omniomni/omni-engineering huggingface dataset:
IAR-12. The IAR 12 is a Romanian low-wing monoplane fighter-trainer aircraft designed before World War II.

Design and development
The failure of the first fighter designed at Brașov did not discourage the energetic team of the I.A.R. Works. Even before the second prototype of the C.V. 11 was disqualified from the fighter contest, the first details of its successor had already been laid out by Engineer-in-Chief Elie Carafoli.  A new tail with enlarged rudder was fitted to essentially the same fuselage, giving a more conventional look and offering better control during flight. As a consequence, the overall height increased by more than a meter, i.e., 40% of the original dimension. Unlike the IAR 11 design, the wingtips were rounded, and the span had been increased as well, giving a  wing area compared to the original  of the C.V. 11. An anti-crash pylon with a minuscule Venturi-tube installed at its top appeared behind the cockpit to protect the pilot in case the aircraft overturned.

The powerplant chosen for the new aircraft, named I.A.R. 12, was again a Lorraine-Dietrich 12Eb, that offered 450 h.p. (336 kW) at 1,900 r.p.m., similar to the type fitted to the first C.V. 11. However, due to the increased aerodynamic drag, the maximum speed at ground level decreased to . This unsatisfactory result, combined with poor handling characteristics experienced during early test flights, constrained Carafoli to improve the construction and try a new engine, fitted to essentially the same fuselage, giving a more conventional look and offering better control during flight. An anti-crash pylon with a minuscule Venturi-tube installed at its top appeared behind the cockpit to protect the pilot in case the aircraft overturned. Such a feature on the C.V. 11 C1 could have saved the life of Cpt. Popescu on that fatal day in early December 1931.

Operators

Royal Romanian Air Force

Specifications (IAR 12)

See also

References

Bibliography

1930s Romanian fighter aircraft
12
Low-wing aircraft
Single-engined tractor aircraft
Aircraft first flown in 1933
Aircraft with fixed conventional landing gear
Single-engined piston aircraft
AN/FPS-5 Radar. The AN/FPS-5 was a nodding height-finding radar used by the United States Air Force Air Defense Command. It was unique in that it used a fixed reflector and a moving feed in order to steer the beam. It was produced in the early 1950s by Hazeltine, and deployment was limited. It was normally used with the AN/FPS-3 search radar.

In accordance with the Joint Electronics Type Designation System, the radar's "AN/FPS-5" designation represents the 5th design of an Army-Navy fixed radar(pulsed) electronic device for searching.

See also

List of radars
List of military electronics of the United States

References

External links
 Radomes.org - AN/FPS-5 

Ground radars
Radars of the United States Air Force
Height-finding radars
Military equipment introduced in the 1950s
Military electronics of the United States
Military radars of the United States
IAR-13. The IAR 13 is a Romanian low-wing monoplane fighter-trainer aircraft designed before World War II.

Design and development

The powerplant  for  IAR 12, was  an IAR LD 450 12-cylinder W-form watercooled in-line built under license Lorraine-Dietrich 12 Eb, that offered 450 h.p. (336 kW) at 1,900 r.p.m., similar to the type fitted to the first C.V. 11. However, due to the increased aerodynamic drag, the maximum speed at ground level decreased to 294 km/h. This unsatisfactory result, combined with poor handling characteristics experienced during early test flights, constrained Carafoli to improve the construction and try a new engine.

The new project, called I.A.R. 13, was essentially similar to the abandoned '12', except for the fin-and-rudder. Its surface had been reduced and instead of a rounded shape it became oval. The fuselage, wings and the anti-crash pylon had all been retained, while the undercarriage suffered minor changes. The engine fitted to the airframe was a Hispano-Suiza 12Mc of 500 h.p. (373 kW) output at 2,200 r.p.m. that operated a two-blade, all-metal Ratier propeller. The more powerful engine helped to boost the top speed to 330 km/h, which meant a significant 12% increase. The overall flying characteristics were improved as well. Nevertheless, these significant results and the demonstration flights performed by Locotenent aviator Eugen "Puiu" Pârvulescu in 1933 did not impress the senior ARR leaders, still resistant to the new idea of a low-wing monoplane fighter.

