Peugeot Cars, Tennis And A French Aviator, What Do They Have In Common?
What do Peugeot the car maker, Tennis and a French aviator have in common? The answer is, Roland Garros. Still confused then read on and learn about the wonderful relationship between the three.
Roland Garros was a World War I fighter pilot, who was also famous for being the first person to make a non-stop flight across the Mediterranean Sea, from Southern France to Tunisia. Roland Garros was also the first pilot to achieve a shooting-down method from a fighter plane using a tractor propeller. Which lead to some victories against the Germans, until Garros crash landed in German territory, on April 1915. He survived and even after being kidnapped Garros managed to escape in February 1918. Unfortunately on 5th October 1918 Roland Garros was shot down and killed while still serving for the French army.
Going on to the 1920's, there was a tennis centre which was regularly attended by Roland Garros, while he was a student in Paris. In respect to his work and dedication to the country, this tennis centre was named Stade de Roland Garros. This is the stadium that now holds the French Open and the Grand Slam tournaments, which are known officially as Roland Garros. The Roland Garros tournaments are held between early May and late July
So we've covered the French aviator and then how his name went onto being used by a tennis centre, which then moved onto becoming the name of a substantial tennis tournament. Now we'll go onto what Peugeot have to do with this all.
Peugeot is a major French carmaker; they are officially the second largest carmaker in Europe.
In 1984 Peugeot became the official partner of the French Tennis Federation. This also made them the leading partner of the International Grand Slam tennis tournament known as the French Open of Roland Garros. 1989 saw the making of Roland Garros Limited edition version of Peugeot's 205 model, which was done in celebration to the tennis tournament.
The Roland Garos models are painted in a dark green paint and have cream and green leather interior and red seat belts. They also have the Roland Garros logo on them. Due to the success of the special limited edition version, Peugeot went onto releasing several other models such as the 106, 206 and soon to come the New Peugeot 207. But there's one major difference on the latest Roland Garros model, Peugeot have decided to drop the dark green paint work and cream interior. Instead the New Peugeot 207 comes in a canary yellow but still has the Roland Garros badge in a greyscale colour.
It's been nearly 26 years since Peugeot became a part of the French Tennis Federation and through the years they've not only released special edition cars after the Roland Garros name. They've also made Roland Garros Scooters and Bicycles. Also since 1996 Peugeot has been devoted in amateur tennis and have created The Roland Garros Encounters, which is its own mixed double tournament.
Why aren't there any black airline pilots in the U.S. but there are French black pilots in France?
"It was in 1915 that Bessie Coleman, a Waxahachie native working as manicurist in a Chicago barbershop, heard stories of returning World War I fighter pilots and decided she wanted to learn to fly airplanes. It was a farfetched notion for a black woman. No American flight school would accept her, so she went to France. In 1921, she became the first black woman to earn a pilot’s license."
First account ever of a black pilot.
its different in France , the culture is different, the black people got more benefits than the white, its even too much... black got the best appartments in the city, they got defended by associations and the white french arent so privileged...
The Australia Lotteries are comprised mainly of state government-owned corporations: New South Wales Lotteries, South Australian Lotteries and Lotterywest, and one private-sector company, Tatts Group Limited. Tatts operates in the states that are not covered by the state-owned operators, as well as Golden Casket, which is owned by the Queensland government but managed by Tatts Group.
Australia's National Lottery Games
Although the organizations are predominantly state-based, Australia has a number of national lottery games, which are usually administered by one of the above companies, and then syndicated through the Australian Lotto Bloc - an umbrella organization consisting of the above lottery operators - with prize pools combined between states. For example, Tattersalls administrates the Saturday Lotto (Tattslotto), Oz Lotto and Powerball games on behalf of the bloc. Similarly, South Australian Lotteries operate the Australian Soccer Pools. The bloc's operators also market lottery games that run exclusively in its jurisdiction.
Playing Tattslotto (Saturday Lotto)
Tattslotto, is a national game played by all Australian states and territories within the Lotto Bloc. It is marketed as "Tattslotto," "Gold lotto," "Lotto," or "Saturday Lotto," depending on which part of Australia you are in. To play, a player chooses six numbers. A player may choose more than six numbers but for each extra number you choose, the price of the ticket rises. The jackpot begins at $4 million each week and has 7 Superdraws throughout the year which have higher jackpots. A ticket only costs 50 cents per play. To win the jackpot, you must match 6 winning numbers, but you can win other exciting prizes by matching only 5, 4, or 3 numbers.
Playing Oz Lotto
Oz Lotto was Australia's original lottery game and was the only national Australia game when it was created. Oz Lotto costs $1 to play. To win Oz Lotto, a player simply needs to match at least 3 of their numbers to the 7 winning numbers drawn. The winning numbers are drawn every Tuesday night.
Playing Powerball
Australia also has its own version of the highly successful American Powerball game. Australian Powerball is drawn every Thursday night. Each game costs 60 cents to play. To win Powerball, a person needs only to match 3 winning numbers. Powerball offers better odds for winning a cash prize than Saturday Lotto but it is harder to win the Powerball jackpot. It has caught on in Australia in the same way it has become a national phenomena in America.
