omniomni/omni-engineering huggingface dataset:
Stanley R. Mullard. Stanley Robert Mullard (1 November 1883 – 1 September 1979) was an English industrialist who founded the Mullard electronics company.

Early life
Stanley Mullard was born in Bermondsey, London in 1883, the son of Robert Mullard. He joined the Mackey Electric Lamp Company Ltd in 1899, and became a director of the company in 1906.

Mullard joined the IEE as a student member in 1903, became a full member in 1910, and a fellow of the IEE in 1928.

In 1909, following the bankruptcy of the Mackey company, Mullard went to work first for a lamp company in Paris, and then joined the Ediswan company in Ponders End, north London, where in 1913 he was put in charge of the lamp laboratory.

During World War I, Mullard was commissioned as a captain in the Royal Naval Volunteer Reserve and served at HMS Vernon as a research engineer, helping to develop high power valves made from silica rather than glass.

Mullard Radio Valve Company
In September 1920, Mullard established the Mullard Radio Valve Company. The company moved to Hammersmith in 1921, followed by a move to Balham in 1923. Mullard ended up owning 6 factories. He said that all his money came from royalties from valves and other patents. In 1925, Mullard sold half the shares in the Mullard company to Philips, with the remainder of the company being acquired by Philips in 1927. Mullard remained as managing director of the Mullard company until his resignation in 1930.
During the general strike, workers in his Lancashire factory either walked or rode to work. None struck. Mullard was noted for spending a great deal of his working time on the factory floors, garnering information from his workers about improving methods of production. If workers were not performing well, they would receive two weeks' holiday pay, and be expected to perform upon return. More senior management were given four weeks' leave of absence.

References

Oxford Dictionary of National Biography: Mullard, Stanley Robert by Rowland F. Pocock
The Setmakers: by Keith Geddes and Gordon Bussey 
Daily Telegraph (3 September 1979)

1883 births
1979 deaths
People from Bermondsey
English electrical engineers
Royal Navy captains
Royal Navy officers of World War I
20th-century English businesspeople
TILE64. TILE64 is a VLIW ISA multicore processor  manufactured by Tilera.  It consists of a mesh network of 64 "tiles", where each tile houses a general purpose processor, cache, and a non-blocking router, which the tile uses to communicate with the other tiles on the processor.

The short-pipeline, in-order, three-issue cores implement a MIPS-inspired VLIW instruction set.  Each core has a register file and three functional units: two integer arithmetic logic units and a load–store unit. Each of the cores ("tile") has its own L1 and L2 caches plus an overall virtual L3 cache which is an aggregate of all the L2 caches. A core is able to run a full operating system on its own or multiple cores can be used to run a symmetrical multi-processing operating system.

TILE64 has four DDR2 controllers, two 10-gigabit Ethernet interfaces, two four-lane PCIe interfaces, and a "flexible" input/output interface, which can be software-configured to handle a number of protocols.  The processor is fabricated using a 90 nm process and runs at speeds of 600 to 900 MHz.

According to CTO and co-founder Anant Agarwal, Tilera will target the chip at networking equipment and digital video markets where the demands for computing processing are high.

Support for the TILE64 architecture was added to Linux kernel version 2.6.36 but was dropped in kernel version 4.16. A non-official LLVM back-end for Tilera exists.

References

External links
 Tilera website
 MIT startup raises multicore bar with new 64-core CPU
 

Manycore processors
Very long instruction word computing
Computer-related introductions in 2007
Clerget 9B. The Clerget 9B is a nine-cylinder rotary aircraft engine of the World War I era designed by Pierre Clerget. Manufactured in both France and Great Britain (Gwynnes Limited), it was used on such aircraft as the Sopwith Camel. The Clerget 9Bf was an increased stroke version.

Variants
Clerget 9B
(1913) 130 hp (97 kW). 1,300 produced by Ruston Proctor & Co Ltd of Lincoln
Clerget 9Bf
(1915) 140 hp (104 kW). Extended stroke 172 mm (6.75 in) version, increasing capacity to  17.5 L (1,066.5 cu in). 1,750 produced by Gwynnes Limited and 600 produced by Ruston Proctor.

