Get yourself some mono component toner and a magnet then, the toner is not in itself magnetic, it has iron filings in it that carry it around for distribution.
The image transfer system is eletrostatic. The toner transport between mag roller and paper is by magnetic roller and what is called a doctor blade to give the so called magnetic brush a constant thickness of toner, (Which is then tranfered to the drum via static charge, and then to the paper) and to stop the toner form escaping.
I am a long time printer tech. Be aware that toner can get damp, and then must be replaced (It conducts the static cherge away causing poor quality). It is not as common as inkjet problems, but does happen.
That said I would never buy any kind of inkjet, they are all crap.
"It's funny how many people don't realize that you can get an HDTV signal with a cheap antenna"
Reminds me of a friend who I visited for dinner a while ago.
Whilst having a smoke in his backyard I noticed a near new TV aerial leaning against his shed.
I asked why, and his story was funny as.
He had bought a set top box and could not get it to work, his daughter suggested he needed a digital aerial. So he went out and bought one, and when he got home and assembled it discovered it was exactly the same as the one he already had.
Boundary layer flow separtion usually occours at high an gles of attack and low speed, the result being a laminar separation bubble forms, and changes with changes of speed.
Irrespective of separation, drag still follows the normal square of speed equation.
On one occasion here in South Aus, a mirage accidentally slipped thru the sound barrier in a dive over the north of Adelaide, where there were a lot of in those days glass covered greenhouses. It cost the airforce a fortune in glass replacement, something like 100K windows!
Ah, token ring, was there anything more amusing than telling the staff during an outage they had lost the token somewhere in their office and should start looking for it.
At least it kept them busy, and not hassling me whilst I fixed the network.
Actually, it is not as disconcerting as you might think, the ASH25 flexes a lot too, and one does not notice after a short time.
The Nimbus 4D, which is the other 25M sailplane has a stiffer wing and is not as pleasent to ride in in my opinion. (Though I have only flown 4 hours in one)
Whilst it is a maginficent acheivement, I am not entirely sure the ETA will ever win World championships. There is a video of Hans Werner Grosse's ETA on you tube, only downdside being it features Jeremy Clarkson.
Glider racing is now speed based, but we use the expression the race is vertical, meaning that it is the glider that acheves the best climb rate that generally wins, all other things being equal.
Its largely a matter of horses for courses, the bigger and stronger the thermals for any given day the higher the required wing loading to take full advantage.
Open class gliders (Most glider classes are span based) have max loading of say 45kg/sqm.
They have some advantage on days where the thermals are weak-medium and large, but suffer on days when the themals are weak-medium and small due to the slow response in roll, considerably slowing the thermal centring process. On stong days they simply cannot keep up with the high wing loadings of the smaller gliders
The ASG 29 in 15m form can be ballasted to 59kg/sqM. In 18M form it has a best L/D of 50, and can achevie and L/D of 30 at 185km/h(100kts)
At the recent Australian nationals, all of the large open class were beaten by an ASG29 in 18M form.
One ASG29 in 18M class acheived a speed of 177km/h over a near 500km course.
I have flown 25 hours in it myself and whilst it is slow in roll the flexibibity of the long high aspect ratio wing makes for a vey comfortable ride. (Think of the wing as a leaf spring, supporting the fuselage)
The ratio of length to chord of a wing is refered to as aspect ratio.
To simplify somewhat, the tip of a wing is always producing a vortex, which reduces the lift contribution of that part of the wing, and increases drag. Winglets are desigend to help reduce this loss.
So the longer the wing the less percentage of it is tip, and the efficency increases.
Hence gliders having high aspect ratio wings.
At low speeds this is good, but at mach speeds a low aspect ratio delta wing gets better results.
It is difficult to make a thin high aspect ratio wing strong due to engineering constraints.(The thinner the wing the more strength required in the main spar which carries the bending loads)
I cant quote a source, but I remember an article some years ago which claimed that with all the advances in design computers, the only a 4% improvement over Concorde was possible.
The SR71 was also a 50's design and is still the fastest aircraft.
Slashdot Mirror
A light lights up saying "Please do not press this button again". HHGTG
(:
Does a turtleneck qualify as sheeps clothing?
Ah Queensland, it is Australias version of Texas.
Religious nuts and crass rednecks a specialty.
Get yourself some mono component toner and a magnet then, the toner is not in itself magnetic, it has iron filings in it that carry it around for distribution.
The image transfer system is eletrostatic. The toner transport between mag roller and paper is by magnetic roller and what is called a doctor blade to give the so called magnetic brush a constant thickness of toner, (Which is then tranfered to the drum via static charge, and then to the paper) and to stop the toner form escaping.
Its standard copier/printer technology.
See http://en.wikipedia.org/wiki/Xerography
This article is about the dual component system,
with a monocomponent the filings are in the toner.
Agreed but with a large drum it will often make the life of the printer.
I have a bunch of Kyocera 1010's that are 5 years old and have never needed a drum.
Phew, I am glad I did not have to work on those Midax engines, that sounds like a very complex and unreliable process.
I gather you were a printer tech at one time too.
I do admin work now, no more dirty hands!
Actually they are not much smaller, if you look for example at the now ancient HP Laserjet 5, it is just as small as any modern printer.
Size is really related to the paper size the printer must handle.
The use of smaller diameter drums and these kinds od fuser does reduce the size a little, but not much.
I am a long time printer tech. Be aware that toner can get damp, and then must be replaced (It conducts the static cherge away causing poor quality). It is not as common as inkjet problems, but does happen.
That said I would never buy any kind of inkjet, they are all crap.
