omniomni/omni-engineering huggingface dataset:
Fokker F.XXIV. The Fokker F.XXIV was a 1939 passenger airliner design by the Dutch aircraft manufacturer Fokker. It was Fokker's first all-metal airliner design.

History
Due to the success of the Douglas DC-3, Fokker's role in the global market for passenger aircraft was severely diminished. Whereas KLM was historically an important customer to Fokker, even they turned to other suppliers. When in 1938 KLM ordered the Douglas DC-5 in the US and showed interest in the Douglas DC-4E, Fokker realized it had to come to terms with the new era.

The F24's origins began with Model 175, a T.IX derivative that used the T.IX's wing (although in a high-wing configuration), engines and tail, but with a fuselage for 18 passengers. This was ultimately deemed too small, and Fokker proposed Model 193 for 24 passengers, which would eventually become the F24.

Whereas KLM was state-owned, Fokker used its political influence to force a sale from KLM. Finally in October 1939, KLM ordered four F.XXIVs. This sale was part of a broader package which also included the Douglas DC-4E, the Lockheed Excalibur and another Fokker design known as Model 180.

The F24 as it was proposed, was a short-range all-metal twin-engine passenger aircraft. It was supposed to be powered by two  Wright R-2600 Twin Cyclone radial engines. Its fuselage was designed for 26 passengers. The single aisle cabin layout had eight rows of two abreast on the right and eight rows of a single seat on the left. A cargo hold was put between the passenger cabin and the cockpit. This cockpit had a layout for a crew of four. Two smaller cargo holds were planned for the wing center section. In the middle of the passenger cabin was a galley. At the aft side of the cabin was a toilet with another cargo bay. The underside of the fuselage was reinforced to protect the passengers in case of a wheels-up landing.

However the project never materialized as World War II broke out. During the war, design work was continued, but on a limited scale as it was hoped to deliver the F24 after WWII. After the war, Plesman needed aircraft immediately and bought them from American surplus military stock. Talks between KLM and Fokker on the F24 continued until 1946. Because the Fokker factory had been destroyed during WWII and needed to be rebuilt, Fokker had great difficulty in quoting prices and delivery times. KLM ordered Convair 240s instead, and development on the F24 was halted.

Specifications

See also

Fokker F27
Convair 240

References

F.XXIV
Abandoned civil aircraft projects
High-wing aircraft
Twin piston-engined tractor aircraft
NSTL. NSTL refers to the

National Software Testing Laboratories in Blue Bell, Pennsylvania
National Soil Tilth Laboratory in Ames, Iowa
former National Space Technology Laboratory, now John C. Stennis Space Center in Hancock County, Mississippi
National Standards Testing Laboratory in Rockville, Maryland
National Tree Seed Laboratory, Dry Branch, Georgia
Navigation Systems & Technology Laboratory at NASA's Johnson Space Center in Houston
National Strategic Target List of the Single Integrated Operational Plan
National Security Threat List, sets out FBI's foreign counterintelligence mission
Virtual Journal of Nanoscale Science & Technology, University of California
National Science and Technology Library, China
Naval Science and Technological Laboratory, An Indian national defense laboratory under DRDO, located in Visakhapatnam, Andhra Pradesh.
Strip aerial photography. Strip aerial photography (or aerial strip photography, or continuous strip photography) is a method of aerial photography that uses a high-speed, low-altitude aircraft to take a continuous picture – a form of strip photography – rather than using overlapping high-altitude photographs, as in conventional aerial photography. Popular from the 1940s to 1970s, strip aerial photography was once used internationally for aerial mapping and surveys of highway degradation, but has been replaced by satellite photography, which is less expensive and less prone to image artifacts that required complex post-processing to remove.

Sources
The Application of Aerial Strip Photograph to Highway and Airport Engineering

Photographic techniques
Symantec Workspace Virtualization. Symantec Workspace Virtualization (abbreviated as SWV) is an application virtualization solution for Microsoft Windows by Symantec, now known as Symantec Endpoint Virtualization Suite (SEVS).

Originally pioneered by Altiris and based on technology acquired from FSLogix and named Software Virtualization Solution, SWV allows applications and data to be put into virtual layers (application layers and data layers) instead of being installed to the base file system and Registry.  This is achieved through the use of a filter driver and layering technology Altiris acquired from FSLogix. By placing applications and data into managed layers called Virtual Software Packages (VSP's), SWV allows on-the-fly activation, deactivation, or resetting of applications, to avoid conflicts between applications, and to remove them cleanly without altering the base Windows installation.

