omniomni/omni-engineering huggingface dataset:
Cierva C.8. The Cierva C.8 is an experimental autogyro built by Juan de la Cierva in England in 1926 in association with Avro. Like Cierva's earlier autogyros, the C.8s were based on existing fixed-wing aircraft fuselages – in this case, the Avro 552.

Design and development
The first example, the C.8R (known to Avro as the Type 587) was a rebuild of the C.6D, fitted with stub wings and paddle-shaped main rotor blades. This was followed by the new-built C.8V (or Type 586) that was eventually converted back into an Avro 552 after testing. The next model was the definitive C.8L prototype (or Type 575). The Mark II was based on the Lynx-engined Avro 504N two-seat trainer.

By now, Cierva's efforts were attracting the attention of buyers. The first customer was the British Air Ministry, which placed an order for a machine in 1927. This was completed as the Type 611, test flown by Bert Hinkler at Hamble and then delivered to the Royal Aircraft Establishment by Cierva himself in Britain's first cross-country rotorcraft flight on 30 September that year. The next example was purchased by Air Commodore James G. Weir, chairman of Cierva, and flown in the 1928 King's Cup Air Race before being used to make demonstration flights around continental Europe.

The two final C.8s were sold in 1928, one to the Italian government, and one to American Harold Pitcairn, who would go on to purchase manufacturing rights for the United States. The C.8W bought by Pitcairn would make the first autogyro flight in the United States at Willow Grove, Pennsylvania, on 18 December 1928. The C.8W is the oldest autogyro in the United States.

As of 2007, two examples are extant: Weir's machine preserved at the Musée de l'Air et de l'Espace in Paris, and Pitcairn's at the National Air and Space Museum in Washington, DC.

Variants
C.8R C.6D fitted with new wings and rotor blades, powered by a 97-kW (130-hp) Clerget engine. (1 converted)
C.8V Two-seat model, powered by a 134-kW (180-hp) Wolseley Viper piston engine.
C.8L (4 built)
C.8L Mk II Fitted with short-span wings, powered by an Armstrong Siddeley Lynx IV radial piston engine. The aircraft took part in 1928 King's Cup Air Race. Built in the United Kingdom as the Avro Type 617. (1 built)
Weymann-Lepère C.18 Version of C.8L Mk II built under license in France.
C.8L Mk III Two aircraft built for the Italian government in 1928.
C.8W Powered by a 168-kW (225-hp) Wright Whirlwind radial piston engine. This version was built for Harold Frederick Pitcairn. Original designation C.8L Mk IV. (1 built)

Specifications (C.8 Mark II)

References
Notes

Bibliography
 
 
 
 NASM website
 Cierva C.8 – British Aircraft Directory

External links

1920s British experimental aircraft
Single-engined tractor autogyros
Aircraft first flown in 1926
C.8
Cook Challenger. 

The Cook JC-1 Challenger was a 1960s American cabin monoplane built by the Cook Aircraft Corporation.

Development
John Cook founded the Cook Aircraft Corporation in 1968 at Torrance, California to build and market his JC-1 Challenger cabin monoplane design.

The Challenger was a low-winged cantilever four-seat monoplane with an all-metal construction. It was powered by a single  Lycoming O-320 piston engine and had a fixed nosewheel undercarriage. Two prototypes were built, the first aircraft flew in May 1969. A third prototype was built in 1971 but crashed in 1972 killing the pilot Cook. A fourth modified prototype was built by the company but was never certified and the company stop all design and development in the mid 1970s.

Specifications

References

 
 
 aerofiles.com

See also

1960s United States civil utility aircraft
Low-wing aircraft
Aircraft first flown in 1969
Cierva C.9. 

The Cierva C.9 was an experimental autogyro built by Cierva in England in 1927, in association with Avro. It was the first of Cierva's autogyro designs to feature an original, purpose-built fuselage (as opposed to re-using fuselages from existing fixed-wing aircraft). Two examples were built - a single-seat machine (known to Avro as the Type 576) and a two-seater (the Type 581).

References

See also

1920s British experimental aircraft
Single-engined tractor autogyros
Aircraft first flown in 1927
C.9
VEB Typoart. VEB Typoart was the only type foundry of East Germany. It was a state-owned enterprise ("Volkseigener Betrieb") located in Dresden. The foundry's most influential art directors were Herbert Thannhäuser (until 1963) and Albert Kapr (until 1987).

History

VEB Typoart was created by the government of the German Democratic Republic in 1948 through a merger of several nationalised type foundries, including Schelter & Giesecke (1945), Schriftguss AG (1951), Ludwig Wagner AG (1961), and Norddeutsche Schriftgießerei (1961). Originally called Schriftguß KG Dresden (1945) and VEB Schriftguß Dresden (1958), the enterprise was renamed to VEB Typoart in 1951.

