omniomni/omni-engineering huggingface dataset:
Free convective layer. In atmospheric sciences, the free convective layer (FCL) is the layer of conditional or potential instability in the troposphere. It is a layer in which rising air can experience positive buoyancy (PBE) so that deep, moist convection (DMC) can occur. On an atmospheric sounding, it is the layer between the level of free convection (LFC) and the equilibrium level (EL). The FCL is important to a variety of convective processes and to severe thunderstorm forecasting.

It is the layer of instability, the "positive area" on thermodynamic diagrams where an ascending air parcel is warmer than its environment. Integrating buoyant energy from the LFC to the EL gives the amount of convective available potential energy (CAPE), an estimate of the maximum energy available to convection. The depth of the FCL is expressed by the formula:

 FCL = ZEL - ZLFC 
or 
 FCL = PEL - PLFC

Deep, moist convection is essentially a thunderstorm or thundercloud, although some such convection does not produce lightning and thus not thunder. It is cumulus congestus clouds or cumulonimbus clouds. An air parcel ascending from the near surface layer (mixed layer (ML) or boundary layer (PBL)) must work through the stable layer of convective inhibition (CIN) when present. This work comes from sufficiently increasing instability in the low levels by raising the temperature or dew point, or by mechanical lift. Without the aid of mechanical forcing, a parcel must reach its convective temperature (Tc) before moist convection (cloud) begins near the convective condensation level (CCL), whereas with dynamic lift, cloud base begins near the lifted condensation level (LCL). When such a capping inversion is present, this will remain as shallow, moist convection (small cumulus clouds) until breaking through the convective inhibition layer, after which DMC ensues as a parcel hits the LFC and enters the FCL, if thermal or mechanical forcing continues (and sufficient moisture is available in the inflow layer). At the level of neutral buoyancy (the EL), a parcel is cooler than the environment and is thermodynamically stable, continuing to rise via momentum and thus it slows down until eventually ceasing ascent at the maximum parcel level (MPL) --which may visually manifest itself as an overshooting top. Ignoring other influences, higher amount of total CAPE in the FCL, and especially greater thickness of this positive area, which can be measured as lifted index (LI) at a respective altitude, results in more vigorous updrafts and faster air parcel ascent.

See also 
 Atmospheric thermodynamics

References 
 Blanchard, David O. (Sep 1998). Assessing the Vertical Distribution of Convective Available Potential Energy. Weather and Forecasting, 13 (3): 870–877.

External links 
 Atmospheric indices (National Weather Service St. Louis)

Severe weather and convection
Atmospheric thermodynamics

fr:Niveau d'équilibre convectif#Notions dérivées
SPIN (software process). A Software Process Improvement Network (SPIN) is an organization of professionals who are interested in software and systems process improvement. As of a few years ago, there were 116 SPINs in 37 countries worldwide in their individual geographical areas.

Each SPIN is a completely independent organization. The Software Engineering Institute (SEI) previously provided support to the SPINs by creating, maintaining, and distributing the SPIN Directory; connecting those software professionals with emerging or existing SPINs; and distributing the SPINs start-up information.

See also
Software Engineering Institute
ISO 15504

External links
 Software Engineering Institute (SEI)
 Bangalore, India SPIN
 Chicago SPIN
 Milwaukee SPIN
 Tehran SPIN
 Cape Town SPIN
 Chennai SPIN, India

Software engineering organizations
Avro 547. The Avro 547 was a prototype triplane airliner developed in Britain after the First World War. It utilised components from the highly successful 504 but added an extra set of wings and a new deep fuselage housing a fully enclosed cabin to seat four passengers. The aircraft was powered by a 160 hp (120 kW) Beardmore engine. The pilot sat in an open cockpit offset to port. The prototype flew well, having similar characteristics to a 504, the second example built was substantially modified, in order to compete in a British Air Ministry competition for a commercial aircraft, being fitted with a 240 hp (180 kW) Siddeley Puma engine. Designated 547A, this version turned out to be slow and unstable in the air and failed to win an award in the competition in August 1920. Damaged in a forced landing at the competition, the second prototype was scrapped in 1922.

