omniomni/omni-engineering huggingface dataset:
Douglas O-31. The Douglas O-31 was the Douglas Aircraft Company's first monoplane observation straight-wing aircraft used by the United States Army Air Corps.

Development
Anxious to retain its position as chief supplier of observation aircraft to the USAAC, Douglas developed a proposal for a high-wing monoplane successor to the O-2. A contract was signed on January 7, 1930 for two XO-31 prototype aircraft, the first of them being flown in December of the same year. A fabric-covered gull-wing monoplane, the XO-31 had a slim corrugated dural-wrapped fuselage, similar to the Thomas-Morse O-19, carrying a tandem arrangement of open cockpits for the pilot and observer. It had one  Curtiss GIV-1570-FM Conqueror V-12 engine and fixed landing gear with provision for large wheel fairings.

The XO-31 suffered from directional instability and experiments were made with various fins, auxiliary fins, and rudder shapes, in an effort to cure the problem. The second aircraft was completed as the YO-31, with a geared Curtiss V-1570-7 Conqueror engine and an enlarged fin, 3" longer cowling, and a two-blade, dextrorotatory propeller. Four YO-31A aircraft delivered during early 1932 were modified radically with an elliptical wing planform, a new tail assembly, a smooth semimonocoque fuselage, three-blade propeller, and a canopy over the cockpits. The aircraft appeared with a variety of tail units, the final version (five built) designated O-31A featured a very pointed fin with an inset rudder. The single YO-31B was an unarmed staff transport and the sole YO-31C converted from YO-31A had cantilever main landing gear, and a ventral bulge in the fuselage, which enabled the observer to operate his single 0.3-in (7.62 mm) machine-gun more effectively from a standing position.

Five Y1O-31C service-test aircraft were ordered in 1931, and delivered to the USAAC in early 1933 designated Y1O-43. They differed from the final configuration of the O-31A, with a wire-braced parasol wing, and a new fin and rudder.

Variants
Data from: "U.S. Army Aircraft 1908-1946" by James C. Fahey, 1946, 64pp.

XO-31 two built, Curtiss V-1570-25 Conqueror engine
YO-31 revised XO-31, length increased to , Curtiss V-1570-7 engine
YO-31A five built, re-designated O-31A, fuselage construction changed to a built-up semimonocoque structure of flat sheets, length increased to , Curtiss V-1570-53 engine
YO-31B one built, re-designated O-31B, Curtiss V-1570-29 engine
YO-31C YO-31A with cantilever gear, Curtiss V-1570-53 engine
Y1O-31C five built, wingspan increased to 45 ft 11 in (14 m), became the Y1O-43, Curtiss V-1570-53 engine

Specifications (YO-31C)

References

External links

Boeing History
Aerofiles

O-31
Douglas O-31
Single-engined tractor aircraft
Parasol-wing aircraft
Aircraft first flown in 1930
ATML. Automatic Test Markup Language (ATML) is a collection of XML schemas that allows automatic test systems (ATS) to exchange test information in a common format adhering to the XML standard.

The purpose of ATML is to support test programs, test asset, and unit under test (UUT) interoperability within an automatic test environment. ATML accomplishes this through a standard medium for exchanging UUT, test, and diagnostic information between the various components of the test system.

The family of standards are developed by IEEE Standards Coordinating Committee 20 (SCC20) and are composed of:
 ATML IEEE Standard 1671 - Base Standard
 Test Description - IEEE 1671.1
 Instrument Description - IEEE 1671.2
 Unit Under Test (UUT) Description - IEEE 1671.3
 Test Configuration Description - IEEE 1671.4
 Test Adaptor Description - IEEE 1671.5
 Test Station Description - IEEE 1671.6
 Signal and Test Definition - IEEE 1641
 Test Results - IEEE 1636.1

