omniomni/omni-engineering huggingface dataset:
Institute of Industrial Electronics Engineering. The Institute of Industrial Electronics Engineering (IIEE) is a public college located in Karachi, Sindh, Pakistan. It is the first and only institution in Pakistan and the second in South Asia to offer a bachelor's degree in industrial electronics engineering.

See also
 List of engineering universities and colleges in Pakistan

References

External links
 IIEE official site

Universities and colleges in Karachi
Engineering universities and colleges in Pakistan
Educational institutions established in 1989
1989 establishments in Pakistan
Boeing B-54. The Boeing B-54 was an American strategic bomber designed by Boeing for use by the United States Air Force. Derived from the 
YB-50C Superfortress, construction of the prototype was canceled before completion, and the aircraft was never flown.

Design and development
Begun in 1947, the B-54 was the planned production version of the YB-50C prototype. The standard Pratt & Whitney R-4360 engines of the normal B-50 bomber were replaced with R-4360-51 Variable Discharge Turbine (VDT) engines, the fuselage was lengthened by over  and the wingspan was extended by , which required the installation of outrigger landing gear in the first and fourth engine nacelles. Large fuel tanks under the outboard wing section were required to carry an additional  of fuel to reach the intended  range; 14 .50-caliber machine guns comprised the specified defensive armament.

On May 29, 1948, contracts were placed by the Air Force for 14 B-54A bombers and 29 RB-54A reconnaissance aircraft. However, on April 18, 1949, the B-54 project was canceled due to the development of better-performing jet aircraft; construction of the prototype B-54A had started at Seattle but was never completed. The cancellation was lambasted by the Seattle press, who claimed that it was a political decision instead of a military one.

Variants
B-54A Intended production version of the YB-50C
RB-54A Reconnaissance version

Specifications

See also

References

Notes

Citations

Bibliography

 .

 Swanborough, F. G. and Peter M. Bowers. United States Military Aircraft since 1909. Washington, DC: Smithsonian Institution Press, 1989. .

B-54
Cancelled military aircraft projects of the United States
Four-engined tractor aircraft
B-54
Mid-wing aircraft
Four-engined piston aircraft
Aircraft with retractable tricycle landing gear
Boeing XB-56. The Boeing XB-56 was a proposal by Boeing for a re-engined version of the American jet-powered medium bomber aircraft, the B-47 Stratojet. The original designation for this modification was YB-47C.

Design and development

The B-47 was equipped with six General Electric J47 turbojets, each rated at  thrust. The engines were mounted in four nacelles slung from the high wing, with two engines in the inboard pod and one engine in the outboard nacelle. To reduce complexity and increase commonality, it was proposed that a higher-rated engine be selected such that one engine could be mounted in each nacelle.

The Allison J35 turbojet engine was being developed during the late 1940s, and it was provisionally rated at  or  with afterburner. Thus 4 × 8500 lbf =  using that engine, as compared to 6 × 5,200 lbf =  in the production B-47. Thus the conversion would be lighter, simpler and more powerful.

A contract was signed with Boeing in January 1950, calling for rework of one aircraft. A B-47B-20-BW (s/n 50-082) was earmarked for the conversion. The date for first flight was projected as April 1951.

A combination of delays and less-than-expected performance of the J35 led to the consideration of other engines. The Allison J71 was proposed, however problems with this engine meant that this was not feasible for the by-then redesignated B-56A. The Pratt & Whitney J57, eventually rated at  thrust, was also considered, but that engine was still in development, and the Boeing B-52 Stratofortress, which was being concurrently developed (first flight was April 1952), had priority for this engine.

The B-56 program was canceled in December 1952 before conversion of the prototype was started. The unconverted B-47 was relegated to a ground instructional airframe and in the late 1960s was in use at the Naval Air Facility El Centro as an egress trainer.

Variants
XB-56
Designation for a single B-47 to be re-engined with four YJ71-A-5 engines, later re-designated YB-56 and YB-47C but was not converted.
RB-56A
Designation for production variant, cancelled and not built.

Specifications (XB-56)

See also

References

Notes

Bibliography

External links

B-56
Quadjets
Cancelled military aircraft projects of the United States
High-wing aircraft
Strategic bombers
Aircraft with retractable bicycle landing gear
Boeing XB-59. The Boeing XB-59 (model number 701), was a 1950s proposal for an American supersonic bomber aircraft.

