omniomni/omni-engineering huggingface dataset:
James Grimston, 4th Earl of Verulam. James Walter Grimston, 4th Earl of Verulam (17 April 1880 – 29 November 1949) was a British peer, electrical engineer and businessman, sometimes identified with the fringes of the intelligence service.

Early life and education
Verulam was the son of James Grimston, 3rd Earl of Verulam and Margaret Frances Graham. He was educated at Eton and Christ Church, Oxford.  He succeeded to the earldom upon the death of his father in 1924.

Career
Verulam founded Enfield Cables Ltd and had many business interests in oil and telecommunications, including as a director of British Thomson-Houston. He reputedly allowed MI6 the use of some of the premises on his estate and was a business associate and personal friend of World War II internee Robert Liversidge.

Marriage and children
Verulam married Lady Violet Constance Maitland Brabazon (1886–1936), younger daughter of Reginald Brabazon, 12th Earl of Meath, on 27 October 1909.  They had four sons, two of whom succeeded to the earldom and two of whom were killed in action in the Second World War.

 James Brabazon Grimston, 5th Earl of Verulam (11 October 1910 - 19 October 1960)
 John Grimston, 6th Earl of Verulam (17 July 1912 - 15 April 1973)
 Squadron Leader Hon Brian Grimston, DFC (19 March 1914 - killed in action 4 April 1943)
 Flight Lieutenant Hon Bruce David Grimston, DFC (8 December 1915 - killed in action 12 July 1944)

Death
Verulam died in November 1949 at the age of 69 and was succeeded in his titles by his brother, James.

References

Bibliography

Kidd, Charles, Williamson, David (editors). Debrett's Peerage and Baronetage (1990 edition). New York: St Martin's Press, 1990.

1880 births
1949 deaths
4
James
British electrical engineers
20th-century British businesspeople
People educated at Eton College
Alumni of Christ Church, Oxford
USS Reign (AM-288). Reign (AM-288) was an Admirable-class minesweeper built for the U.S. Navy during World War II. She was built at the General Engineering & Dry Dock Company, of Alameda, California and completed in 1946, but she was never commissioned. Reign remained in the Pacific Reserve Fleet until struck from the Navy list 1 November 1959. During that time, however, she was redesignated MSF-288 on 7 February 1955.

References

External links 

Admirable-class minesweepers
Ships built in Alameda, California
1944 ships
World War II minesweepers of the United States
Urban Assault Weapon. The Urban Assault Weapon is a U.S. Army program to develop a next-generation shoulder-launched infantry weapon to replace the current M72 LAW, M136 AT-4, and M141 Bunker Defeat Munition.

See also
 FGM-172 SRAW

References

External links
 Urban Assault Weapon (UAW) - Global Security

Rocket weapons of the United States
Proposed weapons of the United States
Friedrichshafen FF.64. The Friedrichshafen FF.64 was a German two-seat biplane floatplane of the 1910s produced by Flugzeugbau Friedrichshafen.

Development and design
The FF.64 was a two-seat biplane powered by a Mercedes D.III inline piston engine. The aircraft had folding wings as they were intended for operation from Navy ships on patrol/reconnaissance duties. Only three aircraft were built.

Specifications (FF.64)

See also

References

Bibliography

Further reading

FF.64
1910s German military reconnaissance aircraft
Floatplanes
Biplanes
Single-engined tractor aircraft
Aircraft first flown in 1918
PROLITH. PROLITH (abbreviated from Positive Resist Optical LITHography) is a computer simulator modeling the  optical and chemical aspects of photolithography. Chris Mack started developing PROLITH after he began working in the field of photolithography at the NSA in 1983.

PROLITH was first developed on an IBM PC. The models implemented by the software were based on the work done by Rick Dill at IBM and Andy Neureuther at UC Berkeley, together with Chris Mack's own contributions such as the Mack model.   

