There is an increasing awareness that a major difference between a passive house and a standard BASIX or NatHERS house is airtightness. When the windows and doors are closed, a passive house is extremely airtight, and therefore a means of ventilating the house is required.
A heat recovery ventilation system is an energy-efficient fan unit with a heat-exchange core and ducts that bring fresh and filtered air from the outside of the house into the living areas. While at the same time removing stale and moist air from the kitchen and wet areas. The heat-exchange core allows the warmth or the cool of the house to be captured and passed into the incoming fresh and filtered air. The system is also used when the windows and doors are open.
There are a number of different brands of HRVS being imported into Australia.
When I did my research, there were good options from Stiebel-Eltron of Germany, Dantherm from Denmark and Brinks of the Netherlands. There are others. We opted for the Zehnder 375 Standard. Zehnder is multinational Swiss company.
Because we were very new to passive house and heat recovery ventilation, it was important to find a distributor with a high-quality product and who was willing to recommend and liaise with a good installer. This was as much about correct and competent installation as it was about after-sales service and support.
The Zehnder distributor that we dealt with was Fantech. It’s a company that was started in Australia and is now part of the Elta Group from the U.K. They have a nationwide network of offices, but the HRV business is run from their office in Dandenong South, Victoria.
Fantech were able to provide a HRV layout plan and specifications as part of their service. This was a better option than finding an engineer to do the work separately. The process was quite straightforward. I sent my floor plans, which they used to overlay their diagrams and add the specification details. They made a unit recommendation.
A passive house consultant could also help you with this.
Once I had chosen an installer from the contacts that they provided, I received a quote directly from them for supply and installation. Fantech supplied the installer with the unit, ducting and other necessary consumables.
There may have been changes since I was looking into it, however the longest warranty being provided by any manufacturer for a domestic installation was 2 years. Comparable units from each manufacturer seemed to be roughly equivalent in efficiency and noise levels.
Supply and installation of the system cost roughly $17,500.00, inclusive of GST (based on prices in March 2021). Something to be aware of is the ongoing cost of filter changes.
I will update this blog with information about living with the HRVS as we go along.


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A firefighting pump is the heart of a firefighting system. In case of a fire, a firefighting pump is used to pump water on site through sprinklers, hydrants and fire hose reels. These pumps can be fitted on to vehicles for mobile use or installed on location to ensure safety if a fire breaks out.
Firefighting pumps come in a wide range of options which include horizontal split case, vertical split case among many more. They can be powered by diesel or electric and often a combination is used. The pump requires regular inspection and maintenance to operate at optimum performance level.
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Magnetic attraction bearings
“How can we use magnetic attraction to make bearings?”
Conventional mechanical bearings are limited by the effects of mechanical friction which impinges their durability, speed, and control. However, by removing physical contact with the shaft, the bearing will become far more optimal. So how could we implement such an idea into reality? Well, one method is to use the physical mechanism of magnetic attraction to remotely control the bearings. Such magnetic attraction bearings would be freed from the limitations of traditional mechanisms and could provide for far more efficiency. However, due to chaotic nature of rotation, a self-centering device must be used with such mechanisms, so that no side becomes too close to the magnetic center and therefore lose balance. Such conundrums can be remedied with magnetic repulsion models.


I have a 95 ef fairmont and since the fuel pump relay internals fell out of their cover/housing and shorted out i can not get a true reading on the gauge or trip computer..
i have swapped out the sender unit on the fuel pump and also the trip computer but to no avail...
do you know if the problem could be in the actual vdo gauge micro computer in the dash or could it possibly be the body control module..
the gauge seems to have a mind of its own and reads empty around the half tank mark..
if you have a solution id be very appreciative..
a 6ya Mechanic can help you resolve that issue over the phone in a minute or two.
Best thing about this new service is that you are never placed on hold and get to talk to real repair professionals here in the US. click here to Talk to a Mechanic (only for users in the US for now) and get all the help you need. Goodluck!
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Just a heads up: there is both a fuel pump relay AND a pump fuse, both are in the power distribution box. A relay is not a fuse, but a power switching device. The internal switch (called the coil side of relay) will let power pass through the relay when the coil (the "switch") is activated.
Look for locations on the underside of the fuse/relay block cover-this is the Power Distribution Center. Also, your owner's manual will show relay and fuse locations. Still no help? Ask at a dealer, a parts person should be able to get a copy of fuse/relay locations for your '95.
the ground fell off of the fuel pump or the plug came loose. its between the tank and frame. pull the wires down until u see the connector. unplug clean and plug in. I would check the fuse and relay first. usually there is another relay that is the same as the fuel pump in fuse box. switch them and see if it works
Either the pump relay is not working right, or the check valve in the pump is letting fuel drain back into the tank when you turn the engine off. You would check the pump relay to see if it is getting a ground signal from the computer when you first turn the key on, then look at base fuel pressure with a gauge if necessary.
didnt specify year of vehicle most relays for tahoe is under hood and at side of dash on drivers side -- turn key to on and listen for hum of pump no hum try starting with starter fluid if starts test for power to connections ,pump and relay if power more than likely pump shot
The power comes from the ECM to the fuel pump and the injectors. These is a seperate fuse box under the hood for these items which will also house the relay for fuel pump. Start there and ensure your fuzes are good and your relay is switching. Some of the relays are the same to you can interchange them to make sure your fuel pump relay is working.
There can be a couple of causes for no spark.
Common problem - Ignition unit in distributor has failed - Replace distributor.
Common problem - Coil failure - Replace coil.
Common Problem - Stuck ECU relay - indicated by no pulsing of injectors and no spark - replace relay.


Many of our cars come with trashed VIN plates and on a great restoration, it’s delightful to have a clean and fresh one. Send us a copy of your title and we will stamp you a new matching plate, which you can mount on the frame under the carbs where it belongs. We’ll provide a new plate stamped to match your paperwork.
The VIN plate shown on the green car is in the correct location under the carbs where the down pipe passes through the frame, with the correct phillips head sheet metal screws in place. The plate is on backwards however, and should be facing outward, not inward as shown. The slotted screws in the black car shown are not correct. Vin plate mountings seem quite variable on these cars, so it is common to see quite an array of mountings.


