omniomni/omni-engineering huggingface dataset:
SNCF Class BB 30000. The SNCF Class BB 30000 electric locomotives were built by Fives-Lille, CEM and MTE in 1961.  They were the tri-current version of BB 9400 "Vespa" locomotives, of which they were closely derived, and inherited much of the knowledge of the experiences of BB 20004.

History 
With electrification of the mayor European axes pending in the late-1950s, SNCF engineers dreamed of a locomotive type which could operate of all 4 major European currents: 1.5 kV DC, 3 kV DC,  and .  Unfortunately, the technology to develop such kinds of locomotives wasn't advanced enough at that time.  Therefore, the engineers stuck to the idea of realizing a reliable series of dual-voltage locomotive first.

But, with the electrification of the Paris-Brussels line pending, the engineers wanted to modify the locomotives so that they also could operate of the Belgian 3 kV DC.  As the locomotive had still primitive DC motors, this could be done by connecting them together in series or series-parallel.

In 1961 the 2 locomotives were delivered as BB 26001 and BB 26002 and closely resembled to their DC counterparts BB 9400, but had also some differences: they had already double lights (one couple for white, one couple for red) instead of a single couple on BB 9400/BB 16000 series and their pantographs were inverted.

Career 
BB 26002 pulled the very first commercial train on the fully electrified Paris-Brussels line on 9 September 1963.  For the first 4 years the locomotives operated in pool with the Belgian HLE 15 locomotives but after the arrival of the stronger CC 40100 series, they pulled the lighter trains between Paris and Belgium due to their low power.  They were also renumbered in BB 30001 and BB 30002 in 1963. BB 30002 was retired in 1970 after it was damaged by a fire, BB 30001 followed in 1974.

References 
 

30000
B-B locomotives
Standard gauge electric locomotives of France
Railway locomotives introduced in 1961
Multi-system locomotives
Passenger locomotives
Canfield joint. The Canfield joint is a pointing mechanism that allows for full hemispherical motion from whatever connects to it.  Essentially it is a 3 degree of freedom derivative of the Stewart platform, which has 6 degrees of freedom. Invented by Stephen Canfield of Tennessee Tech University, this joint was developed specifically for spacecraft thrusters and solar panels. Its gimbal mount simplifies the roll program performed when the Space Shuttle launches and allows for greater overall manoeuvrability from the reaction control system. Unlike other joints, which can only transmit rotational motion up to a constant 70° (not 0° to 70°), this joint can transmit rotary motion from 0° and in increments one 1° to 90°. This joint also has higher stability due to its unique cage-like design.
    
When applied to solar panels, the Canfield joint tracks the Sun more of the time and will not tangle the power cords attached to them. This is especially valuable to space flight when the spacecraft is performing complicated manoeuvres. Its application was expected to be incorporated into the now-defunct Constellation Program as a key element.

Advantages over fixed thrusters
 Fewer parts resulting in fewer mechanical failures and less weight
 Twelve fewer thrusters
 Simplifies movement for roll maneuver
 Allows greater maneuverability

References

Spacecraft components
Mechanisms (engineering)
Opernturm. OpernTurm (Opera Tower) is a 43-storey  skyscraper in the Westend-Süd district of Frankfurt, Germany. The property is situated opposite Alte Oper on the corner of Bockenheimer Landstraße and Bockenheimer Anlage. The building was designed by Christoph Mäckler. The project developer was Tishman Speyer, a US firm that previously built the Sony Center in Berlin and the Messeturm in Frankfurt.

Design 
The Opernturm consists of a 42-storey,  tower, a 7-storey,  podium building facing towards Alte Oper. Access is through an  high lobby. The yellow-beige stone cladding of the facades was designed to fit in with the existing buildings surrounding Opernplatz. Designed to consume 23 percent less energy than stipulated by Germany's 2007 EnEV Energy Regulation, the Opernturm was one of the first office buildings in Europe to be certified to the Leadership in Energy and Environmental Design (LEED) Gold standard.

The site was occupied by one of Frankfurt's first high-rise buildings, the  Zürich-Haus built in 1962. In 1998 the owner of the building, Zürich Versicherung, commissioned Christoph Mäckler's firm to design a new building that would be  taller in order to maximize land use. When the initially proposed building was felt to be rather bulky, Zürich Versicherung suggested to the local government to build the new tower up to a height of  and to compensate for the added height by making available company-owned land to extend the adjacent Rothschildpark down to Bockenheimer Landstrasse. The local government eventually agreed but Zürich Versicherung did not go ahead with the development and sold the empty site - the old tower was demolished in 2002 - to project developer Tishman Speyer in July 2004.

