omniomni/omni-engineering huggingface dataset:
Stenotherm. A stenotherm (from Greek στενός stenos "narrow" and θέρμη therme "heat") is a species or living organism capable of surviving only within a narrow temperature range. This  specialization is often found in organisms that inhabit environments with relatively stable environments, such as deep sea environments or polar regions.

The opposite of a stenotherm is a eurytherm, an organism that can function across a wide range of body temperatures. Eurythermic organisms are typically found in environments with significant temperature variations, such as temperate or tropical regions.

The size, shape, and composition of an organism's body can influence its temperature regulation, with larger organisms generally maintaining a more stable internal temperature than smaller ones.

Examples
Chionoecetes opilio is a stenothermic organism, and temperature significantly affects its biology throughout its life history, from embryo to adult. Small changes in temperature (< 2 °C) can increase the duration of egg incubation for C. opilio by a full year.

See also
Ecotope

References

Ecology
RDV 01 Crystal. RDV 01 Crystal was a research vessel of the Royal Navy. An unpowered floating platform, it was designed to be used during sonar research and development projects at the Admiralty Underwater Weapons Establishment (AUWE) at Portland Harbour, Dorset. It was not fitted with any propulsion or steering gear.

Ordered from the builders HM Dockyard, Devonport, in December 1969, it was launched in March 1971. It was sold on 18 September 1992 to a Dutch concern.

References

1971 ships
Ships of the Royal Navy
George Brittain. George Brittain (1821, in Chester – 1882) was an English railway engineer, and was Locomotive Superintendent of the Caledonian Railway from 1876 to 1882, between Benjamin Connor and Dugald Drummond.

Previously he had been locomotive superintendent of the Dundee, Perth and Aberdeen Junction Railway (1859–63) and assistant to Alexander Allan on the Scottish Central Railway (1863–65). Outdoor superintendent, Caledonian Railway (1865–76) and assistant/deputy to the incumbent and ailing Conner.

In common with many of his professional contemporaries he described himself as a civil engineer in 1861 and 1871 but as a mechanical engineer (locomotive superintendent) in 1881.

Locomotive designs
On his own account, he was responsible for the management of the design of:

 10 x 2-4-0 [1878]
 30 x 0-4-2 [1878-1882] (Caledonian Railway 670 Class)
 10 x 4-4-0 [1882] (Caledonian Railway 179 Class)
 12 x 2-4-0T [1879] (Tank locomotive)
 1 x 2-2-2WT [1881]
 15 x 2-4-2T [1880]
 1 x 0-4-0CT (Crane tank)
 6 x 0-6-0ST

About 30 of these locomotives saw their way into the stock of the London, Midland and Scottish Railway, some possibly gaining an extended lease of life due to the demands on the railway caused by the Great War. All had outside cylinders.

Most of his engines had a reasonable service life for the period but were ill-suited for the age of standardisation that swept the country from the mid-1870s onwards.

Later years
Seen more as a running man than a designer and innovator, and with failing health and support from the board of directors that had appointed him, he was sidelined in a reorganisation of his department and appointed consultant, before resigning his £850/annum post in April 1882. He died shortly afterwards.

Family
He married Margaret Grant, a Scot, by whom he had at least five children, all born in Carlisle, Cumberland.  His eldest daughter, Louisa Mary Brittain, married Andrew T. Scott on 7 June 1897 at St. John's Episcopal Church, Perth.

See also
 Locomotives of the Caledonian Railway

References

Sources
 British Locomotive Catalogue 1825–1923 Vol.4, B Baxter
 Forty Years of Caledonian Locomotives 1882–1922, H J Campbell Cornwell
 Scottish Locomotive History 1831–1923, C Highet
 Caledonian Railway, O. S. Nock
 The Locomotive (1946)
 Scottish census returns

1821 births
1882 deaths
British railway pioneers
Locomotive builders and designers
English railway mechanical engineers
Caledonian Railway people
19th-century British businesspeople
Soda blasting. Soda blasting is a mild form of abrasive blasting in which sodium bicarbonate particles are blasted against a surface using compressed air. It has a much milder abrasive effect than sandblasting. An early use was in the conservation-restoration of the Statue of Liberty in the 1980s.