Operators

Royal Romanian Air Force

Specifications (IAR 13)

See also

References

Bibliography

1930s Romanian fighter aircraft
13
Low-wing aircraft
Single-engined tractor aircraft
Aircraft with fixed conventional landing gear
IAR-16. The IAR 16 was a low-wing monoplane fighter designed in Romania in 1934.

Development

Developed in parallel with the I.A.R. 15, the model '16' featured for the first time an all-metal airframe structure, covered with duralumin sheets, plywood and fabric. It resembled the I.A.R. 14 more closely than the I.A.R. 15, being inferior to the latter. The fuselage outlines followed the '14's, as did the wings, although their area was increased to 20.30 m2. The tail section, as usual, was redesigned, the rear part this time becoming rounded. The two-strut undercarriage of the I.A.R. 14 was retained as well, and the tailskid appeared again. A new British radial engine, the Bristol Mercury  IV S2, of maximum 560 h.p. (418 kW) output at 4,500 m, was experimented with. The powerplant was covered with a narrow Townend ring and individual exhaust pipes were fitted to each of the nine cylinders. The typical feature of this model was a large propeller cone fitted to a Bristol-made two-blade wooden airscrew. Due to the larger wings and all-metal fuselage structure the empty weight increased to 1,430 kg, giving a relatively high, 70.14 kg/m2 wing load, that increased further during flight, taking also into consideration that the all-up weight was 1,650 kg. The usual armament, comprising two 7.7 mm Vickers machine guns, featured on all early I.A.R. fighters, was employed, this time placed in the wings and firing outside the propeller arc. The British engine offered an impressive maximum speed of 342 km/h at 5,000 m that could be reached in 6 ½ minutes, while the ceiling was established at 10,000 m.

Operational history

The I.A.R. 16, first flown in 1934, remained in prototype stage. Its only significant achievement was the improvement of Romania's national altitude record. Piloted by Locotenent aviator Papana, on 16 July 1935, the I.A.R. 16, featuring an enclosed cockpit, took off from Pipera airfield at 17.48 p.m. 47 minutes later it established a new altitude of 11,631 m (at that time, the world altitude record was held by the Italian Cdr. R. Donati, who reached 14,433 m on 11 April 1934, while flying a Caproni 161), beating the previous 10,518 m set up by the late Romeo Popescu. The prototype was still seen in 1935-1936 at various air shows, where Alex. Papana performed high-level aerobatics to the delight of the spectators.

Operators

Specifications

References

Bibliography

1930s Romanian fighter aircraft
16
Low-wing aircraft
Single-engined tractor aircraft
Aircraft first flown in 1934
Aircraft with fixed conventional landing gear
Ciel Satellite Group. Ciel Satellite Group is a private Canadian satellite operator, established in 2004, providing services throughout the Americas as a result of a partnership of Borealis Infrastructure, a financial institution, with satellite operator SES. The headquarters are located in Ottawa, Ontario. Ciel was founded to develop Canadian spectrum opportunities and meet the demand for domestic competitive satellite services. In 2006, Ciel requested Thales Alenia Space to manufacture the Ciel-2 satellite, which was launched on an ILS Proton Breeze M vehicle from the Baikonur Cosmodrome on December 10, 2008.

References

See also
 List of communication satellite companies

Companies based in Ottawa
Telecommunications companies established in 2004
Privately held companies of Canada
Satellites of Canada
Telecommunications companies of Canada
ASALM. The Advanced Strategic Air-Launched Missile (ASALM) was a medium-range strategic missile program, developed in the late 1970s for the United States Air Force. Intended for use in both the air-to-surface and anti-AWACS roles, the missile's development reached the stage of propulsion-system tests before being cancelled in 1980.

Design and development
Development of the Advanced Strategic Air-Launched Missile was initiated in 1976. The ASALM was intended to replace the AGM-69 SRAM in United States Air Force service, providing improved speed and range over the earlier missile, as well as improved performance against hardened targets. In addition, the requirement specified that the ASALM should be capable of operating in a secondary air-to-air mode against AWACS radar-warning aircraft. Martin Marietta and McDonnell Douglas submitted proposals for the contract, the former's design using a Marquardt propulsion system; the latter's, one developed by United Technologies Corporation; the Martin Marietta design was favored by the Air Force

The size of ASALM was limited by the requirement that it use the same launchers as the earlier SRAM. The missile would be steered by small fins at the tail, but lacked wings; the shape of the body combined with the high flight speed were to provide sufficient lift.

