omniomni/omni-engineering huggingface dataset:
Blériot 5190. 

The Blériot 5190 was a French transatlantic mail plane of the 1930s, a large parasol-wing monoplane flying boat.  It was of slightly unusual design, with a low-profile hull and the crew compartment housed in the thick pylon that supported the wing.  The four engines were arranged with three along the leading edge of the wing, and the fourth on the centreline of the trailing edge.  It was constructed for a French government contract to carry airmail to South America.

The first example, christened Santos-Dumont flew on 3 August 1933 and by the end of 1934 had completed two proving flights across the South Atlantic, with Lucien Bossoutrot at the commands and the future French Admiralty Chief of Staff Henri Nomy as flight engineer.  In February 1935 with Aéropostale's only other transatlantic mailplane, the Latécoère 300 la Croix du Sud, out of commission for maintenance, the Santos-Dumont entered service.  From then until April, she carried all of France's transatlantic mail at the rate of one crossing per week until rejoined by la Croix du Sud and a new Farman F.220 named Le Centaure.  As part of this small fleet, the Santos-Dumont continued in this role until June 1937.  Altogether, by that time, she had made 38 crossings of the Atlantic.

In the meantime, the French government had ordered a further three 5190s from Blériot, and the company had borrowed heavily in order to build the aircraft.  Suddenly, the contract was cancelled without explanation or compensation, forcing the firm into bankruptcy.  Louis Blériot himself died of a heart attack soon afterwards, on 1 August 1936.

Operators

Aéropostale

Specifications

References
 
 aviafrance.com

External links

  Blériot 5190 (F-ANLE c/n 01) "Santos Dumont"
 Historic video footage of Blériot 5190 taking off and in flight
 

5190
1930s French mailplanes
Flying boats
Parasol-wing aircraft
Four-engined push-pull aircraft
Aircraft first flown in 1933
Alberto Santos-Dumont
NFPA 70B. NFPA 70B (Standard for Electrical Equipment Maintenance) is a standard of the National Fire Protection Association that addresses preventive maintenance for electrical, electronic, and communication systems and equipment—such as those used in industrial plants, institutional and commercial buildings, and large multi-family residential complexes—to prevent equipment failures and worker injuries.
NFPA 70B is component of the electrical cycle of safety which includes NFPA 70 and NFPA 70E.

Purpose
This recommended practice applies to preventive maintenance for electrical, electronic, and communication systems and equipment and is not intended to duplicate or supersede instructions that manufacturers normally provide. Systems and equipment covered are typical of those installed in industrial plants, institutional and commercial buildings, and large multifamily residential complexes.

History
On January 1, 2023, NFPA 70B transitioned from the Recommended Practice for Electrical Equipment Maintenance to the Standard for Electrical Equipment Maintenance.

References

Related NFPA standards 

 NFPA 70 — National Electrical Code (NEC)
 NFPA 70E — Standard for Electrical Safety in the Workplace

External links 

 NFPA 70B: Standard for Electrical Equipment Maintenance

Firefighting in the United States
Safety codes
Safety organizations
Electrical standards
NFPA Standards
IEEE 1584. IEEE Std 1584-2018 (Guide for Performing Arc-Flash Hazard Calculations) is a standard of the Institute of Electrical and Electronics Engineers that provides a method of calculating the incident energy of arc flash event.

Purpose
IEEE 1584-2018 is an update to IEEE 1584-2002 and was developed to help protect people from arc-flash hazard dangers. The predicted arc current and incident energy are used in selecting appropriate overcurrent protective devices and personal protective equipment (generally abbreviated as PPE), as well as defining safe working distance. Since the magnitude of the arc current is inherently linked with the degree of arc hazard, the arc is examined as a circuit parameter. Furthermore, since estimations are often useful, simple equations for predicting ballpark arc current, arc power, and incident energy values and probable ranges are presented in this work.