Buying Australian Lottery Tickets
If you think any of these national games sound exciting, or you want to check out the individual state's games, and you don't live in Australia, simply log onto the official Australian lottery website. This site, like other official lottery sites, explains how to purchase tickets, and often times tickets can be purchased online so you can play most state lotteries from the comfort of your own home. You can also refer to official state websites for custom lottery news. Many sites offer lottery number generators to help make your lottery number picking easier for you. If you would like to purchase your tickets in person, you can also visit a local lottery terminal. You can also log onto Lucky Lotto for all your lottery needs. This site offers the player the opportunity to play most state lotteries from the comfort of their own home. Make sure to visit LuckyLotto for all of your custom lottery news and check out our new LuckyLotto lucky lottery number generator! No matter how you choose to purchase your tickets, or which tickets you choose to buy, you're bound to have some fun!
About the Author
Abigail Adams works as a freelance writer for the online lottery information site LuckyLotto in Pennsylvania. Visit LuckyLotto.com for all your lottery needs.
Is the singing of the Australian national anthem compulsory in all schools?
If so, how can they monitor that all schools implement this system?
Does anyone have any references to back up their statements?
Does anyone have any references to back up their statements?
Are all schools required to play the national anthem?
Not at all - and we don't have a pledge of allegience or anything like that either. Children in this country are trained to think for themselves.
Security Experts Top 10 Tips To Prevent Being Kidnapped by Mark Yates The British American Security Expert
1: Research the recent history of the Country you are visiting. Don’t just focus on prior history as the threat level of a country or region can change dramatically at a moment’s notice. For example overnight the Thai Prime Minister Abhisit Vejjajiva declared a state of emergency during the second week of April 2009 after his troops and police had to fire sub machine gun bursts into the air over the heads of violent protestors. The UK Foreign Office has just warned against travel to Bangkok and Thailand as the Thai PM Abhisit Vejjajiva declared a state of emergency.
2: Visit the www.asecurityonestopshop.com web site and click on the kidnap for ransom link on the home page. Complete the threat awareness brief questionnaire, which will identify your risk category for the country or countries you intend visiting.
3: Read recent kidnap for ransom articles and case studies. Visit the www.asecurityonestopshop.com web site and read up on recent kidnap for ransom cases. You should be able to identify the modus operandi of criminal and/or terrorist groups actively targeting victims for kidnap for ransom. You can easily flag your computer search engine provider like Google to send you e-mail alerts of all articles posted relating to kidnap for ransom etc.
4: Collate press and media articles about levels of organised crime and terrorism, pay particular attention to crime and terrorist gangs who specialise in kidnap for ransom.
5: Check out your government’s travel advice. For British tourists The UK Foreign Office, for Americans the State Department to see if any recommendations against travelling to the Country or Countries you intend visiting have been issued.
6: Contact your travel agency before you book your holiday to see if there have been any recent criminal or terrorist incidents against tourists. Do not be seduced by a significantly reduced holiday package price to an exotic location. For example I noticed recently that all inclusive holidays to the exotic location of Sri Lanka have been significantly reduced. These holidays are being heavily advertised in the UK press. What the advertisements don’t tell you is that the Sri Lankan government has recently taken a very proactive stance against rebel forces in another part of the Island which resulted in the loss of hundreds of lives. When cornered criminals and terrorists are like rats, they seek a way out. It would not take a security genius to figure that these rebel forces could shift their focus to the tourist part of Sri Lanka and target tourists to gain finance and global publicity.
7: Purchase travel Insurance. Ensure you purchase travel insurance and don’t be sold on the cheapest package.
8: Purchase Kidnap for Ransom Insurance. This is probably the least understood of all insurance packages available for tourists. It’s a myth that kidnap for ransom insurance, or K&R as its known in the security trade, is only available for diplomats, corporate executives and wealthy celebrities. K&R is available and advisable for any tourist and it’s not as expensive as you might think. Visit the kidnap for ransom link on the www.asecurityonestopshop.com home page.
9: Attend a 1 to 2 day security awareness training programme. Observation and awareness is everything. Just about every TV and press reporter who travels overseas attends one of these security training programmes. You will learn so much in such a short period of time and your security awareness levels will rocket. Another bonus is that it may reduce your K&R insurance premium.
10: Purchase a home study threat awareness security lesson from www.asecurityonestopshop.com Confidence is key. You should be looking to adopt the mind-set of a predator and not a victim. To understand the modus operandi of a professional kidnapper you have to think like a kidnapper.
Finally: when considering The Security Experts Top 10 Tips To Prevent Being Kidnapped, Mark Yates the British American Security Expert advises, don’t morph into a Touron. A Touron is a combination of a tourist and a moron. Sadly too many tourists throw caution and common sense to the wind the moment they step on an aircraft or boat to begin their vacation. One of the greatest mistakes victims make is to believe that foreigners are less intelligent than they are simply because they don’t speak English.
When overseas you should aim to become a ‘Grey Man or Grey Woman’ and blend in rather than becoming the focal point of any group. Adopt the exact same security procedures as you would if you had to travel at midnight through the most dangerous area of your home region. Listen to your intuition, because that is the greatest defensive security weapon in your armoury.
