omniomni/omni-engineering huggingface dataset:
Addyman Zephyr. The Addyman Zephyr was a one-off, single-seat sailplane designed and built by Erik Addyman in the UK for his own use in the 1930s.

Design

Erik Addyman designed and built the single-seat Zephyr, his first design, in 1933.  It was intended as a light wind sailplane, combining a wing of modest aspect ratio with a nacelle cockpit and an open truss girder fuselage of the kind more common on primary gliders.  It was a wooden-structured, largely fabric-covered aircraft.

The two-spar wing had a straight leading edge and constant chord out to a little over half span, where the trailing edges of the ailerons, hinged at a slight angle to the spar, curved inwards to the wingtips.  It was braced from above with pairs of wires from the spars to a central, inverted V-strut pylon and below by wires to the lower nacelle longerons.   There were no flaps or air brakes.  The central wing rib was continued rearward with the upper member of the open, flat, converging Warren girder fuselage, whose lower member joined the keel of the plywood- and fabric-covered nacelle just aft of the wing trailing edge.  This placed the open single cockpit just forward of the wing leading edge. A central keel skid formed the main undercarriage, with assistance from a tail bumper. A narrow-span, triangular tailplane, wire braced above and below, carried longer-span elevators with rounded tips and a cut-out for the deep, rounded rudder hinged to small, triangular fin.

The Zephyr flew for the first time in 1933.

Operational history
Only one Zephyr was built.  Based at Harrogate, where Addyman was honorary secretary of the Aircraft Club, it was often launched with a tow from a horse. He flew it from many fields in central and north-western England up to the early part of World War II;  from 1940 there was a government ban on recreational glider flying.  The Zephyr seems not to have flown again, though substantial parts of it still (2010) exist in store.

Specifications

References

1930s British sailplanes
Aircraft first flown in 1933
Jim Rodnunsky. James Lewis Rodnunsky (July 18, 1956 – June 10, 2011) was a Canadian-born technician, cinematographer, and inventor of the Cablecam system. Cablecam consists of cable-suspended, remote control cameras to film overhead shots. Rodnunsky's Cablecam is now widely used in sporting events, film and television. Rodnunsky's Cablecam is a direct competitor of the Skycam system, which was invented by Garrett Brown.

Life and career
Rodnunsky was born and raised in Edmonton, Alberta. He moved to the San Fernando Valley of Los Angeles, California, as a teen with his parents. He earned bachelor's degrees in economics and political science from the University of California, Los Angeles (UCLA). After college, Rodnunsky further studied both filmmaking and acting.

Rodnunsky first used an early Cablecam prototype to film skiers in the Blackcomb Mountains of British Columbia, Canada, in 1989. Cablecam has since evolved into an "industry standard" for sporting events, according to Variety.

The operator of Cablecam used a joystick to move the camera approximately twelve feet above players at sporting events, such as football games, allowing the camera to film from nearly any angle needed by the director. Variety Magazine called Rodnunsky's Cablecam as one of the technological inventions which permanently changed television coverage of sports events, along instant replays and handheld cameras.

Rodnunsky won several Emmy Awards and three Academy Scientific and Technical Awards from the Academy of Motion Picture Arts and Sciences during his career.

Jim Rodnunsky died from brain cancer on June 10, 2011, at the age of 54. A resident of Granada Hills, Los Angeles, he was survived by his wife, Lisa; three children - Tatiana, Daniel and Alexandra; and two brothers, Serge and Pierre.

References

External links

1956 births
2011 deaths
20th-century American inventors
American cinematographers
Emmy Award winners
University of California, Los Angeles alumni
Canadian emigrants to the United States
People from Edmonton
People from Granada Hills, Los Angeles
Academy Award for Technical Achievement winners
Deaths from brain cancer in California
Nicaise et Delcuve. Nicaise et Delcuve was a Belgian metal engineering company based in La Louvière, Belgium.

History

In 1855, in La Louvière, the company Parmentier, Nicaise et Cie. was formed, including various mechanical engineering factories from the région du Centre in the province of Hainaut including the SA de Forges, usines et fonderies de Haine-Saint-Pierre, a locomotive builder.

In 1867, the partnership Nicaise et Delcuve was created with a capital of 2.5 million francs from Parmentier, Nicaise et Cie.