Guidance was planned to be provided during mid-course flight by an inertial navigation system, while terminal guidance would use a dual-mode seeker. Propulsion would be provided by an integrated rocket-ramjet, which would act as a solid-fuel rocket during boost, with the rocket's casing, following exhaustion of its propellant and the ejection of the rocket nozzle and a fairing covering an air inlet, becoming a combustion chamber for an air-breathing ramjet, which was planned to use Shelldyne-H fuel. The missile was expected to be carried by the B-1 bomber, or alternatively by a developed version of the FB-111.

Operational history

Starting in October 1979, a series of flight tests of Propulsion Technology Validation missiles, using a Marquardt rocket-ramjet, were conducted. Over the course of seven test firings, a maximum speed of Mach 5.5 at an altitude of  was achieved.

Despite the successful testing, the ASALM program was suspended following the seventh PTV test flight in May 1980; reductions in the defense budget, combined with the development of the subsonic AGM-86 ALCM, led to the cancellation of the program later that year.

The Martin Marietta ASALM concept was later developed into the AQM-127 SLAT target drone.

See also
 Kh-90
 BrahMos
 Creative Research On Weapons
 Hypersonic Attack Cruise Missile

References

Notes

Bibliography

 

Cold War nuclear missiles of the United States
Cold War air-to-surface missiles of the United States
Cold War air-to-air missiles of the United States
Abandoned military rocket and missile projects of the United States

Ramjet-powered missiles
Anja Feldmann. Anja Feldmann (born 8 March 1966 in Bielefeld) is a German computer scientist.

Education and career
Feldmann studied computer science at Universität Paderborn and received her degree in 1990. 
She continued her studies at Carnegie Mellon University, where she earned her M.Sc. in 1991 and her Ph.D. in 1995. 
Following four years of postdoctoral work at AT&T Labs Research, she held research positions at Saarland University and Technical University Munich.

In 2006 she was appointed as professor of Internet Network Architectures for the Telekom Innovation Laboratories at the Technische Universität Berlin. As Professor her research focused on Internet measurement, Teletraffic engineering, traffic characterization and debugging network performance issues. She has also conducted research into intrusion detection and network architecture. She has served on more than 50 committees and was the co-chair of SIGCOMM. Alex Snoeren said that she "was instrumental in the establishment of a rigorous science of Internet measurement. Among her many contributions, she is perhaps best known for her work in traffic characterization and engineering.”

Between 2009 and 2013 Feldmann was Dean of the Computer Science and Electrical Engineering department at the Technische Universität Berlin, Germany. From 2012 until early 2018 Feldmann sat on the employer side of the supervisory board of SAP. October 2017 she was appointed as director of the Max Planck Institute for Informatics, her focus will be on researching the Internet architecture.

Other activities
 Karlsruhe Institute of Technology (KIT), Member of the Supervisory Board

Honors and awards
 2009: Member of Leopoldina
 2011: Gottfried Wilhelm Leibniz Prize
 2011: Berlin Science Award 
 2023: ACM Fellow

References

External links
 
 Website of the Intelligent Networks Research Group at TU Berlin
 Website T-Labs

Gottfried Wilhelm Leibniz Prize winners
1966 births
Living people
Scientists from Bielefeld
Max Planck Society people
Technical University of Munich alumni
Feldmann Anja
German women academics
German women computer scientists
German computer scientists
Network topology
Members of the German National Academy of Sciences Leopoldina
Max Planck Institute directors
2023 fellows of the Association for Computing Machinery
Constantin Budeanu. Constantin Budeanu (28 February 1886 – 27 February 1959) was a Romanian electrical engineer who contributed to the analysis of electric networks states and the SI system of units.

Life and work
He was born in Buzău. In 1903 he was admitted at the School of Bridges, Roads and Mines, obtaining his engineering diploma in 1909. He then studied electricity in Paris with a V. Adamachi scholarship. 

Budeanu proposed the unit electric reactive power (the term var) and he introduced the concept of deformed power in electric networks.

Writings
Puissances reactives et fictives 1927
Sistemul general practic de mărimi și unitati (The General Practical System of Quantities and Units) 1957

Awards
He was awarded the Order of Labour by the communist authorities of Romania.

