omniomni/omni-engineering huggingface dataset:
Tupolev ANT-9. The Tupolev ANT-9 () was a Soviet passenger aircraft of the 1930s. It was developed as a reaction to the demand for a domestic airliner. At this time Deruluft, one of the forerunners of Aeroflot, flew only with foreign models, which were mainly German or Dutch.

Design work began in December 1927. The first prototype, named Krylia Sovietov (Wings of the Soviets) used three French Gnome-Rhone Titan radial engines. It was presented to the public on 1 May 1929 at Red Square and it went to the national flight testing, which was completed in June. In the first series 12 aircraft were built. In production, the Titan engines were replaced with M-26 engines, but these proved too unreliable and were replaced with imported Wright Whirlwind engines. Two of these airplanes were used by Deruluft, starting from 1933 on the Berlin-Moscow service. Mikhail Gromov accomplished a European round flight on the route Moscow – Travemünde – Berlin – Paris – Rome – Marseille – London – Paris – Berlin – Warsaw – Moscow with the Krylia Sovietov, which lasted from 10 July to 8 August 1929 and generated considerable publicity. It carried eight passengers over a distance of 9,037 km (5,615 mi), in 53 flying hours with an average speed of .

In September 1930, testing of the Wright-powered version of the ANT-9 was completed. A few were used as executive transports for the Soviet Air Forces. A military variant with standard and retractable turrets was under construction, but was abandoned before trials began. An ambulance version was studied and considered, but never built. In 1932, GVF engineer Sergei Ivanovich Komarov proposed a modification of the ANT-9 wing to accommodate two M-17 engines, similar to what was done on the R-6. Production began in 1933 as the PS-9 (). The number of aircraft built amounted to about 70 machines. Up to the beginning of the German invasion of the Soviet Union, they served as passenger or staff airplanes mainly on routes in Central Asia and the Caucasus. Afterwards they were used until 1943 as transportation and medical airplanes. One PS-9 was modified into a propaganda aircraft named Krokodil (Crocodile) with a reptile-like plywood nose.

Operators

Military operators

Soviet Air Force

Turkish Air Force

Civil operators

Aeroflot
Deruluft

Turkish Airlines

Accidents and incidents
 On December 6, 1936, a Deruluft ANT-9, registration CCCP-D311, crashed near Moscow due to pilot error, killing nine of 14 on board.

Specifications (PS-9)

See also

References

Further reading

External links

 

1930s Soviet airliners
ANT-09
Trimotors
High-wing aircraft
Aircraft first flown in 1929
LNWR 17in Coal Engine. The LNWR 17in Coal Engine was a class of 0-6-0 steam tender engines designed by Francis Webb for the London and North Western Railway. They were simple locomotives and in UK service they were very reliable. "17in" refers to their cylinder diameter in inches. They were called "Coal Engines" because they were used for hauling coal trains.

Design and construction
The 17in Coal was the first new design of engine to be built by Webb since he became Chief Engineer of the LNWR in September 1871. A policy of 'low costs' was in force  at the LNWR, with running costs per engine mile reduced from d per engine mile in 1857 to d by 1871. The first 17in Coal was constructed in 1873, the first of almost five hundred built. Ernest L. Ahrons is quoted as regarding the type as "probably the simplest and cheapest locomotives ever made in this country", and O. S. Nock described them as "splendid".

Many aspects of the 17in Coal's design reflected John Ramsbottom's final design: the 0-6-0 Special Tank, including the identical wheel diameter and cylinder dimensions, but the new engines had a larger, improved boiler. In February 1878, one engine of this design was built from scratch in  hours.

Operation
During the First World War the Railway Operating Division of the Royal Engineers took many Coal Engines for use overseas, including many to the British Expeditionary Force in France and 42 to the Palestine Military Railway. Those in Palestine were reported to have performed badly and Palestine Railways sold them all for scrap by 1922. This may have been due partly to the poor quality of water used in Palestine.

