omniomni/omni-engineering huggingface dataset:
Acoustically Navigated Geological Underwater Survey. The Acoustically Navigated Geological Underwater Survey (ANGUS) was a deep-towed still-camera sled operated by the Woods Hole Oceanographic Institute (WHOI) in the early 1970s. It was the first unmanned research vehicle made by WHOI. ANGUS was encased in a large  steel frame designed to explore rugged volcanic terrain and able to withstand high impact collisions. It was fitted with three 35 mm color cameras with  of film. Together, its three cameras were able to photograph a strip of the sea floor with a width up to . Each camera was equipped with strobe lights allowing them to photograph the ocean floor from  above. On the bottom of the body was a downward-facing sonar system to monitor the sled's height above the ocean floor. It was capable of working in depths up to  and could therefore reach roughly 98% of the sea floor. ANGUS could remain in the deep ocean for work sessions of 12 to 14 hours at a time, taking up to 16,000 photographs in one session. ANGUS was often used to scout locations of interest to later be explored and sampled by other vehicles such as Argo or Alvin.

ANGUS has been used to search for and photograph underground geysers and the creatures living near them, and it was equipped with a heat sensor to alert the tether-ship when it passed over one. It was used on expeditions such as Project FAMOUS (French-American Mid Ocean Undersea Study 1973–1974), the Discovery expedition with Argo to survey the wreckage of the Titanic. (1985), and again in the return mission to the Titanic (1986). ANGUS was the only ROV used on both dives to the Titanic.

On Project FAMOUS, ANGUS helped change scientists' views of the ocean floor. It showed them how different geological formations and chemical compositions of sediments can be, disproving previous assumptions of ocean floor uniformity  The project also provided new insight to the theory of seafloor spreading by observing and sampling the rock formations around ridges and the horizontal formation of layers parallel to the ridge.

In another 1977 expedition with ANGUS, scientists monitored temperatures over the ocean floor for any fluctuation. It was not until late at night the crew noticed temperatures rise drastically. They would review the photograph footage taken after the vehicle's session. ANGUS provided the first photographic evidence for hydrothermal vents and black smokers. It had returned with over 3000 colored photos showing both vents as well as colonies of clams and other organisms. They would later return with Alvin to take samples.

Scientists nicknamed ANGUS Dope on a rope  due to its durability and lack of fragile sensors. It was also given the motto "takes a lickin' but it keeps on clickin'". ANGUS was retired in the late 1980s, having completed over 250 voyages.

References

External links 
 Project FAMOUS: Exploring the Mid-Atlantic Ridge

Oceanography
Bundesautobahn 46. is an Autobahn in Germany. It is noncontiguous and split in several parts in the state of North Rhine-Westphalia, an extension to Kassel in Hesse was planned but has been abandoned.

Exit list

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 Neheim 

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External links 
 

46
A046
Retene. Retene, methyl isopropyl phenanthrene or 1-methyl-7-isopropyl phenanthrene, C18H18, is a polycyclic aromatic hydrocarbon present in the coal tar fraction, boiling above 360 °C. It occurs naturally in the tars obtained by the distillation of resinous woods. It crystallizes in large plates, which melt at 98.5 °C and boil at 390 °C. It is readily soluble in warm ether and in hot glacial acetic acid. Sodium and boiling amyl alcohol reduce it to a tetrahydroretene, but if it heated with phosphorus and hydriodic acid to 260 °C, a dodecahydride is formed. Chromic acid oxidizes it to retene quinone, phthalic acid and acetic acid. It forms a picrate that melts at 123-124 °C.

Retene is derived by degradation of specific diterpenoids biologically produced by conifer trees. The presence of traces of retene in the air is an indicator of forest fires; it is a major product of pyrolysis of conifer trees. It is also present in effluents from wood pulp and paper mills.

Retene, together with cadalene, simonellite and ip-iHMN, is a biomarker of vascular plants, which makes it useful for paleobotanic analysis of rock sediments. The ratio of retene/cadalene in sediments can reveal the ratio of the genus Pinaceae in the biosphere.

Health effects
A recent study has shown retene, which is a component of the Amazonian organic PM10, is cytotoxic to human lung cells.

