omniomni/omni-engineering huggingface dataset:
Joint Unmanned Aircraft Systems Center of Excellence. The Joint Unmanned Aircraft Systems Center of Excellence (JUAS COE) is a multi service unit of the United States Armed Forces based at Creech Air Force Base in Indian Springs, Nevada. It went operational in 2005.

The Center of Excellence is designed to improve interoperability and use, and examines the use of sensors and intelligence collection assets to meet joint operational requirements of U.S. forces in any combat environment. The COE is an operationally focused organization concentrating on UAV systems technology, joint concepts, training, tactics, and procedural solutions to the warfighters’ needs.

The Army was initially lead the Joint UAV COE with the Air Force as deputy. These positions will rotate among the four military services. The center has representatives from all four military services and other DOD and non-DOD agencies

History 
The JUAS COE replaced the Air Force Unmanned Aerial Vehicle Center of Excellence at Creech.

The Joint COE stood up at Creech AFB in 2005.

References

Joint military units and formations of the United States
Military units and formations in Nevada
Indian Springs, Nevada
2005 establishments in the United States
STATPHYS. STATPHYS or IUPAP International Conference on Statistical Physics is a series of conferences organized by the International Union of Pure and Applied Physics.  The conferences take place every three years in a different continent to give the maximum international relevance and visibility to the event. It is the world event for the broad field of statistical physics and all its interdisciplinary developments. The first meeting was in Florence (Italy) from 17 to 20 May 1949. After a pioneering period the periodicity of three years was established and the conference has acquired more and more importance.  The participation has reached peaks up to 1500 participants in the recent years.  Also on the occasion of this conference the prestigious Boltzmann medal is awarded.  In addition several satellite meetings are usually held along with the main event, adding to the scientific value of the meeting.

References 

International conferences
Physics conferences
IUPAP
Application Foundation Classes. The Application Foundation Classes (AFC) were a graphical framework for building Java-based graphical user interfaces (GUIs), developed by Microsoft and shipped as part of the Microsoft SDK for Java. AFC was based on the Abstract Window Toolkit (AWT), but its architecture made it easier to extend components to better fit user needs.

AFC components were announced to be cross-platform, but they worked better with Microsoft Java Virtual Machine, and support on non-Windows platform was problematic.

History
The release of AFC (along with J/Direct (instead of JNI), and WFC), was part of an effort by Microsoft to gain leadership on the growing Java community.

With the release of Java Foundation Classes, interest for AFC dropped, and they later were no longer maintained.

See also
 Java Foundation Classes
 Swing (Java)

References

External links
AFC presentation

Java platform
Waco CG-3. The Waco CG-3A was a United States light troop military glider of World War II.

Design and development
The CG-3A was the United States Army Air Force's first production troop-carrying glider. 300 CG-3A 9-place gliders were initially ordered, but 200 of these were cancelled. A few of the 100 built by Commonwealth Aircraft (formerly Rearwin Aircraft) were used as trainers for the improved CG-4A, but most remained in their shipping crates in storage. The production CG-3A was developed from the experimental XCG-3 which was the only one built by Waco and given Army Air Forces Serial No. 41-29617.

Operational history
The CG-3A became obsolete with the development of the much improved Waco designed CG-4A 15-place glider with its alternate load of military equipment. The CG-3A did not see any combat and several were used in limited training roles.

Variants
XCG-3 : Prototype 8-seat glider. One built 1942.
CG-3A : Production 9-seat glider. 100 built by Commonwealth Aircraft.

Specifications (CG-3A)

See also

References

1940s United States military gliders
1940s United States military transport aircraft
CG-3A
Aircraft first flown in 1942
Glider aircraft
Aircraft with fixed conventional landing gear
No. 41 Squadron (Finland). No. 41 Squadron ( or ) was a bomber unit of the Finnish Air Force formed in 1946 and based at Luonetjärvi. The squadron belonged to Flying Regiment 4. In 1951 the unit was renamed into No. 41 Squadron (Lentolaivue 41 or Le.Lv.41).

No. 41 Fighter Squadron
No. 41 Fighter Squadron (Hävittäjälentolaivue 41 or HävLLv 41) is currently the fighter training squadron of the Training Air Wing, based in Tikkakoski. It flies Hawk Mk.51s and Mk.51As. In 2009 it received the Mk.66s that were purchased from Switzerland in 2007.

