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Getting Started Guide - Motorola Support

BEFORE YOU BEGIN Before using this product, read the Important Safety and Legal Information pamphlet and follow its instructions. Take a moment before you get started to familiarize yourself with your new H390 Headset. 1 Verify slide switch is in the off position (toward the charging port). 2 Plug the Motorola charger into the end of the Your phone's Bluetooth feature is off by default. To use your headset, you must turn on the Bluetooth feature in your phone. For most Motorola phones (at the main menu): 1 Press M (Menu ) > Settings > Connection > Bluetooth Link > Setup. headset. The indicator light turns red or yellow when the battery is charging. It may take up to 1 minute for the indicator light to turn on. When the headset's battery is fully charged (about 2 hours), the indicator light turns green. 3 Disconnect the charger. Note: Headset is not functional while charging. Note: This product uses a lithium ion, rechargeable, non-replaceable battery. Under normal use, the expected life of the rechargeable battery is approximately 400 charges. 2 Scroll to Power. 3 Select Change. 4 Scroll to On. 5 Press Select to turn on the Bluetooth feature. The Bluetooth feature remains on until you turn the feature off. Note: These steps are for most Motorola phones. For other phones, see your phone's user's guide. Before you can use your headset, you must pair (link) it with your phone. Step A - ENSURE HEADSET IS IN PAIRING MODE Power on headset by sliding the Power switch towards the microphone to initiate easy pairing. After a few moments, the indicator light will be steadily lit in blue to indicate headset is in pairing mode. Indicator Light (steadily blue for pairing)...

Valley Regional Fire Authority Training Manual - Vrfatraining.org

Valley Regional Fire Authority Stihl circular saws are an excellent multipurpose tool that is versatile and effective in a variety of applications, depending on the blade used. Circular saws have evolved and been refined significantly in a past few years which is obvious from the variety of styles of saws within the Valley Regional Fire Authority. However common Stihl features have remained throughout each new generation. The saws are lightweight, reliable and highly powered allowing them to be able to cut through such materials as composites, asphalt, iron, or other various types of metals as well as numerous roofing materials. Additional features include: o Electronic Ignition provides easy starting and smooth running. o IntelliCarb™ Compensating Carburetor which keeps RPM levels even when the air filter begins to clog. o Balance and Design helps reduce fatigue and makes handling easy. o Heavy-Duty Air Filtration System. The TS 410, TS 420, TS 700 and TS 800 feature the X2. o Protected Throttle Trigger helps prevent damage. o Anti-Vibration System reduces operator fatigue. o Spark Arrestor Muffler has large baffles which reduce noise level, and contains a screen designed to reduce the emission of sparks. o Semi-Automatic Belt Tensioner allows for easy adjustment of drive belt. The Valley Regional Fire Authority utilizes exclusively Stihl circular saws however model types vary depending on apparatus because of the change in technology. Current Stihl models found on front line V.R.F.A. apparatus include: L31 (TS 700, TS 510), E32 (TS 400), E33 (TS 420), E34 (TS 410), and E38 (TS 700). These saws are not exclusive to each apparatus and may change depending on department needs. It is advisable to be familiar with ALL circular saws currently used by the V.R.F.A. Lastly, replacement or reserve circular saws vary in type and size. These other Stihl models include: TS 350 and TS 360. If a replacement circular saw is placed in service, it is recommend that firefighters review the owner’s manual located on www.Stihlusa.com to become more familiar with their features. A feature of the Stihl circular saws is a reversible blade and guard. If necessary the blade and guard can be mounted in the outboard position. This allows cuts to be made in close proximity to walls, floors, etc. however provides little protection from sparks or falling debris. This also maximizes the gyroscopic effect of the saw which make it more unwieldy. Another hazard of the outboard position is possible blade binding since the blade and handle are out of line with each other. Lastly, switching the blade positions can be time consuming and only recommended in extreme situations. As a result all Stihl circular saws are mounted in the inboard position...

Generator Maintenance and Operation Manual - NorAm Power ...

