omniomni/omni-engineering huggingface dataset:
Phenix Aviation Phenix. The Phenix Aviation Phenix () is a Spanish autogyro, under development by Phenix Aviation of Alicante. The aircraft is intended to be supplied as a complete ready-to-fly-aircraft.

The project was first announced at the Aero 09 show held in Friedrichshafen, Germany in 2009. The first prototype flew in 2010, with the second prototype flying in 2011.

Design and development
The Phenix is constructed mostly from carbon fibre and of pod and boom layout. It features a single, two-bladed Wagtail or  diameter Averso main rotor with a chord of  mounted at the top of a tall column. It has a two-seats-in side-by-side configuration enclosed cockpit with forward hinged doors on both sides, tricycle landing gear and a four-cylinder, air and liquid-cooled, four-stroke, dual-ignition turbocharged  Rotax 914 engine in tractor configuration. The tractor layout provides better propeller efficiency and less noise, but at the cost of reduced forward cockpit visibility. Behind the seats is a separate baggage space, accessed externally from either side through its own doors.

The short rear fuselage carries a broad tailplane with octagonal endplate fins that have rudders mounted on them.  The first prototype had another central, ventral underfin with its own rudder. A ballistic parachute is installed in the tail cone.

The first Phenix flew on 11 December 2009, after being displayed at Aero '09 in Friedrichshafen in April that year. This first prototype was flown from the left hand seat but the second, first flown on 30 September 2011 adopted the standard helicopter right hand layout. The Phenix is designed to meet the  British BCAR-T standards.  Two versions are under development: the Ultralight, to meet European  regulations and the Experimental for South Africa.

The aircraft has an empty weight of  and a gross weight of , giving a useful load of .

Specifications (Phenix)

References

External links

2000s Spanish sport aircraft
Single-engined tractor autogyros
Drawbridge (company). Drawbridge is a people-based identity management company operating out of San Mateo, California, USA. It has been a subsidiary of LinkedIn since 2019. Drawbridge has built a people-based identity graph and cross-device advertising platform that specializes in using machine learning to match individuals across connected devices, including desktops, smartphones, tablets, and connected TVs,  in order to serve more relevant ads across devices.

The company received a patent for its "system to group internet devices based upon device usage" in 2016 and a patent for "system and method for determining related digital identities" in 2019.

History
Kamakshi Sivaramakrishnan, a former AdMob scientist, built the technology that allowed her to pair users to devices in late 2010 and formed Adsymptotic, which is now known as Drawbridge. In 2014, the company announced support for video ads and updated its analytics suite to give marketers insights on multi-touch attribution and information on their audiences across devices.

In 2016, the company was ranked #54 on the Deloitte Fast 500 North America list and was listed on the Inc. 5000 List of Fastest Growing Companies in America for the second consecutive year.

In 2017, the company was ranked #24 on the CNBC Disruptor 50 list, and named one of Fortune’s "50 Companies Leading the AI Revolution." It was also reported that 32% of technical roles and 43% of leadership roles (director or higher) at Drawbridge were filled by women.

In 2018, Drawbridge sold its media business to Gimbal and was again named a CNBC Disruptor.

In 2019, Drawbridge was acquired by LinkedIn

Technology
At a high level, Drawbridge probabilistically determines whether two devices are used by the same person by analyzing various events occurring on the devices and the attributes that those events yield.

In other words, Drawbridge observes a user's activities, primarily through the proxy of ads served to various devices (mobile device or desktop web), which gives them an ID. Since IDs are different across all the devices a user may interact with, Drawbridge then computes a confidence-score based on the likelihood that IDs from different sources belong to the same person or identity.

Reception
Most mainstream media outlets have been fairly receptive to Drawbridge's pairing technology. Predictably, technology focused media outlets have been borderline laudatory in their coverage while some blogs have voiced concerns that the technology is invasive and could lead to breaches of privacy.

Financials
Drawbridge has received funding from Sequoia Capital, Kleiner Perkins, Northgate Capital, and Mitsui & Co.

In 2016 the company announced the close of its $25M Series C round of financing, led by Sequoia Capital.

In 2018 the company announced an additional $15M raised from all of its existing VC investors, bringing its total capital raised to $70M.

