omniomni/omni-engineering huggingface dataset:
Project POSTAR. Project POSTAR was the first space experiment created entirely by members of the Boy Scouts of America.
On September 12, 1992, Space Shuttle Endeavour mission STS-47 carried 10 Get Away Special (GAS) canisters. Amongst these GAS cansisters was G-102 sponsored by the Boy Scouts of America's Exploring Division in cooperation with the TRW Systems Integration Group, Fairfax, Virginia. The project was named Project POSTAR. (The name was a combination of the words "Post" and "Star").

Beginnings
What was to become Project POSTAR began in late 1978 when TRW purchased the "GAS Can" for $10,000. The Exploring Division of the Boy Scouts of America announced the opportunity for Explorer Posts and Sea Explorer (see: Sea Scouting) Ships to design experiments to fly on the Space Shuttle.

Approximately two-hundred Posts and Ships from around the United States expressed interest in developing an experiment, and thirty-eight submitted a first phase proposal.  A panel of scientists and engineers from NASA, TRW, and the Boy Scouts of America, headed by astronaut James A. Lovell, selected eighteen experiments for the second phase.  In 1982, the experiments were pared down to a final eleven.  NASA Explorer Post 1275 located at Goddard Space Flight Center, Greenbelt, Maryland integrated all the experiments into the GAS canister.

Tragedy and success
NASA grounded the Space Shuttle program after the explosion of Space Shuttle Challenger during the launch of mission STS-51-L on January 28, 1986. This action meant that Project POSTAR might not ever fly.  Due to the hard work of many, an albeit smaller Project POSTAR was launched on Space Shuttle Endeavour on September 12, 1992.

The final seven experiments and their sponsors were:
 Capillary Pumping developed by Explorer Post 9005 and sponsored by the McDonnell Douglas Corp., St. Louis, MO.
 Cosmic Ray developed by Sea Explorer Ship 101 and sponsored by the American Legion of Bridgeport, CT.
 Crystal Growth developed by Explorer Post 310 and Emulsions developed by Explorer Post 310, both sponsored by Chesebrough-Pond's Research Laboratory, Trumbull, CT.
 Fiber Optics developed by Explorer Post 475 sponsored by the Naval Avionics Center, Indianapolis, IN.
 Floppy Disk developed by Explorer Post 1022 sponsored by the Church of Jesus Christ of Latter-day Saints, Columbia, Maryland.
 Fluid Droplets developed by Explorer Posts 822 and 2268 sponsored by Martin Marietta, Littleton, CO and the Denver Museum of Natural History, Denver, CO.
 Command, Power and Mechanical Systems designed by Explorer Post 1275 sponsored by the Goddard Explorer Club of NASA Goddard Space Flight Center, Greenbelt, MD.

See also
 Get Away Special
 Boy Scouts of America

References

External links
 NASA mission summary 
 Explorer Post 1275, Goddard Space Flight Center

Boy Scouts of America
Space Shuttle program
LRM. LRM may refer to:

 Land Reform Museum, a museum in Taipei, Taiwan
 La Romana International Airport (IATA code), in the Dominican Republic
 Learning relationship management, a family of learning management software
 Left-to-right mark, a Unicode bidirectional formatting character
 LR&M Constructions, an Australian civil engineering and construction company
 IFLA Library Reference Model, a conceptual entity–relationship model
 Lance-roquettes multiple, a variant of the M270 Multiple Launch Rocket System formerly in service with the French Army
Coal Creek Station. Coal Creek Station is the largest power plant in the U.S. state of North Dakota.  Located near the Missouri River between Underwood, North Dakota, and Washburn, North Dakota, it burns lignite. Its two generators are each rated at 605 megawatts (Unit 1 went in service in 1979, Unit 2 came online in 1980), with a peak total production of nearly 1.2 gigawatts. Great River Energy had announced its intention to close the plant in 2022 if a new owner could not be found. On June 30, 2021, Great River Energy announced that they had reached an agreement to sell the plant to Rainbow Energy Center, LLC, who plans to continue to operate the plant. On May 2, 2022 the sale of Coal Creek Station and the high voltage direct current (HVDC) transmission system was completed.

The boiler building of Coal Creek Station is 89.91 meters high. The chimney of Coal Creek Station is 198.12 metres tall. Coal Creek Station is the third-largest producer of coal ash in the country, generating over four million pounds of surface waste stored onsite each year.