Generator Maintenance and Operation Manual CONGRATULATIONS on selecting a NORAM generator set. You have chosen a high quality, state-of-the-art unit built to out most rigorous standards. We are proud of what we have accomplished in this unit, and by following the instructions in this manual and performing maintenance at the suggested intervals; it will reward you with many years of service. This manual divides the generator set into several major component groups: Engine, Generator, 12V electrical system, A.C. electrical system, Cabinet/enclosure, and Trailer. Please observe all WARNING and CAUTIONS in this manual and on the equipment. Failure to do so may result in serious injury, property damage, or death. In addition, you have received operating and maintenance manuals from the engine and generator manufacturers. In the event of conflict between this manual and the manufacturers’ manuals, always use their manual. Since this manual is not specific to any one unit, suggested maintenance intervals are at the minimum interval normally seen by that type of component. Longer intervals may be allowed. If technical assistance is needed, please consult the factory. We maintain a 24 hour, 7 day a week, customer assistance line for your immediate help at 1-800-933-2677. Always exercise safety precautions to avoid personal injuries or property damage whenever operating a generator set (or working nearby). The following is a short list of some items to pay particular attention to: This equipment uses high voltage circuits capable of causing serious injury or death. Take extreme caution when troubleshooting or repairing any electrical circuit or downline loads. Keep hands and clothing away from moving parts. Never attempt to make adjustments or repairs while unit is running, unless instructed to do so. Unit should be grounded with a mechanical earth ground. We recommend that you connect into the sire or building ground whenever possible. If a grounding rod is to be used, make sure it is installed to NEC specifications. Lug panels are designed to be both safe and convenient. DO NOT disable the door safety switch or any other safety device on the unit. The door switch disengages the engines fuel solenoid or electronic governor, causing the engine to stop, BUT it does not disable the generator outputs. Voltage will remain at the terminal outputs for a few seconds while the engine slows down. WAIT for the engine to come to a complete stop before attempting to connect/disconnect wiring. Some units have shunt trip, but engine will still run. Use of ETHER or other starting fluids can cause SERIOUS ENGINE DAMAGE or personal injury. Some engines are equipped with an air intake glow plug that will ignite the starting fluid on contact, presenting a serious risk to the operator. All of our generator sets come with glow plugs or auto excess fuel devices for cold weather operation (-5 to -20 deg. F, dependent on engine)...