Mark Yates is recognised globally as the British American security expert after providing his security expertise to government security, intelligence, law enforcement and security agencies in 41 countries. 5 major TV documentaries have been broadcast and hundreds of press articles published about his extremely high risk security operations. Contact him at drmarkdyates@aol.com
About the Author
Business Background of Mark D. Yates: A former Managing Director & CEO of a USA corporation and former MD of two UK Companies. Dr. Mark Yates provides his expertise to a cross section of corporate entities including, Information technology, media, mining, banking and other financial & business institutions, security, law enforcement, construction, sales, marketing, manufacture, banking, film & TV, trade unions, graphic & web design & high income generation E-commerce development & sales. Mark is a very experienced corporate trouble shooter and visionary leader. He effectively handles special assignments and specialises in providing practical solutions to complex business problems. A compulsive achiever who demonstrates the ability to consistently exceed desired results. He is particularly adept in structuring International joint venture businesses and is particularly skilled at identifying new domestic & overseas markets for clients. Now Security specialists who consults for the UK’s largest e-tailer of security products and services
Does a British person need a passport to fly to a British overseas territory?
Need to know for Travel and Tourism work ¬_¬
Yes, they need a valid passport with at least 6 month validity. For some countries like Ascension Island even an Entry Permit is required which must be applied for at least 28 days prior to travel on the Ascension Island Government's website. .. http://www.fco.gov.uk/en/travelling-and-living-overseas/travel-advice-by-country/ ..
Saint Helena/British overseas territory/the South Atlantic Ocean
E85 has an octane rating of 105 AKI, which is higher than typical commercial gasoline mixtures (octane ratings of 85 to 98 AKI); because of its higher octane it burns more efficiently and more cleanly (due to its oxygen content), significantly reducing particulates and NOx emissions. E85 contains less energy per volume as compared to gasoline. Although E85 contains only 72% of the energy on a gallon-for-gallon basis compared to gasoline, experimenters have seen slightly better than the 28% this difference in energy content implies. For example, recent tests by the National Renewable Energy Lab on fleet vehicles owned by the state of Ohio showed about a 25% reduction in mpg (see table on pg 5) comparing E85 operation to reformulated gasoline in the same flexible fuel vehicle (FFV). Results compared against a gasoline-only vehicle were essentially the same, about a 25% reduction in volumetric fuel economy with E85.
Benefits of E85
The main attractions of burning E85, of course, are the common benefits of renewable energy sources, such as increased economic benefits for rural populations, less reliance on foreign energy that keeps more fuel dollars in the domestic economy, with further research into increasing production efficiency, less carbon emissions per unit as compared to conventional fossil fuels.
Fuel-injection engines
Modern cars (i.e., most cars built after 1985) have fuel-injection engines with oxygen sensors that will attempt to adjust the air-fuel mixture, but the oxygen sensor only changes the air to fuel ratio at idle, and at light cruising speeds. As oxygen sensor feedback is ignored at high loads the computer does not know to add more fuel and there will be significant power losses in modern cars.
Problems
Operating fuel-injected non-FFVs on more than 50% ethanol will generally cause the Malfunction Indicator Lamp (MIL) to illuminate, indicating that the electronic control unit (ECU) believes that it can no longer maintain closed-loop control of the internal combustion process not due to the presence of more oxygen in E85, but rather the fact that E85 has less carbon per volume, thus requiring more than the injectors can deliver, than gasoline. Once the MIL illuminates, adding more ethanol to the fuel tank becomes rather inefficient. For example, running 90% ethanol in a non-FFV (Flexible Fuel Vehicle) will reduce fuel economy by 33% or more relative to what would be achieved running 100% gasoline. Even more importantly, continuing to operate the non-FFV with the Malfunction Indicator Lamp (MIL) illuminated may also cause damage to the catalytic converter as well as to the engine pistons if allowed to persist. To run a non-FFV with amounts of ethanol high enough to cause the MIL to illuminate risks severe damage to the vehicle, that may outweigh any economic benefit of E85.
Under stoichiometric combustion conditions, ideal combustion occurs for burning pure gasoline as well as for various mixes of gasoline and ethanol (at least until the MIL illuminates in the non-FFV) such that there is no significant amount of uncombined oxygen or unburned fuel being emitted in the exhaust. This means that no change in the exhaust manifold oxygen sensor is required for either FFVs or non-FFVs when burning higher percentages of ethanol. This also means that the catalytic converter on the non-FFV burning ethanol mixed with gasoline is not being stressed by the presence of too much oxygen in the exhaust, which would otherwise reduce catalytic converter operating life.
Nonetheless, even when the MIL does not illuminate on the non-FFV burning an ethanol-gasoline mixture, proper catalytic operation of the catalytic converter for a non-FFV burning higher percentages of ethanol may not be achieved as soon as necessary to prevent the emission of some pollution products resulting from burning the gasoline contained in the mixture, especially upon initial cold engine start. This is because the catalytic converter needs to rise to an internal temperature of approximately 300 C before it can 'fire off' and commence its intended catalytic function operation. When burning large concentrations of ethanol in a non-FFV, the cooler burning characteristics of ethanol fuel than gasoline fuel may delay reaching the 'fire-off' temperature in a non-FFV as quickly as when burning gasoline. Any additional pollution, however, is only going to be emitted for a very short distance when burning E85 in a non-FFV, as the catalytic converter will nonetheless still 'fire off' quite quickly and commence catalytic operation shortly. It is not known whether the small amount of pollution emitted prior to catalytic converter 'fire off' may actually be reduced even during the cold startup phase, as well as once catalytic operation commences, when burning E85 in a non-FFV. Likewise, even once the catalytic converter 'fires off', operation with the MIL illuminated will still result in excess amounts of nitrogen oxides being released, greater than when operating the engine on gasoline. The solution is simply to add gasoline, and extinguish the Malfunction Indicator Lamp (MIL), at which time exhaust pollutants will return to within normal limits.
