omniomni/omni-engineering huggingface dataset:
Yoichiro Kawaguchi. is a Japanese computer graphics artist and professor emeritus at the University of Tokyo.

Career 
Kawaguchi rose to international prominence in 1982 when he presented "Growth Model" in the international conference SIGGRAPH.

In 2013, Kawaguchi designed Cosmo, a robot that performs keyboards with a laser. Cosmo was designed to be one of the members of Squarepusher's virtual band Z-Machines, which was created to promote the alcoholic beverage ZIMA. They performed their debut piece on 24 June 2013 in Tokyo, Japan.

On March 31, 2018, he retired from his post as a professor at the University of Tokyo and received the title of professor emeritus. In the same year he was appointed president of the Digital Content Association of Japan.

Honours 
Medal with Purple Ribbon (2013)
Person of Cultural Merit (2023)

References 

http://www.bbc.co.uk/news/entertainment-arts-23028961

External links 

Japanese artists
1952 births
Living people
Academic staff of the University of Tokyo
Japanese digital artists
Persons of Cultural Merit
Recipients of the Medal with Purple Ribbon
Mil Mi-36. The Mil Mi-36 was a Soviet light multipurpose helicopter first projected in the early 1980s. Its projected roles were to assist in fire support and communications, cargo transportation, SAR and medevac, and aerial surveillance. It was also planned to use twin TV-O-100 turboshaft engines, a two-bladed main rotor and a four-bladed tail rotor.

Design and development

At the start of the 1980s the development of the TV-O-100 turbine gave Soviet designers their first lightweight powerplant which was suitable for smaller high-performance helicopters. This allowed the development of a new class of lightweight combat helicopters to augment the larger and more powerful transport, assault and anti-tank platforms.

Roles envisaged for such a helicopter included attack, close-range infantry support, troop transport with four soldiers, medivac with four stretchers, SAR/CSAR, liaison, light cargo, reconnaissance, artillery fire correction, as well as the potential capacity to eventually act as a scout, spotter, and provide target identification/approval for new dedicated attack helicopters (the projected Mil Mi-28 and Kamov Ka-50). Specifications also included day, night and all-weather capabilities.

Experience with the Mil Mi-24 in Afghanistan showed the vulnerability of helicopters to ambushes from infantry, RPG and MANPAD fire, as well as the need to counter this threat through vigilance and by immediately returning suppressive fire (even if the attack came from behind). As a result, the new scout helicopter would have been designed from the start to have a 360 degree retaliatory capability in the form of two gun turrets. These were to be of 7.62 mm calibre and it is likely that the gun used would have been the new GShG-7.62 machine gun which had been developed primarily as a defensive gun for helicopters (mounted as part of the organic armament of the Kamov Ka-29TB assault transport).

In addition, stub wings could be attached, giving the capability to carry bombs, gunpods, rockets and up to eight anti-tank missiles (this would have likely been 9K114 Shturm missiles in either the new four round launcher being developed for the Mil Mi-8 or possibly on special stub wings each with a pair of twin launchers).

A civil version was also planned which would have carried ten people or one ton of cargo and had secondary patrol and rescue capabilities.

The original specification called for a 2500 kg takeoff weight, but attempts to meet the required mixture of weapons, transport and survivability meant that the weight quickly climbed to 3400 kg. Meanwhile, Kamov had designed a more specialised platform in the 2200 kg range in the form of the Kamov V-60 which was favoured but not produced either. Much of the design philosophy was retained and subsequently grew into the Mil Mi-40 which was proposed within a year of work ceasing on the Mi-36.

See also

References

 VR Mikheev, "MVZ Mil - 50 years"

1980s Soviet military utility aircraft
Mil aircraft
1980s Soviet helicopters
Abandoned military aircraft projects of the Soviet Union
Twin-turbine helicopters
Single-rotor helicopters
Mil Mi-42. 

The Mil Mi-42 was a projected assault/transport helicopter featuring the NOTAR concept, fit to replace the Mi-40 program. The Mi-40 did not attract that many customers. Because of this and other reasons, the Mi-42 program (originally part of the Mi-40 program) was launched in 1985. The entire Mi-40 program, including the Mi-42 program, was cancelled after the collapse of the Soviet Union.

Design and development
Starting in 1985 a further development along the lines of the Mil Mi-40 was sought which would provide higher performance in the "Aerial Infantry Fighting Vehicle" category.