From 1970, it was subordinated to Zentrag, a state enterprise coordinating all GDR printing activity. Typoart's principal mission was to create typefaces for Eastern Germany and other Eastern Bloc countries. It was frequently ordered to plagiarise Western typefaces that Zentrag could not afford to license.

In the course of German reunification, Typoart was privatised as Typoart GmbH in 1990 and went bankrupt in 1995 after a negotiated sale to Compugraphic fell through. Many of Typoart's fonts and other works were lost at this time, including original matrices of Tschichold's type Saskia, although employees managed to save some matrices, original drawings and digital data. After this, the copyright status of Typoart's typefaces remained uncertain. Some have been reissued in digital form by other type foundries, mostly by Elsner & Flake. Some of Typoart's matrices are preserved at the Museum für Druckkunst Leipzig.

Typefaces
Typoart's typefaces included:

References

 
 Myfonts.com entry for VEB Typoart

External links

 Typowiki entry for VEB Typoart (with a full list of typefaces)
 Typoart-Freunde

Letterpress font foundries of Germany
Cold type foundries
Volkseigene Betriebe
Design companies established in 1948
1948 establishments in Germany
Design companies disestablished in 1995
German companies disestablished in 1995
German companies established in 1948
Manufacturing companies based in Dresden
Croses Para-Cargo. 

The Croses EC-9 Para-Cargo is a 1960s French six-seat tandem-wing cargo-carrying homebuilt aircraft designed by Emilien Croses.

Design and development 

Developed from the earlier two-seat EC-6 Criquet and three-seat EC-8 Tourisme, the Para-Cargo was a cargo-carrying aircraft with a tailwheel landing gear and a tandem wing similar to the Mignet Pou-du-Ciel family. It could carry up to six persons or 450 kg (990 lb) of freight and was intended especially for carrying skydivers: the aircraft was equipped with a large side door that hinged inward and upward to facilitate skydiver egress. Another door at the rear of the fuselage was provided to allow oversize loads to be carried. The Para-Cargo aircraft had Cosandey Flaps, rear wing mounted upward deflecting flaps that can be used independently to assist in roll control, or jointly as an elevator, that were often mistaken for ailerons . At least two examples (F-ACVC and F-PYBC) had been built by 1965.

Specifications

References

External links
 Photographs of restored Para-Cargo
 Para-Cargo specifications, photos and videos on site operated by Emilien Croses's son (in French) 

1960s French civil utility aircraft
Homebuilt aircraft
Para-Cargo
Single-engined tractor aircraft
Tandem-wing aircraft
Epic Victory. The Epic Victory was the second experimental jet designed by Epic Aircraft, a company that was based in Bend, Oregon.  Epic Aircraft declared bankruptcy in 2009. Its assets were acquired by Aviation Industry Corporation of China and LT Builders Group; which  were in the process of restarting production of the Victory.

Development
The Victory is a single-engine very light jet that was intended to be powered by a single Pratt & Whitney Canada PW600. Epic used the Williams FJ33 engine for testing but planned to switch to the PW600 for final production.

The aircraft seats 4 to 5, including the pilots, in a 2+2 or a 2+1+2 configuration. The aircraft took Epic six and a half months to design from concept to a flying prototype, with the first flight on 6 July 2007 from Roberts Field in Redmond, Oregon.

The company had intended that the jet would be available for less than US$1 million. The aircraft was displayed at the Experimental Aircraft Association's AirVenture fly-in in 2007 at Oshkosh, Wisconsin, where the company began accepting down payments.

The prototype's Federal Aviation Administration registration expired on 31 May 2017. It has not been renewed and the aircraft has been deregistered.

Specifications

See also

References

External links

Company Home Page
Aircraft Page
Flyer.co.uk Article "Epic Victory Jet makes first flight"

Victory
2000s United States business aircraft
Very light jets
Single-engined jet aircraft
T-tail aircraft
Low-wing aircraft
Aircraft first flown in 2007
Interposer. An interposer is an electrical interface routing between one socket or connection to another.  The purpose of an interposer is to spread a connection to a wider pitch or to reroute a connection to a different connection.

An interposer can be made of either silicon or organic (printed circuit board-like) material. 

Interposer comes from the Latin word "interpōnere", meaning "to put between". They are often used in BGA packages, multi-chip modules and high bandwidth memory.

