omniomni/omni-engineering huggingface dataset:
Bomb, ground, 6 lb. Bomb, Ground, 6 lb was a British World War II grenade containing about 2 pints (1.1 L) of mustard gas. It was intended to be used to contaminate trenches, dug-outs, rooms, observation posts and small enclosures, and on cross-roads, narrow defiles, obstacles and debris of demolition.

Design
As described in the training instructions: "The bomb consists of a cylindrical steel container... 3-3/4 in. in diameter, 9 in. high, weighing 6 lb. [...] It holds 3½ lb. (about 2 pints) of mustard gas... The bomb is fitted with a metal lid 2in. deep which is a good push fit on the body. This lid is fastened to the body by adhesive tape. In the centre of the underside of the lid is a striker for use on the match composition head of the ejection charge. [...] At one end of the bomb is a screwed plug. This is the filling plug. In order that any leakage may be readily detected the plug is coated with detector paint. [...] the ejection charge... consists of about 1/7 oz. of gunpowder connected by 32 in. of safety fuze to the match composition head. This length of fuze gives a delay of two minutes. The safety fuze is coiled in concentric circles in a shallow metal saucer and is set in bakelite cement. [...] The ejection charge has therefore the appearance of a circular plate 3½ in. in diameter. On the lower side is a threaded boss closed by a tin plate disc. This boss screwes into the bomb, the gunpowder charge being just above the tin plate disc. On the upper side of the ejection charge in the centre there is a flatened projection used for screwing the ejection charge into the bomb. The charge is also housed in the projection. On the rim there is another smaller projection holding the match composition head. The ejection charge is designed to blow out the end of the bomb fitted with the filling plug."

Notes

References
The Tactical and Technical Employment of Chemical Weapons Military Training Pamphlet No. 32. Part VI – Bombs, Ground, 6-Lb (1940) The War Office.

World War II grenades of the United Kingdom
Chemical weapon delivery systems
Tensairity. Tensairity is a trademarked term for a light weight structural concept that uses low pressure air to stabilize compression elements against buckling. It employs an ancient foundational splinting structure using inflated airbeams and attached stiffeners or cables that gains mechanical advantages for low mass. The structure modality has been particularly developed by Mauro Pedretti.

Known applications 
Bridges, band stand shells,, geodesic domes, aircraft wing construction, temporary shop and hospitality.

Related technology 

A related structure modality is tensegrity. Conceivably, an ultralightweight structure evacuated of air would float in the atmosphere, much as a buoy floats in water A crushing load is present destabilizing such structures. However, enclosed-air structures perhaps made of tensairity beams in a tensegrity format holding an enveloping skin could be heated by solar energy and interior activity and then become lighter than air, like hot-air balloons. A torus of 72 inch major diameter and 27 inch minor diameter displaces about 5 pounds of atmosphere, so if the torus weighed less than 5 pounds, and was evacuated, it would be buoyant. Buckminster Fuller designed floating cities (air-filled) so lightweight that they would be buoyant only by the effect of solar heat warming the air within to slightly less density than the surrounding air. As domes, they were about 1/2 mile diameter. As floating spheres, the cities would not experience earthquakes.

References 

Tensile architecture
Sense switch. A sense switch, or program switch, is a switch on the front panel of a computer whose state can be tested by conditional branch instructions in software. Most early computers had several sense switches. They were typically used by the operator to set program options.

IBM's first commercial computer, the IBM 701 Defense Calculator, announced on May 21, 1952, had four lights and six switches on the upper right of its front panel marked Sense (see photo). The switches could be tested and the lights turned on or off under program control. The same number of sense switches and lights were on the front panels of all first and second generation machines in the IBM scientific computer line, the IBM 701, IBM 704, IBM 709, IBM 7090 and the IBM 7094. IBM's Fortran language, first released for the 704, included statements to test the switches and set or reset the lights.

IF (SENSE SWITCH i) n1, n2
SENSE LIGHT i
IF (SENSE LIGHT i) n1, n2

where n1 and n2 are statement numbers. SENSE LIGHT 0 reset all four lights.

