omniomni/omni-engineering huggingface dataset:
IAE VUT Marabou. The IAE VUT Marabou was built as a piloted test vehicle to develop autonomous control of unmanned aerial vehicles (UAVs) flying in civil airspace.  Czech-designed and constructed, it first flew in April 2010.

Design and development
The Marabou () was designed and built at the Institute of Aerospace Engineering of Brno University of Technology with support from the Czech Ministry of Industry and Trade and the involvement of industrial partners Jihlavav Airplanes (aircraft), PBS Velká Biteš (engines) and Plastservis-L (composites).  It is specifically designed to provide pilot oversight of the development of an autonomous control system that will allow UAVs to be operated safely in civil rôles and airspace.

The Marabou is a mid-wing, pod-and-boom style, tandem two-seat aircraft with a pusher configuration single engine and a T-tail. The wings are trapezoidal and with 6° of dihedral outboard of a brief, constant chord centre section, terminating in winglets.  They carry rod actuated ailerons and electrically powered Fowler flaps. The fin and unbalanced, tab-assisted rudder are swept and the tapered tailplane carries a single-piece tapered elevator. All manual controls are integrated in the UAV's own control drives.  The outer wing panels and horizontal tail are metal structures; the wing centre section and the vertical tail are composite.

Seats are in tandem with the forward one well ahead of the wing and the raised rear seat just forward of its leading edge.  The canopy, with a smooth and rising profile, is divided into two single-piece transparencies. A 60 kW (80 hp) Rotax 912 flat-four engine is mounted immediately behind and above the rear seat in pusher configuration.  The fuselage is a wholly composite structure.  The Marabou has a low tricycle undercarriage with fuselage-mounted, glass reinforced plastic cantilever mainlegs.  The nosewheel is steerable and the mainwheels have hydraulic brakes.

The first flight was made on 29 April 2010.

Operational history

In addition to its control development programme, the Marabou has test flown a single small turbojet engine, the 1.0 kN (225 lb) PBS Velká Biteš TJ-100M, mounted on a short pylon above the port wing at the outer end of the centre section. Its fuel is carried in a separate centre section tank.

Specifications

References

2010s Czech aircraft
Mid-wing aircraft
Single-engined pusher aircraft
Aircraft first flown in 2010
T-tail aircraft
Teratorn T/A. The Teratorn T/A is an American ultralight aircraft that was designed and produced by Teratorn Aircraft. The aircraft was supplied as a kit for amateur construction.

Design and development
The first design by Teratorn Aircraft was known simply as the Teratorn, named after the extinct ice-age soaring bird. The company took its name from the first design. This design quickly evolved into the T/A model and was produced until supplanted in production by the Tierra I.

The aircraft was designed to comply with the US FAR 103 Ultralight Vehicles rules, including the category's maximum empty weight of . The original Teratorn has a standard empty weight of . It features a cable-braced high-wing, a single-seat, open cockpit, conventional landing gear and a single engine in pusher configuration.

Both the Teratorn and the T/A are made from bolted-together aluminum tubing, with the flying surfaces covered in Dacron sailcloth. Its single-surface  span wing is supported by cables attached to a simple kingpost. The landing gear is bungee suspended. Both models were supplied with the  Rotax 277 single cylinder, two-stroke powerplant as their standard engine.

The T/A model proved a commercial success and a large number were sold. The Skye Treck Skyseeker was based on the T/A.

Variants
Teratorn
Simple motorglider with a sling seat, utilizing weight shift for pitch control and rudder and spoilers for roll control, both cable-actuated by movement of the sling seat. Empty weight , gross weight , cruise speed , stall speed , glide ratio 8:1.
T/A
Ultralight aircraft with a fixed seat and three-axis aerodynamic controls, with spoilers for roll control.

Specifications (T/A)

References

External links
Photo of a Teratorn T/A landing

1970s United States ultralight aircraft
Homebuilt aircraft
Single-engined pusher aircraft
Teratorn Aircraft aircraft
John McCanny. Sir John Vincent McCanny (born 25 June 1952) is the emeritus Regius Professor of Electronics and Computer Engineering at Queen's University Belfast, and director of the Institute of Electronics, Communications and Information Technology.

Education
He earned a BSc from the University of Manchester in 1973, a PhD in Physics from the University of Ulster in 1978, and a DSc in Electrical and Electronics Engineering from Queen's University Belfast in 1998.