Mechanical performance of coir fiber/polyester composites
- Monteiro S.N, Terrones L.A.H, D’Almeida J.R.M
- Polymer Testing SCI(E) SCOPUS
- Elsevier in 2008
- Cited Count
The structural characteristics and mechanical properties of coir fiber/polyester composites were evaluated. The coir fibers were obtained from disregarded coconut shells that if not properly processed constitute an environmental hazard. The as-received coir fiber was characterized by scanning electron microscopy coupled with X-ray dispersion analysis. Composites prepared with two molding pressures and with amounts of coir fiber up to 80 wt% were fabricated. Up to 50 wt% of fiber, rigid composites were obtained. For amounts of fiber higher than this figure, the composites performed like more flexible agglomerates. The results obtained for flexural strength allowed comparison of the technical performance of the composites with other conventional materials.
1.Sustainable bio-composites from renewable resources: opportunities and challenges in the green materials world. J. Polym. Environ.. Vol. 10. 19(2002) Mohanty A.K. et al.
2.Mechanical properties of banana fibres ( Musa sepientum) . J. Mater. Sci.. Vol. 18. 2290(1983) Kulkarni A.G. et al.
3.The coconut palm and its environment. Modern Coconut Management—Palm Cultivation and Products. 12156(1999) Ohler J.G.
4.Automotive applications of natural fiber composites. Lignocellulosic–Plastics Composites. 181195(1997) Schuh T.G. et al.
5.Effect of weathering on the mechanical properties of midribs of coconut leaves(1987) M. A. Venkataswamy et al. Journal of Materials ScienceMaterials Science and Engineering cited 9 times
6.Structure property studies of fibres from various parts of the coconut tree(1982) K. G. Satyanarayana et al. Journal of Materials ScienceMaterials Science and Engineering cited 27 times
7.Fabrication and properties of natural fibre-reinforced polyester composites. Composites. Vol. 17. 329(1986) Satyanarayana K.G. et al.
8.SEM observations of the fractured surfaces of coir composites. J. Reinf. Plast. Compos.. Vol. 22. 1083(2003) Rout J. et al.
9.The influence of fibre treatment on the performance of coir–polyester composites. Comp. Sci. Technol.. Vol. 61. 1303(2001) Rout J. et al.
10.Alkali treatment of coir fibres for coir-polyester composites(1983) S. V. Prasad et al. Journal of Materials ScienceMaterials Science and Engineering cited 46 times


An investigation into methods of detecting dewetted zones in solid rocket propellants using holographic interferometry.
Hallwachs, Donald Arthur
MetadataShow full item record
An investigation was conducted into the possibility of visually detecting a dewetted zone in a solid rocket propellant through the use of holographic interferometry , Techniques used were simple strain, residual strain and time-average holography. As a basis for comparison with experimental data a finite element program was used to model the test samples.
Approved for public release; distribution in unlimited.


It started with a dream to use robots to revolutionise the way companies operate, and it’s now been four years since they pooled their savings to make that dream a reality, a move that Hafslund Nett calls ‘a quantum leap’.
‘I thought I’d end up in a normal job,’ says Håkon Kjerkreit (30), who hails from Trøndelag, a county in central Norway. He is leaning against the wall in a small workshop in Forus, an industrial area outside Stavanger, also known as the oil capital of Norway. On the floor of the workshop sits a large drone, which is being assembled by one of the skilled technicians at KVS Technologies. This is no ordinary drone though.
Four years ago, Håkon was still a student at the University of Stavanger, together with co-founder Steffen Solberg (31). It had never crossed his mind that he would start his own company someday, but he remembers being interested in working with his hands.
‘We made and operated ROVs in school,’ Håkon recalls with a smile. An ROV is a remotely operated underwater vehicle which is used offshore.
‘We started building an operating system that could run different robots and drones,’ says Cato Vevatne (31), the third and last of the three co-founders. ‘There isn’t that much of a difference whether they operate underwater or on the ground once you’ve figured it out.’
Cato had already graduated and found a full-time job when he and his two friends decided to strike out on their own. It took a little trial and error and many months of not drawing a salary before the trio decided on what they would specialize in: power grid inspections with the help of autonomous drones.
KVS Technologies has steered away from traditional remote control, choosing instead to develop technology that automates drones, such that they operate independently as they check the power grids. The drones are able to recognise power lines and masts thanks to artificial intelligence.
Drones in containers
KVS Technologies is on the cusp of a breakthrough. Power company Hafslund Nett, which recently merged with Eidsiva Nett to form Elvia, has just signed an innovation contract with KVS to test drones on a large scale in the eastern part of Norway.
‘This represents a quantum leap,’ says Arild Haugen, director of grid operations at Hafslund.
Haugen’s job is to oversee operations and emergency response for the company’s power grids in the eastern counties of Oslo, Akershus and Østfold. He believes that using KVS Technologies’ drone technology could save his company millions.
‘However, increasing our own reliability as a service provider is worth more than that,’ says Haugen.
A large container sits outside the KVS Technologies office. This has been converted into a drone hangar, which functions as a home base for the drone when it is on assignment. The hangar opens up, and a drone ascends from within. In the event of a power outage, the drone can cruise over the power grid and localize the error. This would be a lot more efficient than conducting a manual inspection. Hafslund Nett plans to have between four and seven of these drone hangars to cover the power grids in the three eastern counties.
‘Imagine how much faster troubleshooting with a drone would be, as opposed to sending a team out who have to walk on foot in deep snow,’ says Haugen.
The drones fly autonomously at high speeds over the power grid, taking thousands of photos as they go. These photos are then sent back to a control room for analysis.
‘There are other companies offering drone services, but to date we haven’t found a technology that’s nearly as good as this one,’ says Haugen.
Share issue and international expansion
Haugen’s affirmative words are a validation to Cato and the company’s chairman Arild Austigard. KVS Technologies has plans in the pipeline to expand in the coming years, and the current focus is on the international market.
‘We’re aiming for a turnover of 100 million kroner by 2022. But more importantly, we’d like to establish our position in the market,’ says Cato Vevatne.
The company is planning a share issue in order to finance this expansion.
‘We’re considering different alternatives, and our final decision will define the amount of capital we need. In any case, we’re aiming for a share issue in the second quarter of 2020,’ says Austigard.
The Austigard family, best known for having built up Øglænd System, is the largest shareholder in KVS Technologies after the three founders, who own close to 60 per cent of the shares in the company today. In 2018, KVS Technologies had a turnover of 13.7 million kroner with a profit before tax of 1.9 million kroner.
This article was originally published in Norwegian in Dagens Næringsliv in December 2019.


LifeLine One Piece Stainless Disc Rotor – 180mm
The LifeLine One Piece Stainless Disc Rotor is manufactured from high strength stainless steel and its 180mm size makes it ideal for taking on more challenging Cross-Country descents. With a double milled surface and machined vents on the braking surface, it will give your brakes a renewed stopping power that you can rely on.
- Material: Durable 410 high strength stainless steel
- 180mm – Suitable for Technical XC trail riding and steeper descents
- Machined vents for cooling airflow and accelerated heat dissipation
- Precision double milled surface
- Corrosion resistant
- Resistant to warping and bending
- Compatible with organic and sintered brake pad types
- Standard 6 bolt ISO mounting
- Mounting bolts included
- Laser Etched LifeLine Logo
- Weight: 137g
Buy LifeLine Components from Chain Reaction Cycles, the World’s Largest Online Bike Store.
- Colour: Silver Grey
- Diameter: 180mm


