omniomni/omni-engineering huggingface dataset:
Becher process. The Becher process is a process to produce rutile, a form of titanium dioxide, from the ore ilmenite. Although it is competitive with the chloride process and the sulfate process,
. the Becher process is not used on scale.

With the idealized formula FeTiO3, ilmenite contains 55-65% titanium dioxide, the rest being iron oxide. The Becher process, like other beneficiation processes, aims to remove iron.  The Becher process exploits the conversion of the ferrous iron (FeO) to ferric iron (Fe2O3). Ilmenite ores can be upgraded to synthetic rutile by increasing their TiO2 content to between 90 and 96 percent.

History 
This technology was developed in the early 1960s in Western Australia by a joint initiative between industry and government. The process was named after Robert Gordon Becher, who while working at the Western Australian Government Chemical Laboratories (the precursor to ChemCentre) invented, developed and introduced the technique to the Western Australian Mineral Sands industry. The process was patented in 1961.

Process 

The Becher process is suitable for weathered ilmenite that has low concentrations of chromium and magnesium. There are four steps involved in removing the iron portion of the ilmenite:
 Oxidation
 Reduction
 Aeration
 Leaching

Oxidation
Oxidation involves heating the ilmenite in a rotary kiln with air to convert iron to iron(III) oxide:
 4 FeTiO3 + O2 → 2 Fe2O3·TiO2 + 2 TiO2

This step is suitable for a range of ilmenite-containing feedstocks.

Reduction
Reduction is performed in a rotary kiln with pseudobrookite (Fe2O3.TiO2), coal, and sulfur, then heated to a temperature greater than 1200 °C. The iron oxide in the mineral grains is reduced to metallic iron to produce reduced ilmenite:
 Fe2O3·TiO2 + 3 CO → 2 Fe +  TiO2 + 3 CO2

The "reduced ilmenite" is separated from the char prior to the next step.

Aeration
Aeration involves the removal of the metallic iron created in the last step by "rusting" it out. This conversion is achieved in large tanks that contain 1% ammonium chloride solution with air being pumped through the tank. The tank is being continuously agitated, and the iron will rust and precipitate in the form of a slime.
 4 Fe + 3 O2  → 2 Fe2O3

The finer iron oxide is then separated from the larger particles of synthetic rutile.

Acid leach 
Once the majority of the iron oxide has been removed the remainder of it is leached away using 0.5M sulfuric acid.

References

Further reading

Chemical processes
Industrial processes
Titanium processes
Precision attachment. In restorative dentistry, precision attachments are the functional mechanical parts of the removable partial denture made of plastic, metal or a combination of both. They consist of two parts referred as the 'male' part that is fixed to a crown inside the patient's mouth and a 'female' part which holds the partial denture. 

The patient can insert and remove the partial dentures and the aim of the precision attachment is to give the patient maximum comfort and ease while wearing, inserting or removing.

References

Restorative dentistry
Prosthodontology
Joint Semi-Automated Forces. Joint Semi-Automated Forces (JSAF) is a U.S. government owned and developed simulation system. It is widely used in training and experimentation. Current users include the Joint Forces Command, the Navy Warfare Development Command (NWDC), and the USMC DVTE program. JSAF was developed as part of the DARPA Synthetic Theater of War (STOW) Advanced Concept Technology Demonstration (ACTD).

External links 
HPC Spider
 Navy Warfare Development Command (NWDC)

Military simulation
Fokker F.XII. The Fokker F.XII was a three-engined high-winged monoplane airliner produced in the 1930s by the Dutch aircraft manufacturer Fokker. Two aircraft were built under license by Danish Orlogsværftet. The first was powered by 347 kW (465 hp) Bristol Jupiter VI radial engines and the second, an improved model, the F.XIIM, was about 20 km/h (12 mph) faster than the Dutch-built F.XIIs.

Operational history

Ten aircraft were ordered by KLM/KNILM for operation on the Amsterdam to Batavia route. The first service left Amsterdam on 5 March 1931 arriving in Batavia on 14 March 1931. The aircraft was used regularly on the route from the 1 October 1931. In 1932 KLM started to use the larger Fokker F.VIIIs on the route and the F.XIIs were then used for European destinations.

