omniomni/omni-engineering huggingface dataset:
Keystone State-class crane ship. The Keystone State-class crane ships are seven auxiliary crane ships of the U.S. Maritime Administration Ready Reserve Force.  The  ships can be quickly activated to support military sea transportation needs. These self-sustaining ships are useful in ports that have limited, damaged or undeveloped port facilities. When activated, they come under operational control of Military Sealift Command.

Description 
The crane ships are converted container ships with three twin boom pedestal cranes which can lift containers or other cargo from themselves or adjacent vessels and deposit the cargo on a pier or lighterage.

History 
The US Navy converted ten cargo ships to crane ships, three Gopher State class and seven Keystone State class, the first of which was completed in 1984 and the last of which was completed in 1997. Five of the ships were deployed to the Persian Gulf in 1990–91.  acted as a temporary Army prepositioning ship in 1994. Four of the ten ships have been deactivated and transferred to the reserve fleet.

General characteristics
Builder: Defoe SB Co, Bay City; Dillingham SR, Portland; Norshipco, Norfolk; Tampa SY; Keith Ship Repair, New Orleans
Propulsion: 2 boilers; 2 GE turbines; 19,250 hp; 1 shaft.
Length: 668.6 feet.
Beam: 76.1 feet
Displacement: 31,500 tons(32,005.52 metric tons) full load
Speed: 20 knots
Crew: 89 civilians
Load: 300+ standard containers

List of ships

References

 Property Management and Archive Record System

External links
 United States Navy Fact File

 
Auxiliary transport ship classes
Frank A. McClintock. Frank A. McClintock (January 2, 1921 – February 20, 2011) of Concord, Massachusetts, was an American mechanical engineer in material science. A pioneer in the study of ductile fracture, McClintock was an Emeritus professor in the Department of Mechanical Engineering at Massachusetts Institute of Technology.

Along with Ali S. Argon in 1966 he co-authored a book titled Mechanical Behavior of Materials.

"His professional contributions revolutionized the understanding of the fracture process in engineering practice, by introducing a physical and mechanistic perspective emphasizing the plasticity aspects of ductile fracture and fatigue crack propagation."

References

1921 births
2011 deaths
American engineers
MIT School of Humanities, Arts, and Social Sciences faculty
Massachusetts Institute of Technology alumni
California Institute of Technology alumni
People from Saint Paul, Minnesota
Willy Christian Simonsen. Willy Christian Simonsen (13 September 1913 – 4 December 2003) was a Norwegian engineer and business founder.

He was born in Kristiania as a son of chemist Einar Simonsen (1867–1918) and Alice Sophia Andersen (1877–1969). He finished his secondary education at Hegdehaugen School in 1933, and graduated in electrical engineering from the Dresden University of Technology in 1938. He worked as an engineer for Elektrisk Bureau and Chr. Michelsen Institute. During the German occupation of Norway from 1940 he was involved in the Norwegian resistance movement where he cooperated with fellow engineers Odd Dahl and Helmer H. Dahl to wiretap German forces. This was discovered and Simonsen was arrested by Gestapo, but admitted to Ullevål Hospital from which he escaped. He fled to the United Kingdom, where he started working in the Radio Production Unit of the British War Office. He developed the shortwave radio "Sweetheart".

He was hired as a technical consultant for the Norwegian High Command after the war. In 1947 he started the company Simonsen Radio in Oslo, and in 1957 the company Simonsen & Mustad followed in Horten. He received initial capital from Halfdan and John Mustad. The brand name Simrad became known in the communications business, and was leading in echo sounding equipment. He backed out of these companies in 1968 and started Simonsen Elektro (in Oslo) in 1970 and Simonsen Elektro Løkken (in Løkken Verk). These companies produced automatic cell phones, in the NMT 450 system, and were leading in the Norwegian market until the 1980s.

Simonsen was decorated with the Defence Medal 1940–1945, the UK Defence Medal, the Haakon VII 70th Anniversary Medal and the Order of St. Olav, and has received the Reginald Fessenden Award. He died in December 2003.