In 1908, the company was absorbed into Ateliers de Construction du Nord de la France, both being part of the holding group organised under the name Trust Métallurgique Belge-Français forming Ateliers du Nord de la France et Nicaise et Delcuve. In 1913, the Trust Métallurgique reorganised its holdings, separating French and Belgian companies; the Nicase et Delcuve factories merged with the factories of "La Brugeoise", forming La Brugeoise et Nicaise et Delcuve.

References

La Brugeoise et Nivelles
Defunct manufacturing companies of Belgium
Rail vehicle manufacturers of Belgium
Companies based in Hainaut (province)
La Louvière
Whigham GW-1. The Whigham GW-1 is an American high-wing, single-seat glider that was designed and constructed by Gene Whigham, a retired flight test engineer for Convair.

Design and development
The GW-1 was built in concert with the Tweed GT-1 as both builders shared ideas and tools. The two aircraft share some common design features, although their wings are completely different. The GW-1 first flew in 1959 and at that time had a  wingspan.

The GW-1's wings were extended in 1961 with new tips to . The constant-chord wing features a NACA 23018 airfoil and flaps of 25% chord and  span. The aircraft's construction is all-metal, except for the fiberglass nose.

Only one GW-1 was built and it was registered in the Experimental Amateur-built category.

Operational history
The GW-1 was used to complete a diamond badge goal flight in 1961.

In July 2011, some 52 years after its completion, the aircraft was still on the Federal Aviation Administration registry and owned by John Coughlin of Del Rio, Texas.

Specifications (GW-1)

See also

References

1950s United States sailplanes
Homebuilt aircraft
Aircraft first flown in 1959
High-wing aircraft
Robert Barton (disambiguation). Robert Barton (1881–1975) was an Irish lawyer.

Robert Barton may also refer to:

Robert S. Barton (1925–2009), American computer systems architect and designer
Robert Barton (British Army officer) (1770–1853)
Robert Barton (RAF officer) (1916–2010), Canadian flying ace of WWII
Robert Barton of Over Barnton (died 1540), Scottish sailor and Lord High Treasurer
Robert T. Barton (1842–1917), American lawyer, politician and writer
Robert Barton (author), American actor, author and academic
ASL Viking. The ASL Viking was a single-engined two seater biplane aircraft designed and built by Horatio Barber's Aeronautical Syndicate Ltd. at Hendon. It was first flown in January 1912.

Background
The Aeronautical Syndicate Ltd. was an enterprise established by Horatio Barber in order to promote aviation in Britain. During 1910 he had designed a number of aircraft, and in 1910 the Syndicate had leased premises at Hendon Aerodrome. Here, in addition to constructing aircraft, they had a flying school, using Barber's ASL Valkyrie canard monoplanes.

Design and development
During 1911 Barber started work on a new aircraft, the Viking.  This bore no resemblance to Barber's earlier aircraft, being a biplane with the control surfaces mounted at the back, in what was to become the conventional aircraft layout.  The power installation was less commonplace, with a front-mounted   Gnome Omega rotary engine driving a pair of  two-bladed wooden tractor configuration propellers mounted midway between the two wings on shafts on the inner interplane struts.  The unstaggered parallel-chord wings were of three-bay configuration, with the outer interplane struts at the extreme ends of the wings and without any cabane bracing between the fuselage and upper wing.  Lateral control was effected by a pair of mixed aluminium and steel ailerons attached to the rear interplane struts midway between the wings and spanning the outer two bays on each side. The rectangular fuselage, which was mounted slightly above the centre section of lower wing, was a wire-braced  mixed silver spruce and ash wood construction, tapering to a horizontal knife-edge at the tail.  The cockpit, which accommodated two people sitting side by side, was placed below the upper wing. The  engine was covered by a semicircular section aluminium fairing which extended forward from the cockpit.  Aft of this the fuselage was fabric-covered. The tail surfaces consisted of the rudder being half above the fuselage and a half below it, a wire-braced horizontal stabiliser and elevator.  It had a two-wheel main undercarriage, supplemented by a central sprung skid under the nose, a sprung tailskid and sprung  skids on the tip of the lower wings.

History
The Viking was first flown early in 1912 and flew well, although the power installation was troublesome. Due to a lack of any commercial success Barber wound up the Aerial Syndicate in April 1912, most of its assets being acquired by Frederick Handley Page, and the Viking was the last of Barber's aircraft designs to be constructed. The Viking was sold to Hamilton Ross, manager of the Chanter Flying School at Shoreham. There it was fitted with a pair of floats, the twin propellers were replaced by a single propeller mounted directly onto the engine and the fabric covering was removed from the rear part of the fuselage.

