omniomni/omni-engineering huggingface dataset:
Defense Message System. The Defense Message System or Defense Messaging System (DMS) is a deployment of secure electronic mail and directory services in the United States Department of Defense.  DMS was intended to replace the AUTODIN network, and is based on implementations of the OSI X.400 mail, X.500 directory and X.509 public key certificates, with several extensions to meet the specific needs of military messaging. 

DMS is sometimes operated in conjunction with third-party products, such as the Navy's DMDS (Defense Message Dissemination System), a profiling system that takes a message and forwards it, based on message criteria, to parties that are required to take action on a message. This combination has met with success with the upper echelons of command, since parties do not have to wait for messaging center operators to route the messages to the proper channels for action. The Navy also uses Navy Regional Enterprise Messaging System (NREMS).  NREMS uses an AMHS backend to send secure Organizational Messages via a web interface to Naval commands. 

The US Army's version of DMS is run solely on an AMHS platform both for CONUS and OCONUS operations. The Pentagon Telecommunications Center (PTC) is the hub for CONUS operations and there are several AMHS sites OCONUS for strategic messaging.  In the tactical environment the Army deploys an independent Tactical Message Systems (TMS) that is also built on an AMHS platform for secure messaging capability in austere environments when communications with OCONUS AMHS sites are unavailable. 

DMS has been coordinated by the Defense Information Systems Agency (DISA), and testing began in 1995. DMS has many third-party vendor products, such as DMDS, DMDS Proxy MR, CP-XP (the CommPower XML Portal), AMHS (Automated Message Handling System), MMHS, and CMS 1.0.

See also
 Defense Switched Network
 GOSIP

External links 
 Defense Message System at Defense Information Systems Agency
 Defense Messaging System at Joint Interoperability Test Command
 Defense Message System at GlobalSecurity.org
 Navy Moving Towards Web-based Naval Messaging
 PM DMS-Army streamlines tactical message system, receives defense acquisition executive recognition

Military communications
Telecommunications equipment of the Cold War
Email
Adcox Special. The Adcox Special was a two-seat open-cockpit biplane built by the students of the US Adcox Aviation Trade School in 1929, powered by a Kinner K-5 engine of 100 hp (75 kW).

Although only one example was built, the design formed the basis for the Adcox Student Prince that was produced in small numbers later that year.

See also

References

Special
Biplanes
Single-engined tractor aircraft
1920s United States sport aircraft
Adcox Cloud Buster. The Adcox A-100, also known as the Adcox Cloud Buster was a two-seat enclosed sporting biplane built by the students of the US Adcox Aviation Trade School, Portland, Oregon in 1931. Identified in some publications as Adcox Cloud Buster or Bidwell Cloud Buster Junior, it was originally powered by a Salmson AD-9 engine of 40 hp (30 kW), however in 1936 it was repowered with a more powerful, but heavier, 65 hp LeBlond 60-5D and later dismantled in 1938 after several other owners.

It was sold successively to Groat Aeronautical, Yale Air Service and on 20 August 1931 to William B Bidwell as the Cloud Buster Junior. The Bidwell-Yale Aviation Co was based at Gardiner Airport, Gardiner, Montana.

References 

Cloud Buster
Single-engined tractor aircraft
Biplanes
1930s United States sport aircraft
Aircraft Designs. Aircraft Designs Inc was a US aircraft design and manufacturing firm founded in Monterey, California by Martin Hollmann in 1976. Apart from working on its own designs, the firm provides design and engineering analysis to other aerospace ventures.

Hollmann and his company carried out much subcontract work, particularity in his areas of expertise, including aeroelasticity and structural analysis. He also designed a number of gyroplanes.

The company was dissolved on 30 January 2012 and owner Martin Hollmann died 12 October 2012 of cancer.

Aircraft

References

External links
 Aircraft Designs Inc website

Companies established in 1986
Defunct aircraft manufacturers of the United States
Companies based in Monterey County, California
1986 establishments in California
ADI Condor. The ADI Condor was a motor glider of unusual configuration built in the United States in 1981. While most motor gliders follow traditional sailplane layout, the Condor was of twin-boom configuration, with twin, inwardly canted tail fins joined at their tips by a common horizontal stabilizer. A pusher propeller driven by a converted Volkswagen engine was mounted at the rear of the central nacelle that seated the pilot and passenger in tandem. Construction throughout was of composite materials.