For non-FFVs burning E85 once the MIL illuminates, it is the lessened amount of fuel injection than what is needed that causes the air fuel mixture to become too lean; that is, there is not enough fuel being injected into the combustion process, with the result that the oxygen content in the exhaust rises out of limits, and perfect (i.e., stoichiometric) combustion is lost if the percentage of ethanol in the fuel tank becomes too high. It is the loss of near-stoichiometric combustion that causes the excessive loss of fuel economy in non-FFVs burning too high a percentage of ethanol versus gasoline in their fuel mix.
Turbocharged engines
E85 gives particularly good results in turbocharged cars due to its high octane. It allows the ECU to run more favorable ignition timing and leaner fuel mixtures than are possible on normal premium gasoline. Users who have experimented with converting OBDII (i.e., On-Board Diagnostic System 2, that is for 1996 model year and later) turbocharged cars to run on E85 have had very good results. Experiments indicate that most OBDII-specification turbocharged cars can run up to approximately 39% E85 (33% ethanol) with no MILs or other problems. (In contrast, most OBDII specification fuel-injected non-turbocharged cars and light trucks are more forgiving and can usually operate well with in excess of 50% E85 (42% ethanol) prior to having MILs occur.) Fuel system compatibility issues have not been reported for any OBDII cars or light trucks running on high ethanol mixes of E85 and gasoline for periods of time exceeding two years. (This is likely to be the outcome justifiably expected of the normal conservative automotive engineer's predisposition not to design a fuel system merely resistant to ethanol in E10, or 10% percentages, but instead to select materials for the fuel system that are nearly impervious to ethanol.)
Fuel economy does not drop as much as might be expected in turbocharged engines based on the specific energy content of E85 compared to gasoline, in contrast to the previously-reported reduction of 23.7% reduction in a 60:40 blend of gasoline to E85 for one non-turbocharged, fuel-injected, non-FFV. The reason for this non-intuitive difference is that the turbocharged engine seems especially well-suited for operation on E85, for it in effect has a variable compression ratio capability, which is exactly what is needed to accommodate varying ethanol and gasoline ratios that occur in practice in an FFV. At light load cruise, the turbocharged engine operates as a low compression engine. Under high load and high manifold boost pressures, such as accelerating to pass or merge onto a highway, it makes full use of the higher octane of E85. It appears that due to the better ignition timing and better engine performance on a fuel of 100 octane, the driver spends less time at high throttle openings, and can cruise in a higher gear and at lower throttle openings than is possible on 100% premium gasoline. In daily commute driving, mostly highway, 100% E85 in a turbocharged car can hit fuel mileages of over 90% of the normal gasoline fuel economy. Tests indicate approximately a 5%-20%increase in engine performance is possible by switching to E85 fuel in high performance cars.
Cold starting
Experimenters who have made conversions to 100% E85 report that cold start problems at very cold temperatures can be avoided by diluting the E85 mixture with additional gasoline. A different approach consists in a special start-up procedure, namely pushing the accelerator pedal by 1/4 prior to turning the key, and letting the engine idle at an elevated rate of around 2000rpms for a few seconds.
Ignition timing
No ignition timing changes are required for a gasoline engine running on E85, but the timings can be pre-poned significantly in order to make use of the higher octane rate of E85 and boost the power output of the engine.
Risks
Corrosion
E85 can cause damage, since prolonged exposure to high concentrations of ethanol may corrode metal and rubber parts in older engines (pre-1985) designed primarily for gasoline. The hydroxyl group on the ethanol molecule is an extremely weak acid, but it can enhance corrosion for some natural materials. For post-1985 fuel-injected engines, all the components are already designed to accommodate E10 (10% ethanol) blends through the elimination of exposed magnesium and aluminum metals and natural rubber and cork gasketed parts. Hence, there is a greater degree of flexibility in just how much more ethanol may be added without causing ethanol-induced damage, varying by automobile manufacturer. Anhydrous ethanol in the absence of direct exposure to alkali metals and bases is non-corrosive; it is only when water is mixed with the ethanol that the mixture becomes corrosive to some metals. Hence, there is no appreciable difference in the corrosive properties between E10 and a 50:50 blend of E10 gasoline and E85 (47.5% ethanol), provided there is no water present, and the engine was designed to accommodate E10. Nonetheless, operation with more than 10% ethanol has never been recommended by car manufacturers in non-FFVs. Operation on up to 20% ethanol is generally considered safe for all post-1988 cars and trucks.
Water contamination
Although water phase separation can be a significant problem in ethanol-blended gasoline fuels such as E10, contamination by small amounts of water does not lead to phase separation in E85 fuel. The fraction of water required to induce phase separation is higher than 20% (by weight).
Air/Fuel mixture problems
Running a non-FFV with a high percentage of ethanol will cause the air fuel mixture to be leaner than normal in carbureted or open loop fuel injection engines, and cause closed loop fuel injection systems to adjust for the increase in oxygen content of the fuel mixture. A lean mixture, when leaner than stoichiometric, could cause heat related engine damage because combustion chamber temperatures can increase with a surplus of air during the combustion event. Some aftermarket E85 conversion kits for modern fuel injected vehicles operate by altering the duty cycles of electronic injectors to help offset air/fuel mixture issues. The effects of surplus oxygen on the catalytic converter may be undesirable, and if too lean the engine will display roughness in operation. If the percentage of ethanol used results in sustained operation in the range between stoichiometric and best power mixture, problems may develop. In this range, between peak exhaust gas temperature and approximately 50 degrees rich of peak, combustion temperatures are at the highest possible, and may exceed the design temperatures for the engine. Detonation margins are reduced, and if operation at elevated temperatures is allowed to persist over considerable periods of time, heat related damage to valves and pistons can occur.
