omniomni/omni-engineering huggingface dataset:
CNNA HL-6. The CNNA HL-6 was a civil trainer aircraft developed in Brazil in 1943.

Development
The HL-6 was a low-wing cantilever monoplane of conventional configuration.  It employed a fixed tailskid undercarriage.  The student and instructor sat in tandem, in open cockpits.

Variants
HL-6 - prototype.  One built
HL-6A - similar to prototype but with more powerful engine.  Five units were constructed in 1943.
HL-6B Cauré - Similar to HL-6A but with more powerful engine  Lycoming O-290C, and optional enclosed cabin.  39 units were constructed in 1944.

Specifications (HL-6B Cauré trainer)

References

Further reading

External links
 São Paulo Technical Museum website

HL-6
1940s Brazilian civil trainer aircraft
Low-wing aircraft
Single-engined tractor aircraft
Aircraft first flown in 1942
Single-engined piston aircraft
Aircraft with fixed conventional landing gear
CNNA. Companhia Nacional de Navegação Aérea ("National Aerial Navigation Company", usually known as CNNA) was a Brazilian aircraft manufacturer of the 1940s.

History
It produced Antônio Muniz designs under licence, as well as prototypes for a wide range of civil aircraft. Its greatest successes were the HL-1 and HL-6, which were purchased in number by the Brazilian government for the country's aeroclubs as part of a pilot training initiative. Business ceased in 1951.

Aircraft

References

 
 São Paulo Technical Museum website
 

Defunct aircraft manufacturers of Brazil
Manufacturing companies based in Rio de Janeiro (city)
Ethyl iodide. Ethyl iodide (also iodoethane) is a colorless flammable chemical compound. It has the chemical formula C2H5I and is prepared by heating ethanol with iodine and phosphorus. On contact with air, especially on the effect of light, it decomposes and turns yellow or reddish from dissolved iodine.

It may also be prepared by the reaction between hydroiodic acid and ethanol, typically by generating the hydroiodic acid in situ via an iodide salt (such as sodium iodide) and an acid (such as sulfuric acid), after which the ethyl iodide is distilled off. Ethyl iodide should be stored in the presence of copper powder to avoid rapid decomposition, though even with this method samples do not last more than 1 year.

Because iodide is a good leaving group, ethyl iodide is an excellent ethylating agent. It is also used as the hydrogen radical promoter.

Production
Ethyl iodide is prepared by using red phosphorus, absolute ethanol and iodine. The iodine dissolves in the ethanol, where it reacts with the solid phosphorus to form phosphorus triiodide.  During this process, the temperature is controlled.

3 C2H5OH + PI3 → 3 C2H5I + H3PO3

The crude product is purified by distillation.

References

Iodoalkanes
Ethylating agents
Organoiodides
Condor Shoestring. The Condor K-10 Shoestring (originally known as the Ast Special and the Mercury Air Shoestring) was a Formula One Air Racing aircraft built by Carl and Vincent Ast to compete in the Cleveland National Air Races in 1949. It was a highly streamlined mid-wing cantilever monoplane with fixed tailwheel undercarriage. The mainwheels were covered with spats. The shoestring differed in approach to the 66 sq ft wing limitation, choosing a longer high aspect ratio tapered wing compared to the stubby wings of others. The original aircraft (registered N16V)  was extensively rebuilt in 1965 and 1974, and by that time had won fourteen first places, three second places and four third places.

Design and development
Although the original design drawings appear to have been lost or destroyed, one of the aircraft's owners, John Anderson, had Piper engineer Landis Ketner make a completely new set from examination of the aircraft itself. These plans were used by Jim Strode to build a second aircraft, incorporating changes of his own including a completely new cowling design. This machine first flew on 15 July 1970 as Yellow Jacket (registration N88JS). Under the name Condor Aero, Ketner soon made the plans available to homebuilders.

Variants
K-10 Shoestring
1949 Original
Condor Aero 
"Yellow Jacket"

Specifications (typical)

References

 
 
 

1940s United States sport aircraft
Homebuilt aircraft
Mid-wing aircraft
Aircraft first flown in 1949
Adrian Bowyer. Adrian Bowyer   is an English engineer and mathematician, formerly an academic at the University of Bath.

Life and works 

Born in 1952 in London, Bowyer is the older child of the late Rosemary and John Bowyer; the latter was a writer, painter and one of the founders of Zisman, Bowyer and Partners, consulting engineers.  Bowyer was educated at Woodroffe School, Lyme Regis and Imperial College London.