The single example of the aircraft was destroyed in a crash in late 1982 after an engine failure.

Specifications

References
 Manufacturer's website, with photo
 aerofiles.com

External links
 NTSB report on accident

1980s United States sailplanes
Motor gliders
Single-engined pusher aircraft
Twin-boom aircraft
Condor
Aircraft first flown in 1981
Twin-tail aircraft
Aircraft with fixed bicycle landing gear
ADI Stallion. The ADI Stallion is a US civil utility aircraft that first flew in July 1994. It is marketed in kit form for homebuilding by Aircraft Designs Inc.

Design and development 
The Stallion is a single-engined high-winged monoplane, with wings based on those of the Lancair ES and a retractable tricycle landing gear from the Lancair IV. It has a steel-tube fuselage center section, with the remainder of the airframe of composite construction, and is designed to be powered by engines of 230–350 hp (172–261 kW). The recommended engine is the  Continental IO-550, but engines as powerful as the  Walter M601 have been used. It is available in two versions, the four seat ADI Stallion and the six-seat Super Stallion.

Operational history
Seven examples had been completed and flown by December 2007.

Specifications (ADI Super Stallion – 350 hp engine)

See also

References

 Jackson, Paul. Jane's All The World's Aircraft 2003–2004. Coulsdon, UK: Jane's Information Group, 2003. .
 Taylor, Michael. Brassey's World Aircraft & Systems Directory 1999/2000. London: Brasseys, 1999. .

Single-engined tractor aircraft
High-wing aircraft
Homebuilt aircraft
1990s United States civil utility aircraft
Stallion
Aircraft with retractable tricycle landing gear
ASCI Blue Pacific. ASCI Blue Pacific was a supercomputer installed at the Lawrence Livermore National Laboratory (LLNL) in Livermore, CA at the end of . It was a collaboration between IBM and LLNL.

It was an IBM RS/6000 SP massively parallel processing system. It contained 5,856 PowerPC 604e microprocessors. Its theoretical top performance was 3.9 teraflops.

It was built as a stage of the Accelerated Strategic Computing Initiative (ASCI) started by the U.S. Department of Energy and the National Nuclear Security Administration to build a simulator to replace live nuclear weapon testing following the moratorium on testing started by President George H. W. Bush in 1992 and extended by Bill Clinton in 1993.

External links
 
 

One-of-a-kind computers
Lawrence Livermore National Laboratory
IBM supercomputers
ASCI Blue Mountain. ASCI Blue Mountain was a supercomputer installed at the Los Alamos National Laboratory in Los Alamos, New Mexico. It was designed to run simulations for the United States National Nuclear Security Administration's Advanced Simulation and Computing program. The computer was a collaboration between Silicon Graphics Corporation and Los Alamos National Laboratory. It was installed in 1998. 

It was a cluster of ccNUMA SGI Origin 2000 systems. It contains 6,144 MIPS R10000 microprocessors in 48 systems, each with 128 CPUs, connected by HIPPI in 438 racks. Its theoretical top performance is 3.072 teraflops. 

It was built as a stage of the Accelerated Strategic Computing Initiative (ASCI) started by the U.S. Department of Energy and the National Nuclear Security Administration to build a simulator to replace live nuclear weapons testing following the moratorium on testing started by President George H. W. Bush in 1992 and extended by Bill Clinton in 1993. It was unveiled (commissioned) in 1998. In June 1999 it was the world's second fastest computer, and remained among the world's ten fastest computers until November 2001. According to the Los Alamos National Laboratory website, the supercomputer set a world record in May 2000, with the equivalent of 17.8 years of normal computer processing within 72 hours, including 15,000 engineering simulations requiring 10 hours each.

First commissioned in November 1998, the Blue Mountain was decommissioned on Monday, November 8, 2004 at 8 am, and was replaced by the ASCI Q, Lightning, and QSC supercomputers.

