omniomni/omni-engineering huggingface dataset:
Vickers Type 432. The Vickers Type 432 was a British high-altitude fighter aircraft developed by the Vickers group during the Second World War. Intended to enable the Royal Air Force to engage the enemy's high-altitude bomber aircraft, it was to be armed with six cannon.

Design and development
The origins of the Type 432 lay with a requirements set out in 1939 for twin-engined fighters with 20 or possibly 40 mm cannon. Vickers had set out a proposal for a Griffon-engined aircraft, equipped with a 40 mm cannon in a flexible mounting. This was subsequently encouraged by the Air Ministry. Further development was carried out for a design that could also meet F.6/39 for a fixed gun fighter with 20mm cannon. Specification F.22/39 was drawn up to cover the 40 mm project as the Vickers 414 to meet Operational Requirement (OR) 76. This was subsequently revised with aircraft redesigns to become specifications F.16/40 and then F.7/41 for OR. 108.

In appearance it resembled a larger version of the de Havilland Mosquito and was known to some as the "Tin Mosquito". The pilot had a pressurised cockpit in the nose, with a bubble dome, similar to an enlarged astrodome. The pressurised cockpit took up the nose section so the cannon would have been fitted in a fairing below the fuselage, to the rear of the aircraft.

The aircraft's elliptical wing was built using a unique stressed-skin structure, designed by Barnes Wallis for lightness. The top and bottom were manufactured separately, and then clamped together at the leading and trailing edges, this being named "peapod" or "lobster-claw" structure. This allowed a large internal space unobstructed by ribs, hence capable of housing large fuel tanks (similar to Wallis's geodetic designs).

Operational history
The first prototype Type 432 DZ217 was flown on 24 December 1942. Initial trials revealed serious handling difficulties on the ground, the aircraft snaking while taxiing, necessitating aft movement of the mainwheels to correct the bad tracking. In flight tests, the Type 432 was unable to be landed in a standard "three-point" stance resulting in the replacement of the Irving-type ailerons with new Westland types along with an alteration of tail settings. The estimated maximum speed of 435 mph (700 km/h) at 28,000 ft (8,535 m) was never attained as the Merlin 61 engines did not run satisfactorily above 23,000 ft (7,010 m).

When the competing Westland Welkin was ordered into production, the second prototype of the Vickers fighter, the Type 446, was cancelled, before completion, on 1 May 1943. The first prototype was retained by Vickers for test purposes until the end of 1944, when the aircraft was scrapped after completing only 28 flights.

Specifications

See also

References

Notes

Bibliography

Further reading

External links

 Vickers 432 – British Aircraft Directory

1940s British fighter aircraft
Type 432
Cancelled military aircraft projects of the United Kingdom
Low-wing aircraft
Twin piston-engined tractor aircraft
Aircraft with retractable conventional landing gear
Rolls-Royce Falcon. The Rolls-Royce Falcon is an aero engine developed in 1915. It was a smaller version of the Rolls-Royce Eagle, a liquid-cooled V-12 of 867 cu in (14.2 L) capacity. Fitted to many British World War I-era aircraft, production ceased in 1927. The Falcon was designed by R.W. Harvey-Bailey. 

An airworthy Falcon survives today and powers a Bristol F.2 Fighter during summer displays.

Design and development
Production of the Falcon began in September 1916 and was so successful that it was also manufactured under licence by Brazil Straker in Bristol. Production continued until 1927, by which time 2,185 had been built.

An unusual feature of this engine was the epicyclic propeller reduction gear which contained a clutch designed to limit the maximum torque, thus protecting the reduction gears.

The Falcon was notably used in the Bristol F.2 Fighter and Blackburn Kangaroo bomber.

Variants
Note:
Falcon I (Rolls-Royce 190 hp Mk I)
(1916-17), 230 hp, 250 engines produced in both left- and right-hand tractor versions.
Falcon II (Rolls-Royce 190 hp Mk II)
(1917), 253 hp, carburettor size increased. 250 built at Derby.
Falcon III (Rolls-Royce 190 hp Mk III)
(1917-1927), 285 hp, increased compression ratio (5.3:1), twin carburettors replaced with four Rolls-Royce/Claudel-Hobson units. 1,685 built at Derby.

Applications
List from Guttery and Lumsden:

Survivors
Bristol F.2B Fighter, D-8096, is based at the Shuttleworth Collection and is powered by a Falcon III, this aircraft flies regularly in summer.

