omniomni/omni-engineering huggingface dataset:
British Airways Flight 268. British Airways Flight 268 was a regularly scheduled flight from Los Angeles to London Heathrow. On February 20, 2005, the innermost left engine burst into flames triggered by an engine compressor stall almost immediately after takeoff. The Boeing 747-400 continued to fly across the United States, Canada, and the Atlantic Ocean with its three remaining engines despite air traffic controllers expecting the pilots to perform the emergency landing at the airport. The flight then made an emergency landing at Manchester Airport, citing insufficient usable fuel to reach London Heathrow.

Flight incident 
The flight took off at about 9:24 p.m. on 20 February 2005. When the aircraft, a four-engine Boeing 747-436, was around  into the air, flames burst out of its number 2 engine, a result of engine surge. The pilots shut the engine down. Air traffic control expected the plane to return to the airport and deleted its flight plan. However, after consulting with the airline dispatcher, the pilots decided to set off on their flight plan "and get as far as we can" rather than dump 70 tonnes of fuel and land. The 747 is certified to fly on three engines. Having reached the East Coast, the assessment was that the plane could continue safely. The cross-Atlantic journey encountered less favourable conditions than predicted. Upon reaching the UK, believing there to be insufficient usable fuel to reach their destination, the captain declared an emergency and landed at Manchester Airport.

Controversy 
A safety controversy ensued; the Federal Aviation Administration (FAA) accused the carrier of flying an "unairworthy" plane across the Atlantic Ocean. The FAA proposed fining the carrier, British Airways (BA) $25,000. BA lodged an appeal on the grounds that they were flying according to United Kingdom Civil Aviation Authority (CAA) rules (which are derived from International Civil Aviation Organization standards). In the end, the FAA told BA it was dropping the case based on assurances that airline changes will "preclude the type of extended operation that was the subject of this enforcement action." BA said they had not changed their procedures and according to Flight International the FAA said that they "will recognise the CAA's determination that the aircraft was not unairworthy".

Investigation 
The investigation report recommended that BA revise its training of crews in three-engine operation fuel management procedures.

Aftermath 
The aeroplane involved in the incident, registered as G-BNLG, was repaired and the aircraft remained in service until December 2014.

References

External links 
 ABC News Report
 Official AAIB report

Aviation accidents and incidents in the United States in 2005
Accidents and incidents involving the Boeing 747
268
Airliner accidents and incidents caused by in-flight fires
Aviation accidents and incidents in England
Airliner accidents and incidents in California
2005 in California
2005 in England
February 2005 in Europe
Airliner accidents and incidents caused by engine failure
Aviation accidents and incidents in 2005
SZD-40x Halny. The SZD-40x Halny is an experimental two-seat glider designed and built in Poland in 1971.

Development
Spurred on by the high performance two seaters emerging from the German Akafliegs, like the SB 10 Schiroko, SZD modified the SZD-37x Jantar fuselage to take two seats in tandem and fitted the wings developed from the Zefir 4 to make the SZD-40 Halny.

The SZD-40 Halny was intentioned to be a test platform for various new design concepts and to be produced in only one unit. It was certified as an experimental aircraft. It was expected that it will be used for record breaking attempts (of which many were ultimately successful) and piloted by most experienced pilots. In fact, the glider was not popular with most pilots due to very demanding handling properties.

Construction of the SZD-40 Halny uses mixed materials, with a fiberglass laminated forward fuselage, welded steel tube centre-section truss, rolled aluminum tube rear fuselage boom and fibreglass laminate tail section.
The wings, extended to 20m span by adding extensions to the roots using a section substantially modified from the Zefir 4's original NACA 66 216 416, were constructed from plywood, pressure moulded in concrete moulds and covered with a layer of glass-fibre, to give a very smooth and accurate finish.  Another meaningful modification from the original Zefir series wing was a change from Fowler (wing loading decreasing) flaps to camber increasing slotless flaps. This (flap) modification was a definite departure from previous (Zefir) attempts in variable wing geometry glider design. Notes by Eng. Jerzy Śmielkiewicz suggest that this was due to realisation that a laminar flow could not be sustained over the wing with (high speed retracted configuration) Fowler flap mechanism.

