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Anchormen Head to NCAAs for Seventh Straight Season Led by Head Coach Bob Walsh, the Rhode Island College men’s basketball team posted another highly successful season en route to their seventh consecutive NCAA Tournament appearance, while earning a bevy of accomplishments along the way. After registering another 20-win season in 2011-2012, RIC faced the possibility of going through a rebuilding year, especially after losing seniors Mike Akinrola and Mason Choice, two All-LEC performers. Yet, led by the likes of senior guard Tahrike Carter (see page 2) and sophomore forward Chris Burton, the Anchormen countered with one of the best seasons in program history, as the team notched its seventh consecutive 20-win campaign and tied the program record for single-season conference victories. After opening the season with an exhibition contest at Division I Providence College on Nov. 3, in which the Anchormen held a 25-24 lead at halftime, RIC opened the regular season with seven straight victories. The early-season run was highlighted by a 68-44 thrashing of then-No. 1 MIT at The Murray Center on Nov. 29. Following a pair of losses in early December to Eastern Connecticut and WPI, the resilient Anchormen quickly rebounded with nine straight victories through the end of December and into January, including a thrilling 58-55 win at home against LEC rival Keene State. After finally slipping against eventual National Champion Amherst in late January, the Anchormen bounced back with six straight victories to close out the regular season with a 22-3 record overall. RIC entered the LEC Tournament as the No. 1 seed and quickly dispatched eighth-seeded UMass Dartmouth, 62-58, in the First Round to earn homecourt advantage through the remainder of the tournament. The Anchormen followed with a 61-47 ...
Fifty percent less pedal force I n most of the models of the 1950s and 1960s, Mercedes-Benz provided a power brake booster manufactured by ATE. The booster does not pro- vide additional braking capacity, a common misconception, but rather reduces the pedal force required for braking. The power brake is a vacuum-assisted hydraulic component using the pressure difference between engine intake manifold vacuum and atmospheric pressure for its operation. The power unit increases the pressure created physically in the brake master cylinder so that the same braking effect can be produced with less pedal effort. With a brake booster installed, the pedal force required for braking is reduced by 50 percent. The ATE T50 Brake Booster uses vacuum to “boost” the hydraulic brakeline pressure. The booster contains a hydraulic cylinder, a large vacuum piston that presses against the hydraulic cylinder, and a control circuit that regulates the vacuum flow based on brake-line pressures. This technology had been well proven since the early 1900s, and the T50 has been exceptionally reliable over many years of use. The Booster in action The power booster is a very simple design requiring only a vacuum source to operate. In gasoline-engine cars, the engine provides a vacuum suitable for the boosters. Because diesel engines do not produce a vacuum, dieselpowered vehicles must use a separate vacuum pump. A vacuum hose from the intake manifold on the engine pulls air from both sides of the diaphragm when the engine is running. When the driver steps on the brake pedal, the input rod assembly in the booster moves forward, blocking off the vacuum port to the backside of the diaphragm and opening an atmospheric port that allows air to enter the back chamber. Suddenly, the diaphragm has vacuum pulling against one side and air pressure pushing on the other. The result is forward pressure that assists in pushing the input rod, which in turn pushes the piston in the master cylinder. The amount of power assist that’s provided by the booster depends on the size of the diaphragm and the amount of intake manifold vacuum produced by the engine. A larger diaphragm will increase the boost.
The clutch master cylinder is a device that transforms mechanical force into hydraulic pressure. As the driver presses the clutch pedal, the pedal lever applies force to the clutch master cylinder which transmits hydraulic pressure to the clutch release (slave) cylinder that disconnects engine power to the transmission. Structure and Components [Conventional Type] Inlet Union Oil Spill Hole Aluminum Body Flare Nut Pipe Joint Boot Spring Primary Cup Resin Piston Push Rod Rel Secondary Cup Spring Metallic Clevis Damper Stud Bolt The clutch master cylinder structure consists of the piston, cups, and springs, built within a precision machined body. The primary cup, positioned on the leading side of the body, functions to create hydraulic pressure when fluid is forced inside by the piston. Located on the trailing side is the secondary cup, which guides the piston and prevents fluid from leaking. When the clutch pedal is pressed, the primary cup is blocked away by the piston from the oil spill port leading to the reservoir tank, pressure in the cylinder rises as the fluid is fed through the pipeline. When the clutch pedal is released, the hydraulic pressure and the force of the return spring pulls back the piston to relieve fluid back into the reservoir. The clutch master cylinder is what provides the necessary force to control the application of drivetrain power. 2 Clutch Master Cylinder Variations Clutch Master Cylinder Variations Conventional Port-less Type Stand Alone / Integrated Reservoir Type Types With and Without Stud Bolts Types With and Without Clevis Damper Types With and Without Clutch Booster ...