Specifications

Comparable Aircraft
 Avro Type E
 Royal Aircraft Factory B.E. 1
 Bristol Gordon England biplanes 
 Coventry Ordnance Works No. 11 and 12 biplanes

References

1910s British experimental aircraft
Single-engined twin-prop tractor aircraft
Viking
Biplanes
Aircraft first flown in 1912
Rotary-engined aircraft
SAP StreamWork. SAP StreamWork is an enterprise collaboration tool from SAP SE released in March 2010, and discontinued in December 2015. StreamWork allowed real-time collaboration like Google Wave, but focused on business activities such as analyzing data, planning meetings, and making decisions. It incorporated technology from Box.net and Evernote to allow users to connect to online files and documents, and document-reader technology from Scribd allowed users to view documents directly within its environment.

StreamWork supported the OpenSocial set of application programming interfaces (APIs), allowing it to connect to tools built by third-party developers, such as Google Docs. A version of StreamWork intended for large enterprises used a virtual appliance based on Novell's  SUSE Linux Enterprise to connect it to business systems, including those from SAP.

See also
 Apache Wave

References 

SAP SE
Cloud applications
Groupware
Web applications
FS Class E.405. The FS Class E.405 is a  class of   electric locomotive built in 42 units by ADTranz (now Bombardier Transportation Italy) originally for the Polish State Railways (PKP), but later acquired by Trenitalia Italian state railways.

History

The locomotives were originally commissioned by PKP in 1996 and the units were assembled in Poland at Wrocław Pafawag's plant, designated as PKP Class EU11 (manufacturer's designation: Adtranz-Pafawag 113E). After a short operational stint of 8 locomotives on the Warsaw-Berlin line, they were sold to Italy's Ferrovie dello Stato (FS), which later rechristened them as E.405 in May 2003. 

They are a development of the similar E.412, which are however designed for international goods transport and have polycurrent motor equipment (E.405 can operate only on 3000 V direct current lines). They have a maximum speed of  with trains up to , although in Italy they can be used only up to  ( for goods trains). Thanks to their relatively large initial tractive effort (), they can haul both heavy goods  and fast passenger trains.  

They are mainly in service on the Brenner Line for goods transport.

External links
Norm defining E.405's characteristics in Italy 

E.405
Bo′Bo′ locomotives
Railway locomotives introduced in 1998
Standard gauge locomotives of Italy
Bo′Bo′ electric locomotives of Europe
Miel I Dam. The Miel I Dam, officially known as the Patángoras Dam, is a gravity dam on La Miel River just south of Norcasia in Caldas Department, Colombia. The dam was constructed between 1997 and 2002 for the primary purpose of hydroelectric power generation. At the time of its completion, the dam was the tallest roller-compacted concrete (RCC) dam in the world but was surpassed by the Longtan Dam in 2009.

Background
Designs for the dam were drawn up in 1992 and 1993 before bidding was carried out in December of that same year. An RCC design was chosen to reduce costs and risks associated with excavating a larger foundation for an arch dam. Funding was acquired for the project by December 1997 when construction began. The power plant was operational in 2002 and the project was completed in 59 months, seven months ahead of time. The dam is part of the Miel I Hydroelectric Station and is officially called the Patángoras Dam but is commonly referred to as the Miel I Dam.

The U.S. Army Corps of Engineers was involved in the testing of the concrete for the dam. Drums of aggregates, cement, sand and soil were shipped to their North Pacific Division Materials Laboratory in Troutdale, Oregon. The materials were separated and tested for various properties. RCC concrete cylinders and beams were batched and poured. Tests were performed, for 7, 28, 90, 180 and 365 days. Tests included compressive strength, tensile strength, expansion, and slow load beams. The testing required almost 2 years to complete.

Design
The dam is a  long RCC gravity-type containing  of concrete. It is located just east of the confluence of the Moro and La Miel Rivers. At the center of the structure and running down its downstream dace, is an uncontrolled overflow spillway with a nominal capacity of  and maximum discharge capacity of  (at the dam's crest elevation of ). A discharge tunnel is also located at the base of the dam, on its right bank, which has a capacity of .

