Berkeley Group's cash pile dropped by more than 300 million pounds last year but the company was still ungeared at the end of its financial year in April.
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Given investors' concerns, though, the company said it aimed to reduce the level of gearing to below 10% within six months and to be "generally operating ungeared within 12 months".
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The GO-300 employs a reduction gearbox, so that the engine turns at 3200 rpm to produce a propeller rpm of 2400. The GO-300 produces whereas the ungeared O-300 produces . The GO-300 engine has a TBO (Time Between Overhaul) of only 1200 hours, while 1800 hours is the standard for ungeared O-300 engines. The GO-300 engine also suffered reliability problems as a result of pilots mishandling the engine and operating it at too low an engine rpm.
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The 6-mile (10 kilometer) railway from the sawmill to Hare Creek became known as the Caspar & Hare Creek Railroad. Conventional ungeared locomotive number 2 was purchased for better efficiency on the longer rail line. The locomotive was delivered disassembled on schooners. The largest piece weighed 8 tons.
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It had a fuel tank capacity of 3.5 liters. Like most scooterettes, the Sunny was targeted at teenagers who were eligible to get a driving license for ungeared two-wheelers at 16 years of age. The Sunny was a successful scooterette at that time. Bajaj stopped producing it in 1997.
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Exhaust steam from the centre turbine drove two low-pressure turbines, one on either side, turning wing shafts each with two 40 inch (1,016 mm) screws, at up to 1,000 rpm. (In 1905, the fore propellers were removed from the outboard shafts,Maber, pp. 33–34. which actually improved performance.) The drives were ungeared, and the speeds of the turbines were the speeds of the shafts.
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In 2010, Infratil and New Zealand Super paid for the Shell acquisition and its 17.1% shareholding in NZ Refining with $420 million of equity funding. At the time of the acquisition from Shell, Z Energy had an ungeared balance sheet. The balance of the acquisition cost was met by borrowings by Z Energy. The stake in NZ Refining was sold to Z Energy after the IPO for $100 million.
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As almost all unicycles are ungeared, crank length is a major factor in determining how much force is transmitted to the wheel. Larger wheel diameters (26" to 36") require longer cranks, as do disciplines such as Mountain Unicycling, Trials, Street, and Flatland. These unicycles and disciplines commonly use cranks lengths greater than 125mm. For indoor unicycling such as freestyle or hockey, shorter cranks give a smoother pedaling motion and enable tighter turns without the pedal hitting the floor.
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Design began in July, with only weeks available before the competition, so the monocoque fuselage was of conventional design, with wooden box spars; the ribs however were of duralumin, as were the tailplane, elevators, fin and rudder. The cantilever wings had a span of 34 ft (10.3 m) and they, the tail and the fuselage were fabric-covered. The Satellite was fitted initially with an ungeared Bristol Cherub engine, with which it had a top speed of without a passenger.
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A tube ran transversely across the hull just above the main step, into which the axle of a pair of ground-handling wheels could be inserted. Flight 17 April 1924 p. 223 Deterred from using 32 hp (24 kW) Bristol Cherub flat- twin engines owing to vibration problems, the Cockle began with a pair of V-twin Blackburne Tomtits. Ungeared and so limited to the maximum 2,400 rpm of the propellers, the Tomtits could produce only 16 hp (12 kW).
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Cargo cranes on a US navy container ship A major characteristic of a container ship is whether it has cranes installed for handling its cargo. Those that have cargo cranes are called geared and those that don't are called ungeared or gearless. The earliest purpose-built container ships in the 1970s were all gearless.UNCTAD, 2010, p. 32. Since then, the percentage of geared newbuilds has fluctuated widely, but has been decreasing overall, with only 7.5% of the container ship capacity in 2009 being equipped with cranes.
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The D.IV was designed to test a geared version of the 120 kW (160 hp) Mercedes D.III engine. Unlike the ungeared version, the geared engine was completely enclosed within the fuselage. The airframe basically combined the D.II wing cellule with the D.Va fuselage along with minor alterations to the rudder balance and the horizontal stabilizer. Three examples were ordered in November 1916, but only one was flown, which was tested with several types of propeller, but excessive vibration problems and limited performance increase precluded further development.
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The core of the Pou-Push's fuselage was all wood, with spruce frames and longerons covered in okoumé ply. Composite materials were used for the upper decking and nosecone; the ventral surface was fabric covered. The single seat placed the pilot under the forward wing leading edge, covered by a one-piece removable canopy. An ungeared 22 kW (30 hp) Hirth 276R inline two-stroke engine on top of the rear wing drove a fixed pitch wooden pusher propeller just beyond the trailing edge.
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In many developing nations, such as China and especially India, dry bulk vessels still often lighter so they can meet draft restrictions at ports with no natural deep water access or without channels dredged to sufficient depth to allow safe transit. In dry bulk, lightering can be undertaken one of two ways. If the vessel to be lightered is geared, then it can discharge cargo to smaller, ungeared vessels (typically barges). If the vessel to be lightered is gearless, then floating cranes are often used to transfer cargo to another vessel or barge.