Unusually the Halny was built with only one set of instruments and controls in the rear cockpit, thus the front seat can only be used by passengers. Full span flaps and coupled ailerons are fitted to the trailing edges, with the flaps able to deflect upwards for high speed flight and the ailerons drooping in sympathy with downward flap deflection. All upper surfaces at the hinge points are formed by continuous flexible seals preventing leak- through causing drag and turbulence problems with the ailerons and flaps. The sole Halny, SP-2645 (c/n X-106), first flight in December 1972 flown by Zdzislaw Bylok, was used regularly into the 1990s before being retired to the Gliwice Gliding Club Museum

Specifications (SZD-40x Halny)

See also

References

Simons, Martin. Sailplanes 1965-2000 2nd revised edition. EQIP Werbung und Verlag G.m.b.H.. Königswinter. 2005.

External links

http://www.szybowce.fotoedytor.com/galeria/index.php?cat=34

1970s Polish sailplanes
SZD aircraft
Aircraft first flown in 1972
T-tail aircraft
Forward-swept-wing aircraft
Shoulder-wing aircraft
Gerald Fuller. Gerald Gendall Fuller (born April 7, 1953) is a Canadian/American chemical engineer and Fletcher Jones II Professor of Chemical Engineering at Stanford University. He received his B.S. in chemical engineering from the University of Calgary in 1975 and his PhD in chemical engineering from Caltech in 1980.

Fuller participates in Stanford's CPIMA, a joint venture between the University of California and IBM, and is known for his work on the rheology of complex fluid interfaces and biocompatible structures, which has applications in tissue engineering. He authored a textbook on the optical rheometry of complex fluids.

In 2005, Fuller was elected as a member of the National Academy of Engineering for contributions toward understanding the rheology of complex fluids, fluid interfaces and rheo-optical technique development.

References

External links
Fuller Faculty Page
Fuller CPIMA Page

21st-century American chemists
Fellows of the American Physical Society
Living people
California Institute of Technology alumni
1953 births
Stanford University School of Engineering faculty
Members of the United States National Academy of Engineering
University of Calgary alumni
Presidents of the Society of Rheology
List of British Rail TOPS depot codes. From the introduction of TOPS in 1973, all British Rail diesel and electric locomotives and multiple units were allocated to a particular traction maintenance depot or TMD. Drawing from the terminology of steam traction, these depots were generally referred to as "sheds", and indeed most locations were those which had possessed depots for steam locos. Each TMD had a two-character code which was originally displayed underneath the number of each locomotive allocated there. Later this was extended to cover each carriage of diesel multiple units (DMUs), and even some coaching stock; at this time additional depot codes were added covering places with coaching stock allocations, and also works locations.

Allocations and TOPS depot codes

Locations given a TOPS code included all TMDs, servicing depots (where minor work such as A exams could be undertaken), and some stabling points (SPs) where locomotives or multiple units would be parked when not required. The locations varied from comprehensively equipped depots, through covered accommodation with fuelling point, to a mere siding. The use of TOPS codes for SPs was somewhat haphazard, with Machynlleth (code MN) hosting one or two locomotives on some weekends while Wolverhampton station, which had no TOPS code, stabled more than a dozen locos.

The application of a depot code was generally reliable as a guide to the base from which the locomotive or multiple unit operated but with some variations, mainly relating to shunters and departmental locomotives.

EMU depots such as Birkenhead North (BD) often required a diesel shunter for moving stock when not powered. As there was no fuelling or maintenance capability at BD, a shunter allocated to nearby Birkenhead Mollington Street (BC) was used, returning to its home depot every four weeks. This arrangement also existed at other locations such as Ilford/Stratford.