In 1936 KLM sold four of the aircraft to the British Crilly Airways to operate between London and Madrid, this didn't get the support of the Spanish government and the aircraft were passed to British Airways for use on European routes to Paris and Scandinavia.  They were soon considered obsolete by British Airways and sold with some ending up with Spanish Nationalists for use in the civil war.

Two of KLMs remaining F.XIIs were sold to British Airways and one to a company in French West Africa but ended up in Spanish Republican hands. The two KNILM aircraft were still in Java when the Japanese invaded in 1942. One additional aircraft the eleventh to be built was ordered by AB Aerotransport of Sweden in 14-passenger configuration and was used in Sweden until destroyed in a hangar collapse in 1947.

Operators

Det Danske Luftfartselskab - two Danish built aircraft, one delivered in 1933 and one in 1935

Koninklijke Nederlandsch-Indische Luchtvaart Maatschappij (KNILM) - two aircraft operated from 1931 to 1942.

Koninklijke Luchtvaart Maatschappij (KLM) - eight aircraft operated from 1931 to 1936.

Spanish Republican Air Force 

AB Aerotransport - one aircraft delivered in 1932.

British Airways - six aircraft operated in 1936
Crilly Airways - four aircraft bought from KLM in 1936 but not operated.

Accidents and incidents
 6 Apr 1935 - PH-AFL named Leeuwerik of KLM crashed in bad weather at Brilon, Germany, while flying from Prague to Amsterdam. All seven onboard killed.
 19 November 1936 - British Airways Ltd plane crashes into a hill at night in fog on approach to Gatwick Aerodrome, killing two crew and injuring two others.

Specifications

External links

 Fokker F.XII
 A loyal Indies aircraft

References

Bibliography

External links

F 12
1930s Dutch airliners
High-wing aircraft
Trimotors
Aircraft first flown in 1931
Deployable Virtual Training Environment. The Deployable Virtual Training Environment (DVTE) is a laptop based platform for a wide variety of training simulations in the USMC. TRASYS web . DVTE consists of two main components, the Combined Arms Network (CAN) and the Infantry Tool Kit (ITK). A typical DVTE suite consists of 32 laptops and a modified NVisor SX Head-mounted display (HMD).

The current version of the CAN was developed by the ONR VIRTE program as part of its Demo 3 and is based on the JSAF simulation. It uses the Open Source Delta3D toolkit for visualization. Each laptop can be reconfigured to simulate a variety of USMC platforms including the M1 Abrams, Amphibious Assault Vehicle (AAV), LAV-25, AV-8 Harrier II, and the AH-1 Cobra.

The Infantry Tool Kit consists of a number of stand-alone games and simulations. The main simulation is a first-person shooter called VBS2. Other applications include: the DARPA developed DARWARS Tactical Iraqi (part of the Tactical Language & Culture Training System family) and the ONR developed Close Combat: Marines, MAGTF XXI, and TacOps MC. The Pointman user interface has recently been integrated with VBS to enhance infantry training.

References 

Military exercises and wargames
Lalit Goel. Dr. Lalit Goel (born 1960) is a Professor and the Head of the Division of Power Engineering at the School of Electrical and Electronic Engineering (EEE), Nanyang Technological University (NTU). He is a Senior Member of the IEEE and received the IEEE Power Engineering Society (Singapore Chapter)'s Outstanding Engineer Award in 2000. He is also concurrently the Dean of Admissions of the university.

Early life and accolades

Goel is a native of New Delhi, India. He completed his undergraduate studies in Electrical Engineering from Regional Engineering College, Warangal (now National Institute of Technology, Warangal) in India and obtained his PhD from Canada's University of Saskatchewan in 1991. The university offered him a teaching position, but he declined it because his wife could not tolerate the cold Canadian winters. Instead, he chose to come to NTU.

His first lecture in NTU was an eye-opener for him — the class had 450 students, which was much larger than the classes of about 60 students he used to teach in his undergraduate days. However, he learnt to overcome his fear of large classes very quickly and now teaches up to 1,000 students per lecture.