Primary roles included landing troops, providing rapid redeployment, escort, close air support and tactical strikes. Its secondary roles would include transport of equipment, medivac, SAR/CSAR, reconnaissance and communications. Requirements specified day, night and all weather capability as well as diverse operating conditions. In addition the craft was to run on standard diesel fuel, be easy to maintain and simple to pilot.

A vectoring NOTAR system would replace the tail rotor. It was hoped that this would be more durable and increase safety of people working in the vicinity of the tail. Finally, it was planned that, as the aircraft picked up speed and aerodynamic forces began to have a stabilising effect, the vectoring system would angle the NOTAR nozzle so that it faced straight backward – hopefully allowing the Mi-42 to achieve its required top speed of .

The design was intended to be heavily armoured and carry a mobile forward firing cannon and four hardpoints (equivalent armament to the Mil Mi-28 gunship).

As a result of the complex requirements (essentially those of a truck, transport helicopter, attack helicopter and strike aircraft combined) the design continuously took on increasing complexity and weight. Attempts were made to improve the powerplant and replace the NOTAR system with a series of powered fans. In the end it was Mil that concluded that the specifications were impossible to meet. The design reached the mock-up stage but apparently ceased toward the end of the 1980s, although attempts were made in the 1990s to restart a less ambitious design based on the Mil Mi-40.

See also

References

 VR Mikheev, "MVZ Mil – 50 years"

1980s Soviet attack aircraft
1980s Soviet military transport aircraft
Mil aircraft
1980s Soviet helicopters
Abandoned military aircraft projects of the Soviet Union
NOTAR helicopters
Military transport helicopters
Twin-turbine helicopters
Single-rotor helicopters
Aircraft with skid landing gear
Mil Mi-44. The Mil Mi-44 is a utility helicopter in development by the Mil Design Bureau (OKB) and based on the Mi-34. It was planned to replace the Mi-34 and become the Soviet Union's primary utility helicopter. The project is still under development, delayed due to the 2022 Russian Invasion of Ukraine.

Design and development
In the mid-1980s, the Omsk OKB started developing the TV-O-100, a light 650 hp engine designed specifically for the Mi-44. The engine would increase the aircraft's take-off weight to  and allow a maximum speed of up to . Studies conducted by Mil in 1986 and 1987 concluded that replacing the Mi-34's original M-14V26 piston engine with the TV-O-100 gas turbine engine would require changing the airframe. The resultant new airframe mockup incorporated many changes, which included relocating the fuel tank to under the gearbox and relocating the stabilizer to the keel beam in the tail.

Early users determined that two 400 hp power plants would be optimal. The most acceptable option to meet the requirement was the TVlD-450 engine, which would make the aircraft more agile.  In 1988, Mil proposed a draft Mi-44 with two 450 hp TVlD-450 engines. The design has undergone some minor changes since prototype development. With the engine configuration still being considered, the project is still incomplete.

Specifications

References

 V. R. Mikheev, "MVZ Mil – 50 years"

Mil aircraft
Soviet and Russian helicopters
Proposed aircraft of Russia
Twin-turbine helicopters
Single-rotor helicopters
Mil Mi-46. The Mil Mi-46 is a projected passenger/cargo/flying crane aircraft first announced in 1992. The aircraft was split into two versions: Mi-46T and Mi-46K.

Design

Mi-46T 
The Mi-46T was the passenger/cargo transport version, built similar to the Mil Mi-26, with a takeoff weight just half the weight of the Mi-26, fit to replace the aging Mi-6. The Mi-46T requires two new-type Aviadvigatel turboshaft engines, each with a power of 5,590 kW,

Mi-46K 
The Mi-46K was the flying crane version fit to replace the Mi-10K, and is designed similar to it, with a crane styled construction similar to Mi-10K with stub wings, and long braced landing gear. D-21SV engine PD-12V turboshaft. However, its development is hindered by the lack of an engine, as until now there is no suitable engine for this helicopter. The Mi-46K requires two unspecified 5,965kW turboshaft engines.

References

1990s Soviet and Russian cargo aircraft
Mil aircraft
1990s Soviet and Russian helicopters
Twin-turbine helicopters
Single-rotor helicopters
Aircraft with fixed tricycle landing gear
Abandoned military aircraft projects of Russia
Carbon subsulfide. Carbon subsulfide is an organic, sulfur-containing chemical compound with the formula  and structure . This deep red liquid is immiscible with water but soluble in organic solvents. It readily polymerizes at room temperature to form a hard black solid.

