1.
6 (number)
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6 is the natural number following 5 and preceding 7. The SI prefix for 10006 is exa-, and for its reciprocal atto-,6 is the smallest positive integer which is neither a square number nor a prime number. Six is the second smallest composite number, its proper divisors are 1,2 and 3, since six equals the sum of its proper divisors, six is the smallest perfect number, Granville number, and S -perfect number. As a perfect number,6 is related to the Mersenne prime 3,6 is the only even perfect number that is not the sum of successive odd cubes. As a perfect number,6 is the root of the 6-aliquot tree, and is itself the sum of only one number. Six is the number that is both the sum and the product of three consecutive positive numbers. Unrelated to 6 being a number, a Golomb ruler of length 6 is a perfect ruler. Six is the first discrete biprime and the first member of the discrete biprime family, Six is the smallest natural number that can be written as the sum of two positive rational cubes which are not integers,6 =3 +3. Six is a perfect number, a harmonic divisor number and a superior highly composite number. The next superior highly composite number is 12,5 and 6 form a Ruth-Aaron pair under either definition. There are no Graeco-Latin squares with order 6, if n is a natural number that is not 2 or 6, then there is a Graeco-Latin square with order n. The smallest non-abelian group is the symmetric group S3 which has 3, s6, with 720 elements, is the only finite symmetric group which has an outer automorphism. This automorphism allows us to construct a number of mathematical objects such as the S Steiner system, the projective plane of order 4. This can also be expressed category theoretically, consider the category whose objects are the n element sets and this category has a non-trivial functor to itself only for n =6. 6 similar coins can be arranged around a central coin of the radius so that each coin makes contact with the central one. This makes 6 the answer to the kissing number problem. The densest sphere packing of the plane is obtained by extending this pattern to the lattice in which each circle touches just six others. 6 is the largest of the four all-Harshad numbers, a six-sided polygon is a hexagon, one of the three regular polygons capable of tiling the plane

2.
BAR 006
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The BAR006 was a Formula One car that competed in the 2004 Formula One season. The car was driven by Jenson Button and Takuma Sato, the British American Racing team finished second in the 2004 season,143 points behind Ferrari and 14 in front of Renault F1. The BAR-Honda 006 was officially launched at Circuit de Catalunya, Spain, from the onset of the season, the car proved to be very competitive with Jenson Button scoring ten podiums and challenging for victory on many occasions, most notably in Italy. However, despite the obvious potential for victory, neither driver scored one during the season. Despite being arguably the second fastest car on the grid, it was still a way off the Ferrari that won all. BAR006 Honda info and specs, www. UltimateCarPage. com

3.
Tyrrell 006
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The Tyrrell 006 was a Formula One car designed and built by the Tyrrell Racing Organisation. It was introduced towards the end of 1972, in the hands of Jackie Stewart it won the Drivers Championship for the 1973 Formula One season, Stewarts third and final title. The car was first raced at the 1972 Canadian Grand Prix with Stewarts team-mate, in total there were three Tyrrell 006 models built,006, 006/2, and 006/3. The 006 model was phased out in the early part of the 1974 Formula One season as Tyrrell constructed the succeeding Tyrrell 007. 006 was built for Cevert to replace damaged chassis, while the existing 005 was retained by Stewart for the races of 1972. Stewart continued to use 005 for the first two races of 1973 while 006/2 was in construction and took 006 to the models first win, on the completion of 006/2,005 was reduced to testing duties and was often seen in practice sessions adorned with experimental and copy-cat parts. The drivers retained their respective chassis for the majority of the remaining 1973 races, Cevert also took several podium finishes, but the season was closely fought and Tyrrell were beaten to the Constructors title by Lotus. Cevert damaged 006 in a collision during the Canadian Grand Prix, and it was in 006/3s only ever appearance that Cevert was fatally injured, when he crashed during practice for the final race of the season, the 1973 United States Grand Prix. Stewart personally owns 006/2, he has driven it in on a number of occasions, particularly at the Bahrain Grand Prix weekend and Goodwood Festival of Speed, the surviving 006/2 was used for the early races of the 1974 Formula One season. Jody Scheckter drove it in Argentina, Brazil and South Africa and Patrick Depailler used 006/2 as a fall-back after qualifying breakdowns in Spain, Monaco, after France, Tyrrell retired the 006 model in favour of the newer 007