The following is my understanding of Meraks and their differences, based on my observations, things people have told me, things I have read, and cars I have seen. I'm probably wrong about a few things, but overall I would describe Merak production as follows:
1973 - All European models (IIRC), but some were imported to the States and are pretty much identical to the Euro cars. All have slender chrome bumpers. Around 190hp (going from memory, again). All cars Citroen hydraulics and dashboard.
1974 - U.S. cars have full width chrome bumpers, slender and similar to Euro, but bumpers have two big rubber guards, like many 1974 cars in USA. Still all Citroen hydraulics, dashboard, and 190-ish hp.
1975 -- U.S. cars grow big bumpers as seen in red example above, catalysts, and rear valance panel to conceal exhaust/catalyst setup. Euro cars slim bumpers. All cars have Citroen hydraulics. Although I never read any official numbers, I would expect the U.S. model cars to be down on h.p. a little over Euro cars.
LATE 1975 -- A few (a little over 50, I think) Meraks squeak out with the 220-hp SS engine. I think this was the point when DeTomaso took over from Citroen. My understanding is that he said, "We gotta give these cars more power," and immediately the first thing he did was engines. I may have my facts wrong, but I am as certain as a few experts have told me about the last 1975s having the SS engine. The red car above is a late 1975 car with the SS engine, per Citroen/Maserati specialist David Hume in Kentucky. I don't know the effect of emissions controls on the U.S. engines vs. European. The U.S. model non-SS cars (i.e. 74-75, maybe some 73s) are criticized by some for the hump on the rear decklid for the full-sized spare. I think it looks fine, and the flat decklids are actually a bit plain, IMHO.
1976 -- Very few Meraks made -- somewhere in the 20s, I think. This was the point when they were ditching the Citroen stuff and beginning the production of the SS. I believe there is a "transition" dashboard that a few cars got, which is very blocky and rectangular, and takes the place of the Citroen dashboard, but utilizes the center console and AC vents of the previous Citroen-era cars. I'm not sure whether these cars are labeled Merak or Merak SS, and I don't know to what extent they do or do not have the Citroen equipment.
1977 -- Full swing into Merak SS production, although I don't think there are a whole lot of them. Bora dashboard, and U.S. cars pretty much all look like the red one above; possibly some detail changes like turn signals or such. SS seats are a little different from earlier seats; people tend to only notice the dashboard. SS is supposed to be 220 hp; I don't know if that is the U.S. model or Euro; either way, it's more powerful than the older version.
1978-1980 -- there appear to be more of each of these years than '77s. They're all SS models as far as I know -- at least in the States. SS models do away with the Citroen hydraulics, notably the power-assisted brakes and headlamp raising.
1981--83? -- U.S. models stop at 1980, but European models continue a bit longer -- I'm not sure how long exactly.
A few thoughts, observations, opinions:
- For years, magazines and buyers guides said to stay away from the Citroen-era cars and only go for an SS. They cited more horsepower, no "troublesome" hydraulics, and "better looking dash". Here's my take on those things:
First, among U.S. model cars, what happened to the rule of "slim pre-bumper law beats thick post-bumper law bumpers"? As far as the States goes, nobody ever bothers to notice that the 1973-74 cars a) have slender chrome bumpers and no rear valances, which people say look prettier on the European models . . .and b) do not have catalysts. With any other 1970s-era car, people praise the pre-catalyst and slim-bumper versions -- why is there no love for the 73-74 Meraks? Personally, I like them all -- I like all of the bumpers on all of the meraks -- they are all well done, and none really detract from the car's appeal. Some people make too big of a deal about that.
Interior -- is the Bora dashboard really better looking? I think it's ugly. It looks like a beginner in wood shop class built it from plywood, and then someone upholstered it in black vynil. It is my belief that the bias favoring that dashboard is because it is taken from the more expensive Bora (and therefore must be better), and because the Citroen dashboard is taken from the Citroen SM, and we must turn our noses up at parts-bin sharing. But in reality, which is the better dash? I think they are both very different . . . and neither is that good. Neither can hold a candle to an Esprit or 308 when it comes to dash boards and instrument clusters.
And the steering wheels . . . do you want the futuristic Citroen 1-spoke wheel . . . or the goofy "bumper car horn pad" Maserati wheel? I'm not a fan of either, but to be hones, I think the Citroen dash and steering wheel aesthetically fit the car slightly better.
Hydraulics -- in the 1970s, the high-pressure Citroen hydraulic system was somewhere between "avant-garde" and "complicated". It required a special hydraulic fluid that nobody ever heard of that you couldn't buy in an auto parts store, and owners tended to top it off with brake fluid, which destroyed its internals. The whole setup was seen as troublesome, complicated, and expensive.
. . . now, here's the reality check: The accumulators last 10-15 years on average, depending on how much you drive the car or how long you let it sit. They cost between $100 and $150 each to rebuild. Nearly every Jaguar since 1998 and most expensive luxury sedans from the 1990s onward have symilar systems for self-leveling and such. This once complicated, mysterious, "expensive and troublesome" kind of system that was the territory of Citroen only has now become pretty common, and you can buy an XJ6 for $1500 that uses them. The point is, they are really no big deal. They freaked people out in the 70s, people balked at the price of fixing it in the 80s, but in this day and age, you'd rather hope to have to have all of the hydraulic system rebuilt than to have to buy new dampers or a windshield.
General servicing: I will call a Merak more "complicated" than "sophisticated" in its design. You will find that the inner structure of the body is made up of all kinds of little weird box sections and places that are either hard to reach/make servicing difficult, or trap water and promote rust. Something as simple as replacing a throttle cable END -- not the whole cable -- is an adventure in removing obscure access panels and discovering new small compartments within the design of the car. Something as simple as changing the air filter requires removal of a few pieces off of the carburetors once you have the air cleaner lid off. The accessories are driven by an assembly running from a shaft off of the engine, and the assembly needs to be aligned perfectly. Reaching the front of the engine is a test of patience and acrobatics.
Service-wise, the Merak makes the 308 and Esprit look easy . . . but with that said, it's still very doable. If you are comfortable with servicing mid-engined cars, you'll find a way to do everything you need on a Merak.
The good part about servicing is that they really don't need much. They have timing chains, not belts, and really don't have anything life-threatening that disintegrates in a few years or wears out in fewer than 30k miles. Many Merak owners I have encountered are not mechanically inclined or don't work on their cars, and have enjoyed them reliably year after year without having to do anything serious. It seems that every 10-15 years they just need to be gone through and freshened up as described with the red car above.
Some things to beware of:
- Timing Chain Tensioners: The ones on early cars, when they wear down (say 30-60k miles), can allow the chain to skip from something like turning on the AC at idle. Solution is to replace with later SS chain tensioners, or new original style.
- Hollow (sodium filled?) valve stems, like on 2-valve 308s, can corrode and weaken on a car that sits for a long time without being stareted.
- Rust protection is typical 1970s Italian -- i.e. none. Don't be surprised to find the insides of some panels not even painted. Most common place to look for rot is under the rear seat cushions or under the fuel tanks (which are behind the rear seats). Due to poor design that lets water in, and insulation around the tanks traps moisture. I think by now the majority have been rusted here; usually they get caught and repaired before it gets too bad.
Other places to look for rust include the lower door skins and door edges, the fender lips, and the lower portions of the fenders and quarter panels. The place where you really hope to not find rust are around the windshield. Overall, I would compare them to 308s when it comes to rust protection.
Wheels -- those beautiful Campagnolo wheels on the Merak are RARE and EXPENSIVE. Do not buy a Merak without them!!!
Glass -- is hard to find, so pass on a car with defects in the glass
Trim -- is expensive; figure that every little chrome bit such as a side marker surround is at least $100. Door handles are $200-$250 each if you're lucky. Don't pay much for a car with missing or damaged trim, because it will be difficult and expensive to put right.
That black strip around the waistline -- some have it and some don't. I don't know if it was an option, or what. I've seen it and not seen it on every type of Merak.
What I like about the Merak:
- Smooth, exotic but understated styling -- nice mix of race car and gentleman's grand tourer. One of Giugiaro's best.
- Well-balanced handling
- Comfortable to drive and live with
- Generally strong and reliable engine; regular use should alleviate valve stem worries, so just make sure the tensioners are good. Other than that, just typical maintenance.
- Low maintenance compared to other exotic cars of the era
- A Merak in good order is a reliable car. No worry about overheating, parts falling off, things breaking that don't break on normal cars.
- Noise in the cabin is just right: you can enjoy the sound of the engine, but you can also hold a conversation at 85 mph without shouting.
- One of the last handbuilt Maseratis.
1980 308 GTBi