In NTU, his students remembered him for his style of teaching, as well as his distinctive moustache and bald pate. He had started losing his hair from the age of 18; according to him, the baldness might be hereditary.

In addition to his IEEE award, Goel had won 15 Teacher of the Year Awards in his time at NTU.

YouTube video

In 2006, Goel became a YouTube celebrity after someone uploaded a five-minute snippet of one of his lectures to the site, in which he mentioned humorous comments about him made by second-year students who had attended his circuit analysis classes. These comments were written in feedback forms which asked students to rate their lecturers and give feedback on how their teaching could be improved. Such comments included:

Goel had collated the humorous quotes into a series of slides. During one of his lectures, he showed these slides to his students and later uploaded the video of the lecture to NTU's e-learning website, from where it found its way to YouTube.

On Deepavali in 2006, Goel received an email from an old student who had noticed him on YouTube. He did not take much notice of it, but many such messages followed and he became known even on campus as "the YouTube guy". As of end-December 2007, the video had had 440,000 views on YouTube. Although Goel was initially worried that whoever had uploaded the video to YouTube might be disciplined by the school administration, they liked the video and praised him for being entertaining.

References

1960 births
Living people
Educators from Delhi
Indian diaspora in Singapore
Singaporean Hindus
Senior members of the IEEE
Academic staff of Nanyang Technological University
Hansa-Brandenburg CC. The Hansa-Brandenburg CC was a single-seat German fighter flying boat of World War I. It was used by both the Kaiserliche Marine (Imperial German Navy) and the Austro-Hungarian Navy.

Development and design 
The Hansa-Brandenburg CC (where the designation CC came from the initials of the financier of the Hansa Brandenburg works, Camillo Castiglioni) was designed by Ernst Heinkel during 1916 for use by the Austro-Hungarian Navy. It was a single engined, single seater flying boat, with a pusher engine mounted between the wings. It had single-bay wings, with the unusual "Star-Strutter" arrangement of bracing struts (where four Vee struts joined in the centre of the wing bay to result in a "star" arrangement) shared with the Hansa-Brandenburg D.I and the KDW.

The CC was purchased both by Austro-Hungary and the Imperial German Navy. The Austro-Hungarian aircraft were powered by 119 kW (160 hp) Austro-Daimler or 130 kW (180 hp) Hiero engines and armed by a single 8 mm (.315 in) Schwarzlose machine gun. The German aircraft were powered by 110 kW (150 hp) Benz Bz.III engines and armed with one or two lMG 08/15 machine guns.

One example was modified as a triplane, while a second aircraft was modified with sponsons replacing the outrigger floats in support of the development process for the Zeppelin-Lindau (Dornier) Rs.IV.

Triplane variant 
The triplane configuration was created from the standard model by inserting a third, short-span wing between the upper and lower planes of, at the point where the star struts crossed. Delivered to Austro-Hungary in the Spring of 1917, the sole example was written off that autumn following a landing accident.

Operational history 
Austro-Hungary received 37 Hansa Brandenburg CCs, using them to provide air defence for ports and naval bases along the Adriatic Sea coast.

Germany received 36 aircraft from February 1917. They were temporarily grounded in July of that year because of severe vibration, being modified with additional interplane bracing struts.

Operators 

Kaiserliche und Königliche Kriegsmarine

Kaiserliche Marine

Specifications (CC Kaiserliche Marine)

See also

References

Bibliography 

Green, William and Swanborough, Gordon. The Complete Book of Fighters. New York: Smithmark, 1994. .

External links 

 Hansa Brandenburg (history, photos, three-view and paper model)
 Hansa-Brandenburg CC und W.18 

CC
1910s German fighter aircraft
Flying boats
Biplanes
Single-engined pusher aircraft
Triplanes
Aircraft first flown in 1916
Farman F.70. 

The Farman F.70 was a 1920s French passenger and mail transport aircraft designed and built by the Farman Aviation Works. It was a smaller counterpart to the company's popular F.60 Goliath. The F.70 was an unequal-span two-bay biplane with a wooden fuselage and was powered by a Renault 12Fe piston engine. The pilot was seated in an open cockpit behind the nose-mounted engine.  Behind the open cockpit was a cabin for four passengers or freight.