Career
John was a professor at Queen's University of Belfast. He was also active in industries. He has co-founded two companies - Amphion Semiconductor Ltd. (acquired by Conexant) and Audio Processing Technology Ltd (acquired by Cambridge Silicon Radio). He is on the board of Titan IC Systems Ltd.

Honours and awards
In 1995 He was elected a Fellow of the Royal Academy of Engineering
1999 He was elected a Fellow of the Institute of Electrical and Electronics Engineers.
2002 He was elected a Fellow of the Royal Society
2003 He won the "RDS - Irish Times Boyle Medal for Scientific Excellence".
2006 He was awarded the Faraday Medal by the Institution of Engineering and Technology.
2011 He was awarded the Cunningham Medal by the Royal Irish Academy.
 2017 McCanny was knighted in the 2017 New Year Honours for services to higher education and economic development.

References

External links
http://flaxtrust.com/honourees/

1952 births
Living people
Alumni of the University of Manchester
Alumni of Ulster University
British electronics engineers
Commanders of the Order of the British Empire
Academics of Queen's University Belfast
Fellows of the Royal Society
Fellows of the Royal Academy of Engineering
Fellows of the IEEE
Members of the Royal Irish Academy
Knights Bachelor
Alan Rudge. Sir Alan Walter Rudge (born 17 October 1937, London) is a British electrical engineer. He was Chairman of the ERA Foundation from its formation until December 2012, after which he was appointed as the Foundation's President. In 2012 he also stepped down as Chairman of the Board of Management of the Royal Commission for the Exhibition of 1851, a position he had held for eleven years; he had succeeded Sir Denis Rooke and was himself succeeded by Bernard Taylor.

Life 
He earned a BSc from the London Polytechnic in 1964 and a Ph.D. in Electrical Engineering from the University of Birmingham in 1968.
He was head of operations at British Telecommunications.
He was Chairman of the Engineering and Physical Sciences Research Council.
He is a past President of the Institution of Electrical Engineers and was Chairman of the Engineering Council.
He was appointed a Fellow of the Royal Academy of Engineering in 1984.

He was until July 2014 Deputy Chairman and Senior Independent Director on the board of Experian plc.

In 1994 he was invited to deliver the MacMillan Memorial Lecture to the Institution of Engineers and Shipbuilders in Scotland. He chose the subject "Multimedia and the Information Superhighway".

In 1995, he was awarded an Honorary Degree (Doctor of Science) by the University of Bath.

In the New Year Honours list for 2000 he was appointed Knight Bachelor for services to Engineering Research and to Industry.

Climate change 
He is a member of the academic advisory council of the Global Warming Policy Foundation, a climate change denial think tank chaired by Nigel Lawson.

In 2010 he organized a petition of 43 denialists (about 3% of the membership) challenging the Royal Society's "unnecessarily alarmist position" on climate change. He told The Times that "there is a lot of science to be done before we can be certain about climate change and before we impose upon ourselves the huge economic burden of cutting emissions." The revised guidance was published in September 2010 and its lead conclusion was "There is strong evidence that changes in greenhouse gas concentrations due to human activity are the dominant cause of the global warming that has taken place over the last half century".

References

External links 
 

1937 births
Alumni of the University of Westminster
Alumni of the University of Birmingham
British Telecom people
Commanders of the Order of the British Empire
Fellows of the Royal Academy of Engineering
Fellows of the Royal Society
Knights Bachelor
Living people
Scientists from London
Philip Ruffles. Philip Charles Ruffles  is a British aerospace engineer. Born in October 1939, he graduated from the University of Bristol with a first class degree in mechanical engineering in 1961. He joined Rolls-Royce plc, becoming director of engineering and technology from 1997 until his retirement in 2001. He is an advisor to Bladon Jets.
He was a non-executive director of Domino Printing Sciences plc.

Honours and awards
1998 Fellow of the Royal Society

2001 Commander of the Most Excellent Order of the British Empire

2001 Prince Philip Medal

2011 Richard Glazebrook Medal and Prize of the Institute of Physics

Royal Aeronautical Society Gold Medal

Fellow of the Royal Academy of Engineering

MacRobert Award of the Royal Academy of Engineering

References

British aerospace engineers
Rolls-Royce people
Commanders of the Order of the British Empire
Fellows of the Royal Academy of Engineering
Fellows of the Royal Society
Living people
Year of birth missing (living people)
1st Missouri Engineer Regiment. The 1st Missouri Engineer Regiment was an engineer regiment that served in the Union Army during the American Civil War.