References

Companies based in San Mateo, California
FAW Bus and Coach. FAW Bus and Coach is a bus manufacturer located in Wuxi, Jiangsu, China.  Founded in 1959, it was assigned under the FAW Group in 1986.  The buses are sold under the Taihu brand.

The Dalian division of FAW Bus and Coach Co Ltd manufactures Jie Fang and Yuan Zheng brand medium and large-size buses in a 186,300-square-meter factory in Dalian, Liaoning, China. An unfinished bus production base at the Dalian Economic & Technological Development Zone is expected to be completed in mid-2010 and will produce hybrid buses.

Models

Taihu CA6100S1H2
Taihu CA6100S2H2
Taihu CA6122CH2
Taihu XQ6102SH2
Taihu XQ6103Y1H2
Taihu XQ6104S
Taihu XQ6113Y1H2
Taihu XQ6123Y1H2
Taihu XQ6600TQ9
Taihu XQ6601TQ9
Taihu XQ6609TQ2
Taihu XQ6739SH2
Taihu XQ6761SH9
Taihu XQ6769SH2
Taihu XQ6791YH2
Taihu XQ6820S1H2
Taihu XQ6861YH2
Taihu XQ6890SH2
Taihu XQ6890S1H2
Taihu XQ6961T1

References

External links
FAW Bus and Coach webpage

Bus manufacturers of China
FAW Group divisions and subsidiaries
Vehicle manufacturing companies established in 1959
Chinese companies established in 1959
Companies based in Wuxi
Active valve lift system. The Intelligence-Active Valve Lift System (i-AVLS) is a valvetrain technology implemented by Subaru in their 2.5 L SOHC naturally aspirated engine to improve emissions, efficiency and performance. Note that AVLS is different from AVCS used on other Subaru engines. AVLS improves performance and efficiency by changing which camshaft is operating which of the two intake valves. The camshafts on all AVLS Subaru engines have specially designed lobes for intake valves. They feature two different cam profiles: a low/mid lift profile or a high lift profile. The two intake valves in each cylinder are operated by a rocker arm with its own cam lobe. The cam utilized is selected by the engine control unit (ECU). To select different valve lift modes, oil pressure generated by the engine moves a pin which locks the two lobes together. At low engine speeds the low/mid lift camshafts increases the speed of air rushing into the engine thereby increasing torque and efficiency. At higher engine speeds the high lift camshafts fully open the intake valves, reducing resistance to incoming air and improving power. AVLS only operates one of the intake valves in each cylinder as the other is always open to promote swirl.

References

Variable valve timing
Subaru
List of universities in Isfahan province. 

Governmental

Isfahan University of Technology
Isfahan University
Isfahan University of Medical Sciences
Isfahan University of Art
Mohajer Technical University of Isfahan, Isfahan
Kashan University of Medical Sciences

Isfahan University of Farhangian

Malek-Ashtar University of Technology
University of Kashan
Isfahan University of Social Welfare and Rehabilitation Sciences
Golpayegan University of Engineering
 University of Defence Sciences and Technologies
Al-Musthafa International University-Esfahan Branch

Islamic Azad

Islamic Azad University

Islamic Azad University, Najafabad Branch
Islamic Azad University of Khomeynishahr
Islamic Azad University of Majlesi
Islamic Azad University of Khorasgan ( Isfahan )
Islamic Azad University of Kashan
Islamic Azad University of Felavarjan
Islamic Azad University of Golpayegan
Islamic Azad University of Shahreza
Islamic Azad University of Naeen
Islamic Azad University of Shahinshahr
Islamic Azad University of Dehaghan
Islamic Azad University of Dolatabad
Islamic Azad University of Meyme
Islamic Azad University of Semirom
Islamic Azad University of Fereydan
Islamic Azad University of Tiran

Independent
 Ashrafi Isfahani Institute of Higher Education
 Ragheb Isfahani Higher Education Institute
 Sheikhbahaee University 
 Allameh Feiz Kashani Institute of Higher Education
 Daneshpajoohan Institute of Higher Education
 institute of higher education ACECR-Isfahan
 Al-Musthafa International University-Isfahan

Isfahan Province
List
Rotor Flight Dynamics LFINO. The Rotor Flight Dynamics LFINO (Leap Flight In Normal Operations and pronounced by the designers as "ell if I know") is an American experimental autogyro that was designed by Ernie Boyette and Dick DeGraw, with a single prototype produced by their company Rotor Flight Dynamics of Wimauma, Florida. The aircraft was intended as a proof-of-concept for evaluation for police or paramilitary use.