Procedure
Arc Flash Hazard calculations are currently implemented in most of the industry plants due to OSHA regulations. The IEEE 1584 empirically derived model accurately accounts for a wide variety of setup parameters including:

 Voltages in the range of 208–15,000 V, three-phase.
 Frequencies of 50 Hz to 60 Hz.
 Bolted fault current in the range of 700–106,000 A.
 Grounded or ungrounded.
 Equipment enclosures of commonly available sizes with various conductor configurations, or open air.
 Gaps between conductors.
 Faults involving three phases.

For cases where voltage is over 15 kV or gap is outside the range of the model, the theoretically derived Lee method can be applied.

IEEE 1584.1 is a guide published in July 2022 for the specification of requirements for an Arc Flash Hazard Calculation study in accordance with the IEEE 1584 Standard.

References

Electrical safety
IEEE standards
Blackburn Cirrus Minor. The Blackburn Cirrus Minor is a British four-cylinder, inverted, in-line air-cooled aero-engine that was designed and built by the Cirrus Engine Section of Blackburn Aircraft Limited in the late 1930s.

Design and development
The Cirrus Minor started life as a clean-sheet replacement for the original Cirrus and Hermes series of light aircraft engines. Design was led by Technical Director C. S. Napier, son of Montague Napier, and was already under way when in 1934 Cirrus-Hermes Engineering was taken over by the Blackburn Aeroplane & Motor Company and moved to Brough in Yorkshire.

Napier remained Technical Director and, while he completed the development and initial sales of the Cirrus Minor and its larger stablemate the Cirrus Major, Blackburn kept Cirrus Hermes Engineering as a separate company (though without the hyphen in its name).

Although completely new designs, they were of generally similar layout to the previous inverted engines, being air-cooled inverted four-cylinder inline designs. Like the others the Minor had a robust steel five-bearing crankshaft, but unlike them the long studs bolting the cylinder heads to the crank housing were replaced by short studs and flanges at each end of the cylinder barrels. Light alloy was used for the cylinder heads and con rods, while the valve gear was adopted with little change from the Hermes IV. The Claudel-Hobson down-draught carburetter featured independent altitude control, and the dual-redundant magnetos were of B.T.H. S.G.4/2 type.

The Cirrus Minor was introduced in 1935. Two years later, Cirrus Hermes Engineering lost its identity as a separate company and was adopted as an operating division of its parent company, which by then had become Blackburn Aircraft.

The Minor was known for excellent reliability, and had a major "win" when it was selected to power the RAF's Taylorcraft Auster observation aircraft. The RAF's version had several modifications, known as the Series I. Although externally identical, the Series II engine was redesigned to operate on 77 octane fuel, as opposed to the original's 70, increasing power to 100 hp (75 kW).

Applications

Engines on display
A preserved Blackburn Cirrus Minor II is on public display at the Royal Air Force Museum Cosford.

Specifications (Cirrus Minor I)

See also

References

Notes

Bibliography

Oldengine.org 
 
 Lumsden, Alec. British Piston Engines and their Aircraft. Marlborough, Wiltshire: Airlife Publishing, 2003. .

External links

Air-cooled aircraft piston engines
Blackburn aircraft engines
1930s aircraft piston engines
Inverted aircraft piston engines
Computer compatibility. A family of computer models is said to be compatible if certain software that runs on one of the models can also be run on all other models of the family. The computer models may differ in performance, reliability or some other characteristic. These differences may affect the outcome of the running of the software.

Software compatibility 
Software compatibility can refer to the compatibility that a particular software has running on a particular CPU architecture such as Intel or PowerPC. Software compatibility can also refer to ability for the software to run on a particular operating system. Very rarely is a compiled software compatible with multiple different CPU architectures. Normally, an application is compiled for different CPU architectures and operating systems to allow it to be compatible with the different system. Interpreted software, on the other hand, can normally run on many different CPU architectures and operating systems if the interpreter is available for the architecture or operating system. Software incompatibility occurs many times for new software released for a newer version of an operating system which is incompatible with the older version of the operating system because it may miss some of the features and functionality that the software depends on.