Departmental locomotives, by the nature of their use, were sometimes reported as allocated to a base location or even to a region in general rather than an official depot. The Western Region sometimes followed this practice, with number 20 (latterly 97020) reported as allocated to "Reading Signal Works" throughout the 1970s. Locomotives used for research purposes would be reported as allocated to the Derby Research Centre.

List of TMD, Servicing Depot, SP and other non-works codes

Works codes

References

Sources
 

British Railways shed codes
 
British Rail infrastructure
TOPS depot codes
Aeronautical and Astronautical Research Laboratory. The Aeronautical/Astronautical Research Laboratory (AARL) is an aerospace engineering research facility operated by Ohio State University. It is the principal research facility of the College of Engineering's Department of Aerospace and Astronautical Engineering. It is located on the grounds of Ohio State University Airport, in Columbus, Ohio.

Facilities
The research activities conducted at AARL are based around a compressed air system that is capable of holding 1500 cubic feet (42.5 m3) of air at 2560 psia (17.65MPa), a 2 MW on site DC power station, and vacuum system capable of holding suction at .15 psia (1.01 kPa).
The AARL houses four active wind tunnels (dimensions of test section given in name):

-3'x5'(.9m x 1.5m) Subsonic Wind Tunnel, an open circuit, Eiffel wind tunnel with top speeds of 150 ft/s (45m/s)

-6"x22" (15cm x 56cm) Transonic Windtunnel, a blowdown wind tunnel used specifically for airfoil research

-6"x3" (15cm x 6cm) Transonic Wind Tunnel, a small wind tunnel used to research heat transfer in the high subsonic range

-6" (15cm) Hypersonic Wind Tunnel a blowdown wind tunnel capable of sustaining speeds of M=6

Computers complement wind tunnel and all other experimentation at AARL. LabVIEW is extensively used for experiment documentation and control, while FLUENT and the Ohio Supercomputer Center are used for computational fluid dynamics experimentation.

The most prominent area of research at AARL is jet engine test cell design. Under the patronage of GE Aviation, Ohio State Engineering has been at the forefront of jet engine test cell design for over 25 years. To test jet engine test cell designs, scale models of the interior of the building proposed to hold the test cell, as well as the test cell itself are reconstructed at AARL. The models are incredibly detailed, going as far as to contain scale furniture. Any number of scale jet engines can then be placed in the model, including a 1/12 scale model of the GE90, the largest jet engine ever built.

The AARL houses numerous other research facilities, including the Mechanical Engineering Department's Gas Dynamics and Turbulence Laboratory(GDTL) and Gas Turbine Lab. GDTL works cooperatively with NASA Glenn Research Center and Wright-Patterson Air Force Base researching aeroacoustics and high reynolds number flow related to propulsion. The Gas Turbine Lab is an R&D laboratory that focuses on the development of gas turbine aircraft engines and has an annual budget of over $4 million.

Notes

University and college laboratories in the United States
Ohio State University
Tupolev DB-1. The Tupolev DB-1 (ANT-36) was a Soviet long-range bomber developed in the 1930s. It was developed from the Tupolev ANT-25 distance record-breaking aircraft. Development was prolonged and it was recognized as obsolete by the time it was in production. Only eighteen were built and all were withdrawn from service in 1937.

Development
The possibilities of exchanging some of the fuel of the ANT-25 for bombs and/or cameras was recognized early in its development, and the Soviet Air Forces (VVS) issued a requirement for an aircraft to carry  over an operational radius of  at a speed of . The Tupolev Design Bureau had prepared a design and built a mockup by August 1933, using the internal designation of ANT-36, and the VVS approved both. Series production of a first batch of 24, out of a planned total of 50, was initiated in the new Factory No. 18 at Voronezh in 1934, but only 18 were built before the program was canceled.

The airframe, engine and crew compartments were retained from the ANT-25 almost unchanged, although the co-pilot's and navigator's positions were each given one  DA machine gun for defense. The DB-1 (long-range bomber model 1), as it was designated in VVS service, was given a smooth skin and a bomb bay was built in the wing center section that carried ten  FAB-100 bombs nose-up. An AFA-14 camera was mounted in the rear cockpit, but other cameras could be carried instead of the bombs.

