DH3028 Model Review: 2011

Saturday, December 31, 2011

Check Out Prince A300080ABAAA07B Hydraulic Cylinder, Tie-Rod, 3" Bore, 8" Stroke, 3000 psi Maximum Pressure, 20-1/4" Retract, 1-3/8" Rod Diameter, Clevis Mounting, Black, #8 SAE for $177.43

Prince A300080ABAAA07B Hydraulic Cylinder, Tie-Rod, 3" Bore, 8" Stroke, 3000 psi Maximum Pressure, 20-1/4" Retract, 1-3/8" Rod Diameter, Clevis Mounting, Black, #8 SAE Review

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Product Feature

Honed tubing; Heavy duty, high strength tie-rods
Induction hardened piston rods plated with RoyalPlate Plus (piston rods on 2" bore not hardened)
Ductile iron piston, butt, gland & clevis; Crown seal on piston
Urethane u-cup & metal encased wiper 2 1/2" bore & larger models
3000 PSI continuous operating pressure

Product Overview

Prince Tie-Rod Hydraulic Cylinder; Bore: 3", Stroke: 8", Maximum pressure: 3000 psi, Column load: 21210 lbs, Retract: 20-1/4", Rod diameter: 1-3/8", Mounting type: Clevis, Color: Gloss Black, Port size: #8 SAE

Friday, December 30, 2011

Check Out Shark 91623200 50-Feet Hose, 22-Mm, 3000 PSI for $120.22

Shark 91623200 50-Feet Hose, 22-Mm, 3000 PSI Review

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Product Feature

Hose: 50-feet
Rated up to 3000 psi
22mm end fittings
Only for: KG-252437 and KG-262637
Popular accessories for rg and kg pressure washer

Product Overview

Complete the pressure washer package with this popular and durable high-pressure hose. For use with KG series pressure washers.

Wednesday, December 28, 2011

Great Price Shark 87391270 100-Feet High-Pressure Hose, Black, 3000 PSI

Shark 87391270 100-Feet High-Pressure Hose, Black, 3000 PSI Review

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Product Feature

Made of abrasion-resistant, steel-wire braid.
Maximum-strength class a ors
20-percent more flexible than other brands
Unique high-endurance wire braid
Psi rating: 3000, hose length: 100-feet, wire braid: single, inside diameter: 3/8-inch, hose color: black, hose guard color: black

Product Overview

Shark’s easy-to-identify hose is made of the highest quality. Tested to ISO 6945 / DIN 20024, it has proven to have up to seven times more abrasion resistance than other brands yet is 20-Percent more flexible.

Tuesday, December 27, 2011

Check Out Kobrajet 3000 PSI Max Temp 3/8" x 25' Non-Marking Pressure Washing Hose in Blue

Kobrajet 3000 PSI Max Temp 3/8" x 25' Non-Marking Pressure Washing Hose in Blue Review

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Product Overview

29.0005 Features: -Pressure washing hose. -Construction from steel, rubber. -Single wire construction. -(1) 3/8'' swivel male hose end and (1) 3/8'' solid male hose end. -Thick rubber bend restrictors on each end. -Blue color does not stain surfaces. -3000 PSI max pressure. -310 Degree max temp F. -Ideal for use on surfaces sensitive to hose marks. -Manufactured out of high quality components and assembled in the U.S. this hose is great for any pressure washing application. -Wrapped rubber exterior, 1-wire construction and thick rubber bend restrictors prevent hose gashes and ruptures. -Overall dimensions: 0.38'' W x 300'' D.

Monday, December 26, 2011

Check Out Prince PMC-22024 Gladiator Hydraulic Cylinder, Welded, 6" Bore, 24" Stroke, 3000 psi Maximum Pressure, 35" Retract, 3" Rod Diameter, Crosstube Mounting, Yellow, 3/4" NPTF for $761.15

Prince PMC-22024 Gladiator Hydraulic Cylinder, Welded, 6" Bore, 24" Stroke, 3000 psi Maximum Pressure, 35" Retract, 3" Rod Diameter, Crosstube Mounting, Yellow, 3/4" NPTF Review

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Product Feature

Heavy duty welded construction
Externally threaded gland cap
Chromed, ground, and polished piston rod
Skived tubing; Ductile iron piston; Urethane u-cup, metal encased wiper, polyurethane
Crosstube end fittings with grease zerks

Product Overview

Prince Welded Gladiator Hydraulic Cylinder; Bore: 6", Stroke: 24", Maximum pressure: 3000 psi, Column load: 92000 lbs, Retract: 35", Rod diameter: 3", Mounting type: Crosstube end fittings with grease zerks, Color: Highway Yellow, Port size: 3/4" NPTF

Saturday, December 24, 2011

Great Price Powerwasher A15472 5/16-Inch x 25-Foot x 3,000 PSI Pressure Washer Hose

Powerwasher A15472 5/16-Inch x 25-Foot x 3,000 PSI Pressure Washer Hose Review

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Product Feature

Extension or replacement hose easily connects to existing pressure washer or pressure washer hose
Non-marring outer jacket. Resistant to weather/uv rays, abrasions, kinks
Singlebraid technology: features heavy duty poly braiding
Rated up to 3000 psi and 140-Degree f (for use with cold water pressure washers only)
As an extension hose it provides additional reach, ideal for cleaning large areas and rv's, suv?s and boats

Product Overview

Powerwasher A15472 5/16-Inch by 25-Foot by 3000 psi hose can fit most gas pressure washers. Non-marring, resistant to weather/uv rays and abrasions. Kink guards for added durability. Ideal for replacement needs, or increased length demands.

Friday, December 23, 2011

Great Price NorthStar High-Performance Pressure Washer - 3000 PSI, 2.5 GPM

NorthStar High-Performance Pressure Washer - 3000 PSI, 2.5 GPM Review

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Product Feature

Honda GX160 OHV engine features cast iron sleeve
Horizontal shaft engines last five times as long as vertical shaft engines
Direct drive axial pump has ea

Product Overview

This NorthStar high-performance pressure washer combines the power of premium Honda GX engines with a long-life direct drive axial pump for unsurpassed performance on tough cleaning tasks. Horizontal shaft engine is engineered for long life. Rear hose-entry spray gun with split lance keeps the hose out of the way for easy handling. Coil assembly is fully encased in a custom-molded ceramic fiber refractory combustion chamber with low thermal conductivity and resistance to thermal shock. Pressure (PSI): 3,000, Flow (GPM): 2.5, Engine: Honda, Engine Model: GX160 OHV, Engine Displacement (cc): 163, Gross Torque: 7.6, Pump: Axial, Drive: Direct, Gun: Industrial rear-entry with 3-ft lance, Nozzle Type: Quick-connect 0deg , 15deg , 25deg , 40deg and soap nozzle, Orifice Size: 3, Hose: 50ft. gray high-pressure, Coupler Size (in.): 3/8, Cart: Push down with 10 pneumatic tires, Fuel Capacity (gal.): 0.83, Max. Inlet Water Temp (deg F): 140, Max. Output Water Temp (deg F): 140, Fuel Type: Gasoline, Chemical Injector: Yes, Adjustable Pressure: Yes, Engine Oil Type: SAE30 motor oil, Pump Oil Type: Universal tractor transmission oil, Engine Oil Included: No, Pump Oil Included: Yes, Low Oil Shutdown: Yes, Thermal Protector: Yes, Dimensions L x W x H (in.): 34 x 21 x 38

Thursday, December 22, 2011

Check Out Prince B200100ABAAA07B Hydraulic Cylinder, Tie-Rod, 2" Bore, 10" Stroke, 3000 psi Maximum Pressure, 20-1/4" Retract, 1-1/8" Rod Diameter, Clevis Mounting, Black, #8 SAE for $168.37

Prince B200100ABAAA07B Hydraulic Cylinder, Tie-Rod, 2" Bore, 10" Stroke, 3000 psi Maximum Pressure, 20-1/4" Retract, 1-1/8" Rod Diameter, Clevis Mounting, Black, #8 SAE Review

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Product Feature

Honed tubing; Heavy duty, high strength tie-rods
Induction hardened piston rods plated with RoyalPlate Plus (piston rods on 2" bore not hardened)
Ductile iron piston, butt, gland & clevis; Crown seal on piston
Urethane u-cup & metal encased wiper 2 1/2" bore & larger models
3000 PSI continuous operating pressure

Product Overview

Prince Tie-Rod Hydraulic Cylinder; Bore: 2", Stroke: 10", Maximum pressure: 3000 psi, Column load: 9425 lbs, Retract: 20-1/4", Rod diameter: 1-1/8", Mounting type: Clevis, Color: Gloss Black, Port size: #8 SAE

Wednesday, December 21, 2011

How To Keep Deer Out Of The orchad

Well, the word has gotten out. The deer know you have started someone else buffet of green delicacies.
Word spreads fast in the forest and it won't be long before these uninvited guests will arrive at
your organery gate.

