omniomni/omni-engineering huggingface dataset:
Blohm & Voss P 212. The Blohm & Voss P 212 was a proposed jet fighter designed by Blohm & Voss for the Emergency Fighter Program Luftwaffe design competition during the Second World War.

History
In early 1945, a replacement was sought for the Heinkel He 162 Volksjäger under the continuing Emergency Fighter Program, challenging engineers to develop a new aircraft built around the Heinkel HeS 011, a new jet engine which was being developed, in order to create a better high-altitude fighter jet. By February 1945, the Luftwaffe had received several proposals. Three proposals had been received from Messerschmitt, two from Focke-Wulf and one each from Heinkel, Junkers and Blohm & Voss respectively. The competition was won by the Junkers EF 128, a broadly similar design.

Design
Three iterations of the P 212 were studied, all featuring a similar general layout of a short fuselage with nose intake leading to a single buried Heinkel HeS 011 jet engine, and a tailless swept wing.

P 212.01 
The first of the P 212 designs had a short, squat fuselage and a short air intake for the He S 011 jet engine. Its wings were swept at a 45-degree angle.

P 212.02 
The second of the P 212 designs featured a slightly lengthened fuselage and was seen as a refined version of the original.

P 212.03 
The third version, the P 212.03, boasted a further lengthened fuselage with a pressurized cockpit and larger internal fuel tanks. Its wings were swept back at forty degrees. Uniquely, the wings were designed to be made out of either wood, steel or aluminium as available. With an ideal fuel weight, the aircraft could fly for up to four hours at a time. This was the model presented to the Luftwaffe.

Specification (P 212.03)

See also

References

External links

P 212
Abandoned military aircraft projects of Germany
World War II jet aircraft of Germany
Space tribology. Space tribology is a discipline in the field of tribology which deals with tribological systems for spacecraft applications. Research in the field aims to design reliable tribological systems that can withstand the harsh environment of space.

Challenges 
In addition to regular tribological stresses, machine elements for space applications need to withstand the harsh environment during launch and in orbit. In particular, critical tribosystem inputs are:
 random vibrations and acoustic noise during launch, leading to high transient loads and high-frequency, low-amplitude motion that may cause fretting
 extreme temperatures and temperature fluctuations, "ranging from cryogenic temperature to several hundred degrees Celsius". This may lead to drastic changes in material properties, especially in case of lubricants. 
 vacuum in the order of 10−7 to 10−13 mbar, leading to evaporation of lubricants. This can cause both lubrication failure and contamination of sensitive instruments.
 radiation, which degrades lubricants and other non-metallic components (although lubricants are rarely exposed to radiation directly)

Lubricants for space applications

Liquid lubricants 
Liquid lubricants for space applications need to have low vapor pressure (volatility) in order to withstand the high vacuum on orbit. Suitable lubricants include perfluoropolyethers, cyclopentanes and polyalphaolefins, mostly in the form of base oils for lubricating grease.

Since the rate of evaporation increases with temperature, the use of liquid lubricants is often limited to temperatures below 100 °C. On the other side of the spectrum, the viscosity of liquid lubricants increases with decreasing temperature; i.e., the lower the temperature, the more viscous the lubricant (see also viscosity index). Thus, the use of liquid lubricants is limited to temperatures of around -40 °C.

Solid lubricants 

Solid lubricants are used for applications with extreme temperature or where evaporation of lubricants would cause damage to sensitive instruments.

Solid lubricants are applied in the form of coatings, or through self-lubricating materials. In the former case, sputtered molybdenum disulfide (MoS2) and ion-plated lead (Pb) are commonly used; in the latter case, polyimide composite materials based on polytetrafluoroethylene (PTFE) are often employed, as well as leaded bronze.

Applications 
Space tribology ensures the reliable operation of mechanisms aboard spacecraft, which can be broadly grouped into one-shot devices (such as deployable solar panels, deployable antennas and solar sails), and continuously and intermittently operating devices (such as reaction wheels, electric motors and slip rings).

References 

Satellites
Light Miniature Aircraft LM-5. The Light Miniature Aircraft LM-5 series is a family of American high-wing, conventional landing gear, strut-braced, single-engine ultralight aircraft that are intended to resemble the Piper PA-18 Super Cub. The designs are all available as plans from Light Miniature Aircraft of Okeechobee, Florida for amateur construction.