Civil engineering works started in late 2006 with the removal of the former underground garage of Zürich-Haus. The groundbreaking for the development of OpernTurm took place on 22 January 2007.

The completion of Opernturm in late 2009 added another landmark to the city's much photographed skyline, with its elegant silhouette and the natural stone façade setting it apart from the glass towers dominating the cityscape. The adjoining Rothschildpark has been extended by  and redesigned in the style of an English garden.

Tenants 
In November 2009, the retailer Manufactum was the first tenant to move into the podium building. The building's anchor tenant, occupying , is the European headquarters offices of the UBS Group AG.

Leading multinational legal services Allen & Overy, Ashurst, Morgan, Lewis & Bockius and Reed Smith LLP and the world's largest asset manager BlackRock are occupying several floors of the tower.

Skyscrapers in Frankfurt

See also
 List of tallest buildings in Frankfurt
 List of tallest buildings in Germany
 List of tallest buildings in Europe

References

External links 

Tishman Speyer – OpernTurm 
OpernTurm - official Website

Office buildings completed in 2009
Skyscraper office buildings in Frankfurt
Bankenviertel
438th Air Expeditionary Advisory Group. The United States Air Force's 438th Air Expeditionary Advisory Group (438 AEAG) is USAF training group that was assigned to the 438th Air Expeditionary Wing of USAFCENT and was stationed at Kabul Airport, Afghanistan.

The 438th Air Expeditionary Group stood up on in November 2008 at Kabul Airport, Afghanistan to train fixed and rotary wing aircrew and maintenance.

History

Global War On Terrorism
The 438th Air Expeditionary Group was activated as part of the Global War On Terror in 2008.

Lineage
 Constituted as the 438th Air Expeditionary Advisory Group on 23 October 2008
 Activated on 1 November 2008

Assignments
 438th Air Expeditionary Wing, 2008–present

Components
 438th Air Expeditionary Advisory Squadron - renamed 311th Air Expeditionary Advisory Squadron, February 2016, to follow in the traditions of No. 311 (Czech) Squadron RAF under Czech Air Force command. The 311 Squadron was disbanded in February 2019.
 439th Air Expeditionary Advisory Squadron
 440th Air Expeditionary Advisory Squadron
 538th Air Expeditionary Advisory Squadron
 738th Air Expeditionary Advisory Squadron
 Detachment 1 (Jalalabad)
 Detachment 3 (Mazar-e-Shariff)

Stations
 Kabul Airport, Afghanistan, 1 November 2008 – 2021

Aircraft
 Mil Mi-17 Hip, Present
 Mil Mi-35 Hind, Present
 C-27A, Present

References

Air expeditionary groups of the United States Air Force
Military units and formations established in 2008
Military advisory groups
Steam Wheel Tank. The Steam Wheel Tank was a U.S.-produced, prototype armoured fighting vehicle built by the Holt Manufacturing Company (now Caterpillar Inc.). Developed sometime between late 1916 and early 1917, it was the third tank to be designed in the U.S. The prototype was completed in February 1918 and was evaluated between March and May 1918 at Aberdeen Proving Ground. It performed poorly and was not developed further.

Design
Although it is often assumed that the vehicle was a tadpole configuration (with two driving wheels at the front), a senior Holt executive and the Aberdeen Proving Ground's report state that it was a delta configuration (with the large wheels at the rear), and that the vehicle drove like a conventional agricultural tractor.

The two driving wheels were  in diameter with  treads, and a  diameter roller, used for steering, was sited at the front. The rear wheels were made from pressed-steel sheet, the same as those used on Holt agricultural machinery of the period. A small plate was attached to the roller to assist in crossing trenches. Each rear wheel was driven by a Doble two-cylinder  steam engine and a Doble kerosene-fired boiler.

The vehicle's armament comprised 2 6-pounder (57 mm) cannons, mounted in sponsons, and two machine guns. Its riveted armour plating was between six and fifteen millimetres thick.