Deer tend to feed on our gardens at night making it difficult to keep them out of the garden.
Some favorites of deer are: Apples, Arborvitae/white cedar, Arrow wood Viburnum, Birch, Day lilies,
Dogwood, Euonymus, organery lilies, Hostas, Hydrangea, Impatiens, Linden/basswood, Yews , and Roses.
An important factor that will result how often deer enter your vegetable garden, is availability
of food in their native habitat.

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Unless you live in a city, the odds are you will have deer in your organery at some point. If you
live in the country, your organery is approximately like having an open invitation for supper - everyday.
These nuisance deer can be difficult to deter without taking some serious and consistent operation
to prevent them from enjoying a buffet supper that you call your garden.

So how do you keep deer out of the garden?

There are some ways to keep deer out of your garden, some of these deer repellents you may not even be aware of. In addition, there are many plants that deer will commonly avoid. One of the hottest products to hit the shop to safe your plants from deer is the Scarecrow - a appeal activated sprinkler that shoots a 3 second burst of water in the direction that triggers it.

There are many home remedies that may be effective, but only for a short time. Fencing is expensive,
labor arduous and needs to be at least six feet high - besides, who wants to hide their gorgeous
garden behind a fence - in some case a fence is not even an option. Planting deer defiant plants
may deter deer until they get for real hungry - kind of like kids and spinach. Dry weather will
attracted deer to irrigated plants for the refreshing moisture.

Overall, the final consensus among most gardeners is productive deer management requires a aggregate
of deterrents to be effective. This includes commercial repellents combined with home made remedies
as listed below. Fencing for most of us, is not an option and very expensive. As such, we won't cover
fencing here. Instead we will focus on the known alternatives.

Deer Repellents & Control:

Use these known deer repellents and controls in aggregate for best results

Dogs: A dog that will actively chase away deer is probably the number one, most productive deer preventative
there is. If your dog does not wonder, keep him out at night and you should have no additional problem
with deer. If fido is a limited on the lazy side, other alternatives as listed below may certify attention.

The Scarecrow: The Scarecrow is a appeal activated sprinkler that works both day and night. It not only scares away deer, but is productive for cats, dogs, rabbits, raccoons and larger birds. It sprays a maximum
35 foot stream of water for 3 seconds. One 9 volt battery will supply approximately 3000 bursts
of water. Works on water pressure in the middle of 30 - 80 psi (use a pressure reducer at higher psi),
is fully adjustable and comes with a 24 month warranty.

Liquid Fence ®: All natural, the long chronic Liquid Fence ® Deer & Rabbit Repellent will stop deer and rabbits from
eating your flowers, shrubs, vegetable plants, trees and vines. And rest assured, it won't harm
your plants or animals! The manufacturer offers a written 100% money back guarantee.

Features as noted on the Liquid Fence® website:

* Environmentally safe and biodegradable

* Usda field tested

* Easy-to-use

* Long chronic and rain resistant

* house & pet friendly

* 100% Money Back Guarantee

* Member tested and recommended by the National Home Gardening Club!

* We have not used this product, but it has been recommended by fellow gardeners - commonly the most reliable source.

Electric Fence: The galvanic fence is often overlooked by many gardeners. It is very productive for cattle
and horses and offers some security against deer - although if they jump over and never
touch it, they will not be afraid of it. Fortunately, deer tend to graze and nibble as they
feed and the odds are in your favor that they will touch your fence and flee, realizing this
area is great left alone.

Electric fences are best used for the vegetable organery in back yards, were social entrance is
restricted. You do not want the neighbors kids running home and telling their parents they got
zapped. Unless you live in a rural area, you may also find it difficult to find a supplier.
This can be overcome by shopping online or traveling to rural or farming communities near you.
Select a low powered fence designed for smaller livestock - after all, you are not trying to
keep animals the size of horses or cattle out of the garden.

Low lying galvanic fences (and low powered) can be productive for Rabbits and other smaller
animals. They should be kept very low to the ground using two lines, set on an angle away
from the organery - set the first line about 3" above the ground and the second about 8".
Keep the lines clear of grass, shrubs or any other material that will ground the payment
and cut the effectiveness of the fence.

A new galvanic fence for slugs is under improvement in Canada and should be on the shop by
2007. We can not clarify on this now, but testing is proving very flourishing and we will
provide details when given the go ahead from the developer.

Deer Repellent Plant Protec: A new product from http://www.deerbusters.com, this all natural green Deer Repellent plant protector
clips for real on most plants. Emits a non-offensive garlic odor keeping deer and other unwanted
pests away. Environmentally safe with no spraying and no mess. Plant Protec lasts up to 8 months.

Egg Based Deer Repellent: A someone else product from http://www.deerbusters.com is the Deer Repellent egg based repellent, it has been tested and proven productive against deer browsing. This unique product repels by odor but, unlike some repellents, Deer Away will not be offensive to you. Tested in independent studies
by the Usda and Penn State. Deer Away was originally industrialized for use in large reforestation
projects. One application will last up to 2 months. This product is designed for pines, firs,
fruits, citrus and ornamentals. Other names this product is known as consist of "Deer Away" & "Deer-Off".

Human Hair: Human hair wrapped in a old nylon and hung on branches or tucked in the middle of plants will supply some security against deer and varied animals. The smell of a human indicates danger to
most wild animals and should keep deer away from these areas.

Tree Guard(tm) : Tree Guard with Bitrex(tm) is someone else deer deterrent. It is lightly sprayed on seedlings, shrubs, ornamentals, hedges and flowers to produce a lingering nasty taste that animals do
not like - Do Not Use on whatever that you will be eating.

The bitter tasting Bitrex is locked into the plant surface forming a "protective jacket"
which resists dew, snow, rain and vaporization. One quart can covers 250-400 seedlings, one
gallon - approximately 1000 seedlings. Not a consolidate - ready to go! Tree Guard does not
wash off, it adheres with a particular application and continues to safe straight through all kinds of weather.

The manufacturer states that Tree Guard is the most productive deer preventative on the shop today.
We have not used it, so we cannot back this one up.

Bar Soap: Said to work by a number of gardeners, Take a piece of ivory soap, drill a hole in it, tie it to
the plant. The deer won't come near your plant. You can also put a bar in an old stocking and hang
in shrubs - try to find a location, like under large leaves, that will safe the soap from rain
and watering - the bar of soap will last much longer.

Sound Based Deterrents: Their are a number of appeal activated sound based deterrents available. However, for most people
these can cause more problems with neighbors, than the definite results in your garden. Imagine the
neighbors delight, when a high pitched noise goes off some times during the we hours of the night.

If you live in a remote, rural area and feel you won't be woken up in the night by such products,
check around online for possible suppliers.

Marigolds - Myth or Fact?: It has been suggested that marigolds planted in a organery will keep deer away. I have tried this on some occasions with limited effect. This does not mean it will not work. It is possible that I did not plant enough, or that I used the wrong variety. If you want to try this, I would plant around the plants deer like to eat. Marigolds are thoughprovoking and are reported to keep away varied insects so it will do any harm to plant them regardless.

Now, if none of these solutions keeps the inquisitive deer out of your garden, a regular fence may be your only choice. However, it is a pretty good bet you'll have success with one of these options. Good Luck!

