omniomni/omni-engineering huggingface dataset:
Royal Aircraft Factory R.E.5. The Royal Aircraft Factory R.E.5 was a British two-seat reconnaissance and artillery observation biplane designed and built by the Royal Aircraft Factory for the Royal Flying Corps.

Development
The R.E.5 was designed as a reconnaissance biplane using the experience of earlier R.E. series aircraft. It was a two-bay equal-span biplane with a fixed tailskid landing gear, with the wheels supported on skids and powered by a nose-mounted 120 hp (89 kW) Austro-Daimler engine driving a four-bladed propeller.  The aircraft had two open cockpits with the observer/gunner in the forward cockpit under the upper wing and the pilot aft. The larger more capable Royal Aircraft Factory R.E.7 was a further development of the design. Some modified single-seat high altitude aircraft were built with extended-span (57 ft 2⅓ in or 17.43 m) upper wings supported by a pair of outward-leaning struts. Other R.E.5s were used for experimentation with airbrakes and for test flying the Royal Aircraft Factory 4 engine.

Twenty four R.E.5s were built at the Royal Aircraft Factory for the RFC, paid for by money given to the British Army to compensate for the transfer of the army's airships to the Royal Navy.

Operational history
Six R.E.5s deployed to France in September 1914, partly equipping No. 2 Squadron RFC, with further examples being by other squadrons, with no unit being completely equipped with the R.E.5.  In total, eleven R.E.5s were sent to France, with a further nine being used by training units.

The R.E.5s were used for reconnaissance and bombing missions over France, although at first they were not fitted with bomb-sights or bomb racks, bombs being carried in the observer's cockpit and dropped by hand when the aircraft was over the target.

Captain John Aidan Liddell was awarded the Victoria Cross for an action on 31 July 1915, being badly wounded when flying an R.E.5 but successfully recovering the aircraft and saving his observer.  The R.E.5 was gradually phased out from front-line service during that year, only two remaining at the front on 25 September 1915.

 
One of the aircraft with extended upper wings set a new world altitude record of 18,900 ft (5,760 m) on 14 May 1914, piloted by Norman Spratt.

Operator

Royal Flying Corps
No. 2 Squadron RFC
No. 6 Squadron RFC
No. 7 Squadron RFC
No. 12 Squadron RFC
No. 16 Squadron RFC
No. 19 Squadron RFC
Royal Naval Air Service

Specifications

See also

References

Notes

Bibliography

Further reading

External links

1910s British bomber aircraft
RE05
Aircraft first flown in 1914
Focke-Wulf Fw 43 Falke. The Focke-Wulf A 43 Falke (Falcon) was a light utility aircraft developed in Germany in 1932. The last project undertaken by the company under the technical direction of Henrich Focke, was a high-wing strut-braced monoplane of conventional design, with a fixed tailwheel undercarriage. The pilot and two passengers sat in a fully enclosed cabin. Only a single example was built. In 1932, it was the fastest airliner in Europe

Specifications

References

 
 
 

1930s German civil utility aircraft
Fw 043
Single-engined tractor aircraft
High-wing aircraft
Aircraft first flown in 1932
Focke-Wulf Fw 47 Höhengeier. The Focke-Wulf Fw 47 Höhengeier (German: "Vulture"), known internally to Focke-Wulf as the A 47, was a meteorological aircraft developed in Germany in 1931. It was a parasol-wing monoplane of largely conventional design, unusual only in the expansiveness of its wing area. Tested first by the Reichsverband der Deutschen Luftfahrtindustrie, and then the weather station at Hamburg, the type was ordered into production to equip ten major weather stations around Germany.

Variants
 A 47a - prototype with Argus As 10 engine
 Fw 47C - production version with Argus As 10C engine
 Fw 47D - production version with Argus As 10D engine
 Fw 47E - production version with Argus As 10E engine

Specifications (Fw 47C)

References
 
 
 

1930s German civil utility aircraft
Fw 047
Single-engined tractor aircraft
Parasol-wing aircraft
Meteorological instrumentation and equipment
Aircraft first flown in 1931
SAIMAN 200. The SAIMAN 200 was a 1930s Italian two-seat primary trainer designed and built by the Società Industrie Meccaniche Aeronautiche Navali (SAIMAN).