In 1977 he joined the Mathematics Department at the University of Bath. Shortly after that he received a doctorate from Imperial College London for research in friction-induced vibration. Whilst working in the Mathematics Department he invented (at the same time as David Watson) the algorithm for computing Voronoi diagrams that bears their names (the Bowyer–Watson algorithm).

He then spent twenty-two years as a lecturer then senior lecturer in the  Mechanical Engineering Department at the University of Bath.  He retired from academic life in 2012, though he is still a director of the company RepRap Ltd. He invented the RepRap Project – an open-source 3D printer that can produce plastic parts, including all such parts for a copy of itself. The Guardian said of this, "[RepRap] has been called the invention that will bring down global capitalism, start a second industrial revolution and save the environment..."

In 2017 Bowyer received the 3D Printing Industry Outstanding Contribution to 3D Printing Award and was inducted into the TCT Hall of Fame. He was appointed a Member of the Order of the British Empire (MBE) in the 2019 New Year Honours for services to 3D Printing.

His wife is a retired school teacher; they have one adult daughter.

References

External links
 Adrian Bowyer's home page
 RepRapLtd.com
 Wealth Without Money , Adrian Bowyer at Medialab-Prado
In the future everyone will work for 15 minutes, Adrian Bowyer presentation

1952 births
Living people
Engineers from London
Academics of the University of Bath
Articles containing video clips
RepRap project
Alumni of Imperial College London
Date of birth missing (living people)
3D printing specialists
Mathematicians from London
Members of the Order of the British Empire
VT Mobile Aerospace Engineering. VT Mobile Aerospace Engineering (VT MAE) provides commercial aircraft maintenance to passenger and cargo aircraft to many of the world's leading airlines. It is located within the Brookley Aeroplex in Mobile, Alabama and is one of the largest employers in Mobile County, Alabama. The work force includes technical, engineering, and administrative personnel, consisting largely of FAA licensed aircraft mechanics. The company was established in September 1990 by ST Engineering.

In June 2018, VT Mobile Aerospace Engineering (VT MAE) opened a second facility at the Pensacola International Airport in Pensacola, Florida to complement the operations in Mobile, Alabama.

Facilities
The facility contains nine aircraft hangars equipped with eight wide-body and ten narrow-body aircraft bays for aircraft maintenance, repair, and operations (MRO).  MRO services are provided for Airbus' A300, A310, A320, A330, A340, and Boeing's B727, B737, B747, B757, B767, B777, and MD-11.  The company also provides passenger-to-freighter (PTF) conversions for the B727, B757, and McDonnell Douglas DC-10 and provides avionics upgrades  for the MD-80, DC-9, DC-10, and MD-11.

The new Pensacola, FL 173,500 sf. ft. facility is capable of housing two (2) B777-300ERs, four (4) B757s, or up to six (6) A321s.

References

Companies based in Mobile, Alabama
Aerospace companies of the United States
1,1-Dibromoethane. 1,1-Dibromoethane is a clear, slightly brown, flammable chemical compound. It is classified as the organobromine compound, and has the chemical formula CHBr and it is a position isomer of 1,2-dibromoethane. It is commonly seen in industrial chemistry, where it is used as a fuel additive. It is also used as a grain and soil fumigant for insect control.

Synthesis
1,1-Dibromoethane is synthesized through addition of hydrogen bromide onto vinyl bromide with absence of peroxide radical.

Safety
1,1-Dibromoethane is considered as a mild toxic compound, especially with bromines attached as substituents. Bromines on the ethane are strong oxidizing agents. If absorbed through inhalation, 1,1-dibromoethane could potentially cause neuronal effects, tissue damage, and bromism.

References

Bromoalkanes
Indian National Academy of Engineering. The Indian National Academy of Engineering (INAE) was founded in 1987. It consists of India's engineers, engineer-scientists and technologists covering the entire spectrum of engineering disciplines. 
The Academy is registered under the Societies Registration Act 1860 and is an autonomous institution supported partly through grant-in-aid by Department of Science & Technology, Government of India. As the only engineering Academy of the country, INAE represents India at the International Council of Academies of Engineering and Technological Sciences (CAETS).

INAE functions as an apex body and promotes the practice of engineering and technology and the related sciences for their application to solving problems of national importance. The Academy also provides a forum for futuristic planning for the country's development, requiring engineering and technological inputs and brings together specialists from such fields as may be necessary for comprehensive solutions to the needs of the country.