References

External links
 
 

MIPS architecture
One-of-a-kind computers
SGI supercomputers
Karol Olszewski. Karol Stanisław Olszewski (Polish pronunciation: ; 29 January 1846 – 24 March 1915) was a Polish chemist, mathematician, and physicist. Together with Zygmunt Wróblewski, in 1883 he was the first scientist in the world to liquify oxygen and nitrogen.

Life and career
He was born in 1846 in Broniszów. He was a graduate of Kazimierz Brodziński High School in Tarnów (I Liceum Ogólnokształcące im. Kazimierza Brodzińskiego). He studied at Kraków's Jagiellonian University in the departments of mathematics and physics, and chemistry and biology. He carried out his first experiments using a personally improved compressor, compressing and condensing carbon dioxide.

Olszewski defended his doctoral dissertation at Heidelberg University, then returned to Kraków, where he was made profesor nadzwyczajny (associate professor).

In 1883, Zygmunt Wróblewski and Karol Olszewski were the first in the world to liquefy oxygen, nitrogen and carbon dioxide from the atmosphere in a stable state (not, as had been the case up to then, in a dynamic state in the transitional form as vapor).

In 1884, in his Kraków laboratory, Olszewski was the first to liquefy hydrogen in a dynamic state, achieving a record low temperature of −225 °C (48 K). In 1895 he liquefied argon.  He then failed only to liquefy the newly discovered helium element.

In January 1896, on hearing of Wilhelm Röntgen's work with X-rays, within a few days Olszewski replicated it. Later on, in early February he provided an X-ray image of a luxated elbow thus initiating the university's department of radiology.

He died on 24 March 1915 and was buried at the Rakowicki Cemetery in Kraków. In 2018, his ashes were transferred to one of Poland's National Pantheons located at the Church of Saints Peter and Paul in the Old Town district of Kraków.

According to physicist Andrzej Kajetan Wróblewski, Olszewski is among the greatest Polish physicists of the 20th century alongside Marie Curie, Marian Smoluchowski, Jerzy Pniewski, and Marian Danysz.

See also
Timeline of low-temperature technology
Timeline of hydrogen technologies
List of Poles

Notes

References

 "Olszewski, Karol Stanisław," Encyklopedia Polski, p. 464.

1846 births
1915 deaths
People from Ropczyce-Sędziszów County
Chemists from Austria-Hungary
Physicists from Austria-Hungary
19th-century Polish chemists
19th-century Polish physicists
Jagiellonian University alumni
Heidelberg University alumni
ENSA (disambiguation). The Entertainments National Service Association (ENSA) was an organisation that provided entertainment for British armed forces personnel during World War II. 

ENSA may also refer to:

 ENSA (gene)
 École Nationale des Sciences Appliquées d'Oujda, an engineering school in Morocco
 European Neutron Scattering Association, a contributor to the International Reactor Innovative and Secure design project
 Svea Airport (ICAO airport code: ENSA) in Norway
 ENSA – Seguros de Angola

See also
Enza (disambiguation)
Tractor configuration. In aviation, a tractor configuration is a propeller-driven fixed-wing aircraft with its engine mounted with the propeller in front, so that the aircraft is "pulled" through the air. This is the usual configuration;  the pusher configuration places the airscrew behind, and "pushes" the aircraft forward. Through common usage, the word "propeller" has come to mean any airscrew, whether it pulls or pushes the aircraft.

In the early years of powered aviation both tractor and pusher designs were common. However, by the midpoint of the First World War, interest in pushers declined and the tractor configuration dominated. Today, propeller-driven aircraft are assumed to be tractors unless  stated otherwise.

Origins
The first successful airplanes to have a "tractor" configuration were the 1907 Santos-Dumont Demoiselle and Blériot VII.

The first biplane airplane to have a "tractor" configuration was the Goupy No.2 (first flight on 11 March 1909) designed by Mario Calderara and financed by Ambroise Goupy at the French firm Blériot Aéronautique. It was the fastest airplane when it was made. At that time a distinction was made between a propeller ("pushes the machine", akin to a ship's propeller) and a tractor-[air]screw ("pulls the machine through the air"). The Royal Flying Corps called the tractors "Bleriot type" after Louis Bleriot, and pushers "Farman type".