Design and development
The LFINO  was designed to test out the use of a powered rotor autogyro to allow zero speed take-offs and landings and more efficient forward flight. The design features a single three-bladed main rotor that was built in-house, a two-seats-in side-by-side configuration enclosed bulbous cockpit, tricycle landing gear mounted on stub wings, a triple tail and a single four cylinder liquid-cooled Subaru automotive engine in pusher configuration.

The aircraft's frame is made from aluminium and the cabin is of non-structural fiberglass. The aircraft is equipped with a helicopter-style collective pitch control to allow "jump" takeoffs. Take-offs are accomplished by powering the rotor system to 150% cruise rpm and then increasing collective rapidly to jump the aircraft into the air where it can then fly away.

Operational history
The sole example was built in 2005 and registered in the United States with the Federal Aviation Administration in the Experimental - Amateur-built category on 21 March 2005. It first flew in about February 2006. The aircraft was first shown publicly at Wauchula, Florida during the Bensen Days show in April 2005 as a static display, since it had not then yet flown. It was first flown publicly during Bensen Days in April 2006. The prototype was exported to Spain and its US registration was cancelled on 11 April 2008.

Specifications (LFINO)

References

External links

Video of the LFINO doing a jump take-off at Bensen Days 2006 in Wauchula, Florida.

2000s United States experimental aircraft
Homebuilt aircraft
Single-engined pusher autogyros
Rotor Flight Dynamics aircraft
William Wilson (engineer). William Wilson (1809 – 1862) was an English mechanical engineer and first engine driver on the first German railway.

Life 
William Wilson was born on 18 May 1809 in Walbottle, Northumberland, England, and in 1829 was engaged by George Stephenson as a mechanic.

The first railway line in Germany was opened on 7 December 1835 between Nuremberg and Fürth. Its first steam locomotive was supplied by Stephenson, because at that time there were no suitable and affordable steam engines available in Germany. At the request of the Ludwig Railway Company (Ludwigs-Eisenbahn-Gesellschaft), Stephenson also provided Wilson to act as engine driver and engineer. He was to instruct the locomotive crew and train successors, for which he was given an eight-month contract. Stephenson stipulated a maximum working period of 12 hours per day and Wilson's travel costs were borne by the Ludwig Railway Company. In addition, he took on the fitting out, and later the direction, of a railway workshop. He was given a high salary commensurate with his qualification that exceeded the income of the general manager (Generaldirektor) of the railway company. His pay was initially 1,500 gulden per annum; in addition he received a bonus of 240 gulden.

On 7 December 1835 William Wilson finally drove the locomotive, Adler, as the engine driver, on the first German railway on the newly built line operated by the Ludwig Railway. After eight months he made no arrangements to leave. Both as a result of his safe performance during this journey as well as his excellent credentials, his contract was repeatedly extended. The passengers wanted to travel with no one else but the "tall Englishman". Whenever he was not driving the locomotive himself, income fell.

From 1842 he alternated as engine driver with his assistant, Bockmüller. His health was seriously damaged by his occupation, however, because he would stand on the driver's platform in all weathers in a gentleman's overcoat and top hat, but without any protection from the elements. Not until the winter of 1845/46 were engine drivers given leather coats as protection against the weather. Finally, eight years later, the engines were furnished with protective roofs over the driver's stand. In spite of tempting offers by the Bavarian State Railway, Wilson remained with the Ludwig Railway. In 1859, he was unable to work regularly as a result of his worsening health. At the 25th anniversary celebrations of the Ludwig Railway he was greatly honoured. He died on 17 April 1862 in Nuremberg as a result of his illness. He was buried at St. John's Cemetery in Nuremberg, his funeral being attended by a large section of the population. His grave is still visible today.

References

Literature 

English railway mechanical engineers
British train drivers
British railway pioneers
English inventors
1809 births
1862 deaths
British emigrants to Germany
19th-century British businesspeople
Bellanca SE. The Bellanca SE was an American carrier-based scout monoplane designed and built for the United States Navy by the Bellanca Aircraft Company.