Despite this, Queensland and Northern Territory Aerial Services (QANTAS) bought the first prototype in November 1920 for GBP 2,798 with the intention of using it on a route between Charleville and Katherine. It first flew after re-assembly in Australia on 2 March 1921, being damaged on landing and not being repaired for over a year. The 547 proved utterly unsuited to outback conditions and was quickly decommissioned, its fuselage ending its days as a chicken coop in Sydney.

Operators

Qantas

Specifications (547)

References

External links

 Avro 547 – British Aircraft Directory

1920s British airliners
547
Single-engined tractor aircraft
Triplanes
Range segmentation. Range segmentation is the task of segmenting (dividing) a range image, an image containing depth information for each pixel, into segments (regions), so that all the points of the same surface belong to the same region, there is no overlap between different regions and the union of these regions generates the entire image.

Algorithmic approaches 

There have been two main approaches to the range segmentation problem: region-based range segmentation and edge-based range segmentation.

Region-based range segmentation 

Region-based range segmentation algorithms can be further categorized into two major groups: parametric model-based range segmentation algorithms and region-growing algorithms.

Algorithms of the first group are based on assuming a parametric surface model and grouping data points so that all of them can be considered as points of a surface from the assumed parametric model (an instance of that model).

Region-growing algorithms start by segmenting an image into initial regions. These regions are then merged or extended by employing a region growing strategy. The initial regions can be obtained using different methods, including iterative or random methods. A drawback of algorithms of this group is that in general they produce distorted boundaries because the segmentation usually is carried out at region level instead of pixel level.

Edge-based range segmentation 

Edge-based range segmentation algorithms are based on edge detection and labeling edges using the jump boundaries (discontinuities). They apply an edge detector to extract edges from a range image. Once boundaries are extracted, edges with common properties are clustered together. A typical example of edge-based range segmentation algorithms is presented by Fan et al. The segmentation procedure starts by detecting discontinuities using zero-crossing and curvature values. The image is segmented at discontinuities to obtain an initial segmentation. At the next step, the initial segmentation is refined by fitting quadratics whose coefficients are calculated based on the Least squares method. In general, a drawback of edge-based range segmentation algorithms is that although they produce clean and well defined boundaries between different regions, they tend to produce gaps between boundaries. In addition, for curved surfaces, discontinuities are smooth and hard to locate and therefore these algorithms tend to under-segment the range image. Although the range image segmentation problem has been studied for a number of years, the task of segmenting range images of curved surfaces is yet to be satisfactorily resolved.

See also 
 Image segmentation
 Image-based meshing
 Quantization (image processing)

References

External links 
 IEEE International Conference on Computer Vision and Pattern Recognition (CVPR)
 6th International Conference on Computer Vision, Bombay, 1998 (ICCV)

Image segmentation
Avro 548. The Avro 548 was a civil trainer aircraft built in Britain after World War I. Its design was based extensively on Avro's 504 military aircraft, but it had an inline engine and a third seat. The prototype, designated 545, first flew with a Curtiss OX-5  V-8 engine, but this proved impractical for the civil market on account of the engine's weight and the complexity of its cooling system. An air-cooled Renault engine was used instead, and the designation 548 applied to this configuration. In practice, these aircraft were usually customised for their buyers and most differed from each other in equipment and detail; some were retrofitted war-surplus 504s. Many were used as civil trainers, others for joyriding, personal transport and racing.

A revised version, the 548A resulted when fitted with an ADC Airdisco engine, a development of the Renault which gave 120 hp (90 kW). This engine greatly improved performance.

Plans for a version with an enclosed cabin, designated 553 were never brought to fruition.

Operators

Latvian Air Force - Two 548Ns acquired 1924.

Portuguese Air Force - Two 548As acquired 1924.

Specifications (548)

References

Citations

Bibliography

External links

 Avro 548 – British Aircraft Directory

1910s British civil utility aircraft
548
Biplanes
Single-engined tractor aircraft
Aircraft first flown in 1919
Wong Tsu. Wong Tsu (also spelled Wong Tsoo, ; 10 August 1893 – 4 March 1965) was a Chinese aeronautical engineer and the first aeronautical engineer at Boeing.

Life and education 
Wong was born in Beijing, Qing China. At the age of 12, he was selected as a naval cadet; at 16, he was sent to England to study naval engineering, then to the United States to study aeronautical engineering at the Massachusetts Institute of Technology (MIT) during the period of great social and political upheaval in China. In England it appears he enrolled at Armstrong College of Durham University, now the University of Newcastle. There is a record of him matriculating at Durham University in 1912.

