omniomni/omni-engineering huggingface dataset:
Ace Aircraft Manufacturing Company. The Ace Aircraft Manufacturing Company was established in Wichita, Kansas in 1929 by Orland Corben to market the world's first homebuilt aircraft, a machine of his own design called the Baby Ace. The enterprise did not last long before US regulations changed to restrict homebuilt aircraft, and Corben was forced to stop marketing his design.

He next commenced operations in Madison, Wisconsin in 1931 under the name Corben Sport Plane and Supply Company and produced a prototype sports plane known as the Super Ace. This endeavor soon languished, and the company remained dormant until Paul Poberezny purchased its assets for $US 200 in 1952. This included plans to three aircraft designs and a variety of components.

Poberezny was one of the founders of the Experimental Aircraft Association in 1953 and was approached by Mechanix Illustrated magazine the following year to write a series of articles on building an aircraft at home. Their publication caused considerable demand for plans, but Poberezny felt compelled to divest himself of marketing them in order to avoid any potential conflict of interest with his position within the EAA.

Since then, the rights have changed hands several times. They were purchased from Poberezny by Cliff Du Charme of West Bend, Wisconsin, who sold them to Edwin T. Jacob of McFarland, Wisconsin in 1961.  Mr. Jacob sold them in 1965 to Thurman Baird of Asheville, North Carolina, who also owned the rights to the American Flea and the Heath Parasol aircraft. The rights were purchased from Baird's estate in 1986 by Denny Meadows of Chesapeake, West Virginia, who sold them to the current owner, Bill Wood of Toccoa, Georgia in 1998.

Products

 Baby Ace
 Junior Ace
 Ace Scooter

Gallery

External links

Company website
The History of Ace Aircraft

Manufacturing companies established in 1929
Companies based in Kansas
Aircraft manufacturers of the United States
1929 establishments in Kansas
Component Manager. In Apple Macintosh computer programming, Component Manager was one of many approaches to sharing code that originated on the pre-PowerPC Macintosh. It was originally introduced as part of QuickTime, which remained the part of the classic Mac OS that used it most heavily.

Technical details 
A component was a piece of code that provided various functions that may be invoked by clients. Each function was identified by a signed 16-bit integer ID code. Non-positive codes were reserved for predefined functions that should be understood by all components—open/close a component instance, query whether a function was supported, etc. The meanings of positive function codes depended on the type of component.

A component instance was created by opening a component. This called the component's open function to allocate and initialize any necessary storage for the instance. Closing the instance got rid of this storage and invalidated all references to that instance.

Components and component instances were referenced by 32-bit values that were not pointers. Instead, they were interpreted as keys into internal Component Manager tables. These references were generated in such a way that, once they became invalid, those values were unlikely to become valid again for a long time. This minimized the chance of obscure bugs due to dangling references.

Components were identified by OSType codes giving their type, subtype and "manufacturer". For instance, a component type might be "raster image compressor", subtypes of which might exist for JPEG, H.261, Sorenson, and Intel Indeo, among others. It was possible to have multiple components registered with exactly the same identification codes, giving alternative implementations of the same algorithm for example using hardware versus software, trading off speed versus quality, or other criteria. It was possible for the applications to query the existence of such alternatives and make explicit choices between them, or let the system choose a default.

Among the options available, a component could delegate parts of its functions to another component as a form of subclassing for code reuse. It was also possible for one component to capture another, which meant that all accesses to the captured component had to go through the capturing one.

Mac OS Components 

Mac OS accumulated a great variety of component types:
 Within QuickTime, there were image codecs, media handlers, media data handlers, video digitizer drivers, file format importers and exporters, and many others.
 The Sound Manager moved to a predominantly component-based architecture in version 3.0: sound output devices were represented as components, and there were also component types for mixing multiple channels, converting between different sample rates and sample sizes, and encoding and decoding compressed formats.
 AppleScript introduced the concept of scripting languages implemented as components.
 ColorSync implemented different colour-matching methods as components.
 QuickDraw GX "font scalers" were renderers for the different font formats.

References

Macintosh operating systems development
Component-based software engineering
Ace Junior Ace. The Ace Junior Ace is a two-seat sports aircraft that has been offered by the Ace Aircraft Manufacturing Company in kit and plans form for home building since the early 1930s. It was designed by Orland Corben.