The Light Miniature Aircraft company website domain name expired on 25 May 2010 and has not been renewed. The company seems to have gone out of business about 2010, but Wicks Aircraft continues to provide kits for the designs.

Design and development
The LM-5 design is rendered in wood or optionally aluminum and covered in doped aircraft fabric. The aircraft are sold as plans, with components or complete kits also available to speed construction time.

Unlike the company's LM-1 series which are scale representations of famous general aviation aircraft, the LM-5 series are the same size as the PA-18 that they resemble.

Variants
LM-5X Super Cub
Tandem two-seat full-sized replica of a Piper PA-18 Super Cub, powered by a  Rotax 582 or Volkswagen air-cooled engine. Built from aluminum and covered in doped aircraft fabric. Empty weight , gross weight . The LM-5X was first flown in 1991 and was still available in 2010.
LM-5X-W Super Cub
Tandem two-seat full-sized replica of a Piper PA-18 Super Cub, powered by a  Rotax 582 or Volkswagen air-cooled engine. Built from wood and covered in doped aircraft fabric. Empty weight , gross weight . Still available in 2010.

Specifications (LM-5X-W Super Cub)

See also

References

External links
 – former location
Light Miniature Aircraft on Archive.org
Photo of an LM-5X-W

1990s United States ultralight aircraft
Homebuilt aircraft
Light Miniature Aircraft aircraft
LM-5. LM-5, LM.5 or LM5 may refer to:

Light Miniature Aircraft LM-5,  American ultralight aircraft design
Lombardi LM.5, an Italian light aircraft design
LM5 (album), a 2018 album by Little Mix
Long March 5, Chinese heavy lift launch system
LM-5 Eagle, the Apollo 11 Lunar Module, named Eagle, the first to land humans on the Moon
Vektor LM5, assault rifle
Aichi F1A. The Aichi F1A (designated AB-13 by its designers and manufacturers at Aichi) was a prototype Japanese floatplane of the 1930s. A single-engined biplane, the F1A was intended as a short-range observation aircraft suitable for operation off the Imperial Japanese navy's warships, but only two were built, the Mitsubishi F1M being selected instead.

Design and development
The F1A was designed by Aichi in response to a 1935 specification, issued to Aichi, Kawanishi and Mitsubishi for a replacement for the Imperial Japanese Navy's Nakajima E8N floatplanes, which were used for short-ranged reconnaissance and observation missions from the Navy's warships. Aichi at first considered a low-winged monoplane design, the AM-10, to meet this requirement, but this was rejected in favour of a more conventional biplane design, the AB-13.

The AB-13 was a small single-bay biplane of mixed construction. It had wooden stressed-skin wings with plywood skinning that folded to allow easy storage aboard ship, while combat flaps were fitted as the aircraft was required to have sufficient maneuverability for air combat as well as its normal observation missions. The fuselage was of metal construction, with the pilot sitting in an open cockpit, but the observer's position being enclosed. Both float and wheeled undercarriages were designed, with the seaplane having a single main float, while the landplane version had a fixed tailwheel undercarriage. Power was provided by a single Nakajima Hikari radial engine.

Operational history
Two prototypes of the AB-13, designated Experimental 10-Shi Observation Aircraft and with the short system designation F1A were built, the first a floatplane and the second with wheeled undercarriage, both being completed in 1936. Although Mitsubishi's competing F1M1 prototypes had poor stability both on the water and in the air, they had superior performance to Aichi's design. Mitsubishi redesigned its aircraft as the F1M2, eliminating its handling problems, and it was selected for production in 1940.

Specifications (Floatplane)

References
Footnotes
 In the Japanese Navy designation system, specifications were given a Shi number based on the year of the Emperor's reign it was issued. In this case 10-Shi stood for 1935, the 10th year of the Shōwa era.
Citations

Bibliography

 Francillon, Ph.D., René J. Japanese Aircraft of the Pacific War. London: Putnam & Company Ltd., 1970.  (2nd edition 1979, ).
 Mikesh, Robert C. and Shorzoe Abe. Japanese Aircraft, 1910–1941. London: Putnam Aeronautical, 1990. .

External links
 three-way drawing

1930s Japanese military reconnaissance aircraft
Floatplanes
F1A
Biplanes
Single-engined tractor aircraft
Aircraft first flown in 1936
Reflectance difference spectroscopy. Reflectance difference spectroscopy (RDS) is a spectroscopic technique which measures the difference in reflectance of two beams of light that are shone in normal incident on a surface with different linear polarizations. It is also known as reflectance anisotropy spectroscopy (RAS). 