A common example of an interposer is an integrated circuit die to BGA, such as in the Pentium II.  This is done through various substrates, both rigid and flexible, most commonly FR4 for rigid, and polyimide for flexible. Silicon and glass are also evaluated as an integration method. Interposer stacks are also a widely accepted, cost-effective alternative to 3D ICs. There are already several products with interposer technology in the market, notably the AMD Fiji/Fury GPU, and the Xilinx Virtex-7 FPGA. In 2016, CEA Leti demonstrated their second generation 3D-NoC technology which combines small dies ("chiplets"), fabricated at the FDSOI 28 nm node, on a 65 nm CMOS interposer.

Another example of an interposer is the adapter used to plug a SATA drive into a SAS backplane with redundant ports. While SAS drives have two ports that can be used to connect to redundant paths or storage controllers, SATA drives only have a single port. Directly, they can only connect to a single controller or path. SATA drives can be connected to nearly all SAS backplanes without adapters, but using an interposer with a port switching logic allows providing path redundancy.

See also 
 Die preparation
 Integrated circuit
 Semiconductor fabrication

References 

Integrated circuits
EKV MOSFET model. The EKV Mosfet model is a mathematical model of metal-oxide semiconductor field-effect transistors (MOSFET) which is intended for circuit simulation and analog circuit design. It was developed in the Swiss EPFL by Christian C. Enz, François Krummenacher and Eric A. Vittoz (hence the initials EKV) around 1995 based in part on work they had done in the 1980s. Unlike simpler models like the Quadratic Model, the EKV Model is accurate even when the MOSFET is operating in the subthreshold region (e.g. when Vbulk=Vsource then the MOSFET is subthreshold when Vgate-source < VThreshold). In addition, it models many of the specialized effects seen in submicrometre CMOS IC design.

See also

 Transistor models
 MOSFET
 Ngspice
 SPICE

References

External links
Web Page of Christian Enz 
Web Page of François Krummenacher  
About Eric Vittoz 
Main Web Page for the EKV Model 

Transistor modeling
Electronic engineering

it:MOSFET#Modello EKV
Scrollerwheel. A scrollerwheel is a mechanical device composed of a number of rollers (four or more) and connective bands under tension, which wrap around and weave between the rollers forming a self-supporting cluster possessing a central roller. The cluster of rollers is bound by the connective bands in such a way that the static friction between the rollers and bands prevent the rollers from slipping as they roll and orbit the central roller. Scrollerwheels are related in operational principle to rolamite linear bearings (developed at Sandia National Labs in the late 1960s), and like them, they display only rolling friction, and not the kinetic friction inherent in most mechanical bearings.

The rollers can have a cross section in a variety of shapes other than circular, such as: ovals (which with a single oval roller as the central roller, or one of the outer rollers, results in a cammed motion), various varieties of superellipses and Reuleaux polygons.

Advantages

Unlike conventional rolling-element bearings, they do not require lubrication. Consequentially, they can be employed in environments hostile to lubricants: underwater, in a vacuum (where grease will boil) and at elevated temperatures.

They can be constructed from a wide variety of materials, have zero backlash, and they are not fouled by gritty particulates.

Disadvantages

Scrollerwheels cannot have an aspect ratio (diameter compared to thickness) as high as conventional mechanical bearings.

See also

Rolamite

References

External links
U.S. Patent #5,462,363
ScrollerWheel Details

Simple machines
Rolling-element bearings
Wheels
Continental Copters El Tomcat. 

The Continental Copters El Tomcat was a 1950s American single-seat agricultural helicopter converted from a Bell 47G by Continental Copters of Fort Worth Texas. The first helicopter (the El Tomcat II) first flew in 1959 and was followed by a number of variants.

Variants
El Tomcat Mk.II Bell 47G-2 modified extensively for agricultural spraying. First flew in April 1959.
El Tomcat Mk.IIIImproved version of the Mk.II, it first flew in April 1965.
El Tomcat Mk.IIIAPowered by the Franklin 6V4-200, 6V-335, or 6V-350 engines.
El Tomcat Mk.IIIBFeatured a modified fiberglass nose with a repositioned windscreen and a lower cabin roof, and was powered by the 235 hp Franklin 6V-350-A. Produced in 1967.
El Tomcat Mk.IIICImproved version with 200 hp Franklin 6V4-200-C32, 210 hp 6V-335-A, or 235 hp 6V-350-A engines.
El Tomcat Mk.VFirst flown in June 1968, it was powered by a 220 hp Lycoming VO-435-A1A.
El Tomcat Mk.V-APowered by a 260 hp Lycoming VO-435-A1F with a foldable jump-seat.
El Tomcat Mk.V-BPowered by a 265 hp Lycoming VO-435-B1A.

