From: owner-ammf-digest@smoe.org (alt.music.moxy-fruvous digest) To: ammf-digest@smoe.org Subject: alt.music.moxy-fruvous digest V14 #4312 Reply-To: ammf@fruvous.com Sender: owner-ammf-digest@smoe.org Errors-To: owner-ammf-digest@smoe.org Precedence: bulk alt.music.moxy-fruvous digest Thursday, June 11 2020 Volume 14 : Number 4312 Today's Subjects: ----------------- How To Build Your Own Military-Grade Silencer At Home (100% legal) ["Buil] Terrifying Laws May Cripple Your Retirement Savings ["Money Market" Subject: How To Build Your Own Military-Grade Silencer At Home (100% legal) How To Build Your Own Military-Grade Silencer At Home (100% legal) http://incredibles.guru/5ecYbzyBrNJqYOphPXxHZSwOE2xuFkAYYzrGLs6NHwUO7Q http://incredibles.guru/glujSYSWgALfZoBkqU6MGG0nQsYfqgooMrD4_WCflxy3VA an additional rider. BMX bikes commonly have 36 or 48 spoke wheels. Lowrider bicycles may have as many as 144 spokes per wheel. Wheels with fewer spokes have an aerodynamic advantage, as the aerodynamic drag from the spokes is reduced. On the other hand, the reduced number of spokes results in a larger section of the rim being unsupported, necessitating stronger and often heavier rims. Some wheel designs also locate the spokes unequally into the rim, which requires a stiff rim hoop and correct tension of the spokes. Conventional wheels with spokes distributed evenly across the circumference of the rim are considered more durable and forgiving to poor maintenance. The more general trend in wheel design suggests technological advancement in rim materials may result in further reduction in the number of spokes per wheel. Lacing Lacing is the process of threading spokes through holes in the hub and rim so that they form a spoke pattern. While most manufacturers use the same lacing pattern on both left and right sides of a wheel, it is becoming increasingly common to find specialty wheels with different lacing patterns on each side. A spoke can connect the hub to the rim in a radial fashion, which creates the lightest and most aerodynamic wheel. However, to efficiently transfer torque from the hub to the rim, as with driven wheels or wheels with drum or disc brakes, durability dictates that spokes be mounted at an angle to the hub flange up to a "tangential lacing pattern" to achieve maximum torque capability (but minimum vertical wheel stiffness). Names for various lacing patterns are commonly referenced to the number of spokes that any one spoke crosses. Conventionally laced 36- or 32-spoke wheels are most commonly built as a cross-3 or a cross-2, however other cross-numbers are also possible. The angle at which the spoke interfaces the hub is not solely determined by the cross-number; as spoke count and hub diameter will lead to significantly different spoke angles. For all common tension-spoke wheels with crossed spokes, a torque applied to the hub will result in one half of the spokes - called "leading spokes" tensioned to drive the rim, while other half - "trailing spokes" are tensioned only to counteract the leading spokes. When forward torque is applied (i.e., during acceleration ), the trailing spokes experience a higher tension, while leading spokes are relieved, thus forcing the rim to rotate. While braking, leading spokes tighten and trailing spokes are relieved. The wheel can thus transfer the hub torque in either direction with the least amount of change in spoke tension, allowing the wheel to stay true while torque is applied. Wheels that are not required to transfer any significant amount of torque from the hub to the rim are often laced radially. Here, the spokes leave the hub at perpendicular to the axle and go straight to the rim, without crossing any other spokes - e.g., "cross-0". This lacing pattern can not transfer torque as efficiently as tangential lacing. Thus it is generally preferred to build a crossed-spoke wheel where torque forces, whether driving or braking, issue from the hub. Where braking is concerned, the older-style caliper devices that contact the rims to apply braking force are not affected by lacing patterns in this way because braking forces are transferred from the calipers directly to the rim, then to the tires and then to the roadway. Disc brakes, however, transfer their force to the roadway via the spokes from the disc's mounting point on the hub and are therefore affected by the lacing pattern in a manner similar to that of the drive system. Hubs that have previously been laced in any other pattern should not be used for radial lacing, as the pits and dents created by the spokes can be the weak points along which the hub flange may break. This is not always the case: for example if the hub used has harder, steel flanges like those on a vintage bicycle. Wheel builders also employ other exotic spoke lacing patterns (such as "crow's foot", which is essentially a mix of radial and tangential lacing) as well as innovative hub geometries. Most of these designs take advantage of new high-strength materials or manufacturing methods to improve wheel performance. As with any structure, however, practical usefulness is not always agreed, and often nonstandard wheel designs may be opted for solely aesthetic reasons. Adjustment ("truing") There are three aspects of wheel geometry which must be brought into adjustment in order to true a wheel. "Lateral truing" refers to elimination of local deviations of the rim to the left or right of center. "Vertical truing" refers to adjustments of local deviations (known as hop) of the radius, the distance from the rim to the center of the hub. "Dish" refers to the left-right centering of the plane of the rim between the lock nuts on the outside ends of the axle. This plane is itself determined as an average of local deviations in the lateral truing. For most rim-brake bicycles, the dish will be symmetrical on the front wheel. However, on the rear wheel, because most bicycles accommodate a rear