Originally PROLITH was given away for free, while NSA was paying Chris Mack's salary.  In 1990 he founded FINLE Technologies to commercialize PROLITH. The first commercial version of the software, named PROLITH/2, was released in June of that year. PROLITH was made easier to use and it grew to include many more aspects of lithography simulation. 

FINLE Technologies was purchased in February 2000 by KLA-Tencor, which now markets PROLITH.

References

External links

 

Semiconductor device fabrication
Scientific simulation software
Friedrichshafen FF.43. The Friedrichshafen FF.43 was a German single-seat floatplane fighter of the 1910s produced by Flugzeugbau Friedrichshafen.

Development and design
Designed for defence of the floatplane bases, the FF.43 was a biplane powered by a Mercedes D.III inline piston engine driving a tractor propeller. It was armed with two 7.92 mm (0.312 in) LMG 08/15 forward-firing machine guns. Only one aircraft was built.

Specifications

See also

References

Bibliography

Further reading

FF.43
1910s German fighter aircraft
Biplanes
Single-engined tractor aircraft
Floatplanes
Aircraft first flown in 1916
Friedrichshafen FF.48. The Friedrichshafen FF.48 was a German two-seat floatplane fighter of the 1910s produced by Flugzeugbau Friedrichshafen.

Development and design
The FF.48, along with the smaller single-seat FF.43, was designed for defence of the floatplane bases, it was a biplane powered by a Maybach Mb.IV inline piston engine. The pilot and observer each had control of one 7.92 mm (.312 in) machine gun. Only three aircraft were built.

Specifications (FF.48)

See also

References

Bibliography

Further reading

FF.48
1910s German fighter aircraft
Floatplanes
Biplanes
Single-engined tractor aircraft
Aircraft first flown in 1917
Friedrichshafen FF.53. The Friedrichshafen FF.53 was a German torpedo-carrying biplane floatplane of the 1910s produced by Flugzeugbau Friedrichshafen.

Development and design
The FF.53 was a twin-engined biplane floatplane, designed to carry a torpedo and powered by two Mercedes D.IVa engines. It was a development of the Friedrichshafen G.III heavy bomber. Only three aircraft were built.

Specifications (FF.53)

See also

References

Bibliography

Further reading

FF.53
1910s German bomber aircraft
Floatplanes
Biplanes
Twin piston-engined tractor aircraft
Aircraft first flown in 1918
Gloster Nightjar. The Nightjar was a British carrier-based fighter aircraft of the early 1920s.  It was a modification of the earlier Nieuport Nighthawk fighter produced by Gloster after the Nieuport & General company, which designed the Nighthawk, closed down. Twenty-two were converted, serving with the British Royal Air Force from 1922 to 1924.

Design and development

The Nieuport & General Aircraft Co Ltd was formed before the start of the First World War to license-produce French Nieuport aircraft.  During 1917, after hiring Henry Folland as chief designer, the company started to design its own aircraft, with the first type, the Nieuport B.N.1 fighter flying early in 1918.

Folland designed the Nieuport Nighthawk fighter to meet the requirements of RAF Specification Type 1 which specified using the ABC Dragonfly radial engine, first flying in April 1919.  During initial evaluation, this showed excellent performance, and was ordered into production.  The Dragonfly engine, however, proved hopelessly unreliable, and none of the Dragonfly-powered Nighthawks that were completed entered service.

Nieuport & General closed down in August 1920, and the rights to the Nighthawk were purchased by the Gloster Aircraft Company, who hired Folland as chief designer.  Gloster proceeded to produce a number of derivatives of the Nighthawk, calling them Gloster Mars, with variants being sold to Japan (Gloster Sparrowhawk) and Greece, and being evaluated by the RAF.