Operational history
The DB-1's first flight was in 1934, but the first production aircraft was not tested until late 1935. It was rejected by the VVS because of poor manufacturing quality. Only ten aircraft were placed into service which equipped one regiment based near the factory at Voronezh. All of these were retired in 1937.

The remainder of these aircraft were used for a variety of tasks. One was fitted with the first flight-cleared Charomskii AN-1 diesel engine for evaluation. The change in the center of gravity caused many problems and the undercarriage had to be made non-retractable. Two others were selected in 1938 for distance record attempts with all-female crews, but an Ilyushin DB-3 was ultimately chosen instead.

Specifications (ANT-36 / DB-1)

See also

References

Bibliography
 
 

1930s Soviet bomber aircraft
DB-1
Abandoned military aircraft projects of the Soviet Union
Single-engined tractor aircraft
Aircraft first flown in 1934
Whinfield coke works. Whinfield coke works was a large industrial complex located near Rowlands Gill in Tyne and Wear, North East England. The complex comprised a coking plant, alloy factory and power station. Waste heat from the plant provided heat for a power station. This was later converted to generate electricity by burning coke.

Alloy factory
An alloy factory was opened in 1909 and was operated by the Newcastle Alloy Company, producing ferro alloys such as ferrosilicon, ferromolybdenum, ferrotungsten and ferrochrome. Because ferrochrome was an important ingredient in the manufacture of armoured steel, and Whinfield was the only manufacturer of this alloy in England, the factory was extended during World War I.

At the end of World War I the demand for the alloy quickly vanished and the Newcastle Alloy Company went into liquidation in 1922 and the factory closed.

Power station

The station was built in 1896 to utilise waste heat from the coke works. The waste heat was used to make steam which powered generators and produced electricity. Initially the electricity powered the Victoria Garesfield Colliery and lit the coke works. In 1902 the station began providing electricity to light the villages of Victoria Garesfield, Highfield, Barlow and Rowlands Gill.

The station had further surplus electricity, which was used in an alloy factory adjacent to the coke works. A new alloy factory was built and the power station was also extended with the building of a new station in 1914. This station used Babcock & Wilcox boilers, which burned coke instead of just using waste heat from the works. Its generating capacity was larger than that of the Dunston A power station. As demand increased, electric supplies were supplemented with the laying of a cable from Dunston power station to Whinfield in 1917.

Following the closure of the alloy factory after World War I, the power station's surplus electricity was sold to the Newcastle-upon-Tyne Electric Supply Company to supply Tyneside, exported using the cable from Dunston. The station closed in 1932 with the introduction of the national grid. It operated on a 50 hertz (Hz) frequency, and it would have proven uneconomical to convert Whinfield from its 40 Hz frequency, and so it closed down. The station's main structure was still standing in the late 1970s, but has since been demolished.

Present
Whinfield Industrial Estate has since been built on the site.

See also 

 Coking plant

References

External links

Photo of the station in 1978

Power stations in North East England
Buildings and structures in Tyne and Wear
Metropolitan Borough of Gateshead
Waste power stations in England
Demolished buildings and structures in Tyne and Wear
Rowlands Gill
Jinduicheng Molybdenum. Jinduicheng Molybdenum Group Mining Corporation () is a Chinese company which is engaged in molybdenum production, sales and manufacturing. This company provides molybdenum charging materials, including roasted molybdenum concrete powder and ferromolybdenum; molybdenum metal products, including molybdenum powder, molybdenum slabs, molybdenum rods and molybdenum wires, among others, as well as molybdenum chemical products, including ammonium molybdate, molybdenum disulfide and molybdenum oxide, among others.

This company is listed on the Shanghai Stock Exchange.