Typically ATML information would be used in the following scenarios:
 Data that will be utilized for the design, development, and utilization of automatic test equipment
 Data that will be utilized for the design, development, and utilization of test program sets to test a product on specific test equipment
 Product design data that will be utilized during the testing of the product
 Shared usage of maintenance data and the results of testing a product
 Testing requirements of a particular product
 Data that will be utilized for the design, development, and utilization of instrumentation that will be utilized within a particular test system configuration
 A definition of allowable automatic test system configurations that can be used to test and evaluate a particular product
 A definition of the capabilities of automatic test systems as well as the resources within the test systems
 Recording and exchanging values of measurements and tests

See also
Test automation

External links
 ATML on IEEE (no longer maintained)

XML markup languages
Douglas O-43. The Douglas O-43 was a monoplane observation aircraft used by the United States Army Air Corps.

Development
Five Y1O-31A service-test aircraft were ordered in 1931, and delivered to the USAAC in early 1933 designated Y1O-43. They differed from the final configuration of the O-31A, with a wire-braced parasol wing, and a new fin and rudder. An order for 23 O-43A aircraft was completed during 1934, with a deepened fuselage, which eliminated the need for the ventral bulge under the observer's position. Powered by a single 675 hp Curtiss V-1570-59 inline engine, it also had taller vertical surfaces with an inset rudder similar to the O-31A. The canopy was enlarged, and fully enclosed both cockpits. The O-43 and O-43A served with the USSAC observation squadrons for several years before being assigned to National Guard units, such as the 111th Observation Squadron Brownwood Airfield Texas, 15th Observation Squadron Fort Sill Oklahoma, and 3rd Observation Squadron Langley Field Virginia.

The 24th airframe of the O-43A contract was completed as the XO-46 prototype.

Specifications (O-43A)

See also

References

External links

The United States Army Air Forces in World War II
Boeing History
Aerofiles

O-43
Douglas O-43
Single-engined tractor aircraft
Parasol-wing aircraft
Aircraft first flown in 1930
Decentralized object location and routing. In computer science, decentralized object location and routing (DOLR) is a scalable, location-independent routing technology. It uses location-independent names, or aliases, for each node in the network, and it is an example of peer-to-peer networking that uses a structured-overlay system called Tapestry. It was designed to facilitate large internet applications with millions of users physically distributed around the globe and using a variety of wireless and wired interfaces, specifically in situations where a traditional unstructured network of popular Domain Name System servers would fail to perform well.

References

Routing
Service-oriented provisioning. Service-oriented provisioning (SOP) is a technology concept developed during the early 2000s to curb the hyper competition developing in the Wireless Internet service provider (WISP) and ISP space.  It refers to the capability of defining and working with "services" instead of "on/off" internet access or "service profiles"  - see the RADIUS protocol.

By enabling service-oriented provisioning, a telecommunication service provider can define their service offering as a specific set of services, the main advantage being that product differentiation can be achieved and thus price differentiation.

Consumer advantage 
Consumers can choose services adapted to their need, this becomes specifically interesting in modern type broadband networks where traditional "laptop" access is mixed with smaller hand held devices targeting for example voice services.

Challenges 
Implementing service-oriented provisioning requires the network operator to re-engineer the way services are created and distributed into a network.
This re-engineering is a result of extensive usage of profile-oriented provisioning which technically is similar to service-oriented provisioning except that a profiles based approach does not scale properly.
In a profile-oriented system the number of required profiles grows exponentially with the number of services provided by a network.
In a service-oriented system the number of required "profiles" grows linearly.

See also 
 RADIUS protocol
 Amazingports implementation of SOP

External links 
 The Design of a Generic Service-oriented Cost Model for Service Providers in the Internet (COSMOS) by Peter Reich, Pascal Kurtansky, Jan Gerke, Burkhard Stiller
 Towards a Service Oriented Internet

Telecommunication services
Chain of events (accident analysis). In accident analysis, a chain of events (or error chain) consists of the contributing factors leading to an undesired outcome.

