omniomni/omni-engineering huggingface dataset:
Latécoère 225. The Latécoère 225 was an unusual single seat canard microlight amphibian, with a swept wing, and of pusher configuration. It first flew in 1984 but was not put into production.

Design and development

Before World War II Latécoère was a prolific aircraft manufacturer, particularly known for large flying boats.  Post-war they produced many projects but no new designs were built and flown for almost 40 years. By the mid-1950s they had diversified, with a wide range of technical products, many with their own Latécoère type number.  Some of these numbers duplicated those of earlier aircraft, for example the Latécoère 300 was an early 1930s flying boat but a 1960s high voltage circuit breaker.  Just one of their diversifications produced an aircraft; the Latécoère 225 ultralight shares its number with a post-war four engine bomber project.

The Latécoère 225, or Latécoère Laté 225 is an unusual aircraft in many ways, a low powered, single seat microlight amphibian of swept wing, canard, pusher, pod and boom configuration.  Design was under way by 1983 and the  unflown aircraft appeared at the Hanover and Cannes airshows of 1984.  The first flight followed that July.

The Laté 225's airframe is of composite construction. Its high wing is swept at 13° and has constant chord.  There are long chord end plate fins on the wing tips, rounded at the front but increasing in depth and with a vertical trailing edge that projects aft of the wing.  The lower trailing edge of these fins is diagonally hinged to provide roll control. The wing is mounted on a boom which mounts the pusher engine at its rear end and reaches forward beyond the nose, where it carries an unswept, rectangular canard.  This has an elevator for pitch control.

The flat sided pod fuselage is attached to the underside of the boom, with a glazed, single seat cabin forming the blunt nose.  An inset rudder at the rear provides roll control.  A single lift strut on each side braces the wing to the mid-lower fuselage. The underside of the pod is formed into a single step hull, equipped with a water rudder.  The Laté 225 has an unusual tricycle undercarriage; the nosewheel retracts conventionally but the mainwheels, housed in fairings and fuselage mounted on cantilever legs, hinge upwards for landings on water, when they act as lateral stabilisers.

The Laté 225 was originally powered by an 18 kW, (24 hp) flat-twin two stroke engine but this was soon replaced by a 20 kW (30 hp) KFM 107er.  It was undergoing tests in early 1985 but its subsequent career was either short or mostly unrecorded.  At some point the design was acquired by SERLAG, who renamed it the SERLAG 225EX.

Aircraft on display

The Latécoère 225 prototype F-WZLM, renamed as the SERLEG 225EX, is on display at the Musée Historique de l'Hydraviation at Biscarrosse, once Latécoère's seaplane base.

Specifications

References

External links
 Photographs of the Prototype at the Musée Historique de l'Hydraviation

1980s French ultralight aircraft
Canard aircraft
Single-engined pusher aircraft
225
Amphibious aircraft
High-wing aircraft
Flying boats
JNBridge. JNBridge is a privately owned independent software vendor that provides interoperability software between Java and Microsoft .NET frameworks. The company was founded in 2001 and is based in Boulder, Colorado, USA.

History
JNBridge was founded in 2001 at a time when Sun Microsystems and Microsoft were embroiled in antitrust lawsuits over the compatibility of Java on Microsoft's platforms.

The first commercially available version of JNBridgePro was released on June 3, 2002. It supported accessing Java classes from .NET. Subsequent versions added accessing .NET classes from Java, support for transactions and plug-ins for Visual Studio and Eclipse.

JNBridge released two new products in 2007, JMS (Java Message Service) adapters for BizTalk and for .NET.

In 2012 JNBridge introduced a line of software labs that demonstrate how to connect diverse technologies.

Products

JNBridgePro - Java & .NET Interoperability
JNBridgePro is a Java and .NET interoperability tool that enables developers to build cross-platform applications that run in the same process or across a network, on the ground or in the cloud.

JNBridge JMS Adapter for .NET
The JNBridge JMS Adapter for .NET  provides integration of JMS (Java Message Service) capabilities into Microsoft .NET applications.