On the IBM 1620 there are four switches, and their state can be tested via special forms of the IF-statement offered by the FORTRAN compiler for the IBM 1620. For the IBM 1130 there are sixteen switches matching the sixteen-bit word size of the computer, plus a toggle switch adjacent to the power on/off switch. These bit-switches are more normally used with the computer stopped to specify some memory address to be viewed (via the indicator lights on the front panel), or set. The state of these switches  can be determined by a program, and so a running program might modify its behavior depending on the switches, such as change the amount of progress information printed, alter the tactics of a multi-variable optimization attempt, and so on. The IBM 1130 also has an "Interrupt Request" key associated with the console printer, whose pressing might cause a suitably programmed long-running program to type a progress report on the console printer. In the more usual batch job environment, it was pressed by the computer operator to signal the operating system to terminate a running program that had perhaps overrun its allowed time, or commenced misbehavior such as repeatedly printing blank lines.

The front panel of the Data General Eclipse computer has 5 sense switches, 16 address switches, and 5 control switches, as shown (left to right) in the figure at right.

Personal computers replace the function of fixed sense switches with the keyboard and screen user interface.

A typical running application has two modes: either it has nothing to do and awaits some user action,   or, some action is in progress that will take a long time to complete. If a program does not regularly test the state of sense switches during a long calculation, they are ineffective at changing the program's operation.

References

Sense switch
HPX. HPX, short for High Performance ParalleX, is a runtime system for high-performance computing. It is currently under active development by the STEAR group at Louisiana State University. Focused on scientific computing, it provides an alternative execution model to conventional approaches such as MPI. HPX aims to overcome the challenges MPI faces with increasing large supercomputers by using asynchronous communication between nodes and lightweight control objects instead of global barriers, allowing application developers to exploit fine-grained parallelism.

HPX is developed in idiomatic C++ and released as open source under the Boost Software License, which allows usage in commercial applications.

Applications 
Though designed as a general-purpose environment for high-performance computing, HPX has primarily been used in
 Astrophysics simulation, including the N-body problem, neutron star evolution, and the merging of stars
Octo-Tiger, An astrophysics application simulating the evolution of star systems.
 LibGeoDecomp, A Library for Geometric Decomposition codes
 Simulation crack and fractures utilizing Peridynamics
Phylanx, A Library for Distributed Array Processing

References

External links 
 HPX/STEAR Group Homepage 
 Latest HPX Documentation
 HPX GitHub repository
 STEAR Group Blog
 STEAR Group Publications

Parallel computing
C++ libraries
Aviatik C.VI. The Aviatik C.VI was a prototype German biplane observation aircraft built by Aviatik during World War I. Based on the earlier Aviatik C.V, the C.VI had a more powerful engine and other improvements. Only a single aircraft was built.

Design
The C.VI was a development of the C.V with a water-cooled,  inline 6-cylinder Benz Bz.IV piston engine. It replaced the earlier aircraft's upper gull wing with a conventional two-bay wing and added a vertical stabilizer. The propeller spinner of the earlier aircraft was eliminated, but the C.VI retained the two-seat configuration of the C.V with the pilot in the forward cockpit and the observer in the rear cockpit.

These changes made the C.VI easier to produce and improved its flying qualities over the Aviatik C.V, but only a single prototype was constructed because it did not exceed the performance of the DFW C.V already in production by Aviatik.

Confusion with the license-built DFW C.V
Aviation historians Peter Gray and Owen Thetford admit that there has been confusion about which aircraft has been designated as the Aviatik C.VI in the past, but state that that name was used for the license-built DFW C.V in their 1970 book. Aviation historian Jack Herris notes that when the German Army's () Inspectorate of Flying Troops () initially awarded contracts for license building another company's design, the aircraft received a designation in the builder's sequence; for example Aviatik manufactured the Halberstadt D.II as the Aviatik D.I. Sometime in late 1916  decided to reduce the confusion and added an abbreviation for the manufacturer after the designer's designation; thus the Aviatik D.I became the Halberstadt D.II(Av).

 awarded Aviatik and other companies a contract to build DFW C.Vs in October 1916 using the old naming system, but it was changed to the revised designation in subsequent batches as photographic evidence of aircraft with the stenciled D.F.W. CV(Av) name exists.

Specifications

References

Bibliography
 

1910s German military reconnaissance aircraft
C.VI
Single-engined tractor aircraft
Biplanes
DFW R.I. 