Firing guns through the propeller
A disadvantage of a single-engine tractor military aircraft was that it was initially impossible to fire a gun through the propeller arc without striking the blades. Early solutions included mounting guns (rifles or machine guns) to fire around the propeller arc, either at an angle to the side – which made aiming difficult – or on the top wing of a biplane so that the bullets passed over the propeller arc.

The first system to fire through the propeller was developed by French engineer Eugene Gilbert for Morane-Saulnier, and involved fitting strong metal "deflector wedges" to the propeller blades of a Morane-Saulnier L monoplane, so that bullets fired when a propeller blade obstructed the line of fire were deflected rather than damaging the propeller. It was employed with immediate success by French aviator Roland Garros and was also used on at least one Sopwith Tabloid of the Royal Naval Air Service.

A better solution was a gun synchronizer, which utilized a synchronization gear to shoot only at instants when the line of fire was unobstructed, developed by aircraft pioneer Anthony Fokker and fitted to the Fokker E.I monoplane in 1915. The first British "tractor"  designed to be fitted with synchronization gear was the Sopwith 1½ Strutter. which entered service in early 1916.

The problem of firing through the propeller's arc was avoided by passing the gun barrel through the propeller's hub or spinner  – first used in production military aircraft with the 1917 French SPAD S.XII – or mounting guns in the wings, as was used from the early 1930s until propeller engines were superseded in the jet age.

References

See also
Pusher configuration
Push-pull configuration

Aircraft configurations
Canadian Forces School of Aerospace Technology and Engineering. The Canadian Forces School of Aerospace Technology and Engineering (CFSATE) is a Canadian Armed Forces training establishment for Aerospace Engineering Officers and Aircraft Technicians who serve with units of the Royal Canadian Air Force.

CFSATE is a unit of 16 Wing, located at CFB Borden in central Ontario, Canada.

External links
 CFSATE Home Page - official site.

Royal Canadian Air Force
Sonex Aircraft. Sonex Aircraft, LLC is an American kit aircraft manufacturer located in Oshkosh, Wisconsin, producing kits for four all-metal homebuilt monoplanes. The company was founded in 1998 by John Monnett, who has designed the Monnett Sonerai sport aircraft series, Monnett Monerai sailplane, Monnett Moni motorglider, and Monnett Monex racer.

History

The company opened a flight center and a  parts distribution warehouse in 2006.

In 2013, the FAA National Kit Evaluation Team (NKET) approved fast-build "51% rule" versions of the Sonex, Waiex, and Onex.

Jeremy Monnett, the son of founder John Monnett Jr. and CEO, was killed in an airplane crash in 2015.

In June 2018, John Monnett announced his plan to retire and sell the company. In January 2022, Sonex employee and general manager, Mark Schaible, purchased the assets of Sonex Aircraft LLC and Sonex Aerospace LLC, forming them into a new company, Sonex LLC. Schaible will be owner and president of the new company.

In December 2019 the John Monnett-designed Sonerai was acquired by Sonex Aircraft.

The company rolled out a prototype highwing aircraft in 2024.

Products

Aircraft

Engines
Company subsidiary AeroConversions manufactures the AeroConversions AeroVee Engine, a custom aircraft implementation of the Volkswagen air-cooled engine.

Hornet's Nest

The Hornet's Nest is the research and development arm of Sonex LLC.

E-flight
At AirVenture 2007, Sonex Aircraft announced a project to work on innovative technologies in aviation. The E-flight projects includes using an electric motor, ethanol-based fuels, and other power plant alternatives. In December 2010, an all-electric Waiex was test flown from Wittman field in Oshkosh, Wisconsin. The aircraft was flown with a  brushless DC electric motor, managed by a newly designed controller. Power is from a collection of 14.5 kW-hour lithium polymer batteries, giving the aircraft an endurance of one hour at low-speed cruise or 15 minutes of aerobatics.  This was the beginning of the development of the Sonex Electric Sport Aircraft.