Soda blasting is a non-destructive method for many applications in cleaning, paint and varnish stripping, automotive restoration, industrial equipment maintenance, rust removal, graffiti removal, molecular steel passivation against rust, oil removal by saponification and translocation, masonry cleaning and restoration, soot remediation, boat hull cleaning and for food processing facilities and equipment and tooth cleaning at the dental laboratory.

Applications
Soda blasting can be used for cleaning timber, wood, oak beams, oak floors, doors, stairs & banisters, cars, boat hulls, masonry, and food processing equipment. Soda blasting can also be used to remove graffiti and to clean structural steel.  Soda blasting is very effective for mold and fire/smoke damage cleanup as it cleans and deodorizes.

Equipment
A soda blaster is a self-contained system that includes a blast generator, high pressure compressed air, moisture decontamination system, blast hose, and a blast nozzle. The blasting material consists of formulated sodium bicarbonate (also known as baking soda). Blasting soda is an extremely friable material that undergoes micro fragmentation on impact, literally exploding away surface materials without damage to the substrate. Since sodium bicarbonate is much softer than the silicon carbide or aluminium oxide used in sandblasting, the blast nozzle used for soda blasting applications can be made of soft metals such as brass or steel. The pressures used are very low compared to those used in sandblasting, e.g., 20psi as opposed to 120psi.

References

Industrial processes
Graffiti and unauthorised signage
Cleaning methods
Abrasive blasting
Conservation and restoration of vehicles
Submersion (coastal management). Submersion is the sustainable cyclic portion of coastal erosion where coastal sediments move from the visible portion of a beach to the submerged nearshore region, and later  return to the original visible portion of the beach. The recovery portion of the sustainable cycle of sediment behaviour is named accretion.

Submersion vs erosion
The sediment that is submerged during rough weather forms landforms including storm bars. In calmer weather waves return sediment to the visible part of the beach. Due to longshore drift some sediment can end up further along the beach from where it started. Often coastal areas have developed sustainable coastal positions where the sediment moving off beaches is sustainable submersion. On many inhabited coastlines, anthropogenic interference in coastal processes has meant that erosion is often more permanent than submersion.

Community perception
The term erosion often is associated with undesirable impacts on the environment, whereas submersion is a sustainable part of healthy foreshores. Communities making decisions about coastal management need to develop understanding of the components of beach recession and be able to separate the component that is temporary sustainable submersion from the more serious irreversible anthropogenic or climate change erosion portion.

References

Coastal geography
Geological processes
Physical oceanography
Accretion (coastal management). Accretion is the process of coastal sediment returning to the visible portion of a beach or foreshore after a submersion event. A sustainable beach or foreshore often goes through a cycle of submersion during rough weather and later accretion during calmer periods.

If a coastline is not in a healthy sustainable state, erosion can be more serious, and accretion does not fully restore the original volume of the visible beach or foreshore, which leads to permanent beach loss.

References

Coastal geography
Deposition (geology)
Physical oceanography
Airco DH.3. The Airco DH.3 was a British bomber aircraft of the First World War. The DH.3 was designed in 1916 as a long-range day bomber by Geoffrey de Havilland, chief designer at the Aircraft Manufacturing Company. It was a large biplane with wide-span three-bay wings, slender fuselage, and a curved rudder. It was powered by two  Beardmore engines, mounted as pushers between the wings. In addition to tailskid landing gear, two wheels were placed under the nose to prevent it from tipping over on the nose.

A second prototype, designated DH.3A, was built with more powerful  Beardmore engines, and the War Office placed a production order for 50. This order was cancelled before any could be completed, possibly because the climb rate was still far too low, with it taking 58 minutes to reach 6,500 feet, and the other contender, the Royal Aircraft Factory F.E.4 was even worse, which made strategic bombing with these machines impracticable. The two prototypes were scrapped in 1917.

The DH.10 Amiens was developed from the DH.3A with much more powerful engines (boosting installed power from  to nearly ) and some detail changes were made. This development first flew in March 1918, but was too late to see squadron service during the war.

Specifications (DH.3)

See also

References

Notes

Bibliography

 Donald, David, ed. The Encyclopedia of World Aircraft. Etobicoke, Ontario, Canada: Prospero Books, 1997, p. 118. .
 Jackson, A.J. De Havilland Aircraft since 1909. London: Putnam, Third edition, 1987. .
 Mason, Francis K. The British Bomber since 1914. London: Putnam, 1994. .