Guide to Proper Fuel Pump Installation - Carter

#1620 Federal-Mogul Document #1620 Guide to Proper Fuel Pump Installation Diagnostics • Facts About Electric Fuel Pumps and Strainers • Facts About Rust and Dirt Contamination • Voltage Drop Test • Fuel Tank Cleaning Procedures • Fuel Line Flushing #1620 Federal-Mogul Document #1620 Correctly Diagnosing a Low Pressure, Low Volume or No-Fuel Problem A lack of fuel to the engine may signal a failed fuel pump. But don’t immediately assume that the pump is the problem. Other issues may be causing the no-fuel situation. The two leading causes of electric fuel pump failure are: 1. Fuel contamination and 2. Low/no voltage to the pump due to overheated connectors, loose connections, poor grounds and other electrical problems. Fuel system diagnosis and pump replacement and system repair will require special tools and can be a dangerous service to perform if not properly equipped. If you do not have the proper tools, fuel pump replacement is a service best performed by a professional. Review these easy-to-diagnose issues before you install a new pump. Is there fuel in the tank? Faulty fuel gauges or low levels of fuel may lead you to think that the pump is faulty when all you need is to add some gasoline to allow the pump to charge the fuel line. Put in two gallons of fuel and test it again. Clogged external fuel filters and bent fuel lines can restrict flow. Obviously, even the best fuel pump can’t overcome restrictions upstream. Make sure these areas have been inspected, and replace the fuel filter if you suspect it is restricting fuel flow. Restricted fuel filters will reduce fuel flow volume and cause the pump to work harder, drawing amperage beyond its design limits, causing wiring and connectors to melt, and the pump to fail prematurely. Fuel filters should be replaced as per the manufacturer’s mileage or time recommendations, but may require more frequent replacement in dusty conditions. Fuel filters are frequently ignored during vehicle service. If you’re not sure when the filter was replaced last, do it now; it may save you a lot of time and trouble. Then retest the system. Failure to replace in-line fuel filters at the time of pump replacement will void your warranty. Voltage supply issues may lead you to think the pump has failed. When electrical connections fail, voltage to the pump will be reduced. The pump will run inefficiently, producing below-required pressures and noise. The vehicle will perform poorly and the pump will fail prematurely. So check the vehicle’s harness plugs for black soot or burned wires. Check the pump module/hanger plug for melted plastic or loose terminals on the flange. Burned wires, melted plastic, loose terminals, or connectors showing signs of black soot must be replaced to supply a consistent voltage supply to the pump. To find the problem areas, perform a voltage drop test across all electrical connectors and all electrical components involved with the fuel pump. (Voltage drop test instructions are shown later in the “Procedures” sections of this information.) Also check the wires from the pump to the hanger flange when replacing a pump-only application. You may need to repair wiring harness damage that, if not serviced, will cause a premature failure to the pump you are replacing. Depending on your application, Carter ® replacement parts 888-103, 888-536 (in-tank harness), 888-543, 888-544 or 888-553 (top of pump harness, outside of tank) can solve this problem. Be sure to ask your parts store! Clean the tank. The importance of cleaning the fuel tank cannot be overemphasized. Carter Fuel Delivery Systems’ unique gradient-density electric fuel pump strainers filter to a particle size one-half the size allowed by OEM strainers. But even the smallest particles will still accumulate inside a pump and eventually cause a failure. Many fuel pumps fail because of sediment in the tank fouling the pump mechanism or plugging the strainer. Not even the best designed fuel pump and strainer will last very long in a dirty tank. So to avoid a problem down the road, always have the tank professionally cleaned before replacing the pump, or if desired, clean the tank yourself, carefully following the instructions in this guide. Always properly dispose of contaminated fuel. Never reuse contaminated fuel or your replacement pump will fail quickly. Fuel contamination will void your pump warranty. Install a new strainer. A new strainer must be installed any time a new pump is installed. NEVER reuse a strainer. Failure to install a new strainer will void your warranty. Most module units come with the strainer already installed on the unit. Replacement hanger assemblies or pump-only applications will require the strainer be installed during the replacement process. Replacement fuel pumps will fail from contamination if a new strainer is not installed with them. Strainers should be pushed straight onto the fuel inlet by hand. Do not use a screw-on motion, hammer on the strainer or press the strainer against hard surfaces to install. Hand pressure should be sufficient. #1620 Federal-Mogul Document #1620 Facts About Electric Fuel Pumps and Strainers Electric Fuel Pumps • Are used with all fuel injection (EFI) systems. Fuel injection systems require pressures well beyond the capabilities of mechanical fuel pumps on carbureted engines. • Are usually inside the gas tank and use fuel flow through the electric pump as a coolant. (If two pumps are used, the second is located in-line between the gas tank and engine.) • Are precision components built to supply fluid under high pressure to the fuel injectors. Higher pressures require close tolerance pumps, which are more sensitive to fuel contamination than their mechanical pump counterparts. • Use an in-tank filter and/or strainer (often referred to as a sock) to restrict large contaminants from getting into the pump’s working mechanism. Fine particles will pass through strainers and into the pump mechanism. • Have external in-line fuel filters that should be replaced every 12-20,000 miles to prevent fuel pump overload and failure. Restricted fuel filters will reduce fuel flow volume and cause the pump to work harder, drawing amperage beyond its design limits, causing wiring and connectors to melt, and the pump to fail prematurely. Strainers Improper strainer installation can also cause a pump to fail. NEVER reuse a strainer. Failure to properly install a new strainer will void your warranty. The new strainer should always be installed onto the pump by hand and never pounded onto the pump. Strainers should be pushed straight onto the fuel inlet by hand. Do not use a screw-on motion, hammer on the strainer or press the strainer against hard surfaces to install. Hand pressure should be sufficient. Using