References

External links

Aircraft manufacturers of the United States
Monnett aircraft
Aviation in Wisconsin
1998 establishments in Wisconsin
American companies established in 1998
Manufacturing companies established in 1998
Oshkosh, Wisconsin
Adkisson SJ-1 Head Skinner. The SJ-1 Head Skinner was a single-seat, gull-wing sports plane built in the US by brothers Earl and Jerry Adkisson of Tuscola, Illinois in 1957.

Design and development

Earl ("Skeezix") and Jerry Adkisson, two brothers at Tuscola airport, joined the Experimental Aircraft Association (EAA) in 1955 and began gathering material for their construction project in the Autumn of that year.  Their aircraft would be patterned after the P.Z.L. P.24, a popular Polish gull-winged fighter aircraft of World War II.

Using wings from a 1946 Luscombe 8, cut and re-formed into the gull-wing configuration, the cabin and forward fuselage section were formed of steel tubes.  A Luscombe tailcone was attached to the aft end of the steel-tube frame, and standard Luscombe tail surfaces were adapted, with their tips squared off.  The spring-steel main landing gear was taken from a Cessna.  The planned engine was a  Warner radial engine, but settled for a  Continental A65 driving a Beech-Robey controllable propeller in the initial installation.

Specifications (SJ-1 Head Skinner)

Notes

References

1950s United States sport aircraft
Single-engined tractor aircraft
Gull-wing aircraft
High-wing aircraft
Aircraft first flown in 1957
Advanced Soaring Concepts. Advanced Soaring Concepts was a sailplane manufacturer based in Camarillo, California and owned by Tor Jensen. Their aircraft were marketed in kit form. The aircraft for which they were best known were the Spirit and Falcon kit sailplanes.

One of the company's most notable achievements was the design and construction of the Apex high-altitude, duration flight research sailplane for NASA.

References 

Defunct aircraft manufacturers of the United States
Companies based in Ventura County, California
North American XB-28 Dragon. The North American XB-28 (NA-63) was an aircraft proposed by North American Aviation to fill a strong need in the United States Army Air Corps for a high-altitude medium bomber. It never entered production, with only two prototypes being built.

Design and development

The order for a high-altitude medium bomber was put out on 13 February 1940; the XB-28 first flew on 26 April 1942. The XB-28 was based on North American Aviation's highly successful B-25 Mitchell, but as it evolved it became a completely new design, much more reminiscent of the Martin B-26 Marauder. The overall configuration of the B-25 and XB-28 were fairly similar; the most important distinction was that the twin tail of the B-25 was changed to a single tail on the XB-28. It was among the first combat aircraft with a pressurized cabin.

The XB-28 proved an excellent design, with significantly better performance than that of the B-25, but it was never put into production. High-altitude bombing was hampered significantly by factors such as clouds and wind, which were frequent occurrences in the Pacific. At the same time, medium bombers were becoming much more effective at lower altitudes. The gains in aircraft performance that came with high-altitude flight were not considered sufficient to justify switching from low-altitude bombing.

In recent years, the name "Dragon" has been attributed to the XB-28. However, this name is not used in any contemporary accounts, or by the U.S. Air Force Museum site; it was almost unheard of, in that era, for an aircraft to receive an official nickname before a production order was placed, and the Douglas B-23 Dragon was already in service with the same name.

Testing and evaluation
Even though the Army Air Forces rejected the XB-28 as a bomber, they ordered another prototype. Designated XB-28A, it was meant to explore the possibility of use as a reconnaissance aircraft. The XB-28A crashed into the Pacific Ocean off Southern California after the crew bailed out on 4 August 1943.

Specifications (XB-28A)

See also

References

External links

 Joe Baugher's Encyclopedia of American Aircraft
 USAF Museum
 Several photographs of the NA-63 XB-28 40-3056

B-28
North American B-28
Shoulder-wing aircraft
Aircraft first flown in 1942
Twin piston-engined tractor aircraft
Aircraft with retractable tricycle landing gear