Engines on display
A Rolls-Royce Falcon is on public display at the Shuttleworth Collection, Bedfordshire.
A Rolls-Royce Falcon is displayed at the Rolls-Royce Heritage Trust Collection (Derby).
A Rolls-Royce Falcon is displayed at the South African Air Force Museum, Port Elizabeth

Specifications (Falcon III)

See also

References

Notes

Bibliography

 Guttery, T.E. The Shuttleworth Collection. London: Wm. Carling & Co, 1969. 
 Jane's Fighting Aircraft of World War I. London. Studio Editions Ltd, 1993. 
 Lumsden, Alec. British Piston Engines and their Aircraft. Marlborough, Wiltshire: Airlife Publishing, 2003. .
 Pugh, Peter. The Magic of a Name - The Rolls-Royce Story: The First 40 Years. Duxford, Cambridge: Icon Books, 2001. .

External links

Photo of a Rolls-Royce Falcon at enginehistory.org

Falcon
1910s aircraft piston engines
V12 aircraft engines
Rolls-Royce Hawk. The Rolls-Royce Hawk was a British aero engine designed by Rolls-Royce in 1915. Derived from one bank of six cylinders of the Rolls-Royce Eagle, it produced 75 horsepower at 1,370 rpm. Power was progressively increased to 91 hp by February 1916, and 105 hp by October 1918.

After Rolls-Royce made the prototypes, the Hawk was manufactured under licence by Brazil Straker in Bristol between 1915 and 1918. During this period 204 engines were built, and the Hawk earned a reputation for high reliability.

Many engines of this type were used to power the SSZ class coastal patrol airships of which 76 were built.

Applications
Avro 504F
Farman MF.7
Royal Aircraft Factory B.E.2
Sage Type 3
SS class blimp (1 example)
SSP class blimp
SSZ class blimp
SST class blimp

Post war one engine (serial number 332) was fitted into a specially built hull and launched on Windermere in 1922 with the name Canfly.  With a flywheel added it was directly connected to the boat's propeller without a gearbox. Capable of reaching speeds of  Canfly was used as the official's boat at several world speed record attempts during the 1920s and 1930s.  The boat and engine are now displayed in a working but non-operational state at the Windermere Jetty museum.

Specifications (Hawk I)

See also

References

Notes

Bibliography

Flight 7 May 1954
British Airships
Lumsden, Alec. British Piston Engines and their Aircraft. Marlborough, Wiltshire: Airlife Publishing, 2003. .
 Pugh, Peter. The Magic of a Name – The Rolls-Royce Story: The First 40 Years. Duxford, Cambridge: Icon Books, 2001. .
 Taulbut, Derek S. Eagle – Henry Royce’s First Aero Engine, Rolls-Royce Heritage Trust, 2011. .

External links 

 RR-Hawk at Shuttleworth Collection in the UK
 RR-Hawk at USAF museum

Hawk
1910s aircraft piston engines
Airship engines
Rolls-Royce Condor. The Rolls-Royce Condor aircraft piston engine is a larger version of the Rolls-Royce Eagle developing up to . The engine first ran in 1918 and a total of 327 engines were recorded as being built.

Variants
Note:
Condor I
(1920–1921) 600 hp, 72 built at Derby.
Condor IA
Alternative designation for Condor II.
Condor II
(1921) 650 hp, revised propeller reduction gear ratio, increased compression ratio (5.17:1). 34 built at Derby.
Condor III
(1923–1927) 650/670 hp, compression ratio 6.5:1, Re-designed connecting rods. 196 built at Derby.
Condor IIIA
(1925) 650/665 hp. Improved main bearing design and material.
Condor IIIB
(1930) 650 hp, 0.477:1 reduction gear, re-designed crankcase and crankshaft.
Condor IV
(1925) 750 hp. Direct-drive, modified engine mounting. 13 built at Derby.
Condor IVA
(1927) 750 hp. Nine built at Derby.
Condor V
(1925) As Condor IIIA with two-stage turbocharger. Run but not flown, one built at Derby.
Condor VII
Direct-drive Condor IIIA, two built at Derby. 
Condor C.I.
(1932) 480 hp, compression ignition (diesel), two engines tested and flown.

Compression ignition (diesel) variant

In 1932 the Air Ministry initiated a conversion of the Condor petrol engine to the compression ignition system. The conversion was developed at the Royal Aircraft Establishment, Farnborough, with the co-operation of Rolls-Royce Ltd. Engine layout, bore, and stroke remained the same as for the petrol version; the compression ratio increased to 12.5:1. The more robust construction required to withstand the increased stresses increased the engine weight to . At its maximum 2,000 rpm the engine developed 500 hp (373 kW), giving a power/weight ratio of 0.33 hp/lb.