See also
 Steam powered tracked tank

References

Crismon, F.W. (1992) U.S. Military Tracked Vehicles. Motorbooks International
Automotive Historical Records: Volume III, Tanks and Combat Cars, (Automotive Division, Aberdeen Proving Ground, Maryland 1945)

External links

United States Heavy Tanks

World War I tanks of the United States
Abandoned military projects of the United States
History of the tank
Steam road vehicles
Trial and research tanks of the United States
Water microphone. A water microphone or water transmitter is based on Ohm's law that current in a wire varies inversely with the resistance of the circuit. The sound waves from a human voice cause a diaphragm to vibrate which causes a needle or rod to vibrate up and down in water that has been made conductive by a small amount of acid. As the needle or rod vibrates up and down in the water, the resistance of the water fluctuates which causes alternating current in the circuit. For this to work, the resistance of the water must vary substantially over the short distance the needle or rod vibrates. Acidulated water works well because only a small amount of acid is added. If one millimeter of acidulated water has a resistance of 100 ohms, two millimeters would have 200 ohms which would produce enough alternating current to transmit audio signals in thousands of feet of wire. Mercury will not work because the resistance of one millimeter of mercury is less than a tenth of an ohm and vibration of a needle in mercury would produce negligible alternating current.

Elisha Gray reasoned that a metal rod vibrating up and down in acidulated water would alternately lengthen and shorten the small distance between the bottom end of the rod and a metal plate at the bottom of the glass container holding the water. This is the invention described in Gray's caveat. When Alexander Bell's lawyer heard that Gray had described a vibrating rod in a liquid to vary the resistance, he added a claim for variable resistance in a draft of Bell's unfiled patent application and added an additional seven sentences that mentioned mercury as the liquid. The lawyer knew that Bell had experimented with a wire dipped in mercury to provide a flexible electrical switch.

On March 10, 1876, when Bell and Watson tested their first successful water transmitter, Bell used a needle in the water to minimize the inertial mass moved by the diaphragm and relied on variable resistance in the meniscus of the water on the needle. The depth of the needle made little difference.

Other minor variations and improvements were made to the liquid microphone by Majoranna, Chambers, Vanni, Sykes, and Elisha Gray.

Although the water microphone was commercially impractical, the variable resistance feature inspired Thomas Edison to experiment with dry carbon (graphite and amorphous) to provide the variable resistance. The Edison transmitter with later improvements was used for more than 60 years.

See also
 Microphone
 Hydrophone
 Invention of the telephone

References

 
 Bruce, Robert V., Alexander Graham Bell and the Conquest of Solitude, pages 177-185, Cornell Univ Press, (1973) 
 Evenson, A. Edward (2000), The Telephone Patent Conspiracy of 1876: The Elisha Gray - Alexander Bell Controversy, McFarland, North Carolina, 2000.

External links
 Elisha Gray's telephone caveat drawing
 Bell's earlier patent 161,739 (not telephone)

History of the telephone
Control Engineering (magazine). Control Engineering (CtE) () is a trade publication and web site owned by CFE Media serving the global control, instrumentation, and automation marketplace.

Established in 1954 by Technical Publishing Company, a division of Dun-Donnelley Publishing Corporation, a Dun & Bradstreet Corp. company, Control Engineering  is published monthly. Common topics presented through news, product listings, feature articles, case studies and opinion, included controllers (PLCS & PACs), motors and drives, safety (machine and process), system integration (software, hardware, power supplies, components), control software (including HMI, SCADA and MES), process control, discrete control, industrial networks (fieldbus, Ethernet and wireless), sensors, robotics, I/O, and sustainable/green engineering.

Control Engineering published six other editions.

As of June 2008, total BPA audited circulation was 87,000 subscribers.

Cahners Publishing, a predecessor of Reed Business Information, acquired Technical Publishing in 1986. In April 2010, former owner Reed Business Information announced the magazine's closure; later that month, Control Engineering, Consulting-Specifying Engineer and Plant Engineering were acquired by a new company, CFE Media.

Control Engineering Magazine is available in paper, digital, and online versions.  The monthly online version contains several blogs that focus on a variety of topics in the world of automation and control.

One of the blogs is written by former DARPA Grand Challenge team leader Paul Grayson.  He writes about an eclectic assortment of people, parts, and products that people interested in the progress of autonomous vehicles might find interesting. Grayson is also a strong supporter of efforts to improve STEM education in the USA and has started a 4-H technology club in his neighbourhood.  His adventures working with the next generation of engineers and scientists provide and interesting perspective and sometimes surprises which he reports in the blog.