References

Petroleum products
Phenanthrenes
Biomarkers
Isopropyl compounds
Polycyclic aromatic hydrocarbons
VDL SB120. The VDL SB120 (previously known as the DAF SB120) was a low floor light-weight midibus produced from 1999 by VDL Bus & Coach (formerly DAF Bus International) of the Netherlands primarily for the United Kingdom market.

The SB120 was similar to its major competitor, the Dennis Dart SLF. Powered by a Cummins B series 6-cylinder Euro II engine (later Cummins ISBe 4-cylinder Euro III engine), the SB120 was available in lengths from 8.5 to 10.8 metres. It was initially only available with the Wright Cadet body, but from February 2006, the Plaxton Centro body was also offered.

Unlike the larger VDL SB200, the SB120 found a sizeable market, especially with Arriva (VDL importer in the UK) in both its UK (377) and the Netherlands operations. Other sizeable customers included Warrington Borough Transport (48), East Thames Buses (37) and Bus Éireann (35). The SB120 sold very well in VDL's home market, the Netherlands mainly using VDL Berkhof type Ambassador bodywork. 

The SB120 was also sold in the United Kingdom by Volvo with the Wright Cadet body. This version, however, was sold as the Merit and did not carry either Wrightbus, VDL or Volvo branding. This version was sold to several operators including Yellow Buses, Bournemouth. However, with the change to Euro IV emissions from October 2006, Volvo and VDL ended this arrangement.

The SB120 was also sold for use in the Netherlands. In 2002, eight SB120 with Wright Cadet dual door bodywork were delivered to Arriva in the Netherlands for citybus service in Leeuwarden.

The SB120 chassis was also adopted by Wrightbus for the development of its hybrid-powered midibus, Wright Electrocity. The SB120 was superseded by the VDL SB180.

References

External links

Product description in VDL Bus website

Bus chassis
Low-floor buses
Midibuses
SB120
Vehicles introduced in 1999
Stagnation pressure. In fluid dynamics, stagnation pressure, also
referred to as total pressure, is what the pressure would be if all the kinetic energy of the fluid were to be converted into pressure in a reversable manner.; it is defined as the sum of the free-stream static pressure and the free-stream dynamic pressure.

The Bernoulli equation applicable to incompressible flow shows that the stagnation pressure is equal to the dynamic pressure and static pressure combined.   In compressible flows, stagnation pressure is also equal to total pressure as well, provided that the fluid entering the stagnation point is brought to rest isentropically.

Stagnation pressure is sometimes referred to as pitot pressure because the two pressures are equal.

Magnitude
The magnitude of stagnation pressure can be derived from Bernoulli equation for incompressible flow and no height changes. For any two points 1 and 2:

The two points of interest are 1) in the freestream flow at relative speed  where the pressure is called the "static" pressure, (for example well away from an airplane moving at speed ); and 2) at a "stagnation" point where the fluid is at rest with respect to the measuring apparatus (for example at the end of a pitot tube in an airplane). 

Then 

or

where:
 is the stagnation pressure
 is the fluid density
 is the speed of fluid
 is the static pressure

So the stagnation pressure is increased over the static pressure, by the amount  which is called the "dynamic" or "ram" pressure because it results from fluid motion.  In our airplane example, the stagnation pressure would be atmospheric pressure plus the dynamic pressure.

In compressible flow however, the fluid density is higher at the stagnation point than at the static point. Therefore,  can't be used for the dynamic pressure. For many purposes in compressible flow, the stagnation enthalpy or stagnation temperature plays a role similar to the stagnation pressure in incompressible flow.

Compressible flow
Stagnation pressure is the static pressure a gas retains when brought to rest isentropically from Mach number M.

or, assuming an isentropic process, the stagnation pressure can be calculated from the ratio of stagnation temperature to static temperature:

 

where:

 is the stagnation pressure
 is the static pressure
 is the stagnation temperature
 is the static temperature
 is the ratio of specific heats

The above derivation holds only for the case when the gas is assumed to be calorically perfect (specific heats and the ratio of the specific heats  are assumed to be constant with temperature).