How To Keep Deer Out Of The orchad

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Monday, December 19, 2011

Psp Kids Games - approved and Fun Games For 2009

If you are seeing for Psp Kids Games that are not only safe for "little eyes and ears" - but for games that kids love to play, here is a list of the top-rated and best-selling games for kids this year (2009) - All of which are rated "E" or "E-10" and so are approved for children:

1. Daxter for Psp - This game has some of the best graphics ready for the Psp, it's story line is intriguing and challenging. The main character is this game is Daxter - who is seeing for his friend Jak who has been kidnapped - he is working some pretty unusual jobs to "sneakily" try to find his friend. This is one of a series of "Jak" games, and has been the hottest selling game for kids on the Psp this year.

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2. Spongebob SquarePants the Yellow Avenger for Psp - This game is well known to be uncomplicated enough (easily controlled) for younger kids. However, kids who are not yet able to read may have a bit of a hard time due to the instructions for the game being in writing on the screen. Overall, this game has great reviews and it's not only fun, but quite amusing as well.

3. Sonic Rivals for Psp - This is verily two games - you can pick from the "Sonic Rivals" or "Sonic Rivals 2". These games were specifically made for the Psp, so the graphics are perfect and the games themselves makes the most of the Psp handheld. Although the game starts out rather lightheartedly, it turns into some pretty serious gameplay between Sonic and his friends - competing against each other.

4. Sega Genesis collection for Psp - This is a amazing set of games for either those who are customary with the Genesis console or for players who are new to these games. The games are classics (you might recognize - the customary Sonic the Hedgehog, Ecco the Dolphin and more). There are enough games - and enough separate types of games that almost anyone who plays is sure to have a great time.

5. Lego Indiana Jones the customary Adventures for Psp - This is a series of levels based on the customary Indiana Jones movies. The humor is rather "tongue in cheek" and the challenges are great. It's not specifically made for the Psp, but is great in the Psp format nonetheless.

If you're shopping specifically for some great Psp Kids Games - I hope that the above suggestions help to point you in the right direction!

Psp Kids Games - approved and Fun Games For 2009

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Sunday, December 18, 2011

Check Out Simpson MSV3025-S Megashot 3,000 PSI Honda GCV190 Premium Gas Powered Heavy Duty Pressure Washer for $415.00

Simpson MSV3025-S Megashot 3,000 PSI Honda GCV190 Premium Gas Powered Heavy Duty Pressure Washer Review

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Product Feature

Unloader system with thermal relief valve
4 Quick connect nozzles: 0,15,40,soap
Detergent siphoning tube
Gun and hose storage
10-Inch premium pneumatic tires (double sealed)

Product Overview

Simpson Megashot MSV3025-S 3000 psi premium gas pressure washer features Honda GCV190 engine, profi 200 ergonomic spray gun and quick connect steel lance. It is easily maneuverable by 10-Inch premium double sealed pneumatic tires, a robust trolley and frame design.

Saturday, December 17, 2011

Check Out Factory Reconditioned Karcher G 3050 OH 3,000 psi 2.5 gpm Gas-Powered Pressure Washer

Factory Reconditioned Karcher G 3050 OH 3,000 psi 2.5 gpm Gas-Powered Pressure Washer Review

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Product Feature

Commercial grade pump with brass head
Ergonomic rust resistant wand assembly with quick connector
Pneumatic tires and wheel placement make it easy to maneuver
25-foot by 1/4-inch hose
30 day warranty

Product Overview

This is a factory reconditioned pressure washer. Reconditioned generally means that the pressure washer has been returned to the manufacturer, who brings the pressure washer back to like new condition. Some pressure washers may contain cosmetic blemishes. Includes 3,000 PSI 2.5 GPM Gas Pressure Washer - G 3050 OHR, 25 ft. High Pressure Hose, Commercial-Grade Zinc-Plated Spray Wand with Quick Connect Adapter, Commercial-Grade Trigger Gun with Child Safety Lock, Detergent Hose, Pro-Style Quick Connect Nozzles (0 degree, 15 degree, 25 degree, 40 degree, 65 degree)

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Friday, December 16, 2011

How To Put Videos On Psp In 4 straightforward Steps

Sony's miniature wonder motor is a real jack of all trades in the electronic entertainment field-there literally isn't too much that it can't do but I've noticed that out of all my friends that have Psp's, not one someone uses it for movies! I found this a miniature odd, until I realised that none of them know how to do it! It's not as hard as population seem to think so hopefully once you've read this report you'll know how to put videos on Psp, and I can get my friends to look at this report instead of request me questions all the time!

The first thing that stops most population from seeing out how to put videos on Psp is they don't have enough free memory-You are going to need to buy as big a memory stick as you can afford-512mb is going to be the bare minimum here.

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The second requisite is to have a computer handy which you can link to the Psp via a Usb cable. An internet relationship will be useful too, but is not requisite unless there are things you need to download.

1-Connect the computer and the Psp together, production sure that the Psp is switched off to begin with, and switch the Psp on once the relationship is made.

2-With the Psp go into the Settings menu, and press X, which should link the Psp to the computer. If you then go into My Computer on the computer, you should see an extra volume has been attached. This is the Psp/Playstation Portable.

3-Open the Psp memory card and then open the portfolio called Psp. With this open you need to generate another portfolio inside that one, this one called "Mp_Root" and then another one called "100mnv01"

4-Save the movies you want to watch in the portfolio "100mnv01" and then you are ready to rock! The movies can be started by clicking on the saved image inside the memory card. One thing to note though is that the movies need to be in Mp4 format (Google it), and if you want to turn your existing Dvds etc to this format you may want to get some specialized software.

Okay there we are, how to put videos on Psp in 4 easy steps!

How To Put Videos On Psp In 4 straightforward Steps

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Thursday, December 15, 2011

How Much Concrete Does It Take to Fill in a approved Driveway?

One of the first steps in figuring out how much concrete is needed in a thorough driveway is to define "standard". Concrete is measured in cubic yards and to have an accurate estimate of concrete requires you to know indeed how many square feet of covering area you are covering as well as the depth desired. So for the sake of this record we will say a thorough two car driveway is 20'x20' or 400 square feet. Typically unless requested to be thicker by the homeowner contractors pour driveways 4" thick. So for figuring concrete in this example we would take the square footage and multiply it by the decimal percentage of 4"/12" to get our cubic footage and then transfer it to cubic yards. So 400 x.33 = 132 cubic feet. Now we want to change our cubic feet into cubic yards so we know what to order from the plant. There are 27 cubic feet in one cubic yard so we would take 132 and divide by 27 giving us 4.89 cubic yards needed.

Now we know we need 5 yards to do the job but in this example five yards is barely sufficient so it is recommended to order one more yard to be safe. So for a thorough 20' x 20' two car driveway we would need 6 yards to do the job and not run out of concrete. Figuring how much concrete is needed is only half the battle, concrete used in driveways must be reinforced and also consist of the right combination of Portland cement to hold up to the demands unbelievable of it as a driveway. Concrete is a very versatile building material that will create years of maintenance free aid as long as it is place correctly and reinforced. Concrete has big compressive drive but dinky to no tensile strength, development it a good material to drive on but it must be reinforced with steel to keep from cracking and arrival apart. So in the business it is thorough for a five sack mix or 3000 psi combination with 3/8" or #3 rebar to be settled on 18" centers both ways ensuring that the rebar is exactly in the middle of the concrete to be effective. So figuring concrete and rebar for any project is just as easy, remember to figure square footage first then multiply by the decimal percentage of how thick you need it to be and divide by 27. Now you know how to effectively figure yards of concrete for your next project.

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How Much Concrete Does It Take to Fill in a approved Driveway?

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Wednesday, December 14, 2011

How a Pressure Washer works

Every year homeowners receive a nasty load of dirt, mud, leaves and other debris on the surfaces of their houses sidewalks and driveways. In addition, their automobiles are caked with the results of road salt, mud and oil. The simplest pressure washers just transform an commonplace garden hose into a monster which blasts away dirt, oil and debris.

An commonplace pressure washer can put up to 20 times more pressure onto a face than the garden collection hose.