Insider’s Guide to Finding Flights to Bonaire from North America 2014 The choices for U.S. and Canadian travelers flying to Bonaire continue to change. Many of these airline alternatives require knowledge of schedules, days of operation, gateway cities and routing to successfully navigate and find the most viable choice for your travel plans. There is no one ‘right’ or ‘best’ way to get here – but the following examination of the marketplace will help you find the routing (and fare) that best meets your needs. Supply and demand along with the realities of the new airline marketplace continue to show that buying airfare direct from the carriers themselves will afford you the best fares in most cases. This White Paper will outline the variety of alternatives, contrast advantages and disadvantages, and offer some suggestions on researching and purchasing tickets to Bonaire. Updated Dec 2013 Insider's Guide to Finding Flights Page 1 Nonstop Options from the U.S. to Bonaire (BON) 1. United Airlines – Nonstop jet service from Houston and Newark to Bonaire A. United nonstop From Houston to Bonaire (IAH to BON) Starting Jan 3 – Year Round – Friday afternoon departure from Houston (arrives Bonaire early evening) with Saturday morning return from Bonaire back to Houston. From February 15 to May 4 and June 7 to August 17– an identical schedule will be offered on Saturday afternoon (arriving Bonaire early evening) with a Sunday morning return flight from Bonaire to Houston. B. United nonstop From Newark to Bonaire (EWR to BON) January 4 to August 16 - Saturday morning departure from Newark (arriving Bonaire early afternoon) with Saturday afternoon return to Newark . This schedule will resume again in late fall 2014 (pending announced schedule). From January 5 to May 4 – Sunday morning departure from Newark (arrives Bonaire early afternoon) with Sunday afternoon return to Newark. An additional 3rd flight for peak March travel weeks is also being offered from Newark!
March 1997 ICF Incorporated Fairfax, VA BACKGROUND For the purposes of this survey, a flexible pipeline is defined as a pipeline constructed of flexible material that can be installed in single long runs without the necessity of regular joints either to extend the length of the line or change directions. This material is usually shipped in rolls that are hundreds of feet long, with the installer cutting lengths to fit the requirements of each installation. Most varieties of flexible piping are available with secondary containment either as an option or an integral part of the primary piping. In all cases, the secondary containment piping will not serve as primary piping. The secondary containment piping is designed to channel leakage back to a sump or monitor point, where it can be detected. Because these pipelines differ significantly from the more traditional steel and fiberglass reinforced plastic (FRP) pipelines, the U.S. Environmental Protection Agency (EPA) has periodically requested a survey of their characteristics and availability. This is the third installment of this survey.1
The latest 3.4 litre version of the Powertec RP V8 Doubled up Tom Sharp investigates a cost effective V8 racing engine on behalf of Powertec. It essentially consists of a pair of Hayabusa engines, arranged at a 72° bank angle, driving a common crankshaft and mounted to a dedicated dry-sumped crankcase. The result is a P keenly priced V8 engine that is very light, powerful and reliable. The having initially a 2.6 litre displacement, it had been commissioned by been joined by three other varieties (see Table 1), which demonstrates Radical Motorsport for installation into that company’s SR8 sports-racing just how much flexibility is in the base package. The numbers tell the car. Radical specialised in motorcycle-engined sports-racers and was story of commercial success well enough. Powertec have to date built keen to augment its popular four cylinder machines with a V8. a total of 110 RP engines (including 75 RPAs and 25 RPBs); volumes owertec Engineering’s innovative, Suzuki Hayabusa-based engine is now owned, manufactured and built by Powertec Engineering RP V8 engine was introduced in the UK at the Autosport from its base in Peterborough, England. Run by former motorbike International show back in January 2005 since when it engine tuning specialist Ted Hurrell, Powertec employs 14 people in a has been a resounding technical and commercial success. 3000 sq ft factory. Founded upon a pair of 1.3 litre Hayabusa I4 motorcycle engines and The RP was designed and detailed by Steve Prentice of SPD Ltd 68 The original 2.6 litre RPA and the subsequent 2.8 litre RPB have now which any bespoke engine manufacturers would be proud of. However, DOSSIER : POWERTEC RP V8 ENGINE RP V8 CAD image governs UK motorsport – they banned it on the grounds of it not being derived from a passenger-carrying vehicle. Horne’s solicitors eventually ensured the car received its required log book but the MSA made it clear that the RP was not welcome in rallying. Powertec’s original product portfolio plan had included a 2.0 litre ‘screamer’ version, but as Ted Hurrell explains customer demand drove the capacity in the opposite direction. “The screamer was originally conceived for use in 2.0 litre hillclimb and VdeV sportscar racing, however the VdeV regulations quickly changed to insist upon four cylinder car engines and our hillclimb customers went in the direction of the unlimited classes, which means increasing swept volume as far as possible to maximize torque. So only one 2.0 litre engine was built before that variant was then unfortunately the RP series only represents 20% of Powertec’s business; the majority revolves around building and tuning the Suzuki Hayabusa four cylinder shelved. “Those two examples, of the 2.5 and 2.0 litre engines go to engines for markets such as motorbike racing, low volume production...