Hardware compatibility 
Hardware compatibility can refer to the compatibility of computer hardware components with a particular CPU architecture, bus, motherboard or operating system. Hardware that is compatible may not always run at its highest stated performance, but it can nevertheless work with legacy components. An example is RAM chips, some of which can run at a lower (or sometimes higher) clock rate than rated. Hardware that was designed for one operating system may not work for another, if device or kernel drivers are unavailable. As an example, Android is not able to be run on a phone with iOS.

Free and open-source software 

 Compatibility layer
 Interchangeability
 Forward compatibility
 Backward compatibility
 Cross-platform
 Emulator
 List of computer standards
 Portability
 Plug compatible
 Hardware security

References 

Interoperability
Computer hardware
Software
Numerical error. In software engineering and mathematics, numerical error is the error in the numerical computations.

Types
It can be the combined effect of two kinds of error in a calculation.
 the first is caused by the finite precision of computations involving floating-point or integer values
 the second usually called truncation error is the difference between the exact mathematical solution and the approximate solution obtained when simplifications are made to the mathematical equations to make them more amenable to calculation.  The term truncation comes from the fact that either these simplifications usually involve the truncation of an infinite series expansion so as to make the computation possible and practical, or because the least significant bits of an arithmetic operation are thrown away.

Measure
Floating-point numerical error is often measured in ULP (unit in the last place).

See also
 Loss of significance
 Numerical analysis
 Error analysis (mathematics)
 Round-off error
 Kahan summation algorithm
 Numerical sign problem

References

 Accuracy and Stability of Numerical Algorithms, Nicholas J. Higham, 
 "Computational Error And Complexity In Science And Engineering", V. Lakshmikantham, S.K. Sen,  

Computer arithmetic
Numerical analysis
Enhanced Tactical Computer. The Enhanced Tactical Computer or ETC is a portable rugged computer, built by Elbit Systems, and used by the United States Department of Defense. It is a modular system, built using COTS hardware, and enclosed in MIL-STD 810 cases, build to withstand harsh conditions and temperatures from -25° to 55°C. The ETC is designed to be used with Military Standard thermal and night vision goggles.

Specs
5.5kg
10"x9"x3.5"
Operating Sys Windows xp

Hardware
It is uses a Pentium III processor, which can be upgraded via a specially designed removable module. It is equipped with a touch screen TFT display, Readable display in direct sunlight, with 600x800 resolution. Removable 10-40gig hard drive, and removable power supply.

Includes an embedded GPS receiver, LAN jack, USB port, PS2 port. Two PC Card Type II or a single Type III are available. Communications interfaces are supported via Elbit's communications controller, supporting up to six networks at 64 kbit/s. Compatible with Windows or Linux operating systems.

See also
Military computers

Sources

Military computer systems of the U.S. Department of Defense
IBM Information Management Software. Information Management Software is one of the brands within IBM Software Group (SWG) division. The major Information Management products include:

 IBM Db2 — relational database management system (RDBMS)
 Informix Dynamic Server — high-throughput database server for online transaction processing (OLTP)
 Cloudscape — embedded RDBMS for Java
 Information Management System (IMS) — hierarchical database and information management system
 OmniFind — search and text analytics software
 Enterprise Content Management — IBM services for managing content, optimizing business processes and enabling compliance
 pureQuery - data access platform
 IBM RFID Information Center (RFIDIC) - Tracking and tracing products through global supply chains
 IBM InfoSphere DataStage - an ETL tool
 InfoSphere Guardium – Real-time database security and monitoring application to safeguard enterprise data (SAP, PeopleSoft, etc.) and address regulatory compliance requirements

References

External links
 IBM Information Management Software home page
 IBM Information Management Software Redbooks
 IBM Enterprise Content Management Software home page

Information Management Software
Tunnel fin. A tunnel fin is a type of surfboard fin used on surfboards, especially heavy longboards and longboard guns. The weight and length of these boards make it easier to control the fore and aft angle of the tunnel.  As the name suggests, it is shaped like a tunnel. Tunnel fins were first used by Richard Deese and Bob Bolen (also known as the Greek) in California during the late sixties and continue to be developed by shapers today.

