omniomni/omni-engineering huggingface dataset:
Netscape Server Application Programming Interface. The Netscape Server Application Programming Interface (NSAPI) is an application programming interface for extending server software, typically web server software.

History

NSAPI was initially developed by Rob McCool at Netscape for use in Netscape Enterprise Server. A variant of NSAPI can also be used with Netscape Directory Server.

Because there is no formal standard, applications that use NSAPI are not necessarily portable across server software. As of 2007, varying degrees of support for NSAPI are found in Sun Java System Web Server and Zeus Web Server.

NSAPI plug-ins

Applications that use NSAPI are referred to as NSAPI plug-ins. Each plug-in implements one or more Server Application Functions (SAFs).

To use a SAF, an administrator must first configure the server to load the plug-in that implements that SAF. This is typically controlled by a configuration file named magnus.conf. Once the plug-in is loaded, the administrator can configure when the server should invoke the SAF and what parameters it should be passed. This is typically controlled by a configuration file named obj.conf.

Comparison with related APIs and protocols

NSAPI can be compared to an earlier protocol named Common Gateway Interface (CGI). Like CGI, NSAPI provides a means of interfacing application software with a web server. Unlike CGI programs, NSAPI plug-ins run inside the server process. Because CGI programs run outside of the server process, CGI programs are generally slower than NSAPI plug-ins. However, running outside of the server process can improve server reliability by isolating potentially buggy applications from the server software and from each other.

In contrast to CGI programs, NSAPI SAFs can be configured to run at different stages of request processing. For example, while processing a single HTTP request, different NSAPI SAFs can be used to authenticate and authorize the remote user, map the requested URI to a local file system path, generate the web page, and log the request.

After Netscape introduced NSAPI, Microsoft developed ISAPI and the Apache Software Foundation developed Apache API (or ASAPI: Apache Server API). All three APIs have a number of similarities. For example: NSAPI, ISAPI and Apache API allow applications to run inside the server process. Further, all three allow applications to participate in the different stages of request processing. For example, Apache API hooks closely resemble those used in NSAPI.

See also
NPAPI (Netscape Plugin Application Programming Interface)

References

External links
 Oracle iPlanet Web Server 7.0.9 NSAPI Developer's Guide
 Sun Java System Web Server 7.0 NSAPI Developer's Guide
 Zeus Web Server Introduction to NSAPI (archived version)

Netscape
Application programming interfaces
IBM Toronto Software Lab. The IBM Toronto Software Lab is the largest software development laboratory in Canada and IBM's third largest software lab. Established in 1967 with 55 employees, the Toronto Lab, now located in Markham has grown to employ 2,500 people. These employees develop some of IBM's middleware. Some of these include Db2, WebSphere Commerce, WebSphere Customer Center, Tivoli Provisioning Manager, IBM i compilers, and Rational Application Developer.

Originally located in a building at 1150 Eglinton Avenue East in Toronto, the software lab was relocated to Markham on September 11, 2001. The former building was subsequently used by Celestica.

See also 

 IBM Canada Head Office Building
 IBM Centers for Advanced Studies
 IBM CASCON
 IBM Rome Software Lab

References

IBM facilities
Buildings and structures in Markham, Ontario
Aktiengesellschaft für Flugzeugunternehmungen. 
Aktiengesellschaft für Flugzeugunternehmungen (Corporation for Aircraft Companies) was an aircraft manufacturer founded in Altenrhein, Switzerland in 1959 to further develop the FFA P-16 jet fighter after the Swiss government cancelled its order. Three variants were proposed, each with a different turbojet, but the project was unable to attract buyers.

References
 
 

Defunct aircraft manufacturers of Switzerland
Flug- und Fahrzeugwerke Altenrhein. Flug- und Fahrzeugwerke Altenrhein AG (FFA) () was a Swiss aircraft and railroad car manufacturing company based at Altenrhein (SG). It was originally part of Dornier Flugzeugwerke, but was split off in 1948.

History
In the years following World War II, FFA manufactured fighter aircraft for the Swiss Air Force, based on Morane-Saulnier designs as the D-3803. These were eventually replaced in service by surplus P-51 Mustangs.