JNBridge JMS Adapter for BizTalk Server
The JNBridge JMS Adapter for BizTalk Server provides integration of JMS capabilities into Microsoft BizTalk Server applications.

Labs
 Integrate Java- and Mono-based microservices using Docker
 Use the Play Framework to create a Java web application on top of a .NET back-end
 Create a .NET-based Visual Monitoring System for Hadoop
 Build an Excel add-in  for HBase MapReduce
 Build a LINQ provider for HBase MapReduce
 Create .NET-based MapReducers for Hadoop
 Using a Java SSH Library to Build a BizTalk Adapter

External links
JNBridge's Official Website
New versions of JNBridge to support Java 8

See also
Java
.NET Framework

References

Technology companies of the United States
Privately held companies based in Colorado
Companies based in Boulder, Colorado
MURI (grant). Multidisciplinary University Research Initiative (MURI) is a basic research program sponsored by the US Department of Defense (DoD). Currently each MURI award is about $1.5 million a year for five years.

Aim
"The MURI program supports research by teams of investigators that intersect more than one traditional science and engineering discipline in order to accelerate both research progress and transition of research results to application.  Most MURI efforts involve researchers from multiple academic institutions and academic departments.... The MURI program complements other DoD basic research programs that support traditional, single-investigator university research by supporting multidisciplinary teams with larger and longer awards.... Consequently, MURI awards can provide greater sustained support than single-investigator awards for the education and training of students pursuing advanced degrees in science and engineering fields critical to DoD, as well as for associated infrastructure such as research instrumentation.”

References 

Grants (money)
Chotia Woodhopper. The Chotia Woodhopper is an American ultralight aircraft that was designed by John Chotia and made available in the form of plans for amateur construction. The plans remain available from the Vintage Ultralight and Lightplane Association.

Design and development
The Woodhopper was a development of the highly successful Weedhopper, substituting wood for aluminum tubing wherever possible and simplifying the design to reduce cost. It is therefore essentially a wooden Weedhopper. Both aircraft pre-dated the US FAR 103 Ultralight Vehicles rules, but comply with them, including the category's maximum empty weight of . The Woodhopper has a standard empty weight of . It features a cable-braced high-wing, a single-seat, open cockpit, tricycle landing gear and a single engine in tractor configuration.

The aircraft is of mixed construction and is optimized for low cost and ease of building. The pilot cage, landing gear and kingpost are made from aluminum tubing, while the main fuselage keel, wings and tail surfaces are all wooden structures. The Woodhopper's flying surfaces are covered in doped aircraft fabric. Its  span wing is cable-braced from the single, tube-style kingpost and the whole airframe is liberally supported with a large number of steel cables.

The control system is two-axis and consists of a sidestick that moves longitudinally to control the elevator for pitch and laterally to actuate the rudder for yaw control. Roll is induced by yaw-roll coupling as a result of the wing's dihedral. This control system does not allow crosswind landings, but it does make learning to fly the aircraft easy and also greatly simplifies the construction of the wing, as it has no control surfaces on it. The Woodhopper can be flown on wheels and floats.

The Woodhopper was featured on the cover of Popular Mechanics in 1978, and as a result a large number of plans were sold and many aircraft were completed and flown. Construction time from the plans is estimated at 250–300 hours. Performance is determined by the engine fitted, and a wide variety of small two-stroke engines have been employed. The Woodhopper was later developed into the Gypsy.

Specifications (Woodhopper)

References

External links
 Photo of a Woodhopper

Vintage Ultralight and Lightplane Association aircraft
1970s United States ultralight aircraft
Homebuilt aircraft
Single-engined tractor aircraft
3246th Test Wing. The 3246th Test Wing was a flight test component of the Air Proving Ground Center, later Armament Division, at Eglin Air Force Base, Florida, and was activated 1 July 1970 to provide weapon and countermeasures test duties. It was replaced by the 46th Test Wing in October 1992.