It is calculated as:

 and  are the reflectance in two different polarizations.

The method was introduced in 1985 for the study optical properties of the cubic semiconductors silicon and germanium. Due to its high surface sensitivity and independence of ultra-high vacuum, its use has been expanded to in situ monitoring of epitaxial growth or the interaction of surfaces with adsorbates. To assign specific features in the signal to their origin in morphology and electronic structure, theoretical modelling by density functional theory is required.

References

Materials science
Analytical chemistry
Scientific techniques
ISC High Performance. The ISC High Performance, formerly known as the International Supercomputing Conference, is a yearly conference on supercomputing which has been held in Europe since 1986. It stands as the oldest supercomputing conference in the world.

History
In 1986 Professor Dr. Hans Werner Meuer, director of the computer centre and professor for computer science at the University of Mannheim (Germany) co-founded and organized the "Mannheim Supercomputer Seminar" which had 81 participants. This was held yearly and became the annual International Supercomputing Conference and Exhibition (ISC). In 2015, the name was officially changed to ISC High Performance. The conference is attended by speakers, vendors, and researchers from all over the world. Since 1993 the conference has been the venue for one of the twice yearly TOP500 announcements where the fastest 500 supercomputers in the world are named. The other annual announcement is in November at the SC Conference (The International Conference for High Performance Computing, Networking, Storage and Analysis) in the USA.

The conference celebrated 30 years with the 19 June 2016 meeting in Frankfurt, Germany. Its 33rd edition in 2019 attracted a record number of participants – 164 exhibitors, and 3,573 visitors from 64 countries.

References

External links
  of the ISC High Performance

1986 establishments in West Germany
Annual events in Germany
Computer science conferences
Recurring events established in 1986
Supercomputing
Ingénieur des études et techniques de travaux maritimes. The ingénieurs des études et techniques de travaux maritimes (engineer for studies and techniques of naval constructions) was an officer corps of the French Navy. The uniform was a standard Navy officer uniform, with pearl-grey stripes.

These engineers designed, direct and inspected all the high-qualification projects for infrastructure of the Ministry of Defence. Historically attached to the construction service of the Navy, they have been attached to the infrastructure service of National Defence at its creation in September 2005. They worked on building sites, in headquarters and with expeditionary forces abroad.

Recruitment was performed by the École Nationale des Travaux Maritimes (ENTM, National School for Naval Constructions). Students were recruited by a competitive exam open to students of the preparatory classes of the best engineering grandes écoles. The courses comprised one year for naval officer training, followed by three years at the École Nationale des Travaux Publics de l'État.

This corps of engineers is extinct since September 31, 2014, and has been replaced by the joint corps of military engineers of infrastructure (French: ingénieurs militaires de l'infrastructure).

Officers

Officiers généraux —  (Flag officers)

Officiers supérieurs — (Senior officers)

Officiers subalternes (Junior officers)

References

External links 

.
French Navy officers
French marine engineers
Professional certification in engineering
Akaflieg München Mü12 Kiwi. The Akaflieg München Mü12 Kiwi is a glider that was designed and built in Germany in 1935.

Development 
The Mü12 Kiwi was conceived in 1935 as a single-seat training glider of simple and rugged construction with a high strutted wing and a plywood covered rhomboid section fuselage. Flight testing revealed a glider with good control response but less than satisfactory approach control. Due to various problems certification of the Mü12 Kiwi was delayed to the end of 1935 and finally abandoned.

Specifications (Mü12 Kiwi)

References

1930s German sailplanes
Mu12
High-wing aircraft
Aircraft first flown in 1935
CAREM. CAREM () is a small modular reactor for electrical power generation  under construction since 2014, near the city of Zárate, in the northern part of Buenos Aires province beside the Atucha I Nuclear Power Plant.

Design
The reactor was integrally designed by CNEA (National Atomic Energy Commission), being the first power reactor designed by the country. It is basically a simplified pressurized water reactor (PWR) designed to have an electrical output of 25MW for the first prototype, 100MW in the following one. It is an integral reactor – the coolant system is inside the reactor vessel – so that the entire plant operates at the same pressure. This design minimizes the risk of loss-of-coolant accidents (LOCA). Its fuel is uranium oxide with a  enrichment of 3.4% that needs to be replaced annually. The primary coolant system uses natural circulation, so there are no pumps required, which provides inherent safety against core meltdown, even in accident situations.