Specifications (V-A)

References

See also

1950s United States agricultural aircraft
1950s United States helicopters
Aircraft first flown in 1959
Single-engined piston helicopters
Operational Requirement. An Operational Requirement, commonly abbreviated OR, was a United Kingdom (UK) Air Ministry document setting out the required characteristics for a future (i.e., as-yet unbuilt) military aircraft or weapon system.

The numbered OR would describe what intended role the aircraft would be used for, e.g., bomber, fighter, etc., or what type of weapon was required, e.g., gun, armament, bomb type, etc.

In conjunction with any official specification, prospective manufacturers would then choose whether to design an aircraft or weapon for this particular requirement.

Operational Requirements were carried over with the dissolution of the Air Ministry and the creation of the Ministry of Defence (MoD).

Other requirements
An Experimental Requirement (ER) was for an aircraft for research purposes; e.g., ER.100 in support of development of the English Electric Lightning.

See also
List of Operational Requirements for nuclear weapons
List of Air Ministry specifications

Notes

Further reading

Cold War military equipment of the United Kingdom
United Kingdom defence procurement
British military aircraft
TOVE Project. The TOVE project ("Toronto Virtual Enterprise") is a project to develop an ontological framework for enterprise integration (EI) based on and suited for enterprise modeling. In the beginning of the 1990s it was initiated by Mark S. Fox and others at the University of Toronto.

Overview
The original goal of the project was fourfold: 
 Create a shared representation or ontology of the enterprise that each agent in the distributed enterprise can jointly understand and use
 Define the meaning of each description or semantics
 Implement the semantics in a set of axioms that will enable TOVE to automatically deduce the answer to many "common sense" questions about the enterprise, and
 Define a symbology for depicting a concept in a graphical context
Eventually the ongoing project aims to develop a set of integrated ontologies for the modelling of both commercial and public enterprises.

The model according to Ted Williams (2000) is "multi-level, spanning conceptual, generic and applications layers. The generic and applications layers all also stratified and composed of micro theories spanning, for example, activities, time, resources, constraints, etc. At the generic level. Critical to the TOVE effort is enabling the easy instantiation of the model for a particular enterprise TOVE models will be automatically created as a by product of the enterprise design function". At the turn of the millennium TOVE has been used to model a computer manufacturer and an aerospace engineering firm.

The TOVE enterprise models is presented by Fox et al. (1995) as second generation knowledge engineering approach. A first generation knowledge engineering approach "is extracting rules from experts, while second generation is ontology engineering: They develop comprehensive ontologies for all the aspects of an organization they find necessary (necessity is decided based on competency requirements to the model, i.e., what are the questions the model will have to answer, either by ordinary look-up or by deduction). The background of TOVE is clearly knowledge engineering and to some degree Computer Integrated Manufacturing".

References

Further reading 
 M.S. Fox, "The TOVE Project: A Common-sense Model of the Enterprise", Proceedings of the 5th international conference on Industrial and Engineering Applications of Artificial Intelligence and Expert Systems ed. F. Belli and F. J. Radermacher, Lecture Notes in Computer Science:604, 1992, p. 25-34.

External links

 Project page

Ontology (information science)
Enterprise modelling
John Stamper. John Trevor Stamper (12 October 1926 – 15 November 2003) was a British aeronautical engineer who was Corporate Technical Director of British Aerospace from 1977 to 1985 and chief designer of the Blackburn Buccaneer strike aircraft.

Born in Kentucky, Leicestershire, he was educated at Loughborough Grammar School where he was head boy in 1943 and Jesus College, Cambridge, where he read aeronautical engineering.

References

1926 births
2003 deaths
Alumni of Jesus College, Cambridge
English aerospace engineers
People educated at Loughborough Grammar School
People from Loughborough
CANT Z.509. The CANT Z.509 was a three-engine Italian floatplane developed from the Z.506A for use as a mailplane.

Design and development
Designed as a larger and heavier version of the Z.506A, three aircraft were built in 1937 for Ala Littoria. The aircraft were for use on the airline's transatlantic postal service to South America. The aircraft was a twin-float seaplane powered by three Fiat A.80 R.C.41 radial engines.
With the outbreak of World War II, development of the type was abandoned.

Operators

Ala Littoria

Specifications (Z.509)

See also

References

The Illustrated Encyclopedia of Aircraft (Part Work 1982–1985), 1985, Orbis Publishing
 Thompson, Jonathan W. Italian Civil and Military Aircraft 1930–1945, New York: Aero Publishers Inc., 1963. .

Z.0509
Floatplanes
1930s Italian mailplanes
Trimotors
Low-wing aircraft
Aircraft first flown in 1937
CANT Z.508. The CANT Z.508 was a three-engine Italian flying boat developed from the CANT Z.501 for use as a heavy bomber.

