class of 0-6-2T steam locomotives of the Hull and Barnsley Railway.  The locomotives were part of a batch built by Kitson and Company for the Lancashire, Derbyshire and East Coast Railway (LD&ECR), but the order was cancelled because the LD&ECR was unable to pay for them.

Equipment
The locomotives had domed boilers and square-topped cabs and were fitted with vacuum brakes.

Use
They were used for banking, goods trains and passenger trains. When the H&BR Class A locomotives were introduced for coal trains, the F1s were displaced to shunting duties.

Withdrawal
All were withdrawn and scrapped by the London and North Eastern Railway between 1943 and 1946. None have been preserved.

References

F1
0-6-2T locomotives
Railway locomotives introduced in 1901
Kitson locomotives
Standard gauge steam locomotives of Great Britain
Scrapped locomotives
Norton Water Tower. Norton Water Tower is a water tower in Norton, Runcorn, Cheshire, England.  It is recorded in the National Heritage List for England as a designated Grade II listed building.

History
It was built between 1888 and 1892 on the water pipeline between Lake Vyrnwy in North Wales and Liverpool to act as a balancing reservoir in the process of supplying water to Runcorn and Liverpool. Water is carried to Liverpool through a tunnel  wide under the River Mersey.   It is the largest UK tromboned pressure relief device currently in operation.  The tower was designed by George F. Deacon, the Chief Engineer of the Liverpool Corporation Waterworks Department.

Description
It is built in red sandstone in the shape of a cylinder  high with a diameter of .  On its top is a cast iron tank with a capacity of 650,000 gallons.  Ten pilasters rise from a rock-faced base and between them are round-headed arches.  Above these is a frieze with a Latin inscription and over this is a cornice.  On the top is the iron tank with a decorated exterior.  Translated, the inscription on the frieze reads: This water, derived from the sources of the Severn, is brought to the City of Liverpool, a distance of eighty miles, through the mountains and over the plains of Wales and the intervening country, at the cost of the municipality, in the year of Our Lord 1892.

See also

Listed buildings in Runcorn (urban area)

References

Towers completed in 1892
Grade II listed buildings in Cheshire
Water towers in the United Kingdom
Buildings and structures in Runcorn
Infrastructure completed in 1892
Towers in Cheshire
Scott Model 3S. The Scott  Model 3S was a British motorcycle made by The Scott Motorcycle Company in 1938.  Only eight were produced before the outbreak of World War II.

Development
The Scott designer William Cull had been experimenting with three-cylinder two-strokes throughout the 1930s and had developed a prototype 747 cc engine.  The Scott Model 3S which was unveiled at the 1934 Olympia Motorcycle Show was a further development of this work, with the capacity enlarged to 986 cc and a four-speed gearchange. A notable feature of the Model 3S was the lubrication system, which had a throttle-operated pump drawing oil from the sump and delivering it to a geared pump, while a separate geared pump dealt with the return. Another unusual feature was that fuel was held in 'pannier' containers each side of the rear wheel so the apparent fuel tank was actually a dummy housing the instrumentation and control box (a feature later copied by the Honda Gold Wing). Only eight were produced before the outbreak of World War II. The final Model 3S is on display at the National Motorcycle Museum (UK).

See also
List of motorcycles of the 1930s

References

Model 3S
Motorcycles introduced in the 1930s
Avia M 332. The Avia M 332 (originally known as the Walter M332) is an air-cooled four-cylinder inverted inline engine.  It was designed by Bohumil Šimůnek, of Motorlet Walter Aircraft Engines, as a more powerful replacement for the four-cylinder Walter Minor engine, going into production in 1958. Piston aircraft engine production was  transferred from Walter to Avia in 1964, the engine becoming the Avia M 332.

Applications
Aero 145
Carlson Criquet
Frontier MD-II
Fry Esprit VFII
Kharkov KhAI-24
Orličan L-40 Meta Sokol
Rolandas Kalinauskas RK-5 Ruth

Specifications

See also

References

External links

Moravia Inc

Walter aircraft engines
Aircraft air-cooled inline piston engines
1950s aircraft piston engines
Inverted aircraft piston engines
1958 introductions
Pre-start-up audit. The Pre-Start-Up Audit (PSUA) or Pre-startup review is a part of the planning process for projects during which the safety and functionality of the process itself is checked to ensure that all systems should function as intended and potential hazards can be dealt with. This process is commonly used in projects related to construction, reconditioning or repair of equipment and facilities designed to process hazardous substances.

Overview
The PSUA process is commonly found in nuclear, oil, gas, pharmaceutical and petrochemical projects and comprises a combined safety and operability audit to ensure that hydrocarbons or other hazardous materials can be safely introduced into a newly constructed (or reconstructed) plant, asset or facility for the first time.

Furthermore, it is used to assure the owner or operator of that plant, asset or facility that it is capable of starting, controlling and stopping it safely, efficiently and without harm to people, the plant itself or to the environment.

A PSUA is often preceded by a Pre-Start-Up Review (PSUR), some months prior to the scheduled PSUA, in order to evaluate the magnitude of the outstanding work that will need to be completed prior to start-up. This will also provide feedback to the project team of any items that have been overlooked or may seem to be behind schedule.

The PSUA process is often carried out as a part of the operations readiness and assurance (OR&A) process.

References

Business terms

Process safety