Onyx: Mineral information, data and localities.

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Onyx Hunedoara, Romania. Hide all sections Show all sections. This section is currently hidden. Click the show button to view. Formula: SiO 2. A variety of Agate In correct usage, the name refers to a usually black and white banded variety of Agate, or sometimes a monochromatic agate with dark and light parallel bands brown and white for example - but traditionally the name was reserved for black and white banded agate, and brown varieties named Sardonyx.

In recent times the name has become confused with other banded materials, in particular banded calcite formed in cave systems such as the material found in Mexico and Pakistan and often carved, in fact the majority of carved material such as book-ends, chess-sets, etc that are available today are made from this carbonate rock.

This is a carbonate material and is not true Onyx. Other names have been used over time for this material, such as " Mexican Onyx " and " onyx-marble ". Careless use of these names has resulted in the term 'Onyx' being incorrectly applied to a variety of banded materials that are not covered by the original definition of the name. Visit gemdat. O , Si - search for minerals with similar chemistry.

Crystal System:. Associated Minerals Based on Photo Data:. Health Risks:. Rurouni Kenshin, Vol. Seraph of the End, Vol. Frog, Vol. Tegami Bachi, Vol. Steven R. Gundry, M. Toriko, Vol. Twin Star Exorcists, Vol. Haha Lung. Waqwaq, Vol. X 3-in-1 Edition , Vol.

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TL - Type Locality for a valid mineral species. Struck out - Mineral was erroneously reported from this locality. All localities listed without proper references should be considered as questionable. Kesraoui, M. Contrasting evolution of low-P rare metal granites from two different terranes in the Hoggar area, Algeria. Journal of African Earth Sciences, 34 3 , Bulletin du Service Geologique de l'Algerie 11 2 : Gyollai, I. New South Wales Northumberland Co.

England, Brian M. Wormald, Peter John Geology of the Mt. Leyshon gold deposit, Australia: a study of breccia pipe formation, facies and brecciation mechanisms. Graham, J. American Mineralogist, Vol. Bosnia and Herzegovina. Hood, C. Hubei Huangshi Yangxin Co. Hunan Shaoyang Shaodong Co. Xinshao Co. Yongzhou Dao Co. Science Press Beijing , Jiangxi Yingtan Guixi Co. All of the samples in this study spanned five years from January 4, to December 28, , and the total of the daily price of were obtained.

Daily log-returns were computed using the following formula: R t P t ln, Pt -1 where P t was the market value at time t. It was obvious that the returns were not symmetric and that there were more and much more pronounced peaks in particular negative ones than one would epect from Gaussian data.

Table 3 provided some descriptive statistics of log-returns for selected stock indices and echange rates. The mean and standard deviation of returns were in percentages. The mean of return series was close to zero, whereas that of KS11 and N was slightly larger. The stock indices had higher standard deviations than echange rates.

This was in agreement with common sense. The returns tended to have high ecess kurtosis. Among the return series, CA had the highest ecess kurtosis and skewness.

And by Jarque-Bera test, they did not follow normal distribution. The study of some preliminary statistics allowed us to conclude that the considered time series were characterized by asymmetry and high leptokurtosis. Furthermore, we focused on return series that were stationary.

We used the Augmented Dickey-Fuller test Table 5 which was the well-known unit-root testing. Table 5. H 0 :The linear time series have unit roots. The results showed that the return series had no unit roots. And we fitted appropriate time series models Table 6. ARMA model GARCH model 2. Z-statistic was in parenthesis We could obtain the weights of new estimations of VaR. Appendi C showed the scatter plots of weights.

We fitted U. We found that during stable periods, the estimation of VaR of historical simulation and Gaussian methods were better than the other two. In unstable markets, Generalized Pareto and Poisson-Gaussian methods were better. We calculated the average of VaR and annual average of si estimations in following Table 9 and Table 10, respectively. Average in was from February 20, to December 30, , and the total of the daily log-returns of were computed.