In the 1950s, FFA developed a jet fighter, the P-16. The P-16 project, while promising, was cancelled after two crashes, and Hawker Hunters were bought instead. Also the project for a Bizjet SAAC-23 was cancelled. In the 1960s the company built the Diamant series of sailplanes.

The firm licence-built many aircraft for Swiss use, including the de Havilland Vampire, de Havilland Venom, Dassault Mirage III, and F-5 Tiger II.

In 1987, the company name was bought back by Dornier. The railway part went to Schindler first, ending up in 1997 as part of Stadler Rail.

Aircraft

 FFA AS 202 Bravo
 FFA P-16
 FFA Diamant

References

External links
,

Defunct aircraft manufacturers of Switzerland
Rolling stock manufacturers of Switzerland
Companies based in the canton of St. Gallen
Ultra Mega Power Projects. Ultra Mega Power Projects (UMPP) are a series of ambitious power stations planned by the Government of India. This would entail the creation of an additional capacity of at least 100,000 MW by 2022.  Ultra Mega Power projects, each with a capacity of 4000 MW or above, are being developed with the aim of bridging this gap.

The UMPPs are seen as an expansion of the MPP (Mega Power Projects) projects that the Government of India undertook in the 1990s, but met with limited success. The Ministry of Power, in association with the Central Electricity Authority and Power Finance Corporation Ltd., has launched an initiative for the development of coal-based UMPP's in India. These projects will be awarded to developers on the basis of competitive bidding.

Based on supercritical technology, 16,000 MW of capacity has been contracted through the competitive bidding process for UMPPs. The average tariff for these projects is in the range of 2-3 per kWh which is much lower than the recent cost plus tariffs. The first UMPP, developed by Tata Power at Mundra, Gujarat has been commissioned and contributes 4,000 MW in power to the Western grid.

Special purpose vehicles
Special purpose vehicles (SPV) have been set up as wholly owned subsidiaries of the Power Finance Corporation for each UMPP that will be built. The SPV obtains various clearances, water linkage, coal mine allocation (for domestic coal based projects) etc. for the project. The SPV also initiates action for land acquisition in the name of the SPV, selects the developer through a tariff based competitive bidding process and finally transfers the SPV to the identified developer along with the various clearances, tie ups, etc. The developer is then responsible to build–own–operate (BOO) these UMPP plants.

List of UMPPs
According to the Power Finance Corporation, 15 UMPPs are envisioned. As of July 2012, 12 SPVs had been formed. Currently, two UMPPs have been commissioned. The table below shows the status of the 12 UMPPs for which SPVs have been formed.

Operational costs
The project is being developed with the intention of providing power to consumers at minimum cost. Because of the huge size of these power plants, the cost of the electricity would be lower due to the economies of scale. The plants are estimated to cost roughly 15,000 crores each to set up. The cost of generation per unit is estimated at under 2.

See also
Ultra Mega Solar Power Projects

References

External links
 The Electricity Act, 2003
 Official website of Power Finance Corporation detailing UMPP
 Problems of UMP - an article in Businessworld
 Government plans Ultra mega power projects
 Brief description of Ultra mega power projects
 UMPP projects on SourceWatch

 
Coal-fired power stations in India
Proposed coal-fired power stations
Proposed power stations in India
No. 4 Forward Air Control Flight RAAF. No. 4 Forward Air Control Flight was a Royal Australian Air Force forward air control training unit. The Flight was formed on 1 April 1970 at RAAF Base Williamtown and was equipped with four CAC Winjeel aircraft. The Flight was responsible for training RAAF, Royal Australian Navy and Australian Army pilots and participated in most Australian military exercises. No. 4 Forward Air Control Flight was disbanded on 1 January 1989 and became 'C' Flight of the newly reformed No. 76 Squadron. No. 4 Squadron is the RAAF's current forward air control unit.

References
 RAAF Historical Section (1995), Units of the Royal Australian Air Force. A Concise History. Australian Government Publishing Service, Canberra.

4
4
Military units and formations established in 1970
FMA IA 50 Guaraní II. The I.A. 50 Guaraní II is an Argentine utility aircraft designed at the DINFIA (successor to the "Instituto Aerotecnico" - AeroTechnical Institute) in the early 1960s.

