omniomni/omni-engineering huggingface dataset:
Saxon XVIII H. The Saxon Class XVIII  was a German six-coupled tender locomotive built for the Royal Saxon State Railways (Königlich Sächsische Staatseisenbahnen) in 1917/18 for express train services. The Deutsche Reichsbahn grouped them in 1925 into DRG Class 18.0.

History 
After a number of four-cylinder compounds had been taken into service in Saxony, the Saxon XVIII H appeared with a three-cylinder engine based on a Prussian prototype. In 1917 and 1918 the  Sächsische Maschinenfabrik in Chemnitz built ten examples of this class. 

The newly formed Deutsche Reichsbahn took all 10 locomotives in 1925 over and gave them the numbers 18 001–010.

Locomotive 18 002 was destroyed in the Second World War; the remaining engines went into the Deutsche Reichsbahn in East Germany after the war had ended. They were station at Dresden-Altstadt locomotive depot and were later retired between 1963 and 1965.

Design features 
To begin with the Class XIII H had a boiler with a firebox located above the frame. This was made from three boiler rings, the third one being slightly conical in shape. The boiler feedwater was supplied through two steam injectors and a Knorr feedwater pump with preheater. The second injector was later omitted.
 
The steam engine was configured as a three-cylinder system with simple steam expansion. Two cylinders were located in the usual horizontal position on the outside, the third cylinder was built between the frame sides at an angle. All three cylinders drove the second coupled axle. The gearing of the inside cylinder was operated from the Heusinger valve gear of the outside cylinders via levers and intermediate shafts.

The three coupled axles were fixed in the frame. The leading bogie had a side play of 38 mm, the trailing Adams axle could swing 60 mm to the side.

The locomotive brake was a Westinghouse compressed-air brake. Braking worked on one side of all the carrying and coupled wheels. Some of the locomotives were later equipped with Indusi train protection.

The locomotives were coupled to Saxon sä 2'2' T 31 tenders.

Service 
Because the trains on the Central Mountain routes were largely hauled by the powerful successor class, the Saxon XX HV (DRG Class 19.0), the Saxon XVIII Hs were mainly deployed on less hilly lines of Dresden–Leipzig and Dresden–Berlin. After the Second World War the nine remaining engines were concentrated in Dresden and were mostly used to haul express services to Berlin.

See also 
 List of Saxon locomotives and railbuses
 Royal Saxon State Railways

References

External links 

 Models of DRG Class 18.0
 Die Lokomotive 

4-6-2 locomotives
18 H
Sächsische Maschinenfabrik locomotives
Railway locomotives introduced in 1917
Standard gauge locomotives of Germany
2′C1′ h3 locomotives
Passenger locomotives
Joel S. Engel. Joel Stanley Engel (born February 4, 1936) is an American electrical engineer who made fundamental contributions to the development of cellular networks.

Born in New York City, he obtained a B.Sc. in engineering at City College of New York (1957).  While working at the Massachusetts Institute of Technology in the research staff at Draper Laboratory on inertial guidance and stabilization systems, he also obtained an M.Sc. in electrical engineering (1959). He then moved to New Jersey and worked for Bell Labs most of his active research career (1959–83), and also earned a Ph.D. from Polytechnic Institute of Brooklyn on a thesis on data transmission over telephone lines (1964).

He then worked at Bellcomm on guidance systems for the Apollo Program (1965) and at Page Communications Engineers in Washington, D.C. (1965–67) before returning to Bell Labs where he joined the mobile phone system research group. He also lectured at Polytechnic Institute of Brooklyn. After the Federal Communications Commission (FCC) opened up new frequencies (1968), his engineering team developed the architecture for cellular network and its parametrization (1971), which was the basis for Advanced Mobile Phone System, eventually commercialized (1983).
 
After a rotation at AT&T (1973–75), Engel returned to Bell Labs as a Department Head with responsibilities for a broad range of projects.

Engel later joined Satellite Business Systems (1983–86) as VP of engineering, and became VP of research and development at MCI Communications (1986–87), when MCI acquired SBS.

He was VP of technology and Chief Technology Officer at Ameritech (1987–97).