Altiris was acquired by Symantec Corporation in 2007, who are the makers of Norton AntiVirus, amongst other things. SWV is available on a trial basis, but must be purchased to enable the full features. SWV is free for private use.

In 2008, Symantec acquired AppStream to incorporate the streaming of virtual applications. According to a quote from DABCC.com, this will "deliver virtualized, on-demand application delivery and management".

Previous names for SWV are the before-mentioned SVS and Software Virtualization Professional.

See also
Citrix XenApp
App-V
VMware ThinApp

References

External links
Altiris Software Virtualization Website
Symantec Website
SVS4All User Website
'Dutch SVS enthousiasts Dutch community of SVS adepts.
'German SVS/SWV site with SVS package downloads

Virtualization software
Iron–nickel alloy. An iron–nickel alloy or nickel–iron alloy, abbreviated FeNi or NiFe, is a group of alloys consisting primarily of the elements nickel (Ni) and iron (Fe). It is the main constituent of the "iron" planetary cores and iron meteorites. In chemistry, the acronym NiFe refers to an iron–nickel catalyst or component involved in various chemical reactions, or the reactions themselves; in geology, it refers to the main constituents of telluric planetary cores (including Earth's).

Some manufactured alloys of iron–nickel are called nickel steel or stainless steel. Depending on the intended use of the alloy, these are usually fortified with small amounts of other metals, such as chromium, cobalt, molybdenum, and titanium.

Astronomy and geology
Iron and nickel are the most abundant elements produced during the final stage of stellar nucleosynthesis in massive stars. Heavier elements require other forms of nucleosynthesis, such as during a supernova or neutron star merger. Iron and nickel are the most abundant metals in metallic meteorites and in the dense metal cores of telluric planets, such as Earth.

Nickel–iron alloys occur naturally on Earth's surface as telluric iron or meteoric iron.

Chemistry and metallurgy
The affinity of nickel atoms (atomic number 28) for iron (atomic number 26) results in natural occurring alloys and a large number of commercial alloys. The surfaces of these metallic compounds provide a complex electron environment for catalyzing chemical reactions.

In steel metallurgy, nickel is alloyed with iron since 1888 (date of Schneider et Cie's patent on nickel steel based on Jean Werth's research) to produce maraging steel and some low-alloy steels. Other technological uses include Invar and Mu-metal.

Alloy summary
The following table is an overview of different iron–nickel alloys. Naturally occurring alloys are a type of mineral and called native elements or native metals. Some of the entries have more than one crystal structure (e.g. meteoric iron is a mixture of two crystal structures).

See also

 Iron–nickel clusters
 KREEP
 Sial
 Sima

References
 

Petrology
Structure of the Earth
Ferrous alloys
Meteorites
John H. Griffith. John H. Griffith was a test pilot for the National Advisory Committee for Aeronautics, one of the pilots of the Bell X-1.

Griffith grew up in Homewood, Illinois. He joined the United States Army Air Corps in November 1941, and served in the South Pacific during World War II. He flew 189 missions in the Curtiss P-40 fighter and was awarded two Distinguished Flying Crosses and four Air Medals.

Following the war, he attended Purdue University, studying aeronautical engineering.  He then joined the NACA's Lewis Flight Propulsion Laboratory.  At Lewis he was involved in tests of ramjet aircraft.  In August, 1949, Griffith became a research pilot at the Muroc Flight Test Unit (now Dryden Flight Research Center).  He flew the experimental aircraft the Bell X-1 (nine flights), X-4 Bantam (three flights), Douglas Skystreak (fifteen flights), and Douglas Skyrocket (nine flights).  On May 26, 1950, he piloted the X-1 #2 to its highest speed of Mach 1.20. He was the first NACA pilot to fly the X-4.

Griffith left the NACA in 1950 to fly for private companies — Chance Vought, United Airlines, and for Westinghouse.  At Vought, in 1951, he was the Senior Experimental Pilot on the F7U Cutlass.  At Westinghouse, he became the Chief Engineering Test Pilot. He later worked for the Federal Aviation Administration, assisting in the development of a never-completed supersonic transport plane.  He subsequently returned to United Airlines as a flight instructor, until retiring to Penn Valley, California.