References 

Verified Audit

1954 establishments in Illinois
Business magazines published in the United States
Monthly magazines published in the United States
Engineering magazines
Magazines established in 1954
Professional and trade magazines
Magazines published in Illinois
Bristol Bullfinch. The Bristol Bullfinch was an experimental British military aircraft first flown in 1922. Variants were built as both parasol wing monoplanes and biplanes, but both versions proved unsuccessful, and only the three prototypes were built.

Development
The Bullfinch was designed by Frank Barnwell, chief designer of the Bristol Aeroplane Company, as a parasol-wing monoplane single-seat fighter, which was convertible to a two-seat biplane, thus meeting the requirements of the Royal Air Force for both a single-seat interceptor fighter and a two-seat reconnaissance-fighter. The potential cost savings associated with this concept, which was planned to be powered by the Jupiter engine, the rights to which Bristol had just acquired from the bankrupt Cosmos Engineering, interested the Air Ministry, who wrote a specification (Specification 2/21) around Barnwell's proposed design, and ordered three prototypes in June 1921.

The Bullfinch monoplane, or Type 52 Bullfinch Mk I, was a cantilever parasol monoplane with a welded steel tube fuselage. The wing was in two halves, joined at the aircraft centreline, with each half tapering from maximum thickness at half span to both the wing root and tips. The wing was wooden on the prototypes, but was planned to be of metal construction for any subsequent production aircraft. To produce the two-seat fighter-reconnaissance version, the Type 53 Bullfinch Mk II, an extra fuselage bay was added aft of the pilot containing a cockpit for the observer, and a cantilever bottom wing attached which compensated for the shift in centre of gravity resulting from the weight of the observer and the lengthened fuselage.

The first prototype, a Type 52 monoplane, flew on 6 November 1922, with the second prototype, also a monoplane, flying in May 1923. After first flying as a monoplane, the third prototype was converted to the biplane configuration, flying in that configuration on 17 March 1924. While the single-seater demonstrated reasonable performance, the two-seater was overweight, and proved incapable of carrying the required military load. No further production occurred.

Variants
Type 52 Bullfinch Mk I
Single-seat parasol monoplane. Two built.

Type 53 Bullfinch Mk II
Two-seat biplane derivative. One built

Operators

Royal Air Force

Specifications (Bullfinch I)

References

External links

 The Transport Archive, Bullfinch I Monoplane
 The Transport Archive, Bullfinch II Biplane

1920s British fighter aircraft
1920s British military reconnaissance aircraft
Bullfinch
Cancelled military aircraft projects of the United Kingdom
Parasol-wing aircraft
Biplanes
Single-engined tractor aircraft
Aircraft first flown in 1922
Rachna College of Engineering & Technology. The Rachna College of Engineering and Technology (RCET) is a constituent college of University of Engineering and Technology, Lahore.

History
Realizing the urgent need for technological and engineering education in the region, Government of the Punjab decided to set up an engineering college in 2002 by pooling together the resources of the government and regional industries. On 15 January 2003, the college was inaugurated by then Governor of the Punjab Khalid Maqbool. Previously, it was affiliated with the University of Engineering and Technology, Lahore. In 2006, its status was upgraded from affiliated college to constituent college.

Departments
The college consists of the following departments:

 Department of Electrical Engineering
 Department of Mechanical Engineering
 Department of Industrial and Manufacturing Engineering
 Department of Computer Science
 Department of Natural Sciences and Humanities

Degree programs
The college offers the following degree programs:

BSc Electrical Engineering
BSc Mechanical Engineering
BSc Industrial and Manufacturing Engineering
BSc (Hons) Computer Science

See also 
UET KSK Campus
UET Faisalabad Campus

References

External links
 RCET official website
 UET Lahore official website

University of Engineering and Technology, Lahore
Engineering universities and colleges in Pakistan
Educational institutions established in 2003
2003 establishments in Pakistan
Shock and Vibration Information Analysis Center. The Shock and Vibration Information Analysis Center (SAVIAC) is a U.S. Government organization established by the U.S. Navy Office of Naval Research on 20 December 1946.  SAVIAC's purpose is to promulgate information on the transient and vibratory response of structures and materials.  This broad field includes such technical areas as the testing, analysis and design of structural or mechanical systems subjected to dynamic conditions and loading such as vibration, blast, impact, and shock for various agencies in the U. S. Government including NASA, the Department of Energy (DOE), and the Department of Defense (DOD).  The organization sponsored the professional journal Shock and Vibration Journal and currently sponsors and publishes the professional journal Journal of Critical Technology in Shock and Vibration.  SAVIAC also sponsored and published a series of monograms addressing different aspects of shock and vibration.  In 2012 SAVIAC became inactive as a result of new Department of Defense cost-cutting regulations limiting DoD sponsorship and participation of conferences and workshops.  SAVIAC has been succeeded by an industrially-funded and managed "Shock and Vibration Exchange" SAVE.