The final derivative of the Nighthawk was the Gloster Mars X, also known as the  Nightjar.  This was intended as a single-seat shipboard fighter to replace Sopwith Camels aboard the Royal Navy's aircraft carriers.  It was a simple conversion of surplus Nighthawks, with the Bentley BR2 rotary engine (which was readily available from surplus stocks) replacing the Dragonfly.  The Nightjar was a two-bay biplane of wooden construction, and was fitted with a new, wide-track undercarriage, with jaws fitted to act as arresting gear for use with the fore and aft arrestor cables then in use on British aircraft carriers.

The first Nightjar was delivered for evaluation by the Aeroplane and Armament Experimental Establishment in May 1921.  A total of 22 Nighthawks were converted to Nightjars in 1922.

Operational history
The Nightjar entered service with 203 Squadron at RAF Leuchars in June 1922.  Six Nightjars of 203 Squadron were deployed aboard HMS Argus in September 1922, when Argus sailed for the Dardanelles during the Chanak Crisis.

The Nightjar continued to serve with fighter flights aboard Royal Navy aircraft carriers until replaced by the Fairey Flycatcher in 1924.

Operators

Royal Air Force
 No. 203 Squadron RAF
Royal Navy

Specifications (Nightjar)

See also

References

Notes

Bibliography

 James, Derek N. Gloster Aircraft since 1917. London: Putnam and Company Ltd., 1987. .

1920s British fighter aircraft
Nightjar
Aircraft first flown in 1921
Single-engined tractor aircraft
Biplanes
Rotary-engined aircraft
Aircraft with fixed conventional landing gear
Friedrichshafen FF.60. The Friedrichshafen FF.60 was a German experimental floatplane produced by Flugzeugbau Friedrichshafen.

Development and design
The FF.60 was an experimental large triplane floatplane, powered by four Mercedes D.III engines. Its first flight took place in November 1918, only shortly before the Armistice that ended all further development. Only one was built.

Specifications (FF.60)

See also

References

Bibliography

Further reading

FF.60
1910s German experimental aircraft
Triplanes
Floatplanes
Four-engined tractor aircraft
Four-engined piston aircraft
Aircraft first flown in 1918
Häfeli DH-1. The Häfeli DH-1 was a 1910s Swiss two-seat reconnaissance aircraft, built by the aircraft department of the Federal Construction Works (Eidgenoessische Konstruktionswerkstaette, K+W) at Thun, Switzerland.

Development and design
In 1915 K + W set up their aircraft department and employed August Häfeli as chief engineer. Häfeli had previously designed the AGO C.I and AGO C.II,  German reconnaissance biplanes. His first design was the Häfeli DH-1, similar in concept to his designs for AGO Flugzeugwerke. The DH-1 was a three-bay biplane of wood and fabric construction, it had a fuselage pod with tandem seating for the two-man crew and twin booms mounting the tail. The DH-1 was powered by an Argus As II engine built under licence by Buhler Brothers Limited. Six aircraft were built.

Operational history
Six DH-1s were built during 1916 but within a year three had been destroyed in accidents. The survivors were withdrawn from service in 1919 and scrapped.

Operators

Swiss Air Force

Specifications (DH-1)

References

External links

 ETH-Bibliothek Zürich, Bildarchiv. Häfeli DH-1 (M I) No 243 with Argus As II engine, viewer
 Das Virtuelle Luftfahrtmuseum: K+W DH 1

1910s Swiss military reconnaissance aircraft
Biplanes
Pusher aircraft
Aircraft first flown in 1916
Twin-boom aircraft
Häfeli DH-2. The Häfeli DH-2 was a 1910s Swiss two-seat reconnaissance aircraft, built by aircraft department of the Eidgenoessische Konstruktionswerkstaette (K + W) at Thun, Switzerland.

Development and design
Following on from his earlier design (the DH-1), August Häfeli designed a more conventional biplane for reconnaissance duties designated the Häfeli DH-2. It was a two-bay of wood and fabric construction, powered by a 100 hp (75 kW) Mercedes D.I engine, the next five were fitted with an Argus As II water-cooled inline engine. The engine required a large flat radiator which was mounted beside the front cockpit. Performance was disappointing and the aircraft did not go into production. An improved version, the Hafeli DH-3 was developed.