Engel was elected a member of the National Academy of Engineering in 1996 for contributions to the theory and design of cellular telecommunications systems.

Awards
IEEE Fellow 1980 (life fellow) for contribution to the concept and to the implementation of spectrally efficient, cellular mobile telephone systems.
IEEE Alexander Graham Bell Medal 1987 With Richard H. Frenkiel and William C. Jakes Nurse, Jr.
National Medal of Technology 1994 With Richard H. Frenkiel
National Academy of Engineering 1996
Charles Stark Draper Prize 2013
Wireless Hall of Fame 2016

References

External links

 IEEE Biography of Joel S. Engel
 

Scientists at Bell Labs
American electrical engineers
City College of New York alumni
MIT School of Engineering alumni
Polytechnic Institute of New York University alumni
Polytechnic Institute of New York University faculty
National Medal of Technology recipients
Draper Prize winners
Fellows of the IEEE
1936 births
Scientists from New York City
Living people
Members of the United States National Academy of Engineering
American chief technology officers
Maximilian Leopold Loeblich. Maximilian Leopold Löblich (born 16 November 1901 in Vienna; died 1 March 1984) was an Austrian entrepreneur, coppersmith, engineer and president of Löblich & Co., the oldest heating manufacturer in Austria.

Life 

Max Loeblich, son of the director of the Vienna Local Railway Company (Wiener Lokalbahnen), went to boarding-school in Horn, Lower Austria, then finished the poly-technicum in Vienna and became a coppersmith master there. From 1924 to 1927 he worked as a technical designer in a German manufacturing company, before becoming responsible for product design and engineering at Loeblich & Co.

In 1935 he took over the management of the Leopold Loeblich Metal Works from his uncle Leopold Löblich, together with his brother, the engineer Franz Loeblich. The Federal Union of Coppersmiths became under Nazi rule  (1938–1945) part of a German craftsmanship representation, in which Loeblich (despite not being a member of the Nazi Party), was elected chairman, representing the coppersmiths. After the death of his brother in the last days of World War II, he continued the business on his own.

As engineer and designer of new types of heating boilers (Rohleder-system welded smoke-pipe boilers with atmospheric burners (Polidoro, Italy), and Brahma-system electro-mechanical gas valves) he managed to expand the business among the leading producers in Europe and was the leader in Austria's market for gas heaters in the 1950s. In due course, gas became the most popular form of energy for household heating in Austria and many countries in Europe.

Among Loeblich's customers were Austria's federal presidents Adolf Schärf, Franz Jonas, Kurt Waldheim, and Thomas Klestil, and Hungarian president János Kádár, prime minister Bruno Kreisky, and vice-chancellor Alois Mock. Loeblich obtained many public awards during this period.

A few years before his death in 1984 he passed over the management of the company to his son Max Wolfgang Loeblich (b. 1931) and his nephew, engineer Adolf Loeblich (b. 1938), who continued the business and started many international cooperations, distribution and service agreements in the fields of heating and catering systems.

Family

Married to Elisabeth Goetz (1899–1987), Loeblich was the father of three children: Maria, Konstanze, and Max. Loeblich died in 1984 and is buried in Weidling near Vienna in the family grave, the first work of architect Robert Oerley.

References

1901 births
1984 deaths
20th-century Austrian businesspeople
20th-century Austrian engineers
Coppersmiths
Robert E. Hopkins. Robert Earl Hopkins (June 30, 1915 – July 4, 2009)  was president of the Optical Society of America in 1973.

Recognized as an expert in optical instrument design, aspheric optics, interferometry, lasers, and lens testing, Hopkins has been characterized as the "father of optical engineering."

Early life, education and wartime service
Born in Belmont, MA, in 1915, Hopkins attended the Massachusetts Institute of Technology (MIT) under a full scholarship, earning a BS in 1937. He received his MS (1939) and PhD (1945) from the University of Rochester (UR). In 1948, he was awarded a US Navy Citation for outstanding wartime service in the Office of Research and Development.