Work 
Wong graduated from MIT with a degree in aeronautical engineering in 1916. He then learned to fly at the Curtiss Flying Boat School in Buffalo, New York. In May 1916, the fledgling Boeing Airplane Company hired Wong as their first trained aeronautical engineer. He helped design the company's first successful product, the Boeing Model C, more than 50 of which the U.S. Navy purchased. In light of the financial windfall brought from the Navy purchases, "from Bill Boeing onward, the company's chief executives through the decades were careful to note that without Wong Tsu's efforts, especially with the Model C, the company might not have survived the early years to become the dominant world aircraft manufacturer." 

Wong brought considerable expertise in wind tunnel testing to Boeing, and advised on the design of the Boeing Aerodynamical Chamber at the University of Washington. In 1917, after around a year at Boeing, he returned to China. In 1928, he became chief secretary of the airline China National Aviation Corporation. From 1934 to 1937, he served as the chief engineer of the Central Aircraft Manufacturing Company, (CAMCO) a joint venture between China and Curtiss-Wright Corporation, Douglas Aviation, and Intercontinent Aviation.

When the Kuomintang government was defeated in the Chinese Civil War, Wong went to Taiwan where he became professor of aviation at National Cheng Kung University. He died on March 4, 1965, in Tainan at the age of 71.

During his lifetime, Wong designed more than two dozen aircraft. In 2004, Boeing unveiled a plaque and exhibit at the Museum of Flight in Seattle, Washington, honoring Wong's work as its first engineer.

See also
 Air Warfare of WWII from the Sino-Japanese War perspective
Aircraft of China both civil and military use from 1937 and before

References

External links 
 Eve Dumovich, "The 1st and the Best"

1893 births
1965 deaths
Chinese aircraft designers
Boeing people
Chinese aviators
MIT School of Engineering alumni
Chinese Civil War refugees
Academic staff of the National Cheng Kung University
Taiwanese people from Beijing
Engineers from Beijing
Chinese expatriates in the United States
Willem van der Poel. Willem Louis van der Poel (2 December 1926 – 22 July 2024) was a Dutch computer scientist, who is known for designing one of the first computers to be designed in the Netherlands, the Zeer Eenvoudige Binaire Reken Automaat (ZEBRA), translated as Very Simple Binary Automatic Calculator.

Biography 
In 1950 Van der Poel obtained an engineering degree in applied science at Delft University of Technology, and in 1956 obtained his PhD degree from the University of Amsterdam. The title of his Doctor of Philosophy (Ph.D.) thesis was The Logical Principles of Some Simple Computers.

From 1950 until 1967, he worked for the Dutch Posterijen, Telegrafie en Telefonie (Netherlands) (PTT, renamed KPN). From 1962 until 1988, he was a part time professor at Delft University of Technology. One of his PhD students was Gerard J. Holzmann.

He was involved with international standards in programming and informatics, as a member of the International Federation for Information Processing (IFIP) IFIP Working Group 2.1 on Algorithmic Languages and Calculi, which specified, maintains, and supports the programming languages ALGOL 60 and ALGOL 68. He was the first chairperson, from 1962 to 1968. He also contributed to developing the languages ALGOL 68 and LISP for the ZEBRA.

In 1971, Van der Poel was elected a member of the Royal Netherlands Academy of Arts and Sciences. In 1960, he received, together with H. Mol, the Visser-Neerlandia prize for the construction of a Braille translator.

Van der Poel died in Zoetermeer on 22 July 2024, at the age of 97.

Work 
Van der Poel is primarily known as a Dutch computer pioneer, designer of Testudo, the PTERA, the ZERO, and the ZEBRA computers. He is said to be the originator of the zero one infinity rule, which suggests that software designs should not impose arbitrary limits on the number of instances of a particular entity: if more than one instance of it is to be allowed, then the set size should have no fixed limit.

Selected publications

Books
 The Logical Principles of Some Simple Computers. Thesis, Amsterdam (1956).
 SERA 69, definierend rapport. W.L. van der Poel (Ed.), Stichting Nederlands Studiecentrum voor Informatica (1970).
 Een leven met computers. Afscheidsrede, TU Delft, 26 october 1988. Delft University of Technology (1988).