Background
The Tunnel fin is based on the principle of the annular wing with the lowest drag and highest lift fin configuration possible. It has no drag inducing fin tips, this is important as it means that rail to rail turning movements are drag-free and effortless.  Tunnel fins have the ability to enhance hydrodynamics by slightly twisting the water flow into a vortex as it passes through the tunnel, preventing random turbulence in its wake. The tunnel fin has a large amount of horizontal lift utilizing the hydrofoil principle providing better lift-to-drag ratio.

The horizontal area in the tunnel fin also acts as a means of transferring rider energy into forward thrust through board flex (similar to a dolphin tail). As the board pumps up and down it drives the 'fluke' at the tail. In other words, the speed of the tunnel finned board can be increased by weighting and unweighting (pumping). This is slightly different from the side to side movement used by thruster riders.

The ability of the tunnel to organize volumetric flow rate means that (in the case where a central fin is used in front of the tunnel) any turbulence coming off the trailing edge and base of the front fin is organized into a lower drag flow pattern.

References

Surfing equipment
Flood insurance rate map. A flood insurance rate map (FIRM) is an official map of a community within the United States that displays the floodplains, more explicitly special hazard areas and risk premium zones, as delineated by the Federal Emergency Management Agency (FEMA).  The term is used mainly in the United States but similar maps exist in many other countries, such as Australia.

Uses
FIRMs display areas that fall within the 100-year flood boundary.  Areas that fall within the boundary are called special flood hazard areas (SFHAs) and they are further divided into insurance risk zones.  The term 100-year flood indicates that the area has a one-percent chance of flooding in any given year, not that a flood will occur every 100 years.

Such maps are used in town planning, in the insurance industry, and by individuals who want to avoid moving into a home at risk of flooding or to know how to protect their property. FIRMs are used to set rates of insurance against risk of flood and whether buildings are insurable at all against flood.  It is similar to a topographic map, but is designed to show floodplains. Towns and municipalities use FIRMs to plan zoning areas.  Most places will not allow construction in a flood way.

Creation process

In the United States the FIRM for each town is occasionally updated. At that time a preliminary FIRM will be published, and available for public viewing and comment. FEMA sells the official FIRMs, called community kits, as well as an updating access service to the maps.  There are also some companies that sell software to locate land parcels or real estate on digitized FIRMs. These FIRMs are used in identifying whether a land or building is in flood zone and, if so, which of the different flood zones are in effect.

In 2004, FEMA began a project to update and digitize the flood plain maps at a yearly cost of $200 million.  The new maps usually take around 18 months to go from a preliminary release to the final product.  During that time period FEMA works with local communities to determine the final maps.

Louisiana and FEMA 
In early 2014, two congressmen from Louisiana, Bill Cassidy and Steve Scalise, asked FEMA to consider the width of drainage canals, water flow levels, drainage improvements, pumping stations and computer models when deciding the final flood insurance rate maps.

See also
National Flood Insurance Program
Floodplain
Special Flood Hazard Area

References

External links
FIRMettes from FEMA

Hydrology and urban planning
Flood control in the United States
Flood insurance
Federal Emergency Management Agency
Geologic maps
Aircraft vectoring. Aircraft vectoring is a navigation service provided to aircraft by air traffic control. The controller decides on a particular airfield traffic pattern for the aircraft to fly, composed of specific legs or vectors. The aircraft then follows this pattern when the controller instructs the pilot to fly specific headings at appropriate times.

Vectoring is used to separate aircraft by a specified distance, to aid the navigation of flights, and to guide arriving aircraft to a position from which they can continue their final approach to land under the guidance of an approach procedure published by the FAA.

Vectoring is the provision of navigational guidance to aircraft in the form of specific headings, based on the use of an ATS surveillance system.
Aircraft may be vectored to:
 apply ATS surveillance system separation
 achieve an expeditious flow of aircraft
 maximise use of available airspace
 comply with noise abatement procedures
 avoid areas of known hazardous weather or known severe turbulence.
 adjust the arrival sequence
 establish the aircraft on final approach track of a pilot-interpreted approach
 maneuver an aircraft into a suitable position below the clouds near an aerodrome for a visual approach and landing.
The nature of Terminal area operations means that vectoring plays a significant part in the way controllers' process traffic.