Without in-depth knowledge of the engine's mixture control system and instrumentation to monitor exhaust gas temperature, cylinder head temperature, cylinder pressure, and/or exhaust oxygen content, it is difficult to know whether the engine is operating in the "red" zone, or an acceptable mixture zone. Closed loop fuel injection systems eliminate much of the risk. This is also why the check engine light will illuminate if you mix more than around 50% to 60% E85 by volume with your gasoline in a non-FFV. If this happens, just add more gasoline as soon as possible to correct the problem. (Keep in mind that retail stations dispensing E85 are likley dispening gasoline with 10% ethanol.) These fuel/air mixture related problems will not happen in a properly-converted vehicle.
After-market conversions
After-market conversion kits, for converting standard engines to operate on E85, are generally not legal in U.S. states subject to emissions controls, unless the converted vehicle is independently EPA certified. This is despite the fact that the exhaust emissions from any such converted cars are improved by utilizing higher percentages of ethanol in the gasoline blend.[citation needed] Unfortunately, EPA certification costs in excess of $23,000 and requires proof that the vehicle will maintain low emissions for at least 50,000 miles after the conversion.[citation needed] Most individuals won't give up their vehicles for the requisite 50,000 mile test period. Likewise, conversion kit manufacturers generally don't certify their kits due to the onerous and expensive burden of these laws. The kits would have to be tested with every model vehicle for which they are to be sold. If a kit is already certified as described, the EPA Federal Test Procedure for an individual's conversion costs $750. One can request a reduction of payment of down to 1% of the car's added retail value due to the conversion.
Similarly, U.S. Federal law prohibits the manufacture of many such conversion kits for sale in the U.S. unless they are EPA certified. The origin of this ban dates to when conversion kits for using compressed natural gas were originally sold. The ban was enacted to prevent the sale of such conversion kits due to safety concerns. This ban on the manufacture of kits is at odds with the fact that these kits, once existing, are legal in all states but CA, and most states offer some sort of tax break for converting your vehicle.
One Brazilian after-market kit is available legally in US States that do not have restrictive emission controls. The kit will permit the conversion of 4, 6, or 8 cylinder engines to operate from fuels ranging from pure gasoline to a mix of gasoline and ethanol to pure ethanol, including E85. It operates by modifying the fuel-injection pulses sent to the fuel injectors when in 'A', or ethanol mode instead of 'G', or gasoline mode. (In 'G' mode, no modification to the fuel-injection pulses is performed.) This conversion kit modification serves to extend the control range over which the ECU can adjust the air-fuel ratio to achieve an oxygen sensor reading measured before the catalytic converter that falls within nominal stoichiometric ideal combustion limits. The general belief is that this conversion kit operates in its 'A' mode simply through lengthening the individual pulse-widths of fuel-injection pulses, thereby increasing fuel flow per injection pulse by roughly 30%, whereas in 'G' mode, it acts simply as a straight pass through for fuel-injection pulses. Due to the nature of this kit, it is fully reversible (see below for other approaches).
As of 2009 there are a number of after-market kits available from many different manufacturers, that all more or less work in the same way as the Brazilian kit, some with added features, such as cold start assist for the colder climates of northern US states. Nonetheless, it is still possible to modify existing non-FFV engines to operate on pure E85 without the use of this particular after-market kit.
Carburetor engines
The primary method used to convert non-fuel-injected cars is two-fold. First, any non-compatible rubber parts and gaskets and terne gas tanks and terne fuel lines are replaced. Then, it remains necessary to increase the fuel rate of flow by roughly 25% - 30%. This can be accomplished in one of several different ways, depending on the specific details of the fueling system. In the early 80's auto makers were required to make vehicles ethanol compatible, so most new vehicles will handle E85 with no problem. If a car is converted though, the ethanol will clean out the gunk left over from the gasoline and plug the fuel filter. The fuel filter needs to be replaced after about 600 miles.
For non-fuel-injected engines, this may be accomplished through increasing the diameter of the carburetor running jets to a size that is slightly larger in diameter. The theoretical change is not to increase the hole diameter by 25% to 30%, but rather to increase the area and hence the fuel flow rate by 25%-30%. Hence, the diameter of the jets must be increased by 11.8% to 14%, while keeping the general shapes at the opening of the jets as close to nearly the same as possible. (The idling jet must also be increased in diameter in addition to the running jet, primarily to accomplish successful starting in colder weather.) An excellent starting point, if one doesn't want to experiment with multiple test trials over the 25% to 30% range, is simply to increase the fuel flow by 27%, which just requires increasing the diameter of the jets by 13%.
For older vehicles, an even simpler non-conversion 'conversion' is possible once any non-compatible rubber gas hoses and cork gaskets and such are all replaced with ethanol-resistant materials. For older vehicles with a manual choke, it is possible simply to leave the choke slightly engaged even when the motor is warmed up, and the conversion is complete.
Non-carburetor engines
For converting later-model fuel-injected cars and trucks, fuel injection-pressure boosters can be installed, to increase fuel-injector fuel rate flow. It may be difficult to get your mixture right, plus there is a safety risk of more leaks in your fuel system. Likewise, if you do choose this method, you may lose some of your compatibility with running on pure gasoline, from moving the air fuel mix farther from optimum for what is needed for running on pure gasoline.
