omniomni/omni-engineering huggingface dataset:
International Boundary Marker No. 1, U.S. and Mexico. International Boundary Marker No. 1, U.S. and Mexico is a monument on the Mexico–U.S. border, on the west bank of the Rio Grande River near El Paso, Texas.  It was listed on the National Register of Historic Places in 1974 and designated as a National Historic Civil Engineering Landmark by the American Society of Civil Engineers in 1976.

The monument was placed there in 1855 by the Emory–Salazar Commission.  It is a dressed cut stone monument  tall,  at its base and  at its top.   The monument was repaired in 1892 by the Barlow–Blanco Commission, and again in 1929 by the International Boundary Commission.  It was repainted in 1933 and in 1959, the latter time by the International Boundary and Water Commission (IBWC).  It was refurbished in 1966 by both sections of the IBWC, which stripped its old plaster coating down to the original masonry monument and re-faced it with white marbleized concrete.  A  concrete slab platform was added then, too.

It has also been known as Western Land Boundary Marker No. 1, U.S. and Mexico.

It is located in Doña Ana County, New Mexico, west of El Paso off Interstate 10.

Border wall dispute

In June 2019, the International Boundary and Water Commission (IBWC) determined that We Build the Wall (WBtW) had built its wall across federally owned land and had built and locked a gate across a road leading to Monument One, without required permits. The IBWC also accused WBtW of installing a gate for the wall on federal land in lieu of proper permits or authorizations, while illegally preventing access to waterways and a public monument.  WBtW and the IBWC eventually resolved their dispute. As a result, the gate is kept open during the day and closed and locked at night.

References

External links
American Society of Civil Engineers - International Boundary Marker

National Register of Historic Places in Doña Ana County, New Mexico
Buildings and structures completed in 1848
Historic Civil Engineering Landmarks
Sawyer Water Purification Plant. The Sawyer Water Purification Plant, formerly the South Water Purification Plant, is the first water filtration plant built in the City of Chicago. When completed in 1947, it was the largest such plant in the world.

History
The plant was under construction for many years, slowed by the Great Depression. Its construction was approved in 1930 and the plant began operation in 1947. Water is drawn from a crib in Lake Michigan that has an intake about 20–30 feet below the surface of the lake and is then drawn through a tunnel below the lake bed to the treatment plant, and then put through several steps to filter suspended particles and add chemicals including chlorine to disinfect the water. This system relies on pumps, not on gravity flow, to move the clean water. 

Two main cribs are about 2.5 miles away from the shore. The 68th Street / Dunne cribs feed water to this filtration plant. This plant was the largest filtration plant in the world until Chicago completed its second filtration plant, the Central plant (now called the Jardine Water Purification Plant) was completed in 1964.

On September 19, 2016, the City of Chicago renamed the South Water Purification Plant to the Sawyer Water Purification Plant to honor the former Mayor Eugene Sawyer. The water filtration plant is located at 3300 E. Cheltenham Place on the South Side along the lake near Rainbow Beach Park.

Clean water supply for Chicago and nearby suburbs
This plant and the Jardine Water Purification Plant supply the water for the City of Chicago and many surrounding suburbs that purchase their drinking water from the City of Chicago, about 1 billion gallons a day.

The city of Chicago has voted for a major renovation of the filtration plant in 2020. The work is estimated at $74.5 million, and will include restoration of the roof of the 1941 building and a 1964 addition.

References

Water treatment facilities
Government of Chicago
GS&WR Class 1. The Great Southern and Western Railway (GS&WR) Class 1 (Or perhaps more simply engine numbers 1 to 20) consisted of half of the initial order of 40 passenger locomotives ordered for the GS&WR and which entered service between approximately 1845 and 1847.  The double-frame design was typical of the locomotives Sharp, Stewart and Company of Manchester, England were producing for other railways.

References

2-2-2 locomotives
5 ft 3 in gauge locomotives

Steam locomotives of Ireland
Scrapped locomotives
William E. Haskell. William E. Haskell was an American organ-builder and inventor born on November 29, 1865, in Chicago, Illinois. His father, Charles S. Haskell, was also an organ-builder employed by the Roosevelt organ company, located in Philadelphia. At the age of 18, Haskell began working with his father, and around 1901, he established the William E. Haskell Co. of Philadelphia, Pennsylvania. This organ-building firm was later acquired by Estey Organ Co., and Haskell became superintendent of the Estey pipe organ division, which was located in Vermont. He died there on May 13, 1927.