An evolution of Corben's single-seat Baby Ace, it is a parasol wing monoplane of conventional taildragger configuration. Pilot and passenger sit side-by-side, in a cockpit that may be enclosed or left open. The fuselage is of fabric-covered tubular construction and the wings are wood. A variety of powerplants may be used, and the aircraft has a power range of .

Experimental Aircraft Association founder Paul Poberezny widened the fuselage of the Jr Ace, added modern wheels, brakes and increased the span to 34 ft to create the Pober Jr Ace. The company Acro Sport maintains the rights to the design, and sells plans so the aircraft can be amateur-built.

Variants
Baby Ace
Single seat 
Super Ace 
Single seat powered by a Ford Model A automotive engine. Plans updated by EAA founder Paul Poberezny.
Ace Junior Ace
Two side-by-side seat variant. 
Pober Jr Ace
Updated plans of the Jr. Ace model

Specifications (Model E)

See also

References

External links

Flying Magazine 1933

Junior Ace
Homebuilt aircraft
1930s United States sport aircraft
Single-engined tractor aircraft
Parasol-wing aircraft
Acro Sport aircraft
Poberezny aircraft
Aircraft with fixed conventional landing gear
Single-engined piston aircraft
Pober Super Ace. The Pober Super Ace was a single-seat sports aircraft designed as a homebuilt aircraft by Orland Corben in 1935. Originally the "Corben Super Ace," it was an evolution of the Corben Baby Ace, and closely linked with it throughout their existence.

It was a single-seat parasol wing monoplane of conventional tailwheel configuration. As published, the plans called for an engine from a Ford Model A (some say Ford Model B) to be modified to power the aircraft.

A set of plans and construction articles appeared in Popular Aviation between April and October 1935 and were later marketed by Orland Corben.

Rights to the aircraft were sold to Paul Poberezny with the rest of the Corben company's assets. Plans are  offered for sale by Acro Sport.

Variants
Baby Ace
Single-seat 
Super Ace 
Single-seat powered by a Ford Model A Automotive engine. Plans updated by EAA founder Paul Poberezny.
Jr. Ace
Two-seat tandem variant. 
Pober Jr Ace
Updated plans of the Jr. Ace model

Specifications

External links
Ace Aircraft Manufacturing Company
The History of Ace Aircraft

References

 

Homebuilt aircraft
1930s United States sport aircraft
Single-engined tractor aircraft
Super Ace
Parasol-wing aircraft
Acro Sport aircraft
Aircraft Engineering Corporation. The Aircraft Engineering Corp (Ace) was founded in New York in 1919.

The company was sold to Horace Keane of Long Island, New York in 1920.  In 1930 it was operating in Oakland, California under the name Aircraft Engineering & Maintenance Co.

Aircraft Engineering Products, Inc. operated in Clifton, N.J.

Products
The corporation's only product was a single-seat biplane known as the Ace K-1.

References

Defunct aircraft manufacturers of the United States
Defunct manufacturing companies based in New York (state)
Defunct manufacturing companies based in California
Manufacturing companies established in 1919
American companies established in 1919
Manufacturing companies based in Oakland, California
Aircraft Engineering Corp Ace K-1. The Aircraft Engineering Corp Ace K-1 was a United States single-seat biplane aircraft designed in 1918 by Alexander Klemin, then professor of Aeronautical Engineering at New York University (NYU). It was the first American civil aircraft to be produced after World War I. Later versions included a nearly faired-in engine installation. The aircraft was re-introduced in 1930 with a re-designed fuselage and strengthened structure as the Ace 300 and Ace 200, fitted with Salmson 9Ad and LeBlond 5D engines, respectively.

One example survives, powered by a  Keane Acemotor, and is displayed at the Cradle of Aviation Museum in Garden City, New York.

Variants
Ace K-1Early production aircraft powered by Ford Model T engines.
Ace 200Later production aircraft powered by a LeBlond 5D engine.
Ace 300Later production aircraft powered by a Salmson 9Ad engine.

Specifications (K-1)

References

Further reading

External links

 aerofiles.com

Single-engined tractor aircraft
Biplanes
1910s United States civil utility aircraft
Keane aircraft
Aircraft first flown in 1919
Mike Pinkerton. Mike "Pink" Pinkerton is an American software engineer who is known for his work on the Mozilla browsers. He lectures on Development of Open Source Software at George Washington University.