Waste heat utilization
Coal Creek Station was the testing site for Great River Energy's Lignite Enhancement System.  Their project, “DryFining,” created a new technology for coal-firing power plants that improves fuel quality, decreases volatile gas emissions, and reduces a plant’s operating expenses and maintenance costs.  The Great River Energy team also included fluid bed dryer engineer Heyl & Patterson Inc. of Pittsburgh, Pennsylvania, the  U.S. Department of Energy’s National Energy Technology Laboratory,  Lehigh University’s Energy Research Center, the Electric Power Research Institute and engineering construction contractor WorleyParsons.  The team was awarded with Power Engineering magazine’s 2010 Coal-Fired Project of the Year.

Some of the waste heat generated by the coal combustion is also utilized by the nearby Blue Flint Ethanol plant.

References

External links
Rainbow Energy
Great River Energy page
Lignite.com page

Energy infrastructure completed in 1979
Energy infrastructure completed in 1980
Coal-fired power stations in North Dakota
Buildings and structures in McLean County, North Dakota
Natural uranium. Natural uranium (NU or Unat) is uranium with the same isotopic ratio as found in nature. It contains 0.711% uranium-235, 99.284% uranium-238, and a trace of uranium-234 by weight (0.0055%). Approximately 2.2% of its radioactivity  comes from uranium-235, 48.6% from uranium-238, and 49.2% from uranium-234.

Natural uranium can be used to fuel both low- and high-power nuclear reactors. Historically, graphite-moderated reactors and  heavy water-moderated reactors have been fueled with natural uranium in the pure metal (U) or uranium dioxide (UO2) ceramic forms. However, experimental fuelings with uranium trioxide (UO3) and triuranium octaoxide (U3O8) have shown promise.

The 0.72% uranium-235 is not sufficient to produce a self-sustaining critical chain reaction in light water reactors or nuclear weapons; these applications must use enriched uranium. Nuclear weapons take a concentration of 90% uranium-235, and light water reactors require a concentration of roughly 3% uranium-235. Unenriched natural uranium is appropriate fuel for a heavy-water reactor, like a CANDU reactor.

On rare occasions, earlier in geologic history when uranium-235 was more abundant, uranium ore was found to have naturally engaged in fission, forming natural nuclear fission reactors. Uranium-235 decays at a faster rate (half-life of 700 million years) compared to uranium-238, which decays extremely slowly (half-life of 4.5 billion years). Therefore, a billion years ago, there was more than double the uranium-235 compared to now.

During the Manhattan Project, the name Tuballoy was used to refer to natural uranium in the refined condition; this term is still in occasional use. Uranium was also codenamed "X-Metal" during World War II. Similarly, enriched uranium was referred to as Oralloy (Oak Ridge alloy), and depleted uranium was referred to as Depletalloy (depleted alloy).

See also
List of uranium mines
Nuclear engineering
Nuclear fuel cycle
Nuclear physics
Nuclear chemistry

References
Design Parameters for a Natural Uranium Fueled Nuclear Reactor, C. M. Hopper et al., ORNL/TM-2002/240, November 2002.

External links
The evolution of CANDU fuel cycles

Uranium
Nuclear fuels
Nuclear materials
Horatio Allen. Horatio Allen (May 10, 1802 – December 31, 1889) was an American civil engineer and inventor, and President of Erie Railroad in the year 1843–1844.

Biography 
Born in Schenectady, New York, he graduated from Columbia University in 1823, and was appointed Assistant Engineer of the Delaware and Hudson Canal Company (precursor to the railroad). In 1827 he quit the Canal Company and went to England to study the emerging rail road technology, particularly locomotives. He was therefore asked to arrange for the construction of 3 locomotives for the Canal Company's projected railway (as per his June 25, 1880 letter to the editor of the New York Times). There he made the acquaintance of engineer George Stephenson. In 1829 he operated the first steam locomotive, one of the ones he ordered for the D&H, to run in America, the Stourbridge Lion, which ran successfully at Honesdale, Pennsylvania on August 8, 1829.
 
From 1829 to 1834 he was the chief engineer of the South Carolina Canal and Rail Road Company, at that time the longest railway in the world (about 136 miles/218 km). He was the inventor of the so-called "swiveling truck" for railway cars. He wrote The Railroad Era: First Five Years of its Development (1884).

