omniomni/omni-engineering huggingface dataset:
Patricia Flatley Brennan. Patricia Flatley Brennan was the director of the National Library of Medicine from 2016 to 2023. Prior to that, she was the Lillian L. Moehlman Bascom Professor, School of Nursing and College of Engineering, at the University of Wisconsin–Madison. Brennan received a Master of Science in nursing from the University of Pennsylvania and a Ph.D. in industrial engineering from the University of Wisconsin–Madison. She served as chair of University of Wisconsin–Madison College of Engineering's Department of Industrial Engineering from 2007 to 2010.

Career
Following seven years of clinical practice in critical care nursing and psychiatric nursing, Brennan held several academic positions. She developed ComputerLink, an electronic network designed to reduce isolation and improve self-care among home care patients.

Brennan is the National Program Director of Project HealthDesign, a Robert Wood Johnson Foundation-funded initiative designed to stimulate the next generation of personal health records. In the context of that project, she coined the phrase "Observations of Daily Living" with her team, referring to observations people make about their health in everyday life. Additionally, she leads the WI-TECNE project, a statewide nursing faculty development effort supported by HRSA that aims to improve the integration of informatics and telehealth into nursing curricula. As of June 2009, Brennan was a theme leader of the Living Environments Lab at the Wisconsin Institutes for Discovery, researching home health care technologies using virtual reality and simulation technology.

A fellow of both the American Academy of Nursing (1991) and the American College of Medical Informatics (1993), Brennan was elected a member of the Institute of Medicine in 2001. In 2016, she was appointed director of the National Library of Medicine, where her term started in August 2016. Brennan served in that post until her retirement in September 2023.

References

Living people
American nurses
American women nurses
Health informaticians
University of Wisconsin–Madison faculty
Fellows of the American Academy of Nursing
Nursing informatics
American nursing educators
Nursing researchers
Members of the National Academy of Medicine
University of Wisconsin–Madison College of Engineering alumni
Year of birth missing (living people)
National Institutes of Health people
21st-century American women scientists
United States National Library of Medicine
Place of birth missing (living people)
University of Pennsylvania School of Nursing alumni
American women academics
21st-century American women civil servants
Punch down tool. A punch down tool, punchdown tool, IDC tool, or a Krone tool (named after the Krone LSA-PLUS connector), is a small hand tool used by telecommunication and network technicians. It is used for inserting wire into insulation-displacement connectors on punch down blocks, patch panels, keystone modules, and surface mount boxes (also known as biscuit jacks).

Description and use

Most punch down tools are of the impact type, consisting of a handle, an internal spring mechanism, and a removable slotted blade. To use the punch down tool, a wire is pre-positioned into a slotted post on a punch block, and then the punch down tool is pressed down on top of the wire, over the post. Once the required pressure is reached, an internal spring is triggered, and the blade pushes the wire into the slot, simultaneously cutting the insulation and securing the wire.  The tool blade does not cut through the wire insulation to make contact, but rather the sharp edges of the slot in the contact post itself slice through the insulation.  

However, the punch down tool blade also is usually used to cut off excess wire, in the same operation as making the connection; this is done with a sharp edge of the punch down tool blade trapping the wire to be cut against the plastic punch block. If this cutoff feature is heavily used, the tool blade must be resharpened or replaced from time to time.  Tool blades without the sharp edge are also available; these are used for continuing a wire through a slotted post to make connections with another slotted post ("daisy-chained" wiring).

For light-duty use, there are also less-expensive punch down tools with fixed blades and no impact mechanism.  These low-cost tools are more time-consuming for making reliable connections, and can cause muscle fatigue when used for large numbers of connections.

To accommodate different connector types, 66, 110, BIX and krone blocks require different blades. Removable blades for 66 or 110 are almost always double-ended. Some blades have one end that only inserts the wire for daisy-chain wiring from post to post, and another end that inserts wire and trims the excess length for termination at a post. Other blades have a cutting 66 blade on one end and a cutting 110 blade on the other. Krone blades require a separate scissor-like mechanism for trimming the wire.