The UK company that is involved in the engineering and design of specialised and patented water treatment products for heating, ventilation, and air conditioning (HVAC) sector seeks manufacturers to produce its wide range of both stainless steel and brass designs under manufacturing agreement.
Inicio / Oportunidades de Cooperación empresarial / A UK engineering and design company working in the heating, ventilation, and air conditioning industry is seeking manufacturers to produce its high-quality stainless-steel and brass pressure vessel equipment, valves, fittings
UK orthodontic company offers opportunity to manufacture under licence an innovative device to treat snoring / sleep apnoea
This UK company specialises in the design and development of orthodontic and specialist splints. It …


The question is about stopping arrows fired as a barrage by an army far away. You control fire, and suddenly blast the entire barrage of arrows with fire hot enough to incinerate the wood in a matter of seconds. Would the not-completely-molten arrowheads still be able to roughly reach the target (a moving band of soldiers)? Or would the destruction of the shaft, partial melting of the arrowheads, and force from the hot air (fire is basically hot gas particles that glow) be enough to change their course completely?
Arrow heads are undamaged, shafts are slightly blackened - but they're going to miss for 3 reasons:
In extreme cases the winds from fires can reach 150 mile per hour winds. That's 241kmph. Recurve bows fire at about this speed. You're not going to stop it mid air in time, but you can throw it off course by adding a 240kmph cross wind.
Even if the archers can predict the updraft and adjust their trajectory, the wind from the fire isn't uniform, and the arrows moving from one region to another with vastly different wind speeds will ruin their trajectory. A wind shear of about 30mph (ie 30mph difference in wind speed between two adjacent regions) has downed a commercial airliner. Wind shears from fire can get strong enough to make fire tornados, which make arrow trajectories tricky to predict.
Fin / feather melting
These delicate fins are very susceptible to fire:
The wood will partially protect one fin more than the other(s), meaning they'll melt unevenly. When these melt unevenly, it will throw off the aerodynamics. The arrows will turn and start tumbling. When they tumble they'll slow down and fall short. If they do reach you - you will probably be hit by the arrows side-on, it'll be like a soft caning rather than an arrow impact.
Yes, but you don't need anywhere near that much heat
Enough heat to incinerate the shafts might melt the heads, but it's irrelevant. Without the shafts the heads will begin to tumble and they'll fall far short of their targets.
But you don't need anywhere near that much heat. Those arrows were aimed given the archer's best estimate of the meteorological conditions at the moment of release — and you just changed them. Heat rises. All you need is enough heat to materially effect the arrow's trajectories and they'll still fall short. Such a blast of heat might be more believable than a blast so devastating that it would be more useful to use it against the archers themselves rather than their arrows.
Such a blast would be the fantasy-medieval equivalent of a nuclear bomb.
Unless you manage to completely destroy the arrow shafts, you have a problem.
The feathers help with accuracy, but the aeroynamics of a heavy head and lighter shaft will still keep them pointed in the same basic direction.
It takes little fire to set a wooden shaft on fire. It takes a HUGE amount of fire to completely destroy a wooden shaft in 2-3 seconds! (try cutting through a wooden broomstick with a oxy-acetelene torch, to test. It takes about 30-40 seconds! You can cut through a mild steel bar of same diameter faster than wood)
So you have a barrage of incoming arrows. You have heated the arrowheads to scorching heat, you have blackened and set on fire the wooden shafts. You have destroyed the feathers. You have nudged the arrows a bit off path due to winds from your fire.
Net result: You have made the barrage MORE dangerous. It is a barrage. Not accurate pinpoint fire. If the arrows arrive anywhere in the direction of the target, they have done their job. Barrages of arrows is the medieval equivalent of saturation bombing.
BUT! The incoming arrows are now not just pointy objects that might penetrate your armor and defenders. It is now an equal number of ON FIRE, with superheated metal tip, pointy objects that are landing on your armor and defenders.
What hurts more, being hit by an arrow, or being hit equally hard by a hot arrow that is on fire?
If your fire IS hot enough to burn away the wooden shafts, then the arrowheads are now red-to-white hot blobs of molten metal. I would rather be pierced by an arrow, than have a redhot blob of molten steel land down my pants.
Hint: set the archers on fire, not their arrows.
My father was a fireman. Wood catches fire fairly easily, but it takes time to burn. I don't think that any temperature that fire can reach will burn the arrow shafts in time.
One bit of wisdom he imparted was that in a building fire, steel stairways soften and fail before old-fashioned wooden stairways could burn through.
The destruction of the shaft, and the feathers on it, will destabilise the arrowheads, and remove much of the mass of each arrow. They'll go off course and start to tumble.
They'll end up scattered and few, if any, of them will hit their targets. They'll also be going slower because of the tumbling. While being hit by them won't be pleasant, they've lost much of their momentum and will do far less harm.
The accepted answer is along the right line of thinking, but way understated. When you heat air up very quickly as you do in this scenario, the air will expand with explosive force. Heating air up enough to burn an arrow mid flight means you are creating a LOT of explosive force. Your fire wall would would closely resemble the mechanics of the Iron Curtain countermeasure that the US military uses for stopping missiles, but arrows have much less kinetic energy for their cross-section than missiles do, and your firewall will have much more explosive force than an Iron Curtain to be able to burn away the wood and melt arrow heads.
Instead of just blowing the arrows off course, you will blast the red-hot arrowheads backwards in a spray of shrapnel... and possibly burn both armies to death in the process...
I am no metal engineer, but I think temperature that is not high enough wouldn't do anything to metal arrowheads.
After quick search, wood start burning at 300 degrees (here ) and forging temperature for metals (alloys, but I don't think iron would be much further from them) is way higher then 300 degrees (here). Therefore it wouldn't make any difference.
That's a very general question, because of course it depends on the speed and design of the arrow, the mothod of firing the arrow, etc. Already we have incendiary rounds and tracer bullets that have no problem reaching targets while on fire; a red hot piece of metal is not melted (and isn't close to melting range yet for steel) so conceivably there wouldn't be a problem with sending hot arrows.