His most famous invention is an organ pipe manufacturing technique known as "Haskelling", where a thinner pipe is placed inside a thicker pipe to create a pipe with a deeper pitch than a normal pipe of the same length. It is used in spaces where it is too small for a full-length pipe to be feasible. It was invented for the Estey organ company, which manufactured many pipe organs, despite its focus on reed organs. He also invented several reedless orchestral imitation stops, such as the clarinet, oboe, and saxophone, whose advantage lay in the fact that they would stay in tune with the other flue stops. This was especially useful for instruments in more remote areas, where a tuner would not be as accessible.

Patents
Patent #641,509; 16 Jan. 1900; toilet flush valve
Patent #734,261; 21 Jul. 1903; organ
Patent #734,262; 21 Jul. 1903; organ
Patent #760,114; 17 May 1904; pneumatic valve
Patent #760,115; 17 May 1904; pneumatic coupler
Patent #795,608; 25 Jul. 1905; pneumatic
Patent #871,272; 19 Nov. 1907; pipe
Patent #923,263; 1 Jun. 1909; pneumatic
Patent #965,897; 2 Aug. 1910; pipe
Patent #967,911; 23 Aug. 1910; pipe
Patent #971,502; 27 Sep. 1910; pipe
Patent #1,078,851; 18 Nov. 1913; coupler
Patent #1,078,852; 18 Nov. 1913; coupler
Patent #1,173,507; 29 Feb. 1916; harp stop
Patent #1,230,895; 26 Jun. 1917; selector for player mechanism
Patent #1,236,430; 14 Aug. 1917; music player roll
Patent #1,250,165; 18 Dec. 1917; roll player registration
Patent #1,281,564; 15 Oct. 1918; swell regulation device
Patent #1,297,687; 18 Mar. 1919; pneumatic switch
Patent #1,304,971; 27 May 1919; player action control
Patent #1,323,530; 2 Dec. 1919; organ
Patent #1,327,996; 13 Jan. 1920; labial tuba mirabilis
Patent #1,477,485; 11 Dec. 1923; bottling machine
Patent #1,659,914; 21 Feb. 1928; stop action
Patent #1,636,996; 26 Jul. 1927; bottle cap

References

1865 births
1927 deaths
20th-century American inventors
20th-century American businesspeople
People from Philadelphia
People from Chicago
People from Vermont
Assembly ship. An assembly ship (also known as a formation ship or Judas goat) was a Boeing B-17 Flying Fortress or Consolidated B-24 Liberator bomber (usually an older model) that was stripped down of its armaments and given extra flares, navigational equipment, and unique distinctive paint scheme in order to organize combat box formations more quickly.

History

Due to the threat of fighters to US Army Air Force bombers during daylight raids, tight bomber formations began to be employed in order to maximize defensive firepower and to concentrate bombs on the designated target.  However, these formations required time to assemble and in 1943 the idea of using older model bombers to guide the others was devised.  The USAAF hoped to ideally assemble bomber formations within an hour.  However this often required two to three hours as planes from multiple airfields required coordination, all under radio silence so as to not tip off the Germans to the impending raid.  The assembly ships had their armaments removed and carried a skeleton crew of two pilots, navigator, radio operator and one or two flare operators.  They were given additional flares, flare ammunition (of a particular color), navigational equipment (including navigational lights) and unique paint schemes. Each paint scheme  was unique and different flare colors carried by each assembly ship in order to more quickly organize the pilots of a particular bomber formation.  Once the bomber formations formed up the assembly ships would link up with other groups before returning to base.  However, there was an instance where a B-24 nicknamed "Spotted Ass Ape" continued with its bomber formation all the way to its target in Germany.  The use of combat boxes and thus assembly ships continued throughout the war even after long-range fighter escorts like the  North American P-51 Mustang and Lockheed P-38 Lightning were put into service.

Recall aircraft
A similarly painted aircraft called a recall aircraft existed at primary training fields in the United States. Due to the fact that PT-17s lacked a radio, an aircraft specially painted with stripes was used to indicate that students should return home if there was bad weather or another emergency.