Design and development
In 1949 the US government canceled the Boeing XB-55 contract, which had been an effort to produce a subsonic replacement for the just-being-introduced Boeing B-47 Stratojet. The XB-55 project had started in 1947, but by the end of the decade it was apparent that if strategic penetration in warfare were to be successful at all, it would require aircraft much faster than the jet fighter aircraft which were then being placed into operation. Thus, the funding made available by the XB-55 cancellation was earmarked for the study of a supersonic medium bomber, and a request for proposals was extended to several aircraft companies.

Boeing submitted a proposal for a four-engine, high-wing aircraft with a highly streamlined fuselage. The four engines would be buried in thickened wing roots; the remaining wing planform was highly tapered.

Developed under weapons system designation MX-1965, the XB-59 was to have a crew of three, and would be powered by four GE J73-X24A turbojet engines, mounted in the roots of the 73-foot span wings. The landing gear would be similar to the bicycle arrangement found on the B-47 and B-52 Stratofortress, with wingtip-mounted outriggers.

The Boeing contract for the XB-59 was canceled in late 1952 after the Convair company's submission, designated B-58 Hustler, was selected for development.

The Boeing effort was a design study only, and no construction was involved.

Specifications

See also

External links

 XB-59, from USAF Museum
 Russian page about XB-59, includes drawings at bottom of page

B-59
Quadjets
Cancelled military aircraft projects of the United States
High-wing aircraft
1950s United States bomber aircraft
Aircraft with retractable bicycle landing gear
Douglas XP-48. The Douglas XP-48 was a small, lightweight fighter aircraft, designed by Douglas Aircraft in 1939 for evaluation by the U.S. Army Air Corps. Intended to be powered by a small inline piston engine, the contract was cancelled before a prototype could be constructed, due to the Army's concerns about the projected performance of the aircraft.

Inspiration
In the years before the outbreak of World War II, a number of countries became intrigued by the idea of developing a very light fighter aircraft, with these proposals often being derived from the design of racing aircraft. Following the consideration of a modified French Caudron racer by the U.S. Army Air Corps, a proposition that was considered uneconomical, Douglas Aircraft made an unsolicited proposal to the Army Air Corps of their Model 312 design in 1939.

Design and cancellation
Intended to be powered by a Ranger XV-770 inverted V-12 engine equipped with a supercharger, Douglas' proposal was considered worth pursuing by the Army Air Corps, and on 5 August 1939 a single prototype was ordered. The Model 312 was given the Army designation XP-48, the 48th aircraft type in the Pursuit category.

Closely resembling the later Bell XP-77, the design of the XP-48 featured a wing of remarkably high aspect ratio, and was equipped with a pair of synchronized machine guns for armament, Douglas touted the XP-48 as offering outstanding performance, with a top speed of at least , and, according to Douglas' estimates, possibly as high as .

However, this very aspect of its design was regarded with suspicion by the Army Air Corps. The Ranger engine was suffering from development difficulties and delays and would never prove truly reliable. At the same time, Douglas' performance estimates became increasingly regarded as being over-optimistic. Accordingly, in February 1940 the Army cancelled the XP-48 contract, and without government funding Douglas ceased development of the aircraft.

Specifications (XP-48)

See also

References

Citations

Bibliography

 Adcock, Al. OS2U Kingfisher in action. Carrollton, Texas: Squadron/Signal Publications, 1991. .
 Angelucci, Enzo. The American Fighter from 1917 to the present. New York: Orion, 1987. .
 Brown, Kimbrough et al. U.S. Army and Air Force Fighters, 1916-1961. Letchworth, UK: Harleyford Publications, 1961. 
 Francillon, René J. McDonnell Douglas Aircraft since 1920. London: Putnam & Company Ltd., 1979. .
 Norton, Bill. U.S. Experimental & Prototype Aircraft Projects: Fighters 1939–1945. North Branch, Minnesota: Specialty Press, 2008. .