Service
Organized February 17, 1864, by consolidation of Bissell's Engineer Regiment of the West and 25th Missouri Infantry Regiment. Attached to Defenses of Nashville & Northwestern Railroad, Department of the Cumberland, to August 1864. Engineers Sherman's Army to July 1865.

Detailed Service
Assigned to duty on line of Nashville & Western Railroad rebuilding road from Nashville to the Tennessee River February 18 to May 10, 1864; then on line of Nashville & Northwestern Railroad building blockhouses, repairing and protecting road until August 15. Ordered to Join Army in the field and march to the Chattahoochie River, Georgia, August 15–25. Flank movement on Jonesboro August 25–30. Battle of Jonesboro August 31-September 1. Lovejoy Station September 2–6. At Atlanta until November 15. March to the sea November 15-December 10. In charge of pontoons, Army of the Tennessee. Siege of Savannah December 10–21. Campaign of the Carolinas January to April 1865. Salkehatchie Swamps, S.C., February 2–5. South Edisto River February 9. North Edisto River February 12–13. Columbia February 15–17. Lynch's Creek February 26–27. Battle of Bentonville, N.C., March 19–21. Occupation of Goldsboro March 24-April 10. Advance on Raleigh April 10–14. Bennett's House April 26. Surrender of Johnston and his army. March to Washington, D.C., via Richmond, Va., April 29-May 20. Grand Review of the Armies, May 23.

Sherman's Advance
The 1st Missouri Engineers figured largely in Sherman's March to the Sea and Carolinas Campaign. In addition to building roads and repairing railroads and bridges, the regiment provided "pontooneer" detachments which transported and constructed mobile temporary bridges which sped the movement of Sherman's units. Confederate General Joe Johnston paid tribute to the 1st Missouri (and Sherman's other engineers) when he said: "When I learned that Sherman’s army was marching through the Salk swamps, making its own corduroy roads at the rate of a dozen miles a day, I made up my mind that there had been no such army in existence since the days of Julius Caesar."

Casualties
The regiment lost during service 16 enlisted men killed or mortally wounded and 1 officer and 146 enlisted men by disease. Total 163. (This figure includes the casualties suffered by the "Bissell's Engineer Regiment of the West" before it was consolidated with the 25th Missouri Infantry to form the "1st Missouri Engineers".)

Commanders
 Colonel Henry Flad

See also
Missouri Civil War Union units
List of Engineer Regiments of the Union Army

Notes

References
 Dyer, Frederick H. A Compendium of the War of the Rebellion (Des Moines, IA:  Dyer Pub. Co.), 1908.
 Neal, W. A., An Illustrated History of the Missouri Engineer and 25th Infantry Regiments (Chicago: Donohue and Henneberry), 1889.
 

Units and formations of the Union army from Missouri
Military units and formations established in 1864
1864 establishments in Missouri
Military units and formations disestablished in 1865
Engineer units and formations of the Union army
Lambert Mission 106. The Lambert Mission 106 is a conventionally laid out, high-wing ultralight, seating two side-by-side. Designed in Belgium, there are ULM and LSA versions.

Design and development

The first prototype of the M106 was built and flown in the Slovak Republic around 2003.  Its constant chord wing has twin tubular aluminium spars with wooden ribs and, like the rest of the aircraft, is fabric covered. The wing, with 2° of dihedral, carries pushrod-operated Frise ailerons and manual flaps.  On each side a pair of V-form lift struts of circular cross section brace the wing to the lower fuselage longerons, assisted by further jury struts. The fuselage and empennage have a steel alloy structure.  The fin and rudder are swept and the horizontal tail placed slightly above the upper fuselage line; the fin and tailplane are wire braced together.  The port elevator carries a trim tab.  There is side-by-side seating for two under the wing leading edge.

After trials with Rotax and Volkswagen engines, Lambert chose the Belgian 61 kW (82 hp) ULPower UL260i flat-four to power the M106. The development period also produced changes to the undercarriage, which initially had V-strut main legs and half-axles.  These were replaced with cantilever spring glass fiber legs.  The standard M106 has a fixed tailwheel undercarriage, though tricycle gear is an option.  The wheels may be faired. A glass cockpit electronic flight instrument system is standard equipment.