References 

Telephone connectors
Lutetium(III) oxide (data page). This page provides supplementary chemical data on Lutetium(III) oxide

Thermodynamic properties

Spectral data

Structure and properties data

Material Safety Data Sheet 

The handling of this chemical may incur notable safety precautions. It is highly recommend that you seek the Material Safety Datasheet (MSDS) for this chemical from a reliable source  such as SIRI, and follow its directions.

References
 A.F. Trotman-Dickenson, (ed.) in Comprehensive Inorganic Chemistry, Pergamon, Oxford, UK, 1973.

Chemical data pages
Chemical data pages cleanup
Excel (automobile). The Excel was an American cyclecar manufactured in Detroit, Michigan by the Excel Distributing Company in 1914. The two-seater cyclecar weighed , and had a 1.5 L water-cooled four-cylinder engine. It was driven by a friction transmission with belts.

References
 

Defunct motor vehicle manufacturers of the United States
Motor vehicle manufacturers based in Michigan
Cyclecars
Defunct manufacturing companies based in Detroit
Cars introduced in 1914
Grizzly APC. The Grizzly APC is a 22-ton infantry mobility vehicle designed and manufactured by Academi for urban combat.

Design
4x2, 4x4, and 6x6 versions with three different Caterpillar diesel engines are available.

Its armor, called the "Blackwater High Threat Armor Protection System" is claimed to defeat 12.7 mm .50 caliber heavy machine gun rounds as well as IEDs. It is constructed of AR500 steel, and incorporates angled walls and a v-hull chassis to deflect the blast waves produced by explosives. It uses Fiber-Tek armor reinforced belly and lowers, with a fully enclosed drive train.  ArmorThane tactical coating on the interior and exterior reduces spall probability.

There are two top-side egress hatches, five gun ports (two on each side and one in rear), and bullet resistant glass windows, capable of NIJ level 3 protection. The Grizzly makes use of forward and rear 400,000+ candle power halogen searchlights, which can be operated remotely. It also has a ringmount roof turret, capable of mounting a 12.7mm heavy machine gun, which may be operated from a remote weapon station.

Blackwater USA submitted two Grizzly APC vehicles to the U.S. military, with EXO Scale anti-EFP appliqué armor from ARES Systems Group, for the MRAP II competition at the Aberdeen Proving Ground.  According to the Army Times, the armor passed the testing, but the vehicle failed due to limited armor on the forward area of the vehicle (pictures on ARES' website shows less armor was used over the frontal area of the cab.)  Blackwater had been hoping to discuss adding more armor to the forward area and threatened an automatic protest but it was disregarded, according to an Army Times source.

Production
The Grizzly is manufactured by Blackwater Armored Vehicle, a division of Academi (formerly known as Blackwater Worldwide and Xe Services LLC), in a  factory in Camden, North Carolina. It was scheduled to begin production in April 2007 and Blackwater predicted production of at least a vehicle a day to meet demand. However, the Grizzly was not selected by the US Army in 2008 and lack of projected non-US-military sales have forced cutbacks in staff at the plant.

The first Grizzly was built on a commercial GMC (automobile) chassis. The current versions are built on a custom chassis supplied by Seagrave Fire Apparatus, Clintonville, Wisconsin.

See also
List of AFVs
MRAP (armored vehicle)

References

External links
 Blackwater Grizzly  at Defense Update
 

Military vehicles introduced in the 2000s
Armored personnel carriers of the United States
Post–Cold War armored fighting vehicles of the United States
Blackwater (company)
Wheeled armoured personnel carriers
Armoured personnel carriers of the post–Cold War period
Kokusai Ku-8. The  (Kokusai Army Type 4 Special Transport Glider) was a Japanese military glider used during the Second World War. They were usually towed by Mitsubishi G3M or Mitsubishi Ki-21 aircraft.

Design and development
Design of the Ku-8-II began in December 1941, and the glider was essentially a Kokusai Ki-59 with the engines and fuel tanks removed and a modified undercarriage. It was given the Allied code name Goose and later Gander. The prototype was completed on May 20, 1943 and took to the air two days later, on May 22, 1943. 