External links

 Douglas XP-48

P-48
Cancelled military aircraft projects of the United States
Single-engined tractor aircraft
Low-wing aircraft
1940s United States fighter aircraft
Single-engined piston aircraft
Brown University Interactive Language. Brown University Interactive Language (BRUIN) was an introductory programming language developed at Brown University in the late 1960s.  It operated in the IBM 360, and was similar to PL/1.  The abstract of R. G. Munck's document, "Meeting the Computational Requirements of the University, Brown University Interactive Language" describes BRUIN as "a JOSS-like interpreter and a WATFOR-Like compiler and has a syntax very much like PL/I. It is intended that BRUIN and PL/I will together form a language system which will supply most of the (non-computer science) computational requirements of the university."

References

Educational programming languages
Brown University
Intel Inboard 386. The Intel Inboard 386 was a family of ISA expansion cards released by Intel starting in 1987. The family comprised the Intel Inboard 386/AT and Intel Inboard 386/PC, which allowed users to upgrade an IBM AT or an IBM PC (or compatible) respectively. The boards allowed users to upgrade their machines' CPU to a 16 MHz 80386 processor. Both variants utilized a ribbon cable which plugged into the computer's original CPU socket on one end and  into a socket on the Inboard card on the other end.

Both boards were full-length ISA expansion cards and occupied one slot. Each card came with 1MB of onboard memory as standard, included an 80386 processor, and included a socket for an 80387 math coprocessor. Originally, the Intel Board 386/AT offered board without memory and 1MB of memory for US$1,995 and US$2,495 respectfully.  Later into the lifespan of the Inboard, Intel began offering 2 MB and 4 MB memory expansion daughter cards. Initially, the Intel Inboard 386/AT have available 1MB piggyback memory board for US$645 and 2MB piggyback memory board for US$1,145.  The available Intel Inboard 386/AT has the optional module of 10-MHz 80287 Mathematics Coprocessor for US$495.  The Intel Inboard 386/PC comes with 1 Mbyte of 32-bit memory which it has no switches and jumpers.  This version was available for US$995.  Daughter boards designed for use in the Intel Inboard 386/PC were incompatible with the Intel Inboard 386/AT and vice versa. The Inboard 386/PC were expandable up to 5 MB with the combination of onboard memory and with optional piggyback memory board.

Both boards utilized DOS drivers to configure the onboard memory. Without these drivers, the boards would still function, but the onboard memory could only be used as conventional, and not as extended or expanded. The Intel Inboard DOS drivers could also be configured to "slow down" system performance by adding memory wait states, thus alleviating compatibility issues.

Disadvantages
Some of the disadvantages of the product were:
 Though the 80386 was a 32 bit CPU, it was limited to a 16-bit I/O bus in the case of the Intel Inboard 386/AT and an 8-bit I/O bus in the case of the Intel Inboard 386/PC. Both boards retained 32-bit data and address buses, however.
 Although computers upgraded with the Intel Inboard 386 featured 16 MHz 80386 processors, they still tended to be inferior to most 386-class machines, as they still sported their original (by then obsolete) motherboard bus circuitry (e.g. DMA, ISA bus, etc.)

Advantages
The Intel Inboards allowed users to run 386-dependent software which would not normally run on an XT or AT class machine. Examples of such programs include: Ventura 2.0 Desktop Publishing Software (with Hercules monochrome graphics), AutoCAD 386, Windows 3.1 (Inboard 386/AT model only). The Intel Inboard 386/PC was also the only upgrade solution which allowed owners of XT-class machines to utilize extended memory.

References

External links
 How to 386 Your AT: Intel Inboard 386/AT

Compatibility cards
80386
Computer-related introductions in 1987
Hard landscape materials. The term hard landscape is used by practitioners of landscape architecture and garden design to describe the construction materials which are used to improve a landscape by design. The corresponding term soft landscape materials is used to describe vegetative materials such as plants, grasses, shrubs, trees, etc. to improve landscape or outdoor space.

Types

A wide range of hard landscape materials can be used, such as brick, gravel, rock or stone, concrete, timber, bitumen, glass, and metals.

Common gravel types include pea gravel and crushed granite gravel.

'Hard landscape' can also describe outdoor furniture and other landscape products.

Advantages

Hard-landscape materials like gravel may avoid the need for mowing, watering, fertilizing, and pesticides. Gravel lawns may also be useful in regions where grass doesn't grow well due to insufficient sunlight.