References 

Air traffic control
Air navigation
Navigational aids
VMT. VMT may refer to:

 Virtual maintenance training,  type of training method that includes computer-based interactive 3D simulations of virtual equipment
 Vehicle miles of travel, a measurement of the number of miles traveled within a specified region over a given time period
 Video mixtape, a stock footage movie consisting of clips from movies, television, or home videos.
 Virginia Museum of Transportation
 Virtual method table, a mechanism used in programming language to support dynamic dispatch

See also
 Vehicle miles traveled tax
 Virgin Media Television (disambiguation)
Personal Car Communicator. A Personal Car Communicator (PCC) is a system of protection in a key fob developed by Volvo.

The Personal Car Communicator was first introduced by the company in the S80 sedan for the 2007 model year. The personal car communicator uses a two-way radio communicator, allowing the vehicle owner to check such security items as the locking status of the vehicle. Most notable is the ability of a heartbeat monitor that checks if someone is left inside the car.

To use the Personal Car Communicator, one must press the "i" button on the fob. If close to the vehicle, it will most likely give feedback within a minute of pressing. If further away, it may take up to 5-10 minutes.

When the "i" button is pressed, it can tell one the status of their vehicle. If a solid green light appears, that means the vehicle is locked. If a solid yellow light appears, that means the vehicle is unlocked. If a solid red light appears, that means the vehicle's alarm has been triggered since the last time the car was locked. If two flashing red lights appear, that means the alarm has been triggered in the last 5 minutes. In some cases, if it is flashing, the heartbeat monitor may have detected something.

References

External links
 

Automotive accessories
Automotive technologies
Locks (security device)
Vehicle security systems
Volvo Cars
1st Michigan Engineers and Mechanics Regiment. The 1st Michigan Engineers and Mechanics Regiment was an engineer regiment that served in the Union Army during the American Civil War. There were only ten other similar regiments in the Union Army. The Michigan unit was one of three engineering regiments raised in 1861, the other two being Missouri (August 1861) and New York (September 1861). Engineering regiments are often left off of many Order of Battles, but their contribution to campaigns were vital from a logistics point of view; repairing/building railroads, bridges and blockhouses; and destroying enemy communication lines, railroads and bridges. Engineering units like the First Michigan were often caught up in attacks from enemy guerrillas and cavalry skirmishes.

Service

The 1st Michigan Engineers was organized at Marshall, Michigan and mustered into service on October 29, 1861. They rendezvoused at Camp Owen on the Calhoun County fairgrounds in early October.

The regiment was mustered out on September 22, 1865.

Total strength and casualties
Over its existence, the regiment carried a total of 2962 men on its muster rolls. The regiment lost 1 officer and 12 enlisted men killed in action or mortally wounded, and 351 enlisted men who died of disease, for a total of 364
fatalities.

At the Battle of Perryville (October 1862), the First Michigan had at least ten wounded and one missing. At Lavergne, Tennessee; just prior to the Battle of Murfreesboro, the First Michigan had one killed, five wounded, four POWs and one missing. The 1st Michigan saw two men killed, nine wounded, and two missing at the Battle of Murfreesboro (early January 1863). The unit was active all over middle Tennessee, including Columbia, Spring Hill, Franklin, Brentwood and Nashville from 1862 - 1864, building and repairing railroads, bridges, blockhouses, etc. The Franklin-Nashville Campaign was costly to the First Michigan Engineers, losing over 30 men as POWs.

The unit also participated in Sherman's March to the Sea and at the Battle of Bentonville.

Commanders
Colonel William Power Innes, September 12, 1861, to October 26, 1864
Colonel John B. Yates, November 3, 1864, to September 22, 1865

See also
List of Michigan Civil War Units
Michigan in the American Civil War
List of Engineer Regiments of the Union Army

Notes

References

The Civil War Archive

Engineers
1865 disestablishments in Michigan
1861 establishments in Michigan
Military units and formations established in 1861
Military units and formations disestablished in 1865
Engineer units and formations of the Union army