Amani Reservoir
The reservoir created by the dam, Amani Reservoir, has a storage capacity of  and surface area of . The reservoir's normal elevation above sea level is . On the left bank of the reservoir near the dam is the intake for the Miel I Hydroelectric Station which is controlled by two floodgates. In 2010 the Guarinó diversion dam on the Guarinó River was opened and the Manso diversion dam on the Manso River began operations in 2013. Both divert water into the Amani Reservoir through tunnels.

Miel I Hydroelectric Power Plant
The Miel I Hydroelectric Power Plant receives water from the dam via a  diameter tunnel which splits into three  diameter penstocks before reaching each turbine. The power house is located underground and contains a machine, transformer and surge tank chambers. Power is produced by three  Francis turbine generators for a total installed capacity of .

See also

List of power stations in Colombia

References

Dams in Colombia
Gravity dams
Dams completed in 2002
Buildings and structures in Caldas Department
Roller-compacted concrete dams
2002 establishments in Colombia
Energy infrastructure completed in 2002
Underground power stations
Bharati Vidyapeeth Deemed University College of Engineering, Pune. Bharati Vidyapeeth Deemed University College of Engineering, Pune is an engineering and technology oriented institute of higher education established in 1983. It is the constituent college of Bharati Vidyapeeth.

History
Bharati Vidyapeeth Deemed University College of Engineering, Pune, India under Bharati Vidyapeeth Deemed University was established by Dr. Patangrao Kadam in September 1983. The college became a constituent unit of Bharati Vidyapeeth Deemed University in June 2000 and was thereafter accessed and accredited to grade "A" by NAAC further, all of its programmes are also accredited by NBA.

Campus

The college is located  from Pune on Pune-Satara Road. The college has the following facilities:

The college houses 101 laboratories, 43 classrooms and 21 tutorial rooms, a five-storied library with more than 69,000 books, 19,000 volumes 72 national and 70 international journal subscriptions and digital library facility, computer centre, auditorium, seminar halls, audio-video halls, playground, gymnasium, cafeteria, general store, bank and hostels for boys and girls on the campus.

Academics
Bharati Vidyapeeth Deemed University College of Engineering, Pune offers Doctor of Philosophy (PhD), Master of Technology (MTech.), Bachelor of Science and Bachelor of Technology (BTech.) degrees in various specializations.

The college organises Skill Development Programmes and Expert Talks to help students get a better knowledge of the corporate functioning.

Research is being conducted in various fields of Technologies and Expertise in Artificial Intelligence is one of the key features.

Admission
 Admission to B.Tech is via Bharati Vidyapeeth's own Common Entrance Test BVPCET (engineering), 70% seats are available through the entrance tests and Rest are through JEE, MHTCET, Management Quota.
 Admission to M.Tech is via Common Entrance Test BVPCET held every year during the month of May/Jun.

Rankings

The Bharati Vidyapeeth Deemed University College of Engineering, Pune was ranked 133 in India by the National Institutional Ranking Framework (NIRF) engineering ranking for 2022.

References 

Engineering colleges in Pune
Punchiná Dam. The Punchiná Dam is an embankment dam on the Guatapé River  east of San Carlos in Antioquia Department, Colombia. The dam creates Punchiná Reservoir which is part of the  San Carlos Hydroelectric Power Plant. The power plant was completed in two  stages, the first was completed in 1984 and the second in 1987. It is the largest power station in Colombia.

Background
The project was initiated by Interconexion Electrica S.A. in 1973 and appraised in 1978. In May 1978, a World Bank loan was approved to help fund the dam and both stages of the power plant. Construction began in 1979, the dam was completed in 1983 and the last generator of stage one was operational in 1984. Stage two's final generator was operational in December 1987. The commissioning of stage two was originally slated for 1984 and stage one for 1983 but was delayed due to financial problems and redesigns. The total cost of stage one was US$443.7 million and stage two US$166.3 million.

Design and operation
The Punchiná Dam is a  tall and  long embankment-type dam with  of fill and a crest elevation of .

Punchiná Reservoir
The reservoir created by the dam has a capacity of , of which  is active capacity. The surface area of the reservoir is .

San Carlos Hydroelectric Power Plant
Initiating the flow of water towards the power station are two  tall intake towers behind the dam in the reservoir. Each tower provides water to a respective stage of the power plant via tunnels. The two tunnels are each about  long and to protect against water hammer, each tunnel is equipped with a surge tank. The underground power house is  below the surface,  long,  wide and  high. Adjacent to the power house is another cavern that holds the transformers and is of similar dimensions. Once the water reaches the power house, each tunnel supplies the four  Pelton turbines of its respective stage. Once the water leaves the turbines, each stage releases it into their own  long tailrace tunnel where the water is discharged into the Samaná Norte River. The tunnels have a combined maximum discharge of .