The aircraft could be fitted with a Gnome-Rhône Jupiter 9Aa radial engine and was then designated the Farman F.73. An experimental three-seat bomber variant was built but did not go into production.

Several aircraft of this series entered service with French airlines in the 1920s. The main operator was Farman's own airline Lignes Farman who operated five aircraft between Paris, Amsterdam and Brussels. Lignes Aeriennes Latécoère used the aircraft to operate passenger and mail routes between Casablanca and Dakar and also from Algiers to Biskra. Other operators used the aircraft on French internal routes. The Polish operator Aero acquired five F.70s in 1925.

Variants
F.70
Main production variant powered by a 300hp (224kW) Renault 12Fe V-12 piston engine.
F.73
Variant re-engined with a 380hp (282kW) Gnome et Rhône 9Aa Jupiter radial piston engine.

Operators

Brazilian Air Force

Lignes Farman operated five aircraft.
Lignes Aeriennes Latécoère operated four aircraft.

Aero bought five F.70s in 1925.

Venezuelan Air Force

Specifications (F.70)

References

Bibliography
 The Illustrated Encyclopedia of Aircraft (Part Work 1982-1985), 1985, Orbis Publishing, Page 1739

1920s French civil utility aircraft
F.0070
Biplanes
Single-engined tractor aircraft
Aircraft first flown in 1920
English Electric Ayr. The English Electric M.3 Ayr was a British three-seat coastal patrol flying boat designed and built by the English Electric Company. The aircraft refused to become airborne and the project was abandoned.

Development
In 1921, English Electric's chief designer, William Oke Manning began work on designing an experimental small flying boat intended to meet a requirement for a single-engined four seat aircraft for artillery-spotting for the fleet. The design attracted the attention of the British Air Ministry, and two prototypes were ordered against Specification 12/21.

Manning's design, the Ayr, was a sesquiplane with swept (16 degrees) wings and heavy (20 degrees) dihedral on the lower wings. The watertight lower wings, mounted low on the hull where they were submerged when on the water, were intended to act as stabilising sponsons, eliminating the need for wing-tip floats. A Napier Lion  engine was mounted to the upper wing. The hull was designed by Linton Hope who had designed the Kingston hulls,  and accommodated the crew of four, with the pilot being provided with a cockpit amidships, positions for gunners in the aircraft's bow and in a dorsal location, while the observer was provided with an open cockpit just aft of the bow gunners position, and an enclosed position for operating the aircraft's radio inside the hull. Armament consisted of a Scarff ring carrying a single Lewis gun fitted in the bow position, with two Lewis guns fitted to the dorsal mount.

Construction of the prototypes began in 1923, but was slowed by work on English Electric's larger Kingston flying boat, with the first prototype not being completed until early 1925, being launched on 10 March 1925. Taxying at low speeds proved difficult, as the Ayr tended to rock from one wing to the other, although at speeds above , the wings were lifted clear of the water by hydrodynamic forces, although keeping a straight course proved difficult. When take-off was attempted, water thrown off the nose submerged the lower wings, pulling the aircraft down and making take-off impossible. These problems could not be resolved, and the project was stopped, with construction of the second prototype abandoned with it half built. The first prototype's hull was taken to RAE Farnborough along with that of one of the Kingstons, and was eventually abandoned on the Basingstoke Canal, sinking in the early 1950s.

Specifications

See also

References

 The Illustrated Encyclopedia of Aircraft (Part Work 1982–1985), 1985, Orbis Publishing, Page 1613
 
 

1920s British experimental aircraft
Ayr
Flying boats
Sesquiplanes
Cancelled military aircraft projects of the United Kingdom
Single-engined tractor aircraft
Unflown aircraft
Institut technologique européen d'entrepreneuriat et de management. ITEEM (Institut technologique européen d'entrepreneuriat et de management) is a French institute created as a joint venture between École centrale de Lille, a graduate engineering school, and Skema Business School (Issued from CERAM Business School and ESC Lille graduate school of management).  
It is dedicated to entrepreneurship education.