sprocket (or group of them), the dishing will often be asymmetrical: it will be dished at a deeper angle on the non-drive side than on the drive side. In addition to the three geometrical aspects of truing, the overall tension of the spokes is significant to the wheel's fatigue durability, stiffness, and ability to absorb shock. Too little tension leads to a rim that is easily deformed by impact with rough terrain. Too much tension can deform the rim, making it impossible to true, and can decrease spoke life. Spoke tensiometers are tools which measure the tension in a spoke. Another common method for making rough estimates of spoke tension involves plucking the spokes and listening to the audible tone of the vibrating spoke. The optimum tension depends on the spoke length and spoke gauge (diameter). Tables are available online which list tensions for each spoke length, either in terms of absolute physical tension, or notes on the musical scale which coincide with the approximate tension to which the spoke should be tuned. In the real world, a properly trued wheel will not, in general, have a uniform tension across all spokes, due to variation among the parts from which the wheel is made. Finally, for best, long-lasting results, spoke wind-up should be minimized. When a nipple turns, it twists the spoke at first, until there is enough torsional stress in the spoke to overcome the friction in the threads between the spoke and the nipple. This is easiest to see with bladed or ovalized spokes, but occurs in round spokes as well. If a wheel is ridden with this torsional stress left in the spokes, they may untwist and cause the wheel to become out of true. Bladed and ovalized spokes may be held straight with an appropriate tool as the nipple is turned. The common practice for minimizing wind-up in round spokes is to turn ------------------------------ Date: Wed, 10 Jun 2020 10:13:14 -0400 From: "Money Market" Subject: Terrifying Laws May Cripple Your Retirement Savings Terrifying Laws May Cripple Your Retirement Savings http://goldfrank.guru/hwBZqdIh8_XSLAelyR-BElIN8deeBonQHfsrpIGO99uUmc-z http://goldfrank.guru/4gI6Z1IfnVfOM8hnWu7t-NvesfNlcGSlSlAVM0jeEV7ImjDu In most situations relativistic effects can be neglected, and Newton's laws give a sufficiently accurate description of motion. The acceleration of a body is equal to the sum of the forces acting on it, divided by its mass, and the gravitational force acting on a body is proportional to the product of the masses of the two attracting bodies and decreases inversely with the square of the distance between them. To this Newtonian approximation, for a system of two-point masses or spherical bodies, only influenced by their mutual gravitation (called a two-body problem), their trajectories can be exactly calculated. If the heavier body is much more massive than the smaller, as in the case of a satellite or small moon orbiting a planet or for the Earth orbiting the Sun, it is accurate enough and convenient to describe the motion in terms of a coordinate system that is centered on the heavier body, and we say that the lighter body is in orbit around the heavier. For the case where the masses of two bodies are comparable, an exact Newtonian solution is still sufficient and can be had by placing the coordinate system at the center of mass of the system. Defining gravitational potential energy Energy is associated with gravitational fields. A stationary body far from another can do external work if it is pulled towards it, and therefore has gravitational potential energy. Since work is required to separate two bodies against the pull of gravity, their gravitational potential energy increases as they are separated, and decreases as they approach one another. For point masses the gravitational energy decreases to zero as they approach zero separation. It is convenient and conventional to assign the potential energy as having zero value when they are an infinite distance apart, and hence it has a negative value (since it decreases from zero) for smaller finite distances. Orbital energies and orbit shapes When only two gravitational bodies interact, their orbits follow a conic section. The orbit can be open (implying the object never returns) or closed (returning). Which it is depends on the total energy (kinetic + potential energy) of the system. In the case of an open orbit, the speed at any position of the orbit is at least the escape velocity for that position, in the case of a closed orbit, the speed is always less than the escape velocity. Since the kinetic energy is never negative, if the common convention is adopted of taking the potential energy as zero at infinite separation, the bound orbits will have negative total energy, the parabolic trajectories zero total energy, and hyperbolic orbits positive total energy. An open orbit will have a parabolic shape if it has velocity of exactly the escape velocity at that point in its trajectory, and it will have the shape of a hyperbola when its velocity is greater than the escape velocity. When bodies with escape velocity or greater approach each other, they will briefly curve around each other at the time of their closest approach, and then separate, forever. All closed orbits have the shape of an ellipse. A circular orbit is a special case, wherein the foci of the ellipse coincide. The point where the orbiting body is closest to Earth is called the perigee, and is called the periapsis (less properly, "perifocus" or "pericentron") when the orbit is about a body other than Earth. The point where the satellite is farthest from Earth is called the apogee, apoapsis, or sometimes apifocus or apocentron. A line drawn from periapsis to apoapsis is the line-of-apsides. This is the major axis of the ellipse, the line through its longest part. ------------------------------ End of alt.music.moxy-fruvous digest V14 #4312 **********************************************