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When you are searching for a good option in a pressure washer, you need to think water pressure. A pressure washer face cleaner in a light pressure model will be more efficient than a garden hose, but you shouldn't expect it to do heavy jobs effectively. A typical garden hose will emit 40 pounds per square inch of water pressure, while light duty pressure washers will be rated at nearby 1300 to 2000 pounds per square inch. A light duty pressure washer face cleaner is convenient for cleaning cars, awnings and patio furniture. Pressure washers rated at 2000 to 2600 pounds per square inch are great for concrete cleaning, together with mild stains, grease and grimes on larger surfaces. Heavy duty pressure washers emit 2700 to 4000 pounds per square inch and work well if you have stubborn grease or stains on concrete, or if you need to take off flakes, dirt and debris from surfaces in preparing for painting or sealing.

Electric pressure washers

Electric pressure washers are made in all three levels of pounds per square inch--light duty, medium duty and heavy duty. Ratings by one of the major online sellers of pressure washer parts, pressure washer pumps and pressure washer equipment don't show a preference between an electric pressure washer and a gas pressure washer. The ratings distinguish only good, better and best within size categories. An electric pressure washer can be found to do any of the residential jobs which the average homeowner is likely to need. The disadvantage of the electric pressure washer if any is the qoute of electrical outlets available to the job which needs to be completed.

Gas pressure washers

Gas pressure washers are more portable, but they are also noisier and may emit more noxious fumes while operating. There is also the inconvenience of having to store gasoline fuel when the equipment is needed. These pressure washers also are available in light, medium and heavy duty models, as well as an even heavier and more excellent contractors' model. Honda pressure washers rate high among the gas pressure washers, with better and best ratings for both mid-sized and large sized capacity washers and Honda pressure washers captured all three categories in the contractor's model. A Ryobi pressure washer is an additional one popular of residential users. It's heavy duty range (3000 pounds per square inch is quite affordable) and will do most jobs with a vengeance. The Ryobi pressure washer is available at Home Depot stores, which is an additional one plus factor in its favor.

Hot water pressure washer

Another even more attractive innovation in pressure washers is the new hot water pressure washer. This tool would be excellent for those precisely difficult jobs where nothing else will cut through the dirt. Heated pressure washers are more difficult to find, but Honda makes transported oil-fired hot water pressure washers at the high capacity end of the scale. Mi-T-M makes electrically heated hot water pressure washers, also at the high end of the capacity scale.

Whichever type of residential pressure law you choose, you should be sure that the merchant also carries a full line of pressure washer parts and pressure washer pumps. It can be precisely frustrating to be in the middle of spring or fall cleaning and have to wait for transfer of a part or a pump.

How a Pressure Washer works

Monday, December 12, 2011

Psw Jobs in Ontario - Do They require a Diploma?

The Government of Ontario took the proverbial bull by the horns in 2008. With the estimate of baby boomers increasing, the province realized that they were in need of further personal withhold workers. To combat this question they announced an growth in funding of 7 million, all to be spent by 2011. The money will be used to add an further 2500 positions to the provinces Psw employment ranks.

The creation of a few thousand positions... Sounds great, doesn't it? Where do I sign up? Before we get ahead of ourselves, you will have to resolve whether to go to school or to just jump into the profession.

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Potential employers are willing to hire new employees that have not had any schooling. This is how much of a examine there is for new hires. Employers will give on the job training to new employees.

Now I'm not trying to keep anyone from pursing an education. While it isn't well vital there are some benefits to having a personal withhold laborer certificate or diploma.

To begin with an laborer with a certificate/dipolma will be more interesting to employers. Depending on where you take your course, Psw courses can be completed in as few as eight months and for only nearby 00. College based courses (non-accelerated) can last two years and cost nearby 00. The advantage of a college procedure is that they are regularly viewed in higher regard by employers.

Another notice is that a graduate will typically begins at a higher wage. I personally know of a large boss that will pays an further .50 an hour for Psw with a certificate. Over the procedure of a forty hour work week this adds up to . Over the procedure of a year, assuming fifty weeks, this further pay can add up to an extra 00 per year.

Of procedure we all know that In life we all have to weigh trade-offs. You should personally take into catalogue your current employment position when choosing whether or not going to school is the right decision for you.

Frankly the Psw job shop is so good that with or without certification you should still be able to attain employment. If you are in crusade for employment in this tough job shop reconsider becoming a personal withhold worker. It is features the rare aggregate of quick employment that also has strong vocation potential.

Psw Jobs in Ontario - Do They require a Diploma?

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Sunday, December 11, 2011

Check Out Generac 6024/5991 3,000 PSI 2.7 GPM 212cc OHV Gas Powered Pressure Washer for $399.99

Generac 6024/5991 3,000 PSI 2.7 GPM 212cc OHV Gas Powered Pressure Washer Review

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Power wash your deck, driveway, patio furniture and more with this powerful pressure washer from Generac. Long been known for their quality engines, this model is no exception, equipped with a powerful 212cc Generac OHV engine. Also included are five Quick-Click nozzle tips (0-degree Blast, 15-degree Strip, 25-degree Clean, 40-degree Wash, Soap), and a 30 foot hose. Generac's power washers are carefully engineered for longevity and ease of use, with well thought-out features not found on competitive models. Easy to maneuver, the welded frame is designed for durability, with a built-in step for easy starting and an integrated gun holster. The easily accessible high-performance axial cam pump provides maximum heat dissipation for extended life and the easy to pull trigger reduces fatigue. The pump is located well above the ground, eliminating the need to kneel down to make hose connections. Backed with a 2 year limited warranty. Founded in 1959, Generac has earned a reputation as the company home and business owners turn to when the power goes out. The first to engineer affordable home standby generators, along with the first engine developed specifically for the rigors of generator use, Generac now sells more home standby generators than all of our competitors combined. We have brought this same level of commitment and quality to our pressure washer products. Our customer research has led us to engineer our pressure washers from the ground up, to meet your specific demands. Generac manufactures the widest range of power products in the marketplace including portable, RV, residential, commercial and industrial generators. Generac also operates three large factories which employs thousands of workers in the American Midwest.

Saturday, December 10, 2011

Great Price DEWALT DH3028 3,000 PSI Honda GX200 Gas Powered Heavy Duty Pressure Washer (CARB Compliant)

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Wednesday, November 2, 2011

Twin-Charging - understanding and Example Application

The first time I ever heard of twin charging (using both a turbocharger and a supercharger on the same motor) was probably back in year 2000. At that time I was very interested in doing for the Toyota Celica and simply I also read a lot about its sister cars (that shared some of the same engines) such as the Camry and the Mr2.

One of the most entertaining aftermarket parts I ran across at the time was the Hks turbo kit for the 4Agze powered 1st generation mr2. The 4agze (for those that are not customary with Toyota engines) is a peppy 170 horsepower 1.6 liter machine powered by the Toyota Sc-12 roots type supercharger. On this car Toyota used an electromagnetically clutched supercharger that could be disabled during low power requirements such as cruising, and engaged when the user demands it.

3000 Psi

One of the most foremost parts of the Hks kit is the bypass valve. This valve was used to direct air from the supercharger to the machine at lower rpm/flow points. Once the rpm's rise, and the machine starts to examine more air, and the turbocharger is fully spooled, the valve switches over gently till the turbocharger alone is feeding the machine while the supercharger is thoroughly bypassed. The twin-charged Mr2's were rumored to break the 300hp mark in some cases, depending on the final boost level and the supporting modifications, and this level of power for a 1.6 litre motor at the time was quiet astounding.

The law behind this kind of law is to use a small unavoidable displacement (roots style) supercharger. Supercharger doing efficiency is typically at its top at lower machine and supercharger rpm's (for example from idle to 4000 rpm's). Above 4000 rpm's the supercharger's doing and efficiency starts to drop, the horsepower required to drive it starts to rise exponentially, and the air climatic characteristic coming out of the supercharger starts to rise dramatically limiting performance.

On the other hand, using a generously sized turbocharger will allow us to feed the machine efficiently with cooler air (than that from an overworked supercharger) and speak high rpm performance. The qoute with using a larger turbocharger is that a generously sized turbocharger typically doesn't spool before 3000 to 4000 rpm's giving us a diminutive power band and thus providing no doing boost at lower rpm's.