Synthesis and structure
C3S2 was discovered by , who assigned it an unsymmetrical structure. Later, infrared and Raman spectroscopy showed that the structure is symmetrical with a D∞h point group symmetry, i.e. S=C=C=C=S. This compound is analogous to carbon suboxide whose structure is O=C=C=C=O.

Lengyel first synthesized this compound by passing carbon disulfide (CS2) vapor through an electric arc with carbon electrodes. This treatment produced a black solution that after filtration and evaporation gave a cherry-red liquid. He determined the molecular mass by cryoscopy. Later preparations of C3S2 include thermolysis of a stream of CS2 in a quartz tube heated to 900 to 1100 °C as well as flash vacuum pyrolysis (FVP) of 1,2-dithiole-3-thiones.

Reactions and occurrence
Among its few known reactions, C3S2 reacts with bromine to form the cyclic disulfide.

C3S2 polymerizes under applied pressure to give a black semi-conducting solid. A similar pressure-induced polymerization of CS2 also gives a black semiconducting polymer.

In addition, reactions of C3S2 can yield highly condensed sulfur-containing compounds, e.g. the reaction of C3S2 with 2-aminopyridine.

Using microwave spectroscopy, small CnS2 clusters have been detected in interstellar medium. The rotational transitions of these molecular carbon sulfides matched with the corresponding molecules.

References

Organic compounds
Foul-smelling chemicals
Russell Dupuis. Russell Dean Dupuis (born 9 July 1947) is an American electrical engineer and physicist.

He holds the Steve W. Chaddick Endowed Chair in Electro-Optics in the School of Electrical and Computer Engineering at Georgia Tech. He has made pioneering contributions to metalorganic chemical vapor deposition (MOCVD) and continuous-wave room-temperature quantum-well lasers. His other work has focused on III-V heterojunction devices, and LEDs.

Dupuis was elected as a member into the National Academy of Engineering in 1989 for pioneering work in metalorganic chemical vapor deposition and demonstration of heterostructure devices.

Education
Dupuis earned his B.S. (1970), his M.S. (1971), and his Ph.D. (1972) in Electrical Engineering from the University of Illinois at Urbana–Champaign.

Career history

Prof. Dupuis initially worked at Texas Instruments from 1973 to 1975. 
He joined Rockwell International in 1975, where with P. Dan Dapkus, he was the first to demonstrate that MOCVD could be used for the growth of high-quality semiconductor thin films and devices such as lasers. 
Then in 1979 he moved to AT&T Bell Laboratories in Murray Hill, NJ where with Ralph Logn, C.J. Pinzone & Jan van der Ziel, he was the first to demonstrate the direct growth of GaAs lasers directly on silicon that could operate CW at room temperature. He extended his work to the growth of InP-InGaAsP by MOCVD and demonstrated the first long wavelength VCSEL to operate at 1.55 micron wavelength. He moved to academia in 1989 to become a chaired professor at  the University of Texas at Austin at the Microelectronics Center established by Ben G Streetman.

Awards and memberships
A Georgia Research Alliance Eminent Scholar, Dupuis and two of his colleagues were awarded the 2002 National Medal of Technology by President George W. Bush for their work on developing and commercializing LEDs. He won the 1985 IEEE Morris N. Liebmann Memorial Award.  In 2015, Dupuis and four others shared the Charles Stark Draper Prize in Engineering given by the U.S. National Academy of Engineering. He is a member of the National Academy of Engineering and is a Fellow of the IEEE, the American Physical Society, the American Association for the Advancement of Science, and the Optical Society of America.

Russell D. Dupuis won the 2004 John Bardeen Award and the 2007 IEEE Edison Medal. In 2025 he was awarded the Japan Prize in the field of "Materials Science and Production".

References

External links
Official profile

1947 births
Living people
American electrical engineers
Fellows of the IEEE
Members of the United States National Academy of Engineering
National Medal of Technology recipients
Draper Prize winners
IEEE Edison Medal recipients
Georgia Tech faculty
Grainger College of Engineering alumni
Fellows of the American Physical Society
Fellows of Optica (society)
Benjamin Franklin Medal (Franklin Institute) laureates
Bargeboard (aerodynamics). Bargeboards are pieces of bodywork on open-wheel racing cars, serving a purely aerodynamic (as opposed to structural) function. They are curved vertical planes situated longitudinally, between the front wheels and the sidepods, held away from the chassis at the front on struts or other connectors, and connecting to the sidepods or extensions of the floor at the rear. In general, they are significantly taller at the front than at the rear making them trapezoidal in profile, and they curve outward in plan view, being closer to the centerline of the car at the front, and curving out towards the rear. Bargeboards were introduced by McLaren at the 1993 South African Grand Prix, before being adopted by Benetton and other teams.