See also
Simrad Yachting

References

1913 births
2003 deaths
Businesspeople from Oslo
Norwegian electrical engineers
TU Dresden alumni
Norwegian expatriates in Germany
Norwegian resistance members
Norwegian expatriates in the United Kingdom
20th-century Norwegian businesspeople
Immersive virtual musical instrument. An immersive virtual musical instrument, or immersive virtual environment for music and sound, represents sound processes and their parameters as 3D entities of a virtual reality so that they can be perceived not only through auditory feedback but also visually in 3D and possibly through tactile as well as haptic feedback, using 3D interface metaphors consisting of interaction techniques such as navigation, selection and manipulation (NSM). It builds on the trend in electronic musical instruments to develop new ways to control sound and perform music such as explored in conferences like NIME.

Development
Florent Berthaut created a variety of 3D reactive widgets involving novel representations of musical events and sound, that required a special 3D input device to interact with them using adapted 3D interaction techniques.

Jared Bott created an environment that used 3D spatial control techniques as used in known musical instruments, with symbolic 2D visual representation of musical events.

Richard Polfreman made a 3D virtual environment for musical composition with visual representations of musical and sound data similar to 2D composition environments but placed in a 3D space.

Leonel Valbom created a 3D immersive virtual environment with visual 3D representations of musical events and audio spatialization with which could be interacted using NSM interaction techniques.

Teemu Mäki-Patola explored interaction metaphors based on existing musical instruments as seen in his Virtual Xylophone, Virtual Membrane, and Virtual Air Guitar implementations.

Sutoolz from su-Studio Barcelona used real time 3D video games technology to allow a live performer to construct and play a fully audio visual immersive environment.

Axel Mulder explored the sculpting interaction metaphor by creating a 3D virtual environment that allowed interaction with abstract deformable shapes, such as a sheet and a sphere, which parameters were mapped to sound effects in innovative ways. The work focused on proving the technical feasibility of 3D virtual musical instruments. Gestural control was based on 3D object manipulation such as a subset of prehension.

Early work was done by Jaron Lanier with his Chromatophoria band and separately by Niko Bolas who developed the Soundsculpt Toolkit, a software interface that allows the world of music to communicate with the graphical elements of virtual reality.

References

External links 
 Immersive Virtual Musical Instruments
 Virtual Air Guitar
 Virtual Musical Instruments
 sutoolz 1.0 alpha: 3D software music interface
 SU-TOOLZ Interactive 3D Sound-Scape software

Human–computer interaction
Electronic musical instruments
Virtual reality
List of Boeing 727 operators. The list of Boeing 727 operators lists both former and current operators of the aircraft.

Original commercial operators
List of operators who purchased or leased aircraft new:

Other commercial operators
List of operators who purchased or leased aircraft second-hand:

Government, military and other operators
As well as commercial operators the 727 has been used by military, government and private operators.  The United States military used the 727 as a military transport, designated as the C-22.

Afghan Air Force

Angolan Air Force

Belgian Air Force

Military of Benin

Burkina Faso Air Force

Military of Cameroon

Colombian Aerospace Force
Government of Colombia

Air Force of the Democratic Republic of the Congo

Ecuadorian Air Force

Gambian National Guard

Imperial Iranian Air Force

Malian Air Force

Mexican Air Force
Federal Preventive Police

No. 40 Squadron RNZAF
Royal New Zealand Air Force 

Nigerian Air Force

Panamanian Air Force

Qatar Amiri Flight

Government of Tatarstan

Saudia Royal Flight

Military of Tajikistan

SFR Yugoslav Air Force

References
Notes

Sources

727
Operators
Monnett Monex. The Monnett Monex is a single seat, all-aluminium, Volkswagen powered, homebuilt racer.

Design and development
The Monex shares the same aluminium construction and basic fuselage shape as the Monnett Moni and the later Sonex Aircraft Sonex series of aircraft.

Operational history
1982 - Lowers-Baker-Falk 500 Race - 3rd place (efficiency), 5th place (speed)
1982 - World Speed Record FAI's Class C-1a/0 185.12 mph (297,86 km/h) over 100 km
1982 - World Speed Record FAI's Class C-1a/0 182.308 mph (298,16 km/h) over 500 km

Specifications (Monnett Monex)

References

Monnett aircraft
1980s United States sport aircraft
Homebuilt aircraft
Low-wing aircraft
Single-engined tractor aircraft
V-tail aircraft
Aircraft first flown in 1980
Spartan C5. 