See also 
Hydraulic ram
Stagnation temperature

Notes

References 
 L. J. Clancy (1975), Aerodynamics, Pitman Publishing Limited, London.  
 Cengel, Boles, "Thermodynamics, an engineering approach, McGraw Hill,

External links 
Pitot-Statics and the Standard Atmosphere
 F. L. Thompson (1937) The Measurement of Air Speed in Airplanes, NACA Technical note #616, from SpaceAge Control.

Fluid dynamics
Iterative learning control. Iterative Learning Control (ILC) is an open-loop control approach of tracking control for systems that work in a repetitive mode. Examples of systems that operate in a repetitive manner include robot arm manipulators, chemical batch processes and reliability testing rigs. In each of these tasks the system is required to perform the same action over and over again with high precision. This action is represented by the objective of accurately tracking a chosen reference signal  on a finite time interval.

Repetition allows the system to sequentially improve tracking accuracy, in effect learning the required input needed to track the reference as closely as possible. The learning process uses information from previous repetitions to improve the control signal, ultimately enabling a suitable control action to be found iteratively. The internal model principle yields conditions under which perfect tracking can be achieved but the design of the control algorithm still leaves many decisions to be made to suit the application. A typical, simple control law is of the form:

where  is the input to the system during the pth repetition,  is the tracking error during the pth repetition and  is a design parameter representing operations on . Achieving perfect tracking through iteration is represented by the mathematical requirement of convergence of the input signals as  becomes large, whilst the rate of this convergence represents the desirable practical need for the learning process to be rapid. There is also the need to ensure good algorithm performance even in the presence of uncertainty about the details of process dynamics. The operation  is crucial to achieving design objectives (i.e. trading off fast convergence and robust performance) and ranges from simple scalar gains to sophisticated optimization computations.

In many cases a low-pass filter is added to the input to improve performance. The control law then takes the form

where  is a low-pass filtering matrix. This removes high-frequency disturbances which may otherwise be aplified during the learning process.

References

Control theory
Objectory. Objectory is an object-oriented methodology mostly created by Ivar Jacobson, who has greatly contributed to object-oriented software engineering.

The framework of objectory is a design technique called design with building blocks. With the building block technique, a system is viewed as a system of connecting blocks with each block representing a system service.

It is considered to be the first commercially available object-oriented methodology for developing large-scale industrial systems.
This approach gives a global view of the software development and focuses on cost efficiency.

Its main techniques are: conceptual modelling, Object-oriented programming, and a block design technique.

References

 

Object-oriented programming
LNER Class J39. The London and North Eastern Railway (LNER) Class J39 was a class of medium powered 0-6-0 steam locomotive designed for mixed-traffic work throughout the former LNER system between London and the north of Scotland.

History
The class was introduced by Nigel Gresley in July 1926, based on his previous Class J38 (introduced in January 1926) but with larger driving wheels. The larger wheels enabled them to be used on both passenger and freight trains, although at the expense of a lower tractive effort. As a result they were given the BR power classification 4P/5F, rather than the 6F of the earlier class. A total of 289 examples were built over the next fifteen years, mostly built by the LNER's Darlington Works although 28 were built by Beyer, Peacock and Co. in 1935.

The larger wheels necessitated the provision of low splashers over the front two wheels, which is the main means of differentiating between the two classes. However the increased speed afforded by the larger wheels caused the big end bearings to overheat, something that was aggravated by their use on passenger trains, and reliability suffered as a result. The locomotives were all fitted with superheaters and Ross 'Pop' safety valves.

All passed into British Railways ownership in 1948 and they were numbered 64700-64988. They began to be withdrawn from service in 1959 and all examples had been scrapped by the end of 1962. No. 64747 served out the remainder of its days as a stationary boiler at the Woodford shed until October 1964.

Sub-classes

The class was divided into three sub-classes depending on the type of tender fitted.
 J39/1 Standard LNER 3500 gallon tender.
 J39/2 Standard LNER 4200 gallon tender.
 J39/3 Various former North Eastern Railway tenders 3940-4125 gallons.

Accidents and incidents
Circa 1930, locomotive No. 1448 was derailed by trap points at Lumpsey Colliery, Brotton, Yorkshire.
On 28 August 1950, the connecting rod of a locomotive of this class became detached and consequently pierced the firebox, scalding the driver.
On 23 October 1950, locomotive No. 64880 was hauling a passenger train that was derailed at Drumburgh, Cumberland due to the condition of the track. Two people were killed and three were injured.