Design and development
Designed as a scaled-up three-engine version of the single-engine Z.501 for use as a heavy bomber. The aircraft was not put into production although the prototype set several world records for its class, including the lifting of a 1,000 kg (2,200 lb) load.

Specifications (Z.508)

See also

References

Z.0508
Flying boats
1930s Italian bomber aircraft
Trimotors
Parasol-wing aircraft
Aircraft first flown in 1936
Cierva C.12. The Cierva C.12 was an experimental autogyro built by Cierva Autogiro Company in England in 1929, in association with Avro.

Development
Like most other Cierva designs, it was based on an existing aircraft fuselage - in this case, an Avro Avian.

Operational history
The most significant thing about this aircraft is that after initial tests, the Avian's second cockpit was removed, and the aircraft's undercarriage was replaced by the same floats used to equip standard Avian seaplanes. In this configuration, the C.12 (now dubbed the Hydrogiro) flew from Southampton Water in April 1930, becoming the first rotary-wing aircraft to take off from water.

See also

References

Notes

Bibliography
 
 

1920s British experimental aircraft
Single-engined tractor autogyros
Aircraft first flown in 1929
C.12
Richmond-class frigate. The Richmond-class frigates were 32-gun sailing frigates of the fifth rate produced for the Royal Navy. They were designed in 1756 by the Navy's Surveyor, William Bately, and were his equivalent of the s designed by Bately's co-Surveyor, Thomas Slade. They were faster ships than the Southamptons, and were weatherly craft, remaining dry even in high seas. Three ships were ordered to this design between 1756 and 1757, while a second batch of three ships was ordered between 1761 and 1762 to a slightly modified design.

Ships in class

First batch
 
 Ordered: 12 March 1756
 Built by:  John Buxton, Deptford.
 Keel laid:  April 1756
 Launched:  12 November 1757
 Completed:  7 December 1757 at Deptford Dockyard.
 Fate:  Burnt at Sardinia to avoid capture on 19 May 1793.
 
 Ordered: 1 June 1756
 Built by:  William Alexander, Rotherhithe.
 Keel laid:  June 1756
 Launched:  29 September 1757
 Completed:  6 November 1757 at Deptford Dockyard.
 Fate:  Burnt at Rhode Island to avoid capture on 5 August 1778.
 
 Ordered: 11 January 1757
 Built by:  Henry Adams, Bucklers Hard.
 Keel laid: February 1757
 Launched:  10 April 1758
 Completed:  29 May 1758 at Portsmouth Dockyard.
 Fate:  Taken to pieces at Woolwich Dockyard in September 1803.

Second (modified) batch
 
 Ordered: 24 March 1761
 Built by: Elias Bird, Rotherhithe.
 Keel laid:  5 May 1761
 Launched:  10 May 1762
 Completed:  9 July 1762 at Deptford Dockyard.
 Fate:  Burnt at Rhode Island to avoid capture on 5 August 1778.
 
 Ordered: 24 March 1761
 Built by: Robert Inwood, Rotherhithe.
 Keel laid:  5 May 1761
 Launched:  11 May 1762
 Completed:  16 July 1762 at Deptford Dockyard.
 Fate:  Taken to pieces at Plymouth Dockyard in May 1811.
 
 Ordered: 30 January 1762
 Built by: Robert Batson, Limehouse.
 Keel laid:  1 April 1762
 Launched:  13 June 1763
 Completed:  19 September 1765 at Deptford Dockyard.
 Fate:  Sold at Chatham Dockyard on 10 February 1785.

References 

 David Lyon, The Sailing Navy List, Brasseys Publications, London 1993.
 Rif Winfield, British Warships in the Age of Sail, 1714 to 1792, Seaforth Publishing, London 2007.

 
Frigate classes
Ship classes of the Royal Navy
Cierva C.17. The Cierva C.17 was a British experimental autogyro built by Cierva Autogiro Company in England in 1928, in association with Avro (which designated it their Type 612). It was an attempt to build upon the successful Cierva C.8 design using the smaller, more streamlined fuselage of an Avro Avian IIIA as a starting point. The type was found to be underpowered, and when the first attempt at fitting a more powerful engine still did not result in acceptable performance, the design was abandoned.

Variants
C.17 Powered by a 67 kW (90 hp) A.D.C. Cirrus III piston engine.
C.17 Mk II Powered by an Avro Alpha radial piston engine.

Specifications

See also

References

1920s British experimental aircraft
Single-engined tractor autogyros
Aircraft first flown in 1928
C.17