History 
In 1984 it was presented publicly for the first time during an IAEA conference in Peru. For political reasons the project was halted but was relaunched by the 2006 Argentine nuclear reactivation plan.

The 25 MWe prototype version of CAREM currently being built will be followed by a second one of 100–200 MWe to be installed in Formosa Province. 

As of 2013, the first prototype was planned to receive its first fuel load in 2017. First concrete was poured in February 2014.

As of 2016, the completion of the project was scheduled for the end of 2018. Cost has been estimated to US$446-700 million. As of 2018, the start date was deferred to 2020.

In November 2019, construction was halted due to late payments to the contractor, design changes and late delivery of technical documentation. A new contract for finishing the concrete structures of the reactor was awarded in November 2021.

See also
 List of small modular reactor designs

References

External links 
  

Nuclear reactors
Nuclear technology in Argentina

Small modular reactor
Kawanishi K-7 Transport Seaplane. The Kawanishi K-7 Transport Seaplane was a Japanese single-engined biplane floatplane of the 1920s. Eleven were built from 1924 to 1927, being used to carry passengers and airmail.

Design and development
In December 1923, Eiji Sekiguchi, chief designer of the aircraft department of Kawanishi Kikai Setsakuho (Kawanishi Machinery Manufacturing Works), started design of a new high speed transport floatplane to equip Nippon Koku KK (Japan Aviation Co. Ltd.), an airline subsidiary of Kawanishi. Sekiguchi designed a single-engined sesquiplane (i.e. a biplane with the lower wing much smaller than the upper wing) of all-wooden construction. Seating for four passengers was provided in an enclosed cabin, while the aircraft's two pilots sat in individual open tandem cockpits aft of the passenger cabin. The aircraft was powered by a single Maybach Mb.IVa water-cooled inline-engine providing 305 hp (228 kW), an engine type usually used to power Zeppelins or Riesenflugzeug like the Zeppelin-Staaken R.VI, received as part of Germany's reparations to Japan after the end of the First World War.

The first example of the new aircraft, the K-7A Transport Seaplane was completed in November 1924, demonstrating both good performance and handling. A further nine K-7As were built by the time production ended in 1927, together with a single example of the K-7B Mail-Carrying Aircraft, a modified version that could be operated either on floats or with a tailwheel undercarriage.

Operational history
The K-7A entered service on Nippon Koku'''s service between Osaka and Fukuoka in January 1925, mainly carrying airmail rather than passengers. The K-7A proved successful in service, one carrying mail from Fukuoka and Shanghai, China, a distance of over  in May 1926, while the K-7B was used together with the Kawanishi K-10 Transport to operate an airmail route between Osaka and the Japanese occupied city of Dalian in September 1926.  The K-7A continued in use until 1929, when Nippon Koku was forced to be disbanded, with its routes transferred to the government owned Nihon Koko Yuso KK'' (Japan Air Transport).

Variants
 K-7A Transport Seaplane
Six-seat airliner/transport floatplane, powered by Maybach MIVa engine. Ten built.
 K-7B Mail-carrying Aircraft
Modified version of K-7A, capable of operating with a fixed tailwheel undercarriage or floats, powered by 440 hp (328 kW) Lorraine 1 V12 engine. One built in 1925.

Operators

 Dai Nippon Kōkū Kabushiki Kaisha The Imperial Japanese Airways, in short Nippon Koku KK.

Specifications (K-7A)

References
Notes

Bibliography

 

1920s Japanese airliners
Floatplanes
K-7
Sesquiplanes
Single-engined tractor aircraft
Aircraft first flown in 1924
Société de Constructions et d'Aviation Légère. Société Constructions d'Aviation Légère (SCAL) was a small French aircraft manufacturer of light aircraft during the 1930s and 1940s.

Company history 

SCAL was established in 1936 by the brothers Felix and Antoine Bassou with a factory in Paris. The company designed and built a small series of light two-seat sporting and touring aircraft for use by private pilot owners. The last design appeared c. 1938 and the company is no longer in existence.

Aircraft designs 

Three SCAL types were flown.

The FB.20 was a monoplane from about 1936 but beyond that nothing further is known.