RCC Turbos - Stage 1 Turbo Install: Suzuki Hayabusa (Gen 1) • Preparation/Disassembly: Remove the seat. Disconnect negative terminal on the battery. Drain the fuel tank. Remove the fuel tank. Remove the stock fuel pump from the tank. Remove the air box. Remove the MAP sensor and temperature sensor from the air box. Remove left and right side fairings. Drain engine oil. Drain engine coolant. Remove the oil filter Remove the oil restrictor, behind the filter. Remove the oil cooler lines. Remove the radiator and oil cooler, as one unit, leaving only the bracket/support for radiator (before reinstalling the radiator please remove all the tabs along the bottom of the radiator). Remove the entire exhaust system. Remove the PAIR system. Remove the oil pan from the engine. • Sensor Bracket Modification: On the left hand side of bike, on the inside of the frame, you will see a bracket, with a plastic vacuum canister, vacuum control solenoid valve, atmospheric pressure sensor, and some vacuum lines, with a check valve in the vacuum line. Please remove this entire bracket, eliminate all the vacuum lines, the plastic canister, and the control solenoid valve, and also cut off the metal tab that held the vacuum canister. Then reinstall this bracket with only the atmospheric pressure sensor, and plug the wires back in. • Tap/plug PAIR System Holes: Tap the four small PAIR system holes, above the exhaust ports, with an M6 x 1.0 tap. Install the four small M6 screws into the exhaust holes after tapping them. • Modify the Oil Pan: Drill a ¾” hole on the left side of the oil pan. Use thread sealant on the washer, and red Loctite on the threads. Make sure the sealing washer is against the inside of pan, then the stainless flat washer, then the nut. Once the fitting is installed, reinstall the oil pan. • Install Header/Turbo/Oil Lines/Exhaust: Install the header and turbo as a unit, but with the bolts loose. Use four of your original header bolts on the top of the turbo header (Allen head). Use the four new bolts on the bottom row of the header (M8, 10mm flange head). PLEASE NOTE! After installing the dump pipes and waste gate, the nipple on the top of the waste gate remains open, and no hose gets installed on the top fitting. The top fitting is used for boost control on Stage 2 and higher end kits. It is not used on Stage 1 kits.
Boston University College of Communication Career Services Résumé Samples 640 Commonwealth Avenue • Boston, MA 02215 • 617/353-3490 • firstname.lastname@example.org www.bu.edu/com-csc E-mailable Fonts: Times, Times New Roman Font Size: Type name in 20 – 24 and all other text should be 10, 11, or 12 point depending on the amount of text Margin Settings: Go to Format, select Document, and set Top and Bottom at 0.5 or 0.6, Left and Right should be 0.7 or 0.8 To set a line below name and address, go to left align, then select Auto Shapes and select lines, clicking on the straight line. Insert line under name and address. Once line is in place you may enhance the line by selecting “More Lines” to the far right of Auto Shapes. To delect settings for your format., drag left indent/hanging indent/first line indent to 1 1/4 inches. Drag first line indent back to 0. Set two left tabs, 1/4 inch apart, to the right of left indent/hanging in dent. Change tab by clicking twice to right tab. Insert one right tab at 6 3/4 inches. Bullets are made by selecting “option*. SAMPLE RESUME #1 – Basic Format Your Name Street Address • City, State, Zip • Telephone number • E-mail (Centered) List two Addresses if you need both Present and Permanent Address ( Centered) OBJECTIVE Seeking a full-time position in Advertising/Marketing – or Seeking an internship in Television Production EDUCATION Boston University College of Communication Boston, MA Bachelor of Science in (Communication, Journalism, or Film and Television) Expected May 2003 Concentration in (Advertising or Public Relations, or Film Production, etc.) Dean’s List Liberal Arts Concentration (or Minor if you have one) in English Current GPA: 3.6/4.0 London Internship Programme (or other study abroad) Studies in …………….. London, England September – December 2002 Related Course Work (Add left tabs at 4 1/4 and 4 1/2) • Course Name • Course Name • Course Name • Course Name RELATED EXPERIENCE Name of Company Title • Information about what you did and accomplished • Start each phrase with action words • If job is current use present tense - If job is over use past tense Name of Company (Don’t forget academic experience such as AdLab) Title • What you did for company or client • More information about what you did Prior Title (if you have held two different positions at the same company) City, State Dates