Production began in late 2005 with a batch of eight aircraft built in the Slovak Republic and assembled in Belgium. Belgian CAA certification was obtained in April 2006.  The M106 is built to meet the European ULM maximum takeoff weight (MTOW) limits of 450 kg (992 lb) and is available only in flyaway form; the M108 variant is heavier, intended for areas which allow higher MTOWs, and may be kit built.

Operational history

Eight Mission 106s appeared on the European Civil aircraft registers in mid-2010 and one 108 is registered in the UK in 2012.

Variants
Mission 106 MTOW of 450 kg (992 lb) to meet European ULM regulations.
Mission 108 LSA compatible version, strengthened version with a maximum takeoff weight of ,  Rotax engine. Kits available, tricycle or tailwheel landing gear.

Specifications (Mission M106)

References

2000s Belgian aircraft
Loïc Le Ribault. Loïc Le Ribault (18 April 1947 – 6 June 2007) was a French geologist and essayist. Loïc le Ribault created the OS5 formula, which was called Silicium G5 in Europe and labeled as Orgono Living Silica in the United States.

In 2004 he was convicted of illegally practising medicine.

Books 
 L’Exoscopie des quartz, Éditions Masson, Paris:1977, 
 Microanalyse et criminalistique
 Micropolis, 1998
 Le prix d'une découverte - Lettre à mon juge, 1998
 L'Irlande, un an plus tard, 2001
 Qui a peur de Loïc Le Ribault ?
 La Silice Organique, L'Élément Silicium, Son rôle, ses Bienfaits" (Organic Silica, The Silicon Element, Its Role, Its Benefits)

Bibliography 
 Valérie Duby & Alain Jourdan, Loïc Le Ribault : Savant maudit ?, Favre, 2005, 
 John McPhee, Irons in the Fire, (1998).

Filmography 
 Mandat d’arrêt contre un chercheur, documentary, Satya productions, by Jean-Yves Bilien and Pantxo Arretz.

Notes and references

External links
http://www.loic-le-ribault.com/gb/home.htm
http://www.livingsilica.com/

1947 births
2007 deaths
20th-century French geologists
French male writers
Scientists from Brittany
20th-century French male writers
Mecklenburg Elbe Valley Nature Park. The Mecklenburg Elbe Valley Nature Park () is part of the UNESCO biosphere reserve of Elbe River Landscape. At over 400 river kilometres long, the Elbe River Landscape Biosphere Reserve runs through the five German states of: Saxony-Anhalt, Brandenburg, Lower Saxony, Mecklenburg-Vorpommern and Schleswig-Holstein. It lies in the district of Ludwigslust-Parchim in Mecklenburg-Vorpommern. The nature park was created in 1990 and legally established by act of state in 1998. It has an area of .

Characteristic is the original riparian landscape of the Elbe stream with its tributaries, the Schaale, Sude, Krainke, Rögnitz, Löcknitz and the Müritz-Elde Waterway. One feature is the areas of inland dunes with sandy calcareous grassland, woods and heaths as well as the steep sides of the Elbe valley near Boizenburg and Rüterberg (Dömitz), whose observation towers offer panoramic view of the Elbe water meadows.

The nature park lies on the right bank of the Elbe near Elbe km 502-511 and 555-565 and between the state borders of Schleswig-Holstein and Brandenburg. Within the region are the villages of Boizenburg, Lübtheen and Dömitz.

Places of interest are the Lübtheen Reedbed Educational Path, the Dunes Educational Path in the nature reserve near Klein Schmölen, the educational path on the Rüterberg clay pit and another one in the Dammereeze Landscape Park. Of cultural-historical importance is the fortification in Dömitz and unique is the First German Tile Museum (Erstes Deutsches Fliesenmuseum) in the tiled town of Boizenburg/Elbe.

Since 1 January 2009 the nature park management has been aligned with the Schaalsee Biosphere Reserve in order to run it better as a biosphere reserve.

Nature Reserves 
There are 13 nature reserves that lie wholly or partially in the nature park:
 Inland Dunes by Klein Schmölen - 
 Bollenberg by Gothmann - 
 Bretzin Heath - 
 Elbe Dyke Foreland - 
 Vierwald Elbe Hillside - 
 Krainke - 
 Löcknitz Valley-Altlauf - 
 Rögnitzwiesen by Neu Lübtheen - 
 Rüterberg - 
 Schaale river - 
 Schaale Valley from Zahrendorf to Blücher - 
 Sude Valley between Boizenburg and Besitz - 
 Togerwiesen by Garlitz -

See also 
 List of nature parks in Germany

References

External links 
Ordinance establishing the nature park dated 5 February 1998
Mecklenburg Elbe Valley Nature Park

Nature parks in Mecklenburg-Western Pomerania
Ludwigslust-Parchim
Dunes of Germany
Geography of Mecklenburg
Landforms of Mecklenburg-Western Pomerania
Pedro Sacaggio. Pedro Sacaggio (1876–1959) was an Argentine engineer and inventor.