Operational history
The six DH-2s built during 1916 were used to train pilots and observers until they were withdrawn from service in 1922.

Operators

Swiss Air Force

Specifications (DH-2)

References

1910s Swiss military reconnaissance aircraft
Biplanes
Single-engined tractor aircraft
Aircraft first flown in 1916

External links

 ETH-Bibliothek Zürich, Bildarchiv. Flugzeug Häfeli DH-2 M II No 47, Mercedes engine, viewer
Surge tank. A surge tank (or surge drum or surge pool) is a standpipe or storage reservoir at the downstream end of a closed aqueduct, feeder pipe, or dam to absorb sudden rises of pressure, as well as to quickly provide extra water during a brief drop in pressure.

In mining technology, ore pulp pumps use a relatively small surge tank to maintain a steady loading on the pump.

For hydroelectric power uses, a surge tank is an additional storage space or reservoir fitted between the main storage reservoir and the powerhouse (as close to the powerhouse as possible). Surge tanks are usually provided in high or medium-head plants when there is a considerable distance between the water source and the power unit, necessitating a long penstock.
The main functions of the surge tank are: 
 When the load decreases, the water moves backward and gets stored in it.
 When the load increases, the additional supply of water will be provided by a surge tank.

Operation

Consider a pipe containing a flowing fluid. When a valve is either fully or partially closed at some point downstream,  the fluid will continue to flow at the original velocity. In order to counteract the momentum of the fluid, the pressure will rise significantly (pressure surge) just upstream of the control valve and may result in damage to the pipe system. If a surge chamber is connected to the pipeline just upstream of the valve, on valve closure, the fluid, instead of being stopped suddenly by the valve, will flow upwards into the chamber, hence reducing the surge pressures experienced in the pipeline.

Upon closure of the valve, the fluid continues to flow, passing into the surge tank causing the water level in the tank to rise. The level in the tank will continue to rise until the additional head due to the height of fluid in the tank balances the surge pressure in the pipeline. At this point the flow in the tank and pipeline will reverse causing the level in the tank to drop. This oscillation in tank height and flow will continue for some time but its magnitude will dissipate due to the effects of friction.

Automotive surge tanks

The surge tank is utilized in automotive applications to ensure that the inlet to the fuel pump is never starved for fuel. It is typically used in vehicles with electronic fuel injection or that will be sustaining high lateral acceleration loads for extended periods.

Aircraft surge tanks

Aircraft surge tanks are used on a select few aircraft to ensure that fuel does not spill over onto the ground when the fuel expands. These tanks must be periodically emptied to prevent fuel from spilling, which they do fairly often.

See also

References 

Hydraulics
Plumbing
Häfeli DH-3. The Häfeli DH-3 was a 1910 Swiss two-seat reconnaissance aircraft, built by the aircraft department of the Federal Construction Works (Eidgenoessische Konstruktionswerkstaette, (K+W)) at Thun, Switzerland.

Development and design
Following the poor performance of the DH-2, August Häfeli designed an improved version the Häfeli DH-3. It was basically the same airframe as the DH-2, the upper wing had a cutout to give a greater field of fire for the pivoting machine gun. 
It was a two-bay aircraft of wood and fabric construction, powered by a 120 hp (89 kW) Argus As II water-cooled inline engine. Initial problems with the landing gear and the engine cooling system led to modifications. Further developments were the re-engined and improved DH-3a, and the DH-3b used for engine trials. Following successful trials with an installation of the Handley Page slats all surviving DH-3as were modified in 1932.

Operational history
On 8 January 1919 a DH-3 inaugurated the first Swiss air mail service between Zurich and Berne. A DH-3 aircraft failed a structural test in 1923 which caused the DH-3 to be withdrawn from service. The DH-3a, following modification, remained in service until 1939.