In his other activities, from 1838 to 1842 he was principal assistant engineer of the Croton Aqueduct, the major water supply system for New York City; in 1842 he became connected with the Novelty Iron Works, a major builder of marine steam and other engines; at various times chief engineer and president of the Erie Railway; consulting engineer for the Panama Railway and the Brooklyn Bridge; and in 1872 and 1873 was president of the American Society of Civil Engineers. He died on December 31 1889 in New Jersey 

In 1924 the Delaware and Hudson Railway built its first experimental high-pressure locomotive, No. 1400 and named it "Horatio Allen".

Publications 
 
 M. N. Forney, Memoir of Horatio Allen (reprinted from the Railroad and Engineering Journal)

See also 
List of railroad executives

References

External links 
 The Lemelson Center for the Study of Invention & Innovation

American railroad pioneers
Columbia School of Engineering and Applied Science alumni
Delaware and Hudson Railway
Erie Railroad
American railroad mechanical engineers
Businesspeople from Schenectady, New York
19th-century American railroad executives
1802 births
1889 deaths
American civil engineers
19th-century American engineers
Engineers from New York (state)
Engineers from New Jersey
XMLVend. XMLVend is a South African developed, open interface standard, which facilitates the sale of  prepaid electricity credit between electricity utilities and clients. It is an application of web services to facilitate trade between various types of devices and a utility prepayment vending server.

This standard is already being introduced and used in prepaid water.

External links
 Eskom XMLVend implementation website
 Eskom Technical Documents
 Eskom Prepayment
 Johannesburg Water

Web services
Gerhard Waibel (engineer). Gerhard Waibel (born 3 October 1938) is a designer of gliders who worked for Alexander Schleicher GmbH & Co producing many famous designs.

Biography 

Waibel was born in Frankfurt. His father Karl Waibel had worked with Wolf Hirth in the 1920s. Gerhard began flying models in 1948. In 1951 he helped with building the SG38. He then studied at Akaflieg Darmstadt. In 1962 Gerhard's father arranged a practical course in a steel plant in Sheffield for him and Wolf Lemke. In the evenings they started designing the D-36 Circe. After much development back in Germany, Waibel flew the D-36 to victory in the Open Class of the German Championships in 1964.

Waibel joined Schleicher in 1964. His first design, the ASW 12, was based on the D36. He then designed almost all the racing gliders for Schleichers up to the ASW 28 which first flew in May 2000. The 'W' in a Schleicher designation shows that it was designed by Waibel. He retired in August 2003 after 39 years service.

References 

1938 births
Living people
Aircraft designers
German aerospace engineers
German glider pilots
Engineers from Frankfurt
Wolf Lemke. Wolf Lemke (August 11, 1938- December 1, 2018) was a designer of gliders who worked for Rolladen Schneider and after it was taken over in 2003, for DG Flugzeugbau GmbH.

Life 
He was one of the student members of the Akaflieg Darmstadt who designed the revolutionary D-36 "Circe" in the period 1962 to 1964. This team also included Heiko Fries, Klaus Holighaus and Gerhard Waibel.
While the members of the Akaflieg built the D-36 (V1), a common friend of the students – Walter Schneider – built a second D-36 (V2) in his shutters factory.  Walter Schneider almost killed himself in it when he took a winch launch with a disconnected elevator but he parachuted to safety. Soon after the success of the D-36 Walter Schneider asked Wolf Lemke to design and build gliders professionally in his shutters factory – which then became a glider manufacturer as well.

His most significant design was the LS 1 which he first flew in May 1967. It was built by Walter Schneider, at first under the name Segelflugzeugbau Schneider OHG, but later as Rolladen Schneider Flugzeugbau GmbH.

Two LS 1 prototypes flew in the German Championships in 1968: Helmut Reichmann and Walter Schneider placed first and second out of 44 competitors in the Standard Class.
All gliders designed by Wolf Lemke to date have the designation LS (Lemke and Schneider), including the LS-11 built by the Akaflieg Köln.

References

1938 births
2018 deaths
German aerospace engineers
German aviators
Engineers from Frankfurt
RRS Charles Darwin. RRS Charles Darwin was a Royal Research Ship belonging to the British Natural Environment Research Council. Since 2006, she has been the geophysical survey vessel, RV Ocean Researcher,

History
RRS Charles Darwin was built in 1985 by Appledore Shipbuilders in Devon. Named after the eminent English naturalist, she was used primarily for research in oceanography, geology, and geophysics. After 21 years of service, Charles Darwin was retired in June 2006, and replaced by the .