The disadvantage of most of the above conversions is the conversion is permanent, without changing out or removing added parts.
Fuel filter
If any of these conversion techniques are used, especially in older vehicles in which there may be rust or other residue present in the fuel tank, it may be necessary additionally to replace the fuel filter within 400 to 600 miles, as ethanol has a tendency to release any trapped rust or gasoline fuel gum or residue, which can cause the fuel filter to become blocked. Once replaced, life expectancy of the new fuel filter should be normal, barring an exceptionally dirty gas tank or fuel system.
Running E85 in a vehicle can actually improve fuel efficiency if the fuel delivery system was especially clogged up. This improvement remains if the vehicle is returned to operation on gasoline only.
Air fuel ratio comparison
E85 fuel requires a richer air fuel mixture than gasoline for best results. Successful conversions generally require up to 60% more fuel flow than when the engine burns 100% gasoline. (In contrast, methanol conversions require even more fuel flow increase than ethanol conversions.) Flexible fuel vehicles additionally impose a wider range of air fuel ratios that must be achieved than what is required for vehicles that operate only on gasoline or ethanol. This is because a wider range of air fuel ratios is required to use all the varying percentages of ethanol and gasoline efficiently that may be present in the fuel tank at any given time.
The nominal (chemically correct) air fuel ratio is 14.64:1 by mass (not volume) for burning 100% gasoline, but in practice the nominal air fuel ratio for most 100% gasoline fuel injection systems ranges from about 14.6 to 14.7 for a typical nominal value, depending on manufacturer, with the ratio of 14.7 being slightly preferred for increasing fuel economy under light load conditions.
Table
The following table shows the range of air fuel ratios typically used for burning gasoline, E85, and pure ethanol (E100) under an assortment of assumed operating conditions:
Fuel
AFRst
FARst
Equivalence
Ratio
Lambda
Gasoline stoichiometric
14.7
0.068
1
1
Gasoline max power rich
12.5
0.08
1.176
0.8503
Gasoline max power lean
13.23
0.0755
1.111
0.900
E10 stoichiometric
14.0 - 14.1
?
?
E85 stoichiometric
9.765
0.10235
1
1
E85 max power rich
6.975
0.1434
1.40
0.7143
E85 max power lean
8.4687
0.118
1.153
0.8673
E100 stoichiometric
9.0078
0.111
1
1
E100 max power rich
6.429
0.155
1.4
0.714
E100 max power lean
7.8
0.128
1.15
0.870
The term AFRst refers to the air fuel ratio under stoichiometric or ideal air fuel ratio mixture conditions. (See stoichiometry.) FARst refers to the fuel air ratio under stoichiometric conditions, and is simply the reciprocal of AFRst.
Equivalence ratio is the ratio of actual fuel air ratio to stoichiometric fuel air ratio; it provides an intuitive way to express richer mixtures. Lambda () is the ratio of actual air fuel ratio to stoichiometric air fuel ratio; it provides an intuitive way to express leanness conditions (i.e., less fuel, less rich) mixtures of fuel and air.
Calculations
Air fuel ratio is always computed on the basis of ratios of mass (not volume). The following is a computation of the theoretical E100 (100% ethanol, C2H6O) air fuel ratio, based on stoichiometric (perfect combustion) principles:
C2H6O + 3 O2 = 2 CO2 + 3 H2O
Adding up the molar mass for ethanol:
(6 x 1.00794) + (2 x 12.0107) + (1 x 15.9994) = 46.0684 grams per mole of ethanol
1 mol x 46.0684 g/mol ethanol : 3 mol x 2 x 15.9994 g/mol oxygen
46.0684 : 95.9964 = 1:2.0838 for the fuel:oxygen ratio for perfect (i.e., stoichiometric) combustion.
Now, oxygen is 20.9% of air by volume, or equivalently, 23.1% of air by mass, assuming that atmospheric gases behave as ideal gases. (See Earth's atmosphere.)
Hence, the theoretical air fuel ratio for E100 (100% ethanol) is:
(2.0838/0.23133) : 1 = 9.0078 : 1
So, for E85 (summer blend), the required air fuel ratio can be estimated as:
0.85 x 9.0078 + 0.15 x 14.64 = 9.8526
Likewise, for E85 (winter blend), the required air fuel ratio can be estimated as:
0.70 x 9.0078 + 0.30 x 14.64 = 10.6975, which is closer to the gasoline air fuel ratio.
Discussion
The estimated required E85 summer blend air fuel ratio compares very closely to the value of 9.765 given in the table. In practice, though, the exact stoichiometric air fuel ratio for gasoline varies as a function of the exact blend of gasoline, which, in turn, is varied by time of year by refineries to increase or decrease volatility, prevent vapor locking, etc., for better matching seasonal climatic changes.
Deviations from stoichiometric combustion computed values are required during non-standard operating conditions such as heavy load, or cold weather operation, in which case the mixture ratio can range from 10:1 to 18:1 for burning 100% gasoline. Slightly wider ranges than even this on the low end of the air fuel ratio, dropping to below 8:1, are required for burning all possible blends of E85 and gasoline efficiently under all conditions of engine loads and inlet air temperatures.