Pinkerton studied at University of California, San Diego where he graduated with a B.S. in Computer Science, then at Georgia Institute of Technology where he graduated with a Master's Degree in Computer Science.

Pinkerton started working at Netscape Communications in June 1997 where he worked on the Netscape Navigator and then Mozilla browsers. While at Netscape he started development of the Camino (then Chimera) web browser with Dave Hyatt. Hyatt, whom Pinkerton inexplicably refers to as "Jinglepants," was hired by Apple Inc. to work on the Safari browser and Pinkerton became the Camino project lead.  In October 2002 he started working at AOL as Netscape Communications became a division within AOL.

In September 2005, he accepted a position at Google where he originally was part of their Firefox team. On January 9, 2006, Pinkerton announced on his blog that he had moved to Google's "Mac Client Team". On September 3, 2008, he announced on his blog that he was working on Mac port of Google's Chrome browser.

In 2018 Pinkerton's team launched version 69 of Chrome iOS as part of the Chrome 10th Anniversary.

Prior to his Chrome work, Pinkerton was the Technical Lead for Google Desktop for Mac.

References

External links 
Mike's Slice of Home - a personal website
Mike Pinkerton on Camino - "Open Source Developers at Google" Speaker Series
Sucking less, on a budget - a personal weblog
Interview with Camino project head Mike Pinkerton - a September 2004 interview with Ars Technica

Mozilla developers
Open source people
American computer programmers
American bloggers
Google employees
Living people
Georgia Tech alumni
Year of birth missing (living people)
MPICH. MPICH, formerly known as MPICH2, is a freely available, portable implementation of MPI, a standard for message-passing for distributed-memory applications used in parallel computing. MPICH is Free and open source software with some public domain components that were developed by a US governmental organisation, and is available for most flavours of Unix-like OS (including Linux and Mac OS X).

History 
The Argonne National Laboratory and Mississippi State University jointly developed early versions (MPICH-1) as public domain software. The CH part of the name was derived from "Chameleon", which was a portable parallel programming library developed by William Gropp, one of the founders of MPICH.

The original implementation of MPICH (sometimes called "MPICH1") implemented the MPI-1.1 standard.  In 2001, work began on a new code base to replace the MPICH1 code and support the MPI-2 standard.  Until November 2012, this project was known as "MPICH2".  As of November 2012, the MPICH2 project renamed itself to simply "MPICH".  MPICH v3.0 implements the MPI-3.0 standard.  MPICH v4.x implements the MPI-4.x standard.

MPICH is one of the most popular implementations of MPI. It is used as the foundation for the vast majority of MPI implementations, including IBM MPI (for Blue Gene), Intel MPI, Cray MPI, Microsoft MPI, Myricom MPI, OSU MVAPICH/MVAPICH2, and many others.

MPICH channels 
Based on ch3 infrastructure:
 Nemesis - Universal, has inter-node modules: elan, GM, IB (infiniband), MX (myrinet express), NewMadeleine, tcp; and several intra-node variants of shared memory for large messages (LMT interface).
 ssm - Sockets and Shared Memory
 shm - SHared memory
 sock - tcp/ip sockets
 sctp - experimental channel over SCTP sockets

MPICH derivatives 
IBM (MPI for the Blue Gene series and, as an option, for x86 and POWER clusters)
Cray (MPI for all Cray platforms)
SiCortex (MPI SiCortex)
Microsoft (MS-MPI)
Intel (Intel MPI)
Qlogic (MPICH2-PSM)
Myricom (MPICH2-MX)
Ohio State University (MVAPICH and MVAPICH2)
ParTec (ParaStation MPI)
University of British Columbia (MPICH2/SCTP, and Fine-Grain MPI (FG-MPI) which adds support for coroutines)

See also
 Open MPI, another popular open source MPI implementation
 MVAPICH

References

External links
MPICH Home Page
standards documents

Concurrent programming libraries
Free software programmed in C
Public-domain software with source code
Mudry CAP 230. The CAP Aviation CAP-23x family is a family of aircraft designed for competition aerobatics. The CAP 230 airframe was a direct development of the CAP 21 competition single seater strengthened to cope with a  6-cylinder Lycoming AEIO-540 engine instead of the  original 4-cylinder Lycoming AEIO-360.