Variants
XSE-1
The XSE-1, of 1932, was a two-seat high-wing cabin monoplane with folding wings, powered by a  Wright R-1820F radial engine. It was not ordered into production and only one prototype (A-9186) was built, which crashed before delivery.
XSE-2
The XSE-1 was re-designed with stronger structure, larger fin and powered by a Wright R-1510 14-cylinder 2-row radial engine. It re-used the serial number of the destroyed XSE-1.

Specifications

See also

References

Notes

Bibliography

 

S01E
1930s United States military reconnaissance aircraft
Single-engined tractor aircraft
High-wing aircraft
Aircraft first flown in 1932
Data descriptor. In computing, a data descriptor is a structure containing information that describes data.

Data descriptors may be used in compilers, as a software structure at run time in languages like Ada  or PL/I, or as a hardware structure in some computers such as Burroughs large systems with their descriptors.

Data descriptors are typically used at run-time to pass argument information to called subroutines.  OpenVMS and Multics  have system-wide language-independent standards for argument descriptors.  Descriptors are also used to hold information about data that is only fully known at run-time, such as a dynamically allocated array.

Examples
The following descriptor is used by IBM Enterprise PL/I to describe a character string:

 'desc type' is 2 to indicate that this is an element descriptor rather than an array or structure descriptor.
 'string type' indicates that this is a character or a bit string, with varying or non varying length.  2 indicates a non varying (fixed-length) character string.
  '(res)' is a reserved byte not used for character strings.
 'flags' indicate the encoding of the string, EBCDIC or ASCII, and the encoding of the length of varying strings.
 'maximum string length' is the actual length of the string for non varying strings, or the maximum length for varying strings.

Here is the source of an array descriptor from Multics.  The definitions include a structure for the base array information and a structure for each dimension. (Multics ran on systems with 36-bit words).

dcl	1 array			        based    aligned,
	2 node_type		        bit(9)   unaligned,
	2 reserved		        bit(34)  unaligned,
	2 number_of_dimensions	        fixed(7) unaligned,
	2 own_number_of_dimensions	fixed(7) unaligned,
	2 element_boundary		fixed(3) unaligned,
	2 size_units		        fixed(3) unaligned,
	2 offset_units		        fixed(3) unaligned,
	2 interleaved		        bit(1)   unaligned,
	2 c_element_size		fixed(24),
	2 c_element_size_bits	        fixed(24),
	2 c_virtual_origin		fixed(24),
	2 element_size		        ptr unaligned,
	2 element_size_bits		ptr unaligned,
	2 virtual_origin		ptr unaligned,
	2 symtab_virtual_origin	        ptr unaligned,
	2 symtab_element_size	        ptr unaligned,
	2 bounds			ptr unaligned,
	2 element_descriptor	        ptr unaligned;

dcl	1 bound			        based aligned,
	2 node_type		        bit(9),
	2 c_lower			fixed(24),
	2 c_upper			fixed(24),
	2 c_multiplier		        fixed(24),
	2 c_desc_multiplier		fixed(24),
	2 lower			        ptr unaligned,
	2 upper			        ptr unaligned,
	2 multiplier		        ptr unaligned,
	2 desc_multiplier		ptr unaligned,
	2 symtab_lower		        ptr unaligned,
	2 symtab_upper		        ptr unaligned,
	2 symtab_multiplier		ptr unaligned,
	2 next			        ptr unaligned;

See also
Burroughs large systems descriptors

References

Data structures by computing platform
Programming language implementation
Valleriite. Valleriite is an uncommon sulfide mineral (hydroxysulfide) of iron and copper with formula:  or . It is an opaque, soft, bronze-yellow to brown mineral which occurs as nodules or encrustations.

Discovery and occurrence
Valleriite was first described in 1870 from an occurrence in Västmanland, Sweden. It was named for Swedish chemist Johan Gottschalk Wallerius (Vallerius) (1709–1785).

Valleriite occurs in dunites and chromitites replacing chalcopyrite in Cyprus. In Phalaborwa, South Africa it occurs as replacement of magnetite in a carbonatite. It occurs as replacements of copper and nickel phases in serpentinites and other altered ultramafic rocks.

References

Copper minerals
Iron minerals
Magnesium minerals
Aluminium minerals
Sulfide minerals
Trigonal minerals
Minerals in space group 166
Minerals described in 1870
Djerfisherite. Djerfisherite is an alkali copper–iron sulfide mineral and a member of the djerfisherite group.