DH.003
1910s British bomber aircraft
Twin-engined pusher aircraft
Biplanes
Aircraft first flown in 1916
Aircraft with fixed tricycle landing gear
Embedment. Embedment is a phenomenon in mechanical engineering in which the surfaces between mechanical members of a loaded joint embed.  It can lead to failure by fatigue as described below, and is of particular concern when considering the design of critical fastener joints.

Mechanism
The mechanism behind embedment is different from creep.  When the loading of the joint varies (e.g. due to vibration or thermal expansion) the protruding points of the imperfect surfaces will see local stress concentrations and yield until the stress concentration is relieved.  Over time, surfaces can flatten an appreciable amount in the order of thousandths of an inch.

Consequences
In critical fastener joints, embedment can mean loss of preload.  Flattening of a surface allows the strain of a screw to relax, which in turn correlates with a loss in tension and thus preload.  In bolted joints with particularly short grip lengths, the loss of preload due to embedment can be especially significant, causing complete loss of preload.  Therefore, embedment can lead directly to loosening of a fastener joint and subsequent fatigue failure.

In bolted joints, most of the embedment occurs during torquing.  Only embedment that occurs after installation can cause a loss of preload, and values of up to 0.0005 inches can be seen at each surface mate, as reported by SAE.

Prevention and solutions
Embedment can be prevented by designing mating surfaces of a joint to have high surface hardness and very smooth surface finish.  Exceptionally hard and smooth surfaces will have less susceptibility to the mechanism that causes embedment.

In most cases, some degree of embedment is inevitable.  That said, short grip lengths should be avoided.  For two bolted joints of identical design and installation, except the second having a longer grip length, the first joint will be more likely to loosen and fail.  Since both joints have the same loading, the surfaces will experience the same amount of embedment.  However, the relaxation in strain is less significant to the longer grip length and the loss in preload will be minimized.  For this reason, bolted joints should always be designed with careful consideration for the grip length.

If a short grip length can not be avoided, the use of conical spring washers (Belleville washers or disc springs) can also reduce the loss of bolt pre-load due to embedment.

See also
Stress relaxation

References

 Comer, Dr. Jess. (2005); "Source of Fatigue Failures of Threaded Fasteners", 
 T. Jaglinski, et al. (2007); "Study of Bolt Load Loss in Bolted Aluminum Joints",

External links
 SAE Fatigue Design and Evaluation Committee

Mechanical engineering
Reliability engineering
Fasteners
Materials degradation
Cognac – Châteaubernard Air Base. Cognac – Châteaubernard Air Base ( or BA 709)  is a base of the French Air and Space Force (Armée de l'air et de l'espace) located in Châteaubernard, 2.8 kilometres south of Cognac. Both locations are communes of the Charente département in the Nouvelle-Aquitaine région of France. The base is home to the Ecole de Pilotage de l'Armee de l'Air, the air force initial pilot training school.

It was used by the German Luftwaffe in World War II. The Luftwaffe's operations included anti-submarine Focke-Wulf Fw 200 Condors as late as July 1944.

Units

 Escadron de Drones 1/33 Belfort with the General Atomics MQ-9 Reaper
 Escadron de Drones 2/33 Savoie with the General Atomics MQ-9 Reaper
 Escadron de Transformation Opérationnelle Drones 3/33 Moselle
 École de Pilotage de l’Armée de l’Air 315 Général Jarry with Pilatus PC-21 and the Grob G 120
 Escadron D'Instruction en Vol 1/13 Artois
 Escadron D'Instruction en Vol 2/12 Picardie

References

External links 
Official site 
BA 709 Cognac at French Air Force site 
Airport Chart at French Air Force site 
Aéroport de Cognac - Châteaubernard page at Union des Aéroports Français 

French Air and Space Force bases
Buildings and structures in Charente
Peyton M. Magruder. Peyton M. Magruder (October 19, 1911, Fort Riley, Kansas – January 19, 1982, Marathon, Florida) was an aircraft designer best known for his design of the Glenn L. Martin Company's B-26 Marauder.