This unit is notable for operating the last active-duty USAF F-4D Phantom II (66-8800), relegated to the Eglin target range in July 1992.  It carried the logo "Phantoms Phorever 1963–1992". 66-8800 has been sitting on the ramp at Pierce Field (Eglin Auxiliary Field #2) since retirement. It is there in 2012.

History
Assigned to the 3246th Test Wing was the 3247th Test Squadron, which inherited F-4C/D/E and RF-4C Phantom II aircraft formerly assigned to the Air Proving Ground Center's 4533d Test Wing. The 3247th aircraft carried AD and ET tail codes, and a white tailband with red diamonds.

Components
 6585th Test Group, 1 January 1984 – 1 October 1992
 3247th Test Squadron, 1 July 1970 – 1 October 1992 (inactivated and consolidated with 40th Tactical Fighter Squadron)

Stations
 Eglin Air Force Base, Florida, 1 July 1970 – 1 October 1992

Aircraft
 A-10A Thunderbolt II
 YA-10B Thunderbolt II
 C-131B Samaritan
 C-130 Hercules
 F-4 Phantom II
 RF-4C Phantom II
 F-15 Eagle
 F-15E Strike Eagle
 F-16 Fighting Falcon
 F-100D Super Sabre
 General Dynamics F-111A
 General Dynamics F-111E
 T-38 Talon
 CT-39A Sabreliner
 HH-1H, UH-1N Huey
 UH-60 Black Hawk

References 

 Martin, Patrick. Tail Code: The Complete History of USAF Tactical Aircraft Tail Code Markings. Schiffer Military Aviation History, 1994. . Image source listed as United States Air Force

Military units and formations established in 1970
Diehl AeroNautical XTC Hydrolight. The Diehl AeroNautical XTC Hydrolight is an American amphibious flying boat ultralight aircraft that was designed and produced by Diehl AeroNautical in the 1980s.  The prototype first flew in March 1982, with production of kits commencing the following year.

Design and development
The XTC was the first amphibious flying boat to comply with the US FAR 103 Ultralight Vehicles rules, including the category's maximum empty weight of . The aircraft has a standard empty weight of . It features a cantilever mid-wing, a canard foreplane, dual vertical tails, a single-seat, open cockpit, re-positionable tricycle landing gear and a single engine in pusher configuration.  

The aircraft's hull is made from fiberglass, while the wing has a Kevlar-epoxy spar with its flying surfaces covered in bonded Mylar. Its  span wing is located behind the cockpit. Some aircraft were delivered with optional enclosed cockpits for all-weather flying. The landing gear repositions clear of the hull for water landings and is sprung on all three wheels. The nose wheel is steerable. The control system is three-axis, with the canard for pitch, twin rudders for yaw and spoilers for roll control. The XTC is very aerodynamically clean and produces a 14:1 glide ratio. Strongly built, the aircraft is rated for +8/-8g.

The standard engine supplied was the twin-cylinder, two-stroke, single ignition, horizontally opposed KFM 107 aircraft engine of .

Operational history
In service many owners replaced the KFM 107 powerplant, as it left the aircraft underpowered, especially for water operations. Owners report that the XTC is pitch sensitive in flight.

Specifications (XTC)

References

1980s United States ultralight aircraft
Homebuilt aircraft
Single-engined pusher aircraft
Amphibious aircraft
Canard aircraft
Mid-wing aircraft
Aircraft first flown in 1982
Frederick G. Keyes. Frederick George Keyes (June 24, 1885 – April 14, 1976) was an American physical chemist.
 Keyes was most notable for inventing a method to sterilize milk using ultraviolet rays, and discovering that ultraviolet rays kill germs. According to the National Academies Press, Keyes was also notable for "advances in thermodynamics, equations of state of gases, and thermodynamic properties, in particular liquid water and steam".

Keyes received a B.Sc. degree from the University of Rhode Island and an M.Sc. and Ph.D. from Brown University.

