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On the back side of the compressor housing back plate, you can now get ready to assemble the front bearing and thrust washer. On the bearing there is a small groove that takes the small piston ring. compress the ring once its on again with pliers. The thrust washer goes around the bearing and is inserted in the center of the plate. It only goes one way, and you will have to fit it in place. Also, oil the rubber gasket and place it in the groove in the backing plate.
Gesehen in einem Gaswerk // Seen in a gas plant
Auf Tour mit der bauingenieuse und industriezerfall.de // On tour with the bauingenieuse and industriezerfall.de
Ever wondered what's inside an air compressor cylinder head? I didn't until my less than three year old, two piston Cambell Hausfeld 60 gallon 3.2. Hp stationary air compressor took too long to build pressure and was making a strange sound broadcasting from its air intake filter. I'm getting close to spraying primer on the Bluejacket topsides thus not good timing for the compressor to fail.
Pictured is the compressor's valve plate which has reed valves to control air intake and outflow. A reed had snapped off of a cylinder's outlet port causing the problem. This failed reed covered (from the backside of the plate as pictured) ) the lower left oval shaped port. A $44 replacement valve plate with gaskets is now on order and will require about 30 minutes of my time to install.
I wish I could quickly find the definitive answer why my Boston Whaler's Mercury outboard has ignition spark problems and why my Saturn auto is leaking voltage and killing the battery if the car has been at rest for three days or more. With a golf cart battery recently exploding (shredded the battery top) about two feet from my face as I examined it, I have been having a run of bad luck with stuff breaking or attacking me. This explosion taught me that a lead acid battery gives off hydrogen gas when discharging. I thought it only happened when charging.
Edit 04/14/2014 : My bad luck continues as the fan in one of our outside central a/c cabinets stopped turning thus the upstairs portion of our home was un-air conditioned. An advantage of multiple outside A/C cabinets is having the means to obtain comparative numbers when running electrical tests as well as swapping parts. The suspect fan motor's run and start windings passed my resistance tests, and the start capacitor tested good via my capacitance tester. Perhaps the fan motor failed because the thermal overload protector went bad. I swapped this failed motor out for the fan motor in the A/C cabinet for my workshop. Upstairs A/C restored and off I go to the Internet for a replacement motor.
I await the next equipment failure...
Edit. 08/20/2014: The fan in the AC compressor for the upstairs again stopped turning. Not on the scene in Texas, I called in a HVAC technician. The start capacitor had failed. The technician reported that when a fan motor fails as mine did in April, it is very common for the start capacitor to soon fail.
Edit 09/15/2018: Another start capacitor failed. With power applied to the unit, the compressor was running and the non-turning fan was humming. My son arranged for a service technician who took a long handled screw driver and spun the fan blade. The fan immediately took off running normally. The technician said the start capacitor was bad. My A/C cabinets get much afternoon sun thus I speculate that the start capacitors may have their life shortened by heat.
White Knob Mining District
Significant copper deposits were first discovered in the White Knob Mountains in 1879 and by 1884, the White Knob Area was being developed into one of the largest copper producers in Idaho. The tram towers here, from the early 1900s, were part of an aerial tram system in the White Knob Mining District used to carry ore over four miles down the mountain to the smelter and blast furnaces from the Empire Mine to the railroad. This historic mining complex contains a railroad grade, industrial mining buildings and features, adits and ruins of miner’s residences. Recent work has restored the tram towers and railroad trestle.
The US Navy had begun planning a replacement for the F-4 Phantom II in the fleet air defense role almost as soon as the latter entered service, but found itself ordered by then-Secretary of Defense Robert McNamara to join the TFX program. The subsequent F-111B was a failure in every fashion except for its AWG-9 fire control system, paired with the AIM-54 Phoenix very-long range missile. It was subsequently cancelled and the competition reopened for a new fighter, but Grumman had anticipated the cancellation and responded with a new design.