Aviation 

In aviation accidents and incidents, these contributing actions typically stem from human factor-related mistakes and pilot error, rather than mechanical failure. A study conducted by Boeing found that 55% of airline accidents between 1959 and 2005 were caused by such human related factors, while only 17% of accidents were caused by mechanical issues with the aircraft.

The Tenerife airport disaster, the worst accident in aviation history, is a prime example of an accident in which a chain of events and errors can be identified leading up to the crash.  Pilot error, communications problems, fog, and airfield congestion (due to a bomb threat and explosion at another airport) all contributed to this catastrophe.

See also
Swiss cheese model

References

Aviation safety
Malcolm Group. W. H. Malcolm Ltd (trading as the Malcolm Group) is a logistics company based in Linwood, Renfrewshire, Scotland. The company provides logistic services (Malcolm Logistics and Malcolm Rail) including road and rail transport, warehousing, and terminal management. Other group activities include civil engineering, plant hire, construction (Malcolm Construction), primarily groundwork and vehicle maintenance.

History 
The origins of the company trace to the 1920s, when Donald Malcolm left school in his early teenage years and started running his family's small coal business. The business grew and in the 1950s entered a partnership with Grampian Holdings; the company expanded into the road building through an equipment hire business, and a shale bing business.

In 1960, when the company was acquired by the industrial holding company Grampian Holdings Plc, the company's assets included 37 vehicles and seven construction equipment items. Donald Malcolm remained in charge of W H Malcolm after the takeover. Donald Malcolm died in 2003; two of his sons Walter and Andrew took over management of the business.

In 2002 Grampian Holdings Plc which was public listed on the stock exchange, was renamed The Malcolm Group Plc. In 2005 the company was taken back into private ownership by the Malcolm family and the Bank of Scotland plc.

Donald Malcolm Heritage Centre 
The Donald Malcolm Heritage Centre was built by Andrew Malcolm in memory of his father, Donald Malcolm. The centre houses a display of fifteen fully operational trucks. The centre is located next to the HQ in Linwood.

Divisions

Logistics 
The group provides warehousing at locations in Scotland, and northern and central England, primary and secondary road distribution, and train services in association with Freightliner, as well as managing the rail terminals at Grangemouth, Linwood (Elderslie) and Daventry International Rail Freight Terminal.

Rail 
The group's rail division was launched in 2001, which they use for delivery of goods to manufacturers.

Construction 
The company's construction division undertakes civil engineering work including excavation and construction of earthworks, roadwork and groundwork, waste recycling, quarrying, and sports pitch surfacing in association with Newark based subsidiary companies Charles Lawrence Surfaces Ltd and Woodholme Construction.

Vehicle maintenance is carried out in house.

References

External links

 Malcolm Group Official Website

Logistics companies of the United Kingdom
Transport companies of Scotland
Companies based in Renfrewshire
Transport companies established in 1960
1960 establishments in Scotland
Scottish brands
Acidity function. An acidity function is a measure of the acidity of a medium or solvent system, usually expressed in terms of its ability to donate protons to (or accept protons from) a solute (Brønsted acidity). The pH scale is by far the most commonly used acidity function, and is ideal for dilute aqueous solutions. Other acidity functions have been proposed for different environments, most notably the Hammett acidity function, H0, for superacid media and its modified version H− for superbasic media. The term acidity function is also used for measurements made on basic systems, and the term basicity function is uncommon.

Hammett-type acidity functions are defined in terms of a buffered medium containing a weak base B and its conjugate acid BH+:

where pKa is the dissociation constant of BH+. They were originally measured by using nitroanilines as weak bases or acid-base indicators and by measuring the concentrations of the protonated and unprotonated forms with UV-visible spectroscopy. Other spectroscopic methods, such as NMR, may also be used. The function H− is defined similarly for strong bases:

Here BH is a weak acid used as an acid-base indicator, and B− is its conjugate base.