See also
 Combat box
 Dazzle camouflage
 Eighth Air Force
 Station hack

References

Notes

Bibliography

 

Aerial warfare tactics
Bomber aircraft
Military history of the United States during World War II
Cheng Gengdong. Cheng Gengdong (; born September 1941), also known as Geng-Dong Cheng, is a Chinese civil engineer and physicist who specializes in engineering mechanics and computational mechanics. He is a professor at the Dalian University of Technology and served as President from 1995 to 2006. He is an academician of the Chinese Academy of Sciences and a foreign fellow of the Russian Academy of Sciences.

Biography 
Cheng was born in Suzhou, Jiangsu, Republic of China in September 1941. After graduating from Peking University in 1964, he pursued postgraduate studies at the Dalian University of Technology (DUT) from 1964 to 1968. He earned his Ph.D. from the Technical University of Denmark in 1980.

In the early 1980s, Cheng, together with Zhong Wanxie and their advisor Qian Lingxi, developed DDDU, an advanced computer system for structural design. DDDU was used in many major engineering projects.

Cheng served as Vice President of DUT from 1985 to 1995, and as President from 1995 to 2006. He published more than 200 research papers, three monographs, and two translated books.

Cheng was elected an academician of the Chinese Academy of Sciences in 1995, and a foreign fellow of the Russian Academy of Sciences in 2011. He won the State Natural Science Award (Second Class) twice, the Ho Leung Ho Lee Prize in Mathematics and Mechanics, and many other awards. He was awarded Honorary Doctorate degrees by Aalborg University of Denmark and the University of Liège of Belgium.

References 

1941 births
Living people
Chinese civil engineers
Chinese expatriates in Denmark
Academic staff of Dalian University of Technology
Educators from Suzhou
Engineers from Jiangsu
Foreign members of the Russian Academy of Sciences
Members of the Chinese Academy of Sciences
Peking University alumni
Physicists from Jiangsu
Scientists from Suzhou
Technical University of Denmark alumni
Hanriot LH.30. The Lorraine-Hanriot LH.30 was a training monoplanes built in France in the early 1930s.

Design
It was a conventional parasol-wing monoplane with fixed tailskid undercarriage, the main units of which were mounted on outriggers attached to the wing struts. The pilot and instructor sat in tandem open cockpits. The LH.30 was of wood and metal construction.

Specifications (LH.30)

References

1930s French civil trainer aircraft
L.030
Parasol-wing aircraft
Aircraft first flown in 1931
Lorraine-Hanriot LH.60. The Lorraine-Hanriot LH.60 was a training monoplane built in France in the early 1930s.

Design
It was a conventional parasol-wing monoplane with fixed tailskid undercarriage, the main units of which were mounted on outriggers attached to the wing struts. The pilot and instructor sat in tandem open cockpits. The LH.60 was of wood and metal construction.

Variants
LH.60Parasol monoplane crew / observer trainer
LH.61Parasol monoplane fighter trainer

Specifications (LH.60)

References

1930s French military trainer aircraft
L.060
Parasol-wing aircraft
Aircraft first flown in 1931
Heinkel HD 15. The Heinkel HD 15 was a single-engine biplane seaplane, developed by the German aeronautical company Heinkel Flugzeugwerke in the late 1920s and remained at the prototype stage.

Design
The HD 15 was a hydroplane with a central hull, characterized by an entirely wooden construction, from the biplane veiling, from the propulsion entrusted to a single engine in the trait configuration and a hull that integrated three separate and open cabins, with the front one, reserved for the pilot, unusually placed in front of the leading edge of the lower wing and directly below the propulsor, while the two rear ones were for the two passengers or the post.

Development
In the twenties, Heinkel was contacted by the Japanese imperial navy to start the development of a steam powered aircraft catapult for the battle ship Nagato, a technology that facilitated the launch of reconnaissance aircraft, properly seaplanes, directly from the bridge with a considerable saving of time compared to the complex operations of sea launching by cranes. 

The studies also attracted the attention of the summits of the Reichsmarine, the German navy of the period, which, however, due to the constraints imposed by the Treaty of Versailles could not explicitly introduce new technologies into their units. However, in 1927 the Ministry of Transport issued a specification for the provision of an aircraft suitable to facilitate and speed up the operations of delivering mail in transatlantic shipping routes, thus equipping large passenger ships of the same catapult technology whose experience could be easily reversed. in the military sphere.

