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KEF-MOTOR A/S Industrivej 3-9 DK 9460 Brovst Denmark Tel. +45 9823 6266 Fax. +45 9823 6144 Manual BSH Belt Grinding Machines 20-75 22-75 25-75 20-100 20-150 25-100 25-150 EU declaration of conformity KEF-MOTOR A/S Industrivej 3-9 DK-9460 Brovst Denmark www.scantool-group.com Tel.: +45 98 23 62 66 Fax: +45 98 23 61 44 hereby declares that BSH Belt Grinding Machine are manufactured in accordance with the provisions of the COUNCIL DIRECTIVE of 17. May 2006 (2006/42/EC) – The Machinery Directive (order no. 561 of 25 June 1994 with subsequent amendments) Also on accordance with: · The council directive of 19 February 1973 (73/23/EEC) – The Low Voltage Directive – with later amendments (order no. 797 of 30 August 1994) · The council directive of 3 May 1989 (89/336/EEC) – The EMC Directive – with later amendments (order no. 796 of 5 December 1991 with subsequent amendments).
according to EU Directive 2006/42/EC • Machinery 2006/42/EC • Electromagnetic Compatibility 2004/108/EC We hereby declare that, based on its construction and design, the machine described in the following, as well as the version thereof released by ourselves commercially, corresponds to all the safety and health requirements of the relevant EU guideline. This declaration shall become null and void should any alterations be made to the machine without our express approval. Machine designation: Model designation: Grinding machine A 950 Applicable conforming standards, in particular: DIN EN ISO 12100 DIN EN ISO 13849-1 DIN EN ISO 13850 DIN EN ISO 13857 DIN EN 13218 DIN EN 60204-1 DIN EN 349 Responsible for the documentation: Peter Heine (Dipl. Ing. Maschinenbau BA) Phone. 07527-928-15 Manufacturer: Knecht Maschinenbau GmbH Witschwender Straße 26 D-88368 Bergatreute Complete technical documentation is available. A set of operating instructions for the machine is available both in its original version and in the native language of the user. Bergatreute, 15th February 2010
JANE WILLIAMS, PhD, RN Dean and Professor of Nursing School of Nursing, Rhode Island College 600 Mt. Pleasant Avenue, Providence, RI 02908 TEL: 401 456-9608: FAX: 401 456-8206 Email: email@example.com CURRENT EMPLOYMENT Rhode Island College, Dean and Professor of Nursing, School of Nursing, 1975-present; initial appointment as assistant professor, 1975; appointed Professor, 1995, Department Chairperson, 2000, and Dean, 2007. EDUCATION University of Rhode Island, College of Nursing, Kingston, Rhode Island, Ph.D., Nursing, 1995. New York University, School of Education, New York, New York, M.A., Major in Education and Minor in Nursing, 1968; University of Michigan, School of Nursing, Ann Arbor, Michigan, B.S.N. with Distinction, 1966. PUBLICATIONS Williams, J., Brumbaugh, M. & Vares, L., (2006), “Education to improve interdisciplinary practice of health care professionals: A pilot project”, Medicine & Health, Rhode Island, 89 (9), p. 312-313. Mosser, N., Williams, J. & Wood, C. (2006), “The use of progression testing throughout nursing programs: How two colleges promote success on NCLEX-RN”. Annual Review of Nursing Education. Vol.4, p. 305-319. Newman, M. and Williams, J. (2003) "Educating Nurses in Rhode Island: A lot of diversity in a little place", Journal of Cultural Diversity, Vol. 10, No. 3, p. 91-95. Williams, J., (2001) “The Clinical Notebook: Using Student Portfolios to Enhance Teaching and Learning, Journal of Nursing Education. Vol. 40, p. 135-137. Ferszt, G., Massotti, E., Miller, J. & Williams, J. (2000) “Art on Rounds: Research Study of an in-patient oncology unit”, Illness Crisis and Loss. Vol. 8, No. 2, pp. 189-199. Williams, J. (1999) “When Interns Meet Managed Care” [Letter to the Editor]. New York Times, p. 30A. Williams, J., Wood, C., & Cunningham-Warburton, P. (1999) “A Narrative Study of Chemotherapy-Induced Alopecia”. Oncology Nursing Forum. Vol. 26, pp. 1463-1468. Willliams, J. (1999) “Health Policy Tool Kit Helps Students to Get Involved”. ONS Newsletter, 14 (9) p 5.