Design and development
The CAP 230 was primarily developed in 1985 for the French Air Force. From the basic CAP 21 airframe, trailing edge apex triangular surfaces were added to the basic trapezoidal wing and a full wooden construction. It withstood +10/-10 G-forces, had a 270 degrees/second roll rate and a top speed of 400 km/h. Between 1986-1990 this was the mount of the French Air Force aerobatics team (French: Equipe de Voltige de l'Armée de l'Air).

The CAP 231 was developed in 1990. The fuselage design remained unchanged and only leading edge triangular apex surfaces were added to reduce buffeting during high G pullups. The CAP 231 was world champion in 1990. Between 1990-1998 this was the mount of the French Air Force aerobatics team.

To increase performance, in 1991, a carbon-fiber wing taken from an EXTRA 260 (thus the -EX name) was adapted to a few CAP 231 airframes.

The CAP 231EX evolved in 1994. While the fuselage construction retained wood, a carbon-fiber wing was specially designed for durability and light weight. The design has won the World Championships in 1998, 2000 and 2007, as well as a number of other national-level competitions. It has a roll rate of 420° per second and a climb rate of nearly 3,300 feet per minute.

The CAP 232 just like the -230 and -231/-231EX were slightly modified to strengthen the fuselage structure after a fatal accident in 2005 which grounded them for a full year. Fuselage rib n°2 holding the landing gear and the wing spar has been reinforced externally and internally. The planes are now back to competition and came second (individual with a -231EX), sixth with a -232, and first team at the WAC 2007. In the years 1999-2005, examples were flown by the French Air Force aerobatics team.

Operators

Military
 8 aircraft, flown by the Royal Moroccan Air Force air display team Marche Verte
 The French Air Force aerobatic team owned CAP 230, 231 and 232

Civilian

Airclubs and privates own planes of all subtypes.

Specifications (CAP 231)

See also

References

External links

1990s French sport aircraft
Low-wing aircraft
Single-engined tractor aircraft
CAP 230
Aerobatic aircraft
Aircraft first flown in 1997
Aircraft with fixed conventional landing gear
Single-engined piston aircraft
Guidelines for the Definition of Managed Objects. The Guidelines for the Definition of Managed Objects (GDMO) is a specification for defining managed objects of interest to the Telecommunications Management Network (TMN) for use in Common Management Information Protocol (CMIP).

GDMO to the Structure of Management Information for defining a management information base for Simple Network Management Protocol (SNMP).  For example, both represent a hierarchy of managed objects and use ASN.1 for syntax.

GDMO is defined in ISO/IEC 10165 and ITU-T X.722.

Network management
ITU-T recommendations
ITU-T G Series Recommendations
Józef Boguski. Józef Jerzy Boguski (; 1853–1933) was a Polish chemist and a professor at the Warsaw Polytechnic.

Life

Boguski served as an assistant in St. Petersburg to the Russian chemist Dmitri Mendeleev.

From 1895 Boguski was a professor at Warsaw's Wawelberg and Rotwand School, and from 1920 at the Warsaw Polytechnic. He carried out pioneering studies in chemical kinetics and formulated "Boguski's rule" concerning the speed of dissolution of solids in liquids.

It was at a laboratory run by Boguski in the Museum of Industry and Agriculture at Krakowskie Przedmieście 66 in Warsaw that his cousin Maria Skłodowska (Marie Curie), future investigator of radioactivity and future double Nobel laureate, in 1890–91 began her practical scientific training.

During World War I, Boguski studied explosives and poisons with military applications. He was also a popularizer of science.

Honors
In 1926 Kraków University and the Warsaw Polytechnic bestowed an honorary doctorate on Boguski. In the same year, he also became an Honorary Member of the Polish Chemical Society.

See also
List of Poles

Notes

References
"Boguski, Józef Jerzy," Encyklopedia powszechna PWN (PWN Universal Encyclopedia), vol. 1, Warsaw, Państwowe Wydawnictwo Naukowe, 1973, p. 305.
Robert Reid, Marie Curie, New York, New American Library, 1974.

1853 births
1933 deaths
Polish chemists
Scientists from Warsaw
Stefan Bryła. Stefan Władysław Bryła (Polish pronunciation: ; born 17 August 1886 in Kraków – died 3 December 1943 in Warsaw, Poland) was a Polish construction engineer and welding pioneer. He designed and built the first welded road bridge in the world.