Comparison of acidity functions with aqueous acidity
In dilute aqueous solution, the predominant acid species is the hydrated hydrogen ion H3O+ (or more accurately [H(OH2)n]+). In this case H0 and H− are equivalent to pH values determined by the buffer equation or Henderson-Hasselbalch equation.
However, an H0 value of −21 (a 25% solution of SbF5 in HSO3F) does not imply a hydrogen ion concentration of 1021 mol/dm3: such a "solution" would have a density more than a hundred times greater than a neutron star. Rather, H0 = −21 implies that the reactivity (protonating power) of the solvated hydrogen ions is 1021 times greater than the reactivity of the hydrated hydrogen ions in an aqueous solution of pH 0. The actual reactive species are different in the two cases, but both can be considered to be sources of H+, i.e. Brønsted acids. The hydrogen ion H+ never exists on its own in a condensed phase, as it is always solvated to a certain extent. The high negative value of H0 in SbF5/HSO3F mixtures indicates that the solvation of the hydrogen ion is much weaker in this solvent system than in water. Other way of expressing the same phenomenon is to say that SbF5·FSO3H is a much stronger proton donor than H3O+.

References

Acids
Chemical properties
Solvents
Statistical study of energy data. Energy statistics refers to collecting, compiling, analyzing and disseminating data on commodities such as coal, crude oil, natural gas, electricity, or renewable energy sources (biomass, geothermal, wind or solar energy), when they are used for the energy they contain. Energy is the capability of some substances, resulting from their physico-chemical properties, to do work or produce heat. Some energy commodities, called fuels, release their energy content as heat when they burn. This heat could be used to run an internal or external combustion engine.

The need to have statistics on energy commodities became obvious during the 1973 oil crisis that brought tenfold increase in petroleum prices. Before the crisis, to have accurate data on global energy supply and demand was not deemed critical. Another concern of energy statistics today is a huge gap in energy use between developed and developing countries. As the gap narrows (see picture), the pressure on energy supply increases tremendously. 

The data on energy and electricity come from three principal sources:
 Energy industry
 Other industries ("self-producers")
 Consumers
The flows of and trade in energy commodities are measured both in physical units (e.g., metric tons), and, when energy balances are calculated, in energy units (e.g., terajoules or tons of oil equivalent). What makes energy statistics specific and different from other fields of economic statistics is the fact that energy commodities undergo greater number of transformations (flows) than other commodities. In these transformations energy is conserved, as defined by and within the limitations of the first and second laws of thermodynamics.

See also 

 

 Energy system
 World energy resources and consumption

External links
 Statistical Energy Database Review: Enerdata Yearbook 2012
 International Energy Agency: Statistics
 United Nations: Energy Statistics
 The Oslo Group on Energy Statistics
 DOE Energy Information Administration
 Year of Energy 2009
 European Energy Statistics & Key Indicators

Publications
 Energy Statistics Yearbook 2004, United Nations, 2006
 Energy Balances and Electricity Profiles 2004, United Nations, 2006

Statistical data sets
Energy measurement
Applied statistics
Ahmet Kurtcebe Alptemoçin. Ahmet Kurtcebe Alptemoçin (born 27 January 1940) is a Turkish mechanical engineer, industrialist and politician belonging to the Motherland Party. He served as minister of finance and customs between 1984 and 1985 and minister of foreign affairs between 1990 and 1991.

He graduated from the Middle East Technical University in Ankara with a B.S. degree in mechanical engineering. He was elected in the parliament as the Deputy of Bursa from the Motherland Party.

References

External links

Ministers of foreign affairs of Turkey
Ministers of finance of Turkey
Turkish mechanical engineers
Middle East Technical University alumni
1940 births
Living people
Motherland Party (Turkey) politicians
People from Istanbul
Deputies of Bursa
Ministers of customs and trade of Turkey
Members of the 45th government of Turkey
Members of the 46th government of Turkey
Members of the 47th government of Turkey
Ministers of State of Turkey
Fuji T-5. The Fuji T-5 or KM-2Kai is a Japanese turboprop-driven primary trainer aircraft, which is a development of the earlier Fuji KM-2. The student and the instructor sit side-by-side.