In model form
Bachmann manufactures the J39/2 version in 00 gauge model form.

Bassett-Lowke manufactures the J39/2 version in 0 gauge model form.

Union Mills manufactures the J39 in British N-Scale.

Graham Farish-Bachmann manufactures the J39 in N scale as BR black with late crest & stepped tender numbered as 64841 and 64880.

References

Citations

References

External links 

 The Gresley J39 0-6-0 Locomotives LNER encyclopedia
 Class J39/1 Details at Rail UK
 Class J39/2 Details at Rail UK
 Class J39/3 Details at Rail UK

J39
0-6-0 locomotives
Railway locomotives introduced in 1926
Scrapped locomotives
Standard gauge steam locomotives of Great Britain
GNR 521 Class. The Great Northern Railway 521 Class was a class of 0-6-0 steam locomotives, introduced in 1911. They were designed by Henry Ivatt for goods traffic. From 1912 to 1922 further examples, slightly modified by Nigel Gresley, were built and designated 536 Class. The most obvious difference was in the front sandboxes. These were below the running plate on the 521 but above it and merged with the front splashers, on the 536. The boiler and firebox were also moved back, thus resulting in a shortened cab. The London and North Eastern Railway classified them both as J6. 

Initially, there was to be 120 members of this class. However, an order of ten was canceled so that Doncaster Works could build ten of Gresley's N2 Class 0-6-2 Tanks, which shared the same cylinders, boilers, valve gear, and piston valves as the J6s. The J6s had superheaters and piston valves operated by Stephenson valve gear.

Operational history
Under GNR ownership, the fast goods work of the 521s and 536s was short-lived, as the arrival of the H2 Class Moguls in 1913 saw the class reassigned to lighter goods and occasional passenger traffic. The class was also used on coal trains between Colwick and Hornsey. All survived into LNER ownership in 1923, being reclassified as J6s. The LNER put the class to good use, with about twenty locomotives being allocated to the former Great Central network in 1923. These worked alongside the J10 Class and the J11 Class "Pom-Poms", with common duties for them being beer trains out of Burton, heavy coal trains, and excursions along the Lincolnshire coast. On multiple occasions, the class would go as fast as 66 mph (106.22 km/h). This is what led to them also being used on timed cross-country passenger trains from Grantham to Derby via Nottingham. 

Seven members of the class were reallocated to the Northeast during World War II. This was to replace the forty J25s that were temporarily reallocated to the Great Western Railway. Some would also be temporarily based at Haymarket and around Newcastle.

BR Days
All 110 locomotives passed to British Railways in 1948 and had 60000 added to their numbers. The arrival of the Thompson L1 Class Adriatic Tanks led to the J6s being taken off the Grantham to Derby services. Other than that, their jobs remained more or less the same. As a result of the 1955 Modernisation Plan, the J6s were withdrawn between 1955 and 1962, the last stand of the class being in the West Riding. All members of this class were scrapped.

Modelling
Detail drawings and scale model kits are available from some suppliers.

Sources

External links 

 LNER Encyclopedia
 Class J6 Details at Rail UK
GNR/LNER Ivatt "J6" Class 0-6-0 at BRDatabase

521
0-6-0 locomotives
Railway locomotives introduced in 1911
Scrapped locomotives
Standard gauge steam locomotives of Great Britain
Freight locomotives
Run-Time Abstraction Services. Run-Time Abstraction Services (RTAS) is run-time firmware that provides abstraction to the operating systems running on IBM System i and IBM System p computers.

It contrasts with Open Firmware, in that the latter is usually used only during boot, while RTAS is used during run-time.

Later it was renamed to Open Power Abstraction Layer (OPAL), and it's stored in a PNOR (platform NOR) flash memory.

Firmware
IBM mainframe technology
Beriev Be-8. The Beriev Be-8 (USAF/DoD reporting name "Type 33", NATO reporting name "Mole"), was built by the Soviet Beriev OKB in 1947. It was a passenger/liaison amphibian aircraft with a layout similar to the Be-4 but substantially larger and heavier. It was a single engined parasol winged aircraft, with the wing installed on a thin pylon and two pairs of short struts. Compared to the Be-4, the Be-8 was equipped with retractable landing gear, with cockpit and passenger cabins heated by an engine exhaust heat exchanger. The Be-8 was intended as a civil aircraft and carried no armament. First flight was on 3 December 1947, demonstrating good performance and of the two prototypes, one was demonstrated during the 1951 Soviet Aviation Day at Tushino.