Career
Hopkins was appointed to the UR faculty in 1945 and was named Professor of Optics in 1951. He led the Institute of Optics as Director from 1954 to 1964, during the time when computers were first used to design optical systems and both fiber optics and the laser were born. He travelled frequently to Ithaca to use an early computer at Cornell University and brought the first computers to the UR in 1955. His lens designs included the Todd-AO lens used for the film "Oklahoma!" (1955). In 1963, he organized the "Laser Road Show" for the National Science Foundation to introduce laser technologies at colleges, universities, and corporations.

Hopkins left the UR in 1967 to serve as President of Tropel, Inc., a company he co-founded in 1953. Tropel became a world leader in customized precision optical instrumentation and is now a division of Corning, Inc. He returned to the UR Laboratory of Laser Energetics in 1975 as Chief Optical Engineer, a position he held until 1982. He also continued to teach as Professor of Optics and as Professor Emeritus throughout the 1980s.

Organizational affiliations and legacy
An OSA member since 1937, Hopkins served as the Society's President in 1973. He was a recipient of OSA's Frederic Ives Medal (1970) and Joseph Fraunhofer Award (1983). He was also a Fellow of the American Physical Society (APS), served on the SPIE Board of Governors, and was a member of Sigma Xi, the American Society for Engineering Education and numerous advisory panels. He was awarded the SPIE Gold Medal in 1983. His career has been celebrated by his students and associates in the Robert E. Hopkins Professor of Optics endowed chair and the Robert E. Hopkins Center for Optical Design and Engineering at the UR.

Personal life
Hopkins was an avid skier for most of his life, a 195 bowler, a competitive horseshoe player in his 70s, and a sometime sailor and golfer. He also loved and respected the natural world and practiced his conservation ethic on the family property known as Wayland.

He was predeceased by his wife of 60 years, Barbara Ann Barnes, and is survived by 6 children and their spouses, 17 grandchildren, and 5 great-grandchildren.

See also

References

External links
 Articles Published by early OSA Presidents Journal of the Optical Society of America

1915 births
2009 deaths
20th-century American physicists
Presidents of Optica (society)
University of Rochester faculty
American optical engineers
Chemical equator. The chemical equator term and concept was coined in 2008 when researchers from University of York discovered a distinct divide between the polluted air and haze over Indonesia from the largely uncontaminated atmosphere over Australia. This divide is distinguishable by a rapid increase in atmospheric levels of carbon monoxide and other pollutants from the Tropical Warm Pool region northward. The divide of the atmosphere of the northern hemisphere from the atmosphere of the southern hemisphere is different from that of the Intertropical Convergence Zone.

Discovery 
Scientists at the University of York's Department of Chemistry conducted the first research that supported the concept of a 50 km wide chemical equator by comparing concentrations of atmospheric pollutants in both sides. They observed that the atmospheric boundary, where drastic and quick changes in pollutants occurred, was well north of the Intertropical Convergence Zone, which was previously thought to be the only chemical atmospheric boundary. This discovery is also the first observance of meteorological and chemical boundaries between air masses not being the same, though correlated.

Causes 
Biomass burning within this region, particularly from Southeast Asia, is responsible for the polluted air which is uplifted by convection and dispersed into the atmosphere over the Western Pacific. This convection is in contrast to the clean ocean air that is advected by cyclones over Northern Australia. Greenhouse gases are produced at high rates in Southeast Asia due to the less developed burning conditions, large population, and fast population growth. The soluble pollutants are mostly removed during the summer by monsoons and winds but during winter these pollutants are more present in the atmosphere, making the divide more definite.

Storm systems in the Tropical Warm Pool may also increase the influence of the atmospheric pollutants by acting as a pump that lifts polluted air higher up in the atmosphere where it will remain suspended for a longer period of time, as well as helping to spread it.

See also
 Asian brown cloud
Intertropical Convergence Zone
Tropical Warm Pool
Southeast Asian Haze
Greenhouse gas emissions

References

Tropical meteorology
Atmospheric dynamics
Southeast Asian haze
Saxon IX V. The Saxon Class IX  was a class of German, eight-coupled, tender locomotives built for the Royal Saxon State Railways (Königlich Sächsische Staatseisenbahnen) for goods train duties.