Keyes was head of the department of chemistry at MIT, and was a member of the National Academy of Sciences, the American Academy of Arts and Sciences, and the American Philosophical Society.

References 

1885 births
1976 deaths
American physical chemists
NASA people
Members of the United States National Academy of Sciences
Massachusetts Institute of Technology School of Science faculty
ASME Medal recipients
Fellows of the American Physical Society
University of Rhode Island alumni
Brown University alumni
Members of the American Philosophical Society
20th-century American chemists
Power source. A power source is a source of power. Most commonly the type of power referred to is:
 Power (physics), the rate of doing work; equivalent to an amount of energy consumed per unit time
 Electric power, the rate at which electrical energy is transferred by an electric circuit; usually produced by electric generators or batteries

Power source may correspondingly refer to:
 A source of primary energy, an energy form found in nature that has not been subjected to any conversion or transformation process
 Energy carrier, or secondary energy, a substance or phenomenon that contains energy that can be later converted to other forms such as mechanical work or heat or to operate chemical or physical processes
 Fuel, a material that stores potential energy in forms that can be practicably released and used for work
 See Energy development for an overview of primary and secondary energy or power sources

or, often more specifically to an electric power source:
The electric power industry
 A source of electrical energy
 Electric power system, a network of electrical components used to supply, transmit and use electric power
 Electricity generation, the process of generating electric power from other sources of primary energy
 Power station, an industrial facility for the generation of electric power
 Electric generator, a device that converts mechanical energy to electrical energy for use in an external circuit
 Electric power transmission
 Electric power distribution
 Mains electricity or household power, the general-purpose alternating-current (AC) electric power supply
 AC power plugs and sockets, devices that allow electrically operated equipment to be connected to the primary alternating current (AC) power supply in a building
 Battery (electricity), a device consisting of one or more electrochemical cells that convert stored chemical energy into electrical energy

Some conversion devices are sometimes called a "power source":
 Engine, a machine designed to convert energy into useful mechanical motion
 Power supply, an electrical device that supplies electric energy to an electrical load, by converting one form of electrical energy to another

As a proper name
PowerSource may also refer to:
 PowerSource (phone brand), mobile phone that can make use of both Sprint-Nextel cellular networks
 PowerSource (musical group), a Christian music group of the 1980s
 PowerSource, a weekly print section, and a companion website of the Pittsburgh Post-Gazette, highlighting the Pittsburgh region’s diverse energy industry

See also

 MBM Motorsports, a NASCAR team that regularly goes by "Power Source"
 Power (disambiguation)
 Prime mover (disambiguation)
 Source (disambiguation)
 Current source
 Voltage source
E.M. White Canoe Company. The E.M. White Canoe Company was founded by Edwin White, who produced wood and canvas canoes from 1889 into the 1940s. White is considered one of the pioneers of wood and canvas canoe building and one of several prominent canoe builders in Maine.

Background

The company's construction methods evolved from the manufacture of birchbark canoes. The transition occurred in the 19th century when canoe builders in the Eastern United States and Ontario, Canada, laid canvas instead of bark into a traditional building bed. Later, builders in Maine adapted English boat-building inverted-forms technology, whereby an external waterproofed canvas shell was fastened to a wooden hull formed with white cedar planks and ribs.

The earliest commercial builder of wood-and-canvas canoe may have been Evan H. Gerrish of Bangor, Maine, a hunting and fishing guide from Brownville, Maine. Upriver at Gilman Falls, E.M. White started producing canoes in 1889. White gave an interview in 1901 in the Old Town Enterprise, saying: "I saw a man by the name of Evan Gerrish of Bangor riding in the Penobscot River in a canvas-covered canoe. I quickly saw the advantages of that kind over my birchbark, which moreover leaked. I examined the canvas canoe closely, and in a short time was able to produce one which was so good someone wanted to buy it."