Development
Designed as a basic trainer to meet a requirement for a replacement for the Caproni Ca.100, in competition with the Caproni Ca.164, the first SAIMAN 200 prototype first flew at the end of 1938. It was a wooden conventional biplane with wide track tailwheel landing gear, powered by a nose-mounted 185 hp (138 kW) Alfa-Romeo 115 engine. Two prototypes with 120 hp (74 kW) Alfa-Romeo 110 engines were also built, designated the SAIMAN 205. Two aircraft were sold to the Italian airline Ala Littoria which were followed by three production batches for the Regia Aeronautica. Caproni-Vizzola built 115 aircraft and SAIMAN built 25. Early accidents in use resulted in structural strengthening and modification to the production aircraft.

Operational history
The SAIMAN 200 was used by Regia Aeronautica primary training schools and some were also used for liaison duties. After the 1943 armistice the surviving aircraft were also used by the Italian Co-Belligerent Air Force, the Germans and the Allies.

Variants
SAIMAN 200
Production aircraft with an Alfa Romeo 115 engine, 128 built.
SAIMAN 205
Powered by an Alfa Romeo 110 engine, only two prototypes.

Operators

Air Force of the Independent State of Croatia

Luftwaffe

Ala Littoria
Regia Aeronautica
Italian Co-Belligerent Air Force

Italian Air Force

Specifications

See also

References

 
 

1930s Italian military trainer aircraft
Biplanes
Single-engined tractor aircraft
Aircraft first flown in 1938
SAIMAN 202. The SAIMAN 202 was a 1930s Italian two-seat cabin monoplane designed and built by the Società Industrie Meccaniche Aeronautiche Navali (SAIMAN).

Development
Designed in response to an Italian Air Ministry requirement for a two-seat cabin monoplane, the SAIMAN 202 prototype (registered I-BOTT) first flew in early 1938.
The 202 was a low-wing cantilever monoplane with a fixed tailwheel landing gear. It had a nose-mounted 120 hp (74 kW) de Havilland Gipsy Major engine. An enclosed cockpit had side-by-side seating for two. The first production aircraft were for civilian use with Italian training organisations and designated SAIMAN 202bis. The 202bis had only minor cabin changes but the next variant (the 202/I) was a major re-design with an improved fuselage re-positioned tailplane. To compete in a 1939 touring aircraft rally two special aircraft were developed; a 202 RL with an Alfa Romeo 110 engine  which were now standard for the civilian production aircraft, and the 204 R which was a four-seater with lengthened cabin and longer nose and powered by an Alfa Romeo 115 engine.

Operational history
To meet an urgent operational requirement for military trainers, the Regia Aeronautica ordered a simplified version of the 202 RL as the 202/M in October 1939. CNA built 85, SACA built 65 and SAIMAN built 215 aircraft for the Regia Aeronautica flying schools. Aircraft were also used for liaison duties and Italian Air Attaches. A number of aircraft were captured.

Variants
SAIMAN 202
Prototype with 120hp (74kW) de Havilland Gipsy Major engine.
SAIMAN 202bis
Civil production aircraft
SAIMAN 202/I
Improved version
SAIMAN 202 RL
One special variant for rally use.
SAIMAN 202/M
Military production aircraft, 365 built.
SAIMAN 204 R
One four-seat variant for rally use.

Operators

Air Force of the Independent State of Croatia

Regia Aeronautica
Italian Co-Belligerent Air Force

Italian Air Force  operated some SAIMAN 202 until 1951

Specifications

See also

References

 

1930s Italian civil utility aircraft
1930s Italian military trainer aircraft
Low-wing aircraft
Single-engined tractor aircraft
Aircraft first flown in 1938
SCAN 20. The SCAN 20 was a 1940s French flying-boat training monoplane designed and built by Société de Constructions Aéro-Navales de Port-Neuf (SCAN). The prototype was built in secret in 1941. It was hidden until the liberation of France and first flown in 1945.

Design and development
The SCAN 20 was designed to meet a French Air Ministry requirement for a small flying-boat trainer. The SCAN 20 was a high-wing cantilever monoplane flying-boat with strut-mounted floats under each wing. It had twin fin with rudders on a raised tailplane and an enclosed cockpit with side-by-side seating for two. Built in secret during 1941 it was not flown until after the liberation of France in October 1945. The prototype had a single  Béarn 6D inline engine strut-mounted above the wing. An order for 30 aircraft with a more powerful engine was placed for the French Navy but only 23 were delivered.