Notes

References
  I.S. Antoniu Constantin Budeanu monograph, Romanian Academy's Publisher 1986

1959 deaths
1886 births
People from Buzău
Romanian electrical engineers
Titular members of the Romanian Academy
Politehnica University of Bucharest alumni
Academic staff of the Politehnica University of Bucharest
John Anthony Derrington. John Anthony Derrington (24 December 1921  – 9 February 2008) was a British civil engineer.

Biography
Derrington was born in London. He held a Bachelor of Science degree in engineering and a Diploma of Imperial College.

He was head of the design group at Sir Robert McAlpine and also wrote in the Proceedings of the Institution of Civil Engineers (ICE) regarding multi-story concrete construction.

Affiliations and honours 
He was a fellow of the ICE, of the Institution of Structural Engineers (IStructE; 1984–85), and of the Royal Academy of Engineering. He was elected president of the IStructE for the 1979–80 session, of the ICE for the 1984–85 session and of the Offshore Engineering Society for 1987–88. In the 1986 Birthday Honours, he was invested as a Commander of the Order of the British Empire.

Death
Derrington lived in Rottingdean, East Sussex. He died on 9 February 2008 at the age of 86. The ICE held a memorial service for him at Westminster Cathedral on 10 November 2008.

References

Bibliography

        
        
        
        
        
        

1921 births
2008 deaths
British civil engineers
English Roman Catholics
Engineers from London
Presidents of the Institution of Civil Engineers
Presidents of the Institution of Structural Engineers
Commanders of the Order of the British Empire
Fellows of the Royal Academy of Engineering
McDonnell TD2D Katydid. The McDonnell TD2D Katydid is a pulsejet-powered American target drone produced by McDonnell Aircraft that entered service with the United States Navy in 1942, and continued in use until the late 1940s.

History
In March 1941, the U. S. Navy awarded McDonnell Aircraft a contract for a radio-controlled target drone under the designation of XTD2D-1 for anti-aircraft and aerial gunnery practice. The aircraft had a mid-mounted wing, V-tail, and McDonnell XPJ40-MD-2 pulsejet engine mounted atop the rear fuselage. The drone could be either launched by catapult from the ground or from underwing racks on Consolidated PBY Catalina flying boats. It was gyro-stabilized, and control was by radio command; at the end of its mission the drone could be recovered by parachute.

Operational history
The Katydid entered service in 1942; testing took place at the Naval Air Missile Test Center in Point Mugu, California. Production models were originally designated TD2D-1, however the Navy changed its designation system in 1946 and the XTD2D-1 and TD2D-1 were redesignated as XKDD-1 and KDD-1, respectively. Later that year, the Navy changed McDonnell's manufacturer code letter from "D" - which had been shared with Douglas Aircraft - to "H", the KDD-1 being again redesignated, as KDH-1.

Surviving aircraft
A KDH-1 is displayed in the Steven F. Udvar-Hazy Center of the National Air and Space Museum, having been donated by the U.S. Navy in 1966.

Specifications (KDD-1)

See also

References

TD2D Katydid
1940s United States special-purpose aircraft
Target drones of the United States
V-tail aircraft
Pulsejet-powered aircraft
Single-engined jet aircraft
Mid-wing aircraft
World War II jet aircraft of the United States
Aircraft first flown in 1942
Edmond Herbert Grove-Hills. Edmond Herbert Grove-Hills CMG CBE FRS (1 August 1864 – 2 October 1922) was a British soldier and astronomer.

He was born the son of Herbert Augustus and Anna (née Grove, daughter of William Robert Grove) Hills in High Head Castle, Cumberland and educated at Winchester College until 1882, after which he entered the Royal Military Academy, Woolwich. He later adopted the surname Grove-Hills.

Hills received a commission as a lieutenant in the Royal Engineers on 5 July 1884, and was promoted to captain on 1 April 1893. He worked as an instructor at the Royal School of Military Engineering at Chatham, later transferring to surveying duties as a member of the General Staff. In September 1900 he was appointed deputy assistant adjutant general (DAAG) at the War Office, and promotion to major followed on 25 July 1901. He was engaged in the British tribunal to arbitrate the Chile-Argentina boundary dispute. For this service he was appointed a Companion of the Order of St Michael and St George (CMG) in December 1902.