Purchased by Gardline Marine Sciences Limited of Great Yarmouth, she was renamed RV Ocean Researcher, and now conducts geophysical surveys.

Science cruises
RRS Charles Darwin carried out 180 research cruises, worldwide, in her 21 years as a Natural Environment Research Council ship. The first cruise, in 1985, in the Northeast Atlantic, was led by Professor John Gould. Researchers from the National Oceanography Centre, Southampton, studying climate change, have used RRS Charles Darwin to investigate the slowing of the Gulf Stream. Her final cruise was a geophysical survey for the British Geological Survey.

Gallery

See also 
  - United States equivalent 
  - Predecessor to the Neil Armstrong

Footnotes

Natural Environment Research Council
Research vessels of the United Kingdom
Oceanographic instrumentation
1984 ships
Ships built in Devon
Charles Darwin
Schempp-Hirth Standard Cirrus. The Standard Cirrus is a Standard-class glider built in Germany by Schempp-Hirth. The Standard Cirrus was produced between 1969 and 1985, when it was replaced by the Discus. Over 800 examples were built, making it one of the most successful early fibreglass glider designs.

Development
The Standard Cirrus was designed by Dipl. Ing. Klaus Holighaus and flew for the first time in February 1969. It is a Standard Class glider with a 15-metre span, and laminar-flow airfoil section designed by Professor Franz Wortmann. The all-moving tailplane, a feature of many designs of that period due to its theoretically higher efficiency, caused less than desirable high-speed stability characteristics, and so modifications were made to the early design. 
The aircraft built before 1972 have a washout of -0.75 degrees. The washout was then increased to -1.5 degrees which improved low-speed performance and response at slow speed.

Improvements were made with the Standard Cirrus 75. These included better air-brakes with an increased frontal area and a safer tailplane attachment system. By April 1977, when production by Schempp-Hirth ended, a total of 700 Standard Cirruses had been built, including 200 built under licence by Grob between 1972 and July 1975. A French firm, Lanaverre Industrie, had also built 38 Standard Cirruses under licence by 1979. VTC of Yugoslavia also licence-built Standard Cirruses, reaching approximately 100 by 1985.

Variants
Baby Cirrus
The Baby Cirrus is similar to a Standard Cirrus 75. The only thing different about them is the fact it had its wing on top of the fuselage mounted on a fiberglass beam of some sort. Only one was made. It was primarily used to try and improve the design of the Standard Cirrus. The original registration was D-3111. It was later converted to a Standard Cirrus 75 and was given a new registration. It is still flying to the day of this edit and is owned by a club in Germany.

Cirrus B
The Cirrus B is based on the Standard Cirrus 75 but with interchangeable wingtips giving a span of either 15m or 16m.

Cirrus K
The two Cirrus K have a reduced span (12.6m), larger ailerons, a cross tail with larger elevator, and a strengthened fuselage which make them suitable for aerobatics. This modification was initiated by Wilhelm Düerkop in the late 1980s. Wolfgang Seitz took part in the 1995 World Glider Aerobatic Championships with a Cirrus K.

G/81
The last Cirrus model was the G/81 built by VTC until 1985. This incorporated a longer fuselage and canopy, and a conventional tailplane and elevator with the wings of the Cirrus 75.

Specifications

See also

References

Citations

Bibliography
 Schempp-Hirth Website
 Coates A., Janes World Sailplanes and Motor Gliders, Janes,1980, , pg. 85
 Simons M, Segelflugzeuge 1965–2000, Eqip, 2004
 Sailplane Directory
 American narrative of World Championships (see 1968).

1960s German sailplanes
Standard Cirrus
T-tail aircraft
Aircraft first flown in 1969
Schempp-Hirth Cirrus. The Schempp-Hirth Cirrus is an Open Class glider built by Schempp-Hirth between 1967 and 1971 and by VTC until 1977. It was replaced by the Nimbus 2.

Development
The Cirrus was designed by Dipl.-Ing. Klaus Holighaus and was the first glass-fibre glider to be built by Schempp-Hirth. The prototype flew in 1967 with a V-tail like the Austria. It won the German Open Class in 1967.

By 1971, 107 Cirrus had been built in Germany. Production was transferred to Vazduhoplovno Tehnicki Centar (VTC) at Vršac in Yugoslavia where an additional 63 were built.

Haro Wodl won the 1968 World Gliding Championships in the open class, flying a Cirrus.