Organization
1st Flight (1. Lentue)
2nd Flight (2. Lentue)
3rd Flight (3. Lentue)

References 

41
C5H8O2. {{DISPLAYTITLE:C5H8O2}}
The molecular formula C5H8O2 may refer to:

 Acetylacetone
 Acetylpropionyl
 Allyl acetate
 Angelic acid
 Coffee furanone
 Cyclobutanecarboxylic acid
 Ethyl acrylate
 Glutaraldehyde
 Isopropenyl acetate
 Methyl methacrylate
 Tiglic acid
 Valerolactones
 δ-Valerolactone
 γ-Valerolactone
 Vinyl propionate
Fokker V.6. The Fokker V.6 was a prototype fighter triplane developed in Germany during World War I in parallel with the V.5, from which the famous Dr.I was developed. The V.6 was powered by an 89 kW (120 hp) Mercedes D.II liquid-cooled engine. The heavier engine required larger wings, with the lower wing being placed just below the fuselage. A modification to add fairings to the lower wing fuselage junction was implemented after the first tests. The V.6 was abandoned in October 1917 due to being inferior in maneuverability to the newer Dr.I.

Specifications (Fokker V.6)

References

Bibliography

1910s German fighter aircraft
V.06
Single-engined tractor aircraft
Triplanes
Aircraft first flown in 1917
Fokker V.7. The Fokker V.7 was a prototype German fighter triplane of World War I, an attempt to improve upon the Dr.I by using the experimental Siemens-Halske Sh.III, double acting rotary engine. (A double acting rotary involved the crankshaft rotating one way, with the crankcase turning the other). To make use of the higher power and rpm, the aircraft had a four-bladed propeller of larger diameter than the Dr.I. This required longer landing gear. The rear fuselage had to be extended to compensate for the heavier engine. Four V.7 aircraft were built. The performance of the V.7 was outstanding, but the engine was not ready for service. The Fokker V.7/I was converted to a Dr.I.

The V.7/II was powered by a  Gnome engine. The V.7/III used the  Goebel Goe.III, and while performance was excellent, the Goe.III was no more ready for combat than the Sh.III of the V.7/I.

The V.7/IV was supplied without an engine to the MAG firm of Austria-Hungary. MAG fitted it with a  Steyr rotary. The aircraft was intended to compete in the Austria-Hungarian fighter fly-off in July 1918, but damage due to a landing mishap caused it to miss the competition.

Citation

Bibliography

1910s German fighter aircraft
V.07
Rotary-engined aircraft
Single-engined tractor aircraft
Triplanes
Aircraft first flown in 1918
Fokker V.4. The Fokker V.4 was a prototype German fighter aircraft of World War I. Inspired by the successful Sopwith Triplane, Anthony Fokker chose to create a triplane fighter. Reinhold Platz was responsible for the design. The V.4 looked very much like the later Dr.I, but is easily recognized by the lack of interplane struts. All three wings were cantilever and the lower two wings had the same span. The rudder was balanced, but the ailerons and elevators lacked horn balances.

In the past, this aircraft was given the V.3 designation in error. Aero Historian Peter M. Grosz finally corrected the error while researching Fokker fighter developments.

The V.4 was eventually fitted with V.5 wings and sent to Austria-Hungary for evaluation.

Bibliography
 
 

1910s German fighter aircraft
V.04
Single-engined tractor aircraft
Triplanes
Rotary-engined aircraft
Aircraft first flown in 1917
Fokker F.I. The Fokker F.I (company designation V.5) was a prototype German fighter triplane design by Reinhold Platz of World War I. It was an improved version of the V.4 prototype triplane. For many decades, the V.5 was misidentified as the V.4.

About the only noticeable difference between the F.I's overall appearance and the later production Fokker Dr.I examples was a subtle convex curve on the outlines of the tailplane's otherwise "diagonal" leading edge planform, leading into the aerodynamic balancing surface at the end of each elevator tip.

Idflieg designated the first three V.5 aircraft F.I, but all subsequent triplanes were designated Dr.I. Werner Voss was shot down while flying F.I 103/17. Manfred von Richthofen flew F.I 102/17 in September 1917, scoring his 60th victory in the aircraft on the 7th of that month. Von Richthofen then went back to flying his Albatros D.V. Kurt Wolff was shot down in F.I 102/17 on 15 September 1917. F.I 101/17 was tested to destruction in August 1918, failing at a load factor of 7.75.

References

Bibliography

1910s German fighter aircraft
F 01 (1917)
Triplanes
Single-engined tractor aircraft
Rotary-engined aircraft
Fokker V.2. The Fokker V.2 and V.3 aircraft were developed from the Fokker V.1, but utilized an 89 kW (120 hp) Mercedes liquid-cooled inline engine instead of the rotary. This is similar to the Fokker V.6 being tested as the Fokker V.5 was being developed. Like the V.1, the fuselage was circular in cross section, and the wings were covered with plywood. To match the center of pressure and center of gravity with the heavier engines, these aircraft had their upper wing's outboard sections swept back.