Articles
 "A Simple Electronic Digital Computer." Applied Sci. Research (1952), p. 367-400.
 "Micro-programming and Trickology." In: Digitale Informations-wandler, E.W. Hoffmann. Vieweg, Braunschweig (1961), p. 269-311.
 Van der Poel, W.L., C.E. Schaap and G. van der Mey. "New Arithmetical Operators in the Theory of Combinators." Proc. Kon. Ned. Akad. v. Wetenschappen, Sept (1980) p. 271-325.

References

External links
Curriculum Vitae of Willem Louis van der Poel

1926 births
2024 deaths
Dutch computer scientists
Scientists from The Hague
Delft University of Technology alumni
University of Amsterdam alumni
Academic staff of the Delft University of Technology
Members of the Royal Netherlands Academy of Arts and Sciences
ACM Transactions on Multimedia Computing, Communications, and Applications. ACM Transactions on Multimedia Computing, Communications, and Applications (TOMM) is a quarterly scientific journal that aims to disseminate the latest findings of note in the field of multimedia computing. It is published by the Association for Computing Machinery. In May 2014 the acronym has changed from TOMMCAP to TOMM.

The editor-in-chief is Abdulmotaleb El Saddik (Mohamed bin Zayed University of Artificial Intelligence). According to the Journal Citation Reports, the journal had a 2020 impact factor of 3.144.

See also
 Association for Computing Machinery
 SIGMM

References

External links
 
 ACM SIG MultiMedia website

Computer science journals
Transactions on Multimedia Computing, Communications, and Applications
Academic journals established in 2005
Quarterly journals
LFG Roland C.II. The LFG Roland C.II, usually known as the Walfisch (Whale), was an advanced German reconnaissance aircraft of World War I. It was manufactured by Luft-Fahrzeug-Gesellschaft G.m.b.H.

Characteristics 
The C.II had much lower drag than comparable aircraft of its time. It featured a monocoque fuselage built with an outer skin of two layers of thin plywood strips at an angle to each other (known as a Wickelrumpf, or "wrapped body" design). This had both lower drag and better strength per weight than typical of the time, but it was relatively slow and expensive to build.  (This approach was further developed in the de Havilland Mosquito of World War II.)  The deep fuselage completely filled the vertical gap between the wing panel center sections, eliminating any need for cabane struts commonly used in biplanes, and gave the aircraft its "whale" nickname. Struts and wires were reduced, without suffering the weight penalty of cantilever wings, like those used on the pioneering all-metal Junkers J 1 of late 1915.  There was even some attempt to fair the wings into the fuselage, to eliminate dead air space, a feature prominently missing from the Schneider Trophy contestants of the following decade.
The engineer in charge of the design was Tantzen, who was a student of Ludwig Prandtl, the founder of mathematical aerodynamics and the one to introduce the concept of boundary layer.

The C.II was powered by a single  Mercedes D III, providing a top speed of , a ceiling of  and a flight endurance of four hours.

Operational history
The C.II entered service in the spring of 1916. Operationally, handling was reported as difficult but performance was relatively good.  Due to the crew positions with eyes above the upper wing, upward visibility was excellent, but downward visibility was poor.  It was also used in a fighter escort role and had a crew of two, pilot and observer/gunner.

Because of its speed, when it was first introduced, few enemy aircraft could catch it level flight.  A notable exception was the Nieuport 17 C.1, which was introduced at almost the same time, and which was several miles per hour faster.  Because of the lack of downward visibility, it was best attacked by diving below and coming up at it.

Albert Ball, whose first victim was a C.II, said in the latter half of 1916 that it was "the best German machine now".

Variants
 C.II : Two-seat reconnaissance, escort fighter biplane.
 C.IIa : Generally similar to the Roland C.II, but fitted with revised and reinforced wingtips and larger vertical stabilizer.
 C.III : Development with two bay wings and a  Benz Bz.IV 6-cylinder water-cooled inline engine.