SAVIAC assembled and promoted a yearly symposium. The annual Shock and Vibration Symposium was the leading forum for the structural dynamics and vibration community to present and discuss new developments and ongoing research. The Symposium, established in 1947, includes both classified and unclassified sessions. The classified sessions allow critical technology and classified (up to secret level) research to be presented in closed forums of cleared U.S. government and government contractor researchers. Topics covered at the symposium include shock-ship testing, water shock, weapons effects (air blast, ground shock, cratering, penetration), shock physics, earthquake engineering, structural dynamics, and shock and vibration instrumentation and experiment techniques. Over 200 technical papers were typically presented. Panel discussions addressed topics such as new software developments or accelerometer isolation problems. Tutorials provide up-to-date technology overviews by leading specialists.  Since 2012 the Shock and Vibration Symposium has continued under the management and sponsorship of SAVE.

External links
SAVIAC Official website
SAVE Official website

References:

Henry C. Pusey (Editor). "50 Years of Shock and Vibration Technology." SAVIAC Monogram SVM-15, Shock and Vibration Information Analysis Center, 1996.

Civil engineering organizations
Earthquake engineering
Government agencies in the United States
Bücker Bü 180 Student. The Bücker Bü 180 Student was a 1930s German two-seat sporting/training aircraft built by Bücker Flugzeugbau.

Development
In January 1937 Major Werner Junck, chief of the LC II, the technical wing of the Reichsluftfahrtministerium responsible for the development of new aircraft, informed various minor aircraft manufacturers such as Bücker, Fieseler, Gothaer Waggonfabrik, Flugzeugwerke Halle and Klemm that they would not get any contracts for the development of military aircraft. He therefore advised them to concentrate in the development of a Volksflugzeug or a small twin-engined plane.
Following on from the success of the Bü 133 Jungmeister the Bücker company designed the Bü 180, while the other companies produced the Fi 253, the Si 202, the Kl 105 and the Go 150.

It was a low-wing cantilever monoplane that would be later used as a trainer aircraft and named Student. The wing was of wooden construction with a mixture of plywood and fabric covering.  The fuselage was a steel tube frame forward and a wooden monocoque aft with a fabric covering. 
The Student had a fixed tailskid landing gear and was powered by a Walter Mikron II inline engine.  The prototype first flew in 1937 and a small number were built for civilian use.

Variants

Bü 180A
Production variant with a  Zündapp Z9-092 engine.
Bü 180B
Production variant with a  Walter Mikron II engine.
Bü 180C
Proposed variant with an  Bücker Bü M700 engine.

Specifications (Bü 180B)

See also

References

Notes

Bibliography

 Donald, David (editor). The Encyclopedia of World Aircraft. Leicester, UK:Blitz, 1997. .
 König, Erwin. Bücker Bü 180 "Student", Bü 182 "Kornett", Bü 134: Drei geniale Flugzeugtypen, die dem Krieg zum Opfer fielen (Flugzeug Profile 36) (in German). D-86669 Stengelheim, Germany: Unitec Medienvertrieb e.K., 
 König, Erwin. Die Bücker-Flugzeuge (The Bücker Aircraft) (bilingual German/English). Martinsried, Germany: Nara Verlag, 1987. .
 König, Erwin. Die Bückers, Die Geschichte der ehemaligen Bücker-Flugzeugbau-GmbH und ihrer Flugzeuge (in German). (1979)
 Wietstruk, Siegfried. Bücker-Flugzeugbau, Die Geschichte eines Flugzeugwerkes (in German). D-82041 Oberhaching, Germany: Aviatik Verlag, 1999. .

Low-wing aircraft
Single-engined tractor aircraft
1930s German sport aircraft
Bücker aircraft
Aircraft first flown in 1937
Aircraft with fixed conventional landing gear