ITEEM was established in 2003 and operates as a department of École centrale de Lille.
It enrolls undergraduate students for a 5-year courses towards a master's degree, the title of « Ingénieurs Managers Entrepreneurs » (Engineers, Managers, Entrepreneurs).

ITEIt is situated on the campus of Lille University of Science and Technology.

External links
  ITEEM
  ITEEM
  École centrale de Lille
  Ecole Supérieure de Commerce de Lille

ITEEM
ITEEM
University of Lille Nord de France
Educational institutions established in 2003
2003 establishments in France
Limp binding. Limp binding is a bookbinding method in which the book has flexible cloth, leather, vellum, or (rarely) paper sides. When the sides of the book are made of vellum, the bookbinding method is also known as limp vellum.

The cover is made with a single piece of vellum or alternative material, folded around the textblock, the front and back covers being folded double. The quires are sewn onto sewing supports such as cords or alum-tawed thongs and the tips of the sewing supports would be laced into the cover. The thongs could also be used at the fore edge of the covers to create a closure or tie.

In limp binding the covering material is not stiffened by thick boards, although paste-downs, if used, provide some stiffness; some limp bindings are only adhered to the back of the book. Some limp vellum bindings had yapp edges that flop over to protect the textblock.

Usage

Limp vellum bindings for commonplace books were being produced at least as early as the 14th century and probably earlier, but it was not usually common until the 16th and 17th centuries. Its usage subsequently declined until "revived by the private presses near the end of the 19th century".  From about 1775 to 1825, limp leather was commonly used for pocket books, but by the 1880s limp bindings came to be largely restricted to devotional books, diaries, and sentimental verse, sometimes with yapp edges.  Yapp edges are bent edges on a limp binding projecting beyond the textblock to reduce damage. They are often found in editions of the Bible.

References

Bibliography

External links 
  an online exhibit of the form with an essay on its history
  from the University of Texas at Austin School of Information
 

Bookbinding
Book design
Hides (skin)
Heavy meromyosin. Heavy meromyosin (HMM) is the larger of the two fragments obtained from the muscle protein myosin II following limited proteolysis by trypsin or chymotrypsin. HMM contains two domains S-1 and S-2, S-1 contains is the globular head that can bind to actin while the S-2 domain projects at and angle from light meromyosin (LMM) connecting the two meromyosin fragments.

HMM is used to determine the polarity of actin filaments by decorating them with HMM then viewing them under the electron microscope.

References

Motor proteins
Microvoid coalescence. Microvoid coalescence (MVC) is a high energy microscopic fracture mechanism observed in the majority of metallic alloys and in some engineering plastics.

Fracture process

MVC proceeds in three stages: nucleation, growth, and coalescence of microvoids.  The nucleation of microvoids can be caused by particle cracking or interfacial failure between precipitate particles and the matrix.  Additionally, microvoids often form at grain boundaries or inclusions within the material. Microvoids grow during plastic flow of the matrix, and microvoids coalesce when adjacent microvoids link together or the material between microvoids experiences necking.  Microvoid coalescence leads to fracture. Void growth rates can be predicted assuming continuum plasticity using the Rice-Tracey model:

where  is a constant typically equal to 0.283 (but dependent upon the stress triaxiality),  is the yield stress,  is the mean stress,  is the equivalent Von Mises plastic strain,  is the particle size, and  produced by the stress triaxality:

Fracture surface morphologies

MVC can result in three distinct fracture morphologies based on the type of loading at failure.  Tensile loading results in equiaxed dimples, which are spherical depressions a few micrometres in diameter that coalesce normal to the loading axis.  Shear stresses will result elongated dimples, which are parabolic depressions that coalesce in planes of maximum shear stress.  The depressions point back to the crack origin, and shear influenced failure will produce depressions that point in opposite directions on opposing fracture surfaces.  Combined tension and bending will also produce the elongated dimple morphology, but the directions of the depressions will be in the same direction on both fracture surfaces.

References

Fracture mechanics
Materials degradation