History
The Indian National Academy of Engineering was registered on 20 April 1987 on the recommendation of the Ministry of Civil Supplies. Jai Krishna was appointed its first President.

The Academy was formally inaugurated by the Prime Minister Rajiv Gandhi on 11 April 1988 at a Foundation Function in New Delhi.

See also
 Indian National Science Academy
 Department of Science and Technology (India)

References

India
India
Organisations based in Delhi
Indian engineering organisations
Cornu helicopter. The Cornu helicopter was an experimental helicopter built in France, and is widely credited with the first free flight of a rotary-wing aircraft when it took to the air on 13 November 1907. Built by bicycle-maker Paul Cornu, it was an open-framework structure built around a curved steel tube that carried a rotor at either end, and the engine and pilot in the middle. Power was transmitted to the rotors by a drive belt that linked both rotors and spun them in opposite directions. Control was to be provided by cables that could alter the pitch of the rotor blades, and by steerable vanes at either end of the machine intended to direct the downwash of the rotors.

The Cornu helicopter is reported to have made a number of short hops, rising perhaps 1.5 or 2 metres (5–7 feet) into the air and staying aloft for something less than one minute. This was long enough for Cornu to learn that the control systems he had designed were ineffective, and he abandoned the machine soon thereafter.

Modern engineering analyses have demonstrated that the Cornu helicopter could not have been capable of sustained flight. Nevertheless, in order to commemorate the centenary of his achievement, a replica of the helicopter was constructed by the École supérieure des techniques aéronautiques et de construction automobile (ESTACA) and presented to the Musée de l'Air et de l'Espace where it was placed on display on 15 December 2007.

A further replica was built by the Hubschraubermuseum Bückeburg (Helicopter Museum of Bückeburg) to pay homage to the merits of Paul Cornu. Since 13 November 2007 it is shown there.

Specifications

References
 
 
 
 
 Replica project website
 News item on ESTACA website
 Detailed life and achievements of Paul Cornu with photos and downloadable plans of the helicopter
 Cornu No II

1900s French experimental aircraft
1900s French helicopters
Aircraft first flown in 1907
Tandem rotor helicopters
Single-engined piston helicopters
Totally endoscopic coronary artery bypass surgery. Totally endoscopic coronary artery bypass surgery (TECAB) is an entirely endoscopic robotic surgery used to treat coronary heart disease, developed in the late 1990s. It is an advanced form of minimally invasive direct coronary artery bypass surgery, which allows bypass surgery to be conducted off-pump without opening the ribcage. The technique involves three or four small holes in the chest cavity through which two robotic arms, and one camera are inserted.

TECAB technology
TECAB surgery uses the da Vinci tele-robotic stereoscopic 3-D imaging system. The system consists of a robotic "slave" system at the bedside. The robot relays its information to an external surgical control unit, where a cardiac surgeon has a three-dimensional view of the chest cavity, and twin controllers for the robotic arms. The procedure frequently involves grafting of the internal mammary artery to the diseased coronary artery, and therefore does not require external harvesting of blood vessels.

References

Endoscopy
Cardiac surgery
Lead(II) bromide. Lead(II) bromide is the inorganic compound with the formula PbBr2. It is a white powder.  It is produced in the burning of typical leaded gasolines.

Preparation and properties
It is typically prepared from treating solutions of lead salts (e.g., (lead(II) nitrate) with bromide salts.  This process exploits its low solubility in water - only 0.455 g dissolves in 100 g of water at 0 °C. It is about ten times more soluble in boiling water.

PbBr2 has the same crystal structure as lead chloride (cotunnite) – they are isomorphous. In this structure, Pb2+ is surrounded by nine Br− ions in a distorted tricapped trigonal prismatic geometry. Seven of the Pb-Br distances are shorter, in the range 2.9-3.3 Å, while two of them are longer at 3.9 Å. The coordination is therefore sometimes described as (7+2).

Lead bromide was prevalent in the environment as the result of the use of leaded gasoline.  Tetraethyl lead was once widely used to improve the combustion properties of gasoline. To prevent the resulting lead oxides from fouling the engine, gasoline was treated with 1,2-Dibromoethane, which converted lead oxides into the more volatile lead bromide, which was then exhausted from the engine into the environment.