Average in was from January 5, to December 30, , and the total of the daily log-returns of were computed. Average in was from January 4, to December 29, , and the total of the daily log-returns of were computed. And average in was from January 4, to December 28, , and the total of the daily log-returns of were computed. That meant stock indices were larger VaR than echange rates and the three stocks indices were larger standard deviation see above Table 3.

The larger the variation of stock indices was, the higher the risk was. Whenever the market return eceeded the estimated VaR, a violation was recoded. The first column of Table 11 reported the asset classes. For each method the number of violations and the average violation size were shown.

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Their self-released debut album "Symbol" finally out today at White Noise Records. TomMisch WhiteNoiseRecords. We are honoured to be part of it! This vinyl will be available exclusively at White Noise Records on coming May. White Noise Records. Hidden Agenda: This Town Needs. Freedom Is A Serious Crime. This is a glimpse of the protests that have been taking place in Hong Kong for the last months. However, before they could tune the engine, the propeller hubs came loose.

The drive shafts were sent back to Dayton for repair, and returned on 20 November. However, a hairline crack was discovered in one of the propeller shafts. Orville returned to Dayton on 30 November to make new spring steel shafts. On 12 December, the brothers installed the new shafts on the Wright Flyer and tested it on their 60 feet 18 m launching rail system that included a wheeled launching dolly.

According to Orville, "We had designed our propellers to give 90 pounds 41 kg thrust at a speed of rev. The Wright Flyer was a canard biplane configuration, with a wingspan of 40 feet 4 inches The right wing was 4 inches 10 cm longer because the engine was 30 pounds 14 kg to 40 pounds 18 kg heavier than Orville or Wilbur.

Unoccupied, the machine weighed pounds kg. As with the gliders, the pilot flew lying on his stomach on the lower wing with his head toward the front of the craft in an effort to reduce drag. The pilot was left of center while the engine was right of center. He steered by moving a hip cradle in the direction he wished to fly.

The cradle pulled wires to warp the wings , and simultaneously turn the rudder, for coordinated flight. The pilot operated the elevator lever with his left hand, while holding a strut with his right. The Wright Flyer ' s "runway" was a 60 feet 18 m track of 2x4s , which the brothers nicknamed the "Junction Railroad".

The Wright Flyer skids rested on a launching dolly, consisting of a 6 feet 1. The two tandem ball bearing wheels were made from bicycle hubs. A restraining wire held the plane back, while the engines were running and the propellers turning, until the pilot was ready to be released. The Wright Flyer had three instruments onboard.

A Veedor engine revolution recorder measured the number of propeller turns. A stopwatch recorded the flight time, while a Richard hand anemometer , attached to the front center strut, recorded the distance covered in meters.

Upon returning to Kitty Hawk in , the Wrights completed assembly of the Flyer while practicing on the Glider from the previous season. On December 14, , they felt ready for their first attempt at powered flight. With the help of men from the nearby government life-saving station , the Wrights moved the Flyer and its launching rail to the incline of a nearby sand dune, Big Kill Devil Hill , intending to make a gravity-assisted takeoff. The brothers tossed a coin to decide who would get the first chance at piloting, and Wilbur won.

Repairs after the abortive first flight took three days. This time the wind, instead of an inclined launch, provided the necessary airspeed for takeoff.

Because Wilbur had already had the first chance, Orville took his turn at the controls. His first flight lasted 12 seconds for a total distance of feet 37 m — shorter than the wingspan of a Boeing , as noted by observers in the commemoration of the first flight. Taking turns, the Wrights made four brief, low-altitude flights that day. The flight paths were all essentially straight; turns were not attempted. Each flight ended in a bumpy and unintended "landing". The last flight, by Wilbur, was feet m in 59 seconds, much longer than each of the three previous flights of , and feet 37, 53 and 61 m in 12, 12, and 15 seconds.

The fourth flight's landing broke the front elevator supports, which the Wrights hoped to repair for a possible four-mile 6 km flight to Kitty Hawk village. Soon after, a heavy gust picked up the Flyer and tumbled it end over end, damaging it beyond any hope of quick repair. In , the Wrights continued refining their designs and piloting techniques in order to obtain fully controlled flight. Major progress toward this goal was achieved with a new Flyer in and even more decisively in with a third Flyer , in which Wilbur made a minute, mile 39 km nonstop circling flight on October 5.