The Spartan C5 was a passenger and utility aircraft produced in small numbers in the United States in the early 1930s. It was a further, ultimately unsuccessful, attempt to market the Spartan C4, from which it was developed. Like its predecessor, the C5 was a high-wing, strut-braced monoplane with a fully enclosed cabin. Seating was increased to five places in place of the four seats of the C4. The C5 also incorporated a number of aerodynamic refinements, including a closely cowled engine and spatted mainwheels. The fuselage was constructed of welded steel tube and the wings from wood, and the whole aircraft covered in fabric. The empennage was also mostly constructed from wood, with metal ribs used in the fin and the whole assembly also covered in fabric.

Spartan was unable to sell the aircraft in any quantity, and eventually, built only four examples, including the prototype.

Variants
 C5-300 — version with Wright J-6 engine (3 built)
 C5-301 — version with Pratt & Whitney Wasp Junior engine (1 built)

Specifications (C5-301)

References

Notes

Bibliography
 
 
 
 

1930s United States civil utility aircraft
Spartan Aircraft Company aircraft
High-wing aircraft
Aircraft first flown in 1930
Aircraft with fixed conventional landing gear
Single-engined tractor aircraft
Sopwith Swallow. The Sopwith Swallow was a British parasol wing fighter aircraft of the First World War. A single example was built, but it saw no production, offering no performance advantages over contemporary biplanes.

Design and development
In June 1918, the Sopwith Aviation Company flew an unarmed parasol monoplane derivative of the Sopwith Camel, the Sopwith Monoplane No. 1, also known as the Sopwith Scooter. It used a normal Camel fuselage, with the wing mounted just above the fuselage, with a very small gap. The wing was braced using RAF-wire (streamlined bracing wires) to a pyramid shaped cabane above the wing. It was powered by a single 130 hp (97 kW) Clerget 9B rotary engine.

The Scooter, which was used as a runabout and aerobatic mount by Sopwith test pilot Harry Hawker, demonstrated excellent manoeuvrability, and formed the basis of a fighter derivative, originally the Monoplane No. 2, and later known as the Sopwith Swallow.

Like the Scooter, the Swallow used the fuselage of a Camel, but it had a larger, slightly swept, wing of greater wingspan and area, which was mounted higher above the fuselage to allow the pilot to access the two synchronised Vickers machine guns. It was powered by a 110 hp (82 kW) Le Rhône engine.

Operational history
The Swallow made its maiden flight in October 1918, and was delivered to RAF Martlesham Heath on 28 October 1918 for official testing. One possible role for the Swallow was as a shipboard fighter. Engine problems delayed testing of the Swallow, but when these problems were resolved, the Swallow proved to have lower performance than Le Rhône-powered Camels, and was discarded soon after testing was completed in May 1919.

The Scooter remained in use, and was given the civil registration K-135 in May 1919 (soon changed to G-EACZ). It was sold to Harry Hawker in April 1921, but was placed into storage when Hawker was killed in July. It was refurbished in 1925, and was used for aerobatic displays and for racing until 1927, when it was scrapped.

Specifications (Swallow)

See also

Notes

References

 Bruce J.M. British Aeroplanes 1914-18. London:Putnam, 1957.
 Bruce, J,M. War Planes of the First World War: Volume Three: Fighters. London: Macdonald, 1969, .
 Jackson, A.J. British Civil Aircraft 1919–1972: Volume III. London: Putnam, 1988. .
 Mason, Francis K. The British Fighter Since 1912. Annapolis, Maryland: Naval Institute Press, 1992. .
 Robertson, Bruce. Sopwith – The Man and His Aircraft. London: Harleyford, 1970. .

Swallow
1910s British fighter aircraft
Aerobatic aircraft
Aircraft first flown in 1918
Rotary-engined aircraft
Test automation management tools. Test automation management tools are specific tools that provide a collaborative environment that is intended to make test automation efficient, traceable and clear for stakeholders. Test automation is becoming a cross-discipline (i.e. a mix of both testing and development practices.)

Motivation
Test automation systems usually need more reporting, analysis and meaningful information about project status. Test management systems target manual effort and do not give all the required information.

Test automation management systems leverage automation efforts towards efficient and continuous processes of delivering test execution and new working tests by:
 Making transparent, meaningful and traceable reporting for all project stakeholders.
 Easing test debugging through test results analysis workflow.
 Providing valuable metrics and key performance indicators – both technical and business-wise (trend analysis, benchmarking, gap analysis, root cause analysis and risk point analysis).
 Grid benchmarking and comparison of test execution days reduces analysis and review effort.
 Clean traceability with other testing artifacts (test cases, data, issues, etc.).
 Organizing historical data.
 Post-project analysis and automation performance assessment. (Progress of test coverage shows the group performance.)