Applications

Clerget 9B

Armstrong Whitworth F.K.10
Avro 504
Avro 531
Bristol M.1
Cierva C.6
Cierva C.8
Fairey Hamble Baby
FBA Type C
Nieuport 12
Nieuport 17bis
Sopwith Baby
Sopwith Camel
Sopwith Scooter
Sopwith Triplane
Sopwith 1½ Strutter

Clerget 9Bf
Sopwith Camel

Engines on display 
A preserved Clerget 9B engine is on public display at the Fleet Air Arm Museum, RNAS Yeovilton.
A Clerget 9Bf engine is on display at the Powerhouse Museum, Sydney.
 A Clerget 9B is on display at the Pima Air & Space Museum in Arizona.

Operational (Airworthy) Rotary Engines
The Shuttleworth Collection based at Old Warden Aerodrome, UK, operate an airworthy late production Sopwith Triplane (G-BOCK) fitted with an original 9B as well as an airworthy late production Sopwith Camel (G-BZSC) fitted with an original long-stroke 9Bf. These aircraft can be seen displaying at home air displays through the summer months.

Specifications (Clerget 9B)

See also

References

Notes

Bibliography
 Gunston, Bill. World Encyclopaedia of Aero Engines. Cambridge, England. Patrick Stephens Limited, 1989. 
 Lumsden, Alec. British Piston Engines and their Aircraft. Marlborough, Wiltshire: Airlife Publishing, 2003. .

Air-cooled aircraft piston engines
1910s aircraft piston engines
9B
Rotary aircraft piston engines
Discovering Dengue Drugs – Together. Discovering Dengue Drugs – Together (DDDT) was a World Community Grid project launched in 2007 sponsored by scientists at the University of Texas Medical Branch at Galveston and the University of Chicago. Its goal was to identify new antiviral drugs effective against viruses from the family Flaviviridae. The project closed in 2015.

Like all World Community Grid projects, Discovering Dengue Drugs – Together used a computational grid made up of thousands of client computers belonging to independent volunteers, in conjunction with servers that distribute portions of the work to the clients.


Phase 1
The first phase of the project launched on August 21, 2007 and used AutoDock 2007 (the same software used for FightAIDS@Home) to test how well antiviral drug candidates are predicted to bind to the target virus's proteases. The specific viruses targeted by the project were:
 Dengue virus
 Hepatitis C virus
 West Nile virus
 Yellow fever virus
Compounds predicted to bind strongly (protease inhibitors) were identified as potential antiviral drug candidates. Around 2.2 million compounds were examined in Phase 1, with around 20,000 of the best scoring compounds being passed to the second phase of the project.

In 2008, the project was temporarily suspended because of Hurricane Ike. Processing resumed in January 2009, with the server function transferred from the University of Texas Medical Branch in Galveston to the Texas Advanced Computing Center in Austin. Phase 1 ended in August 2009.

Phase 2
The second phase of the project was designed to reduce the number of false positive predictions made during Phase 1, using the CHARMM software package to predict how tightly small drug-like molecules bind to the different flavivirus proteases.

Drug candidates that make it through Phase 2 were lab-tested, and in 2014, a novel small-molecule inhibitor of dengue virus protease was announced. Phase 2 of the project was closed in March 2015.

References 

Dengue fever
Volunteer computing projects
J. E. Gordon. James Edward Gordon (9 August 1913–26 June 1998) was a materials scientist and biomechanical engineer who is considered to be one of the founders of materials science and biomechanics. He was a professor of materials science at the University of Reading, and authored three books on structures and materials, which have been translated in many languages and are still widely used in schools and universities.

Biography

Gordon was born in 1913 in Kendal, Cumbria. He worked for a time in the Clyde shipyards, and graduated with a degree in naval architecture from the University of Glasgow. During World War II, he served in the Home Guard whilst also working at the Royal Aircraft Establishment (RAE) where he studied composite materials, wooden aircraft, plastics and new materials of many types. He designed the rescue dinghies for most bomber aircraft used by British forces in the war, and studied the strength and behaviour of reinforcement fibres made of glass, carbon, boron and other materials.

After the war he worked at Tube Investments (TI) at the Group Research Laboratory, Hinxton Hall, near Cambridge. From 1962 he was head of a new branch at the Explosives Research and Development Establishment (ERDE), Waltham Abbey dealing with completely new structural materials. Some of his discoveries are still applied in the construction of fibre-reinforced parts for aircraft and rockets.

In 1968, Gordon was appointed as Professor of Materials Technology at the University of Reading, where he collaborated with Dr John Landels to provide a joint degree in Classics and Engineering. The annual Gordon Lecture at the University of Reading is named for him.

Gordon was an Industrial Fellow Commoner at the University of Cambridge, where the Gordon Laboratory, opened in 1999, is named in his honour.