a screw-on motion will cut the pump inlet and deposit pieces of the inlet housing into the strainer, which will cause pump failure. Pounding the strainer onto the pump can cut a hole in the strainer, allowing large pieces of debris to enter the pump. Driving a strainer on can also break internal nylon components contained inside the strainer. Hammering or pounding strainers may break vanes from pump impellers, which fall into the strainer. Once the pump starts running, this debris enters the pump, and will cause immediate failure. If any of the above situations occur, the pieces can fall from the damaged pump inside the strainer. If a strainer is reused, the new pump can draw the debris from the previous pump failure from the old strainer, causing immediate failure of the new pump. Fuel Pump Strainer #1620 Federal-Mogul Document #1620 Facts About Rust and Dirt Contamination Contaminants can destroy a pump by blocking fluid flow and damaging internal components! Rust • Can develop in a fuel tank from condensation produced through normal temperature changes. • Will develop at a faster rate if the tank is habitually kept at low levels. • Will develop in a tank that was not treated properly during the manufacturing process. • Will develop in a tank that has been physically damaged (bent, crushed or scraped). Dirt • Can get into the vehicle’s tank if the cap is missing, not properly tightened or the wrong cap is used. • Can get into the vehicle’s tank if the vent tube is damaged. • Cannot be prevented by “White box” fuel filters with rubber or plastic internal components. Fuels with methanol or ethanol additives can erode a filter if it is not made with the proper materials. • Can return to the tank through the return system. • Can get into the vehicle’s fuel tank through contaminated fuel pumped from service station tanks. These tanks’ pick-up tubes are located toward the bottom of the tank. Small or light particles tend to float on the surface and heavier particles tend to sink to the bottom of the tank. If the storage tank fuel level is allowed to drop too low it will increase the possibility of contaminated fuel, even if a filter is used at the pumping facility. Testing the Fuel Pump Circuit for Voltage Drop This test checks for voltage being lost along a wire, or through a connection or switch. Similar results cannot reliably be obtained through the use of continuity testing with an Ohm meter. Multi-strand wires may test properly for continuity, but due to opens or corrosion in the line, display a substantial voltage drop when tested under load. Voltage Drop testing is a method of electrical diagnosis that can quickly locate high-resistance problems in a circuit. Digital Volt/Ohm meters (DVOM's) can be used to measure the voltage drop across a load device or conductor. Voltage Drop is the loss of voltage caused by the flow of current through a resistance. Increases in resistance increase the voltage drop. Whenever checking voltage drop, the energized pump circuit must include a current load, such as the fuel pump, or a substitute load. If, because of the pump design, accessible test points at the pump are not available, or testing at the pump creates a dangerous situation, a substitute load must be used. Disconnect the circuit connector closest to the pump and perform circuit tests from that point. A substitute load such as a HP6545 (Plastic) sealed beam must be wired in series instead of the fuel pump. (Wire both the high and low beam in series to simulate a 5 amp load.) DO NOT “dry” test a pump or perform any electrical tests with an open fuel tank present. Note: The battery should be fully charged to operating voltage prior to performing tests to obtain accurate results. Voltage drop testing is commonly done to check wires, connectors, relays and connections for excessive resistance. Each fuel pump must receive its rated voltage to operate properly. If not enough voltage is available, the pump will not operate as it should. Normally, the voltage drop on the power feed side and ground side wires, connectors and connections should not exceed 0.5V or 500mV. If it indicates a higher reading, a loose connection, corrosion or faulty power source is indicated. Voltage drop testing is important because high resistance can prevent proper fuel pump circuit operation. Circuits with high current draw cannot tolerate high resistance. For instance, a loose or corroded connection can easily add several hundred ohms of resistance to a circuit under a load. This amount of resistance in the fuel pump circuit would severely reduce voltage potential at the pump, not allow sufficient pump RPM, and possibly result in a no-start condition. After the fuel pump is removed from the vehicle, carefully inspect all connections that could not be reached during the voltage drop test. Inspect for melted insulation on wiring close to connectors. Check for melted plastic or black soot where positive and negative terminals enter the connector. This evidence indicates a faulty connector. Check for loose connections where positive or negative wires attach to the pump hanger bracket assembly. #1620 Federal-Mogul Document #1620 To test for a Voltage Drop on the Power side of a circuit (Figure 1), follow the steps below. 1. Connect the positive test lead of a Digital Volt/Ohm Meter (DVOM) to the power source. Use of an analog meter is not recommended because damage to the meter could result from improper polarity. 2. Connect the negative test lead to the other end of the wire for the circuit being tested (point A). 3. Operate the circuit and observe the meter voltage. 4. The DVOM will display the difference in voltage between the two points. Figure 1 To pinpoint the component/connection responsible for the voltage drop, move the negative test lead to the next component/connection in the circuit and retest at additional points as necessary. Changes in the Voltage Drop Reading indicate where excessive Voltage Drop is located. To test for a Voltage Drop on the Ground side of a circuit (Figure 2), follow the steps below. 1. Connect the negative test lead of a Digital Volt/Ohm Meter (DVOM) to the negative battery terminal. Use of an analog meter is not recommended because damage to the meter could result from improper polarity. 2. Connect the positive test lead to the ground terminal/wire at the unit being tested (point A). 3. Operate the circuit and observe the meter voltage. 4. The DVOM will display the difference in voltage between the two points. Figure 2 To pinpoint the component/connection responsible for the voltage drop, move the negative test lead to the next component/connection in the circuit and retest at additional points as necessary. Changes in the Voltage Drop Reading indicate where excessive Voltage Drop is located...