See also
 Tongling Nonferrous Metals
 China Molybdenum

References

Metal companies of China
Companies listed on the Shanghai Stock Exchange
Companies established in 1958
1958 establishments in China
Weather window. A weather window occurs when weather forecasts indicate that a given set of marine operations or offshore construction activities can be performed within their maximum limits for wave height, wind speeds etc.

Critical elements for offshore operations are use of time and expected weather. Planning of marine operations should be based on an operation's reference period defined as:

Operation reference period (TR) = Estimated time of operation + Estimated unforeseen time

If unforeseen time has not been identified, the operation reference period is normally set at twice the estimated operation time. Marine operations with a reference period less than 72 hours can be defined as weather-limited operations. These operations can be planned independently of statistical data and based only on weather forecasts.

For weather-limited operations, critical factors such as forces, movements and acceleration shall be calculated in a rather worse weather condition (design criterion) than the weather in which it is planned to perform the operation (operational criterion). This is due to the unreliability of weather forecasts. The longer the planned operation lasts, the greater the difference between the operational criterion and the design criterion.

The relationship between the operational criterion and the design criterion is defined as the "alpha factor". The variations in the alpha factor also take account of the fact that it is harder to estimate the wave height for small sea conditions than for larger sea conditions. As an example, operation planned to take 20 hours with a design criterion of significant wave height (Hs) 2.5m will yield an operational criterion of 2.5 * 0.71 = 1.8m. The maximum wave is about 1.86 times Hs (depending on the period).

Examples of alpha factors from the DNV Rules for Marine Operations, Part 1, Chapter 2, Planning of operations:.

References
  Official Norwegian Report 2008:8 "The Loss of 'Bourbon Dolphin' on 12 April 2007", p. 38

Inclement weather management
Optomechanics. Optomechanics is the manufacture and maintenance of optical parts and devices. This includes the design and manufacture of hardware used to hold and align elements in optical systems, such as:
 Optical tables, breadboards, and rails
 Mirror mounts 
 Optical mounts 
 Translation stages
 Rotary stage
 Optical fiber aligners
 Pedestals and posts
 Micrometers, screws and screw sets

Optomechanics also covers the methods used to design and package compact and rugged optical trains, and the manufacture and maintenance of fiber optic materials

References

 
Optical devices
Khimera. Khimera is a software product from Kintech Lab intended for calculation of the kinetic parameters of microscopic processes, thermodynamic and transport properties of substances and their mixtures in gases, plasmas and also of heterogeneous processes.
The development of a kinetic mechanism is a key stage of present-day technologies for the creation of hi-tech devices and processes in a wide range of fields, such as microelectronics, chemical industry, and the design and optimization of combustion engines and power stations.
Khimera with Chemical WorkBench, another software product from Kintech Lab, allows both the development of complex physical and chemical mechanisms and their validation. Essential feature of Khimera is its user-friendly interface for importing and utilizing the results of quantum-chemical calculations for estimating rate constants of elementary processes and thermodynamic and transport properties.

Fields of application
Khimera incorporates up to date achievements in the development of the wide range of models of elementary physicochemical processes; these models are of particular importance for hi-tech applications in:
microelectronics
materials science
chemical industry
automobile and aviation industry
power engineering.

Basic capabilities
The computation modules of Khimera allow one to calculate the kinetic parameters of elementary processes and thermodynamic and transport properties from the data on the molecular structures and properties obtained from quantum-chemical calculations or from an experiment. The molecular properties and the parameters of molecular interactions can be calculated using quantum-chemical software (Gaussian, GAMESS, Jaguar, ADF) and directly imported into Khimera in an automatic mode.  The results of calculations can be presented visually and exported for the further use in kinetic modeling and CFD packages.

References
1. J Comput Chem 23: 1375–1389, 2002
2. https://web.archive.org/web/20160611153527/http://www.softscout.com/software/Science-and-Laboratory/Laboratory-Information-Management-LIMS/Khimera.html

Chemical engineering
Chemical kinetics
Combustion
Computational chemistry software
Molecular modelling software