Operators

French Navy

Specifications

See also

References

 
 
 

1940s French military trainer aircraft
Flying boats
SCAN aircraft
Single-engined pusher aircraft
High-wing aircraft
Aircraft first flown in 1945
Focke-Wulf S 2. The Focke-Wulf S 2 was a trainer aircraft built in Germany in the late 1920s. It was a conventional parasol-wing monoplane with fixed tailskid undercarriage. The pilot and instructor sat side by side in an open cockpit. Only a single example was built.

Specifications (S 2)

References

Further reading

External links

 German aircraft between 1919 and 1945 

S 02
1920s German civil trainer aircraft
Single-engined tractor aircraft
Parasol-wing aircraft
Aircraft first flown in 1928
Focke-Wulf S 24 Kiebitz. The Focke-Wulf S 24 Kiebitz (German: "Lapwing") was a sport aircraft built in Germany in the later 1920s. It was a single-bay biplane of conventional design with equal-span, unstaggered wings, braced with N-type interplane struts. The pilot and a single passenger sat in tandem open cockpits, and it was fitted with a fixed tailskid undercarriage. The wings could be folded for transportation or storage, and the aircraft was designed to be towed by a car.

In 1929, the S 24 set a world distance record in its class of  and in 1931 was used by Gerd Achgelis to win the German aerobatic championship.

Specifications (S 24)

References

Further reading
 
 

1920s German sport aircraft
S 24
Single-engined tractor aircraft
Biplanes
Aerobatic aircraft
Aircraft first flown in 1928
Bombardier Itino. Bombardier Itino is a diesel multiple unit manufactured by Bombardier Transportation, originally developed by Adtranz. It has two or three cars and is capable of . A total of 57 units were manufactured at the former LEW Hennigsdorf factory between 2002 and 2010. It is in service in Germany and Sweden.

Railways

Germany
In Germany it has been designated as DB Class 613 and is operated on Odenwaldbahn and Erfurter Bahn. Twenty-seven units are currently operated by the two railways.

Sweden
In Sweden the unit has the designation Y31 and Y32, the latter for the three-car formation. 30 units have been delivered and are currently operated by , Kalmar Länstrafik, Norrtåg, Värmlandstrafik and Västtrafik. The Itino replaced the Y1 railcars.

Technology

The trains have two MAN diesel engines. The engines are based on truck engines, but larger (each /cylinder volume), also used for boats and electrical generators. They have hydraulic transmission. Units built between 2008 and 2010 feature two engines from Iveco (also based on truck engines) and they fulfill the latest environmental requirements for trucks. They also have mechanical automatic gearboxes from ZF Friedrichshafen meant for trucks.

The distinctive angled window pillar bodyshell construction was previously introduced by ABB/ADtranz on the Regioshuttle.

Brake problems
The multiple unit got a bad start in Sweden, when it was shown that the brakes could not cope with snow. This has led to the model being suspended during the winter for oversight, which mostly affected  (and SJ AB which at the time was taking them into service) with its traffic on Västerdalsbanan (passenger traffic ceased in 2011) where the two first units were used. It has also from time to time affected other operators in Sweden, such as Norrtåg in the winter of 2011–12. There has been a lot of other quality problems with these trains. For this reason, the Swedish Y31 and Y32 trains will likely be replaced by new CAF Civity Nordic bi-mode trains between 2024 and 2027.

Gallery

References 

Bombardier Transportation multiple units
X31
Diesel multiple units of Germany
SJ O. O is a series of electric locomotives used by Swedish State Railways () for hauling heavy iron ore trains on the Iron Ore Line in Sweden. The type Oa locomotives were built by Siemens and type Ob were built by ASEA.

History
The O series was built for the first electrified railway in Sweden, Malmbanan. ASEA started testing out technology with a test unit in 1908, and by 1914 the first Oa locomotive was delivered, along with the passenger hauling Pa. At first it was the northern part of Malmbanan, from Kiruna to Narvik that was electrified. The steam locomotives had been hauling 28 wagons at 10 km/h, but the new agreement signed in 1913 with LKAB meant that SJ had to haul 40 wagons at 30 km/h to transport enough ore. The solution lay in a joint production between Siemens of Germany and ASEA. The Siemens locomotives were designated Oa while the ASEA locomotives were designated Ob. The trains had 1200 kW motors.

These stayed in service on the northern section until 1923 when the southern section to Luleå also was electrified, at which time they were moved to the southern section. A new series of Oe and Of locomotives were delivered. In the 1950s when larger trains were put into service, some of the Ofs were rebuilt to triple units, designated Of3. They were also supplemented with the new Dm-series that eventually replaced them.