A Ku-8-II version that was produced in 1944 used a tubular steel frame structure and had a hinged nose that could be opened to the side to allow loading. Also, its capacity was increased slightly to carry twenty troops. In total, approximately 700 were built. They were used operationally in the Philippines, primarily to carry supplies.

Variants
Ku-8-I:Prototypes.
Ku-8-II:Military transport glider. Production version.

Operators

 Imperial Japanese Army

Specifications

See also

References

External links

 

Ku-08, Kokusai
1940s military gliders
Ku-08
High-wing aircraft
Aircraft first flown in 1943
Viking Dragonfly. The Viking Dragonfly is an American amateur-built aircraft, designed by Bob Walters  and produced by Viking Aircraft LLC of Elkhorn, Wisconsin. The aircraft is supplied as a kit or as plans for amateur construction.

Design and development
The Dragonfly is a two-seater aircraft that features a tandem wing layout with a forward wing mounted low and the other behind the cockpit in a shoulder position, a two-seats-in-side-by-side configuration enclosed cockpit under a bubble canopy, fixed landing gear and a single engine in tractor configuration. The cockpit is  wide

The aircraft is constructed from composites, based on construction techniques pioneered by Burt Rutan at Rutan Aircraft Factory (RAF).  The airframe design is visually similar to the RAF's Quickie 2, which was developed independently, but the Dragonfly has larger airfoils and a smaller engine, resulting in a slower but more docile handling aircraft. Its forward  span wing employs a GU25-5(11)8 mod airfoil, when the aft wing (span 22 ft) uses an Eppler 1212 airfoil. Both wings have a total area of . Standard engines used include the  Volkswagen air-cooled engine and the  Jabiru 2200 four-stroke powerplants. Construction time from the supplied kit is estimated as 700 hours, while from plans is estimated at over 1200 hours.

Operational history
The Dragonfly was given the Outstanding New Design Award at the EAA Convention in 1980. By 1998, 500 examples of all variants were reported as flying.

Variants

Dragonfly Mk I
Original version with main landing gear mounted in fairings at the lower wing tips. Operations require paved runways and wide taxiways due to widely spaced main wheels.
Dragonfly Mk II
Version with conventional landing gear.
Dragonfly Mk III
Version with tricycle landing gear.

Specifications (Mark III Millenium)

See also
Similar aircraft
 Rutan Quickie
 QAC Quickie Q2

References

 Jackson, Paul. Jane's All The World's Aircraft 2003–2004. Coulsdon, UK: Jane's Information Group, 2003. .

External links

Photo of a Dragonfly Mk III

Aircraft first flown in 1980
Homebuilt aircraft
Tandem-wing aircraft
Single-engined tractor aircraft
Electromote. The Electromote was the world's first vehicle run like a trolleybus, which was first presented to the public on April 29, 1882, by its inventor Dr. Ernst Werner von Siemens in Halensee, a suburb of Berlin, Germany.

In 1847, Siemens told his brother Wilhelm that should he have time and money, he wanted to build himself a carriage with electro-magnetic propulsion. In the early 1880s, he managed to realize the idea, first erecting the masts and infrastructure on site in 1881. Halensee, independent and not yet part of Berlin at the time, had only been named the previous year and was not yet fully developed, providing the project with the space needed as well as access via the Berlin Ringbahn at nearby Halensee station.

The Elektromote operated from April 29 to June 13, 1882, on a  trail-track along “Straße No. 5”, today's Joachim-Friedrich-Straße, and “Straße No. 13”, today's Johann-Georg-Straße, crossing the upper Kurfürstendamm. According to other sources, the track was along the Ku'damm itself. The track being unimproved and correspondingly bumpy led to malfunctions of the vehicle which in turn contributed to the short duration of the experiment. Public transport or demonstration was not part of the project's purpose.