Early life
Magruder was born into a military family; his father was Brigadier General Marshall Magruder. His early life was a succession of moves from one post to another due to his father's career. This would take him to  Manila, Yokohama, Hawaii, and several other posts. Because of his father's career he had to attend four different high schools. However he still won appointments to both Annapolis and West Point.

Magruder chose to attend the Naval Academy in Annapolis which he entered in 1930. He studied less — and partied more — than most, but still remained in the upper part of his class. He pole-vaulted for the track team, was a member of the swim team, and once won $350 in bets by running five miles (8 km) in 29 minutes and 37 seconds. He resigned during his senior year of 1934 partially due to a scandal which has now become a part of Naval Academy lore, and partially in order to apply for enlistment in the Army's aviation school. At that time the Army would not give up slots for Navy officers and cadets because the Navy had its own air school. 

In order to improve his chances of acceptance Magruder signed up with one of the National Guard's air units, and enrolled in the Aeronautical Engineering curriculum at the University of Alabama. However, before completion of his one year at Alabama he was engaged to be married and looking for work.

Early career
Magruder soon obtained a position at the Naval Aircraft Factory in Philadelphia, through an encounter with Adm. Ernest J. King, who was then chief of the Navy Bureau of Aeronautics. Magruder's family had been neighbors with King in Newport, Rhode Island while Adm. King and his father studied at the Naval War College. Magruder stayed at the NAF for two years, before moving in 1937 to a job at Glenn L. Martin Company, now Lockheed-Martin.

Design of the B-26
Glenn L. Martin assigned the then 27-year-old aeronautical engineer the title of Project Engineer, and the task of designing Model 179 according to Army Air Corps specifications issued in January 1939. This model would later become known as the B-26 Marauder. Design of the Model 179 was completed in June 1939. On July 5, 1939, the Model 179 was submitted to a review board and was rated the highest of those submitted. On August 10, 1939, the Army issued a contract for 201 Model 179s under the designation B-26.

Later life
Peyton M. Magruder would later in life be President for International Chemical Corporation.

References

 http://www.usna.com/Classes/1934/SeaStories/The%20Funchal%20Madeira%20Caper.htm
 https://web.archive.org/web/20070714211839/http://www.glenncourt.com/family/jmc_08.shtml
 Obituary: Peyton Magruder, 70, war-plane designer

1911 births
1982 deaths
People from Fort Riley, Kansas
People from Marathon, Florida
Boulton Paul Bittern. The Boulton Paul Bittern was a 1920s British night-fighter aircraft built by Boulton Paul Limited of Norwich, named after the marsh bird of the same name.

Design and development

Designed to Air Ministry Specification 27/24, which called for a single-seat night fighter for use against enemy bomber aircraft, the Bittern design was unusual for its time in that it was a twin-engined shoulder wing monoplane rather than a single-engine biplane.

Two prototypes were built. The first was a cantilever wing design with the engines - 214 hp Armstrong-Siddeley Lynx - on the leading edge of the wing. However initial trials showed that the wing was too flexible and so wing struts were added fixed between the bottom of the fuselage and the engine installations. However this added weight and drag with a commensurate effect on performance. The second prototype had the engines suspended from the wings on the struts.

The first prototype had two fixed .303 in (7.7 mm) Vickers machine guns mounted on the fuselage sides. In the second the guns were changed from Vickers to Lewis guns mounted in swiveling barbettes on fuselage. These could be angled from 0-45° upwards so the fighter could attack bombers from below without having to put the aircraft into a climb. The wingspan of the second prototype was increased by about 5 ft (1.5 m).

Both were finished in dark green with "night black" undersides for their role as "Anti-Bomber Formation Fighters". The first prototype carried out full performance and armament trials at Martlesham Heath from March 1927; the second went through the same tests in April 1928. The A&AEE reports were favourable except that the top speed - 145 mph - was rather slow. More trials were carried out before they were returned to Boulton & Paul. They were flown by the manufacturer for a while longer before being broken up.

During testing performance was so poor that further development was abandoned.

Specifications (P.31 Bittern J7936)

See also

References
Notes

Bibliography

Bittern
1920s British fighter aircraft
High-wing aircraft
Aircraft first flown in 1927
Twin piston-engined tractor aircraft
Magar-class amphibious warfare vessel. The Magar-class landing ships are amphibious warfare vessels of the Indian Navy, currently in active service. Only two ships of the class were designed and built by Hindustan Shipyard Limited, with fitting completed at Garden Reach Shipbuilders and Engineers. The ships also carry four landing craft vehicle personnel (LCVP) on board, which can be used for the landing of troops.