References

External links
 Svenska-lok.se SJ series Oa 
 Historisk.nu on Malmbanan 

ASEA locomotives
Siemens locomotives
O
15 kV AC locomotives
Railway locomotives introduced in 1914
Standard gauge locomotives of Sweden
(1′C)+(C1′) locomotives
Star Crusader. Star Crusader is a space combat simulation released in 1994 by Take-Two Interactive. In 1995, a CD-ROM "Talkie" version was released.

Story
The player assumes the role of Roman Alexandria, a crack pilot for the Gorene Empire in their conquest to assume control of the Ascalon Rift. The five races native to the Rift, previously enemies, join forces to resist the Gorene expansion and as Roman Alexandria, you are confronted with an ethical dilemma in deciding which side to fight for.

Gameplay
As wing leader, the player assigns pilots to primary and secondary missions. Secondary missions consist of gathering equipment, conquering/protecting territory, or rescuing pilots. Additionally, pilots can be assigned to flight school to receive new recruits. Wingmen have their own skill sets indicating how good they are at flying, shooting, and following orders. The player gives orders to wingmen to attack, disable a target, or escape from battle.

Missions consist of destroying particular objectives, capturing ships, or performing reconnaissance. A special stealth ship is used for said recon missions. Fighters come in two varieties: quick and maneuverable attack fighters and slow, but heavily armed strike fighters. During combat, pilots fight against these two types of fighters as well as capital ships and bases. All craft are armed with laser cannons, but each race developed its own special secondary weapons such as plasma torpedoes and vector cannons on Tancred fighters.

Reception
Reviewing the original DOS version, a critic for Next Generation remarked that Star Crusader is lacking in originality, but praised it for having gameplay with all the depth of Wing Commander III: Heart of the Tiger and considerably less "fluff", thus making the game accessible to the many players who either do not have PCs powerful enough to run Wing Commander III or simply have no interest in that game's cinematic elements.

References

External links
Official website (archived)

1994 video games
Amiga CD32 games
Amiga games
DOS games
GameTek games
Single-player video games
Space combat simulators
Take-Two Interactive games
Accelerated Reduction/Elimination of Toxics. The Accelerated Reduction/Elimination of Toxics (ARET) program was a Canadian program established in the early 1990s with the goal of using voluntary measures to reduce or eliminate harmful substances.

Formation
The program was started by the New Directions Group (NDG), a group of senior industry representatives and Environmental Non-Government Organizations (ENGOs). After Environment Canada formally supported the initiative in 1991, the ARET Stakeholder committee was formed to participate in the program. The committee consisted of representatives from industry, provincial and federal governments, health and environmental groups, and labour organizations.  

The committee first evaluated a list of over 2,000 chemicals, scoring them on the basis of toxicity, persistence, and bioaccumulation capability. By 1994, the evaluation was complete and a resulting list of 117 toxic substances were slated by the committee for voluntary elimination or reduction by the year 2000.

Goals

Short-term goals
 Reduce persistent, bioaccumulative and toxic substance emissions by 90 percent
 Reduce all other toxic substance emissions by 50 percent

Long-term goals
 Virtual elimination of releases of 30 persistent, bioaccumulative and toxic substances
 Reduction of another 87 toxic substances to levels insufficient to cause harm

Results
The success of the ARET program is disputed. While Environment Canada states that over 70,000 tonnes of toxic substances were prevented from release because of the success of the program, the multi-stakeholder nature of the committee lead to disagreements over which substances would be given priority. Environmental and labour groups withdrew from the committee over the emphasis placed on reductions, rather than eliminations, of these substances by industry representatives. Nils Axel Braathen also claims that knowing to what extent the reductions were actual improvements from the "business-as-usual" reduction scenario is very difficult, meaning that the net environmental benefits were questionable.

See also
Environment Canada

References
 Environment Canada’s ARET Program Summary
 ARET Case Study in Braathen's Voluntary Approaches for Environmental Policy (pp. 28–30)
 "The Day the NGOs Walked Out" - Discusses controversy of ARET

Environment and Climate Change Canada
Element management system. An element management system (EMS) consists of systems and applications for managing network elements (NE) on the network element-management layer (NEL) of the Telecommunications Management Network (TMN) model.

As recommended by ITU-T, the element management system's key functionality is divided into five key areas - fault, configuration, accounting, performance and security (FCAPS). Portions of each of the FCAPS functionality fit into the TMN models. Northbound, the EMS interfaces to network management systems and or service management systems depending on the deployment scenario. Southbound, the EMS talks to the devices.