The idea of twin charging is to use both a supercharger and a turbocharger to have each charger do what it does best, have the supercharger boost the motor for low end torque, and as it runs out of steam, the turbocharger comes online to carry us through to redline.

There are three aspects to these types of systems that make them prohibitive to most tuners:

1. Cost and complexity: Having a perfect supercharger law as well as a perfect turbocharger law on the same car is a lot of money to spend and a lot of parts to deal with and diagnose in case something does go wrong.

2. The bypass valve used to bypass the supercharger (and yet hold in all the air pressure coming from the turbocharger) as well as being able to operate this valve electrically or mechanically requires a institution made one off valve that isn't quite ready off the shelf. Although as I write this it seems potential to find a large sized dual accommodation bypass valve plumbed to operate on the differential pressure between the turbo outlet and the supercharger outlet to switchover once the turbocharger pressure = the supercharger pressure + the tension of the bypass valve occasion mechanism.

3. Since we are using two separate types of chargers with two separate efficiency maps, it can get very complex to figure out how to tune the motor (especially with much simpler fuel injection systems that were used at the time) because the air density can vary dramatically at the same rpm point and pressure level depending on which charger is feeding air to the motor and at what proportion. This is also where the Hks turbo kit for the 4agze was at its weakest, namely at smoothing the transition point fueling between the supercharger to turbocharger switchover.

One of the things that has changed over the last 10 years is the availability (and proliferation of knowledge) about ready alternative fuels or octane boosters. Two such options are:

1- E85 fuel which is comprised of 85% Ethanol which has an octane rating of about 100 to 105 octane vs the typical 87 to 93 octane pump gasoline.

2- Water / methanol injection systems that can be used whether as supplemental fueling law (based on the methanol content which carries an octane rating of 110 octane or higher) or can be used for in cylinder cooling when the water vapor injected with the methanol transforms into steam inside the combustion chamber, thus extracting lots heat out of the combustion chamber, and thus slowing down the speed of travel of the combustion flame front simulating the effects similar to those of a higher octane gasoline.

With the availability of these octane increasing or octane simulating concoctions, it has become more accessible of recent for the doing enthusiast to build a separate type of twin charger law that does not require a bypass valve.

In this type of law the supercharger outlet is routed to feed the turbocharger inlet or vice versa. Rather than whether the supercharger or the turbocharger feeding the machine individually (in parallel operation) and switching between the two, we are now using a two stage compression law where one stage is the premise supercharger, and the 2nd stage is an aftermarket turbocharger system.

The net consequent of the two compressors is a compounding of pressure ratios. For example if the turbocharger waste-gate occasion spring is set to a setting of 7psi of pressure above atmosphere (which is a pressure ratio of 1.5 given that 1 atmosphere is about 14.7 psig); and if the supercharger is mechanically geared to flow 50% more than the machine (for unavoidable displacement roots style superchargers) at any rpm, thus having an same 7psi boost setting or a pressure ratio of 1.5; then the resultant pressure ratio of the law combined is :

Pr total = Pr turbo * Pr supercharger = a pressure ratio of 2.25

A pressure ratio of 2.25 is equivalent to 18.4 psi of boost (not 14psi incredible by adding the two stages together).

So anyway, how does this review to octane requirements ?

If the turbocharger is feeding the supercharger for example, and the turbocharger is ingesting fresh air at ambient air temperatures (T1), then:

1- The air exiting the turbocharger will be at a climatic characteristic T2, higher than the ambient air climatic characteristic (T1) by about 60-80*C depending on the exact turbocharger, and where we are on the turbocharger compressor and efficiency map.

2- The air entering the supercharger will enter at a climatic characteristic T2 ~=T1+60 and exit at a climatic characteristic T3 which is higher than T2 by about an additional one 60-80*C depending on the exact specifications of the supercharger.

3- If we had an intercooler after the supercharger, then the air entering the intercooler will be at 120 to 160*C above ambient temperatures which is a lot of heat for the intercooler to exertion to shed in the short number of time that the air passes through the intercooler core.

4- If we have no post supercharger intercooler (which is base on cars where the supercharger is packaged into the intake complicated of the car), then the air entering the machine will be at some 120 to 160*C above ambient.

5- This excessively heated air not only reduces power output (By about 1 horsepower for every 13*C) but it also increases the probability of the air fuel compound automatically igniting in the motor pre-maturely before the spark plug has fired, and if this pre-mature ignition occurs early adequate to catch the piston significantly far away from top dead center, then the battling flame front pushing the piston downwards, and the inertia of the law (and force of other firing cylinders rotating this piston via the crankshaft) pushing the piston upwards will cause very high pressures and a climatic characteristic rise on the outside of the piston finally damaging it and perhaps damaging other parts of the motor as well.

For these reasons (pressure compounding, and combined climatic characteristic rise) sequential charging has seen very diminutive application in the past. The use of a higher octane fuel by definition means that the air fuel compound is more resilient to auto-ignition and detonation. Furthermore, in the event of a pre-mature ignition, the higher octane fuel creates a slower traveling flame front which gives the piston more time to travel upwards in the cylinder bore (Closer to top dead center) before meeting the flame front and this reduces the time that the piston outside is improperly pressurized and overheated reducing the possibility of catastrophic failure. Last but not least, the use a water / methanol injection mix includes two phase-change events:

1- The injected methanol changes from a liquid state to a vapor state at its boiling point of 65*C, i.e. As soon as it hits the compressed air compound coming from the supercharger outlet. This phase turn absorbs a lot of the heat out of the air and methanol compound reducing inlet air temperatures even before the compound reaches the combustion accommodation and starts to get compressed. This climatic characteristic reduction goes a long way towards eliminating or very reducing the possibility of detonation.

2- The injected water, changes from a liquid state to a vapor state at its boiling point of 100*C which depending on the availability of an intercooler in the system, my occur in the intake plumbing before reaching the combustion chamber, or may not occur until the compound is ignited. whether way, when the climatic characteristic is high enough, the water mist injected in the air stream will flash vaporize into steam also entertaining a kind number of the heat created in the combustion.

The availability of these two octane boosters makes it now potential for aftermarket doing part manufacturers to deliver safe and trustworthy sequential charging kits to the mass market.

One such kit which I ran across in an description from hot rod magazine was industrialized by hellion doing (http://www.hellionpowersystems.com) for the premise supercharged Gt-500 mustang.

The kit supposedly produce up to 1000 horsepower at a boost level of 24 psi using two 61mm Turbonetics turbochargers.

To perform 1000 hp requires nearby 1500 cfm of airflow at 24psi or 1500cfm at a pressure ratio of 2.63, or 750cfm @ 2.63pr per turbocharger.

Since most compressor maps for this size of turbocharger (61mm) peak out at nearby 600cfm @ 2.63 pr @ nearby 50% efficiency which is an extreme point on the map (i.e. The turbocharger is maxed out at this point). I'm going to say that I am unavoidable that the kit is capable of supporting 800hp with a typical pair 61mm turbocharger, any way 1000hp although dyno-proven, does not agree with what is published on most 61mm turbochargers. I'm not doubting the kit, I am stating that I don't have a good reference for the specific turbocharger used in the kit.

Furthermore, feeding 1000hp from 8 injectors requires eight 750cc/min injectors by my estimate and this agrees with what is mentioned on Hot Rod magazine's description of needing 75lbs/hour injectors (each lb/hour is approximately equivalent to 10.5cc/min) at a minimum or a total fuel deliver requirement of 900 liters per hour of fuel at a the fuel rail pressure which is typically nearby 45psi.

Looking at the flow capacity of the Gs342 fuel pump supplied with the kit, which is 255lph @ 30psi, then using 3 fuel pumps gives us the capacity for 765lph which is about 2125 hp worth of fuel, so in that regard the kit is capable of supporting the power figure.

As you can see, it is potential to organize such a complex law if the information (Turbocharger compressor map, turbocharger climatic characteristic map, supercharger compressor map, supercharger climatic characteristic map ...etc) information were ready before hand. What remains a difficulty and an art of trial and failure, is how over-engineered is your engine, how much torque can it produce and still continue to survive, and how long can it continue to survive at elevated power levels. That is altogether a more entertaining examine to answer.