See also
Landscape products
Hardscape

Notes

Landscape
Building materials
Pavements
Landscape architecture
Scimitar propeller. A scimitar propeller is a type of propeller that has curved blades with increasing sweep along the leading edge. Their name is derived from their visual similarity to the curved blades of scimitars. In the early 1900s, as established by the French aeronautical inventor Lucien Chauvière and his commercial success with his scimitar-shaped Integrale propeller design, they were made of laminated wood. The combination of light weight and efficient aerodynamics results in more power and reduced noise.

All propellers lose efficiency at high rotational speeds due to an effect known as wave drag, which occurs as an airfoil approaches supersonic speeds. This powerful form of drag reduces propeller efficiency at high rotational speed which, in turn, reduces power transmission from the aircraft's engine. In the case of a propeller, this effect can happen when the propeller turns fast enough that the tips of the blades approach the speed of sound, even if the plane itself is not moving forward. Wave drag also occurs at high linear aircraft speeds. According to the same principles that govern swept wings in high-speed aircraft, propeller blades can be swept back in order to mitigate wave drag, thus allowing them to remain efficient at higher rotational speeds. Since the inboard part of a propeller has a slower rotational velocity relative to the tip, the blade becomes progressively more swept from the propeller hub to the tip, giving rise to its characteristic shape. 

In the 1940s, NACA started researching swept propellers for use in high-speed propeller-driven aircraft. Modern usage of scimitar propellers centers around turboprop and propfan engines. Since these forms of propulsion are capable of driving a propeller at transsonic or supersonic rotational speeds, as well as propelling aircraft to similarly high speeds, mitigation of wave drag is an important consideration in achieving high aerodynamic efficiency. Like modern straight-bladed propellers, scimitar propellers often make use of lightweight materials to further increase efficiency.

Propfan engines were intended to deliver significant improvements in fuel economy compared to contemporary turbofan engines, and in this they succeeded. In static and air tests on a modified DC-9, propfans reached a 30% improvement. This efficiency comes at a price, as one of the major problems with the propfan is noise, particularly in an era where aircraft are required to comply with increasingly strict EASA and FAA noise requirements for certification. Propfans often feature scimitar blades as they typically operate at high rotational speeds.

References

Propellers
Howard Scott. Howard Scott may refer to:

Howard Scott (engineer) (1890–1970), American engineer and founder of Technocracy Incorporated and the Technical Alliance
Howard Scott (translator), Canadian literary translator
Howard Scott (1902–1983), American graphic artist and billboard designer
Howard E. Scott (born 1946), American musician, founding member of the band War
Howard H. Scott (1920–2012), American sound engineer and producer
Howie Scott, a character in the TV series City Lights

See also

Scott Howard (disambiguation)
Graffiti Blasters. Graffiti Blasters is a program to eliminate graffiti, street art and gang-related vandalism in Chicago, Illinois. The program is structured as a privately owned business based in the city government. It uses soluble abrasives (baking soda combined with high pressure water) and paints matching the city's official color scheme to erase all varieties of graffiti.

History 

Mayor Richard M. Daley started the initiative in 1993. Since then it has run at a cost of about $4 million a year, rising to $7.8 million in 2008  and $9 million in 2010  The scheme promises free cleanup within 24 hours of a phone call to 3-1-1.  Prior to the program's inception, the city considered itself responsible for removing graffiti if it was on city property, but private property owners had to shoulder the cleanup costs for graffiti on their own property.

In May 2009, on the instructions of Alderman Jim Balcer, Graffiti Blasters painted over a commissioned mural by artist Gabriel Villa on private property without the permission of the artist or property owner. A spokesman with the ACLU of Illinois said Balcer acted illegally, saying "He was elected to be an alderman. He was not elected to be the art critic of the ward."

Gallery

See also 
 Vandal
 Fixing Broken Windows
 Philadelphia Anti-Graffiti Network
 Graffiti abatement

References

External links 
 Graffiti Blasters at the City of Chicago

Graffiti in the United States
Government of Chicago
Murata Machinery. , abbrev. MML, is a privately held Japanese international company founded in 1935 with its head office at Fushimi-ku, Kyoto

The company's main products are industrial machines such as textile machinery, turning machines, sheet metal machinery and communication equipment like digital multifunctional products. In addition, Murata Machinery provides factory automation and logistics systems centering on the automated storage and automated transportation systems, and also automated material handling systems for clean rooms designed for semiconductor fabs.