Modern fusers in lasers are instant heat, and require no warm up time(They have a ceramic element)
Older lasers had a heated roller(Via a 800-1000W lamp) that did have a long and relatively expensive warm up time.
Somebody already is. I can buy refill kits for a Samsung CLP 300 that come with a stick on chip replacement.
Nearly all monocomponent toner is abrasive-it has to be, it has iron filings in it to allow it to be carried on a magnetic brush.
Dual component machines use an iron filing based developer and seperate toner, but both methods are abrasive.
AFAIK, there is no laser that does not use soem form of iron filing
A tip, but the printer with the largest drum diameter you can, larger the drum, longer the life.
"It's funny how many people don't realize that you can get an HDTV signal with a cheap antenna"
Reminds me of a friend who I visited for dinner a while ago.
Whilst having a smoke in his backyard I noticed a near new TV aerial leaning against his shed.
I asked why, and his story was funny as.
He had bought a set top box and could not get it to work, his daughter suggested he needed a digital aerial. So he went out and bought one, and when he got home and assembled it discovered it was exactly the same as the one he already had.
Of course there is no difference. (:
"I'm glad you like getting reamed and boasting about it."
Good job they round the corners eh?
Boundary layer flow separtion usually occours at high an gles of attack and low speed, the result being a laminar separation bubble forms, and changes with changes of speed.
Irrespective of separation, drag still follows the normal square of speed equation.
On one occasion here in South Aus, a mirage accidentally slipped thru the sound barrier
in a dive over the north of Adelaide, where there were a lot of in those days glass covered greenhouses. It cost the airforce a fortune in glass replacement, something like 100K windows!
You MUST be joking. I remember being in the top deck of the terminal at Heathrow when the Concorde started to roll. The windows rattled.
You could not hear the other planes in there at all. The Concorde sounded like a continous roll of thunder, it was amazingly loud!
Ah, token ring, was there anything more amusing than telling the staff during an outage they had lost the token somewhere in their office and should start looking for it.
At least it kept them busy, and not hassling me whilst I fixed the network.
(:
Actually, it is not as disconcerting as you might think, the ASH25 flexes a lot too, and one does not notice after a short time.
The Nimbus 4D, which is the other 25M sailplane has a stiffer wing and is not as pleasent to ride in in my opinion. (Though I have only flown 4 hours in one)
Whilst it is a maginficent acheivement, I am not entirely sure the ETA will ever win World championships. There is a video of Hans Werner Grosse's ETA on you tube, only downdside being it features Jeremy Clarkson.
Glider racing is now speed based, but we use the expression the race is vertical, meaning that it is the glider that acheves the best climb rate that generally wins, all other things being equal.
Its largely a matter of horses for courses, the bigger and stronger the thermals for any given day the higher the required wing loading to take full advantage.
Open class gliders (Most glider classes are span based) have max loading of say 45kg/sqm.
They have some advantage on days where the thermals are weak-medium and large, but suffer on days when the themals are weak-medium and small due to the slow response in roll, considerably slowing the thermal centring process. On stong days they simply cannot keep up with the high wing loadings of the smaller gliders
The ASG 29 in 15m form can be ballasted to 59kg/sqM. In 18M form it has a best L/D of 50,
and can achevie and L/D of 30 at 185km/h(100kts)
At the recent Australian nationals, all of the large open class were beaten by an ASG29 in 18M form.
One ASG29 in 18M class acheived a speed of 177km/h
over a near 500km course.
Not this little black duck.
Efficiency was all that was mentioned.
I presume that could be in the form of increased speed or decreased fuel usage or weight.
Aerodynamics has not changed much at all since the 50's.
Remember the SR71 was designed in the 50's and is still the fastest aircraft.
4% improvement is a lot for an aircraft, even though it does not seem much.
As a working figure, 330M per 10KM is an glide ratio (L/D) of 30. Are you claiming an L/D of 600+?
(some types have gone longer, but the extreme flex of that length of wing means that they are impractical)
I am quite sure my friend who owns an ASH 25 (26M span) http://en.wikipedia.o/wiki/Schleicher_ASH_25 would disagree, he flys it nearly every weekend.
I have flown 25 hours in it myself and whilst it is slow in roll the flexibibity of the long high aspect ratio wing makes for a vey comfortable ride. (Think of the wing as a leaf spring, supporting the fuselage)
The largest production glider is the ETA
http://en.wikipedia.org/wiki/Eta_Aircraft_eta
I do however agree that 20M gliders are easier to handle in the air, I prefer the Duo Discus and the
DG 1000 to flying the ASH.
Winglets do reduce the vortex induced drag, but they also increase span loading, allowing the whole outer half of the wing to produce more lift.
I dont have time to find it right now but there are some very good papers by Peter Masak on the design and function of winglets available via google.
The ratio of length to chord of a wing is refered to as aspect ratio.
To simplify somewhat, the tip of a wing is always
producing a vortex, which reduces the lift contribution of that part of the wing, and increases drag. Winglets are desigend to help reduce this loss.
So the longer the wing the less percentage of it is tip, and the efficency increases.
Hence gliders having high aspect ratio wings.
At low speeds this is good, but at mach speeds a low aspect ratio delta wing gets better results.
It is difficult to make a thin high aspect ratio wing strong due to engineering constraints.(The thinner the wing the more strength required in the main spar which carries the bending loads)
I cant quote a source, but I remember an article some years ago which claimed that with all the advances in design computers, the only a 4% improvement over Concorde was possible.
The SR71 was also a 50's design and is still the fastest aircraft.
It seems they did a pretty good job in the 50's.