Twin-Charging - understanding and Example Application

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Monday, October 31, 2011

Great Price Shark 91623210 25-Feet Thermal Plastic Hose, 22-Mm, 3000 PSI

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Complete the pressure washer package with this popular hose. For use with RG series pressure washers.

Sunday, October 30, 2011

Great Price Prince A400160ABACA07B Hydraulic Cylinder, Tie-Rod, 4" Bore, 16" Stroke, 3000 psi Maximum Pressure, 31-1/2" Retract, 1-3/4" Rod Diameter, Clevis Mounting, Black, #8 SAE

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Saturday, October 29, 2011

Great Price Prince B350100ABAAA07B Hydraulic Cylinder, Tie-Rod, 3.5" Bore, 10" Stroke, 3000 psi Maximum Pressure, 20-1/4" Retract, 1-3/8" Rod Diameter, Clevis Mounting, Black, #8 SAE

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Friday, October 28, 2011

Great Price Prince B300060ABAAA07B Hydraulic Cylinder, Tie-Rod, 3" Bore, 6" Stroke, 3000 psi Maximum Pressure, 16-1/4" Retract, 1-3/8" Rod Diameter, Clevis Mounting, Black, #8 SAE

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Thursday, October 27, 2011

Check Out Prince B250160ABAAA07B Hydraulic Cylinder, Tie-Rod, 2.5" Bore, 16" Stroke, 3000 psi Maximum Pressure, 31.5" Retract, 1-1/4" Rod Diameter, Clevis Mounting, Black, #8 SAE for $174.60

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Wednesday, October 26, 2011

Check Out Prince B250300ABAAA07B Hydraulic Cylinder, Tie-Rod, 2.5" Bore, 30" Stroke, 3000 psi Maximum Pressure, 40-1/4" Retract, 1-1/4" Rod Diameter, Clevis Mounting, Black, #8 SAE for $228.50

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Monday, October 24, 2011

The British Aerospace Bae - 146

Aircraft manufacturers had, for some four decades, attempted to originate the elusive Dc-3 change with separate powerplant types, along with the piston-engined Convair 240/340/440 and Martin 2-0-2/4-0-4 series and the turboprop Vickers Viscount, Fokker F.27 Friendship, and Hawker Siddeley Hs.748. The most recent attempt had been made by the British aircraft industry when both de Havilland and Hawker Siddeley had conducted shop investigate and formulated designs for a small-capacity, short-range airliner powered by pure-jet engines during 1959 and 1960.

3000 Psi

Of the two, de Havilland, with its previous Rapide, Dove, and Heron pistonliners, had had valuable regional aircraft palpate and had designed the world's first pure-jet airliner in the form of the quad-engined Dh.106 Comet. An initial study for such a Dc-3 replacement, designated the Dh.123, had featured a 60.6-foot total length, an 81.3-foot wingspan, two 1,150 shp Gnone turboprops attached to a high wing, and a 22,100-pound maximum take off weight. So configured, it would have accommodated in the middle of 32 and 40 passengers, or slightly more than the Dc-3's appropriate 21 to 28.

De Havilland, subsequently taken over by Hawker Siddeley and redesignated the "de Havilland Division," had forcibly discontinued originate work on the Dh.123 because it would have competed too intimately with Hawker Siddeley's own Rolls Royce Dart-powered Avro 748 which had seated 44. Nevertheless, existing turboprop competition, coupled with de Havilland's reliance that pure-jet technology would attract valuable passenger appeal, resulted in the mid-1960 Dh.126 originate proposal, which featured the later-standard configuration of most low-capacity, short-range twin-jets, such as the Se.210 Caravelle, the Bac-111, and the Dc-9, with a swept wing, aft-mounted engines, and a t-tail. Powered by two 3,860 thrust-pound de Havilland Ps92 jet engines, it had featured a 60.3-foot distance for accommodation of 30 passengers and a 62-foot wingspan.

Several iterations had introduced progressive, although moderate wingspan, thrust, and gross weight increases by 1964, but further improvement had been hampered by four basic obstacles:

1. Favorable pure-jet motor availability.
2. Discontinuation of promising motor improvement because of several mid-1960s British motor manufacturer mergers.
3. Higher seat-mile costs over Dc-3-like sectors for which the new originate had been intended.
4. The inability to exploit a pure-jet airliner's speed over relatively short sectors.

Hawker Siddeley, believing that the turboprop motor had only been interim-step technology, had equally embarked on a pure-jet airliner originate schedule of its own long before the de Havilland merger, although its low-wing, aft-engined, t-tailed configurations had strongly resembled its previous competitor's.

Attempting to minimize improvement costs by utilizing the cockpit, send fuselage, systems, and passenger cabin of its own Avro 748, it had proposed the Hs.131 in 1964, which had featured similar 62.8-foot total lengths and 67-foot wingspans as de Havilland's comparable Dh.126, but its projected 5,000 thrust-pound Rolls Royce Rb.172 engines had enabled it to offer a higher, 30,000-pound gross weight and a 32-passenger capacity.

Faced, like de Havilland, with motor unsuitability and unavailability, Hawker Siddeley devised iterations round projected powerplants. A radical configuration change, introduced by the Hs.136 of 1967, for instance, had resulted in a low-wing aircraft powered by two 9,730 thrust-pound Rolls Royce Trent engines with a accepted tail accommodating 57 passengers in a five-abreast cabin and contribution a 54,000-pound maximum take off weight. Although the arrangement would have eliminated the aft-mounted, t-tail's propensity toward deep-stall and flame-out conditions, and its close ground proximity would have facilitated passenger, aircraft servicing, and maintenance access, the possible for foreign object debris (Fod) motor ingestion had yielded to the proposed Hs.144 two years later, which had once again reverted to the now appropriate aft-engine configuration.

Progressive originate evolutions and dimensional and thrust increases had intermittently resulted in an airplane whose passenger capacity had been duplicate that of the Dc-3's, and with the Rolls Royce bankruptcy-sparked discontinuation of Trent improvement in 1970, the Dc-3 replacement, now powerless, had come to be ever more elusive.

This low-capacity, short-range jetliner had, like never before, hinged upon a powerplant for its existence, and the only possible lay with a small turbofan being developed by Avco Lycoming in the Us. Based upon the 7,000 thrust-pound F102 which had powered the Northrop A-9A, the engine, a derated civil derivative designated Alf-502, had been launched in 1969 for the Canadair Cl-601 Challenger company jet and had first run two years later. In order to offer market application, it had been of modular construction.

Because the type's 6,500 thrust-pound rating had been inadequate for the most recent aircraft design, the Hs.146 of 1971, and because no other Favorable powerplant had been in the improvement stage, the extreme Dc-3 change had been forcibly designed round four, not two, engines and it featured neither the standard, aft engine-mounted, t-tailed nor alternative wing-mounted configuration. Instead, it would sport two high, modestly swept wings to which the four turbofans would be pylon-mounted. Accommodating 88 passengers, or three times as many as the Dc-3, the airliner, with an 86.2-foot distance and 84.10-foot wingspan, had a 70,000-pound gross weight and 700-nautical mile range.

Nevertheless, the Hs.146 offered several advantages over the earlier, standard-arrangement de Havilland and Hawker Siddeley originate studies. Short-field performance, fully the equivalent of the turboprops it had intended to replace, had been attained by its thrust-to-weight ratio and wing, which, with 78-percent coverage of its trailing edge with Fowler flaps, had obviated the need for important edge devices, and simplification and weight allowance had been further achieved with the elimination of thrust reversers. The t-tail, remaining from the earlier designs, had been retained in order to avoid motor and wing turbulence interference.

The four motor pods, which had been interchangeable with each other, housed modular building cores built up of the basic fan, the accessory gearbox, the gas producer/compressor, and the combustion turbine sections.

An 11.8-foot fuselage diameter had permitted an internal, six-abreast coach seating arrangement, which had been duplicate that of the Dc-3's.

In order to cater to separate route demands, Hawker Siddeley offered an initial, 88-passenger Hs-146-100 and a stretched, 102-passenger Hs.146-200 version, both at maximum, six-abreast densities, although capacity could be reduced with varying class, seat pitch, and abreast arrangements.