227 Coal Engines passed into LMS stock after the 1923 grouping. 35 survived until the nationalisation of Britain's Railways in 1948 and entered British Railways stock.  BR numbers were 58321-58361 (with gaps).

Rebuilds
Between 1905 and 1907, 45 Coal Engines were rebuilt as tank locomotives with a single square saddle tank perched on the boiler and a small coal bunker behind the cab.

References

Bibliography

Coal engine
0-6-0 locomotives
Railway locomotives introduced in 1873
Railway Operating Division locomotives
Scrapped locomotives
Standard gauge steam locomotives of Great Britain
C n2 locomotives
Freight locomotives
Khwopa Engineering College (PU). Khwopa Engineering College (KhEC) is a community based engineering college situated in the culturally rich city of Bhaktapur, Nepal. It is named after, Khwopa the pre historic name of Bhaktapur. Khwopa Engineering College is affiliated to Purbanchal University.

It was established as a community college to provide engineering education by the local government with a motto "Dedicated to country and people". It is Nepal 's first community-based engineering colleges and is undertaken by Bhaktapur Municipality.

Programs 
Khwopa engineering college has various engineering programs at bachelor and masters level.

Bachelor programs 
  Architecture
  Civil Engineering
  Computer Engineering
  Electronics and Communication Engineering

Masters programs 
 Masters in Earthquake Engineering
 Masters in Urban Design and Conservation

Conference and research programs 
On 25–28 April 2016, the college organised International Conference on Earthquake Engineering and Post-disaster Reconstruction Planning (ICEE-PDRP) to mark the April 2015 Nepal earthquake and has successfully organised the second ICEE-PDRP in 2019 April.  in Bhaktapur. The college publishes a peer-reviewed journal Journal of Science of Engineering to serve the interests of professionals, academics and research organisations working in the field of science and engineering.

See also 

 List of engineering colleges in Nepal
 Purbanchal University School of Engineering
 Khwopa College of Engineering

References

Bhaktapur
Purbanchal University
Engineering colleges in Nepal
2001 establishments in Nepal
Khwopa College of Engineering (TU). Khwopa College of Engineering () is a community based engineering college established in 2001 by people of Bhaktapur with aim to provide quality education to general people with affordable fee. It has been undertaken by Bhaktapur Municipality, a local government of Nepal, since its establishment.

Khwopa College of Engineering is affiliated to Tribhuvan University.

Location 
Khwopa College of Engineering is located in pre historic city of Bhaktapur.

Admission criteria 
Students who have passed an entrance exam conducted by IOE are allowed to apply for admission. Students are admitted by priority selection according to their score in IOE entrance exam.

Conference and research programs 
On 25–28 April 2016, the college organized International Conference on Earthquake Engineering and Post-disaster Reconstruction Planning (ICEE-PDRP) to mark the April 2015 Nepal earthquake and has successfully organized the second ICEE-PDRP in 2019 April in Bhaktapur. The college publishes a peer-reviewed journal Journal of Science of Engineering to serve the interests of professionals, academics and research organizations working in the field of science and engineering.

Courses 
KhCE offers several bachelor programs under affiliation with Tribhuvan University.

 Bachelor in Civil Engineering
 Bachelor in Computer Engineering
 Bachelor in Electrical Engineering

See also 

 List of engineering colleges in Nepal
 Khwopa Engineering College

References

External links
 

Engineering colleges in Nepal
Educational institutions established in 2001
Universities and colleges in Nepal
Tribhuvan University
2001 establishments in Nepal
Chivilingo Hydroelectric Plant. Chivilingo Hydroelectric Plant is a historic hydroelectric power station located  south of Lota, Chile. It came on line in 1897, and was the first hydroelectric plant in Chile and the second in South America. The plant is now registered on the list of IEEE Milestones in electrical engineering, and open to visitors.