930394-52 Rev. 12/22/05 4:21 PM Page 1 HYDRO-BOOST BRAKE BOOSTER Installation Guide 4. Enable ignition system and start the engine. 7. Check fluid level and add fluid if needed. 5. Turn the steering wheel from stop to stop several times. Do not hold it against the stop. 8. Again start engine and turn steering wheel from stop to stop several times (avoid turning fully against stops as much as possible). Recheck fluid level and fill as required. If there is evidence of fluid foaming, turn off engine and wait an hour for foam to clear. Lacks Power Assist Booster or Pedal Chatters X X X Looses Reserve Pressure HAIRPIN CLIP BRAKE PEDAL PUSHROD X PUSHROD SPACER PUSHROD BUSHING 6. Loosen the locknuts holding the HydroBoost unit to the firewall and then slide the linkage, nylon washers and brushing off the pedal pin. 4. Disconnect all hydraulic lines from the Hydro-Boost unit (pressure, steering gear and return lines). PRESSURE LINE MASTER CYLINDER HYDRO-BOOST SPACER X X X BRAKE LINES DO NOT DISCONNECT JDA356 STOP-LIGHT SWITCH 3. Separate the master cylinder from the mounting studs. N OT E : DO NOT disconnect the brake lines from the master cylinder unless necessary to avoid bending or damaging those lines. X Pedal Returns Slowly 5. Disconnect the Hydro-Boost pushrod linkage from the brake pedal. NOT E : It may be necessary to remove the stoplight switch from the brake pedal. If so, unplug the stoplight switch wires, remove the hairpin retainer, slide the switch off the pedal pin just far enough to permit removing the switch from the pin. Do not damage the switch. N OT E : Before beginning work, be sure vehicle is parked in a level area and that wheels are chocked to prevent unintentional movement. Read all of these instructions before attempting to install the HydroBoost unit. 2. Remove the nuts attaching the master cylinder to the Hydro-Boost unit.
GENERAL PROCEDURES Driveshaft Runout and Balancing Special Tool(s) Dial Indicator Gauge with Holding Fixture 100-002 (TOOL-4201-C) or equivalent Mastertech® Series MTS 4000 Driveline Balance and NVH Analyzer (Vetronix) 257-00018 or equivalent Driveshaft Inspection NOTE: Driveline vibration exhibits a higher frequency and lower amplitude than high-speed shake. Driveline vibration is directly related to the speed of the vehicle and is noticed at various speeds. Driveline vibration can be perceived as a tremor in the floorpan or heard as a rumble, hum or boom. NOTE: Refer to Specifications in this section for all runout specifications. 1. NOTE: Do not make any adjustments before carrying out a road test. Do not change the tire pressure or the vehicle load. Carry out a visual inspection of the vehicle. Operate the vehicle and verify the condition by reproducing it during the road test. • 2. With the vehicle in NEUTRAL, position it on a hoist. For additional information, refer to Section 100-02. • 3. The concern should be directly related to vehicle road speed, not affected by acceleration or deceleration or could not be reduced by coasting in NEUTRAL. The driveshaft should be kept at an angle equal to or close to the curb-weighted position. Use a twin-post hoist or a frame hoist with jackstands. Inspect the driveshaft for damage, undercoating or incorrectly seated U-joints. Rotate the driveshaft slowly by hand and feel for binding or end play in the U-joint trunnions. Remove the driveshaft. For additional information, refer to Section 205-01. Inspect the slip yoke splines for any galling, dirt, rust or incorrect lubrication. Clean the driveshaft or install new U-joints as necessary. Install a new driveshaft if damaged. After any corrections or new components are installed, recheck for the vibration at the road test speed.