The prototype was built during the year, together with the construction of a suitable catapult on board the transatlantic TS Bremen of the shipping company Norddeutscher Lloyd, then registered as D-1237. The tests on board took place for a limited period of time towards the end of 1928 without the HD 15 being actually used in service. Although the HD 15 remained a prototype only, it formed the basis of the Heinkel HD 55, which entered service with the Soviet Navy.

Specifications

References

External links
 histaviation - Heinkel HE 7

HD 15
Single-engined tractor aircraft
Biplanes
Aircraft first flown in 1927
Heinkel HE 7. The Heinkel HE 7 was a reconnaissance torpedo-bomber developed by the German aeronautical company Heinkel Flugzeugwerke in the late 1920s.

Design
The HE 7 was a low-wing monoplane with floats for sea operations. Because of restrictions imposed by the Versailles Treaty the aircraft did not enter production.

Specifications

References

External links

 Histaviation.com - Heinkel HE 7

HE 7
Single-engined tractor aircraft
Low-wing aircraft
Aircraft first flown in 1927
Heinkel HE 6. The Heinkel HE 6 was a single-seat floatplane developed by the German aeronautical company Heinkel Flugzeugwerke in the late 1920s.

Development
In the 1920s many aviators attempted the venture to cross the Atlantic even if they lost their lives when on 21 May 1927, after a flight of 33 hours and 30 minutes, Charles Lindbergh made the venture from New York to Paris. The most difficult task on the contrary still remained to be done, since the winds on the Atlantic were mainly blowing from east to west. 11 months later Koehl von Hünefeld und Fitzmaurice performed the business on a Junkers W 33.

In 1927 the construction of this aircraft was presented as a private initiative by Ernst Heinkel but in reality behind it were the Reichsmarine and the Hamburg-America Line. The naval command had requested the Lorenz and Telefunken companies to develop radios for aircraft destined for the enterprise but the involvement of the military, as the development and construction of military aircraft was forbidden to the Germans according to the terms of the Treaty of Versailles.

The Hamburg-America Line ( HAPAG ) was one of the largest shipping companies in the world based in Hamburg. It had developed in the second half of the 1920s and was rather interested in aviation to the point of having established a special section "Luftfahrt" (aviation). HAPAG financed two projects: 
 an all-metal trimotor seaplane, Junkers G 24h1e (serial number 923), of the Swedish subsidiary "AB Flygindustri" of Junkers based in Linhamn taken Malmö. The plane was nicknamed "Taube" (pigeon). 
 the HE 6 (c/n 286, regn. D-1220) of a more traditional setting as it was constructed of wood and canvas steel tubes. The plane was a further development of the Hansa-Brandenburg W.29 designed by Ernst Heinkel himself in 1918. The plane was nicknamed "Schwalbe" (swallow).

While the G 24 remained the property of Junkers Flugzeug- und Motorenwerke AG, the HE 6 passed to HAPAG for around 120,000 marks (engine excluded). HAPAG also assumed other costs such as insurance, fuel, personnel, organization with 245,000 and 180,000 marks respectively for the G 24 and the HE 6.

Variants
HE 6a The HE 6 as originally built, powered by a BMW VIa V-12 engine.
HE 6b The HE 6a re-engined with a Packard 3A-2500, on loan from Severa GmbH.

Specifications (HE6b)

References

HE 6
Single-engined tractor aircraft
Low-wing aircraft
Aircraft first flown in 1927
Heinkel HE 10. The Heinkel HE 10 was a trainer floatplane developed by the German aeronautical company Heinkel Flugzeugwerke in the late 1920s.

Development
The Heinkel HE 10 was a monoplane trainer seaplane based on the HE 6. 

On September 4, 1929, an HE 10 flying near Warnemünde could not reduce its speed and crashed into the dam. The two pilots were seriously injured while the three passengers managed to land alone.

Specifications

References

HE 10
Single-engined tractor aircraft
Monoplanes
Aircraft first flown in 1928
Arif Pashayev. Arif Mircalal oglu Pashayev (; born February 15, 1934) is an Azerbaijani businessperson who is the father of Mehriban Aliyeva, the vice president of Azerbaijan and President Ilham Aliyev’s wife.

He owns a number of businesses. He is also rector of Azerbaijan’s National Aviation Academy. He owns two properties in the Palm Jumeirah in Dubai.