Electric Forklift Operator's Daily Checklist

Electric Forklift Operator’s Daily Checklist Truck No.________________________________ Week Ending (Date)____________________________ Hour Meter Reading Date_____ Obvious damage and leaks (Report to Supervisor immediately) Tire condition Battery plug connection Note: Be sure the battery plug connection is tight. Head and tail lights Warning lights Hour meter Other gauges and instruments Battery discharge indicator Note: When key is turned on, gauge should indicate battery is charged. Fire Extinguisher (charged or missing?) OPERATIONAL CHECKS Horn Steering (Report to Supervisor immediately) Service brakes (Report to Supervisor immediately) Battery load test. Note: watch battery indicator while holding tilt lever on full back tilt. If needle moves to red area, battery doesn’t have sufficient charge to operate truck properly. Parking brake (Report to Supervisor immediately) Seat interlock switch (Report to Supervisor immediately Hydraulic controls Checked by Initials Remarks (put on back side)...

Throwout Bearing - When you install the (new) throwout bearing ...

Vibration Solutions 1. Motor Accesories – Disconnect the belts of all motor accessories and run motor. Many vibrations come from fans, water pumps, etc. out of balance. 2. Throwout Bearing - When you install the (new) throwout bearing, remember that the fork AND the springs go INSIDE THE GROOVE in the bearing - I see them installed wrong all the time, with the curled ends of the spring capturing the flange on the back end of the bearing - result is inability to get correct clutch adjustment/free play. 3. Motor Mounts - There were 2 styles of sb frame brackets for 1969 along with 2 styles of motor mount. 307/327 brackets used the non-interlock mount and were wider and taller than the 302/350 bracket. 302/350 brackets used the thicker, narrower interlock mount. Unfortunately most parts jockeys don't know this. The 307/327 mount will be a sloppy fit on the 302/350 bracket and position the engine too low. This mis-aligns the driveshaft and can cause vibration and clutch chatter. If the balancer is close to the sway bar you probably have the wrong mounts. The correct mount is a very tight fit on the frame bracket. 4. Pinion Angle - As a general rule, the pinion angle shouldn't be set relative to the ground, or exact level, but to the output shaft of the transmission. The important thing is that the two center lines are parallel, and that the angle of them to the driveshaft isn't too large, 3 degress max according to the photo above. The standard configuration for a 1st gen Camaro using standard motor and transmission mounts puts the transmission at approximately 4 degrees down. The pinion needs to be up 4 degrees to be parallel. While it is possible to run at zero degrees through the U-joints, something more than actual zero and less than three degrees seems to run smoothest. in direct drive. It may show up only on acceleration or deceleration. Adjust the pinion down to correct acceleration and up to correct deceleration vibrations, plus or minus one degree is usually enough. Before adjusting anything, make sure the U-bolts holding the driveshaft to the pinion yoke are not overtightened. Correct torque is 17 foot pounds and no more. 5. Misc. Items – Motor or trans or bellhousing hitting the body. Lean misfire or bad/fouled plug. A very common cause of vibrations is a misfiring cylinder. A cracked spark plug insulator, smashed gap or broken ground strap, are some of the causes. If you suspect a misfiring cylinder, the best was to isolate it is to pull each spark plug wire one by one, at idle, and notice the resulting rpm drop. A misfiring cylinder will not result in an rpm drop. Transmission Mount - Internally-separated trans mount. Aftermarket clutch packages are not known for their balance characteristics. They should be balanced with flywheel. 6. Muncie - transmission mainshaft run-out. I have been building 50 to75 muncie’s since 1985 and had problems early on with vibration. It all stopped once I started checking run-out on centers with a dial indicator. I have found that .004" total run-out at the mid bearing surface is max allowable for street use and then you still could get a little high speed vibration. When I build road race or oval track transmissions I only use .001" or less...