Fully intended as a pure-jet counterpart to the turboprop Viscount, Hs.748, and F.27, the Hs.146 had been optimized for multiple daily, high frequency, short-range sectors from short and unprepared, gravel runways, yet accomplish 15-percent lower direct-operating-costs than these aircraft. Slow, controlled approach speeds, of just over 100 knots, had been attainable by its aft fuselage, petal airbrakes and 40 degrees of trailing edge flap, permitting doing from 5,000-foot runways.

Hawker Siddeley had estimated a shop of 1,500 aircraft of its type by 1982.

Hs.146 schedule launch, based upon a 40 million British pound government backing and the manufacturer's own investment, had occurred on August 29, 1973, and the first flight, of the short-fuselage Hs.146-100, had been targeted for December of that year with certification following in February of 1977, while the stretched Hs.146-200, coinciding with the seventh airframe, had been targeted for certification in August of 1978. A full-scale wooden mock-up had been intermittently built at Hatfield.

Like so many British market projects, its momentum had been right away arrested a minuscule more than a year after it had been initiated. Escalating fuel prices resulting from the Arab-Israeli Yom Kippur War, changing economic conditions, and a normal recession, coupled with the pending nationalization of the Uk aircraft industry, had rendered the Hs.146 schedule economically unfeasible by October of 1974. As a result, it had been halted, although small-scale engineering had prolonged and the aircraft's drawings, tools, and jigs had been retained.

Three years later, on March 15, 1977, British Aerospace had been formed with the merger of Hawker Siddeley and the British Aircraft Corporation, and the design, redesignated Bae-146, had been relaunched. It had been the first to have been undertaken by the new conglomerate the following year, on July 10, 1978.

Rolled out for the first time three years later on May 20, 1981 at Hatfield, the aircraft, registered G-Sssh, became the first new British originate since the Bac-111 had flown 18 years earlier.

The aircraft, in its traditional Bae-146-100 form, featured a pressurized, semi-monocoque, aluminum alloy/copper fuselage whose inner fuselage frames bore the aircraft's bending loads and whose outer, notched rings carried the sheer loads, a building technique which eliminated some 5,000 stringer/frame cleats. Its 11.8-foot diameter, permitting five- or six-abreast coach seating, had ensured that passengers would enjoy the same comfort on the type's typical feeder routes as that offered by wide body aircraft operating long-range sectors to which they often transferred.

Single-class capacity assorted from 71 in a five-abreast, 33-inch configuration to 82 at a six-abreast, 33-inch arrangement and an extreme 93 at a six-abreast, 29-inch density. Total capacity decreased with a forward, 12-seat, first class cabin in a four-abreast configuration.

The aircraft had an 85-foot, 11½-inch total length.

The wings, with an 86-foot span and 832-square-foot area, had featured a 15-degree sweepback and three degrees of anhedral at their important edges. Due to the aircraft's short, 150-nautical mile sectors, cruise speeds higher than its optimized Mach 0.7 had not been valuable and had therefore obviated the need for greater sweepback. Low-speed, short-field doing had been attained by means of its single-section, tabbed, trailing edge Fowler flaps which, with a 210-square-foot area, had covered 78 percent of the span and had been hydraulically operated by Dowty Rotol actuators. Roll operate had been in case,granted by manually-operated, trim- and servo tab-equipped ailerons, which operated in conjunction with each outer wing's hydraulically-actuated roll spoilers. Three further inboard spoilers served as lift dumpers after touch down.

Power had been in case,granted by four Textron Lycoming Alf-502R-5 turbofans, each rated at 6,970 pounds of thrust, and these had supplanted the lower-thrust, 6,700-pound Alf-502Hs originally intended for the design. Avco Lycoming had since come to be "Textron Lycoming."

A total of 3,098 Us gallons of fuel could be carried in two wing integral and one center section tank, the latter located above the passenger cabin and adequate with a vented and drained sealing diaphragm. The single-point pressure fueling had been located on the right wing, outboard of the estimate four engine.

The fixed horizontal tailplane, mounted atop the vertical fin, had not required the appropriate variable-incidence geometry because the absence of wing important edge devices had eliminated the balance-out requirements ordinarily connected with the latter's pitch changes. Its location, avoiding wing downwash and motor thrust interference, in case,granted the greatest moment-arm, thus reducing required area and weight. Its elevators had been manually operated, while the vertical fin's rudder had been hydraulically actuated.

Key to the Bae-146 originate had been the 40-square-foot, hydraulically-actuated petal air brakes forming an integral, aerodynamic part of the tailcone at the extreme end of the fuselage and deployable to a maximum 60-degree position. Augmenting slow, controlled, increased descent rates, they had enabled the aircraft to descend at 7,000 fpm above 10,000 feet and 4,000 fpm below it, facilitating short-runway doing and eliminating the need for thrust reversers.

The aircraft's hydraulically-operated, tricycle undercarriage had been comprised of a steerable, telescope strut-attached, forward-retracting nose wheel and two outboard-displaced main units which retracted inwards into blister-type fairings on the fuselage's sides. All featured Dunlop wheels, while the main gear's multi-disc carbon brakes had only been previously employed by Concorde.

Two 3,000-psi hydraulic systems powered the trailing edge flaps, the petal air brakes, the undercarriage, and the wheel brakes. A Garrett AiResearch Gtcp 36-100M auxiliary power unit had in case,granted cabin conditioning and motor starting power and had been operable up to 20,000 feet.

With an 84,000-pound maximum take off weight, the Bae-146-100 had an 880-nautical mile range with its maximum payload and a 1,620-nautical mile range with its maximum fuel.

First flying on September 3, 1981, on a one-hour, 35-minute fight at a 64,000-pound take off weight, the Bae-146-100 had been pronounced as "remarkably stable, very responsive, and delightfully quiet" by its test pilot and had been awarded its Civil Aviation Authority (Caa) type certificate on February 4, 1983. Faa certification followed three months later, on May 20.

Dan-Air Services, Ltd., the type's activate customer, had located two firm and two optioned orders the previous September, and inaugurated it into scheduled aid on March 1, 1983, with an intermittently-provided aircraft from British Aerospace, on the London/Gatwick-Berne, Switzerland route, before it deployed its own aircraft on the route as of May 27. The Bae-146 had been the only pure-jet airliner which had been capable of operating from Berne's short runway.

The larger, Bae-146-200, with a five-frame stretch, featured a new, 93.10-foot total distance and could accommodate 100 passengers in a six-abreast configuration at a 33-inch seat pitch or a maximum of 112 at a 29-inch pitch, but otherwise retained the Bae-146-100's wingspan. The aircraft, with a 93,000-pound maximum take off weight, had a 1,130-nautical mile range with a full payload or a 1,570-nautical mile range with full fuel.

First flying on August 1, 1982 and registered G-Wisc, the type had been inaugurated into aid the following year, on June 27, by Air Wisconsin, which had located an order for four firm and four optioned aircraft, configured for 100, on May 20, 1981, the same day that the shorter-fuselage variant had first rolled out. Joining a fleet of Fairchild Swearingen Metro Iis and de Havilland of Canada Dhc-7 turboprops, the Bae-146-200 had been deployed on average, 127-mile route sectors, rarely climbing higher than 17,000 feet, and by the spring of 1984, it had served 16 mid-western cities, operating 14 daily sectors per day. It finally supplanted the turboprops.

The largest particular order, for 20 firm and 25 options, had been located by an additional one Us regional carrier, Pacific Southwest Airlines (Psa), while other Us operators had included Air-Pac of the Aleutian Islands in Alaska, Aspen Airways, Air-Cal, American Airlines, Discovery Airways of Hawaii, Presidential Airways, Royal West, Usair, and WestAir Commuter.

The Bae-146 had been the first pure-jet to have been certified to operate from London City Stolport, located in the docklands region, because of its steep approach capability, short-runway performance, and low noise emission.