Function 
Aerodynamically, bargeboards act primarily as flow conditioners, smoothing and redirecting the turbulent or "dirty" air in the wake of the front wing, the front suspension links, and the rotating front wheels.

Part of their function is to direct the turbulent wakes of the front wing and spinning front wheels away from downstream aerodynamic surfaces. In this capacity, they separate different components of this mixture of flows, and direct them either outside and around the sidepods, or direct flow towards the radiator inlets. As such, the configuration of bargeboards can have significance with respect to cooling. They also help direct flow behind the front wheels, reducing the wake drag created by the wheel profile.

Vortex generators 
Another important function of bargeboards is to act as vortex generators, redirecting and energizing airflow. The upper, downward sloping edge can shed a large vortex downstream around the sidepods, where it can interact favorably with flip-ups, or aid in sealing the low pressure underbody flow from the ambient stream. The bottom edge of the bargeboard can also shed vortices that energize the airflow to the underbody, which can help delay flow separation and allow the use of more aggressive diffuser profiles. In recent years, these two edges have acquired relatively large serrations or protruding tabs to enhance this aspect of their performance.

Turning vanes 
Smaller, similar structures are often situated further forward, between the front wheels and the monocoque. These are typically called "turning vanes" rather than bargeboards, and are used in addition to, or sometimes in place of full bargeboards, depending on the aerodynamic approach of the car.

Initially relatively simple in their design, bargeboards and turning vanes became progressively more complex through the 2000s, integrating with the floor, mirror supports, suspension mounts, and other structures in more elaborate ways.

References 
 McBeath, Simon (1998). Competition Car Downforce. Haynes.

External links 
 Aerodynamics - BBC News, 25 February, 2004

Motorsport terminology
Aerodynamics
Formula One
Diphenyl ether. Diphenyl ether is the organic compound with the formula (C6H5)2O. It is a colorless, low-melting solid.  This, the simplest diaryl ether, has a variety of niche applications.

Synthesis and reactions
Diphenyl ether was discovered by Heinrich Limpricht and Karl List in 1855, when they reproduced Carl Ettling's destructive distillation of copper benzoate and separated it from the low-melting oily distillate components ignored by previous researchers. They named the compound phenyl oxide () and studied some of its derivatives.

Now it is synthesized by a modification of the Williamson ether synthesis, here the reaction of phenol and bromobenzene in the presence of base and a catalytic amount of copper:
PhOH  +  PhBr  →  PhOPh  +  HBr
Involving similar reactions, diphenyl ether is a significant side product in the high-pressure hydrolysis of chlorobenzene in the production of phenol.

Related compounds are prepared by Ullmann reactions.

The compound undergoes reactions typical of other phenyl rings, including hydroxylation, nitration, halogenation, sulfonation, and Friedel–Crafts alkylation or acylation.

Uses 
The main application of diphenyl ether is as a eutectic mixture with biphenyl, used as a heat transfer fluid. Such a mixture is well-suited for heat transfer applications because of the relatively large temperature range of its liquid state.  A eutectic mixture (commercially, Dowtherm A) is 73.5% diphenyl ether and 26.5% biphenyl.

Diphenyl ether is a starting material in the production of phenoxathiin via the Ferrario reaction. Phenoxathiin is used in polyamide and polyimide production.

Because of its odor reminiscent of scented geranium, as well as its stability and low price, diphenyl ether is used widely in soap perfumes. Diphenyl ether is also used as a processing aid in the production of polyesters.

Related compounds
It is a component of important hormone T3 or triiodothyronine.

Several polybrominated diphenyl ethers (PBDEs) are useful flame retardants. Of penta-, octa-, and decaBDE, the three most common PBDEs, only decaBDE is still in widespread use since its ban in the European Union in 2003. DecaBDE, also known as decabromodiphenyl oxide, is a high-volume industrial chemical with over 450,000 kilograms produced annually in the United States. Decabromodiphenyl oxide is sold under the trade name Saytex 102 as a flame retardant in the manufacture of paints and reinforced plastics.

References

 
Symmetrical ethers
Sweet-smelling chemicals
Heinrich Christian Eisenbrandt. Heinrich Christian Eisenbrandt (H. C. Eisenbrandt) was a German-born manufacturer of brass and woodwind instruments. He was born in Göttingen, Germany, and moved to Philadelphia in 1811, followed by Baltimore in 1819. His factory produced clarinets, fifes, drums, basset-horns, bassoons, oboes, flutes, flageolets and brass instruments. He was praised for technical innovations in the valves of the saxhorn, and owned two patents used for brass instruments. He also invented a method of drilling fife bores that allowed him to underbid his competition, and he may have been the first woodwind maker to use rosewood.