Titles and awards

Industrial Fellow Commoner at Churchill College, Cambridge.
Professor of Materials Technology at the University of Reading.
British Silver Medal of the Royal Aeronautical Society
Griffith Medal of the Materials Science Club

Works
The New Science of Strong Materials or Why You Don't Fall Through the Floor - Pelican Books, 1968 - 
Structures: Or Why Things Don't Fall Down - Pelican Books, 1978 - 
The Science of Structures and Materials - Scientific American Library, 1988 -

References

External links
 J.E.Gordon's profile on Penguin site.
 Jeronimedis & Gordon's work with wood toughness
 Introduction, by Philip Ball, from J.E. Gordon's "The New Science of Strong Materials"

British materials scientists
1998 deaths
1913 births
Alumni of the University of Glasgow
Energy neutral design. An Energy Neutral Design is a Design of any type (Website, Multi-media, Architecture, Art, Music, Entertainment, etc.) that has the environment and low energy consumption practices in mind during all stages of planning and production.

Energy neutral design can also refer to environmentally powered electronics, where devices absorb or harvest energy from their immediate surroundings (ex. light, heat, radio waves, motion) and transform it to the electricity they require for their operation.  One example of this is the batteryless radio. Research specifically in Wireless Sensor Networks (WSNs) and Internet of Things (IoT) devices targets energy neutral design by taking miniature technologies and using ideas like data compression and non-continuous data transmission to reduce energy consumption.

Examples
Zero-energy building
Energy efficiency in British housing
Carbon footprint
Low-carbon economy
Live Earth
Reverb

See also
 Energy Portal

References

Energy conservation
Design
Jiangxi Copper. Jiangxi Copper () () is the largest copper producer in Mainland China. Its operations include copper mining, milling, smelting and refining to produce copper-related products, including pyrite concentrates, sulfuric acid and electrolytic gold and silver. Its chairman is Mr.Zheng Gaoqing and its headquarters is at Nanchang, Jiangxi, China.

The company manufactures 340,000 tons of copper annually from its mines, which include the Dexing and Yongping pits and the Wushan, Jiangxi, underground mine.

Jiangxi Copper is also engaged in the production, processing and sale of copper cathodes, copper rods and wires and other related products. The company also provides precious metals such as gold and silver; chemical products such as sulfuric acid and sulfur ore concentrate; as well as rare metals and minerals such as molybdenum, selenium, rhenium, tellurium and bismuth.

Jiangxi Copper is also involved in the exploration and exploitation of copper, gold, silver, lead and zinc, as well as the provision of financial services.

Jiangxi Copper distributes its products in domestic markets, and exports to Hong Kong, Taiwan, Australia and Thailand, among others.

During the year 2008, Jiangxi Copper increased approximately 6.09 million metric tons of copper, 145 metric tons of gold and 1,700 metric tons of silver in reserve.

It owns a copper smelter and refinery, and its majority-owned Jiangxi Copper Products subsidiary manufactures copper rods and wires. Other operations include gold and silver production. Jiangxi Copper Company Limited was formed by parent Jiangxi Copper Corporation, which is owned by the Chinese government, in 1997. Jiangxi Copper Corporation owns 48% of Jiangxi Copper Company Limited.

Officers and directors
Ziping Long: Chairman of the Board
Zheng Gaoqing: Chief Executive Officer
Chengjiu Gan: Chief Financial Officer
Qifang Pan: General Manager, JCC Hong Kong
Dazhao Tong: Secretary of the Board (Hong Kong)
Jianmin Gao: Executive Director
Qing Liang: Executive Director
Chiwei Wang: Deputy General Manager
Jianghao Liu: Chief Engineer

References

External links 
www.jxcc.com (official website)

Companies formerly in the Hang Seng China Enterprises Index
Companies listed on the Shanghai Stock Exchange
Non-renewable resource companies established in 1979
Government-owned companies of China
Copper mining companies of China
Metal companies of China
Companies based in Jiangxi
Chinese companies established in 1979
1979 establishments in China
Savoia-Marchetti SM.105. The Savoia-Marchetti SM.105 was a projected Italian four-engine military and civil transport aircraft of the post-World War II period.

Design
The SM.105 was initially designed as an improved version of the SM.104, but following the release of concepts of the Fairchild XC-120 and Miles M.68, the SM.105 was redesigned with a detachable cargo section with a capacity of 64 m3 (2,260 ft3). The cockpit was above the cargo bay. There were large doors both forward and aft. The useful load comprised eight horses and four assistants, or two cars. A civil version had 40 seats and a bar, with a fully glassed nose to "assure an uncommon view".