Safety
Like other compounds containing lead, lead(II) bromide is categorized as probably carcinogenic to humans (Category 2A), by the International Agency for Research on Cancer (IARC).  Its release into the environment as a product of leaded gasoline was highly controversial.

References

Lead(II) compounds
Bromides
Metal halides
CANT 25. The CANT 25 was an Italian shipboard single-seat sesquiplane flying boat fighter that entered service with the Regia Aeronautica (Italian Royal Air Force) in 1931.

Design and development
The CANT 25 was developed from the earlier CANT 18 flying boat to meet a requirement for a flying boat fighter for the Regia Aeronautica. The aircraft was of wooden construction and was armed with two fixed, forward-firing 7.7-millimeter (0.303-inch) Vickers machine guns. It was built in two versions, the CANT 25M with removable wings and the CANT 25AR which was strengthened for catapult launching and had folding wings.

The CANT 25M appeared first, in 1931. It had Warren truss-type interplane bracing and a 306-kilowatt (410-horsepower) Fiat A.20 12-cylinder water-cooled engine mounted to drive a two-bladed pusher propeller, and was used for catapult trials aboard warships of the Regia Marina (Italian Royal Navy). It was replaced by the CANT 25AR—AR stood for Ali Ripiegabili, Italian for "Folding Wings"—which instead had vertical interplane bracing struts to allow the outer panels of the wings to fold to the rear. It also had strengthened tailplane bracing and a more powerful engine, a 328-kilowatt (440-horsepower) version of the Fiat A.20.

Variants
CANT 25M
Initial version with detachable wings
CANT 25AR
Later version strengthened for catapult launching and with folding wings

Operators

Regia Aeronautica

Specifications (25AR)

See also

Notes

References

The Illustrated Encyclopedia of Aircraft (Part Work 1982–1985). Orbis Publishing: 1985.
Green, William, and Gordon Swanborough. The Complete Book of Fighters: An Illustrated Encyclopedia of Every Fighter Aircraft Built and Flown. New York: SMITHMARK Publishers, 1994. .

25
Flying boats
1920s Italian fighter aircraft
Biplanes
Single-engined pusher aircraft
Aircraft first flown in 1927
Cantieri Aeronautici e Navali Triestini. CANT (Cantieri Aeronautici e Navali Triestini, the Trieste Shipbuilding and Naval Aeronautics; also sometimes labelled C.R.D.A. CANT) was an Italian aviation company which originally specialised in building naval aircraft, formed in 1923 as part of the CNT (Cantiere Navale Triestino, or in English Trieste Naval Shipyard). The company produced a number of designs for the Italian military, but ceased operations in 1944.

History

In 1921, the Cosulich family of Trieste, owners of CNT decided to enter the aviation business. Already active in shipping and shipbuilding, they followed the same pattern by establishing first an air taxi service (SISA, 1921) and then a seaplane workshop at Monfalcone (within the existing shipyard) in 1923. The first successful design was the CANT 6 a three-engine biplane flying-boat bomber built in 1925. SISA trained pilots for the Regia Aeronautica (the Italian Air Force) using CANT 7 and CANT 18 biplanes; from 1926 it added airline services, using the CANT 10 and CANT 22 cabin seaplanes. The main designer was Raffaele Conflenti. The workshops survived on license production and prototypes.

In 1930, CNT merged with other shipyards to form the C.R.D.A. (Cantieri Riuniti dell'Adriatico - United Adriatic Shipbuilding), but aircraft continued to use the CANT designation. In 1933, C.R.D.A. was acquired by state conglomerate IRI, and Italo Balbo persuaded Filippo Zappata, then working with Blériot, to become chief designer. In the following nine years, CANT flew 18 new types that garnered 40 world records; it also added a landplane factory, test department, and airfield as the workforce grew from 350 to 5,000. The CANT Z.501 (1934) and Z.506 (1935) seaplanes, and the Z.1007 landplane bomber (1937) became the standard Italian types in their categories. Zappata saw wooden airplanes as a temporary necessity, and his new designs were conceived with all-metal construction, including the Z.1018 bomber twin, Z.511 four-engine floatplane airliner, and Z.515 twin floatplane.

Around 1939 Zappata became disillusioned with CANT and started negotiating with Breda, which he joined in 1942; in addition, military requirements fluctuated. The Z.1018 started in wood as "flying mockup", developed as a very different wooden preseries, and metamorphosed into metal for production with bomber, torpedo-bomber, and night-fighter variants. Not surprising, none of these types became operational before the Italian armistice in 1943. The ensuing German occupation and USAAF raids in March–April 1944 stopped all production, and only the shipyard was rebuilt after the war.