The Electromote built by the Siemens & Halske company was a converted four-wheel landau carriage, equipped with two 2.2 kW electric motors, each of which transmitting power directly to one of the rear wheels using a chain drive. This was because a working differential was not available at the time. The voltage used was 550 V DC. The electric power transmission to the coach was by a flexible cable pulling a small eight-wheeled "contact car" (Kontaktwagen) that ran along the overhead power lines. The car was weighed so it wouldn't fall off the cables it ran on. In English language use, the Kontaktwagen was later named the "trolley", giving the trolley car and trolley bus their names. With the horsepower available, the conveyance reached approx. . To power the system, Carl Ludwig Frischen, chief engineer of Siemens & Halske, had a power station built in a nearby shed, consisting of a small steam engine hooked up to a dynamo.

This experimental vehicle already fulfilled all the technical criteria of a typical trolleybus. After the demonstration runs closed on June 13, the test track was dismantled on June 20, 1882.

See also
Gross-Lichterfelde Tramway

References 

Trolleybuses
19th century in Berlin
Transport in Berlin
1882 in transport
Vehicles introduced in 1882
1882 in Germany
CSI-DOS. CSI-DOS is an operating system, created in Samara, for the Soviet Elektronika BK-0011M and Elektronika BK-0011 microcomputers. CSI-DOS did not support the earlier BK-0010. CSI-DOS used its own unique file system and only supported a color graphics video mode. The system supported both hard and floppy drives as well as RAM disks in the computer's memory. It also included software to work with the AY-3-8910 and AY-3-8912 music co-processors, and the Covox Speech Thing. There are a number of games and demos designed specially for the system.

The system also included a Turbo Vision-like application programming interface (API) allowing simpler design of user applications, and a graphical file manager called X-Shell.

External links
 Article, contains description of some advantages of CSI-DOS for gaming over other OSs (Russian)

Elektronika BK operating systems
I/O request packet. I/O request packets (IRPs) are kernel mode structures that are used by Windows Driver Model (WDM) and Windows NT device drivers to communicate with each other and with the operating system. They are data structures that describe I/O requests, and can be equally well thought of as "I/O request descriptors" or similar. Rather than passing a large number of small arguments (such as buffer address, buffer size, I/O function type, etc.) to a driver, all of these parameters are passed via a single pointer to this persistent data structure. The IRP with all of its parameters can be put on a queue if the I/O request cannot be performed immediately. I/O completion is reported back to the I/O manager by passing its address to a routine for that purpose, IoCompleteRequest. The IRP may be repurposed as a special kernel APC object if such is required to report completion of the I/O to the requesting thread. 

IRPs are typically created by the I/O Manager in response to I/O requests from user mode. However, IRPs are sometimes created by the plug-and-play manager, power manager, and other system components, and can also be created by drivers and then passed to other drivers. 

The I/O request packet mechanism is also used by Digital Equipment Corporation's VMS operating system, and was used by Digital's RSX-11 family of operating systems before that.  An I/O request packet in RSX-11 is called a directive parameter block, as it is also used for system calls other than I/O calls.

See also
 Architecture of Windows NT

References

External links
 Whitepaper on Windows I/O model
 
 IRP (Windows Drivers)
 

Windows NT architecture
Device drivers
Data structures by computing platform
Windows NT kernel
OpenVMS

de:IRP
Charles Dickinson West. Charles Dickinson West (January 1847 – 10 January 1908) was an Irish mechanical engineer and naval architect, who worked for many years at the Imperial College of Engineering, in Meiji era Japan.

Biography
West was born in Dublin, Ireland as the eldest son of The Very Reverend John West, Dean of St Patrick's Cathedral, Dublin, and graduated with a degree in civil engineering from Trinity College Dublin in 1869. He worked at Bergenhead Steel Company in Great Britain for five years, followed by positions in other forms where he gained experience in shipbuilding, steel mills and steam power.

In 1882, West was hired by the Meiji government of the Empire of Japan as a foreign advisor, to teach steam engine mechanics, mechanical drawing, engineering, and mechanical engineering. He replaced Henry Dyer at the Kobu Daigakko, the forerunner of the Imperial College of Engineering of Tokyo Imperial University. He held the position of professor of Mechanical Engineering and Naval Architecture, until his death 25 years later.

While in Japan, he assisted the Naval Architectural Department of the Imperial Japanese Navy. He also served as an advisor to several Japanese shipyards, including Mitsubishi, Kawasaki and Osaka Iron Works.