The engine passed the 50-hour civil type test for compression ignition engines, being only the second British engine to do so. The only previous engine to pass this test was the much larger Beardmore Tornado fitted to the R101 airship. The diesel Condor was experimentally flown in a Hawker Horsley to explore the practical operation of a diesel engine in flight.

Applications

The Condor was used in the following aircraft:

Specifications (Condor III)

See also

References

Notes

Bibliography

 Lumsden, Alec. British Piston Engines and their Aircraft. Marlborough, Wiltshire: Airlife Publishing, 2003. .

External links

Photo of a Diesel version of the Condor at oldengine.org 

Condor
1910s aircraft piston engines
Airship engines
V12 aircraft engines
1-Butene. 1-Butene (IUPAC name: But-1-ene, also known as 1-butylene) is the organic compound with the formula CH3CH2CH=CH2. It is a colorless gas. But-1-ene is an alkene easily condensed to give a colorless liquid. It is classified as a linear alpha-olefin (terminal alkene). It is one of the isomers of butene (butylene). It is a precursor to diverse products.

Reactions
Polymerization of but-1-ene gives polybutylene, which is used to make piping for domestic plumbing. Another application is as a comonomer in the production of certain kinds of polyethylene, such as linear low-density polyethylene (LLDPE).  It has also been used as a precursor to polypropylene resins, butylene oxide, and butanone.

Manufacturing
But-1-ene is produced by separation from crude C4 refinery streams and by ethylene dimerization. The former affords a mixture of 1-and 2-butenes, while the latter affords only the terminal alkene. It is distilled to give a very high purity product. An estimated 12 billion kilograms were produced in 2011.

References

Alkenes

es:Buteno#El 1-buteno
Friedrich Heusler. Carl Ludwig David Friedrich Heusler (1 February 1866, Dillenburg – 25 October 1947) was a German mining engineer, chemist and metallurgist. He discovered a special group of intermetallic alloys now known as Heusler alloys, which are ferromagnetic though the constituting elements are not ferromagnetic.

Biography
He was born as son of Conrad Heusler the owner of the Isabellenhütte Dillenburg, a non-ferrous metal works. He studied at the  University of Bonn and University of Berlin and was awarded with his Ph.D in 1887 in Berlin. After working at the University of Göttingen he did his habilitation in Berlin 1894. In 1901 he discovered the ferromagnetic intermetallics, now known as Heusler phases,  and did some research in collaboration with the University of Marburg. Due to patent controversies it took until 1903 for the publication of the results. From 1902 he was head of the Isabellenhütte.

References
 F. Heusler: Verh. Deutsche Physikalische Gesellschaft 5 (1903), S. 219 ff.

100 Jahre „Heuslersche Legierungen“ from University of Marburg

1866 births
1947 deaths
People from Dillenburg
German mining engineers
19th-century German chemists
University of Bonn alumni
Engineers from Hesse
20th-century German chemists
German metallurgists
List of Ramsar sites in Thailand. This list of Ramsar sites in Thailand comprises Thai wetlands deemed to be of "international importance" under the Ramsar Convention. For a full list of all Ramsar sites worldwide, see the Ramsar list of wetlands of international importance.

 there are 15 Ramsar sites in Thailand, totalling 405,219 hectares.

According to WWF, wetlands are one of the most threatened of all ecosystems, because of progressive loss of vegetation, salinization, excessive inundation, water pollution, invasive species, development, and road building.

See also
List of protected areas of Thailand

References

External links
Annotated Ramsar List: Thailand
WWF - Thailand (in Thai)
WWF - Environmental conservation work in Thailand
Ramsar Information Sheet
A push for 20 new Ramsar sites in Thailand
Map of 20 nominated Ramsar sites in Thailand © WWF



Ramsar
Thailand
Service Profile Identifier. A Service Profile Identifier (SPID) is a number issued by ISDN service providers in North America that identifies the services and features of an ISDN circuit. Service providers typically assign each B channel a unique SPID. A SPID is derived from the telephone number assigned to the circuit, and in the U.S. it typically follows a generic, 14-digit format.

A SPID (Service Profile Identifier) is a number assigned by a phone company to a terminal on an Integrated Services Digital Network B-channel. A SPID tells equipment at the phone company's central office about the capabilities of each terminal (computer or phone) on the B-channels. A Basic Rate home or business user may divide service into two B-channels with one used for normal phone service and the other for computer data. The SPID tells the phone company whether the terminal accepts voice or data information.