The most unusual feature of the aircraft was the detachable central fuselage, leaving the cockpit in the middle of the wing, similar to the CH-54 Tarhe helicopter of the 1960s. However conditions in 1947 were not favourable to this new project.

Specifications (SM.105 estimated)

References
 Lembo, Daniele, I bifusoliera della Regia, Storia militare magazine, Westward editions, n.11, April–May 2000 

SM.105
1940s Italian military transport aircraft
Abandoned military aircraft projects of Italy
Modular aircraft
Savoia-Marchetti heavy fighter prototypes. Savoia-Marchetti heavy fighter prototypes were Italian twin-engined heavy fighter prototypes of World War II. All featured a dual-fuselage structure and used German Daimler-Benz engines. 

It may refer to:

 Savoia-Marchetti SM.88
 Savoia-Marchetti SM.91
 Savoia-Marchetti SM.92

Savoia-Marchetti aircraft
Savoia-Marchetti SM.88. The Savoia-Marchetti SM.88, was an Italian twin-engined, three-seat, heavy fighter prototype of World War II, featuring a twin-boom structure, and powered by German Daimler-Benz DB 601 engines.

The SM.88, intended for export, was a land-based, multi-role heavy fighter regarded as an advanced combat aircraft at the time of its debut in 1939. Though Savoia had already developed a similar twin-boom aircraft, (the S.55) the layout was regarded as a new concept for Italian aircraft industries.

The crew of three, two pilots and a rear gunner, were housed in a fully glazed ejectable crew nacelle located in the middle of the centre wing panel, behind the two Daimler-Benz DB 601 engines. The tail had two vertical rudders with a single horizontal surface between. The retractable landing gear consisted of four wheels, two in the front fuselage and one on the tail-end of each boom. The structure was a wooden frame covered with a metal skin.

When the aircraft bombed a target, the pilot took on the role of bombardier, lying on the floor of the fuselage to sight the bombs, while the co-pilot flew the aircraft. The rear defensive gun was encased in a flexible plastic enclosure in the crew nacelle while two more 12.7 mm Breda-SAFAT heavy machine guns were mounted in the wings.

With the advent of World War II, the Germans denied permission to export the DB 601 engine to Italy, effectively leaving the SM.88 without powerplants. The Regia Aeronautica declined to order the aircraft due to the similar performance of the Messerschmitt Bf 110, which was already proven as reliable, in production and had better armament.

In 1942 the Regia Aeronautica requested a redesign of the aircraft into a fast reconnaissance aircraft or bomber. They requested a range of 2,000 km (1,240 mi) with auxiliary tanks, or 1,500 km (930 mi) with 500 kg (1,100 lb) bombload (with an effective radius of 750 km (465 mi)). Savoia-Marchetti would design the SM.91 and the SM.92 in response, both largely inspired by the SM.88.

Specifications (SM.88)

See also

References
 Lembo, Daniele, I bifusoliera della Regia, Storia militare magazine, Westward editions, n.11, April–May 2000

External links
 Might Have Beens: Italian Twin-Engined Fighters, 1943 – worldatwar.net

sm.088
Abandoned military aircraft projects of Italy
Savoia-Marchetti SM.088
Mid-wing aircraft
Aircraft first flown in 1939
1930s Italian fighter aircraft
Twin piston-engined tractor aircraft
Savoia-Marchetti SM.91. The Savoia-Marchetti SM.91 was a two-seat, twin-engined, Italian heavy fighter prototype, designed to compete in a 1942 revision to a long-range fighter-bomber contract offered by the Regia Aeronautica to Italian aircraft companies in 1938. The original 1938 specification yielded the Savoia-Marchetti SM.88, which the SM.91 was largely based on.

Design and development
In July 1942, the Regia Aeronautica requested designs for a new aircraft, propelled by the German DB 605 engine, capable of flying at 620 km/h (385 mph) with a range of . The armament should consist of six MG 151 cannons in the nose and wings and a 12.7 mm Breda-SAFAT machine gun as a defensive weapon. It should have an  bomb load. At that point, the request for a long-range fighter killed the SM.88, still in development, and the SM.91, a larger, heavier and more modern design, was authorized.

The fuselage and the wings were all-metal, to achieve the best performance regardless of cost. The central nacelle held the crew of two, and the wings and tail were similar to the SM.88. Fuel capacity was 1,600 L, but with auxiliary tanks could be raised to 1,800 L. It is unknown if it was capable of a range of .