The DFW R.I, (company designation DFW T26), was a prototype German bomber aircraft of World War I.

Development
Developed as a private venture by DFW, it was a large biplane of conventional configuration with four engines mounted inside the fuselage, powering propellers on the wings via transmission shafts - two mounted tractor-fashion on the leading edge of the upper wing, and two mounted pusher-fashion on the trailing edge of the lower wing. The DFW R.I was unique, among the Riesenflugzeuge with internally mounted engines, in that each engine drove a separate propeller and was not connected to the other engines or propellers.

After factory tests proved promising, military acceptance trials commenced on 19 October 1916 and led to the aircraft being purchased for the Luftstreitkräfte. Soon thereafter trouble set in, with crankshafts repeatedly failing. This was attributed mostly to the engine design, but new engine mountings and universal joints for each end of the drive shafts were fitted to mitigate the problem, along with extended wings and other improvements.

Operational history
Following these modifications, R.I (R 11/15) was deployed on the Eastern front with Rfa 500 at Alt-Auz, April 1917 to September 1917, from whence it raided Riga during the summer of 1917. On its second combat mission, the R.I crashed due to the failure of two engines, and was destroyed.

Specifications (DFW R.I (second version))

See also

References

Further reading
 The German Giants, The Story of the R-planes 1914-1919, G.W. Haddow & Peter M. Grosz, Putnam & Company Limited, 42 Great Russell Street, London,  First Published July 1962

External links
 "The German D.F.W. Commercial Four-Engined Biplane" Flight 25 September 1919, vol. XI, no. 39, pp. 1274–78. The R.I is only mentioned on p. 1274 and is not illustrated.

1910s German bomber aircraft
R.I
Four-engined push-pull aircraft
Mid-engined aircraft
Biplanes
Aircraft first flown in 1916
Prime mover (locomotive). In engineering, a prime mover is an engine that converts chemical energy of a fuel into useful work. In a locomotive, the prime mover is thus the source of power for its propulsion. In an engine-generator set, the engine is the prime mover, as distinct from the generator.

Definition
In a diesel-mechanical locomotive, the prime mover is the diesel engine that is mechanically coupled to the driving wheels (drivers). In a diesel-hydraulic locomotive, the prime mover is the diesel engine that powers the pumps of one or more torque converters mechanically coupled to the drivers. In a diesel-electric locomotive, the prime mover is the diesel engine that rotates the main generator responsible for producing electricity to power the traction motors that are geared to the drivers. The prime mover can also be a gas turbine instead of a diesel engine. In either case, the generator, traction motors and interconnecting apparatus are considered to be the power transmission system and not part of the prime mover. A wired-electric or battery-electric locomotive has no on-board prime mover, instead relying on an external power station.

Weight distribution 
The power unit represents the main weight in a locomotive design, other than the chassis or body. Its position back and forth is at the designer's choice and may be used to control overall weight distribution. In most locomotives designs, the power unit is placed centrally. In some locomotives, it is offset to one end, or the heavier engine is outboard of the generator. In extreme cases, such as C-B wheel arrangements, the weight on each bogie may differ so much that the engine-end bogie is given an extra carrying axle, to keep individual axle loads more consistent.

See also 
 Engine
 Powerpack (drivetrain)

References 

Locomotive engines
DFW R.II. The DFW R.II was a German bomber aircraft of World War I. It was developed at a request by the Luftstreitkräfte in spring 1917 after their experience with the R.I had been generally positive, but only two were ever built despite six being ordered.

Design and development
The service desired a generally similar aircraft to the R.1 but needed greater payload -  - than the 2,600 kg of the R.I). This meant the design had to be considerably revised. The same arrangement of four inline engines mounted in the fuselage, driving two tractor propellers and two pusher propellers via long driveshaft was used.

When the R.II first flew in August 1918, the driveshafts proved troublesome, creating excessive vibration. As a remedy, they were enclosed within steel tubes, which fixed the problem. The aircraft also was able to benefit from the new Mercedes D.IVa engine that had replaced the troublesome D.IV in production.

Transmission trouble with the shafts, geared up to 3,000 rpm, was reported by pilots until improved versions cases and bearings were fitted to the aircraft. Reduction gears further lowered the propeller rpm to 900.