Compliance with Agile
Test automation management tools fit Agile Systems Development Life Cycle methodologies. In most cases, test automation covers continuous changes to minimize manual regression testing. Changes are usually noted by monitoring test log diffs. For example, differences in the number of failures signal probable changes either in AUT or in test code (broken test code base, instabilities) or in both. Quick notice of changes and unified workflow of results analysis reduces testing costs and increases project quality.

TDD 
Test-driven development utilizes test automation as the primary driver to rapid and high-quality software production. Concepts of green line and thoughtful design are supported with tests before actual coding, assuming there are special tools to track and analyze within TDD process.

Continuous Integration 
Another test automation practice is continuous integration, which explicitly supposes automated test suites as a final stage upon building, deployment and distributing new versions of software. Based on acceptance of test results, a build is declared either as qualified for further testing or rejected. Dashboards provide relevant information on all stages of software development including test results. However, dashboards do not support comprehensive operations and views for an automation engineer. This is another reason for dedicated management tools that can supply high-level data to other project management tools such as test management, issue management and change management.

References

Automation software
Software testing tools
Collaborative software
Hans Wilhelm Schüßler. Hans Wilhelm Schüßler (February 28, 1928 – December 9, 2007) was a German telecommunications engineer, professor at the University of Erlangen-Nuremberg, an IEEE Fellow and a pioneer in communications systems and digital signal processing.

Awards and honors
 Elected to IEEE Fellow (1977)
 Society Award of the IEEE Signal Processing Society (1979)
 IEEE Centennial Medal (1984)
 Basic Research Award, German Eduard Rhein Foundation (1993)
 IEEE Jack S. Kilby Signal Processing Medal (2003), for "his role in the early development of the field of Digital Signal Processing, especially the theory, design, and implementation of analog and digital filters."

References

1928 births
2007 deaths
Fellows of the IEEE
IEEE Centennial Medal laureates
Zeeman energy. Zeeman energy, or the external field energy, is the potential energy of a magnetised body in an external magnetic field. It is named after the Dutch physicist Pieter Zeeman, primarily known for the Zeeman effect. In SI units, it is given by

where HExt is the external field, M the local magnetisation, and the integral is done over the volume of the body. This is the statistical average (over a 
unit volume macroscopic sample) of a corresponding microscopic Hamiltonial (energy) for each individual magnetic moment m, which is however experiencing a local induction B:

References 
 F. Barozzi, F. Gasparini, Fondamenti di Elettrotecnica: Elettromagnetismo, UTET Torino, 1989
 Hubert, A. and Schäfer, R. Magnetic domains: the analysis of magnetic microstructures, Springer-Verlag, 1998

Magnetism
Physical phenomena
Breda A.8. The Breda A.8 was a prototype twin-engined biplane, designed by Società Italiana Ernesto Breda, as a night bomber in 1927.

Design and development
The A.8, designed as an improvement to the Breda A.3, was modified to rectify problems experienced with the A.3. When the aircraft was tested using two  Lorraine-Dietrich 12Db engines, the results were quite modest. In response, the designers changed to  Isotta Fraschini Asso 500 engines, but the performance was still disappointing and the design was abandoned.

Specifications

References

Further reading

A.8
1920s Italian bomber aircraft
Biplanes
Aircraft first flown in 1927
Nelson F. Gibbs. Nelson Frederick Gibbs (born January 8, 1938) was United States Assistant Secretary of the Air Force (Installations, Environment & Logistics) from 2001 to 2005.

Biography

Nelson F. Gibbs was born in Rochester, New York.  He was educated at Clarkson University, receiving a bachelor's degree in civil engineering in 1959.  While at the Clarkson he was a member of the National Society of Pershing Rifles. From 1959 to 1962, he served as an officer in the United States Army.  He also earned a M.S. in industrial management from Purdue University in 1962.

In 1962, Gibbs joined the Los Angeles office of Deloitte & Touche as a General Management and Financial Systems Consultant.  He was made an audit partner in 1971; Director of Audit Operations in 1982; Lead client Service Partner from 1986 to 1987; and Senior Partner in Deloitte's Tokyo office from 1988 to 1991.  In 1991, he joined Northrop Grumman as Corporate Controller in Los Angeles, a position he held until 1999.