The SPID is a numeric string from 3 to 20 digits in length. A SPID (or more than one, if necessary) is assigned when the ISDN Basic Rate Interface (BRI) is obtained from the phone company. Starting in 1998, most phone companies began to use a generic SPID format. In this format, the SPID is a 14-digit number that includes a 10-digit telephone number (which includes the 3-digit Numbering Plan Area code), a 2-digit Sharing Terminal Identifier, and a 2-digit Terminal Identifier (TID). The generic SPID format makes it easier to tell users what to specify when installing an ISDN line and simplifies corporate installation procedures.

Back in 1998, some ISDN manufacturers began to provide non-initializing terminals (NITs) that do not require the entering of a SPID. Manufacturers also are delivering terminals with automated SPID selection in which the correct SPID is downloaded to the terminal rather than having to be specified by the user.

References
 
 

Computer network technology
Integrated Services Digital Network
Telecommunication protocols
Phenyllithium. Phenyllithium is an organometallic agent with the empirical formula C6H5Li. It is most commonly used as a metalating agent in organic syntheses and a substitute for Grignard reagents for introducing phenyl groups in organic syntheses. Crystalline phenyllithium is colorless; however, solutions of phenyllithium are various shades of brown or red depending on the solvent used and the impurities present in the solute.

Preparation
Phenyllithium was first produced by the reaction of lithium metal with diphenylmercury:
(C6Η5)2Ηg + 2Li → 2C6Η5Li + Ηg

Reaction of a phenyl halide with lithium metal produces phenyllithium:
X-Ph + 2Li → Ph-Li + LiX

Phenyllithium can also be synthesized with a metal-halogen exchange reaction:
n-BuLi + X-Ph → n-BuX + Ph-Li

The predominant method of producing phenyllithium today are the latter two syntheses.

Reactions
The primary use of PhLi is to facilitate formation of carbon-carbon bonds by nucleophilic addition and substitution reactions:
PhLi + R2C=O → PhR2COLi

2-Phenylpyridine is prepared by the reaction of phenyl lithium with pyridine, a process that entails an addition-elimination pathway:
C6H5Li + C5H5N → C6H5-C5H4N + LiH

Structure and properties

Phenyllithium is an organolithium compound that forms monoclinic crystals. Solid phenyl­lithium can be described as consisting of dimeric Li2Ph2 subunits. The Li atoms and the ipso carbons of the phenyl rings form a planar four-membered ring. The plane of the phenyl groups are perpendicular to the plane of this Li2C2 ring. Additional strong inter­molecular bonding occurs between these phenyllithium dimers and the π-electrons of the phenyl groups in the adjacent dimers, resulting in an infinite polymeric ladder structure.

In solution, it takes a variety of structures dependent on the organic solvent. In tetrahydrofuran, it equilibrates between monomer and dimer states. In ether, as it is commonly sold, phenyllithium exists as a tetramer. Four Li atoms and four ipso carbon centers occupy alter­nating vertices of a distorted cube. Phenyl groups are at the faces of the tetrahedron and bind to three of the nearest Li atoms.

The C–Li bond lengths are an average of 2.33 Å. An ether molecule binds to each of the Li sites through its oxygen atom. In the presence of LiBr, a byproduct of directly reacting lithium with a phenyl halide, the [(PhLi•Et2O)4] complex instead becomes [(PhLi•Et2O)3•LiBr]. The Li atom of LiBr occupies one of the lithium sites in the cubane-type cluster and Br atom sits in an adjacent carbon site.

References

Organolithium compounds
Phenyl compounds
Trifluoromethanesulfonic anhydride. Trifluoromethanesulfonic anhydride, also known as triflic anhydride, is the chemical compound with the formula (CF3SO2)2O. It is the acid anhydride derived from triflic acid. This compound is a strong electrophile, useful for introducing the triflyl group, CF3SO2. Abbreviated Tf2O, triflic anhydride is the acid anhydride of the superacid triflic acid, CF3SO2OH.

Preparation and uses
Triflic anhydride is prepared by dehydration of triflic acid using P4O10.

Triflic anhydride is useful for converting ketones into enol triflates.

In a representative application, is used to convert an imine into a NTf group. It will convert phenols into a triflic ester, which enables cleavage of the C-O bond.

Assay
The typical impurity in triflic anhydride is triflic acid, which is also a colorless liquid. Samples of triflic anhydride can be assayed by 19F NMR spectroscopy: −72.6 ppm vs. −77.3 for TfOH (std CFCl3).

Safety
It is an aggressive electrophile and readily hydrolyzes to the strong acid triflic acid. It is very harmful to skin and eyes.