One Be-8 was equipped with hydrofoils, developed at TsAGI. These "Underwater Wings" were installed on landing gear struts and raised the aircraft above the water, well before the aerodynamic lift could support the aircraft. As a result, takeoff was much easier and imposed less punishment on the hull from the waves. Despite being very effective during take-off, the hydrofoils resulted in increased drag and a reduction in maximum airspeed. Construction of retractable hydrofoils was not ready, and the concept did not find practical applications.

Specifications (Be-8)

References

 Gunston, Bill. The Osprey Encyclopedia of Russian Aircraft 1875–1995. London: Osprey, 1995. .
 

Be-0008
Single-engined tractor aircraft
Parasol-wing aircraft
Flying boats
1940s Soviet civil utility aircraft
Amphibious aircraft
Aircraft first flown in 1947
Pimaric acid. Pimaric acid is a carboxylic acid that is classified as a resin acid.  It is a major component  of the rosin obtained from pine trees.

When heated above 100 °C, pimaric acid converts to abietic acid, which it usually accompanies in mixtures like rosin. 

It is soluble in alcohols, acetone, and ethers.  The compound is colorless, but almost invariably samples are yellow or brown owing to air oxidation.  As a mixture with abietic acid, it is often hydrogenated, esterified, or otherwise modified to produce materials of commerce.

See also
 Isopimaric acid

References

Carboxylic acids
Diterpenes
Phenanthrenes
Vinyl compounds
Resin soap. Resin soap is a mix of salts (usually sodium) of resin acids (usually mainly abietic acid). It is a yellow gelatinous pasty soap with use in bleaching and cleaning and as a compound of some varnishes. It also finds use in rubber industry as an emulsifier.  Often the soap is pretreated with formaldehyde and maleic anhydride.

Resin soap is made by reacting resin acids in wood with sodium hydroxide, as a byproduct of the Kraft process for manufacturing wood pulp. It is also called Kraft soap.

Acidification of the resin soap produces tall oil.

Pine soap is refined from resin soap via tall oil by acidification, refining and resaponification.

References

Resins
Soaps
Jeff Trinkle. Jeffrey C. Trinkle is Professor and Chair of the Computer Science and Engineering department at Lehigh University in Bethlehem, Pennsylvania. He is known for his work in robotic manipulation, multibody dynamics, and automated manufacturing. He has bachelor's degrees in physics (1979) and engineering (1979) from Ursinus College and Georgia Institute of Technology, respectively, and a PhD (1987) from the University of Pennsylvania. He has taught at the University of Arizona, Rensselaer Polytechnic Institute, and Texas A&M University. From 1998 to 2003 he was a research scientist at Sandia National Laboratories in Albuquerque, New Mexico.

Trinkle's primary research interests lie in the areas of robotic manipulation, multibody dynamics, and automated manufacturing. With continuous support from the National Science Foundation since 1988, he has written over 100 technical articles. One of these articles (with David Stewart) was the first to develop a popular method for simulating multibody systems. Variants of this method are key components of several physics engines for computer game development, for example, NVIDIA PhysX and Bullet. For his work in the area of robotic grasping and dexterous manipulation, Trinkle was elected Fellow of the IEEE in 2010. He spent most of 2010 as a Humboldt Fellow at the Institute for Mechatronics and Robotics at the German Aerospace Center and the Institute for Applied Mechanics at Technical University of Munich.

References

External links
 Selected publications, from Trinkle's website.
 Feature on Trinkle in Design news.
 Brief bio, from Trinkle's website.
 News from RPI.

American computer scientists
Georgia Tech alumni
Ursinus College alumni
University of Pennsylvania alumni
University of Arizona faculty
Texas A&M University faculty
Academic staff of the Technical University of Munich
Fellows of the IEEE
Living people
Year of birth missing (living people)
Sandia National Laboratories people
Rensselaer Polytechnic Institute faculty