Griffith is one of the 2006 inductees into the Lancaster, California Aerospace Walk of Honor

John H. Griffith died October 21, 2011, at the Sierra Nevada Memorial Hospital, Grass Valley, California, from pneumonia and a dissected aorta. He was 90 years old.

References

External links

The Union - Obituary
City of Lancaster Outlook, August 2006.

1910s births
2011 deaths
Recipients of the Distinguished Flying Cross (United States)
American people of Welsh descent
American test pilots
United States Army Air Forces pilots of World War II
United States Army Air Forces officers
Recipients of the Air Medal
People from Homewood, Illinois
Purdue University School of Aeronautics and Astronautics alumni
Military personnel from Illinois
Wally Rippel. Wally E. Rippel is a long-time developer and advocate of battery electric vehicles.

Wally has a prominent role, labeled as himself, "Research Engineer, AeroVironment," in the 2006 documentary movie Who Killed the Electric Car?, including two brief scenes in the official trailer.

In 1968, as an undergraduate student, he built the Caltech electric car (a converted 1958 VW microbus) and won the Great Transcontinental Electric Car Race against MIT.

In the 1970s and 1980s, Rippel worked for the Jet Propulsion Laboratory on electric vehicle battery research, among other things.

Around 1990, Rippel joined AeroVironment and helped to design the GM Impact, later named the EV1; he had worked on the induction motor for the car before joining AeroVironment. In 2003, he was one of the participants in the mock funeral for the EV1 as GM prepared to collect the last few for crushing.

Rippel left AeroVironment in 2006 and joined Tesla Motors, where he continued his lifelong work on the battery electric car. He left Tesla in 2008.

See also
 Battery electric vehicle (BEV)
 Who Killed the Electric Car?
 Tesla Roadster (2008)

Further reading
Books that discuss Wally Rippel include:

 Bob Brant, Build Your Own Electric Vehicle,  McGraw-Hill, 1994.
 Ernest H Wakefield, History of the Electric Automobile: Hybrid Electric Vehicles, Warrendale, PA: Society of Automotive Engineers, 1998
 Michael Shnayerson, The Car That Could: The Inside Story of GM's Revolutionary Electric Vehicle, Random House, 1996.

References

California Institute of Technology alumni
American electrical engineers
Year of birth missing (living people)
Living people
Colorcoat. Colorcoat is a brand owned by steel company Tata Steel Europe, and is the name given to its pre-finished steel products which are commonly used for the building envelope.

The Colorcoat product range consists of Colorcoat Prisma, and its flagship product, Colorcoat HPS200 Ultra.

Recent efforts have been made in the UK and the Netherlands to revitalise the Colorcoat brand, which has been in existence for over 40 years, as the brand name was almost used as a generic term for pre-finished steel on the building envelope within the European construction industry .

Current research in Shotton, Wales, is aimed at making dye-sensitized solar cell Colorcoat roofs.

External links
 www.colorcoat-online.com - information on Colorcoat Products, building envelope construction, Part L Building regulations, site practice and sustainability.

British brands
AN/SPQ-11. The AN/SPQ-11 Cobra Judy was a PESA radar found on the  missile range instrumentation ship.

It was used for space tracking, ballistic missiles tracking and other instrumentation. Cobra Judy was the Airforce code name for the afloat phased-array radar that was designed with a primary mission of monitoring Soviet missile tests and which operated in conjunction with land based phased-array radar Cobra Dane and Cobra Ball aircraft.  Cobra Judy was replaced by the Cobra Judy Replacement (CJR) in April 2014.

Classification of radar systems

Under the Joint Electronics Type Designation System (JETDS), all U.S. military radar and tracking systems are assigned a unique identifying alphanumeric designation. The letters “AN” (for Army-Navy) are placed ahead of a three-letter code.
The first letter of the three-letter code denotes the type of platform hosting the electronic device, where A=Aircraft, F=Fixed (land-based), S=Ship-mounted, and T=Ground transportable.
The second letter indicates the type of equipment, where P=Radar (pulsed), Q=Sonar, and R=Radio.
The third letter indicates the function or purpose of the device, where G=Fire control, Q=Special Purpose, R=Receiving, S=Search, and T=Transmitting.

Thus, the AN/SPQ-11 represents the 11th design of an Army-Navy “Ship-mounted, Radar, Special Purpose” electronic device.