The Flyer series of aircraft were the first to achieve controlled heavier-than-air flight, but some of the mechanical techniques the Wrights used to accomplish this were not influential for the development of aviation as a whole, although their theoretical achievements were.

The Flyer design depended on wing-warping controlled by a hip cradle under the pilot, and a foreplane or "canard" for pitch control, features which would not scale and produced a hard-to-control aircraft.

However, the Wrights' pioneering use of "roll control " by twisting the wings to change wingtip angle in relation to the airstream led directly to the more practical use of ailerons by their imitators, such as Glenn Curtiss and Henri Farman. The Wrights' original concept of simultaneous coordinated roll and yaw control rear rudder deflection , which they discovered in , perfected in —, and patented in , represents the solution to controlled flight and is used today on virtually every fixed-wing aircraft.

The Wright patent included the use of hinged rather than warped surfaces for the forward elevator and rear rudder. The future of aircraft design, however, lay with rigid wings, ailerons and rear control surfaces.

A British patent of for aileron technology [11] had apparently been completely forgotten by the time the 20th century dawned. After a single statement to the press in January and a failed public demonstration in May, the Wright Brothers did not publicize their efforts, and other aviators who were working on the problem of flight notably Alberto Santos-Dumont were thought by the press to have preceded them by many years.

After their demonstration flight in France on August 8, , they were accepted as pioneers and received extensive media coverage. The issue of patent control was correctly seen as critical by the Wrights, and they acquired a wide American patent, intended to give them ownership of basic aerodynamic control.

This was fought in both American and European courts. European designers, however, were little affected by the litigation and continued their own development. The legal fight in the U. The Wright Flyer was conceived as a control-canard, as the Wrights were more concerned with control than stability. However, the basics of pitch stability of the canard configuration were not understood by the Wright Brothers.

Culick stated, "The backward state of the general theory and understanding of flight mechanics hindered them Indeed, the most serious gap in their knowledge was probably the basic reason for their unwitting mistake in selecting their canard configuration. According to Combs, "Wright designs incorporated a 'balanced' forward elevator While they had abandoned their other gliders, they realized the historical significance of the Flyer.

They shipped the heavily damaged craft back to Dayton, where it remained stored in crates behind a Wright Company shed for nine years. The Great Dayton Flood of March covered the flyer in mud and water for 11 days. Charlie Taylor relates in a article that the Flyer nearly got disposed of by the Wrights themselves. In early Roy Knabenshue , The Wrights Exhibition team manager, had a conversation with Wilbur and asked Wilbur what they planned to do with the Flyer.

Wilbur said they most likely will burn it, as they had the machine. According to Taylor, Knabenshue talked Wilbur out of disposing of the machine for historical purposes. In the Wrights first made attempts to exhibit the Flyer in the Smithsonian Institution but talks fell through with the ensuing lawsuits against Glenn Curtiss and the Flyer may have been needed as repeated evidence in court cases.

Wilbur died in , and in , as the patent fights were ending, Orville brought the Flyer out of storage and prepared it for display at the Massachusetts Institute of Technology. He replaced parts of the wing covering, the props, and the engine's crankcase, crankshaft, and flywheel. The crankcase, crankshaft, and flywheel of the original engine had been sent to the Aero Club of America in New York for an exhibit in and were never returned to the Wrights. The replacement crankcase, crankshaft and flywheel came from the experimental engine Charlie Taylor had built in and used for testing in the bicycle shop.

A replica crankcase of the flyer is on display at the visitor center at the Wright Brothers National Memorial. The Smithsonian Institution , and primarily its then-secretary Charles Walcott , refused to give credit to the Wright Brothers for the first powered, controlled flight of an aircraft.

Instead, they honored the former Smithsonian Secretary Samuel Pierpont Langley , whose tests of his own Aerodrome on the Potomac were not successful. Walcott was a friend of Langley and wanted to see Langley's place in aviation history restored. In , Glenn Curtiss had recently exhausted the appeal process in a patent infringement legal battle with the Wrights. Curtiss sought to prove Langley's machine, which failed piloted tests nine days before the Wrights' successful flight in , capable of controlled, piloted flight in an attempt to invalidate the Wrights' wide-sweeping patents.