Design and development
The Fuji T-5 was developed by Fuji Heavy Industries as a replacement for the piston-engined Fuji KM-2 (itself a development of the Beechcraft T-34 Mentor) as a primary trainer for the Japan Maritime Self-Defense Force. Fuji refitted a KM-2 with an Allison Model 250 turboprop engine in place of the original Lycoming piston engine, the resulting KM-2D first flying on 28 June 1984  and being certified on 14 February 1985. The KM-2Kai is a further development of the KM-2D, with a modernised cockpit with side-by-side seating and a sliding canopy replacing the original KM-2's car type side doors  (which were retained by the KM-2D).

The T-5 is an all-metal low-wing cantilever monoplane powered by an Allison 250-B17D turboprop with a three-bladed constant speed propeller. It has a retractable tricycle landing gear with the main gear retracting inwards and nose gear rearwards. The T-5 has an enclosed cabin with a sliding canopy and two side-by-side seats, and dual controls, in the aerobatic version and four seats in pairs in the utility version.

Operational history
The KM-2Kai was ordered by the JMSDF as the T-5 in March 1987, with deliveries of the KM2-Kai to the Japanese Self Defence Forces beginning in 1988, with a total of 40 being built. The T-5 serves with the 201 Air Training Squadron at Ozuki Air Field.  The original KM-2 is no longer in service.

Operators

 Japan Maritime Self-Defense Force

Specifications (T-5)

See also

References

1980s Japanese military trainer aircraft
Low-wing aircraft
Single-engined tractor aircraft
T-5
Single-engined turboprop aircraft
Aircraft first flown in 1984
Aircraft with retractable tricycle landing gear
Fuji KM-2. The Fuji KM-2 is a Japanese propeller-driven light aircraft, which was developed by Fuji Heavy Industries from the Beechcraft T-34 Mentor which Fuji built under licence.  Various versions have been used as primary trainers by the Japan Self-Defense Forces.

Design and development

Fuji Heavy Industries was established in July 1952 as a successor to Nakajima, and undertook licensed production of the Beech T-34 trainer aircraft as its first product. This was used by Fuji for the development of the Fuji LM-1 Nikko which was a four-seat liaison aircraft powered by a 225 hp Continental O-470 engine, with introduction of a more powerful 340 hp Lycoming O-480 engine resulting in redesignation as the LM-2, with both the LM-1 and LM-2 being used by the Japan Ground Self-Defense Force.

The KM was a four-seat civil version of the LM-1, fitted with the more powerful Lycoming engine that was later used by the LM-2. After the KM was used by the Japanese government for civil pilot training, the KM-2 was developed as a side-by-side two-seat trainer, first flying on 16 January 1962.  Sixty-two were purchased by the Japan Maritime Self-Defense Force as primary trainers, with a further two purchased by the Japan Ground Self-Defense Force as the TL-1.

The KM-2B was a further development of the KM-2 for use as a primary trainer for the Japan Air Self-Defense Force. It combined the structure and engine of the KM-2 with the tandem cockpit of the T-34 Mentor, first flying on 17 January 1978.  Fifty were purchased by the JASDF as the Fuji T-3, production continuing until 1992.

Operators

Japan Air Self-Defense Force
Japan Maritime Self-Defense Force
Japan Ground Self-Defense Force

Specifications (KM-2)

See also

References

1960s Japanese military trainer aircraft
Single-engined tractor aircraft
Low-wing aircraft
KM-2
Aircraft first flown in 1962
Jadeite (disambiguation). Jadeite is one of the constituent minerals of the gemstone known as jade.

Jadeite may also refer to:
 Jadeite (character), a character in Sailor Moon media
 Jadeite (kitchenware), a jade-green coloured opaque milk glass used for kitchenware in the mid-20th century

See also
 Jadite, a type of translucent green glassware or vaseline glass ware