At inlet air temperatures below 15 C (59 F), it is likewise not possible to start the typical internal combustion engine on pure ethanol (E100); for cold engine starts, starting the engine on gasoline and then shifting to E100 can be done. Similarly, for starting a vehicle on E85 summer blend in extremely cold weather, it is likewise required to add additional gasoline during at least the starting of the engine, before switching to burning the E85 summer blend. In practice, it is easier simply to add more pure gasoline to the fuel tank when extremely cold weather is expected, prior to the arrival of the cold weather, to avoid cold engine start difficulties.
Fortunately for those converting non-FFVs to operate on E85, the wide range of inherent air fuel control required for burning pure gasoline is very nearly the same range required for burning many blends of E85 with gasoline up to approximately 60% E85, at least for non-extreme engine loads and non-extreme weather conditions. Hence, the common success seen in practice for burning many blends of E85 with gasoline even in non-FFVs at blends in excess of 50% E85, especially under light engine loads cruising under benign weather conditions.
All of these theoretical stoichiometric combustion estimated values should be taken only as approximations to what may really be required for achieving perfect combustion. The lambda sensor is what ultimately confirms whether stoichiometric combustion is taking place in practice.
Additionally, the ideal stoichiometric mixture typically burns too hot for any situation other than light load cruise. This is the target mixture that the ECU attempts to achieve in closed-loop fueling to get the best possible emissions and fuel mileage at light load cruise conditions. This mixture typically can give approximately 95% of the engine's best power, provided the fuel has sufficient octane to prevent damaging detonation (i.e., knock).
The "max power rich" condition is the richest air fuel mixture (more fuel than best power) that gives both good drivability and power levels, within approximately 1% of the absolute best power on that fuel.
The "max power lean" condition is the leanest air fuel mixture (less fuel than best power) that gives good drivability, acceptable exhaust gas temperatures to prevent engine damage, and power levels within approximately 1% of the absolute best power on that fuel.
Lambda, typically used for referring to lean versus rich air fuel mixtures, is normally measured by the lambda sensor] (also known as an oxygen sensor.)
Depending on seasonal blend variations E85 will weigh approximately 6.5 pounds per U.S. Gallon, having a liquid density of approximately 0.77 - 0.79 g/ml compared to gasoline which has typical values of 6.0 - 6.5 pounds per U.S. gallon and a density of 0.72 - 0.78 g/ml.
References
^ "Sustainable biofuels: prospects and challenges". The Royal Society. January 2008. http://royalsociety.org/displaypagedoc.asp?id=28632. Policy Document 01/08, Figure 4.3
Categories: Ethanol fuel | Engine technologyHidden categories: Articles lacking reliable references from June 2009 | All articles with unsourced statements | Articles with unsourced statements from February 2007 About the Author
I know jet engine makers does a lot of vigorous test by throwning dead chicken on live engines to imitate bird strikes so how come the cactus 1529 engines couldn't take a flock of birds???and don't you think landing on water with gears down would have given hin the extra drag to stop the aircraft bit sooner?
Those GE engines were at maximum thrust for take off, already spooled-up (45,000 rpm) then the flock of GEESE, not birds were sucked into the intakes which broke some of the vanes and the vanes being stronger that Goose flesh did the rest of the destruction to the engines, thusly no forward thrust, hence the immediate loss of alltitude and the quick thinking of the pilot to land in the Hudson river rather than chance a hard surface and maybe an explosion due to full fuel tanks saved all 155 passengers......His experience in the Air Force made the difference and today corporations and employers say "experience does not count".......
Rolls-Royce, How To Build A Jumbo Jet Engine -HQ- (Part 1/4)
Nation's First 100% Mobile Drug Testing Franchise Revolutionizes Testing In The Workplace
(Tampa, FL April 2010) Employee drug and alcohol abuse costs American businesses $81 billion each year in lost productivity. More businesses are cracking down by issuing random drug tests so their workplaces remain drug free. Testing is one weapon in the war against workplace drugs. Still, more than 70 percent of drug abusers hold jobs - that's 9.4 million workers. One of them could be driving your children to school, flying your plane or sitting in the cubicle right next to you. So why is the system failing? And what can be done to fix it?
One entrepreneur says he's created the solution with USA Mobile Drug Testing, the nation's first ever 100 percent mobile drug testing franchise. No more time and productivity wasted sending a wayward employee or candidate off site to a drug testing facility. What's to stop that employee from buying one of the many products on the way designed to throw off the drug test? Not to mention, this process can take several valuable hours.
"We have raised the bar and set a whole new standard for drug testing," says Joe Strom, founder of USA Mobile Drug Testing, who got the idea for his company after relatives in law enforcement complained drug users were getting off scot free because there was no way to drug test on the spot. "We save employers time and money and take the heat off human resources because with one phone call, we come in and handle everything. Our operators are trained to become drug free consultants in the workplace. They train supervisors how to spot drug and alcohol signs and symptoms at work, plus they drug test with the highest level of accuracy and confidentiality. Companies also get lower workman's comp rates for providing random, accurate drug testing."
With USA Mobile Drug Testing, a trained drug and alcohol tester comes right to the workplace. There is no brick and mortar drug testing site needed. If a worker's urine tests positive on the spot, the sample is packaged and sent to a Substance Abuse and Mental Health Services Administration (SAMHSA) certified laboratory and results are sent to a doctor, called a Medical Review Officer (MRO). Once the doctor concludes the sample is either negative or positive due to illegal use, and after a personal phone conversation with the employee, the employer is notified.