FIBREGLASS ENGINE STAND
by kororawa 0 Comments favorite 90 Viewed Download 0 Times

FIBREGLASS ENGINE STAND I was rebuilding the ex-Cecil Mills production class road racer during the winter of 1994/95. During the rebuild I became frustrated when trying to balance the engine, which had no front stand assembly, on a box and do some serious heaving and straining at the same time. By background I am an astrophysicist, but as we are now governed by a bunch of money grubbing, intellectual pygmies, who wouldn't recognise a supernova if it went off in their underwear, I have had to start a company to fund some of the astronomical research which I wish to carry out. One of the items we do is fibreglass astronomical domes, up to 21 feet diameter, so it was not much effort to come up with the idea of a GRP engine mount.The original mould was taken from the bottom of a 'C' crankcase and this was then modified and used as a plug to make a mould which will hopefully fit all Twin engines. So far it has been used with very early `B' engines (my old sprint engine and John Wilding's very smart HRD), mid `C' and late `C' (the ex-Cecil Mills bike and the prototype Knight), so there is every chance that it will fit all engines. It is built like the proverbial brick outhouse. It will take the weight of a fully assembled Twin plus 200 pound rider and allow one to jump up and down to kick-start the bike without it even creaking. It is only a stand. It is low enough to slide under a Twin when on its wheels, but in my opinion it would be even more useful if it had either a mechanical or hydraulic lifting mechanism built in so that the bike could be lifted off its wheels. I could design such a system, but care would have to be taken not to compromise the inherent stability of the device. As the design stands at the moment it comes sufficiently far up the engine at the front that it will foul the spring which lowers the front stand when the locking nut is removed. The mould could be blanked off to stop this if the demand is there for these to be used on bikes with front stand assemblies. Alternatively you could just saw off the offending corner. The normal external finish on one of these would be whatever colour of gel coat I happen to be using elsewhere, typically white. However, if you want one with a black finish with gold metal flakes, to match the Vincent colours, to be used, say, as a display stand for bare engines at shows, then you can have that. Note that the black and gold are built into the gel coat, not sprayed on afterwards. How much? I remember an author once saying that writing (and presumably much more) was like sex. One started off doing it because it gives one pleasure, then one does it because it gives other people pleasure, finally one does it for money. So far, and only so far, gentlemen. Vincenteering has given me far too much pleasure to make money from my fellow enthusiasts. Therefore, if you want a stand the cost will be £50 plus delivery. If I can get the stand to you via the Vincent network of rallies and personal contacts free of charge, then I will do so. If you want a metal flake display stand the cost will be £70. Write to Stargazer, PO Box 337, Hailsham, Sussex. If you want a stand that is also a lifting device let me know and I will see what I can design...