West remained a bachelor all his life. His hobbies included boating and photography, and his large collection of photographs is preserved at the Tokyo University library. Many of his diaries and manuscripts are also preserved, including lecture notes and examination problems given to his students. During his entire stay in Japan, West returned to Europe only once. He was awarded the Order of the Rising Sun by Emperor Meiji in 1905 for his contribution to higher education in engineering in Japan.
  
During a winter stay at Atami hot springs resort in 1907, West caught pneumonia and died shortly after in the University of Tokyo Hospital on 10 January 1908. He is buried in Aoyama Cemetery in Tokyo. A monument with his bronze bust was unveiled on the main campus of Tokyo University on 19 March 1910.

References
Ireland and Japan
Japan Times, 23 September 1999
Department of Mechanical Engineering at Trinity College

See also 
Ireland–Japan relations
Mechanical Engineering Heritage (Japan) No.100 in 2020

Foreign advisors to the government in Meiji-era Japan
Foreign educators in Japan
19th-century Anglo-Irish people
1847 births
1908 deaths
19th-century Irish engineers
20th-century Irish engineers
Engineers from County Dublin
British expatriates in Japan
Deaths from pneumonia in Japan
Recipients of the Order of the Rising Sun
Burials at Aoyama Cemetery
Academic staff of the University of Tokyo
Millimeter Anisotropy eXperiment IMaging Array. The Millimeter Anisotropy eXperiment IMaging Array (MAXIMA) experiment was a balloon-borne experiment funded by the United States NSF, NASA, and Department of Energy, and operated by an international collaboration headed by the University of California, to measure the fluctuations of the cosmic microwave background. It consisted of two flights, one in August 1998 and one in June 1999.  For each flight the balloon was started at the Columbia Scientific Balloon Facility in Palestine, Texas and flew to an altitude of 40,000 metres for over 8 hours. For the first flight it took data from about 0.3 percent of the sky of the northern region near the Draco constellation. For the second flight, known as MAXIMA-II, twice the area was observed, this time in the direction of Ursa Major.

Initially planned together with the BOOMERanG experiment, it split off during the planning phase to take a less risky approach by reducing flying time as well as launching and landing on U.S. territory.

Instrumentation

A 1.3-metre primary mirror, along with a smaller secondary and tertiary mirror, was used to focus the microwaves onto the feed horns. The feed horns had spectral bands centred at 150, 240 and 420 GHz with a resolution of 10 arcminutes. A bolometer array consisting of sixteen NTD-Ge thermistors measured the incident radiation.

The detector array was cooled to 100 mK via a four-stage refrigeration process. Liquid nitrogen cooled the outer layer of radiation shielding and He-4 was used to cool the two other layers to a temperature of 2–3 K. Finally liquid He-3 cooled the array down to operation temperature. The shielding, together with the properties of the feed horns, gave a sensitivity of .

Two CCD cameras were used to provide accurate measurements of the telescope's orientation. The first wide-field camera pointed towards Polaris and gave a coarse orientation up to 15 arcminutes. The other camera was mounted in the primary focus and gave an accuracy of half an arcminute for stars brighter than 6th magnitude. In total, this produced an overall position tracking accuracy of 10' for the telescope.

For pointing the telescope, four motors were used.

Results

Compared to MAXIMA's competitor the BOOMERanG experiment, MAXIMA's data covers a smaller part of the sky but with much more detail.  By the end of the year 2000 the experiment had provided the most accurate measurements of the Cosmic microwave background (CMB) fluctuations on small angular scales. Using this data it was possible to calculate the first three acoustic peaks from the CMB power spectrum. The results confirmed the standard cosmological model, giving a baryon density of about 4%, which agrees with the density calculated from Big Bang nucleosynthesis.  The measurement of the flatness of the Universe also confirmed a major prediction of inflationary cosmology, although BOOMERang was the first to discover this.

See also

 Cosmic microwave background experiments
 Observational cosmology

References

Physics experiments
Cosmic microwave background experiments
Balloon-borne experiments