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The engines were also ungeared, leading to high tip speeds and their associated inefficiencies. It was therefore decided to move the engines forward by , provide engine gearing and increase propeller diameters to as much as . The modifications kept the flying boat grounded for a year before restarting flight testing in 1928 but on 26 April, piloted by Victor Lucas, assisted by engineers Denis Provost and Marcel Lecoq and with designer Lewis Quincé observing, it crashed from low altitude into the Loire estuary. Pilot and engineers were rescued but Quincé died.
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As in the Gorcock, power came from variants of the Napier Lion broad arrow 12-cylinder engine. The first Guan had the 450 hp (335 kW) geared Lion IV; the second the ungeared 525 hp (475 kW) Lion VI. A projected third aircraft would have had an inverted Lion, known as the Lioness, but this machine was not built. These engines had their exhaust-driven supercharger (a concept nowadays known as turbocharger) mounted on the nose under the propeller, with much exposed pipework. The radiator was mounted under the fuselage and between the undercarriage legs.
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In an early engineering text a machine is defined as follows: In some fields, mechanization includes the use of hand tools. In modern usage, such as in engineering or economics, mechanization implies machinery more complex than hand tools and would not include simple devices such as an ungeared horse or donkey mill. Devices that cause speed changes or changes to or from reciprocating to rotary motion, using means such as gears, pulleys or sheaves and belts, shafts, cams and cranks, usually are considered machines. After electrification, when most small machinery was no longer hand powered, mechanization was synonymous with motorized machines.
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The rear fuselage, which carried a T-tail, consisted of a narrow boom extended behind the fan duct, supported by triangular-section beams in a cruciform arrangement. The aircraft's wings and horizontal tail surfaces were taken from a Grumman American AA-1, while the vertical tail surfaces were new.Air International February 1977, pp. 62–63. At first the fan was ungeared, which resulted in high noise levels. The engine was replaced by a engine in 1974, and considerable testing was carried out with various designs of fans and reduction gearing in order to reduce the noise to acceptable levels.
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The P.V.7 first flew on 22 June 1917, powered by a 35 hp (26 kW) ungeared Gnat engine, as the geared engine was unavailable. The P.V.7 proved to be tail heavy in the air and difficult to handle on the ground, with its sesquiplane layout and high lift wings being considered unsuitable for such a small aircraft. The Gnat engine proved to be extremely unreliable, with test flights being forced to remain within gliding distance of an airfield. When the P.V.8 first flew in September, it proved superior, although similarly hamstrung by the 35 hp Gnat.
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The Eastchurch Kitten was part built when Harry Busteed, the commander of the Eastchurch Experimental Flight, was posted to the Isle of Grain to take command of the Marine Aircraft Experimental Department, taking Millar and the part built Eastchurch Kitten with him to Port Victoria for completion.Mason 1992, p.110. The Eastchurch Kitten was given the designation P.V.8, with the competing Port Victoria designed P.V.7, named the Grain Kitten, flying first in June 1917. The Eastchurch Kitten did not fly until 7 September 1917, powered by a 35 hp (26 kW) ungeared Gnat engine, as the originally planned engine was unavailable.
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57, (preview of 2006 reprint). Champion had two propeller shafts, the port one being driven from the sternmost engine room and the starboard one from forward. Gearing increased overall engine efficiency, allowing a reduction in boiler and turbine size for a given force provided by the propellers, so the initial design reduced the boiler room size and dropped the nominal developed power from 40,000 shaft horsepower (shp) (29.8 megawatts/MW) to 37,500 shp (28.0 MW). However, during construction modifications were made to again increase boiler capacity and add cruising turbines which returned to the nominal power output of the Caroline class ungeared ships.
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The fuselage of the Ibis is built around four wooden longerons and plywood covered, with single curvature sides and bottom. Pilot and passenger are seated in tandem under a long, single-piece, Junqua-supplied canopy, with the rear seat at the leading edge root of the mainplane; there is storage space behind the passenger's seat. The pusher engine is close to the trailing edge, driving a two blade propeller. A variety of ungeared flat four engines in the 45-60 kW (60-80 hp) can be used; Ibis have flown with Volkswagen 1835 and 1870 cc, Limbach L2000 and Jabiru 2200 motors.
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The Gorcock was a single-bay biplane with strong stagger and unequal span wings, having a strong resemblance to the Gamecock. The inline engine allowed a smoother, longer and more pointed nose and increased the length by about 6 ft 5 in (1.95 m); the span was slightly less than the Gamecock's. The first Gorcock had a Lion IV engine, geared and producing 450 hp (335 kW) and the second an ungeared Lion VIII of 525 hp (390 kW). The radiator was mounted on the fuselage underside, between the undercarriage legs. Both engines drove fixed-pitch wooden two-blade, 9 ft (2.74 m) diameter propellers.