Design
Although Holighaus had designed and built the ground-breaking D-36 together with Gerhard Waibel, Wolf Lemke and Walter Schneider, he followed a completely different design philosophy for the Cirrus, preferring a thicker airfoil and the use of PVC foam instead of balsa as a core material.

The resultant Cirrus has mid-set cantilever wings with a span of 17.74 metres, and a conventional low-set cruciform tailplane. It can carry water-ballast in the wings. There are no flaps. For glidepath control, there are effective top-and-bottom air brakes and a substantial drag chute built into the bottom of the rudder. The undercarriage is retractable.

Aerodynamics

Holighaus chose a rather thick flapless Wortmann airfoil (FX 66-196/161) which had low drag (for the time) and very gentle stall characteristics. The span and profile are optimised for the weaker gliding weather of central Europe. The result is excellent thermalling characteristics and a high glide ratio (for 1967).

Construction
All-fiberglass glider, with foam core sandwiches for the wing skins and fuselage bulkheads. Internal tubular-steel frame interconnects the wings, cockpit and landing gear, carrying the flight and landing stresses. This steel frame is bolted to the fiberglass shell.

The Cirrus was built in female moulds, an innovation that became the standard method for all manufacturers.

Variants
The first prototype had an all-flying V-tail.
The original Cirrus has a span of 17,74m. Sometimes it is called Open Cirrus.
Cirrus VTC were produced in Yugoslavia under license by the Vazduhoplovno Tehnicki Centar in Vršac.

Developments
Standard Cirrus, Standard Cirrus VTC and Standard Cirrus 75 have a wingspan of 15m and a T-tail.

Specifications

See also

References

 Selinger P, Segelflugzeuge vom Wolf aum Discus, Motorbuch Verlag Stuttgart, 1989
 Ryan J, Cirrus Test Pilot Report, Soaring, July 1967
 Foley W, The Schempp-Hirth Cirrus, Soaring, July 1967
 Simons M, Sailplanes 1965–2000, Equip, 2000

External links

Schempp-Hirth website

Cirrus
1960s German sailplanes
Aircraft first flown in 1967
Shoulder-wing aircraft
Millennium Bridge (Podgorica). The Millennium Bridge () is a cable-stayed bridge that spans the Morača river in Podgorica, Montenegro.

History
The bridge was designed by Marjan Pipenbaher from the Slovenian company Ponting Bridges and Mladen Ulićević, a professor at Faculty of Civil Engineering in Podgorica. It was built by the Slovenian company Primorje, and opened on 13 July 2005, Montenegro's National Day. It quickly became one of the city's most prominent landmarks.

The bridge is 173 metres long, and the pylon soars 57 m above the roadbed. Twelve cables support the roadway deck, while twenty-four more are attached to the counterweights, creating an imposing image.

The construction of the bridge began in 2005, and the building cost was approximately 7 million euros. The roadway carries two lanes of traffic and a pedestrian walkway in each direction. The bridge connects the Boulevard of Ivan Crnojević in the city centre and July 13 street in the new part of city, thus relieving the other congested bridges connecting the city center with the densely populated districts over the Morača river.

References

 

Bridges in Podgorica
Tourist attractions in Podgorica
Cable-stayed bridges
Bridges completed in 2005
Output compare. Output compare is the ability to trigger an output based on a timestamp in memory, without interrupting the execution of code by a processor or microcontroller. This is a functionality provided by many embedded systems.

The corresponding ability to record a timestamp in memory when an input occurs is called input capture. 

Embedded systems

 Microchip Documentation on Output Compare: DS39706A-page 16-1 - Section 16. Output Compare http://ww1.microchip.com/downloads/en/DeviceDoc/39706a.pdf
Generic Array Logic. The Generic Array Logic (also known as GAL and sometimes as gate array logic) device was an innovation of the PAL and was invented by Lattice Semiconductor.  The GAL was an improvement on the PAL because one device type was able to take the place of many PAL device types or could even have functionality not covered by the original range of PAL devices.  Its primary benefit, however, was that it was erasable and re-programmable, making prototyping and design changes easier for engineers.

A similar device called a PEEL (programmable electrically erasable logic) was introduced by the International CMOS Technology (ICT) corporation.

See also
 Programmable logic device (PLD)
 Complex programmable logic device (CPLD)
 Erasable programmable logic device (EPLD)
 GAL22V10

References

Further reading
 PEEL Software and Applications Handbook; International CMOS Technology (ICT); 138 pages; 1989. (archive)

Electronic design automation
Gate arrays