Operators

Luftstreitkräfte

Specifications (C.II)

Comparable aircraft
 Hannover CL.II

References

Bibliography

Further reading

 
 

1910s German military reconnaissance aircraft
1910s German fighter aircraft
C.II
Single-engined tractor aircraft
Biplanes
Aircraft first flown in 1915
Hermann Lemp. Hermann Lemp born: Heinrich Joseph Hermann Lemp (August 8, 1862 – March 31, 1954) was a Swiss-American electrical engineer; he is credited as the inventor of the modern system of diesel electric traction co-ordination and control.

Born and educated in Switzerland, he emigrated to America aged 19, hoping to work with T. A. Edison. He joined Edison General Electric and worked with Edison on electrical projects, including one of Edison's first electric locomotives. A short while later he joined Elihu Thomson, of the Thomson-Houston Company. That company became part of General Electric (GE), to which Edison acted as consultant.

He met Rudolf Diesel on his visit to the USA in 1911, and was an invited observer at the trials of  Diesel's direct-drive    locomotive in 1912. The diesel engine was too powerful for the mechanical gears. Lemp, with his colleagues, persuaded GE that diesel traction had a future, but that a non-mechanical transmission system was required. The proposed transmission was electrical, using the diesel engine to power a generator that supplied current to the traction motors. However, such a system would need a device to coordinate engine and generator output. He invented one, patented in 1914. This patent provided the basis for the systems used by many other locomotive and diesel makers.

GE did not enter the locomotive field then, but did authorize the purchase of Junker's patent for high speed diesel engines, and the manufacture of some small experimental locomotives.

However, GE's later, successful locomotives used Lemp's improved system, patented after World War I. The first GE diesel electric locomotive was a demonstrator, made to Lemp's specifications by a trio of GE, ALCO and Ingersoll-Rand, who made, respectively, the electrical equipment, the body and the engine.  This machine started trials around New York City in 1924, sales of similar locomotives starting from 1925.

His system of control is also used in other applications apart from railways, such as on giant earth-moving equipment.

Lemp died at his home in Ridgewood, New Jersey, on March 31, 1954.

References 
 Railway Gazette (London) Diesel Traction Review (supplement)- two articles in same: 'The Early History of Electric Transmission Control', October 1952, p 254-256, and 'Diesel-Traction Inventor' (Herman Lemp obituary)' June 1954 p124.
 Descriptions of GE locomotives in Pinkepank 'Diesel Spotter's Guide' Kalmbach Publishing.
 Self-propelled vehicle Patent 1,589,182 at Google Patents

1862 births
1954 deaths
Locomotive builders and designers
Swiss emigrants to the United States
Kadra Dam. Kadra Dam is situated in Uttara Kannada district of Karnataka state in India.

The dam is constructed across river Kalinadi. The dam was primarily built as hydroelectric project for supply of water to turbines of electric  power generating station. The project started generating power since 1997. The Dam was built and is operated by KPCL since the year 1997.

References

External links
Kadra

Dams in Karnataka
Buildings and structures in Uttara Kannada district
Tourist attractions in Uttara Kannada district
Dams completed in 1997
1997 establishments in Karnataka
20th-century architecture in India
Health systems engineering. Health systems engineering or health engineering (often known as health care systems engineering (HCSE)) is an academic and a pragmatic discipline that approaches the health care industry, and other industries connected with health care delivery, as complex adaptive systems, and identifies and applies engineering design and analysis principles in such areas. This can overlap with biomedical engineering (BME) which focuses on design and development of various medical products; industrial engineering (IE) and operations management which involve improving organizational operations; and various health care practice fields like medicine, pharmacy, dentistry, nursing, etc.  Other fields participating in this interdisciplinary area include public health, information technology, management studies, and regulatory law.

People whose work implicates this field in some capacity can include members of all the above-noted fields, many of which have sub-fields targeted toward health care matters even if health or health care is not a principal focus of the overall field (e.g. management, law). Areas of biomedical engineering in this area often include clinical engineering (sometimes also called "hospital engineering") as well as those BMEs developing medical devices and pharmaceutical drugs.  The industrial engineering principles employed tend to include optimization, decision analysis, human factors engineering, quality engineering, and value engineering.

The field came to be in the 1950s and 1960s as an outgrowth of industrial engineering as applied to hospitals.

See also
Health system
Healthcare engineering
Health systems science
Biological engineering
Systems engineering
Regulatory science
Complex adaptive systems

References

Engineering disciplines
Health care occupations
Industrial engineering