An element management system manages one or more of a specific type of telecommunications network element. Typically, the EMS manages the functions and capabilities within each NE but does not manage the traffic between different NEs in the network. To support management of the traffic between itself and other NEs, the EMS communicates upward to higher-level network management systems (NMS) as described in the telecommunications management network layered model. The EMS provides the foundation to implement TMN–layered operations support system (OSS) architectures that enable service providers to meet customer needs for rapid deployment of new services, as well as meeting stringent quality of service (QoS) requirements. The TeleManagement Forum common object request broker architecture (CORBA) EMS–to–NMS interface heralds a new era in OSS interoperability by making the TMN architecture a practical reality.

Examples of elements which can be managed through the EMS interfaces
 Cable telephony 
 media gateway
 Soft switch
 Video compression technology provider
 Wireless broadband provider
 Smart electricity meters

NMSs provides an integrated system for sharing device information across management applications, automation of device management tasks, visibility into the health and capability of the network, and identification and localization of network trouble. By using common centralized systems and network-inventory knowledge, an NMS delivers a unique platform of cross-functional management capabilities that reduces network administration overhead.

An EMS is a carrier class management solution. It is capable of scaling as the network grows, maintaining high performance levels as the number of network events increase, and providing simplified integration with third-party systems. It meets the service provider's expectations for integrated operational support systems.

See also
 Network engineering

References

Network management
ITU-T recommendations

.
Class 26. Class 26 may refer to:

 British Rail Class 26, diesel-electric locomotive
 Variant of the Caledonian Railway 782 Class steam locomotive with condensing equipment
 GER Class T26, British 2-4-0 steam tender locomotive
 KTM Class 26, Malaysian diesel-electric freight locomotive
 L&YR Class 26, British 2-6-2T steam locomotive
 SAR Class 26, South African 4-8-4 steam locomotive designed by David Wardale
 New South Wales Z26 class locomotive, Australian 2-6-2T steam locomotive
 SNCB Class 26, Belgian electric locomotive

See also
 Type 26 (disambiguation)
Class 27. Class 27 may refer to:

 Belgian Railways Class 27, electric locomotive
 British Rail Class 27, diesel locomotive
 EAR 27 class, steam locomotive
 GER Class D27, steam locomotive
 L&YR Class 27, steam locomotive
 PKP class OKl27, steam locomotive
 Rio Grande class K-27, steam locomotive
 SNCB Class 27, electric locomotive
 U-27-class submarine (disambiguation)

See also
 Type 27 (disambiguation)
Renewable Electricity and the Grid. Renewable Electricity and the Grid: The Challenge of Variability is a 2007 book edited by Godfrey Boyle which examines the significance of the issue of variability of renewable energy supplies in the electricity grid.

Themes
The energy available from sun, wind, waves, and tides varies in ways which may not match variations in consumer energy demand. Assimilating these fluctuations can affect the operation and economics of electricity networks and markets. There are many myths and misunderstandings surrounding this topic. Renewable Electricity and the Grid presents technical and operational solutions to the problem of reconciling the differing patterns of power supply and demand.

Authors
Chapters of Renewable Electricity and the Grid are authored by leading experts, who explain and quantify the impacts of  renewable energy variability.  Godfrey Boyle (editor) was Director of the Energy and Environment Research Unit at the UK Open University and wrote the textbooks Energy Systems and Sustainability (2003) and Renewable Energy: Power for a Sustainable Future (2004). He was a Fellow of the Institution of Engineering and Technology and a Trustee of the National Energy Foundation.

Other authors include:
Dr Bob Everett, open University,
Dr Mark Barret, Open University,
Dr Fred Starr, EU Energy Center at Petten
Dave Andrews, Wessex Water, Energy Manager
Brian Hurley - Airtricity

See also 

 List of books about energy issues
 100% renewable energy
 Greenhouse Solutions with Sustainable Energy
 Concentrated solar power
 Control of the National Grid
 Demand response
 Distributed generation
 Energy security and renewable technology
 Energy use and conservation in the United Kingdom
 Hybrid renewable energy system
 Load management
 National Grid Reserve Service
 Relative cost of electricity generated by different sources
 Renewable energy
 Solar energy
 Wind power

References

Energy policy
2007 non-fiction books
2007 in the environment
Electric power distribution
Renewable energy commercialization
Books about energy issues