Design and development

In the early 1960s, the Argentine state aviation conglomerate, DINFIA, realised that its IA 35 Huanquero twin-piston engined light transport was becoming outdated, and it was decided to develop a turboprop-engined derivative. While of similar layout to the Huanquero, with both aircraft being twin-engined low-wing monoplane of all metal construction with a twin tail, the new aircraft, the Guaraní, shared only 20% of the structure of the Huanquero. It was powered by two Turbomeca Bastan III engines each rated at .  It first flew on 6 February 1962.

The aircraft was further developed as the Guaruani II; the main difference being a single swept fin and a shortened rear fuselage.  It also used more powerful () Bastan VIA engines.  The fuselage was semi-monocoque with a squared cross-section, having unswept wings and swept tailplanes. The prototype Guaraní was rebuilt to this standard and flew in this form on 26 April 1963.

Operational history

In June 1965 the Guarani II prototype (serial number TX-01) was exhibited and flown at the Paris Air Show at Le Bourget Airport, France).  TX-01 was later flown to the CEV (“Centre d’Essays en Vol”, Air Test Centre) at Istres, France, for technical evaluation, where it was tested for a total of 200 flying hours.  It was flown back to the FMA, Argentina in February 1966, being the first Latin American-built aircraft to fly across the Atlantic Ocean.

The last flying example was retired on 7 January 2007 at the II Brigada Aérea (IInd Air Brigade), at Paraná, Entre Rios, Argentina and made its last flight to the National Aeronautics Museum ("Museo Nacional de Aeronáutica") of the Argentine Air Force (Fuerza Aérea Argentina), at Morón, Buenos Aires, Argentina where it was placed on display.

Operators

 Argentine Air Force
 Argentine Federal Police - One operated 1970–1981.
 Argentine Navy
 Argentine Naval Aviation
 Servicio Penitenciario Federal
 Líneas Aéreas Provinciales de Entre Ríos
 Government of Córdoba
 Government of Salta
 Ministry of National Welfare

Surviving aircraft

 Last operational G-II, retired in 2006, at the Museo Nacional de Aeronáutica de Argentina ("National Aeronautics Museum")

Specifications (IA 50)

See also

 Tucán T-3
Comparable aircraft
 Embraer EMB 110 Bandeirante
 Dassault M.D.320 Hirondelle

References
Notes

Bibliography
Article on the 50th anniversary of the "Fabrica Militar de Aviones" - listing all the aircraft developed and manufactured there since 1927, Aerospacio, Buenos Aires, 1977. (in Spanish)

Further reading

External links

 Development and Specifications
 Individual aircraft histories
 Newspaper article about the G-II
 FMA IA 50 Guaraní II at Flickr
 FMA IA 50 Guaraní II at Flickr

1960s Argentine military transport aircraft
IA 50
Aircraft first flown in 1963
Low-wing aircraft
Twin-turboprop tractor aircraft
Aircraft with retractable tricycle landing gear
NIVO. NIVO,  abbreviated from Night Invisible Varnish Orfordness  (or "Night Varnish Orfordness"), was a dark grey-green overall finish applied to British night bomber aircraft in the inter-war period (1918–1939).

Developed in 1918 by the experimental station at Orford Ness, as a low-visibility colouring for the Royal Air Force it had a sheen to match that of open water on a moonlit night.

It was applied to aircraft from 1918 and was used on the Vickers Virginia, Handley Page Hyderabad, Handley Page Hinaidi, Handley Page Heyfords and Fairey Hendon bombers.

By the mid-1930s, tests had determined that the varnish was too reflective when searchlights were shone on it. NIVO was phased out in the late 1930s, and had been discontinued by the time of the arrival of the new British medium bombers – the Vickers Wellington, Handley Page Hampden and Armstrong Whitworth Whitley.

NIVO is covered by Federal Standard 595 colour FS:34096

References

Royal Air Force
Camouflage patterns
Aircraft markings
20th-century military history of the United Kingdom
Boeing Model 2. The Boeing Model 2, also referred to as the Boeing Model C, and its derivatives were United States two-place training seaplanes, the first "all-Boeing" design and the company's first financial success.