The chemical composition is somewhat variable. A Russian study from 1979 on djerfisherite from the Kola Peninsula found the formula , but a study in 2007 of a samples from Siberia found no detectable sodium and states that the formula  is considered the most appropriate. Both crystallographic studies have 58 atoms per unit cell. Sulfur atoms are in three nonequivalent locations, containing 12, 6, and 8 atoms per unit cell. The later study put a copper atom where the earlier study put a sodium atom. More information on the structure and other questions is available, as well as 3-D models.

The Webmineral "Mineralogy Database" site gives the "chemical formula" as , apparently in error, and an "empirical formula" as .

Djerfisherite is one of the rare and unusual minerals in its chemical composition, combining lithophile (K) and chalcophile (Cu,Fe,Ni) elements in its composition. In addition to djerfisherite itself, such minerals also include sodium chvilevaite Na(Cu,Fe,Zn)2S2 and murunskite K2Cu3FeS3.

Its type locality is the Kota-Kota meteorite (Marimba meteorite), Malawi. It was first described in 1966 and named after professor Daniel Jerome Fisher (1896–1988), University of Chicago.  It has been reported from meteorites, copper-nickel hydrothermal deposits, skarn, pegmatite, kimberlites and alkalic intrusive complexes. Associated minerals include kamacite, troilite, schreibersite, clinoenstatite, tridymite, cristobalite, daubreelite, graphite, roedderite, alabandite, talnakhite,
pentlandite, chalcopyrite, magnetite, valleriite, sphalerite and platinum minerals.

References 

Sulfide minerals
Cubic minerals
Minerals in space group 221
Cloud-based integration. Cloud-based integration is a form of systems integration business delivered as a cloud computing service that addresses data, process, service-oriented architecture (SOA) and application integration.

Description
Integration platform as a service (iPaaS) is a suite of cloud services enabling customers to develop, execute and govern integration flows between disparate applications. Under the cloud-based iPaaS integration model, customers drive the development and deployment of integrations without installing or managing any hardware or middleware. The iPaaS model allows businesses to achieve integration without big investment into skills or licensed middleware software. iPaaS used to be regarded primarily as an integration tool for cloud-based software applications, used mainly by small to mid-sized business. Over time, a hybrid type of iPaaS—Hybrid-IT iPaaS—that connects cloud to on-premises, is becoming increasingly popular. Additionally, large enterprises are exploring new ways of integrating iPaaS into their existing IT infrastructures.

Cloud integration was basically created to break down the data silos, improve connectivity and optimize the business process. Cloud integration has increased its popularity as the usage of Software as a Service solutions is growing day by day.

Prior to the emergence of cloud computing in the early 2000s, integration could be categorized as either internal or business to business (B2B). Internal integration requirements were serviced through an on-premises middleware platform and typically utilized a service bus to manage exchange of data between systems. B2B integration was serviced through EDI gateways or value-added network (VAN). The advent of SaaS applications created a new kind of demand which was met through cloud-based integration. Since their emergence, many such services have also developed the capability to integrate legacy or on-premises applications, as well as function as EDI gateways.

The following essential features were proposed by one marketing company:
 Deployed on a multi-tenant, elastic cloud infrastructure
 Subscription model pricing (operating expense, not capital expenditure)
 No software development (required connectors should already be available)
 Users do not perform deployment or manage the platform itself
 Presence of integration management and monitoring features

The emergence of this sector led to new cloud-based business process management tools that do not need to build integration layers - since those are now a separate service.

Drivers of growth include the need to integrate mobile app capabilities with proliferating API publishing resources and the growth in demand for the Internet of things functionalities as more 'things' connect to the Internet.

See also 
 Platform as a service
 as a service

References

Cloud computing
System integration
Maximum demand indicator. Maximum Demand Indicator (MDI) is an instrument for measuring the maximum amount of electrical energy required by a specific consumer during a given period of time. MDI instruments record the base load requirement of electrical energy. They can also measure the peak load, but are unable to record sudden short circuit or high motor starting currents.

The main parts of MDI are:
 Dial connected with moving system
 Pointer on dial
 Reset device
 Fraction device
 Indicating pin

MDI is often available as a built-in feature of three phase energy meters.

Maximum demand is calculated as: Maximum Demand(KW)=

References 

Energy measurement
Electric power distribution