The two DB 605 engines gave a total of 2,950 hp. The aircraft's maximum speed at 585 km/h (363 mph) was better than the SM.88. There were three 20 mm MG 151s in the nose. Two more were mounted in the wings, close to the fuselage. Another machine gun was provided for the rear gunner. Total bomb load was  or a torpedo.

The prototype, designated MM.530, flew for the first time on 11 March 1943, tested by Aldo Moggi. There were two prototypes, the second a modified SM.88 prototype.

The machine flew at Vergiate and logged 27 hours in the next few months. It was advanced, but was not entered into the official tests at Guidonia, perhaps because it was still undergoing testing. The first prototype was captured and sent to Germany in October 1943, after which it vanished and is presumed destroyed. The second prototype, in an incomplete state, was captured by the Germans when they occupied northern Italy in September 1943. This aircraft was tested on 10 July 1944, but was destroyed by Allied bombers later in the year.

Specifications (SM.91)

See also

References

 Lembo, Daniele, I bifusoliera della Regia, Storia militare magazine, Westward editions, n.11, April–May 2000

External links

 Might Have Beens: Italian Twin-Engined Fighters, 1943 – worldatwar.net

sm.091
Abandoned military aircraft projects of Italy
Savoia-Marchetti SM.91
Low-wing aircraft
Aircraft first flown in 1943
1940s Italian fighter aircraft
Twin piston-engined tractor aircraft
Savoia-Marchetti SM.92. The Savoia-Marchetti SM.92 was an Italian heavy fighter/bomber of World War II based on the Savoia-Marchetti SM.88. The SM.92 did away with the mid-wing crew nacelle. The crew of two sat in the left fuselage only. Two DB 605 engines were fitted.

Armament consisted of three 20 mm MG 151 cannon, two in the mid-wing and one in the right fuselage, and five 12.7 mm machine guns, two under each engine , and one remotely controlled in the tail. A bombload of up to 2,000 kg (4,400 lb) could be carried under the inner wing, and 160 kg (350 lb) bombs were carried under the outer wings.

During development the maximum speed was increased, but it still did not meet requirements. It had a complex and advanced structure which contributed to difficulties in producing a working prototype. The prototype MM.531 flew for the first time in October 1943 and logged over 21 hours of flight time.

In March 1944 it was mistaken for a P-38 Lightning and attacked by a Macchi C.205. The aircraft survived by performing evasive manoeuvres, but it was so badly damaged that it was grounded for months. The SM.92 was destroyed by Allied bombing in 1944.

Specifications (SM.92)

References

 Lembo, Daniele, I bifusoliera della Regia, Storia militare magazine, Westward editions, n.11, April–May 2000

External links

 SM.91 & SM.92

sm.092
Abandoned military aircraft projects of Italy
Savoia-Marchetti SM.92
Aircraft first flown in 1943
Mid-wing aircraft
1940s Italian fighter aircraft
Twin piston-engined tractor aircraft
Twin-tail aircraft
Aircraft with retractable conventional landing gear
Ted R. Smith. Ted R. Smith (1906–1976) was an American aircraft designer. He worked for the Douglas Aircraft Company, Aero Design and Engineering Company, and Rockwell Standard Corporation. In 40 years, his designs included the Douglas A-26 Invader (under the direction of Ed Heinemann), and the first all metal small twin engine business aircraft for Aero Commander, a company that he helped to start. The Aero Commander line included one of the first twin engined business jets, the Jet Commander. In the 1960s, he designed and manufactured the Aerostar line, under his own name. The Aerostar was later built by Piper Aircraft, as the Piper Aerostar.

Smith was born in Oroville, California. His family later moved to Oakland, California, in 1916, where he graduated Oakland Technical High School in 1925 and soon developed his first aircraft, a tube and fabric glider. In 1929, Smith graduated from the Boeing School of Aeronautics. In 1935, Smith started his career at Douglas as a tool designer that would lead him to work on the B-18, B-23, and finally lead engineer on the A-20 project supervising 500 employees before leaving to form his own company.

References

External links
Ted R. Smith – Aerostar Designer
Stars and Commanders
"Ted Smith Has Done It Again", December 1966
Ted Smith, Oakland Tech Centennial
Ted Smith's Dream, AOPA News

1906 births
1976 deaths
Aviation inventors
Businesspeople in aviation
People from Oroville, California
Oakland Technical High School alumni