Biography
Bryła was a professor at the Lwów University of Technology from 1927 and at the Warsaw University of Technology from 1934. Bryła was the author of basic methods of welding steel structures.

In 1927 he designed the Maurzyce Bridge, first welded road bridge in the world. The bridge was erected across the Słudwia River in Maurzyce near Łowicz, Poland in 1929. It was still in use in 1977 at which point plans were undertaken to replace it with a wider structure. Consequently, the bridge was reinstalled as a historical monument at a site slightly upstream. In 1995, the American Welding Society presented a Historic Welded Structure Award for the bridge to Poland. He also designed high rise buildings: Drapacz Chmur in Katowice and the Prudential in Warsaw in 1932.

During World War II, Bryła taught at the Secret Universities. His teaching there led to his arrest by the Germans on 16 November 1943, together with his family. After a brief incarceration in the Pawiak prison, he was subsequently executed during the Action AB by the Germans in Warsaw on 3 December 1943 at 13 Puławska Street. His commemorative grave is located at the Powązki Cemetery in Warsaw.

Gallery

See also
List of Poles
Timeline of Polish science and technology

References

1886 births
1943 deaths
People from the Kingdom of Galicia and Lodomeria
Polish Christian Democratic Party politicians
Members of the Sejm of the Second Polish Republic (1922–1927)
Members of the Sejm of the Second Polish Republic (1928–1930)
Members of the Sejm of the Second Polish Republic (1930–1935)
Polish civil engineers
Lviv Polytechnic alumni
Academic staff of the Warsaw University of Technology
Polish people executed by Nazi Germany
Executed people from Lesser Poland Voivodeship
Academic staff of Lviv Polytechnic
Engineers from Kraków
Polish civilians killed in World War II
Zdzisław Celiński. Zdzisław Celiński (1847–1929) was a Polish engineer.

Celinski took part in the January Uprising. He arrived in Argentina in 1895. He was a constructor of the railway Buenos Aires - Santa Fe and of the port of Gualeguaychú on the Uruguay River. For the construction of the port Celiński received golden medal from the Argentinian government. He then worked on hydrographic studies and electrification using hydropower. In the late 19th and early 20th centuries, he led a scientific expedition to the Gran Chaco region for future colonization.

References 

Polish engineers
1847 births
1929 deaths
Expatriates in Argentina
Polish civil engineers
Ader Éole. The Ader Éole, also called Avion (French for aeroplane), was an early steam-powered aircraft developed by Clément Ader in the 1890s and named after the Greco-Roman wind god Aeolus.

Design and development
Unlike many early flying machines, the Éole did not attempt to fly by flapping its wings, but relied on the lift generated by its wings in forward motion. With wings resembling mechanical copies of bat wings, its steam engine was an unusually light-weight design driving a propeller at the front of the aircraft, but lacking any means for the pilot to control the direction of flight.

According to late 1907 claims made by Clément Ader, on October 9th, 1890, the machine achieved a short flight of around 50 m (164 ft) at the Chateau d'Armainvilliers in Brie. It reached a height of around 20 cm (8 in). The poor power-to-weight ratio of the steam engine and bad weather were felt to limit the flying height achieved. Ader later claimed to have flown the Éole again in September 1891, this time to a distance of 100 m (328 ft), but this claim is less substantiated.

Some consider the Éole to have been the first true aeroplane, given that it left the ground under its own power and carried a person through the air for a short distance, and that the event of 8 October 1890 was the first successful flight. However, the lack of directional control, and the fact that steam-powered aircraft proved to be a dead end, both weigh against these claims.  Ader's proponents have claimed that the Wrights' early airplanes required a catapult to take off; however, the Wrights did not use a catapult for their first flights in 1903, though they did for many flights in 1904 and later.

Modern attempts to recreate and evaluate the craft have met with mixed results. A full-size replica built in 1990 at the École Centrale Paris crashed on its first flight, injuring its pilot and leading to the termination of the experiment. Scale models, however, have been successfully flown.

Specifications (Éole)

See also
Alexander Mozhaysky, a Russian inventor who also designed a steam-powered plane.

Notes

References 

19th-century French experimental aircraft
Single-engined pusher aircraft
Aircraft manufactured in France
Steam-powered aircraft
Unflown aircraft