Aircraft

CANT 6
CANT 7
CANT 10
CANT 18
CANT 22
CANT 25
CANT 26
CANT 36
CANT 37
CANT Z.501
CANT Z.506
CANT Z.508
CANT Z.509
CANT Z.511
CANT Z.515
CANT Z.1007
CANT Z.1010
CANT Z.1011
CANT Z.1012
CANT Z.1018

References

Sources
The Illustrated Encyclopedia of Aircraft (Part Work 1982-1985), 1985, Orbis Publishing

Cantieri Riuniti dell'Adriatico
Defunct aircraft manufacturers of Italy
DISAMATIC. DISAMATIC is an automatic production line used for fast manufacturing of sand molds for sand casting. This process is often used to mass manufacture metal castings for the automotive and machine industries.

History
In 1957, Vagn Aage Jeppesen, professor at the Technical University of Denmark, claimed a patent for a device producing flaskless molds of sand mixtures with vertical parting lines for casting metal parts. In 1960, the Danish company Dansk Industri Syndikat A/S (DISA) acquired the patent and began its implementation.

In 1962, a half scale prototype of a DISAMATIC sand molding machine with flaskless and vertically parted molds. During the International Foundry Trade Fair (GIFA) in 1962 in Düsseldorf, the scale model was demonstrated on DISA's stand. This resulted in sales of two first DISAMATICs to European foundries. The first automatic DISAMATIC molding lines could produce up to 240 complete sand molds per hour.

Process

DISAMATIC consists of a molding machine and mold transporting conveyor. A molding sand mixture, usually green sand or bentonite, is blown into a rectangular steel chamber using compressed air. The molding sand is then squeezed between two patterns, which are on the two ends of the chamber. After squeezing, one of the chamber plates swings open and the opposite plate pushes the finished mold onto a conveyor. Finally, any cores are automatically set into the mold cavity while the next mold is being prepared. The cycle repeats until a chain of finished molds butt up to each other on the conveyor.

The molds are then filled with molten metal and placed on a cooling conveyor, which moves at the same pace as the fabrication conveyor. At the end of the conveyor the solidified castings are separated from the molds and processed further, while the sand is directed to the sand preparation plant for reconditioning and reuse in the next cycles of the DISAMATIC molding process.

External links
DISAMATIC vertical molding process explained
DISA Group's homepage: Vertical Flaskless Sand Molding

Casting (manufacturing)
Presentation timestamp. The presentation timestamp (PTS) is a timestamp metadata field in an MPEG transport stream or MPEG program stream that is used to achieve synchronization of programs' separate elementary streams (for example Video, Audio, Subtitles) when presented to the viewer. The PTS is given in units related to a program's overall clock reference, either Program Clock Reference (PCR) or System Clock Reference (SCR), which is also transmitted in the transport stream or program stream. 

Presentation time stamps have a resolution of 90kHz, suitable for the presentation synchronization task. The PCR or SCR has a resolution of 27MHz which is suitable for synchronization of a decoder's overall clock with that of the usual remote encoder, including driving TV signals such as frame and line sync timing, colour sub carrier, etc.

Decoding of N elementary streams is synchronized by adjusting the decoding of streams to a common master time base rather than by adjusting the decoding of one stream to match that of another. The master time base may be one of the N decoders' clocks, the data source’s clock, or it may be some external clock.

A transport stream may contain multiple programs and each program may have its own time base. The time bases of different programs within a transport stream may be different. Because PTSs apply to the decoding of individual elementary streams, they reside in the PES packet layer of both the transport streams and program streams. End-to-end synchronization occurs when encoders save time stamps at capture time, when the time stamps propagate with associated coded data to decoders, and when decoders use those time stamps to schedule presentations.

Synchronization of a decoding system with a channel is achieved through the use of the SCR in the program stream and by its analog, the PCR, in the transport stream. The SCR and PCR are time stamps encoding the timing of the bit stream itself, and are derived from the same time base used for the audio and video PTS values from the same program. Since each program may have its own time base, there are separate PCR fields for each program in a transport stream containing multiple programs. In some cases it may be possible for programs to share PCR fields.

See also 
 Packetized elementary stream
 Audio to video synchronization

References

MPEG
Audio to video synchronization