See also
 Methanesulfonic anhydride

References

Triflyl compounds
Acid anhydrides
Reagents for organic chemistry
SCinet. SCinet is the high-performance network built annually by volunteers in support of SC (formerly Supercomputing, the International Conference for High Performance Computing, Networking, Storage and Analysis).
SCinet is the primary network for the yearly conference and is used by attendees and exhibitors to demonstrate and test high-performance computing and networking applications.

International Community 

SCinet is also a hub for the international networking community. It provides a platform to share the latest research, technologies, and demonstrations for networks, network technology providers, and even software developers who are in charge of supporting HPC communities at their own institutions or organizations.

Volunteers 

Nearly 200 volunteers from educational institutions, high performance
computing sites, equipment vendors, research and education networks, government agencies and telecommunications carriers collaborate via technology and in-person to design, build and operate SCinet. 

While many of these credentialed individuals have volunteered at SCinet for years, first timers join the team each year. They include international
students and participants in the National Science Foundation-funded Women in IT Networking at SC (WINS) program. The 2017 SCinet team included women and men from high performance computing institutions in the U.S. and throughout the world.

History 

Originated in 1991 as an initiative within the SC conference to provide networking to attendees, SCinet has grown to become the "World's Fastest Network" during the duration of the conference. For 29 years, SCinet has provided SC attendees and the high performance computing (HPC) community with the innovative network platform necessary to internationally interconnect, transport, and display HPC research during SC.

Historically, SCinet has been used as a platform to test networking technology and applications which have found their way into common use.

Research and development 

In the past years, SCinet deployed conference wide networking technologies such as ATM, FDDI, HiPPi before they were deployed commercially.

References

External links 
https://sc18.supercomputing.org/experience/scinet/
http://scinet.supercomputing.org
http://www.supercomputing.org
http://sc.delaat.net/

Computer networks
Combined gas and steam. Combined gas and steam (COGAS) is a type of marine compound powerplant comprising gas and steam turbines, the latter being driven by steam generated using the heat from the exhaust of the gas turbines.

System

In this way, some of the otherwise lost energy can be reclaimed and the specific fuel consumption of the plant can be decreased. Large (land-based) electric powerplants built using this combined cycle can reach conversion efficiencies of over 60%.

If the turbines do not drive a propeller shaft directly and instead a turbo-electric transmission is used, the system is known as COGES (combined gas turbine-electric and steam).

COGAS differs from many other combined marine propulsion systems in that it is not intended to operate on one system alone. While this is possible, it will not operate efficiently this way, as with Combined diesel and gas systems when run solely on diesel engines. Especially COGAS should not be confused with Combined steam and gas (COSAG) power plants, which employ traditional, oil-fired boilers for steam turbine propulsion for normal cruising, and supplement this with gas turbines for faster reaction times and higher dash speed.

COGAS has been proposed as upgrade for ships that use gas turbines as their main (or only) engines, e.g. in COGOG or COGAG mode, such as the s, but currently no naval ship uses this concept. However some modern cruise ships  are equipped with COGES. E.g. Celebrity Cruises' Millennium and other ships of her class use turbo-electric plants with two General Electric LM2500+ gas turbines and one steam-turbine.

BMW is currently researching combined gas and steam for automotive use, using their turbosteamer system. This uses the waste heat of combustion from the exhaust and turns it into steam to produce torque which is input into the crankshaft.

See also
Cogeneration
Combined cycle
Combined cycle powered railway locomotive

References

External links
Gizmag article discussing BMW's turbosteamer
Article on BMW's alternative Combined Cycle Hybrid technology

Marine propulsion
Steam power
Turbo generators

de:Gas-und-Dampf-Kombikraftwerk
Diesel locomotives of British Rail. British Rail operated a large number of different diesel locomotive types. The majority of these were built between 1955 and 1968.

Many classes were rushed into service as part of the 1955 Modernisation Plan, but poor reliability and a rapid decline in rail transport meant that some would have very short service lives.

Pre-nationalisation diesels
Other countries, particularly the United States, had started introducing diesel locomotives in large number from the 1930s onwards. All the pre-grouping companies experimented with them, but none produced them in large numbers. The LMS made the largest strides by starting a successful series of diesel shunting locomotives, the successors of which are still in service as the Class 08.

The LMS also experimented with mainline locomotives, with their 10000 and 10001 type being the first to enter mainline service in the country.

Early BR diesel locomotives
 British Rail 10100
 British Rail 10800
 British Rail Class D16/2

The 1955 Modernisation Plan

BR Diesel types

References