The Elevator has a dedicated elevator to get supplies to the bar and restaurant. If the lift breaks down, the eatery must share another elevator with the residences below. (George Pimentel)Making sure everything is in the right place at the right time requires meticulous inventory sheets and constant radio communication. “In a traditional restaurant, you have the main line in front, and production behind the main line. Ours are 1,100 feet apart,” says Peter George, 360’s executive chef.
Depending on the tower, elevators themselves can pose problems. The One Eighty has a dedicated elevator, but if that breaks down, the restaurant is forced to use its backup – one that’s usually used by the 50 residential floors below. At Canoe, to get deliveries or to retreive something from their underground dry storage, staff and suppliers might have to fight for the two first-come-first-serve freight elevators – one of which can be sidelined for hours at a time for tenant move-ins.
Once you reach the top, things should be just like every other restaurant, right? For diners, yes, things usually appear to be. It’s a different picture for chefs and cooks. You won’t find gas stoves at Canoe, The One Eighty, or 360. “Having gas on the 54th floor is extremely high-risk,” says Canoe’s Mr. Jackson. Both his restaurant and 360 cook by induction instead, which frustrates some chefs, but certainly has its benefits. “The kitchen is a lot cooler on a daily basis,” 360’s Mr. George says.
The CN Tower's 360 has an impressive wine cellar and dining space. Much of the food preparation happens in less rarified air: at the base of the tower. (CN Tower)
Induction might not be what all chefs are used to, but Mr. George insists his team has grown to love the magnetic means of cooking. “There’s an unbelievable amount of control,” he says.Chefs at The One Eighty, meanwhile, can use their unusual circumstance to make creative meals with a pizza oven. “It gives them the flexibility of doing something we normally couldn’t in an environment like that,” Mr. Centner says.
And then there’s the view, which is under immense pressure to be kept bright and squeaky-clean. Canoe’s windows are washed quarterly, though Mr. Jackson wouldn’t mind it being more frequently. But that would not only squeeze Canoe’s already-tight margins – it could potentially violate the contracts it has with its landlord.
The tower-topping 360 has to bring supplies and staff up the same six elevators everyone else uses. (CN Tower)
Weather, however, is less predictable. But Mr. Jackson says that Canoe’s brand alone helps keep reservations up even when fog or sleet descends on Toronto. “If it’s a foggy day, it’s like rain on your wedding day,” he says. “You don’t really have the opportunity to change the date if you plan to come.”There are, however, fewer window-seat requests when the weather’s a nuisance. And that can be a good thing, in its own way. “It allows people to focus on the food and the service, which is what actually keeps people coming back.”
All lifts installed by Passenger Lift can be fitted with our state of the art remote monitoring system, the i-COM. This allows the customer to know exactly how their lift is performing with information such as energy usage, lift usage and breakdowns being monitored. It allows the engineer to begin fault finding before attending site and helps to plan condition based maintenance.
The Valve seat is probably the most misunderstood mechanical part on a motorcycle and many small engine machines. All engines require a proper mixture of air and fuel for combustion; the strange device known as the carburetor controls the ratio of the fuel/air mixture entering the engine. This sounds simple enough, but there are many carburetor parts that, if not set properly, will at best cause the bike to run badly, or at worst keep it from running at all. The correct ratio of fuel and air is crucial for engine performance.
Remove the float bowls and blow residual fuel (if any) away with shop air or let air dry. The flow bench should not have anything flammable introduced to it.Attach metering body to the gasket (using spacers) with bowl screws on the primary and secondary sides of the carburetor. Remove the power valve, if used, and plug off PVCR (power valve channel restrictions) with tape.Verify the secondary opens to WOT by bending the secondary link (if used).
Place the carburetor on the carburetor flow test adapter and install it on the flow bench. Most carburetor test kits use an additional vertical manometer to measure signals.Place the throttle in the WOT position, and secure it there for the test.The vertical manometer is connected to the main jet area (so that the measurement is through the main jet well and the full circuit).
Turn on the flow bench, and adjust the flow bench to read 8.2 inches (this corresponds with the 12.2:1 A/F ratio) H2O on the auxiliary vertical manometer. Read the flow: In this example, the primary flowed 77.175 cfm.Multiply the flow at the 8.2-inch H2O signal by 8.2 percent. (77.175 x 8.2 percent = 6.32835)
Refer to the fuel sheet chart, and look for a number closest to that found in Step 8. (In this case, 6.319 refers to a 71 main jet.) Repeating Steps 1 through 8 for each of the carburetor venturii is required in order to find the jet that each should run. On the secondary side of the brother-in-lawed carburetor, the jet size ended up being a 74 main jet (82.83 x 8.2 percent = 6.792), and the nearest number on the fuel sheet chart is 6.709.
After the carburetor is mounted on the flow bench, the metering body is placed into service on the carburetor with gaskets, and the main circuit is tested. This method of testing takes into account all the air bleeds and modifications that your well-meaning brother-in-law might have done. This particular carb is one that has been modified with special shear nozzles. Without this type of testing, the main jet calibration would have been a guess.
Steve Zicht, the never-give-up carburetor and calculator guy, applies his test methods to a modified carburetor on a dry airflow bench and gets excellent results by applying the calculations you can use in the text. Steve did something that others said: "...was impossible to do." Steve wore out many handheld calculators to prove how a simple flow bench can provide very useful carburetor bench-tuning results.
Barely visible on the flow bench is the critical Fuel Calibration Sheet, which is used as a reference for sizing the appropriate jet on the carb being tested. The Zicht test method references Comp Cams' MaxJets because of flow accuracy, however, regular jets can be used, but with less precision. Normal main jets are roughly three to four percent different in flow per number. This test method can measure down to half-percent flow increments, so MaxJets were chosen as a baseline standard.
To get more and detailed information regarding any type of Carburetor needle valve and Carburetor seat valve, visit our website zjautoparts.net. All types of Carburetor float information are available on the website regarding different series of the carburetors, how to identify them and troubleshoot them.
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