The relative humidity can be regulated by the humidity control in combination with acrylic dome and ultrasonic humidifier. Ansehen
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Scheltzke Grout Plant Used in Installation of Grouted Micropiles in West Memphis, AR
As older infrastructure needs replacing, engineers often create more complex designs to address new issues. Such is the case with the replacement of a railroad bridge owned by Burlington Northern crossing the Mississippi River, which connects Memphis, TN to its West Memphis, AR.
Sitting near the New Madrid Fault Zone, the region is prone to infrequent but severe earthquakes. To mitigate potential damages down the road, the new bridge design calls for micropiles to reinforce the stability of the new bridge piers.
Terrafirm is installing dual string 9 5/8” casing and a 3” diameter micropile 141’ in length for this bridge. Drilling conditions at the site are not too difficult. As it is close to the river, most of the material is sand and silts, while drilling the final 30’ through clay. Using a Scheltzke MPS 510-D-C-AUT to mix grout, Terrafirm is pressure grouting through the sands in 10 foot increments to pressure filtrate and bond the grout column to obtain a pile with a bearing capacity of 750 kips in a 72’ bond zone.
The foundations for the piers are constructed in phases. Case Foundation, using their own equipment, drills a cased hole, 12’ dia, approx. 54’ deep, pump bentonite to contain the sand inside the hole, desands the bentonite, installs a rebar cage and pipe assemblies and pumps concrete into the cased hole. The bentonite is then extracted and used on the next pier. After Case Foundation moved on, Terrafirm’s role would begin. They drill the double string through the previously installed pipe, an inner string and outer casing, in 10’ segments. They then extracted the casing in these 10’ segments and pressure grout at 80 psi.
Mike Morris, project manager for Terrafirm, had this to say about the Schelztke:
“The grout plant that we purchased works very well. It has met our expectations and we look forward to using these types of plants in our other drilling and grouting operations.”
Once the new piers are completed and bridge deck installed, the old bridge will be torn down.


My rear shock has 130mm of travel. I feel like I’m putting lots of pressure in it and yet I still easily bottom out. Would you recommend spacers for it? I really need more travel for the kind of riding that I do but need to make do with what I have. Any input would be appreciated, thanks.
What do you have for controls- any compression damping adjustment? How much sag are you running?
Volume spacers would change your progression. What shock do you have?
I put 2 in my shock and it transformed the ride! Would recommend. Relatively simple to install too.
Likely will keep you from blowing through your travel. That being said, some bikes are designed around the shock and changing tokens/tune can reflect on rear end kinematics. (The Norco guy told me not to add a third spacer in my Deluxe R) if you have none some will help. @rmacgregor9 can testify to that.
what shock do you have, i am running a float rp2 165mm with a 1.5 stroke and was bottoming out like crazy. 3d printed a spacer for 1$ and its much better at the end of the travel even was able to drop to a more sensible PSI. cost me 1$ i just gave the library the plan and picked it up a few days later, used ABS as the material. I would add another half sized one actually but i have no rebound dampening it needs a full service and i prefer not to get pogo sticked to hard
I run roughly 25% sag and yes I have rebound adjustment
sorry I have a fox float evol 130 mm
ya, use air volume reducers
should be the same float spacers that i use, here is the 3 print if you dont want to shell out the $ for the stock ones. i am using the medium spacer
Thanks! I got a buddy who has a 3D printer so I hope I’m set.
U don’t happen to have any extra I could buy off you?
I have some you can buy.
For the shock. Lol


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The Nevsky Design Bureau presented a conceptual maritime platform, among the possible applications of which is a universal transport and hospital ship.
Conceptual photographs of the ship were provided by the Bureau itself.
The project of a universal transport and hospital ship contains all the functions necessary for carrying out humanitarian operations with the provision of high-quality medical care in any region of our country and the world that has access to the sea.
We have applied domestic serial solutions in ship equipment, finishing materials and furniture, tested and proven in military technology.
The designed vessel has a large modernization reserve, and can be used to transport troops and support the landing forces.
All this gives the necessary reliability and technological independence to solve the most complex problems in any corner of the world.
The ship’s designation is KM Arc5 AUT1-ICS EPP BWM (T) Special purpose ship.
The ship concept is a universal multifunctional vessel capable of performing the functions of a stationary hospital, solving humanitarian problems and transporting various self-propelled equipment and other cargo in specially equipped cargo spaces.
Its functions include:
Reception of patients, provision of qualified and certain types of specialized medical care.
Treatment and rehabilitation of the sick (wounded) in the sea and ocean zones or during the evacuation of the sick (wounded) to the coastal military medical organizations of the fleet.
Medical supply (additional supply) of the fleet forces located at a considerable distance from the main basing points, in the island or poorly equipped basing areas.
Transportation of the mobile hospital.
In addition to this, the ship can also serve a military purpose. It can serve as a landing ship and transport troops with equipment.
It could also serve to supply (additional supply) Russia’s fleet forces located at a considerable distance from the main basing points, in island or poorly equipped basing areas.
Full displacement with a ship hospital for 1000 people – 29,580 tons
Full displacement with a ship’s hospital for 500 people and landing equipment in cargo spaces – 31,990 tons
Inpatient hospital area – 14,165 m2
Residential area – 3,750 m2
Provision pantry area – 2,256 m2
The personnel of the ship is 60 people.
The hospital staff is 742 people.
The personnel of the mobile hospital – 170 people.
The personnel of the transported equipment is 956 people.
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MORE ON THE TOPIC:
- New Cold War With Russia, Brussels Problem With Human Rights, Economic Crisis And Pivotal Trade Deal With China: Conversation With MEP Clare Daly
- Putin: Enemies Want To Put Russia Under External Control, But They Will Fail