Vibration Diagnostics S tart 1 Gather Info When did vibration start? Where is vibration felt? What road conditions? Under load or high torque conditions? During acceleration/deceleration? Speed dependent? RPM dependent? Noise? Suspension modified recently? Lube clean and at proper level? 2 Important: Use factory service manuals and procedures and refer to all applicable safety precautions when servicing vehicles. This document is intended to assist with drivetrain vibration diagnosis. It does not guarantee an immediate solution nor does it guarantee warranty responsibility or reimbursement. Refer to Roadranger.com for Product Warranty Statements, Warranty Manual, and Warranty Guidelines. 6 Vibrations While Stationary Previous work on clutch or engine Y es In the road test in Step 2, the vehicle was run up to the suspected RPM and the transmission shift lever was placed in neutral. No Y es No If clutch work recently done, problem could be related to the clutch. Verify proper clutch was installed. If engine work recently done, problem could be related to the engine. Contact your engine distributor. 4 No Problem is related to the clutch. Road Test Have vehicle driver recreate complaint condition, if possible Leave trailer attached Run up to suspected RPM and put transmission in neutral Simulate Conditions Speed Related? Y es Does ride height meet OEM specs Y es No No Perform visual inspection and use Eaton Driveline Angle Analyzer (DAA). U-joint bearing cups and trunnions Bearing straps Flange yoke / companion flange Yoke-mounted damper Parking brake Center bearing Fasteners Driveshaft for damage / missing weights Driveshaft slip spline (wear / bottoming / inadequate engagement) Cab mounts / air ride system Correct per OEM procedures. Speed RPM Gear Position Coast Under power Loaded / Unloaded Problem Solved No Remove all drive axle shafts and lock in power divider. Run truck in same condition as when complaint occurred. Y es Done! Problem Solved Isolate Suspect Shaft No Y es Problem is related to the wheel end. Take known good wheel assembly and test replacement from wheel to wheel to isolate problem.
A recognition that gender-neutral law, doesn’t change perceptions, but a full scale attack on businesses and individuals that denigrate dad to an incapable idiot is needed. Those incapable idiots you see on tv? They hurt dads in court. They’re funny sometimes, but woefully unfair to children, who deserve and have a right to time with both parents. Idiot dad shows and commercials make it hard for a a judge, often raised on yesterday’s traditional stereotypes, to see the necessity and value of ..Call 305.371.7640 for more information.
The asymptotic results (Kumaran 1998b) obtained for Λ ∼ 1 for the ﬂow in a ﬂexible tube are extended to the limit Λ 1 using a numerical scheme, where Λ is the dimensionless parameter Re1/3 (G/ρV 2 ), Re = (ρV R/η) is the Reynolds number, ρ and η are the density and viscosity of the ﬂuid, R is the tube radius and G is the shear modulus of the wall material. The results of this calculation indicate that the least-damped mode becomes unstable when Λ decreases below a transition value at a ﬁxed Reynolds number, or when the Reynolds number increases beyond a transition value at a ﬁxed Λ. The Reynolds number at which there is a transition from stable to unstable perturbations for this mode is determined as a function of the parameter Σ = (ρGR 2 /η 2 ), the scaled wavenumber of the perturbations kR, the ratio of radii of the wall and ﬂuid H and the ratio of viscosities of the wall material and the ﬂuid ηr . For ηr = 0, the Reynolds number at which there is a transition from stable to 1, and the unstable perturbations decreases proportional to Σ 1/2 in the limit Σ neutral stability curves have a rather complex behaviour in the intermediate regime with the possibility of turning points and isolated domains of instability. In the limit Σ 1, the Reynolds number at which there is a transition from stable to unstable perturbations increases proportional to Σ α , where α is between 0.7 and 0.75. An increase in the ratio of viscosities ηr has a complex eﬀect on the Reynolds number for neutrally stable modes, and it is observed that there is a maximum ratio of viscosities at speciﬁed values of H at which neutrally stable modes exist; when the ratio of viscosities is greater than this maximum value, perturbations are always stable.
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...
Suzuki Hayabusa Gen 2 Upper Fairing Removal. This can be used to take off the panels to get to the fuse block, Gauge Cluster, changing bulb, anything behind ... Suzuki Hayabusa Gen 2 Upper Fairing Removal. This can be used to take off the panels to get to the fuse block, Gauge Cluster, changing bulb, anything behind the upper cowl. Step 1: Remove these bolts on both sides of the bike. 4mm Hex 2nd Step Remove these plastic pin (both side) by inserting a small flat head screw driver and popping it up. Step 3: Remove this bolt located center and below the triple Tree. Step 4: this piece should easily pop out. Notice that there is another push pin hidden? Step 5: Remove this pin by pushing the center. (Both sides) Suzuki Hayabusa Gen 2 Upper Fairing Removal. This can be used to take off the panels to get to the fuse block, Gauge Cluster, changing bulb, anything behind the upper cowl. Step 1: Remove these bolts on both sides of the bike. 4mm Hex 2nd Step Remove these plastic pin (both side) by inserting a small flat head screw driver and popping it up. Step 3: Remove this bolt located center and below the triple Tree. Step 4: this piece should easily pop out. Notice that there is another push pin hidden? Step 5: Remove this pin by pushing the center. (Both sides)