Biography 
Arif Pashayev was born on February 15, 1934, in Baku. He graduated from the faculty of radiophysics of Odessa National Academy of Telecommunications. In 1959 he began working at the Institute of Physics of the Academy of Sciences of the Azerbaijan SSR. From 1960 to 1964 he studied at  Institute in Moscow. In 1966 he defended his thesis on the topic "Development of methods and devices for contactless measurement of semiconductor materials parameters at high and extreme high frequencies". In 1978 he defended his thesis on the topic of “Physical basis, development principles and prospects of non-destructive methods in the research of semi-conductors” and became a doctor of physical and mathematical sciences. From 1971-1996, he headed the laboratory "Measurement accuracy without errors and physical methods of control" of the Institute of Physics of the National Academy of Sciences of Azerbaijan. In 1989 he was elected a correspondent member, and in 2001 a full member of the National Academy of Sciences of Azerbaijan.

He is a professor at the Azerbaijan Technical University, chief researcher at the Institute of Physics of the National Academy of Sciences of Azerbaijan. He is rector of the National Aviation Academy of Azerbaijan since 1996, president of the Azerbaijan Engineering Academy, Chairman of the Council on Cosmic Affairs of Azerbaijan. He is also vice president of International Academy of Engineering.

Awards and prizes 
State prizes
 State Prize of Azerbaijan SSR – 1991
 Shohrat Order – February 14, 2004
 Honorary title of Honored Scientist of Azerbaijan – December 14, 2005
 Sharaf Order – February 12, 2009
 Istiglal Order – February 14, 2014

References

Azerbaijani physicists
Soviet Azerbaijani people
Academic staff of Azerbaijan Technical University
1934 births
Living people
AN/APG-84 RACR. AN/APG-84 Raytheon Advanced Combat Radar (RACR) is an AESA radar developed by Raytheon for F-16, F/A-18 and FA-50 fighter aircraft.

See also
List of radars
List of military electronics of the United States

References

External links
 Raytheon Advanced Combat Radar (RACR)

Aircraft radars
Raytheon Company products
Military radars of the United States
Military electronics of the United States
Hansa-Brandenburg GDW. The Hansa-Brandenburg GDW was a floatplane torpedo bomber built in Germany during World War I for the Imperial German Navy.

Design and development
Although similar to the Hansa-Brandenburg GW, it was larger and used Benz Bz.IV engines. Although a prototype was built in the second half of 1916, the German Navy lost interest in the slow-moving torpedo bomber idea, so the GDW did not enter production on order from German command.

Specifications (GDW)

References

Bibliography

GDW
1910s German bomber aircraft
Floatplanes
Biplanes
Twin piston-engined tractor aircraft
Aircraft first flown in 1916
Hansa-Brandenburg W.16. 

The Hansa-Brandenburg W.16 was a floatplane fighter built in Germany during World War I for the Imperial German Navy.

Design and development
The W.16 was a single-seat hydroplane fighter made from wood and fabric. The first prototype flew in February 1917, but the aircraft did not enter production due to the Imperial German Navy losing interest in the floatplane fighter concept.

Specifications (W.16)

References

Bibliography

W.16
1910s German fighter aircraft
Floatplanes
Biplanes
Rotary-engined aircraft
Aircraft first flown in 1917
Oleksandr Donets. Oleksandr Donets ( (Oleksandr Dmytrovych Donets), born 4 February 1966) is the current head of Antonov State Company, a large Ukrainian aircraft manufacturing and services company.

Biography 
Donets was born on 4 February 1966, in Kyiv, Soviet Ukraine. In 1988, Donets graduated from the Kyiv Institute of Civil Aviation Engineers with a degree in the technical operation of aircraft. He began his career in the Antonov Design Bureau as an operating engineer. He was promoted to chief engineer of the flight test and development base.

From June 2007 to October 2008, Donets headed the work of Aviant. By 2014, he was the general director of Ukraine Air Enterprise. From September 2015 to November 2016, he worked as assistant director of the State Enterprise for the Air Traffic Services of Ukraine, Ukraerorukh. Beginning in December 2016, he served as the vice president for production of the Antonov State Enterprise. On May 30, 2018, he was appointed head of the Antonov State Enterprise by the order of Ukroboronprom.

References

External links
 Ukroboronprom appoints Donets President of Antonov State Enterprise
 Boeing steps in to help the manufacturer of the world’s biggest plane

Engineers from Kyiv
Businesspeople from Kyiv
20th-century Ukrainian engineers
1966 births
Living people