4.
Singapore Airlines Flight 006
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On 31 October 2000, at 23,17 Taipei local time, the Boeing 747-412 operating the flight attempted to take off from the wrong runway at Chiang Kai-shek International Airport during a typhoon. The aircraft crashed into construction equipment on the runway, killing 83 of the 179 occupants aboard, as of 2014, the accident is the third-deadliest on Taiwanese soil. It is also the first Singapore Airlines crash to result in fatalities, the aircraft involved in the accident was a Boeing 747-412, registered as 9V-SPK with manufacturers serial number 28023, powered by four Pratt & Whitney PW4056 engines. It was the 1099th Boeing 747 built and had delivered to Singapore Airlines on 21 January 1997. It had its last maintenance check on 16 September 2000, and had no defects, the captain of the flight was Foong Chee Kong. He was an experienced pilot with more than 11,200 hours of total flying time to his credit. He was considered a competent, above-average pilot and had logged just over 2,000 hours in Boeing 747-400 aircraft and his first officer was Latiff Cyrano, who had more than 2,400 total flight hours. The third member of the crew was relief pilot Ng Kheng Leng and he had approximately 5,500 total flight hours. At 15,00 UTC,23,00 Taipei local time on 31 October 2000, at 23,05,57, ground control cleared the aircraft to taxi to runway 05L via taxiway Sierra Sierra West Cross and November Papa. At 23,15,22, the aircraft was cleared for takeoff on runway 05L, many carriers in Southeast and East Asia take off during inclement weather. After a six-second hold, at 23,16,36, the captain correctly heard that he needed to take off at 05L, but he turned 215 metres too soon and lined up with 05R. The airport was not equipped with ASDE, a radar which allows the airport controllers to monitor aircraft movements on the ground. In addition, the runway contained concrete Jersey barriers and pits, about 41 seconds later, the aircraft collided with the machinery and broke into pieces. The fuselage was torn in two, and the engines and landing gear separated, a crane tore the left wing from the aircraft, forcing the jet back onto the ground. The nose struck a scoop loader, a large fire followed, destroying the forward section of the fuselage and the wings. 79 of 159 passengers and 4 of 20 crew members died in the accident, many of the dead were seated in the middle section of the aircraft, the fuel stored in the wings exploded and sent balls of flame through that section. At 23,17,36, the bell sounded. 41 fire fighting vehicles,58 ambulances,9 lighting units, chemical extinguishing agents rained on the aircraft at about three minutes after the impact

5.
China Airlines Flight 006
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China Airlines Flight 006 was a daily non-stop flight from Taipei to Los Angeles International Airport. On February 19,1985, the Boeing 747SP used to conduct the flight was involved in an aircraft accident, following the flame-out of the No.4 engine. The plane rolled over and plunged 30,000 ft, experiencing high speeds and g-forces before the captain was able to recover from the dive, the accident occurred ten hours into the service that departed Taipei at 16,15. The Boeing 747SP-09 was 350 miles northwest of San Francisco, cruising at an altitude of 41,000 ft. The cockpit crew, consisted of Captain Min-Yuan Ho, First Officer Ju Yu Chang, Flight Engineer Kuo-Win Pei, Relief Captain Chien-Yuan Liao, Captain Ho had approximately 15,500 flight hours. The first officer had more than 7,700 hours, the accident occurred while the main crew was on duty. The sequence began when the No.4 engine stalled at a low thrust setting and that engine had failed twice during previous flights. In each of those cases, the engine was restarted after descending to a lower altitude, none of those acts fixed the recurrent stalling and flameout problem of the No.4 engine. After the flameout, the captain instructed the flight engineer to attempt to restart the engine, while the remained at FL410 with the autopilot still engaged. This was contrary to the flight manual procedure, which required the plane to be below 30,000 feet before any attempt to restart a flamed-out engine, the airspeed continued to decrease, while the autopilot rolled the control wheel to the maximum left limit of 23 degrees. As the speed decreased even further, the plane began to roll to the right, by the time the captain disconnected the autopilot, the plane had rolled over 60 degrees to the right and the nose had begun to drop. Ailerons and flight spoilers were the means available to the autopilot to keep the wings level as the autopilot does not connect to the rudder during normal flight. To counteract the forces created by the loss of thrust from the No.4 engine. However, the failed to use any rudder inputs at all. The resulting uncontrolled flight path is depicted in the diagram, as the plane descended through clouds, the captains attention was drawn to the artificial horizon which displayed excessive bank and pitch. Because such an attitude is highly irregular, the captain incorrectly assumed the indicators to be faulty, without any visual references and having rejected the information from the ADIs, the crew became spatially disoriented. Only after breaking through the bottom of the clouds at 11,000 feet was the able to orient himself and bring the plane under control. They had descended 30,000 ft in two and a half minutes