Replacement
The Cobra Judy Platform,  was taken out of service and stricken from the Naval Vessel Register March 31, 2014.  On 31 March 2014, the Cobra Judy Replacement program, aboard  reached initial operational capability (IOC). According to the Naval Sea Systems Command (NAVSEA), the U.S. Air Force also assumed operational and sustainment responsibilities for the ship. The inertial navigation system for the antenna stabilization and alignment had been provided by iMAR Navigation.

See also

, platform for Cobra King, the Cobra Judy Replacement
Cobra Dane
Cobra Ball
Cobra Eye

List of radars
List of military electronics of the United States

References

External links
FAS Intelligence Resource Program – AN/SPQ-11 Cobra Judy

Radio frequency antenna types
Sea radars
Military radars of the United States
Cobra radars
Antennas (radio)
Military electronics of the United States
Privilege revocation (computing). Privilege revocation is the act of an entity giving up some, or all of, the privileges they possess, or some authority taking those (privileged) rights away.

Information theory 
Honoring the Principle of least privilege at a granularity provided by the base system such as sandboxing of (to that point successful) attacks to an unprivileged user account helps in reliability of computing services provided by the system. As the chances of restarting such a process are better, and other services on the same machine aren't affected (or at least probably not as much as in the alternative case: i.e. a privileged process gone haywire instead).

Computer security 
In computing security privilege revocation is a measure taken by a program to protect the system against misuse of itself.

Privilege revocation is a variant of privilege separation whereby the program terminates the privileged part immediately after it has served its purpose. If a program doesn't revoke privileges, it risks the escalation of privileges.

Revocation of privileges is a technique of defensive programming.

References 
Protection Profile for Privilege-Directed Content Authoriszor Ltd, Ref: Auth_CC/PP/DES/01, Issue 1.3, 22 December 2000
LOMAC: Low Water-Mark Integrity Protection for COTS Environments by Timothy Fraser

Information theory
Computer security procedures
Keith Diefendorff. Keith Diefendorff is a computer architect and veteran in the microprocessor industry.

Diefendorff is one of the persons that has led the industry in developing RISC processors, both for embedded systems and superscalar high performance systems. He is one of the main designers of the PowerPC family of processors.

Background 
Keith Diefendorff started at Texas Instruments, designing integrated circuits processors and systems. Later Diefendorff joined Motorola and was the chief architect of a second-generation implementation of the 88000 instruction set architecture, the 88110. The 88110 was not a commercial success, and when Motorola shifted focus to creating a new RISC architecture with IBM, Diefendorff was assigned as chief architect for the PowerPC.

After his work at Motorola Diefendorff moved to NexGen as director of technical x86-strategy. Diefendorff joined AMD when NexGen was acquired by AMD.

From AMD Diefendorff then moved to Apple as architect for the AltiVec media extensions developed for the PowerPC processors used by Apple.

Keith Diefendorff has been working in the embedded processor space. First at the embedded processor IP-core company ARC International. After ARC Diefendorff moved to MIPS Technologies.

Diefendorff has also worked as processor analyst, and editor in chief (1998–2001) for the industry magazine Microprocessor Report.

References

External links 
 https://www.linkedin.com/pub/keith-diefendorff/41/bab/227
 https://www.youtube.com/watch?v=9la7398ruXQ

Year of birth missing (living people)
Living people
Computer architects
Nanoa. Nanoa is a sister genus of Pimoa, in the spider family Pimoidae, containing the single species Nanoa enana.

Etymology
Combined from Greek nanos "dwarf" and the ending -oa, which follows the other pimoid genera Pimoa and Weintrauboa. The name enana of the only species means "dwarf" in Spanish.

Description
N. enana is the smallest known pimoid species, with a total body length of only 1.5 mm.

Distribution
N. enana occurs in northern California and southern Oregon.

References

Pimoidae
Monotypic Araneomorphae genera
Spiders of the United States
1-Naphthylamine. 1-Naphthylamine is an aromatic amine derived from naphthalene. It can cause bladder cancer (transitional cell carcinoma). It crystallizes in colorless needles which melt at 50 °C. It possesses a disagreeable odor, sublimes readily, and turns brown on exposure to air.  It is the precursor to a variety of dyes.

Preparation and reactions
It can be prepared by reducing 1-nitronaphthalene with iron and hydrochloric acid followed by steam distillation. 