Operational history
Of the six ordered by the Luftstreitkräfte, only two were completed before the end of the war, and these were operated from Cologne on training duties only when their performance proved inadequate for front-line duties. Following the war, DFW planned an airliner version of the R.II, which would have carried 24 passengers. Construction of a prototype was abandoned before it was complete.

Specifications

See also

Notes

References
 The German Giants, The Story of the R-planes 1914-1919, G.W. Haddow & Peter M. Grosz, Putnam & Company Limited, 42 Great Russell Street, London,  First Published July 1962

External links

 "The German D.F.W. Commercial Four-Engined Biplane" Flight 25 September 1919, vol. XI, no. 39, pp. 1274–78. 

R.II
1910s German bomber aircraft
Four-engined push-pull aircraft
Mid-engined aircraft
Biplanes
Aircraft first flown in 1918
DFW R.III. 

The DFW R.III was a German bomber aircraft designed during World War I, but which had not yet been built when the end of the war led to the project's cancellation. Conceptually similar to DFW's preceding R.I and R.II designs, the R.III was to have been a much larger aircraft, powered by eight engines. As with the previous designs, these were to be housed inside the fuselage, driving propellers by long driveshafts. In the R.III design, however, these propellers were to be mounted on a nacelle in the interplane gap. Each end of this nacelle would carry two co-axial propellers, each driven by a separate engine. Had it been built, the R.III would have been the largest aircraft in the world at the time.

Specifications (as designed)

References

External links

 "The German D.F.W. Commercial Four-Engined Biplane" Flight 25 September 1919, vol. XI, no. 39, pp. 1274–1278. The R.III is described and illustrated on pp. 1276–1277.

R.III
1910s German bomber aircraft
Formerly Utilized Sites Remedial Action Program. The Formerly Utilized Sites Remedial Action Program (FUSRAP) is a United States Army Corps of Engineers (USACE) project to manage and cleanup environmental contamination that resulted from early United States Atomic Energy Commission activities.  Cleanup activities were initially performed under the supervision of the United States Department of Energy (DOE), until 1997 when the United States Congress passed authority for cleanup activities to the USACE.

The primary source of contamination at the locations stems from the processing of uranium ores and the disposal of the byproducts.  The major sources of site contamination are uranium, thorium, and radium.  In addition to the radiological contaminants there are semi-volatile organic compounds, volatile organic compounds, and heavy metals comingled at the sites.

Table of FUSRAP Sites
Data from multiple sources

References

External links 
Saint Louis FUSRAP Site
Buffalo District FUSRAP Webpage
North Atlantic/NY fusrap 

Radioactive waste
United States Army Corps of Engineers
Nuclear weapons infrastructure of the United States
Focke-Wulf Ta 283. The Focke-Wulf Strahlrohrjäger was a German swept wing, ramjet-powered interceptor aircraft proposal during World War II. The project was proposed at the same time as the Focke-Wulf Super Lorin and remained only a design study until the surrender of Nazi Germany.

Development
Power for the Strahlrohrjäger was to be provided by a Walter HWK 509 rocket engine for takeoff, and two Pabst ramjets. The rocket would provide enough initial velocity to start the ramjet engines which cannot produce thrust at zero or low airspeed. The ramjets were located on the tips of the sharply swept tailplanes and would be used for cruising. The wings were mounted low in the fuselage and swept at 45°. Armament was to have been two 30 mm (1.18 in) MK 108 cannon.

Although referred to as Ta 283 in many publications, there is no evidence that the Strahlrohrjäger was allocated an RLM designation, and "Ta 283" is a postwar invention derived from the drawing number Nr. 283 for the Strahlrohrjäger.

See also

References

External links

Ta 283
Abandoned military aircraft projects of Germany
Aircraft with auxiliary rocket engines
Ramjet-powered aircraft
Twinjets
Low-wing aircraft
George Laurence. George Craig Laurence (21 January 1905 – 6 November 1987) was a Canadian nuclear physicist. He was educated at Dalhousie University, and at Cambridge University under Ernest Rutherford.