History

Nishijin Jacquard Mfg., the predecessor of Murata Machinery, Ltd. was founded in 1935 and mainly developed the business of textile machinery. Nishijin Jacquart expanded into the machine tools industries in 1961, and automated systems in 1962. At that time, the company name was changed to the present Murata Machinery, Ltd. In 1970, Murata Machinery began selling facsimile machines in Japan.

In 1970, Murata Machinery's textile machinery division, developed the "Mach Splicer" device which can join yarn using air flow without knot. The Automatic Winders equipped with the Mach Splicer started to be delivered to worldwide factories and still remain the core products of this company. The synthetic fiber machine business was transferred to TMT Machinery, Inc., which was jointly funded in 2002 by the three leading manufacturers of synthetic fiber machinery in Japan that merged their synthetic textile machinery business units ; Toray Engineering, Murata Machinery and Teijin Seiki (present Nabtesco).

Murata established its U.S.-based subsidiary, Murata Machinery USA in 1974. The company entered the U.S. market in 1982 as Murata Business Systems to sell fax machines through private-label agreements with multiple U.S. companies. In January, 1985, the company began marketing its facsimile products under the Murata name from its corporate headquarters in Dallas, Texas.

In 1991, Murata Machinery company-wide introduced the new unified brand name, "MURATEC".

In August 2009, the wholly owned subsidiary, Muratec Automation Co. Ltd., was established when Murata Machinery split the business unit for Automated Material Handling Systems for Semiconductor and FPD and acquired Asyst Technology Japan and then integrated these business units. In 2012, Muratec Automation was merged into Murata Machinery Ltd. and the Clean FA Division was established.

In 2011, Silex Technology, specializing in network and wireless technology, became a wholly owned subsidiary of Murata Machinery.

In October 2014, Murata Machinery acquired 100% ownership of Cimcorp Oy of Finland, the top supplier for intralogistics in the tire industry and for retail and distribution customers.

References

External links
 Official site 
 Muratec-USA.com
 Murata Machinery, USA - YouTube channel

Manufacturing companies based in Kyoto
Textile machinery manufacturers
Manufacturing companies established in 1935
Robotics companies of Japan
Robotics in Japan
Japanese brands
Japanese companies established in 1935
Harold R. Kaufman. Harold R. Kaufman (born November 24, 1926 - January 4, 2018) was an American physicist, noted for his development of electrostatic ion thrusters for NASA during the 1950s and 1960s.  Kaufman developed a compact ion source based on electron bombardment, the "Kaufman Ion Source," a variant of the duoplasmatron, for the purpose of spacecraft propulsion.

Biography
Born in Audubon, Iowa, USA, in 1926, Kaufman grew up in Evanston, Illinois, a suburb of Chicago. He trained in electrical engineering during World War II through an electronic technician program in the US Navy. After the war ended, he took a B.S. degree in mechanical engineering from Northwestern University. After college he joined the National Advisory Committee for Aeronautics (NACA), the predecessor of NASA, working on turbo jet engines at the Lewis Research Center (now NASA Glenn) in Cleveland.

He then moved to a group studying electric space propulsion. After concluding that a Von Ardenne source was insufficient, he developed the electron bombardment source in 1958/1959, and was responsible for the development of two ion thrusters that were tested in space (SERT-1 and SERT-II missions).  The Kaufman ion source is now also used for other applications, such as ion implanters used in semiconductor processing.

Kaufman was awarded a Ph.D. from Colorado State University (CSU) in 1970, and an Exceptional Scientific Achievement Award by NASA in 1971. He joined CSU as staff in 1974, then left academia in 1984 to work at Kaufman & Robinson, Inc., in Fort Collins, Colorado. He invented the end-Hall ion source in 1989.

In 1991, the AVS awarded him its Albert Nerkin Award. In September 2016, Kaufman was inducted into the NASA Hall of Fame for his advances in ion propulsion.

He was a professor emeritus of the CSU department of physics.

References

External links
 Harold R. Kaufman with his electron bombardment ion thruster

21st-century American physicists
1926 births
2018 deaths
People from Audubon, Iowa
People from Evanston, Illinois
Northwestern University alumni
Colorado State University alumni