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The United States had acquired the Philippines and Hawaii as territories in 1898, and lacked the British Royal Navy's worldwide network of coaling stations. Thus, the US Navy in 1900–1940 had the greatest need of any nation for fuel economy, especially as the prospect of war with Japan arose following World War I. This need was compounded by the US not launching any cruisers 1908–1920, so destroyers were required to perform long-range missions usually assigned to cruisers. So, various cruising solutions were fitted on US destroyers launched 1908–1916. These included small reciprocating engines and geared or ungeared cruising turbines on one or two shafts.
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During July 1986, IAE confirmed to conduct a preliminary design study for a concept examining a high-bypass engine which used the V2500 core components. This engine, commonly referred to as the SuperFan, had a projected maximum thrust of around 28,000–32,000 lbf while having only 80% of the V2500's specific fuel consumption. Prior to that study, the IAE shareholders Rolls-Royce plc, Pratt & Whitney and MTU Aero Engines had examined several configuration for a high-bypass engine, including several design features like a variable fan blade pitch, a geared fan or counterrotating concepts (geared as well as ungeared). Review of these design studies in June indicated the design of such a high-bypass engine as a single- rotation, geared fan configuration with variable blade pitch.
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In that year the race rode, or more walked, first the col d'Aubisque and then the nearby Tourmalet. Both climbs were mule tracks, a demanding challenge on heavy, ungeared bikes ridden by men with spare tires around their shoulders and their food, clothing and tools in bags hung from their handlebars. The assistant organiser, Victor Breyer, stood at the summit of the Aubisque with the colleague who had proposed including the Pyrenees, Alphonse Steinès. The tour organiser, Henri Desgrange was confident enough after the Pyrenees to include the Alps in 1911. The highest climb in the race was the Cime de la Bonette-Restefond in the 1962 Tour de France, reaching 2802 m. The highest mountain finish in the Tour was at the Col du Galibier in the 2011 edition.Tour de France 2011—The Galibier 1911–2011 . Letour.
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The aircraft was initially fitted with an ungeared Bristol Cherub engine at the Air Ministry's Two-Seater Light Aeroplane competition at Lympne in 1924, where the Satellite was flown by the company's chief test pilot J. Lankester Parker.J Lankester Parker (1896 - 1965) OBE FRAeS Hon MSLAE was Chief Test Pilot at Shorts 1918 - 1945 and from 1943 a Director of Short Brothers and Harland The engine delivered insufficient power to fly with a passenger, so the Satellite, along with nine of the other 18 entrants, failed to meet the competition's success criteria. It was fitted with a tuned version of the Cherub within the week and on 4 October took part in the Grosvenor Cup race, completing the course and finishing in seventh place. It was later fitted with a geared Cherub II, later still with an ABC Motors Scorpion Mk. II engine, both of which greatly improved its performance.
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Engine makers expect propfan implementations to meet community (as opposed to cabin) noise regulations without sacrificing the efficiency advantage. Some think that propfan engines can potentially cause less of a community impact than turbofan engines, because the rotational speeds of a propfan are lower than that of a turbofan. Geared propfans should have an advantage over ungeared propfans for the same reason. In 2007, the Progress D-27 was successfully modified to meet the United States Federal Aviation Administration (FAA) Stage 4 regulations, which correspond to International Civil Aviation Organization (ICAO) Chapter 4 standards and were adopted in 2006. A 2012 trade study projected that noise from existing open rotor technology would be 10–13 decibels quieter than the maximum noise level allowed by the Stage 4 regulations; the newer Stage 5 noise limits (which replaced the Stage 4 regulations for larger aircraft in 2018 and mirrored the ICAO Chapter 14 noise standard established in 2014) are more restrictive than the Stage 4 requirement by only seven effective perceived noise decibels (EPNdB), so current propfan technology shouldn't be hindered by the Stage 5 standards.
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The D-27 would also power the newly announced Yakovlev Yak-46 propfan airliner, which was similar to the Yak-42M competitor but used two propfans instead of three turbofans in the aft fuselage. Three weeks later, Tupolev said that government officials would decide shortly between two D-27 offshoot engines from the Progress design bureau for the final Tu-334 version in 1996: a Progress D-227 propfan, or a Progress D-527 "super contrafan," an ungeared but ducted contra-rotating powerplant with a bypass ratio of 18. Days earlier, the Soviet Union premiered a running propfan engine before Western audiences for the first time, flying an Ilyushin Il-76LL testbed aircraft with one installed Progress D-236 engine to the ILA Air Show in Hannover, Germany. Although the Soviets declined in Hannover to name the aircraft that would use the D-236, an October 1990 article named that geared engine as the powerplant for the final Tu-334 variant, which would compete against the D-27-powered Yak-46 for Aeroflot's Tu-134 replacement order. Work commenced on the Tu-334 in the early 1990s, but proceeded slowly due to funding problems arising from the breakup of the Soviet Union.
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