For many decades, the V.3 was thought to be a modification to the V.2 instead of a separate aircraft. The designation was known, and assigned in error to the first triplane, which also had cantilever wings. That aircraft was, however, the V.4, not the V.3.

A period photo in the book German Combat Planes, authored by Ray Wagner and Heinz Nowarra and published in the United States in 1971, shows a "Fokker V.2" aircraft with a redesigned empennage strongly reminiscent of the Albatros D.III in appearance, as a possible step in its experimental program.

Historian Peter M. Bowers has speculated that the V.1-V.3 were in fact proof of concept aircraft as they were too under-powered for actual use as fighters.

Bibliography

1910s German fighter aircraft
V.02
Biplanes
Single-engined tractor aircraft
Fokker D.VI. The Fokker D.VI was a German fighter aircraft built in limited numbers at the end of World War I. The D.VI served in the German and Austro-Hungarian air services.

Design and development

In late 1917, Fokker-Flugzeugwerke built two small biplane prototypes designated V.13. These aircraft combined a set of scaled-down D.VII wings with a fuselage and empennage closely mirroring those of the earlier Dr.I. The first prototype utilized an 82 kW (110 hp) Oberursel Ur.II rotary engine, while the second featured a 119 kW (160 hp) Siemens-Halske Sh.III bi-rotary engine.

Fokker submitted both prototypes at the Adlershof fighter trials in late January 1918. At that time, Fokker reengined the first prototype with the 108 kW (145 hp) Oberursel Ur.III. Pilots found the V.13s to be maneuverable and easy to fly. Idflieg issued a production contract after the V.13s were ultimately judged to be the best rotary powered entries of the competition.

Operational history

The new aircraft, designated D.VI, passed its Typenprüfung (official type test) on 15 March 1918. The production aircraft utilized the Oberursel Ur.II, which was the only readily available German rotary engine. Idflieg authorized low level production pending availability of the more powerful Goebel Goe.III. Deliveries commenced in April and ceased in August, after only 59 aircraft had been completed. Seven aircraft were delivered to the Austro-Hungarian Air Service (Luftfahrtruppen).

In service, the D.VI was hampered by the low power of the Oberursel Ur.II. Moreover, the lack of castor oil and the poor quality of "Voltol," an ersatz lubricant, severely reduced engine life and reliability. The D.VI remained in frontline service until September 1918, and continued to serve in training and home defense units until the Armistice.

Variants
 V.13/1 : First prototype, powered by a 108 kW (145 hp) Oberursel Ur.III rotary engine
 V.13/2 : Second prototype, powered by a 119 kW (160 hp) Siemens-Halske Sh.III rotary engine

Operators

 Luftfahrtruppen

 Luftstreitkräfte

 Royal Hungarian Air Force - Postwar.

 Romanian Air Corps - 6 captured during the war of 1919.

Specifications

References

Notes

Bibliography
 Gray, Peter and Owen Thetford. German Aircraft of the First World War. London: Putnam, 1962. 

 Taylor, Michael J. H. Jane's Encyclopedia of Aviation. London: Crescent Books, 1993. .
 Weyl, A.R. Fokker: The Creative Years. London: Putnam, 1965. .

1910s German fighter aircraft
D 06
Rotary-engined aircraft
Biplanes
Aircraft first flown in 1918
Fokker V.17. The Fokker V.17  and its derivatives were a series of experimental monoplane Fighter aircraft produced by the Dutch aircraft company Fokker in the 1910s.

V.17, was a shoulder cantilever-winged monoplane with plywood covering. 82 kW (110 hp) Oberursel engine.

V.20, was a cantilever mid-winged fighter with plywood covering and was powered by a 119 kW (160 hp) Mercedes D IIIa engine. It was similar to the V.17.

V.21 was much like the V.20 except the wings were tapered.

V.23 was related to the V.20 and V.21. It was evaluated by the German Army and rejected due to poor forward visibility (presumably on landing). The V.23 was powered by a 119 kW (160 hp) Mercedes III engine, was 5.8 m (19 ft) long, had a wingspan of 8.73 m (28.64 ft), a height of 2.65 m (8.69 ft). The wing area was 11.12 m² (119.69 ft²), the empty weight was 673 kg (1,484 lb), maximum weight 853 kg (1,881 lb). The maximum speed of the V.23 was 200 km/h (124 mph). Armament was two 7.92 mm (.312 in) machine guns.