There’s a rich history behind stern drives and there are a million and one stern drive boats on the water, yet there are just two big players in today’s market: MerCruiser and Volvo Penta. In a few unusual cases you might find an Ilmor here and there in serious high performance power boats, and even more rarely you may see a diesel stern drive from Yanmar. But for the most part, one of the two big suppliers is going to provide the engine and drive for whatever runabout, day cruiser, or sports cruiser you may be looking at. In many cases the boatbuilder will only supply one brand or the other, so you won’t have any say in the matter. But in some other cases, the choice between a MerCruiser and a Volvo Penta will be left up to you.
What is a Stern Drive?
Before we look at each of these big players, let’s make sure everyone’s on the same page and understands exactly what a stern drive is and how it works. A stern drive, sometimes also called an I/O, or Inboard/Outboard, is essentially a combination between inboard engine and an outboard drive unit. The engine itself is oriented like an automotive engine, and the rear of the engine mates with a drive unit much like the lower unit of an outboard, which can tilt. These two parts join at a hole in the transom of the boat, where a rubberized part called the “boot” seals out the water but flexes to allow the drive unit to move and turn. Thus, the boater gets to enjoy the benefits of inboard power (an automotive-like engine that’s easy to work on and has optimal weight distribution), while also gaining certain advantages of outboard engines (the ability to trim the drive as needed for optimizing performance, the ability to tilt it up for mooring, enhanced handling with the articulating drive, and reduced draft).
Of course, no marine propulsion system is perfect. The biggest down-sides to having a stern drive usually boil down to reliability, and maintenance costs. Due to the additional moving parts there are more potential failure points than there are on either outboard or inboard boats. And the boot we mentioned earlier is a particularly problematic part that commonly needs to be replaced every three to five years.
Although stern drive technology has remained more or less the same for many years, in the recent past there’s been at least one major development: the creation of Volvo Penta Forward Drive.
Forward Drive units face forwards, instead of facing aft. This reduces trim range and eliminates the ability to trim the drive up when moored. However, it also moves the propellers forward about 27 inches, so they remain under the boat and away from the transom. This is ideal for watersports, especially wake surfing, where it’s possible to fall into the water very close to the transom of the boat.
MerCruiser Stern Drives
The low-end range of stern drives offered by Mercruiser has shrunk a bit in recent years. Although MerCruiser still offers a 3.0L 135 horsepower in-line four package via Mercury Remanufacturing, it no longer offers these smaller block engines with new stern drives. The increase in price due to EPA requirements for a catalytic converter, along with the increasing popularity of outboards on smaller boats, has eliminated much of the market for these diminutive stern drives through the past decade.
Today, MerCruiser’s smallest offering is a 4.5L V-6, which comes in 200 and 250 horsepower models. Next in the line are a pair of 6.2L V-8s, which put out 300 and 350 horsepower. Finally, MerCruiser has a 8.2L V-8 that generates 380 horses in its regular incarnation, and 430 horsepower in the H.O. (high output) version. For anything bigger, you'd have to go to Mercury Racing. While they offer some more powerful packages, they’re quite specialized, far more rare, and are intended mostly just for high-performance boats as opposed to your average recreational craft.
In addition to its gasoline power packages MerCruiser has a line of diesel engines which can be rigged with their stern drives including a 2.0L in-line-four (115, 130, 150, and 170 HP), a 3.0L V-6 (150, 230, and 270 HP), and a TDI 4.2L V-8 (335 and 370 HP). These diesels are less commonly seen in pleasure boats then their gasoline counterparts, but can be a good choice in certain circumstances.
All of MerCruiser’s power choices mate up with Alpha One, Bravo One, Bravo Two, or Bravo Three outdrives. Each have slightly different ratings and applications, but the most significant thing a boat-buyer needs to know is that Bravo Three drives have twin contra-rotating propellers, while the others have a single propeller. While not always available for smaller, less expensive power packages, having the twin props provides distinct and significant performance advantages. It enhances steering and maneuverability quite a bit (especially at slow speeds where many single-prop stern drives tend to wander and require constant steering adjustments), assists in getting on plane more quickly, and reduces bowrise.
Volvo Penta Stern Drives
Volvo-Penta more or less invented the production stern-drive with the Aquamatic, introduced in 1959. But like Mercury, due to price spikes the company trimmed back its offerings in 2011 and eliminated their series of four-cylinder 3.0L engines which competed directly with—and were based on the same GM block as — Mercruiser's “entry level” offerings. The new requirements for catalytic converters on engines of this size boosted cost by thousands of dollars, and rather than fight the current, Volvo simply eliminated the 3.0 from its line. It’s interesting to note that this price spike has also boosted the popularity of small outboard-powered bowriders, which traditionally were powered by stern drives.
Today, the Volvo-Penta range starts with 4.3L V-6 gasoline engines, in 200, 240, and 280 horsepower increments. Volvo also has a 5.3L V-8 line, which is offered in 300 and 350 horsepower. For the largest stern drive power needs they also offer a 6.2L V-8, in 380 and 430 HP models.
Volvo also has a diesel line, with their D3 (2.4L), D4 (3.7L), and D6 (5.5L) diesels. These are less common in America than in some other markets, and are available in 140, 170, 200, 220, 225, 260, 301, 330, 370, and 400 horsepower increments.
Like MerCruiser Volvo also offers both single and dual propeller models. SX, SP, and 100 drives feature single aluminum props, while DP, DPS, DPH, DPR, and Forward Drive drives have aluminum, stainless-steel, or Nibral dual propellers.
Comparing MerCruiser and Volvo Penta Stern Drives
Fuel economy for the MerCruisers and Volvo Pentas are comparable across their lines; going back through years of boat reviews and performance tests shows that neither brand holds a big advantage in this regard. What about reliability and consumer satisfaction? Both companies have received numerous NMMA CSI (Customer Satisfaction Index) awards through the years, which requires achieving 90-percent or higher customer satisfaction ratings.
One area in which MerCruiser may have a slight advantage, depending on where in the nation you live, is in the availability and cost of parts and service. There are MerCruiser dealers and MerCruiser mechanics virtually everywhere you find boats, but in some areas finding a Volvo Penta service location can be a bit tougher, and the parts can be a bit pricey.
On the flip side of the coin, Volvo Penta drives have a well-deserved reputation for shifting more smoothly than MerCruisers, and rough shifting is among the top complaints of stern drive owners. Volvo Penta also has a more straightforward warranty program, offering complete coverage for two years (or maximum engine hours) and covering major components for an additional three years beyond that. Some MerCruiser models get only one year, some get as much as three, and some only apply when the engine is bought new as part of a boat-motor-outdrive package.
So: which one takes the cake? Both, and neither. In this highly competitive market, if either builder turned out a clearly inferior product it surely wouldn’t last for long. As to which one you should choose, beyond the differences mentioned above it’ll depend to a large degree on what brand of boat you choose, where you live, and the relationship you have with your local dealer. Remember, in many cases there isn’t even a choice to be made because the boatbuilder may only install one brand or the other. Only one thing is for sure: if you’re buying a new boat with stern drive power, it’s a good bet you’ll have either a MerCruiser or a Volvo Penta under the engine-box.
For more information about the different power choices you have with modern boats beyond just stern drives, be sure to read Marine Engines and Power Systems: The Basics Behind What Powers Your Powerboat.
Editor's Note: This article was originally published in January 2013 and updated in November 2018.


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Steel frame, highly flexible rubber straps, highly flexible polyurethane foam HR-30kg/m3 (soft), goose feathers and silicone blend covered by laminated ovate.
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The oil coolers on the 6.4 Powerstroke truck are pretty tough to get at unless you have the turbos and other items off the top of the engine. It's a good idea to replace the oil cooler when you are doing a head gasket job.
This oil cooler is an OEM Replacement for the factory cooler and includes mounting gaskets.
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Steel forgings for pressure purposes - Part 5: Martensitic, austenitic and austenitic-ferritic stainless steels
|Publication Date:||1 December 1999|
|ICS Code (Iron and steel forgings):||77.140.85|
|ICS Code (Steels for pressure purposes):||77.140.30|
Specifies the technical delivery conditions for forgings for pressure purposes made of stainless steels, including creep resisting steels. Chemical composition and mechanical properties are specified.