Variants
DH-3
Initial production version with Argus As II engine, 24 built.
DH-3a
Improved version with Hispano-Suiza HS-41 8Aa engines, four aircraft ordered in 1919. A second order for 30 aircraft was placed in 1919 with license-built engines, a third order for 49 aircraft being placed in 1925. Survivors were modified at Thun in 1932 with Handley Page slats and changes to allow crew to wear parachutes.
DH-3b
Three aircraft powered by the indigenous 150 hp (112 kW) LFW 0 engine developed by the Swiss Locomotive and Machine Works were built in 1918.

Operators

Swiss Air Force

Specifications (DH-3a)

References

External links

 ETH-Bibliothek Zürich, Bildarchiv. Häfeli DH-3 (M III) No 530, Argus As II engine, viewer
 ETH-Bibliothek Zürich, Bildarchiv. Häfeli DH-3 M IIIb, Argus As II engine, viewer
 ETH-Bibliothek Zürich, Bildarchiv. Häfeli DH-3 aircraft, Argus As II engine, viewer
 Konstruktion Häfeli DH-3 in Thun

1910s Swiss military reconnaissance aircraft
Biplanes
Single-engined tractor aircraft
Aircraft first flown in 1917
Häfeli DH-5. The Häfeli DH-5 was a 1910s Swiss two-seat reconnaissance aircraft, built by the aircraft department of the Federal Construction Works (Eidgenoessische Konstruktionswerkstaette, K + W) at Thun, Switzerland.

Development and design
The Häfeli DH-5 was a two-seat reconnaissance aircraft designed by August Häfeli. It was a single-bay biplane of wood and fabric construction. The aircraft was powered by a 180 hp (134 kW) LFW I engine produced by the Swiss Locomotive and Machine Works. Test flying of the prototype commenced in March 1919 and 39 were ordered. Some aircraft were later modified with Handley Page slats. A second batch of 20 aircraft were powered by a 200 hp (149 kW) LFW II engine. A further batch of 20 aircraft designated the DH-5A used the LFW III engine.

Operational history
The DH-5 entered service in 1922 and was not withdrawn from service until 1940.

Variants

DH-5
Initial production version with either the LFW I or LFW II engine.
DH-5A
Version with a 220 hp (164 kw) LFW III engines, survivors were modified at Thun in 1932 with Handley Page slats and changes to allow crew to wear parachutes.
DH-5X
Trials aircraft powered by a Hispano-Suiza HS-42 (8Fb) engine imported from France. The aircraft was not ordered into production due lack of availability of the engines and the DH-5X crashed in 1933.

Operators

Swiss Air Force

Specifications (DH-5A)

References

1910s Swiss military reconnaissance aircraft
Biplanes
FFA aircraft
Single-engined tractor aircraft
Aircraft first flown in 1919
Breda A.7. The Breda A.7 was a reconnaissance aircraft developed in Italy for use by the Regia Aeronautica in 1929. It was a braced parasol monoplane of conventional configuration with tailskid undercarriage. The pilot and observer sat in tandem, open cockpits. A single prototype of a long-range example, originally designated A.7 Raid and later A.16 (or Ba.16) was also constructed, but the air force showed no interest in it.

Variants
A.7LD Two prototypes, powered by  Lorraine-Dietrich piston engines. (2 built).
A.7Production version. Two-seat reconnaissance aircraft, powered by a  Isotta Fraschini Asso 500 piston engine, and fitted with a revised cooling system and empennage; 12 built.
A.7 Raid (later A.16 or Ba.16)  A long-range version, powered by a  Isotta Fraschini Asso 500 AQ engine. Engine later changed to a Bristol Jupiter VII and an extra seat added.
A.7Idro Seaplane fitted with twin floats.

Ba.16 a long-range version; one built.