V.25 was plywood-covered, with a low cantilever wing. It powered by an Oberursel Ur. II of 82 kW (110 hp). The aircraft was underpowered. V.25 was 5.93 m (18.46 ft) long, had a wing span of 8.73 m (28.64 ft) and was 2.63 m (8.63 ft) high. Its wing area was 11.12 m² (119.69 ft²), empty weight was 383 kg (844 lb), and had a maximum weight of 584 kg (1,287 lb).

Bibliography

V.17
1910s German fighter aircraft
Single-engined tractor aircraft
Rotary-engined aircraft
Fokker V.27. The Fokker V.27 was a German parasol-monoplane fighter prototype designed by Reinhold Platz and built by Fokker-Flugzeugwerke.

The V.27 was little more than an enlarged V.26 (prototype for the D.VIII) with a 145 kW (195 hp) Benz Bz.IIIb liquid-cooled inline engine. Once again, Fokker pursued similar aircraft with both rotary and inline engines. Fokker submitted the V.27 at the second fighter competition at Adlershof in May/June 1918.

The V.37 was a ground-attack variant of the V.27. It was fitted with extensive armor plating to protect the pilot and engine. Neither the V.27 nor the V.37 were placed in production.

Bibliography

V.27
1910s German fighter aircraft
Single-engined tractor aircraft
Parasol-wing aircraft
Fokker C.I. The Fokker C.I was a German reconnaissance biplane under development at the end of World War I. The design was essentially an enlarged Fokker D.VII fighter with two seats and a 138 kW (185 hp) BMW IIIa engine. The C.I was originally developed to sell to the German Army. It never saw service in World War I, but Anthony Fokker managed to smuggle parts out of Germany at the time of the Armistice.

Development
The prototype,  V.38, was tested at Schwerin, and put into immediate production. After the armistice, production continued in the Netherlands.

Operators

The C.I went into Dutch service after 16 were ordered in February 1919. The USSR bought 42 C.Is. The C.Is served in the reconnaissance and trainer roles. The last C.I left service in 1936.

 
 Royal Danish Air Force
 
 Luftstreitkräfte
 
 Royal Netherlands Navy
 Dutch Army Aviation
 
 United States Navy - Two aircraft were purchased by US Navy in 1921.
 
 Soviet Air Force

Variants

V 38
Prototype.
C.I
Two-seat reconnaissance aircraft, powered by a 138 kW (185 hp) BMW IIIa piston engine.
C.Ia
Improved version.
C.IW 
Experimental floatplane version.
C.II 
Three-seat passenger transport version, powered by a 138 kW (185 hp) BMW IIIa piston engine. 
C.III 
Two-seat advanced trainer version of the C.I, powered by a 164 kW (220 hp) Hispano-Suiza 8B engine.

Specifications (Fokker C.I)

References

 
 

1910s German military reconnaissance aircraft
C 01
Single-engined tractor aircraft
Biplanes
Aircraft first flown in 1918
Fades viaduct. The Fades Viaduct () is a railway viaduct in the Puy-de-Dôme department, central France. At the time of its inauguration on 10 October 1909, it was the tallest bridge in the world, across all categories. As of 2010, it still is the tenth tallest railway viaduct in the world.

Overview
The Fades Viaduct is located close to Les Ancizes-Comps, in the Auvergne region, between the communes of Sauret-Besserve and Les Ancizes-Comps.  It spans across the river Sioule. Its construction began on 28 October 1901. From 14 to 16 September 1909 it passed the performance tests, The Fades Viaduct has monumental piers of quarried granite. Towering over  in height they remain the tallest bridge piers ever built in traditional masonry. They each have a base larger than a tennis court.

See also 
 List of world's tallest bridges
 List of bridges in France

External links 

 The world's highest bridges 
 Association Sioule & Patrimoine - 37, avenue du Plan d'eau - 63770 LES ANCIZES-COMPS (France) 
 Building the World's Loftiest Bridge By F. A. Talbot

Railway bridges in France
Bridges completed in 1909
Buildings and structures in Puy-de-Dôme
Truss bridges in France
Viaducts in France
Steel bridges
Transport in Auvergne-Rhône-Alpes
Breda-Pittoni BP.471. The Breda-Pittoni B.P.471 was an Italian twin-engine airliner/military transport produced by Breda.