The subsequent F-14A Tomcat, last of the famous Grumman “Cat” series of US Navy fighters, first flew in December 1970 and was placed in production. It used the same variable-sweep wing concept of the F-111B and its AWG-9 system, but the Tomcat was much sleeker and lighter. The F-14 was provided with a plethora of weapons, including the Phoenix, long-range AIM-7 Sparrow, short-range AIM-9 Sidewinder, and an internal M61A1 Vulcan 20mm gatling cannon. This was due to the Vietnam experience, in which Navy F-4s found themselves badly in need of internal armament. Despite its large size, it also proved itself an excellent dogfighter.
The only real drawback to the Tomcat proved to be its powerplant, which it also shared with the F-111B: the Pratt and Whitney TF30. The TF30 was found to be prone to compressor stalls and explosions; more F-14s would be lost to engine problems than any other cause during its career, including combat. The Tomcat was also fitted with the TARPS camera pod beginning in 1981, allowing the RA-5C Vigilante and RF-8G Crusader dedicated recon aircraft to be retired. In addition to the aircraft produced for the US Navy, 79 of an order of 100 aircraft were delivered to Iran before the Islamic Revolution of 1979.
The Tomcat entered service in September 1974 and first saw action covering the evacuation of Saigon in 1975, though it was not involved in combat. The Tomcat’s first combat is conjectural: it is known that Iranian F-14s saw extensive service in the 1980-1988 Iran-Iraq War, and that Iranian Tomcats achieved a number of kills; the only F-14 ace was Iranian. The first American combat with the F-14 came in September 1981, when two F-14As shot down a pair of Libyan Su-22 Fitters over the Gulf of Sidra. The Tomcat would add another two kills to its record in 1987, two Libyan MiG-23s once more over the Gulf of Sidra.
The high losses due to problems with the TF30 (fully 84 Tomcats would be lost to this problem over the course of its career) led to the Navy ordering the F-14A+ variant. The A+, redesignated F-14B in 1991, incorporated all refits and most importantly, General Electric F110 turbofans. Among the refits was the replacement of the early A’s simple undernose IR sensor with a TISEO long-range camera system, allowing the F-14’s pilot to identify targets visually beyond the range of unaided human eyesight.
The majority of F-14As were upgraded to B standard, along with 67 new-build aircraft. A mix of F-14As and Bs would see action during the First Gulf War, though only a single kill was scored by Tomcats.. Subsequent to this conflict, the Navy ordered the definitive F-14D variant, with completely updated avionics and electronics, a combination IRST/TISEO sensor, replacement of the AWG-9 with the APG-71 radar, and a “glass” cockpit. Though the Navy had intended to upgrade the entire fleet to D standard, less than 50 F-14Ds ever entered service (including 37 new-builds), due to the increasing age of the design.
Ironically, the US Navy’s Tomcat swan song came not as a fighter, but a bomber. To cover the retirement of the A-6 Intruder and A-7 Corsair II from the fleet, the F-14’s latent bomb capability was finally used, allowing the “Bombcat” to carry precision guided weapons, and, after 2001, the GPS-guided JDAM series. By the time of the Afghanistan and Second Gulf Wars, the F-14 was already slated for replacement by the F/A-18E/F Super Hornet, and the Tomcat would be used mainly in the strike role, though TARPS reconnaissance sorties were also flown. The much-loved F-14 Tomcat was finally retired from US Navy service in September 2006, ending 36 years of operations. The aircraft remains in service with the Iranian Revolutionary Air Force.
This is another shot of the F-14 that visited the 1978 Ramstein airshow, from VF-14 ("Tophatters"), then aboard the USS John F. Kennedy. Dad got this picture as it came over the crowd. It was running clean, with no ordnance; the two white shapes under the fuselage are Phoenix pallets, used to carry the AIM-54 Phoenix missile. The shot gives a nice view of the F-14's planform.
My pistenbully has been taken apart so a few pics