In 1999, Gibbs entered the Office of Management and Budget as executive director of the Cost Accounting Standards Board.  He worked there until 2001, when President of the United States George W. Bush nominated him to be Assistant Secretary of the Air Force (Installations, Environment & Logistics), an office he subsequently held until 2005.

After retiring from government service in 2005, Gibbs became a member of the Board of Trustees of The Aerospace Corporation.

References

1938 births
Living people
United States Air Force civilians
Military personnel from Rochester, New York
Pershing Riflemen
Clarkson University alumni
Purdue University alumni
Krannert School of Management alumni
United States Army officers
Northrop Grumman people
George W. Bush administration personnel
Spartan 8W Zeus. The Spartan 8W Zeus was a prototype military aircraft trainer built by Spartan Aircraft Company in the United States in 1937. It was based on the airframe of the Spartan Executive civil aircraft. The sole airframe produced was designated serial number 8W-1 and was registered as NX17612

Design and development
The Spartan 8W Zeus was a conventional low-wing monoplane of metal construction, with a semi-monocoque fuselage and a cantilever wing. Designed as a two-place trainer, the 8W drew heavily from the design of the Spartan Executive.  The wing, undercarriage, and lower half of the fuselage are essentially a modified 7W structure. The upper half of the fuselage was redesigned from a 4-5 place enclosed cabin into a tandem-seat, glazed cockpit with sliding canopies. The tail was also identical to that of the 7W.  The main units of the tailwheel undercarriage were retractable. 

The Spartan 8W Zeus was powered by a  Pratt & Whitney Wasp engine.

Operational history
The intended purpose of the Zeus was to offer an advanced trainer for military use. After production of the prototype, the airplane was marketed, without success, to the United States Army Air Corps. As a follow-up to those marketing efforts, the prototype was flown to Glendale, California in 1939 for further evaluation by the military. Again, there were no orders generated by that evaluation and the Zeus returned to the factory in Tulsa, Oklahoma in 1940. 

The final role of the prototype Zeus was as training tool for students at the Spartan School of Aeronautics.

Variants
Spartan FBW-1
A concept model was introduced in an information brochure that portrayed a combat version of the 8W Zeus, with armament. The FB in the designation indicated Fighter-Bomber. No FBW-1's were ever produced.

Specifications

See also

References

Notes

Bibliography
 Donald, David. Encyclopedia of World Aircraft. Etobicoke, Ontario, Canada: Prospero Books;, 1997. .

 The Illustrated Encyclopedia of Aircraft. London: Aerospace Publishing (Orbis), 1981. OCLC 774502891.
 Savage, Jim. Vintage Spartan Aircraft. Butler, Pennsylvania: 2022. ISBN 979-8-21-017985-2.
 Taylor, Michael J. H. Jane's Encyclopedia of Aviation. London: Studio Editions, 1989. .

External links
 8W Zeus at Aerofiles

1930s United States military trainer aircraft
Spartan Aircraft Company aircraft
Single-engined tractor aircraft
Low-wing aircraft
Aircraft first flown in 1937
Aircraft with fixed conventional landing gear
Karl Müller (inventor). Karl Müller (born 1952) is a Swiss engineer and businessman. He is the creator of the Masai Barefoot Technology (MBT) brand of rocker bottom shoes, and he holds a patent on the design.

Müller founded Swiss Masai (now known as Masai Marketing and Trading AG) in 1996 to market his new shoe concept. In 2007, he left the company on amicable terms and went on to found Kybun Corporation to market a newer "walk-on-air" shoe concept.

Products sold by Kybun include shoe models that have a shock-absorbing, adaptive air cushion integrated into the shoe. Kybun further sells an elastic mat, as well as a treadmill that is made with a soft, springy material.

References

External links 
The Science of Running Barefoot – in Shoes, The Wall Street Journal, September 13, 2005
Cloaking Cellulite, Time Magazine, July 4, 2004
Karl Müller im Interview, Cash TV Schweizer Fernsehen 2, 22. März 2009
MBT-Erfinder verkauft sein Geschäft, Schweizer Fernsehen, 13. Oktober 2006
Der Schuhmacher aus Roggwil, Frankfurter Allgemeine Zeitung, 10. September 2005
Karl Müller und MBT, Bilanz das Schweizer Wirtschaftsmagazin, 28. Juni 2005
Patent of Karl Müller's invention, July 3, 1998

Living people
20th-century Swiss inventors
Swiss engineers
1952 births
Swiss businesspeople
Swiss expatriates in South Korea
21st-century Swiss inventors