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It should be taken into consideration that during Bright Annealing it is necessary for the metal surfaces to be clean and free from foreign contamination for maximum effect. 316L is a less carbon variant of 316. Alloy 316L is generally used when welding is required to ensure maximum corrosion resistance.
Seamless Stainless Steel Pipe. 200 Series Stainless Steel Rectangular Hollow Section Pipe Logo Design Available. 300 Series 316L Stainless Steel Seamless Tube OD 20 - 500mm Black Painted Surface. 309S Seamless Stainless Steel Pipe ASTM A312 / A269 / A213 Multiple Finish. Bright Finish Seamless Stainless Steel Pipe / SS 304 Tube For Food Industry 316 Stainless Steel Pipe, SS 316 Tubing, ASTM A312 Tp316 Stockholders Of Stainless Steel 316 Seamless Pipe, Check Updated Price List Of Welded 316 Stainless Steel Tubing. 316 Stainless Steel Pipe is the second-most common stainless steel next to 304.SS DIN 1.4401 / 1.4436 Rectangular Welded Pipes, ASTM A312 TP316 Pipe, 316 Rectangular tubing, 316 Tubing generally contains 16% chromium and 10% nickel, with the addition of
316L 316Ti Seamless Stainless Steel Pipe. Stainless Steel Seamless Pipes Material:Stainless Steel:200S(201,202), Surface. Polishing,annealing,pickling,bright. Type. hot rolled and cold rolled. stainless steel round pipe/tube. Size. Wall thickness. 1mm-150mm(SCH10-XXS) Outer diameter. 316L Seamless Control Line Supplier in China - Wide Steel316L Seamless Control Line Supplier in China. Dear customers, EMHK is Specialized in S31603/316L SS Control Line ,S31603 Stianless Steel Hydraulic Control Line, TP 316L Coiled Tubing for Downhole Control Line . Because of the best quality and best price , We become a leader in stainless steel coiled tubings and capillary tubings field and Hydraulic Control Lines.
316L Stainless Steel Pipe Stainless Steel AISI 316L Seamless Pipe, SS 316L Tubes manufacturer in India 316L Stainless Steel Pipe is an extra-low carbon version of the 316 steel alloy. Cost wise Stainless Steel 316L Pipe is similar to 316, and is durable, corrosion resistant, and a good choice for high-stress situations. 316L Stainless Steel Pipe, SA312 TP 316L SS Tubing in Stainless Steel 316L Hydraulic tubing with OD up to 50.8 mm (2.0 in.) are delivered in bright annealed condition. Stainless Steel 316L hydraulic tube with OD larger than 50.8 mm are supplied in the annealed and pickled condition, Or in polished condition. Marking & Traceability.
AISI 316L BA Stainless Steel Tubing, 1/2'' X 0.035'' X 20FT, ASTM A213 A269 Bright Annealed (BA) is produced by heat-treating (annealing) steel with a controlled atmosphere furnace. After heat-treatment, the steel has a reflective, mirror-like appearance, but may also have some imperfections and cloudiness. ASTM A 270 316L Sanitary Stainless Steel Tubing with Brght Surface:Annealed&Pickled 1) Commodity:stainless steel pipe/tube Type:Austenitic stainless steel seamless pipe Size :8~1000(OD)X0.8~80mm(WT)Xmax.12m(L),others available according to customer's requirements. Grade:TP304,TP304L,TP304H,TP304/304L,TP316,TP316L,TP316/316L,TP310,TP317,
Mar 02, 2019 · Bright Annealing Stainless Steel Tube. Dongshang stainless produce bright annealing stainless steel tube both welded tube and seamless tube, stainless grades include 304/304L, 316/316L, 321, 904L and duplex steels, there is oxidation film outside of tube after bright annealed finish to prevent tube from corrosion. China 316L Seamless Stainless Steel Pipe - China Stainless US $12.1 / kg. 201 304 316 316L 904L 2205 310S 2520 254smo Seamless Welded Round Square Rectangle Rectangular Stainless Steel Pipe. US $1,128-1,288 / Ton. Stainless Steel Pipe Welded Bright Polished Seamless Food Grade Industrial Stainless Steel Pipe. US $1,299-1,999 / Ton.
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Jul 02, 2021 · Stainless Steel Pipe, Steel Pipe, Stainless Steel manufacturer / supplier in China, offering Cold Drawn 201 304 304L 316 316L 410 430 Seamless or Welded Round/ Square/ Rectangular/ Hex/ Oval Stainless Steel Tube, DIN ASTM 201 304 316 Hot Rolled No. 1 Surface Stainless Steel Plate, 304 316 314 Bright Surface PVD Color Coating Stainless Steel Sheet and so on. China Food Grade 304 304L 316 316L 321 Sanitary Seamless Jun 14, 2021 · Stainless Steel, Steel Tube, Building Material manufacturer / supplier in China, offering Food Grade 304 304L 316 316L 321 Sanitary Seamless Stainless Steel Tube / Ss Pipe with Update Price, Hot Selling Factory Price 304 Stainless Steel Plate/Sheet, AISI 3041 316L Bright Stainless Steel Bar Round Bar and so on.
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Manufacturer of Stainless Steel 304 - 316L Seamless Pipes & Tubes - ASTM A511 / A511M, Stainless Steel Mechanical Seamless Tubes, Stainless Steel Seamless Pipe 317L, ASTM A312 TP321 Stainless Steel Seamless Pipes & Tubes and SS 304 Round Pipe :22 OD X 16 Mm Thk offered by Cromonimet Steel Limited, Mumbai, Maharashtra. Stainless steel pipe/tube - Guangzhou Long Sheng Hing China Stainless steel pipe/tube catalog of Low Carbon Seamless Stainless Steel Pipe (ASTM 276), S304 316 316L ASTM 316 Stainless Steel Square Pipe/Tube provided by China manufacturer - Guangzhou Long Sheng Hing Trading Co., Ltd., page1.
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SKF 61902-2RS1 bearing15x28x7
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Deep groove ball bearings 61902-2RS1
Bearing number : 61902-2RS1
Size (mm) : 15x28x7
Brand : SKF
Bore Diameter (mm) : 15
Outer Diameter (mm) : 28
Width (mm) : 7
Bearing dimensions and specification in SKF catalogue:
d - 15 mm
D - 28 mm
B - 7 mm
C - 7 mm
d1 - 18,8 mm
d2 - – mm
r1 min. - 17 mm
r2 min. - 17 mm
D1 - 25,3 mm
D2 - 0,3 mm
da min. - 18,3 mm
Da max. - 26 mm
ra max. - 0,3 mm
Weight - 0,016 Kg
Basic dynamic load rating (C) - 4,36 kN
Basic static load rating (C0) - 2,24 kN
Fatigue load limit (Pu) - 0,095
Reference speed - – r/min
Limiting speed - 16000 r/min
Calculation factor (f0) - 14
Calculation factor (kr) - 0,02
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Presentation on theme: "Foucault’s Pendulum in the World and at the Gdańsk University of Technolog y Bogusław Kusz Faculty of Technical Physics and Applied Mathematics Gdańsk."— Presentation transcript:
Foucault’s Pendulum in the World and at the Gdańsk University of Technolog y Bogusław Kusz Faculty of Technical Physics and Applied Mathematics Gdańsk University of Technology
History Jean Bernard Léon Foucault wanted to become a doctor, but... he was fainting at the sight of blood. He became interested in inanimate matter achieving significant success in astronomy, chemistry and the physics of electricity and magnetism. He is best-known as the author of an experiment proving that Earth rotates on its axis. In the cellar of his home Foucault suspended a bob (5 kg) on a two-metre wire and noticed that the plane of oscillations of the pendulum was regularly rotating. He repeated the experiment publicly in 1851 suspending a pendulum with a 67-metre wire in the Panthéon in Paris. The spectators could see that the Earth’s rotation under the pendulum resulted in a continuous change of the plane of pendulum oscillations. Foucault encouraged people to participate in the experiment saying: “Come and see how the Earth is rotating”.