instruction manual sa208s/sa208r/sa208tq/sa208tg/ sa208pr - GPX

INSTRUCTION MANUAL TO PREVENT FIRE OR SHOCK HAZARDS, DO NOT EXPOSE THIS UNIT TO RAIN OR MOISTURE. This symbol, located on back or bottom of the unit, is intended to alert the user to the presence of uninsulated “dangerous voltage” within the product’s enclosure that may be of sufficient magnitude to constitute a risk of electric shock to persons. This symbol, located on back or bottom of the unit, is intended to alert the user to the presence of important operating and maintenance (servicing) instructions in the literature accompanying the appliance. CAUTION: TO PREVENT ELECTRIC SHOCK, MATCH WIDE BLADE OF PLUG TO WIDE SLOT, FULLY INSERT. To reduce the risk of electric shock, do not remove cover (or back). There are no user-serviceable parts inside. Please refer any servicing to qualified service personnel. WARNING: Changes or modifications to this unit not expressly approved by the party responsible for compliance could void the user’s authority to operate the equipment. WARNING: Lithium ion batteries, like all rechargeable batteries are recyclable and should be recycled or disposed of in normal household waste. Contact your local government for disposal or recycling practices in your area. They should never be incinerated since they might explode. This equipment has been tested and found to comply with the limits for a Class B digital device, pursuant to Part 15 of the FCC Rules. These limits are designed to provide reasonable protection against harmful interference in a residential installation. This equipment generates, uses, and can radiate radio frequency energy and, if not installed and used in accordance with the instructions, may cause harmful interference to radio communications. However, there is no guarantee that interference will not occur in a particular installation. If this equipment does cause harmful interference to radio or television reception, which can be determined by turning the equipment off and on, the user is encouraged to try to correct the interference by one or more of the following measures: • Reorient or relocate the receiving antenna. • Increase the separation between the equipment and receiver...

AutoCAD 3D Tutorials - Andrew.cmu.edu
by nami 0 Comments favorite 58 Viewed Download 0 Times

AutoCAD 3D Tutorials AutoCAD® 2013 3D Tutorials AutoCAD 3D Tutorials 1.1 Launch AutoCAD Choose Start, Programs, Autodesk , AutoCAD from the Windows program manager. OR Double-click the AutoCAD icon from your desktop. Workspaces AutoCAD workspaces are sets of menus, toolbars and dockable windows (such as the Properties palette, DesignCenter, and the Tool palettes window) that are grouped and organized so that you can work in a custom, task-oriented drawing environment. Click the Workspace Switching icon. Click 3D Basics and OK. AutoCAD 3D Tutorials 1.2 3D Basics Interface The following is AutoCAD’s 3D Basic interface. The 3D Basic ribbons are as follows: Create Edit Draw Modify Selection Coordinates Layers and Views The 3D Basic pulldown menus are as follows: Home Render Insert Manage Output Plug-ins Online Express Tools AutoCAD 3D Tutorials 1.3 3D Modeling Interface The 3D Modeling panels are as follows: Modeling• Mesh• Solid Editing•...

Download - TAT - The Automotive Technician

October 2009 Issue No 11 Electric Power • Good vibrations are great, but • The fact that one hose is hot and one not in a wiring loom on this Ford Falcon cold doesn’t always point to a thermostat or fans problem on this VW Golf HANATECH TECHNOLOGY Hanatech - Australia’s number one selling scan tools are proud to announce the arrival of their new 2009 P1 models Internal multi gateway; all CAN protocols are accessed by simply using one connector. New bright screen models read in direct sunlight or under dimly lit conditions. Stylish, rugged with legendary reliability and warranty Hanatech is famous for. Two years included updates and updating via the Internet is a breeze. Just simply plug and click to access software updates. Huge new memory allows for future expansion. Enhanced main board technology for super fast communication. Why choose Hanatech; 5000 leading workshops, dealerships, franchise groups Australia wide can’t be wrong. you into the automotive high-tech future. There’s no smoke and mirrors with Hanatech - it just works! your dreaded competition, could well have the answer you need. …thanks, from the TaT team I’m handing over the opening of this column to one of our subscribers, who has ever so eloquently mouthed the words we’ve wanted to hear for so long.Pray silence for Anthony Tydd of Briggs Auto in Bendigo. “I love the idea of what you guys are about. I also know some guys will join and keep all their secrets to themselves. You need to get some incentive for members to put up their fault finds and secret fixes.“Every member should put at least one up per year or pay more (like a free loader’s tax). Your system will only work if we all work together. “I know guys who have been in TaT for months and months and they have not put up stuff they know. I have had a dig at them as well. “I wish you all the best and I will offer anything I find.” Anthony, as it turns out, is far from alone. Emails are now coming in thick and fast, full of useful ideas and suggestions for vehicle fault fixes...

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