He left the army around 1905 and attempted unsuccessfully to enter politics.

He was elected a Fellow of the Royal Society in 1911, his candidacy citation reading:

He developed an interest in astronomy, and was elected a Fellow of the Royal Astronomical Society. He took part in observations of eclipses of the sun in 1896 (Japan) and 1898 (India). He was recalled from a similar exercise in Russia at the outbreak of World War I in 1914 and appointed Assistant Chief Engineer of Eastern Command. He was awarded CBE in 1918.

He served as president of the Royal Astronomical Society from 1913 to 1915.

He had married in 1892 Juliet Spencer-Bell, daughter of MP James Spencer-Bell.

He is buried in Kensal Green Cemetery, London.

References

1864 births
1922 deaths
20th-century British astronomers
Fellows of the Royal Society
People educated at Winchester College
Fellows of the Royal Astronomical Society
Burials at Kensal Green Cemetery
Commanders of the Order of the British Empire
Companions of the Order of St Michael and St George
Presidents of the Royal Astronomical Society
19th-century British astronomers
RagWing RW7 Duster. The RagWing RW7 Duster is a single seat, low wing, strut-braced, single engine ultralight aircraft designed by Roger Mann and sold as plans by RagWing Aircraft Designs for amateur construction.

Design and development
The RW7 was designed as a homebuilt aircraft category design as it is too heavy to be a US FAR 103 Ultralight Vehicles compliant aircraft with that category's  empty weight limit. The RW7 was designed as a homebuilt version of a classic crop duster and in fact can be fitted with a small aerial application system. The aircraft was developed from the earlier RagWing RW4 Midwing Sport, which in turn was developed from the RagWing RW1 Ultra-Piet. All aircraft share common construction materials and methods.

The airframe is constructed entirely from wood and covered with aircraft fabric. The landing gear is of conventional configuration. The aircraft's installed power range is  and the standard engine is the  Rotax 503, although the  Kawasaki 440, Volkswagen air-cooled engine and the  Half VW have also been used.

Partial kits and construction kits were available in the late 1990s, but today the aircraft is only offered as plans. Estimated construction time is 400–600 hours, although the designer estimates 400 hours. The aircraft can be built in a single car garage, with outdoor final assembly when the wings and fuselage are completed.

Specifications (RW7)

References

External links

1990s United States ultralight aircraft
Homebuilt aircraft
Duster
Low-wing aircraft
Single-engined tractor aircraft
Single-engined piston aircraft
Aircraft with fixed conventional landing gear
Curtiss KD2C Skeet. The Curtiss-Wright KD2C Skeet is an American target drone produced by Curtiss-Wright for the United States Navy that began development in 1945. The KD2C-1 first flew in 1947; however, it was found unsatisfactory and the program was cancelled in 1949.

Design and development
The KD2C was a target drone, powered by a pulsejet engine and intended for air-launch for use in fleet gunnery training. The KD2C-1 was powered by a Continental pulsejet engine,  in diameter; the KD2C-2 used a McDonnell J-9 or J-11 pulsejet of the same diameter. Control was provided by a radio command system, assisted by a gyrostabilizer. The KD2N could reach a top speed of  and had an endurance of 30 minutes.

Operational history
Begun in August 1945, the first prototype KD2C flew for the first time in 1947. The Skeet's internally mounted pulsejet proved unsatisfactory, however, as it produced low speed and high fuel consumption in both wind tunnel and flight tests at the Navy's Missile Test Center at Point Mugu, California. As a result, the KD2C program was cancelled in 1949, and the last of the produced aircraft were out of service by 1951.

Surviving aircraft
The U.S. Navy donated a surviving KD2C-2 to the National Air and Space Museum in 1971; it is on display in the Steven F. Udvar-Hazy Center.

Variants
KD2C-1
Baseline model with Continental pulsejet engine.

KD2C-2
Modified KD2C-1 with McDonnell pulsejet engine.

XKD3C-1
Developed KD2C with improved engine.

Specifications (KD2C-2)

See also

References

1940s United States special-purpose aircraft
Target drones of the United States
Pulsejet-powered aircraft
KD2C
Single-engined jet aircraft
Aircraft first flown in 1947
Low-wing aircraft
Triple-tail aircraft