Operators

 Regia Aeronautica

Specifications (A.7)

See also

References

 
 
 

A.7
1920s Italian military reconnaissance aircraft
Single-engined tractor aircraft
Parasol-wing aircraft
Aircraft first flown in 1929
Breda A.9. The Breda A.9 was a biplane trainer produced in Italy in 1928 for the Regia Aeronautica. Conventional in design, it featured a single-bay, unstaggered wing cellule and fixed tailskid undercarriage. The student and instructor sat in tandem, open cockpits. A slightly smaller version, designated A.9-bis was developed for use in Italy's aeroclubs.

Operators

 Regia Aeronautica

Variants
A.9  Two-seat advanced training biplane.
A.9bis A slightly smaller  span version for aeroclubs.
A.10  Single-seat,  span, fighter-trainer prototype, powered by a  Isotta Fraschini V.6; one aircraft built.

Specifications (A.9)

See also

References

Further reading

External links

 Уголок неба

A.9
1920s Italian military trainer aircraft
Biplanes
Single-engined tractor aircraft
Aircraft first flown in 1928
Pratt & Whitney T73. The Pratt & Whitney T73 (company designation JFTD12) is a turboshaft engine. Based on the JT12A, the T73 powered the Sikorsky CH-54 Tarhe and its civil counterpart Sikorsky S-64 Skycrane flying crane heavy-lift helicopters. Turboshaft versions for naval use are known as the FT12.

Variants
T73-P-1
Basic military model, rated at 4,500 horsepower (3,355 kW) takeoff power and 4,000 horsepower (2,982 kW) maximum continuous power

T73-P-700
Higher-power military model with improved internal components; rated at 4,800 horsepower (3,579 kW) takeoff power and 4,430 horsepower (3,303 kW) maximum continuous power

JFTD12A-3

JFTD12A-4A
Civilian equivalent of T73-P-1

JFTD12A-5A
Civilian equivalent of T73-P-700

FT12Marine powerplant

Applications
 Sikorsky CH-54 Tarhe (T73)
 Sikorsky S-64 Skycrane/Erickson Air-Crane S-64 Skycrane (JTFD12)

Specifications (T73-P-1)

See also

References

 
 Federal Aviation Administration Type Certificate Number E15EA, Revision 8 retrieved 14 February 2014

External links
 Atlantic Canadian Aviation: JT12 for Canadair aircraft

T73
1950s turboshaft engines
Numonyx. Numonyx was a semiconductor company making flash memories, which was founded on March 31, 2008, by Intel Corporation, STMicroelectronics and Francisco Partners. It was acquired by Micron Technology on February 9, 2010, for US$1.27 billion.

Numonyx was created from the key assets of businesses that in 2006, generated approximately $3.6 billion in combined annual revenue. The company supplies non-volatile memory for a variety of consumer and industrial devices including cellular phones, MP3 players, digital cameras, computers and other high-tech equipment.

Officers 
Numonyx was managed by Brian Harrison, CEO of Numonyx and former vice president and general manager of Intel's Flash Memory Group, Mario Licciardello, COO of Numonyx and former corporate vice president and general manager of STMicroelectronics’ Flash Memories Group. Edward Doller, former CTO of Intel's memory group, was their Chief Technology Officer.

Locations 
Numonyx was headquartered in Rolle, Switzerland, and had sales, manufacturing and R&D facilities in the United States, Israel, Singapore, China and Italy.

Products 
Numonyx produced NOR and NAND flash memory, like the 2008 introduced M29EW NOR Flash memory chip, as well as phase-change memory brought over from Intel and STMicroelectronics memory businesses. While the company initially stopped selling 5-V flash memory, which at the time was often used in the automotive industry, the M29F 5-V line was announced in early 2009. In 2009, Numonyx had a NOR flash memory market share of 34.6 %, making them the largest vendor in the segment.

References

External links 
 Main Corporate - former company website (redirects to Micron Technology, Inc.)
 Numonyx Acquisition Information - Micron Technology, Inc.

Defunct semiconductor companies
Electronics companies established in 2008
Rolle
Semiconductor companies of Switzerland
2010 mergers and acquisitions
Micron Technology