Oxidizing agents, such as ferric chloride, give a blue precipitate with solutions of its salts. Chromic acid converts it into 1,4-naphthoquinone. Sodium in boiling amyl alcohol
reduces the unsubstituted ring, giving tetrahydro-1-naphthylamine. This tetrahydro compound yields adipic acid when oxidized by potassium permanganate. 

At 200 °C in sulfuric acid, it converts to 1-naphthol.

Use in dyes
The sulfonic acid derivatives of 1-naphthylamine are used for the preparation of azo dye.  These compounds possess the important property of dyeing unmordanted cotton. 

An important derivative is naphthionic acid (1-aminonaphthalene-4-sulfonic acid), which is produced by heating 1-naphthylamine and sulfuric acid to 170–180 °C in the presence of crystallized oxalic acid. It forms small needles, very sparingly soluble in water. Upon treatment with the bis(diazonium) derivative of benzidine, 1-aminonaphthalene-4-sulfonic acid gives Congo red.

Safety
It is listed as one of the 13 carcinogens covered by the OSHA General Industry Standards.

See also
Used in preparation of aptiganel.

References

Naphthylamines
IARC Group 3 carcinogens
1-Naphthyl compounds
Canadian Avalanche Association. The Canadian Avalanche Association (CAA) is a non-profit organization that supports avalanche practitioners in Canada by organizing professional training courses, providing a system for information exchange and ensures that members meet the highest practise standards to secure confidence in their avalanche safety programs. Being a member of the CAA requires knowledge of evolving avalanche-related sciences, specialized technical training, and extensive operational experience. CAA members serve the public by competently evaluating avalanche hazards and managing risks to protect people and property from avalanches. CAA members may work for ski resorts, industry and transportation (such as mining, highways or railway), or public avalanche safety organizations like Avalanche Canada; helicopter, cat or ski/snowboard guiding operations; as avalanche consultants, as instructors of professional or recreational avalanche courses, researchers and more.

The CAA's mission is to ensure that its diverse membership of avalanche practitioners meets the highest standards, and adheres to best practices to secure the confidence of governments, industry and Canadians. The CAA does this by:
Protecting the public interest by ensuring members adhere to the CAA's Code of Ethics.
Representing CAA members who are professionally engaged in avalanche work in Canada.
Maintaining, monitoring and enforcing standards of education and qualifications for continued membership in the association.
Facilitating the exchange of technical information between persons engaged in avalanche safety programs. 
Supporting public avalanche awareness by acting as a resource base.
Encouraging and promoting avalanche safety research and development.
Providing professional avalanche education.
The CAA's Industry Training Program (ITP) offers training and continuing professional development courses for persons employed or seeking employment in activities where they are required to identify and/or actively manage avalanche hazards. ITP is a private, post-secondary training institution registered pursuant to the Private Post-Secondary Education Act in British Columbia, and the Private Vocational Schools Act in Alberta. Recreational avalanche skills training courses are provided by CAA members who are certified by Avalanche Canada, an organization dedicated to public avalanche safety in Canada.
The CAA is based in Revelstoke, British Columbia.

History
The Canadian Avalanche Association was formed in 1981, after personnel from avalanche safety and control operators from Parks Canada, BC Highways, heli ski operations, ski areas, mines and researchers came together late in the 1970s to share experiences and ideas about avalanche mitigation.

From 2004 until 2011, the CAA shared an Executive Director and Board of Directors with the Canadian Avalanche Centre, now Avalanche Canada.

External links 
 Canadian Avalanche Association

Non-profit organizations based in British Columbia
Avalanche safety
Forced landing. A forced landing is a landing by an aircraft made under factors outside the pilot's control, such as the failure of engines, systems, components, or weather which makes continued flight impossible. However, the term also means a landing that has been forced by interception.

A plane may be compelled to land through the use, or threat of use, of force, if it strays off course into hostile foreign territory. The Chicago Convention on International Civil Aviation contains guidance in Annex 2 on "Signals for Use in the Event of Interception": customarily for the military plane approaches the airliner from below and to the left, where the plane is easily visible from the left seat where the captain sits. The intercepting plane waggles its wings to signal the demand to be followed.

Territorial airspace is under the sovereignty of the relevant state, and their domestic law would regulate the treatment of intruding aircraft. Consequences could include:

See also
 Deadstick landing
 Hard landing

References

External links
 

Types of landing
Aviation accidents and incidents