History
The design of the class is based on the  ships formerly operated by the Royal Navy. They can operate two medium-lift helicopters, which are primarily meant for inserting small teams of special forces (e.g. MARCOS). To discharge a ship's cargo and most of the troops, it needs to be beached, so that it can utilize its bow-door, similar to an LST.

The ships are stationed at the naval base in Visakhapatnam on India's east coast.

Ships

Gallery

See also
List of active Indian Navy ships

References 

 
Amphibious warfare vessels of India
Ships built in India
Amphibious warfare vessel classes
Satellite Analysis Branch. The United States Satellite Analysis Branch, part of National Oceanic and Atmospheric Administration (NOAA)'s National Environmental Satellite, Data, and Information Service's Satellite Services Division, is the operational focal point for real-time imagery products within NESDIS. It is also responsible for doing Dvorak technique intensity fixes on tropical cyclones.  Its roots lie in the establishment of the Meteorological Satellite Section by January 1959.

Its primary mission is to "operate new proof of concept satellite analysis techniques needed to support disaster mitigation and warning services" for the U.S. government and its agencies. It also distributes real-time satellite imagery from geostationary satellites. The SAB also produces graphics for Tropical Rainfall Potential forecasts for all tropical systems in the Western Hemisphere and many in the Eastern Hemisphere.

Away from tropical cyclones, the SAB functions as the Washington Volcanic Ash Advisory Center, having been designated as such by the International Civil Aviation Organization in 1997. It also does snow and ice analysis, and has done so, along with its parent organizations NESDIS and SSD, since 1966.

References

External links
SSD page for current geostationary satellite imagery

National Oceanic and Atmospheric Administration
George Davida. George I. Davida is an American computer scientist and cryptographer. He is an outspoken proponent of public access to cryptography and an opponent of various National Security Agency (NSA) and US federal government policies and initiatives like the Clipper chip, a stance dating back to his 1977 reception of a gag order from the NSA under the Invention Secrecy Act relating to a patent application for a stream cipher device, using research funded by a National Science Foundation grant. He used to work at the Department of Electrical Engineering and Computer Science at the University of Iowa. He was director of the University of Wisconsin–Milwaukee's Center for Cryptography, Computer and Network Security, until retiring in 2010.

References

External links 

American cryptographers
University of Wisconsin–Milwaukee faculty
Living people
Year of birth missing (living people)
Phytomining. Phytomining, sometimes called agromining, is the concept of extracting heavy metals from the soil using plants. Specifically, phytomining is for the purpose of economic gain. The approach exploits the existence of hyperaccumulators, proteins or compounds secreted by plants to bind certain metal ions. These extracted ores are called bio-ores. A 2021 review concluded that the commercial viability of phytomining was "limited" because it is a slow and inefficient process.

History 

Phytomining was first proposed in 1983 by Rufus Chaney, a USDA agronomist. He and Alan Baker, a University of Melbourne professor, first tested it in 1996. They, as well as Jay Scott Angle and Yin-Ming Li, filed a patent on the process in 1995 which expired in 2015.

Advantages 
Phytomining would, in principle, cause minimal environmental effects compared to mining. Phytomining could also remove low-grade heavy metals from mine waste.

See also 
 Semisynthesis

References

Bioremediation 
Biotechnology
Ecological restoration
Environmental terminology
Phytoremediation plants
Soil contamination
Sustainable technologies
LUNA. LUNA is a computer product line of OMRON Tateishi Electric from the late 1980s to the early 1990s. The LUNA is a 20 MHz/m68030 desktop computer. NetBSD has supported the LUNA since 1.4.2, released in 2000.

The later Omron Luna 88K was available in two models: the DT8840 and TD8860 with 1–4 25 MHz 88100 CPUs and 64 MB RAM. The native operating system was CMU Mach 2.5 and Omron UniOS.

References

 http://www.3rz.org/mirrors/badabada.org/luna88k.html

External links
 NetBSD/luna68k Information
 Omron Luna 88k pictures

Personal computers
68k-based computers
Computer-related introductions in 1988