The FB.30/31 was a pusher, twin boom, two seat touring aircraft: three built, with different engines.

The FB.40/1 was a side-by-side seat biplane trainer. Two different engines were available pre-war and other engines were used post-war.

References

Bibliography

External links
The second FB.30 F-APDT, later G-AFCD, in flight
Another image of FB.30 G-AFCD
Image of the FB.31

Defunct aircraft manufacturers of France
1930s French civil utility aircraft
1940s French civil utility aircraft
Akaflieg München Mü15. The Akaflieg München Mü15 was a two-seat glider designed and built in  Germany in the late 1930s, loosely based on the Mü10. A longer span version, the Akaflieg München Mü20 was still in the design stages when further work was abandoned.

Development 
Germany had established Akademische Fliegerschule at several universities after World War I. The first and lead group was established in Berlin, but one of the most prolific, up to World War II, was Akaflieg München.

The Akaflieg München Mü15 was a high-performance, two-seat glider loosely based on the Akaflieg München Mü10 Milan, with flaps and a retractable main undercarriage. Following a similar construction method to the early Akaflieg München gliders, the Mü15 was constructed using a welded steel tube fuselage covered by wooden longerons with aircraft fabric covering and conventional wooden wings, with plywood skinning back to the main spar and fabric aft. The trailing edges of the wings were taken up by steel-framed fabric covered flaps and ailerons, all deflectable to improve thermalling and approach control. DFS style spoilers, on upper and lower surfaces, were fitted for approach control. The Mü15 had long-span wings, a long fuselage with a large fin and rudder. This arrangement from Egon Scheibe became known as the Schüle München - Munich School. The pilot sat forward of the wing under a long built-up canopy, affording excellent visibility. In contrast, the instructor/passenger sat with their head between the wing leading edges, relying on windows either side of the fuselage under the wings for visibility.

Mü20
A longer-span, , version of the Mü15 was still in the design stages when further work was abandoned.

Operational history
Like the single-seat Mü13, the performance of the sole Mü15 (D-14-250) was regarded as particularly good, with a glide ratio of 29:1 and the ability to fly at relatively high speeds, due to the slender 'Scheibe Mü' aerofoil section. First flown in 1940, at Ainring in Austria, this aircraft was equipped for blind flying, but had very poor roll response, requiring large application of the oversized rudder to complete turns with much skid. Flown until the exigencies of World War II intervened, the Mü15 had flown a total of 45 hours when flying ceased in November 1941.

Variants 
Akaflieg München Mü15 Loosely based on the Mü 10 with  span wings, flaps and a mainwheel.
Akaflieg München Mü20 Further development of the Mü10/Mü15 line with a  span wings and  all-up weight. Design of the Mü20 was almost complete when work was abandoned.

Specifications (Mü15)

References

1940s German sailplanes
Mü15
High-wing aircraft
Aircraft first flown in 1940
C. Sidney Burrus. Charles Sidney Burrus (October 9, 1934 in Abilene, Texas  - April 3, 2021) was an American electrical engineer and the Maxfield and Oshman Professor Emeritus of Electrical and Computer Engineering at Rice University in Houston, Texas. He is widely known for his contributions to digital signal processing, especially FFT algorithms, IIR filter design, and wavelets.

Academic career
Burrus received his bachelor's and master's degree from Rice University, after which he served two years in the Navy, teaching electrical engineering at the Naval Nuclear Power School.  He returned to school and received his Ph.D. from Stanford University. In 1965 he joined the faculty at Rice, where he began teaching and research in digital signal processing. He served as chairman of the Electrical and Computer Engineering department from 1984 to 1992, was director of the Computer and Information Technology Institute from 1992 to 1998, and was appointed dean of Engineering in 1998. He became part of the Connexions Project in 1999, where he served as Senior Strategist.

Burrus wrote  five textbooks and published more than 200 papers.

Affiliations and awards
 Life Fellow, IEEE
 IEEE Jack S. Kilby Signal Processing Medal (2009)
 Rice teaching awards in 1969, 1974–76, 1980, 1989
 Senior Fulbright Fellowship 1979
 Third Millennium Medal of the IEEE 2000

References

External links 
 

1934 births
2021 deaths
American electrical engineers
Fellows of the IEEE
Rice University alumni
Rice University faculty
Stanford University alumni
People from Abilene, Texas
Engineers from Texas