History 
These steam locomotives were brought into service, after it was clear that the Saxon Class I V (later DRG Class 55) could no longer the demands placed on it. The locomotive had a hollow, Klien-Lindner axle at the back and, initially, a long steam collection pipe above the centre of the boiler which was replaced on later models by two steam domes and a connecting pipe. Twenty machines were delivered by the firm of Hartmann as wet steam engines, a further 30 with a Schmidt smoke tube superheater.

The Deutsche Reichsbahn took over 16 of the first series and gave them the running numbers 56 501–56 516. Of the second batch, 25 were taken on with numbers 56 601–56 625.

The vehicle were coupled with tenders of Saxon classes sä 3 T 9, sä 3 T 12 or sä 3 T 13.

See also
Royal Saxon State Railways
List of Saxon locomotives and railbuses

References

2-8-0 locomotives
09 V
Sächsische Maschinenfabrik locomotives
1′D n2v locomotives

Freight locomotives
William Littlewood. William Littlewood was an aeronautical engineer noted for his contributions to the design and operational requirements of transport aircraft. He graduated from Cornell University in 1920 and was the only person to preside over both SAE and AIAA, two of the main aerospace professional organizations. He won the Wright Brothers Medal in 1935 for a paper on the operational requirements of transports and is memorialized by the SAE "William Littlewood Memorial Lecture", and was a recipient of Daniel Guggenheim Medal in 1958 For leadership and continuous personal participation over a quarter of a century in developing the equipment and operating techniques of air transport.

External links
SAE William Littlewood Memorial Lecture

American aerospace engineers
Year of death missing
Year of birth missing
Cornell University alumni
Network detector. Network detectors or  network discovery software   are computer programs that facilitate detection of wireless LANs using the 802.11b, 802.11a and 802.11g WLAN standards. Discovering networks may be done through active as well as passive scanning.

Active scanning
Active scanning is done through sending multiple probe requests and recording the probe responses. The probe response received normally contains BSSID and WLAN SSID. If SSID broadcasting has been turned off, and active scanning is the only type of scanning supported by the software, no networks will show up. An example of an active scanner is NetStumbler.

Passive scanning
Passive scanning is not done by active probing, but by mere listening to any data sent out by the AP. Once a legitimate user connects to the AP, the AP will eventually send out a SSID in cleartext. By impersonating this AP by automatic altering of the MAC address, the computer running the network discovery scanner will be given this SSID by legitimate users. Passive scanners include Kismet and essid jack (a program under AirJack).

Notable programs
Notable programs include Network Stumbler, Kismet, Lumeta Corporation, Aerosol, AirMagnet, MacStumbler, Ministumbler, Mognet, NetChaser, perlskan, Wireless Security Auditor, Wlandump, PocketWarrior, pocketWinc, Prismstumbler, Sniff-em, AiroPeek, Airscanner, AP Scanner, AP Radar, Apsniff, BSD-Airtools, dstumbler, gtk-scanner, gWireless, iStumbler, KisMAC, Sniffer Wireless, THC-Scan, THC-Wardrive, WarGlue, WarKizniz, Wellenreiter, Wi-Scan and WiStumbler.

References

Hacking (computer security)
Wireless networking
Detectors
Farman NC.470. The Farman NC.470 (also known as the Centre N.C-470 when Farman was nationalised to form  SNCAC) was a French twin-engined floatplane designed as a crew trainer for the French Navy.  It was used in small numbers for both its intended role as a trainer and as a coastal reconnaissance aircraft at the start of World War II.

Development and design
In 1935, the Farman Aviation Works designed as a private venture the F-470, a twin-engined floatplane intended to be used as a crew trainer by the French Navy. A production order for ten aircraft was placed on 8 March 1936, it being intended that these aircraft would use spare floats, propellers and engines left over from now retired Farman F.168 torpedo bombers.

In 1936, Farman was nationalised, and merged with Hanriot to form the  Société Nationale de Constructions Aéronautiques du Centre or SNCAC. The prototype, now redesignated NC-470, first flew, with a temporary wheeled undercarriage, on 27 December 1937.