USA Mobile Drug Testing is setting a new standard in the industry by providing the first-of-its-kind drug testing compliancetraining credentialcalled the C-USAMDT (certified USA Mobile Drug Tester). USAMDT university courses are offered on line andin St. Petersburg, Fla. Every franchisee goes through a week of training to make sure they are trained, credentialed and well-qualified to provide accurate, reliable, compliant and confidential drug testing.
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The Time Has Come for Mobile Drug Testing
Why mobile? A 2007 study by the U.S. Government Accountability Office found "significant vulnerability" in the U.S. Department of Transportation's (DOT) once highly regarded drug testing sites. DOT tests all federal workers including bus drivers, pilots, flight attendants, railway workers, etc. The undercover DOT investigation of its own 24 drug testing sites found:
A drug user could send someone to take a drug test in their place using a fake ID.
22 of the 24 sites did not adequately follow protocol. 75 percent of the urine collection sites failed to restrict access to items that could be used to adulterate or dilute the specimen, meaning running water, soap or air freshener was in the bathroom during the test.
DOT undercover investigators used drug masking products and every one of them went undetected by the drug screening labs. The investigation concluded that "a drug user would likely use these substances to obtain a passing result on a test."
The DOT has since made drug testing rules more stringent, but Strom says not soon enough.
"If government drug testing sites that test our school bus drivers and pilots were flawed, then the time has come for a better, more efficient way to do it," says Strom. "We will ensure through our training and ongoing internal and external audit process that C-USAMDT technicians are meeting all compliance measures and providing reliable, accurate service."
USA Mobile Drug Testing eliminates error that can happen at drug testing sites because:
Drug testers come right to the workplace to randomly test so employees don't know in advance that they'll be tested.
Testers are trained to take precautions that prevent tampering through drug masking products.
USA Mobile Drug Testing will conduct ongoing audits to make sure franchisees are following all rules and protocol they learned in the USA Mobile Drug Testing University courses to eliminate all procedural error.
Great Business Opportunity
USA Mobile Drug Testing founders are looking to expand the business nationwide and are seeking partners who want to own their own business. It's a unique opportunity because owners work right out of their own homes. There is no brick and mortar facility requiring rent, and no special vehicle. Partners send all paperwork to the corporate office in Tampa that keeps all records for clients.
"This is an affordable business that is recession resistant," says Doug Schadle, the franchise developer who's selling the concept nationwide. "Plus, it's an opportunity to help your community and become a leader in the crusade against drugs."
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USA Mobile Drug Testing is the first and only nationally branded franchise for mobile random drug testing. It was started in 2007 in Tampa, Florida by Joe Strom, a former corporate executive. The University and compliance side of the business is overseen by Sue Clark, MBA, C-SAPA, a world renowned consultant in the drug free work place industry. Strom started the business in Tampa and plans to have franchises throughout the country. USA Mobile Drug Testing provides drug and alcohol testing and related services for corporations (DOT and non DOT), government employers, athletes, schools, and more. USAMDT collects a variety of specimens including hair, saliva and urine, and performs breathalyzer tests. Some results are reported immediately, and lab results are typically available within 24 – 48 hours. All tests results are completely confidential.
FAST FACTS ABOUT DRUG USE IN THE WORKPLACE:
Workers who abuse drugs are:
10 times more likely to miss work than those who are clean and sober
3.6 times more likely to be involved in on-the-job accidents
5 times more likely to file workman's comp claims
33 percent less productive
5 times more likely to cause injuries at work
Responsible for 40 percent of industrial fatalities
*Source: American Council on Drug Education (www.acde.org)
Sobering Statistics
More than 70 percent of drug abusers hold jobs (that's 9.4 million people)
One worker in four ages 18 to 34 has used drugs in the past year
One worker in three knows of drug sales in the work place
Workplace Worries
US Dept. of Health and Human Services latest National Survey on Drug Use and Health (2007):
An annual average of 8.2% full time workers aged 18 to 64 used illicit drugs in the past month and 8.8% used alcohol heavily in the past month.The highest rates of past month illicit drug use were found in the accommodations and food services industry (16.9%) and the construction industry (13.7%).
About the Author
USA Mobile Drug Testing is the first and only nationally branded franchise for mobile random drug testing. It was started in 2007 in Tampa, Florida by Joe Strom, a former corporate executive. The University and compliance side of the business is overseen by Sue Clark, MBA, C-SAPA, a world renowned consultant in the drug free work place industry. Strom started the business in Tampa and plans to have franchises throughout the country. USA Mobile Drug Testing provides drug and alcohol testing and related services for corporations (DOT and non DOT), government employers, athletes, schools, and more. USAMDT collects a variety of specimens including hair, saliva and urine, and performs breathalyzer tests. Some results are reported immediately, and lab results are typically available within 24 – 48 hours. All tests results are completely confidential.
Why does my Vision Go away Sometimes?
Hello im joe and im 16 years old.And ive had this problem for a while now.But i dont get it i have like pilot vision i took the tests 3 times they even congradulated me on my good vision and hearing also theyre like i can be an FBI agent but sometimes i walk down the street and my vison gets all blurry i have to tell my mom i cant see hold up.Like it happened this morning too on the computer i feel like my vision is blurry.I can go from reading small letter 10 feet away from me to not seeing big letters 5 feet from me.I told my doctor this he said i play too much video games and am on the computer alot but i havent played video games in months now.Im not even on the computer alot also.
I've heard that when you are growing, your vision can go in and out, it has happened to me too..hope this helps
Low Pass
US $120.00