The Chivilingo plant dates to 1893 when its first feasibility studies were performed for the Lota undersea coal mine operated by the Compañía Explotadora de Lota y Coronel at depths of up to . Chief engineer William E. Raby formulated its initial plans, which settled upon the production of alternating current to feed three phase motors, powered by waterfalls of the nearby Chivilingo River.

Construction work began in 1896, with civil works and the aqueduct built by the mining company, and hydraulic and electric engineering performed by Consolidated Co. of North America and Schuckert & Co. of Nürnberg, Germany. Two Pelton turbines powered two alternators of  each (315 horsepower, 400 volts, 360 amperes, 50 Hertz). The resultant alternating current power was then transferred to the undersea mine via a 10 kilovolt transmission line approximately  in length.

The Chivilingo plant was in operation from 1897 to 1975, in its later years as part of the Chilean Central Interconnected System. In 1998 it was transferred by the city of Lota to the Fundación Chile which now operates tours for visitors.

Notes

References 
 Chivilingo Hydroelectric Power Station

External links

Energy infrastructure completed in 1897
Energy infrastructure in Biobío Region
Hydroelectric power stations in Chile
Electranet. Electranet is a proposed smart electric grid which would allow people to sell electricity into the grid without any artificial caps. It was proposed in an op-ed article Al Gore wrote in a "My Turn" column for Newsweek in 2006.

Like the internet, which widely distributed information, the Electranet would allow homeowners and small businesses to operate small generating power facilities and contribute to local and regional energy needs by selling power into the grid at a rate that is determined by free market forces. Like the internet, which led to a surge of productivity, the Electranet's distributed generation model is hoped to lead to innovative power generation through alternative sources and lowering greenhouse gas emissions. Electranet advocates predict that as more people participate in the Electranet, the cost of electricity will continue to go down until it becomes free.

In a 2006 speech to NYU, Al Gore advocated deploying an Electranet as one way to reduce global warming, as well as reduce the cost of energy, by dropping the barriers to entry for average citizens to actively participate in the business of harnessing and distributing power. Al Gore frequently notes that "a lot of energy is all around us. Instead of having the sun bake us in the summer, why not gather that energy", he asks. "Why not collect from road surfaces, roofs, any painted surfaces and more?"

Al Gore has also said that "once there is a convenient way to sell energy into the grid, not only will homeowners be compelled to hop onto the grid and supply energy, but there will also be a brand new market to develop and then sell all sorts of energy gathering devices and technologies, such as solar paint, solar fabrics, thin films for windows, micro windmills, and more."

Al Gore mentioned the Electranet idea in his congressional Global Warming Testimony on March 21, 2007.

Electranet advocates predict that just like data on the internet, energy itself, including what is necessary for electric cars, will continue to be more economical as more people get onto the smart grid and supply power, and as more and more efficient technologies are developed for gathering the abundant energy around us. It is reasonable to imagine a day when there is no actual cost for driving, per mile, for energy, because of the abundance of energy coming from the Electranet.

See also

Grid-tied electrical system
Post scarcity
Vehicle-to-grid

References

Electric power distribution
Electric power transmission systems
Smart grid
Canadian Vickers Vanessa. The Canadian Vickers Vanessa was a Canadian biplane transport floatplane of the 1920s evaluated by the Royal Canadian Air Force (RCAF) and used briefly for delivering air-mail.

Design and development
The Vanessa was developed as a private venture commercial seaplane. 

It was a single-engine, twin-float cabin biplane of mixed construction. The enclosed cabin fuselage was constructed of steel tubing as were various support structures along with the tail surfaces. The wings were of wood construction and the entire aircraft was fabric covered. Its interplane struts were unusual in forming a pair of "X"s on each side, when viewed from the front which eliminated the need for wire bracing and improved access to the cabin. Ailerons were fitted to each of the equal span wings which were linked with connecting rods. As first built, these ran the full span of the wings, but were reduced to about half the span shortly afterwards.

Testing
One prototype, registered G-CYZJ,  was built, after which the Royal Canadian Air Force indicated an interest in the type as a communications aircraft. Testing indicated that the aircraft was under-powered and the  Armstrong Siddeley Lynx was replaced with a  Wright Whirlwind.