Biographical information
Pedro Sacaggio moved to Argentina at the age of 6. At age 12 he began working in the workshops of the Central Argentine Railway. He started studying Mechanical Engineering at an early age. In 1936 he formally retired but continued to do various contracting work.

Inventions
 In 1910 proposed a system of electric lighting and heating which replaced the traditional steam locomotive.
 He devised the mechanism that allowed the substitution of imported coal for domestic liquid fuel.
 In 1933 he designed the first diesel locomotive (CM-210) and it served until 1960.

20th-century Argentine engineers
1876 births
1959 deaths
Slingsby CAMCO V-Liner. The Slingsby CAMCO V-Liner was a proposed advertising aircraft of unusual design of the 1960s. It was intended to display advertising using electric lights to be viewed at a long distance, and as such consisted of a long triangular frame carried between two sets of wings and fuselages. The prototype V-Liner was destroyed in a factory fire before completion and the type was abandoned.

Design and development

In the late 1960s, the American company Central Aircraft Manufacturing Company Inc. (CAMCO) was interested in means of aerial advertising. A requirement was identified for an 18-letter message to be displayed by means of electric lights, which would be easily readable at a range of 2–3 miles (3–5 km). The use of blimps (non-rigid airships) was not considered economical, while a fixed wing aircraft carrying such a message would be much longer than any ever built.

CAMCO decided that a long rigid triangular framework of aluminium tubing would be used to carry the display lighting, and that it would be carried between separate sets of wings and fuselages at the front and rear of the framework. The aircraft's crew would consist of two; one in each of the fuselages, with the aircraft normally flown from the forward fuselage and the display electronics controlled from the rear. Each fuselage would have a set of monoplane wings, which were all-moving so that they could be used as control surfaces, while the aircraft was to be powered by two engines carried on pylons above the front fuselage and its wings. Production aircraft were planned to be amphibious, although the prototype would not be.

CAMCO chose Slingsby Aircraft of Kirbymoorside, England to build the new aircraft, called the V-Liner, in 1968. A prototype was expected to fly in late 1969, while it was hoped to build 42 in four years, with several hundred built over a longer period. V-Liners would be available only for lease from CAMCO, not for sale. Variants would be the "CV2 Video Liner", "CV3 Vector" and "CV4 Victory Liner".

Work began on construction of the first prototype, but the Slingsby factory was wrecked by a fire on 18 November 1968, and the partly built prototype was badly damaged. The fire forced Slingsby into receivership, and although the company was rescued by Vickers Limited and resumed glider production, work on the V-Liner was abandoned.

Specifications

Notes

References

 

 
-,"The Flying Billboard", The Aviation Historian, No. 1, 2012, pp.24-25.

External links
Picture of model with model Boeing 707 for scale
British Pathe film of the V-liner model displayed at the 1968 Farnborough Air Display 
CAMCOs patent application for the aircraft design

CAMCO V-Liner
Tandem-wing aircraft
4416th Test Squadron. The 4416th Test Squadron is an inactive provisional Tactical Air Command unit.  It was last assigned to the 363d Tactical Reconnaissance Wing, stationed at Shaw Air Force Base, South Carolina.  It was inactivated on 1 May 1970.

History
The 4416th Test Squadron undertook development work for electronic warfare components of the EB-66 Destroyer. It was activated to support the growing electronic warfare effort in Southeast Asia. One of the many developments brought to the EB-66 fleet was the carrying of double or triple loads of ALQ-71 ECM pods under wing pylons. Throughout the Vietnam War equipment and tactics were continually updated. Because of experience gained in Southeast Asia the first change to the training syllabus was to add more night-time air refueling which had been found wanting in the theater.   Inactivated in 1970 as part of the phaseout of the B-66.  The Electronic Warfare mission at Shaw was taken over by the EB-57E Canberra under the 16th TRS.

References

 363d Tactical Reconnaissance Wing, History, Shaw AFB, SC.

Military units and formations established in 1963