Foucault’s Pendulum If the Foucault pendulum were placed on a pole, the plane of its oscillations would make a full revolution in ca. 24h (23h 56min ), i.e. the time which is needed by Earth to make one compete revolution on its axis. Time T of one complete revolution of the plane of the pendulum oscillations on geographic latitude q can be calculated from the following formula: T = 24h/ sin q (for Gdańsk T is equal to approx. 30h) Hence, when the pendulum is placed not on a pole, but somewhere at an intermediate geographic latitude, the time needed for a complete revolution of the plane of the pendulum oscillations will be longer. No revolution of the plane of oscillations with respect to the Earth will be observed on the equator.
Problems related to the pendulum motion: 1.The resistance of air and the internal friction of suspension result in a continuous loss of energy which in consequence is the reason why the pendulum stops. The “pendulum’s life” may be prolonged by increasing the pendulum weight and length. Another way to maintain the oscillations is to supply the lost energy, e.g. by applying another force in addition to the force of gravity. 2. During long operation of the pendulum, any lack of symmetry in the suspension system, and even movement of air, may lead to disturbance of motion. The pendulum starts moving in an elliptic motion which in consequence can either accelerate or slow down the expected change of the direction of oscillations.
BB B free forced from beneath parametric forced from the top Ways of maintaining pendulum oscillations.
Foucault pendulums around the world Foucault pendulum at the Smithsonian Museum. 108 kg 16 m Univ. of Louisville 25m 59 kg
South Pole (winter 2001) 33m 25kg Franklin Institute Philadelphia 27 m 80 kg
MacNaughton Physical Sciences Building University of Guelph “Small” Foucault Pendulum
Pendulums in Poland The wire of the pendulum spheroid in Krakow is 46.5 metres long and the spheroid is 25 kg in weight. The first demonstrations of the Foucault Pendulum in Krakow took place in 1949, almost 100 years after the first public exhibition in the Panthéon in Paris. Venue - St Mary's Church www.stronamiasta.com
Frombork - Radziejowski Tower. The pendulum steel rope is 28 m long, and the bob is 46.5 kg in weight (pendulum without stimulation) Institute of Physics, Nicolaus Copernicus University, Toruń 16 m 29 kg (stimulated pendulum)
In 1837 Poisson published a dissertation in which he was trying to prove that artillery shells fired horizontally on the northern hemisphere should deflect eastwards as a result the Earth’s rotation. He also noticed that the Earth’s rotation should affect the motion of pendulums, however, in his opinion, the effect was too small to be observed. Poisson’s considerations were based on earlier (1831) calculi of his student Coriolis who, in his doctoral dissertation, dealt with accelerations in rotating coordinate systems. Foucault knew Poisson’s work and he shared his views as to the minor effect of the deflection of the plane of pendulum oscillations, however, after a series of experiments, he understood that the pendulum had the property of accumulating small deflections into one large deflection following many oscillations. He conducted his first experiments in the cellar of his home with a pendulum 2 m long and 5 kg in weight. The public exhibition, mainly for his colleague scientists, took place in the Paris Observatory on 3 February 1851 with a 11 m pendulum. Foucault invited his guests with the words printed on a banner outside the Panthéon in Paris - the "temple" of the most outstanding minds in France - "Vous êtes invités à venir voir tourner la Terre..." which means: “You are invited to come and see how the Earth is rotating”. The exhibition was a great sensation and Prince Louis Napoleon Bonaparte, future Napoleon III, asked Foucault to show the experiment to the wide public. It took place on 26 March 1851 with a pendulum - a 28 kg cannon ball suspended with a 67 m wire from the dome of the Panthéon in Paris. The experiment was a sensation for the spectators of the world exhibition w Paris and triggered off a huge number of similar experiments around the world.
SELECTED LARGE PENDULUMS Foucault’s Pendulums are installed worldwide at numerous locations that are important for culture, science or politics. The following table contains a selection of the most interesting installations. Length L is rounded up to full metres, and weight W - to fill kilograms. Information -http://www.phys.uni.torun.pl/phys/WAHADLO/wahadlo-w.html LocationL[m]W[kg] Panthéon, Paris 6728 Oregon Convention Center in Portland 27408 Museum of Science and Industry, Chicago 20300 National Museum of American History, Washington, DC 21105 Radziejowski Tower, Frombork 2847 UNO, New York 2391 Institute of Physics, Toruń 1629 Gdańsk University of Technology 2664


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Enables a range of practical investigations into pressure measurement techniques
Manometers and Bourdon gauges are fundamental pressure-measuring devices. They are intrinsic parts of more complex measuring instruments, such as pneumatic comparators and flow indicators. It is important therefore that students fully understand their operation, characteristics and principles of calibration.
- Provides practical investigations for pressure measurement using inclined and U-tube manometers, and Bourdon-type vacuum and pressure gauges
- Enables instant comparison of measurement methods
- Pressure and vacuum are accurately and conveniently controlled by fine adjustment of a syringe assembly
- Also includes separate Bourdon gauge with dead-weight calibration apparatus, and Bourdon tube mechanism clearly visible
- Fully self-contained, bench-top apparatus
- Suitable for group demonstrations and individual student experiments
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TecQuipment’s Pressure Measurement Bench enables students to fully investigate and compare the operation and characteristics of inclined and U-tube manometers, and Bourdon-type vacuum and pressure gauges. It also includes a separate Bourdon gauge with dead-weight calibration apparatus, enabling clear observation of the Bourdon tube mechanism.
A range of investigations into common pressure measurement techniques, including:
- Comparison of pressure measurement by manometer and Bourdon gauge
- Calibration of a pressure gauge
- Determination of gauge errors as a function of true pressure