He was appointed as Radium and X-ray physicist to the Canadian National Research Council in 1930. In 1939–40 he attempted to build a graphite-uranium reactor in Ottawa, anticipating Enrico Fermi's work by several months. In 1942 he joined the Anglo-French nuclear research team at the Montreal Laboratory, where he was responsible for recruiting Canadian scientists. The laboratory later transferred to the Chalk River, and built the ZEEP Reactor, the first outside the U.S.A.

In 1946–47 he was in the Canadian delegation to the United Nations Atomic Energy Commission. He then returned to Montreal Laboratory and continued to carry out his research from 1950 to 1961. He was then at the Chalk River Laboratory, and was President of the Atomic Energy Control Board from 1961 to 1970.

Laurence Court, a street in Deep River, Ontario, is named in his honour.

Publication
Early Years of Nuclear Energy Research in Canada  by George C. Laurence

Archives
There is a George Laurence fonds at Library and Archives Canada. Archival reference number is R15952.

References

Further reading
The Canadian Encyclopedia Volume II (1988, 2nd Edition, Hurtig, Edmonton)

1905 births
1987 deaths
Dalhousie University alumni
Canadian physicists
Canadian nuclear physicists
Manhattan Project people
People from Charlottetown
Presidents of the Canadian Association of Physicists
8000 series. 8000 series or 8000 class may refer to:

Computing and electronics 
 PC-8000 Series Japanese model of consumer personal computers 
 Radeon HD 8000 series graphics processing units manufactured by AMD
 Nokia 8000 series cellphone

Train types
 Fujikyu 8000 series electric multiple unit train
 Hankyu 8000 series electric multiple unit train
 Hanshin 8000 series electric multiple unit train
 JR Shikoku 8000 series electric multiple unit train
 Keihan 8000 series electric multiple unit train
 Keio 8000 series electric multiple unit train
 Kita-Osaka Kyuko 8000 series electric multiple unit train
 Kobe New Transit 8000 series electric multiple unit train
 Meitetsu KiHa 8000 series diesel multiple unit train 
 Nankai 8000 series electric multiple unit train
 Odakyu 8000 series electric multiple unit train, operated by Odakyu Electric Railway
 Sapporo Municipal Subway 8000 series subway cars
 Seibu 8000 series electric multiple unit train
 Shin-Keisei 8000 series electric multiple unit
 Sotetsu 8000 series electric multiple unit
 Tobu 8000 series electric multiple unit train
 Tokyo Metro 8000 series electric multiple unit train
 Tokyu 8000 series electric multiple unit train, operated by Tokyu Corporation
 Korail Class 8000 electric locomotive class
 PNR 8000 class diesel multiple unit train
 Washington Metro 8000-Series

Other uses
 International 8000 series class 8 truck

See also
 8000 (disambiguation)
Siemens torpedo glider. The Siemens torpedo glider (often referred to as an aerial torpedo) was an early precursor to the modern glide bomb developed in World War I but never used in combat. It featured a naval torpedo attached to an airframe which was to be remotely wire-guided.

History
In October 1914, Dr. Wilhelm von Siemens proposed what became was to become known as the Siemens torpedo glider, a wire-guided flying missile that would have comprised a naval torpedo with an attached airframe. It was not intended that it be flown into a target; rather, at a suitable altitude and position, a signal would have been transmitted which would cause the airframe components to detach from the torpedo which would then enter the water and continue towards its target. Guidance signals were to be transmitted through a thin copper wire unrolled from a  reel above the fuselage, and guide flares were to be carried to help control.

Siemens-Schuckertwerke was already occupied with remote-controlled anti-shipping motorboats (the FL-boats or Fernlenkboote), and so had some experience in the field of remote control.

Flight testing was performed under the supervision of Dipl. Ing. Dorner from January 1915 onwards, using airships as carriers. Different types of biplane and monoplane airframes were tested, to which a torpedo was fitted, before a biplane layout was adopted due to its greater carrying ability. The last test flight was performed on August 2, 1918. On this flight a  biplane glider was launched from Zeppelin LZ 80 (L 35).   The glider was released from  over the Havel river and worked as expected until its control wire that attached the glider to the Zeppelin snapped and the glider spun out of control.

It was planned to use the Siemens-Schuckert R.VIII bomber as a carrier craft, but the Armistice stopped the project.

See also
Kettering Bug

Bibliography 
Notes

References 
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Torpedoes of Germany
Siemens torpedo glider