In September 1927, the Vanessa was used for several airmail flights. On 9 September 1927 at Rimouski, Quebec on the Saint Laurence River about  east of Quebec City, its RCAF pilot received  of mail from the west-bound RMS Empress of France. While taxiing for takeoff, a wake from a passing vessel hit it, breaking a strut, which then allowed  the aircraft's starboard float to be hit by the propeller, which sliced the float in half. The aircraft capsized, broke up, and sank but the pilot escaped and the mail was recovered, which continued on by rail.

The wreck was salvaged but was found to be uneconomical to repair and development was abandoned.

Despite a very brief career, the Vanessa has the distinction of being one of the first enclosed cabin aircraft designed in Canada.

Specifications (Vanessa–Lynx engine)

References

Bibliography
 

1920s Canadian civil utility aircraft
Vanessa
Biplanes
Single-engined tractor aircraft
Floatplanes
Single-engined piston aircraft
Scleroscope. A scleroscope is a device used to measure rebound hardness.  It consists of a steel ball dropped from a fixed height.  The device was invented in 1907.  As an improvement on this rough method, the Leeb Rebound Hardness Test, invented in the 1970s, uses the ratio of impact and rebound velocities (as measured by a magnetic inducer) to determine hardness.

See also

External links
 Mechanical Properties of Metals
 Scleroscope Hardness Test
 Testing the Hardness of Metals 

Hardness instruments
Materials science
Metallurgy
Texas A&M Nuclear Science Center. There are two nuclear research reactors that serve the Texas A&M University Nuclear Science Center. The older of the two is the AGN-201M model, a low-power teaching reactor. The newer reactor, the TRIGA Mark I, is focused strongly towards research.

AGN-201M

This was the first reactor of the Nuclear Engineering program at Texas A&M, built in the 1950s and licensed on August 26, 1957. It is going through system upgrades and is not operational for 2017. The reactor is of a negligible thermal power of 5 watts but achieves criticality, making it a critical assembly.

The AGN-201M type reactor is also employed at University of New Mexico and another AGN-201 type is used at Idaho State University.

TRIGA Mark I
This is the main reactor of the NSC, operation began in 1961. Tours are available to the public and it is reported that around 2,000 students participate in a tour each year. In 1999 there were 2,982 visitors.

The reactor is located in a stand-alone facility  away from the Texas A&M campus and close to an airfield.

Technical specifications

This reactor was part of the first line of TRIGA reactors but has a number of features that distinguishes it from the other dozens of TRIGA reactors in use today. It is a 1 megawatt pool-type reactor. It is designed for optimal irradiation of samples and is used to produce a number of radioisotopes for medical and industry applications.

The reactor ran on 70% highly enriched uranium (HEU) until early 2006 when the core was refueled with low enriched uranium as a part of the National Nuclear Security Administration's (NNSA) Global Threat Reduction Initiative. This was a part of the Bush administration's efforts to minimize the terrorist threat posed by nuclear fuel in civilian applications around the world and constituted the first and only refueling of the reactor ever. In the decades that it had been in operation, the fuel had depleted its U-235 content from 70% to around 60%. The new fuel is somewhere under 20% enriched since it is classified as LEU.

References

External links
Texas A&M NSC Official Site
ABC's Radioactive Roadtrip Security Review
Some of the Universities responses to the ABC's report from the Student Paper
Conversion from High to Low Enriched Uranium Press Release

Nuclear research reactors
Agusta AZ.8L. The Agusta AZ.8L, or Agusta-Zappata AZ.8L, was an Italian airliner prototype first flown on 9 June 1958. It was of conventional low-wing monoplane configuration with tricycle undercarriage and all-metal construction. Filippo Zappata's design grew out of a twin-engined transport designated AZ.1 that was never built.

When the AZ.8L failed to attract customers, Agusta abandoned the project to focus on its helicopter manufacturing operations, in particular a new Zappata design, the A.101.