Eisenbrandt died in Baltimore, Maryland in 1860. His son, H.W.R. Eisenbrandt, subsequently continued the family business, which lasted until 1949.

References

1790 births
1860 deaths
People from the Kingdom of Westphalia
Immigrants to the United States
Musical instrument manufacturing companies of the United States
Companies based in Baltimore
Businesspeople from Göttingen
Businesspeople from Philadelphia
Ministry of Oil (Iraq). The  Ministry of Oil () is the cabinet-level ministry of the Iraqi government responsible for managing and developing the natural resources (oil and gas) in Iraq. The Minister of Oil since October 2022 is Hayyan Abdul Ghani.

Abdul Ghani, a former director general of the South Gas Co, was also previously director general of Basra Oil Co. He holds a master’s degree in mechanical engineering.

Establishments
A number of companies, institutes, and other organisations come under the direct jurisdiction of the Ministry of Oil, such as: 

 North Oil Company (NOC)
 South Oil Company (SOC)
 Petroleum Research & Development Center (PRDC)
 Baiji Oil Training Institute (BAJOTI)
 Basrah Oil Training Institute (BASOTI)
 Kirkuk Oil Training Institute (KOTI)
 Baghdad Oil Training Institute (BOTI)
 Heavy Engineering Equipments Company (HEESCO)
 South Refineries Company (SRC)
 Midland Refineries Company (MRC)
 North Refineries Company (NRC)
 Gas Filling Company (GFC)
 Midland Oil Company (MDOC)
 South Gas Company (SGC)
 North Gas Company (NGC)
 Missan Oil Company (MOC)
 Iraqi Drilling Company (IDC)
 Oil Products Distribution Company (OPDC)
 State Organization for Marketing of Oil (SOMO)
 Oil Pipelines Company (OPC)
 Iraqi Oil Tankers Company (IOTC)
 Oil Exploration Company (OEC)
 State Company for Oil Projects (SCOP)

References

External links

Will Iraq Be a Global Gas Pump? The (Re)Making of a Petro-State Michael T. Klare, The Huffington Post, 14 July 2009

Oil
Economy of Iraq
Energy ministries
Oil reserves in Iraq
John Aird & Co.. John Aird & Co. was once a leading British civil engineering business based in London.

Early history
The company was founded in 1848 by John Aird (1800–1876) with the objective of laying mains for gas and water companies in London.

In 1851 Aird was joined by his son, also called John, and the business was for a while known as John Aird & Sons. John Aird, Jnr was the real driver behind the business.

Structure
After the company began collaborating with Lucas Brothers, their combined businesses were re-organised in 1870 as follows:
 Lucas Brothers - Building
 Lucas and Aird - Railway work and civil engineering
 John Aird & Sons - Water and gas contracts

In 1895, when Sir Charles Lucas died, the businesses were reorganised again:
 John Aird & Co. - Railway work and civil engineering
 Aird & Sons - Water and gas contracts

Major projects
Major projects involving John Aird & Co. included:
 Re-locating Crystal Palace to Sydenham completed in 1851
 Millwall Dock completed in 1868
 Aswan Low Dam completed in 1902
 Assiut Barrage completed in 1903
 Hodbarrow Sea Defences completed in 1905

Subsequent history
In 1908 Sir John Aird (1st Baronet) was largely incapacitated by a stroke and the business was managed by his two sons, Sir John Aird (2nd Baronet) and Malcolm Aird, who entered into a major contract with the Tanjong Pagar Dock Company to build a major extension of the Port of Singapore. The work progressed well at first but in 1910, a major problem arose constructing the East and West walls of the dock because the depth of silt and mud was too great for the method of construction specified by the Consulting Engineers. Work stopped and there followed one of the longest Civil Court Trials lasting 29 days in October to December 1912 and John Aird & Co were awarded £300,000 in compensation on the grounds that the dock design was not possible to build. At the end of the trial, the two Aird sons decided to close down the business.

In 1970, Sir John Aird, 4th Baronet revived the name for a while by forming Sir John Aird & Co as a construction and engineering business.

References

British companies established in 1848
Construction and civil engineering companies of the United Kingdom
1848 establishments in England
Construction and civil engineering companies established in 1848