Design and development
As part of its efforts to get back into aircraft manufacturing following the war, Breda commissioned Mario Pittoni to develop a twin-engine medium transport designated the Breda-Pittoni B.P.471. The prototype first flew in 1950. It was an all-metal twin-engine monoplane of stressed-skin construction. It had a retractable tricycle undercarriage and wings were of an inverted-gull configuration, this allowed the main landing gear to be short and light. The cabin had room for 18-passengers or freight. The company proposed many uses for the aircraft including a civil airliner and freighter, military navigation trainer or utility freighter. With no interest from buyers the prototype was operated by the Italian Air Ministry as a staff transport.

Operators

Italian Air Force

Specifications (B.P.471)

References

External links

 BP.471
The Breda wind tunnel by Mario Pittoni Technical Memorandum for Naca 1939 - from NASA Technical Reports Server

BP.471
1950s Italian airliners
1950s Italian military transport aircraft
Aircraft first flown in 1950
Mid-wing aircraft
Twin piston-engined tractor aircraft
Aircraft with retractable tricycle landing gear
International Association for Sports Surface Sciences. The International Association for Sports Surface Sciences (ISSS) is the union of labs and experts in the field of sports surfaces. It was founded in 1985 in Switzerland. Its aims are the exchange of information and ideas regarding testing sports surfaces such as sports hall floors, synthetic surfaces of athletic tracks and artificial turf surfaces. Members are located all over the world. 

The ISSS is officially related to the IAAF. The ISSS has a board of directors consisting of Hans J. Kolitzus (CH/D), Vic Watson (GB), Ties Joosten (NL) and Alastair Cox (GB)). The head office is located in Switzerland. The ISSS organizes regular Technical Meetings with experts from the industry to discuss issues of common interest.

External links 
ISSS website.

References

International sports organisations based in Switzerland
Surface science
Playing field surfaces
Fokker M.7. The Fokker M.7 was a German observation aircraft of World War I, used by the armed forces of both Germany and Austro-Hungary.

Design and development

Twenty aircraft, powered by  Oberursel U.0 rotary engines, were built, some of which were used by Kaiserliche Marine (Imperial German Navy) shore stations.  It was a single-bay sesquiplane (biplane) of conventional configuration, with slightly staggered wings using wing warping for roll control, tandem open cockpits and Fokker's distinctive comma-shaped rudder.

The W.4 was a floatplane version of the M.7.

Operational history

The aircraft was operated by the Austro-Hungarian forces under the designation Type B.I, following the German Empire's lettered prefixes from the Idflieg aircraft designation system. Serials assigned were 03.01,03.02 and 03.04-03.12 with 03.25-03.28 being assigned to subsequently repaired/rebuilt aircraft.

Variants
 M.7 : Two-seat reconnaissance aircraft version.
 W.4 : Two-seat reconnaissance floatplane version.

Operators

Imperial and Royal Aviation Troops

Specifications (M.7)

See also

Notes

Bibliography

 

1910s German military reconnaissance aircraft
M.7
Sesquiplanes
Single-engined tractor aircraft
Rotary-engined aircraft
Aircraft first flown in 1915
Fokker A.I. 

The Fokker A.I (Fokker designation M.8) was an "A-class" unarmed two-seat monoplane observation aircraft of the 1914-15 era early in World War I, powered as the earlier Fokker M.5 was, by a 58.8 kW (80 PS) Oberursel U.0 seven cylinder rotary engine, or umlaufmotor, a near-clone of the Gnome Lambda rotary engine of the same power output level — the same U.0 seven cylinder rotary engine version was used on all Fokker military monoplanes before the Fokker E.II Eindecker fighter's debut in 1915-16. The A.I aircraft resembled a substantially enlarged Fokker M.5, with a tall dorsal cabane structure to handle the triple sets of stationary flying and landing wires anchored to the wing panels' forward spar, each panel having fourteen wing ribs, and the similarly triple sets of wing warping cables attached to the rear spar. The A.I and earlier A.IIs were both built by Fokker and license-built by Halberstadt. The origins of the A.I, A.II and A.III were in a Morane-Saulnier Type H purchased from France. This led to the initial Fokker M.5 airframe designed by Martin Kreutzer, from which the larger A.I was derived. Fokker gave many aerobatic demonstrations in the M.5 on the eve of World War I. The M.8, was ordered as the A.I by the Fliegertruppe (Imperial German Army Air Service) and between Fokker and Halberstadt, about 63 were produced.

Specifications
Data from Scott, Josef (2012). Fokker Eindecker Compendium, Volume 1. Berkhampstead, Hertfordshire UK: Albatros Publications, Ltd. p. 18. .

References

Bibliography

 
 

1910s German military reconnaissance aircraft
A.I
High-wing aircraft
Single-engined tractor aircraft
Aircraft first flown in 1915
Rotary-engined aircraft