Operators

Italian Air Force

Specifications

See also

References

Further reading

 
 

Agusta aircraft
1950s Italian airliners
Aircraft first flown in 1958
Four-engined tractor aircraft
Low-wing aircraft
Four-engined piston aircraft
Aircraft with retractable tricycle landing gear
Agusta CP-110. 

The Agusta CP-110, also known as CVV P.110  or  Politecnico P.110, was a prototype Italian four-seat light aircraft first flown in 1951 that failed to attract interest from either civil or military operators, although it was evaluated by the Aeronautica Militare (Italian Air Force). Originally designed and built by the CVV - (Centro Volo a Vela del Politecnico di Milano), production aircraft were to have been built by Agusta, but for lack of interest.

Specifications

See also

References

External links

 luftfahrt-archiv.de

1950s Italian civil utility aircraft
Agusta aircraft
Aircraft first flown in 1951
Low-wing aircraft
Single-engined tractor aircraft
Aircraft with retractable conventional landing gear
Single-engined piston aircraft
Krechet-94. The Krechet-94 (Russian Кречет, meaning gyrfalcon) is a space suit model developed for lunar excursion during the Soviet crewed lunar program. It was designed by NPP Zvezda. Development began in 1967, concurrently with the Orlan suit for microgravity spacewalks. The developmental model was known simply as Krechet.

Design features
Weighing 90 kg (198 lb), the suit could operate for 10 hours before requiring a resupply of consumables, and had a total operating lifetime of 48 hours.  The Krechet was the first semi-rigid space suit ever developed, with an aluminum alloy hard upper torso and soft fabric limbs. This design was later adopted by the American EMU and later Russian suits. The Krechet included waist and hip joints which were not present in the Orlan.  The shoulders and wrists of the suit included ball-bearing joints, which allowed for almost 360 degree rotation.

The Krechet was a rear-entry suit, meaning that cosmonauts would enter the suit through a hatch in the back. This entry was easier and more reliable than the use of a zipper. The hatch could then be opened by means of a lever by the right elbow. The life support backpack was incorporated into the hatch. The rear-entry hatch concept is attributed to Zvezda engineer Anatoli Stoklitskii.

The suit featured a chest-mounted control and instrument panel which could fold out for use or fold flat against the chest when not needed.  The suit also featured a metal "hula hoop" ring on the back, which would allow a solo cosmonaut who fell on his back to roll onto his side and use his arms and legs to stand. The suit had two snap-down visors, providing differing levels of sun protection, in addition to a clear visor.  The outer visor was coated in gold for reflectivity.

The suit was designed to be worn over a liquid cooling garment.  The inner fabric of the suit was gray nylon canvas. The suit was insulated with waffle-textured foil. The outer layer was an off-white satin-weave fabric with orange trim.

Because of constraints in shoulder and elbow mobility in the Krechet, the Soviet lunar lander featured a "finger controller" which allowed a suited pilot to operate the lander.  The Krechet would have served as a microgravity suit as well as a surface suit, as the Soviet lunar lander (LK) and command module (LOK) were not designed for intravehicular crew transfer.

Specifications 
Name: Krechet-94/Krechet Spacesuit
Derived from: SKV EVA (developmental) Spacesuit
Manufacturer: NPP Zvezda
Missions: Never used
Function: Lunar extra-vehicular activity (EVA)
Operating Pressure:  
Total Weight:  (approx. 17.7 kg (39 lb) on the Lunar surface)
Primary Life Support: 10 hours (600 minutes)

Images

References

 http://www.myspacemuseum.com/krechet.htm
 http://www.myspacemuseum.com/sotheby.htm
 
 Krechet at Encyclopedia Astronautica
 https://web.archive.org/web/20090329002339/http://www.astronautix.com/craft/krechet.htm

External links
 Photo of Krechet space suit at Memorial Museum of Cosmonautics in Moscow

Soviet and Russian spacesuits