The NC.470 was a twin-engined high-winged monoplane of mixed metal and wood construction, with two radial engines mounted on low mounted stub wings. It had a slab sided fuselage, housing the crew of two pilots in a tandem cockpit, a navigator/bombardier in the nose and a radio operator, flight engineer and gunner in the rear fuselage. The aircraft was designed to carry an armament of a single Darne machine gun on an open dorsal cockpit, together with up to 200 kg (440 lb) of bombs.

The first order for 10 NC.470s was completed by mid-1939, together with a single example of the NC.471, powered by a different model of Gnome et Rhône radial engine. Further orders brought production of the NC.470 to a total of 34.

Operational history
While intended as a crew trainer, a shortage of coastal reconnaissance aircraft resulted in NC.470s being drafted into this role, with three NC-470s and the sole NC-471 being used together with three CAMS 55 flying boats to equip Escadrille 3S4 at Berre in August 1939. The NC-470 was also used by the aircrew training school at Hourtin. Fourteen aircraft were captured by Germany during the occupation of Southern France in November 1942.

Variants
NC.470
Main production aircraft. Powered by two  Gnome-Rhône 9Akx radial engines; 34 built.
NC.471
Revised version, powered by  Gnome-Rhône 9Kgr engines; 2 built.
NC.472
Proposed version powered by  Pratt & Whitney R-1340 Wasp engines; unbuilt.

Operators

French Navy

Specifications (NC.471)

See also

References

Bibliography

 Donald, David (editor). The Encyclopedia of World Aircraft. Leicester, UK:Blitz, 1997. .
 Green, William. War Planes of the Second World War: Volume Five Flying Boats. London:Macdonald,1968. .
 Green, William. War Planes of the Second World War: Volume Six Floatplanes. London:Macdonald, 1962.

NC.470
1930s French military trainer aircraft
SNCAC aircraft
High-wing aircraft
Aircraft first flown in 1937
Twin piston-engined tractor aircraft
Transport (SAP). A SAP transport is a package which is used to transfer data from one SAP installation to another. This data can range from a simple printer driver to a whole SAP client. It can be considered as an "update", with the only difference being that SAP transports are made by the SAP users themselves. Transports can also be used to transfer data from external applications.

Uses 

Most of the time the SAP transports are used to implement some new features in a production system. Since a production system (especially a business-dependent one) cannot be used for development (and testing), the implementation process is divided into several phases:

 A development and a testing installation is created using backups from the production system.
 The new features are implemented into the development installation
 This is imported into the testing (or quality assurance) installation using a transport
 After the new features are thoroughly tested, it is imported into the production system using another transport

The biggest drawback of the transports is that the changes they make cannot be undone, i.e. after an import goes wrong, usually another transport that corrects the original change must follow (in some cases a full system restore is needed). Despite this fact the transport system is the most convenient and effective way of implementing new features into a production system with a minimal downtime.

Construction 

A SAP transport consists of several files. These files are usually located in 6 separate folders within the OS:
Data files - Contains the transport data, i.e. the actual data to be transported.
Cofiles - Contains information on change requests, i.e. different steps of a change request and their exit codes.
Profile files - It contains profile parameter.
Transport log - Logs, trace files, and statistics.
Support packs - Contains update and enhancement related files.
Bin Folder - This contains the configuration files of TMS.

ERP software
SAP SE
Saxon VIII 1. The Saxon Class VIII 1 were early German 4-4-0 steam locomotives built for the Royal Saxon State Railways (Königlich Sächsische Staats-Eisenbahn) for express train services. The engines were deployed on the railway route between Dresden and Chemnitz.

They were based on a prototype from Württemberg. They were fitted with an American bogie and had a high outer firebox instead of the second steam dome. As a result, the boiler was also pitched higher.

These locomotives were over 50 years old when they were retired around 1922 by the Deutsche Reichsbahn before being given a new classification.

See also
Royal Saxon State Railways
List of Saxon locomotives and railbuses

Literature 

 
 

4-4-0 locomotives
08 1
Railway locomotives introduced in 1870
Standard gauge locomotives of Germany
2′B n2 locomotives

Passenger locomotives