Design and development

The Boeing Airplane Company, previously known as Pacific Aero Products Co., built the Model C naval trainer as its first mass-produced airplane. Early design work was started by George Conrad Westervelt in late 1915, with the first wind tunnel tests being conducted at the Massachusetts Institute of Technology's 4 ft wind tunnel in May 1916. Most of the design work during early-to-mid 1916 by James Foley, who had previously assisted Westervelt in designing the Boeing Model 1. Westervelt, who had been reassigned to the East Coast in December 1915, consulted heavily on the design. Wong Tsu, an MIT graduate who was hired by Boeing in May 1916, also contributed to the design, specifically lending his expertise in the analysis of wind tunnel data. A total of 56 C-type trainers were built; 55 used twin pontoons. The Model C-1F had a single main pontoon and small auxiliary floats under each wing and was powered by a Curtiss OX-5 engine.

Operational history

The success of the Model C led to Boeing's first military contract in April 1917 and prompted both its reincorporation as the Boeing Airplane Company and relocation from Lake Union, Washington to a former shipyard on the Duwamish River, also in Washington. The United States Navy bought 51 of the Model C trainers, including the C-1F, and the United States Army bought two landplane versions with side-by-side seating, designated the EA.

The final Model C was built for William Boeing and was called the C-700 (the last Navy plane had been Navy serial number 699). On March 3, 1919, Boeing and Eddie Hubbard flew the C-700 on the first international mail delivery, carrying 60 letters from Vancouver, British Columbia to Seattle, Washington.

Variants
 Model 2 – original design (one built)
 Model C-1F – Model 2 remanufactured with single pontoon
 Model 3 – version with revised cabane struts (three built)
 Model 4 – a.k.a. EA landplane version for US Army (two built)
 Model 5 – revised Model 3 for US Navy (50 built)
 Model C-700 – Model 5 outfitted as mailplane

Operators

United States Army Air Service
United States Navy

Specifications (Model 3)

References

 
 Pedigree of Champions: Boeing Since 1916, Third Edition. Seattle, WA: The Boeing Company, 1969.

External links

 historylink.org: The Online Encyclopedia of Washington State History

Single-engined tractor aircraft
1910s United States military trainer aircraft
Floatplanes
002, Boeing
Biplanes
Aircraft first flown in 1916
Nakajima E2N. The Nakajima E2N was a Japanese reconnaissance aircraft of the inter-war years. It was a single-engine, two-seat, sesquiplane seaplane with twin main floats.

Design and development
The E2N was developed in the 1920s for the Imperial Japanese Navy as a short range reconnaissance floatplane suitable for catapult launch from cruisers and battleships. It was a wooden, twin-float sesquiplane, carrying a crew of two in open cockpits and having folding wings. This layout gave better downwards view than the monoplanes proposed by Aichi and Yokosuka, and the design was selected becoming Japan's first locally designed shipboard reconnaissance seaplane.

Operational history
The E2N served with the Navy as the Nakajima Navy Type 15 Reconnaissance Floatplane (一五式水上偵察機). Eighty examples were produced between 1927-29 by Nakajima and Kawanishi; of these, two were bought for civil fishery patrol duties. The Navy machines were withdrawn from front-line units in the 1930s, being replaced by the Nakajima E4N, and either being reassigned to training duties or sold to civil buyers.

Variants
E2N1 (Type 15-1 Reconnaissance Seaplane)
Short-range reconnaissance aircraft.
E2N2 (Type 15-2 Reconnaissance Seaplane)
Trainer version with dual controls.

Operators

 Imperial Japanese Navy

Specifications (E2N)

See also

Notes

Bibliography

External links

E02N, Nakajima
E02N
Sesquiplanes
Single-engined tractor aircraft
Aircraft first flown in 1927
Flying Scooters. Flying Scooters, also known simply as Flyers, is an amusement ride consisting of a center post with ride vehicles suspended from arms attached to the center post. The ride dates back to the 1930s and 1940s when Bisch-Rocco manufactured the ride. In the early 2000s, Larson International revived the concept. In the early 2010s, Larson partnered with Majestic Manufacturing, Inc. to create a portable version of the ride.

When the ride is in operation, a motor causes the arms to spin, with centrifugal forces causing the ride vehicles to fly outwards. Each ride vehicle is equipped with a large rudder, allowing riders to control the motion of their vehicle. The minimum rider height requirement is usually 36 inches tall or more.