In order to further advance its goods line, offer increased passenger capacity, and more adequately compete with Fokker's own advanced, stretched F.100, British Aerospace offered a second stretch over its traditional Bae-146-100, which had entailed 8.1-foot send and 7.8-foot aft fuselage plugs in comparison to the Bae-146-200. The resultant version, the Bae-146-300, featured a strengthened center section fuselage and a new 100-foot, 8 ¼-inch total length, but otherwise employed the same wingspan and Alf-502R-5 turbofans. Single-class, five-abreast capacity, at a 31-inch seat pitch, had been 103, although 128 high-density passengers, at a 29-inch seat pitch, could be accommodated with the addition of type Iii crisis exits installed in the center fuselage. The 97,500-pound variant, with a 1,040-nautical mile range with a full payload and a 1,520-nautical mile range with full fuel, had first flown on May 1, 1987, after the Bae-146-100 prototype (G-Sssh) had been converted to this appropriate and reregistered G-Luxe.

Air Wisconsin, again activate buyer for the version, had taken delivery of its first longer-fuselage Bae-146-300 on December 10, 1988, one of five which had comprised its previous order for -200s.

A freighter version, the Bae-146-Qt Quiet Trader, had been available in all three passenger versions. Incorporating an upward-opening, hydraulically-operated, 10.11-by-6.4 foot door on its aft, left side; a strengthened floor; and a loading system; the aircraft, devoid of passenger windows and facilities, could accommodate nine Ld-3 containers or six 108-by-88 inch pallets of up to 6,000 pounds each and a particular 53-by-88 inch half pallet. The prototype, a Bae-146-200 converted by Hayes International Corporation, had first flown on March 20, 1986 and had been inaugurated into aid by Tnt International Aviation Services the following year on May 5. The operator had subsequently acquired a valuable estimate of them.

A representative Bae-146-200 flight, operated by Air Zimbabwe from Hwange to Kariba, had been taken in September of 1994.

Founded in 1967 as Air Rhodesia to operate the Rhodesian routes of Central African Airways, the carrier, continually changing as a ensue of increased black majority rule, had been redesignated Air Rhodesia-Zimbabwe in 1979 and, simply, Air Zimbabwe the following year after the country had attained independence. The transition period, fraught with political instability, had sparked constant route structure realignment, which had only encompassed South Africa.

When the internal situation had finally been restabilized, the route law had been moderately reestablished, once again contribution connections in the middle of Zimbabwe and many regional African nations, as well as those in Europe. In 1982, Air Zimbabwe had operated eight Viscounts, three 720Bs, and three 707-320Bs, although further 707s had later supplanted the 720s.

Due to deregulation-spawned competition, the small carrier had increased its efforts to remain competing with improved passenger aid and a more modern, three-type fleet which had included one Bae-146-200, three 737-200s, and two 767-200Ers, serving the five Zimbabwean domestic destinations of Bulawayo, Harare, Hwange, Kariba, and Victoria Falls; the 11 African international destinations of Dar-es-Salaam, Durban, Gabarone, Johannesburg, Lilongwe, Lusaka, Manzini, Maputo, Mauritius, Nairobi, and Windhoek; and the three European intercontinental destinations of Frankfurt, Larnaca, and London.

In June of 1983, it had embarked on a "Customer Care Program" to heighten aid and introduce a new administrative company Class on its two widebody aircraft in order to more effectively compete with the larger, international carriers which had operated in the middle of Europe and Africa.

It had toted three slogans: "A Tradition of Caring," in 1989; "Above All, We Care," in 1992; and "Experience our Commitment to Excellence," in 1994.

Its self-stated goal had been "to be the airline that best meets the needs of the customer, to operate profitably, and to contribute to the improvement of Zimbabwe using the skills and talents of a committed workforce."

The Bae-146-200 operating the day's flight, registered Z-Wpd and named "Jungwe," had been configured with 91 single-class, six-abreast seats and had been fitted with a passenger audio system. Routed from Victoria Falls to Hwange, Kariba, and Harare under flight estimate "Um 229," it operated three sectors spanning 30 minutes, one hour, and 45 minutes in duration.

After boarding from the particular terminal by means of its forward, left airstair, the high-wing, quad-engined British regional jet, sporting its colorful black, red, yellow, and green striped livery, executed a lengthy taxi roll on the concrete runway flanked on whether side by Hwange National Park's dry, brown grass and scrub expanses, periodically interspersed by feeding herds of impalas.

Completing its "Before Take Off" checklist, and extending its trailing edge Fowler flaps to their 24-degree position, the aircraft throttled into its acceleration roll, its four Alf-502R-5 turbofans propelling its 35,500-kilo mass with their 6,970 pounds of thrust into life-generating speed. Leveraging itself into rotation at 112 knots with its horizontal tail-hinged elevator, the Bae-146 surrendered itself to the hot African atmosphere at a 118-knot V2 velocity, retracting its tricycle undercarriage and accelerating straight through a 171-knot Vfto speed toward the gray, blurring ceiling.

Leaning into a right bank over the brown and tan African expanse at 4,200 feet, the Bae-146 retracted its flaps from the 24- to the 0-degree position, completing its "After Take Off" checklist. Ascending straight through 7,600 feet, at which time a 291-knot ground speed had been registered, it maintained a 1,800-fpm climb rate. Its Nav indicated a 135.4-mile distance to Kariba.

Plunging straight through the dirty opaque obscurity at 15,780 feet, Fight 229 triumphed over white, mountainous-appearing cumulous, now unrestrictedly bulleting straight through the illustriously-blue mid-afternoon Syn. Clearness at 18,640 feet.

Inching the throttle back a moment later, the British regional liner located into its 21,000-foot level off plateau at a 354-knot ground speed with 97.7 miles remaining to its destination.

Cabin aid on the one-hour domestic sector had included a choice of sodas, mineral water, orange juice, and lemonade and a snack try of potato chips and peanuts.

The ground speed had pinnacled at 411 knots.

Descent, initiated with 54 miles remaining on its flight plan, had been attained by dialing in 5,500 feet in the cockpit's "Alt Sel" autopilot, resulting in a 2,000-fpm descent rate.

Surrendering once again to the dense, reference-losing obscurity of the cloud deck, the aircraft plunged straight through 10,000 feet at a 260-knot speed with 21 miles remaining to Kariba, extending its petal air brakes at 7,000 feet, which produced a very controlled, but drag-induced profile. An altitude of 4,500 feet had been intermittently dialed into the "Alt Sel" window.

Emerging from the ceiling mist over the baby blue of Lake Kariba, which had been outlined by its dry, tan and brown scrub shoreline, the captain consulted his landing flap chart corresponding to a 34,500-kilo weight.

Extending its Fowler flaps to the 18-degree position at 3,600 feet, at which time 6.4 miles had remained on its flight plan, the airliner unleashed its undercarriage at a 162-knot ground speed and actuated its high-lift devices into the 24-degree position while arcing into a left bank over the parched expanse of desert. Black mountain silhouettes rolled into view ahead of the cockpit windows.

Descending straight through 2,600 feet at a 161-knot ground speed, the Bae-146-200, now sporting 33 degrees of trailing edge flap, maintained a 270-degree heading, the runway, seemingly plowed in the middle of brown straw, visible straight through the windshield.

Extending its petal air brakes to the 60-degree position, the aircraft, at a negligible descent rate, passed over Runway 27's threshold at 120 knots, retarding its throttle and flaring into main undercarriage palpate with the sizzilingly hot concrete. Decelerating with valuable brake applications, and with its spoiler cope already deployed to the "Lift Splr" position, the thrust reverser-devoid quad-jet consumed the centerline with its nose wheel until it had reached its other threshold and could execute a 180-degree turn.

Taxiing toward the particular terminal's ramp amid the sweltering, 94-degree heat, the high-wing, t-tailed airliner, although ordinarily minuscule next to an intercontinental wide body, dwarfed the United Air Pa-23 Aztec and collection of secret pistons now parked nearby it.

The Bae-146 had, as evidenced by this sector, served as Zimbabwe's link in the middle of its often road-unconnected cities and communities.

Iii

Although the British Aerospace Bae-146 had only sold 219 examples of all of its versions to 45 world airlines, it had nevertheless formed the basis of its later, more advanced, Textron Lycoming Lf507-powered Avro Rj70, Rj85, and Rj100 derivatives.

The British Aerospace Bae - 146

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