White started building canoes at his Gilman Falls family home by boiling wooden ribs in his mother's washtub and using a horse on a treadmill for power. In 1895, White's brother George and Alfred E. Wickett were working for him. Wickett would go on to help start the Indian Old Town Canoe Company (later the Old Town Canoe Company), and founded the Penobscot Canoe Company and St. Louis Meramec Canoe Company. White's brother-in-law, E.L. Hinckley, became a working partner and provided the capital to open a large shop in Old Town, Maine in 1896, the town where Old Town Canoe would be established in the early twentieth century.

After World War Two, Walter King, one of White’s employees, and his brother-in-law Pat Farnsworth purchased the company and changed the name to White Canoe Company and began to build fiberglass canoes. The company was purchased by The Old Town Canoe Company in 1984.

Identifying features

White employed a variety of deck styles, from a simple triangular shape to an inverted heart.

Planking is often bevel-edged.

The stern seat on earlier Whites is steam-bent in a "D" shape.

The tips of the inwales, deck, and outwales extend an inch or so beyond the top of the stem.

References

See also

Miller, Daniel and Benson Gray, editors, The Historic Wood Canoe and Boat Manufacturer Catalog Collection, on CD-ROM. 

Canoe manufacturers
Old Town, Maine
Manufacturing companies based in Maine
Defunct companies based in Maine
Design companies established in 1889
Manufacturing companies established in 1889
1889 establishments in Maine
Manufacturing companies disestablished in 1984
Design companies disestablished in 1984
1984 disestablishments in Maine
John McLure (steamer captain). Captain John McLure (January 22, 1816 – November 5, 1893) was an American steamship captain, boatbuilder, and businessman.

McLure was born in Zelienople, Pennsylvania. His father Andrew, a carpenter, moved the family to Wheeling in what was then the state of Virginia in 1816. In 1832 an eventful trip on a river steamer convinced the young McLure that he wanted to be a steamship engineer. After some time spent working on building ships and engines in Wheeling and in Pittsburgh, he obtained a position as engineer on a steamboat, and worked as a first or second engineer until about 1843, when he advanced to captain on the Amazon, a Wheeling-built boat which he had an ownership interest in. He also obtained a pilot's licence, and worked as both captain and pilot. Over the next few years McClure and partners built a series of steamboats which he captained for a time and then sold. McClure worked as a builder, captain, and owner until 1858, when he retired from building boats and captained his own steamboat, the Eunice, until the outbreak of the Civil War.

McLure was nominated as an at-large presidential elector for Abraham Lincoln on the Virginia Republican ticket in 1860. He also attended the First Wheeling Convention in May 1861.

In 1861 the Eunice and McLure entered the service of the Union, ferrying troops up the Kanawha River. In September 1861 he was made commodore of the Kanawha River steamers. In 1862 he commanded a group of three light steamboats which moved to Tennessee and were converted into gunboats for convoy duty on the Cumberland River. In 1863 he performed the same duty on the Tennessee River in support of Union activity there. McClure then resigned and returned to running steamboats on the Ohio until several years after the war's end.

McLure's uncle, also named John McLure, had come to Wheeling in 1806; he was a prominent merchant, bank president, and the builder of the McLure House hotel, at one point one of the finest hotels in West Virginia. In 1873 Captain McLure took over the ownership of the McLure House from his uncle, who died in 1874 at the age of 91.

In 1875 McLure served as the chairman of a civic committee arranging the removal of the state capital to Wheeling; he captained the steamship Emma Graham which picked up the governor and state officials and took them to Wheeling in the midst of a controversy over the move.

Family life
McLure married Elizabeth Campbell in 1841; they had eight children: Thomas, Harry, McBurnie, John Jr., Pintie, Juliet, and Betty. Elizabeth died in 1881, and McLure next married Eliza Jane Cecil (born 1833).

McLure died in Wheeling, aged 77.

References

External links
WV Encyclopedia article on McLure Hotel

Steamship captains
American shipbuilders
West Virginia Republicans
People of West Virginia in the American Civil War
Delegates of the 1861 Wheeling Convention
People from Zelienople, Pennsylvania
Politicians from Wheeling, West Virginia
1816 births
1893 deaths