Cable snapping
Although Flying Scooters are generally considered a mild ride, a skilled rider can "snap" the cables suspending the vehicle, and thus gain a more extreme and out-of-control experience. Snapping is caused by the cables slacking due to quick motions of the vehicle. Snapping is made easier on older and faster Flying Scooters rides such as the Flyer at Knoebels or others manufactured by Bisch-Rocco. Some newer models, such as those manufactured by Larson, are designed to prevent snapping. Snapping is sometimes discouraged due to maintenance and safety reasons, and in the case of some parks, snapping is punishable by the ride cycle being stopped early and the offending rider being removed from the ride.

Installations

References

External links

Cable snapping performed on the Flyer at Knoebels 

Amusement rides
Franz Wallack. Franz Friedrich Wallack (24 August 1887 – 31 October 1966) was an Austrian civil engineer. He mainly designed and built mountain pass roads, in particular the Grossglockner High Alpine Road across the High Tauern range between Salzburg and Carinthia.

Life

Born in Vienna, Wallack studied engineering sciences and began his career at the building planning authority of the Carinthian state government. In 1924 he was commissioned to draw up a general project for the construction of the Glockner Road. Wallack's technical endeavor - to build this first modern high alpine road - has long counted among the most significant historic events of this century. 

Construction began in August 1930, in the midst of the Great Depression. Wallack laid out the road so that it harmoniously accommodated the landscape, giving the least possible damage to nature. On 22 September 1934 he and the Salzburg governor Franz Rehrl first travelled the Glockner Road driving a Steyr 100, about one year before the official opening. 

Franz Wallack joined the board of the Großglockner High Alpine Road stock company. In the 1950s he also designed special snow thrower vehicles for the annual snow removal in spring. He became an honorary citizen of Salzburg and was awarded the Karl Renner Prize in 1952. Up to the completion of his life's work, Wallack crossed the main alpine crest more than 250 times on foot. At the age of 73, Wallack was still able to direct the new building of the Gerlos Alpine Road.

Legacy
The mountain hut Wallackhaus is named in his honor.

External links
Official Homepage of the Glockner Road

References
 Salzburg Wiki Franz Friedrich Wallack, in German
 About the Grossglockner Trophy
 Grossglockner High Alpine Road: Franz Wallack, in German

1887 births
1966 deaths
Austrian civil engineers
James Francis Barker. James Francis Barker (1872 – 10 December 1950) was the second president of the Rochester Athenæum and Mechanics Institute, succeeding Carleton B. Gibson, from 1916–1919.

He was born in 1872 in Keokuk, Iowa, the son of a railroad ticketing agent and a New Orleanian of Spanish and French extraction.  His ancestors on his father's side included 11 of the 15 families who settled Nantucket in 1659.  He graduated from Cornell University in 1893 with a degree in Mechanical Engineering and spent another year studying Architecture at the graduate level. He briefly worked at D. H. Burnham & Company and Allis-Chalmers Manufacturing Co. before switching to education, becoming Superintendent of the Manual Training Department at East Division High School in Milwaukee, Wisconsin in 1897.  He left in 1904 to pursue similar positions at Grand Rapids High School and the Hackley School in Muskegon, Michigan. In 1906, he participated in the formation of East Technical High School in Cleveland, Ohio and served as its first principal.

He married the former Kate Spooner in 1897 and raised one daughter. After being widowed in the late 1930s, he married Josephine M. Edmonds, a home economics teacher and half sister of International House of New York founder Harry Edmonds, in 1941.

He came to the Rochester Athenæum and Mechanics Institute after his predecessor resigned to continue his work in the war relief effort. He oversaw the Institute during World War I, but subsequently left to become Superintendent of Junior and Technical Education in the Rochester City School District.  He also served as general supervisor of evening, summer, and continuation programs for the District.

After he retired in 1936, he operated a photographic studio called "The Eagle's Wing" on Nantucket Island during the summer months. He named the studio after an island steamboat his grandfather had commanded on Nantucket Sound. He also pursued painting, pottery, metal working, and cabinet making.

He died in his Rochester home at the age of 78 and is interred on Nantucket.

References

External links
RIT Archives' collection on James F. Barker

1872 births
1950 deaths
American mechanical engineers
20th-century American painters
American male painters
Cornell University College of Engineering alumni
People from Keokuk, Iowa
Presidents of Rochester Institute of Technology
Cornell University College of Architecture, Art, and Planning alumni
20th-century American male artists