Curtiss called the preparations "restoration" claiming that the only addition to the design was pontoons to support testing on the lake but critics including patent attorney Griffith Brewer called them alterations of the original design. Curtiss flew the modified Aerodrome , hopping a few feet off the surface of the lake for no more than 5 seconds at a time.

Between and the Wright Flyer was prepared and assembled for exhibition under the supervision of Orville by Wright Company mechanic Jim Jacobs several times.

In , Orville attempted to persuade the Smithsonian to recognize his and Wilbur's accomplishment by offering to send the Flyer to the Science Museum in London. This action did not have its intended effect, and the Flyer went on display in the London museum in It remained there in "the place of honour", [20] except during World War II when it was moved to an underground storage facility miles km from London, near the village of Corsham.

In the Smithsonian Institution, under a new secretary, Charles Abbot , published a list of 35 Curtiss modifications to the Aerodrome and a retraction of its long-held claims for the craft. Abbot went on to list four regrets including the role the Institution played in supporting unsuccessful defendants in patent litigation by the Wrights, misinformation about modifications made to the Aerodrome after Wright Flyer ' s first flight, and public statements attributing the "first aeroplane capable of sustained free flight with a man" to Secretary Langley.

The entry in the Annual Report of Smithsonian Institution begins with the statement "It is everywhere acknowledged that the Wright brothers were the first to make sustained flights in a heavier-than-air machine at Kitty Hawk, North Carolina, on December 17, " and closes with a promise that "Should Dr. Wright decide to deposit the plane The following year, Orville, after exchanging several letters with Abbott, agreed to return the Flyer to the United States.

The Flyer stayed at the Science Museum until a replica could be built, based on the original. This change of heart by the Smithsonian is also mired in controversy — the Flyer was sold to the Smithsonian under several contractual conditions, one of which reads:. Neither the Smithsonian Institution or its successors, nor any museum or other agency, bureau or facilities administered for the United States of America by the Smithsonian Institution or its successors shall publish or permit to be displayed a statement or label in connection with or in respect of any aircraft model or design of earlier date than the Wright Aeroplane of , claiming in effect that such aircraft was capable of carrying a man under its own power in controlled flight.

Researchers who promote the accomplishments of pioneer aviator Gustave Whitehead have commented that this agreement renders the Smithsonian unable to make properly unbiased academic decisions concerning any prior claims of 'first flight'. Garber of the Smithsonian's National Air Museum met the aircraft and took command of the proceedings.

The rest of the journey to Washington continued on flatbed truck. While in Halifax Garber met John A. McCurdy as a young man had been a member of Alexander Graham Bell's team Aerial Experiment Association , which included Glenn Curtiss, and later a famous pioneer pilot. McCurdy also offered Garber any assistance he needed to get the Flyer home. The Wright Flyer was put on display in the Arts and Industries Building of the Smithsonian on December 17, , 45 years to the day after the aircraft's only flights.

Orville did not live to see this, as he died in January of that year. Since it has resided in a special exhibit in the museum titled "The Wright Brothers and the Invention of the Aerial Age," honoring the Wright Brothers in recognition of the th anniversary of their first flight. A piece of fabric and wood from the Wright Flyer was taken to the surface of the Moon by the crew of Apollo 11 , the first lunar landing mission, in July In , discussion began on the need to restore the Wright Flyer from the aging it sustained after many decades on display.

During the ceremonies celebrating the 78th anniversary of the first flights, Mrs. Harold S. Miller Ivonette Wright, Lorin's daughter , one of the Wright brothers' nieces, presented the Museum with the original covering of one wing of the Flyer , which she had received in her inheritance from Orville. She expressed her wish to see the aircraft restored.

The fabric covering on the aircraft at the time, which came from the restoration, was discolored and marked with water spots. Metal fasteners holding the wing uprights together had begun to corrode, marking the nearby fabric. Work began in