See also

List of power stations in Colombia

References

Dams completed in 1984
Dams in Colombia
Earth-filled dams
Buildings and structures in Antioquia Department
Underground power stations
FreeFem++. FreeFem++ is a programming language and a software focused on solving partial differential equations using the finite element method. FreeFem++ is written in C++ and developed and maintained by Université Pierre et Marie Curie and Laboratoire Jacques-Louis Lions. It runs on Linux, Solaris, macOS and Microsoft Windows systems. FreeFem++ is free software (LGPL).

FreeFem++ language is inspired by C++. There is an IDE called FreeFem++-cs.

History 
The first version was created in 1987 by Olivier Pironneau and was named MacFem (it only worked on Macintosh); PCFem appeared some time later. Both were written in Pascal.

In 1992 it was re-written in C++ and named FreeFem. Later versions, FreeFem+ (1996) and FreeFem++ (1998), used that programming language too.

Other versions 
 FreeFem++ includes versions for console mode and MPI
 FreeFem3D

Deprecated versions:
 FreeFem+
 FreeFem

See also 
 List of finite element software packages

References

External links 
 

Computational physics
Free science software
Computer-aided engineering software for Linux
Engineering software that uses Qt
Numerical analysis software for Linux
Finite element software for Linux
Whigham GW-2. The Whigham GW-2 is an American high-wing, single-seat, V-tailed, FAI Open Class glider that was designed and constructed by Gene Whigham, a retired flight test engineer for Convair.

Design and development
The GW-2 was intended as a model that improved upon the performance of the GW-1. To that end it uses a  span wing with a much higher aspect ratio of 26:1 and a Wortmann FX 61-184 airfoil. The GW-2 also uses a V-tail.

The GW-2 is an all-metal design, with doped aircraft fabric covering on the aft part of the wing, behind the spar. The wing mounts spoilers for glide-path control. The landing gear is a fixed monowheel, with a secondary skid.

The prototype GW-2 was registered as N94291 and first flown in 1964. A second GW-2 was also completed.

Operational history
The prototype GW-1 was flown in three US National competitions.

In July 2011 one GW-2 remained on the Federal Aviation Administration registry.

Specifications (GW-2)

See also

References

1960s United States sailplanes
Homebuilt aircraft
Aircraft first flown in 1964
V-tail aircraft
High-wing aircraft
Whigham GW-3. The Whigham GW-3 is a family of American mid-wing, single-seat, FAI Open Class gliders that was designed and constructed by Gene Whigham, a retired flight test engineer for Convair. It first flew in 1965.

Design and development
The GW-3 was designed by Whigham as a glider that would be easy for a first time builder to complete and fly.  As such the design emphasizes simplicity of construction to reduce building time. The GW-4 was a higher wing loading development.

The GW-3 and 4 both use a  wing, with a NACA 43012A airfoil. The aircraft are all-metal, with the portion of the wing aft of the spar covered in doped aircraft fabric. The flaps and ailerons are sheet metal covered. The wing design is unusual as it uses a single spar and transmits its torsion and drag loads via a thick leading edge skin. This resulted in wings that weigh  each. The prototype GW-3 weighed  empty in total.

Operational history
The prototype GW-3 was involved in an accident on 9 July 1992 when downdrafts were encountered in mountainous terrain. The aircraft was unable to return to the airport and crashed, resulting in serious injury to the pilot. It was removed from the Federal Aviation Administration registry on 13 September 1997 and listed as "destroyed".

Variants
GW-3
Initial version with a  empty weight and  gross weight. One built and it was crashed on 9 July 1992, listed as destroyed and removed from the FAA registry 13 September 1997.
GW-4
Development of the GW-3 with higher wing loading, achieved with the same wing, but a higher gross weight of . One built and as of July 2011 this aircraft is no longer on the FAA registry.
GW-4A
Development of the GW-3. One built in 1977 and, as of July 2011, this aircraft remains on the FAA registry.

Specifications (GW-3)

See also

References

1960s United States sailplanes
Homebuilt aircraft
Aircraft first flown in 1965
Mid-wing aircraft