Tuesday, November 29, 2011

How To Pick An Air Compressor For Your Woodworking Shop

!±8± How To Pick An Air Compressor For Your Woodworking Shop

I started out my woodworking career with a quarter-sheet electric sander, quickly graduated to a random orbit electric disc sander and finally realized that I could substantially shorten sanding time with an air palm sander. I settled on a 5" Dynabrade sander and Sears 3HP air compressor. It took me less than an hour to realize my mistake: The little compressor I bought could not begin to keep up air demands of the air sander. It would run out of air pressure almost immediately and the air sander would slow down to the point of being useless. I would then have to wait for several minutes for the pressure to build up again to get another minute of sanding.

To make matters worse, I had three people hired as sanders and so I would need to keep three machines running at top speed all day long. I did some math and discovered that I would need a ten horsepower air compressor with a large tank to do this. I was lucky to find a used one for not too much money but it required three phase power and lots of it. More money went out for an electrician to wire it up to the building's 208 volt 3-phase power. The big air compressor was so loud it could be heard all over the building and down the block but it powered those three sanders from dawn to dusk. The good news is that it paid for itself in saved sanding time very quickly.

Air sanders are aggressive and efficient. They are light in weight when compared to their lesser electric cousins. My sanders took to them immediately and production took off. I was as happy as they were. Soon there was another machine besides the air compressor required having large amounts of air in the shop: an Onsrud inverted pin router. It was also great to be able to blow sawdust of benches and machine while cleaning upon the shop at the end of the day. The compressor was also used to spray finishes on the completed furniture.

Years later, I built a smaller woodworking shop in my home which only required one air sander running at a time. For that shop, I purchased an air compressor half the size and isolated in a soundproof room in one corner of the shop. I ran ¾" galvanized pipe under the shop floor to three regulators at three different convenient locations. The machine I purchased for that shop as a 5 HP Ingersoll Rand model with an 80 gallon tank. At the 80 PSI required by my Dynabrade sander, the compressor would produce enough air all day long. I must say that that compressor was very well built. All I had to do was keep an eye on the oil level in the sight glass. At night, I would turn off the master air valve on the side of the machine, leaving the electricity on, to silence the compressor for the night.

I must assume that, having read this far, you have some interest in using an air compressor to power air tools in your shop. Most likely, a 2-stage reciprocating air compressor will fill the needs of a small to medium shop. As a rule of thumb, a 5 HP air compressor will power one air sander, a 7.5 HP machine will power two and a 10 HP machine will be needed for three sanders.

The size of the compressor's air tank is an important consideration: The smaller the tank, the more often the compressor will need to cycle on and off, This is hard on both the motor and compressor pump over time and it uses more electricity. I would not even consider an air compressor used to power an air sander with less than a 60 gallon tank and I would feel much more comfortable with an 80 gallon tank.

The type of electrical power required by an air compressor is another consideration. If you have three-phase power available at your location, fine. Three phase motors tend to use electricity a bit more efficiently than single-phase motors. Large air compressors will all require 3-phase power but the 5 HP models come either way. If you do not have 3-phase power available, you can manufacture it with a rotary or electronic phase converter as I did in my smaller shop. Whether you use single or three phase power, you will need 230V AC power for single-phase motors and 208 or 220V AC for the three-phase variety. Be sure to check the voltage and amperage requirements of any air compressor before you buy it. Electricians can be expensive.

A two-stage compressor pump is a must for a machine of this size. Two-stage machines have two cylinders, one larger than the other. Air is first introduced into the large cylinder where it is partially compressed and sent to the smaller cylinder for final compression into the tank. As air is compressed, heat is produced and so a good machine will always have a finned intercooler built in.

Compression not only produces heat but squeezes water out of the air which ends up in the tank. Tanks can rust internally over time and if this is not kept in check, the rusted air tank can eventually explode causing tremendous damage and even death. That is why it is critically important to drain the tank of water every day. Most machines come equipped with a drain valve at the lowest point of the tank. If you don't want to spray water all over the floor under the compressor, you may want to consider piping it from the valve to another location such as under the floor or into a drain. Piped water will flow uphill into a sink because it is being pushed out of the tank by compressed air.

You will need at least one regulator and a water trap in line before it. These are not expensive. A regulator allows you to set the correct air pressure for the tool you will be using (say, 80 PSI) instead of tank pressure (say, 175 PSI).

Air output of a compressor pump is expressed in standard cubic feet per minute (SCFM) or just cubic feet per minute (CFM). Not all 5 HP compressors put out the same volume of air per minute. This is a function not only of motor horsepower but also the efficiency of the compressor pump the motor is powering. The higher the CFM, the less your compressor will have to cycle on and off to keep up with the demands you are putting on it. A small compressor pump on a huge tank will produce no more air than on a small tank. The only difference will be in the number of times the compressor cycles on an off each hour and the time it takes to recompress the tank on each cycle. In the end, you need to pay attention to SCFM (or CFM) more than you do motor horsepower or tank size. Air flow is the end product of any compressor and the CFM must be sufficient to the job at hand.

All reciprocating air compressors throw out oil with the air they compress. When the tank reaches it's designed maximum pounds per square inch, a pressure switch will interrupt electrical power to the motor. Simultaneously, a certain amount of oily air will be released into the shop environment. You may see oil collecting on the wall behind the compressor and on the pump and compressor as well over time. This is not cause for alarm but periodic cleaning may be needed.

Reciprocating (piston type) air compressors make noise and this is something you need to plan on for the sake of yourself, your workers and others who surround your location. If quiet is an important criteria, you may want to consider spending the extra money for a screw-type air compressor. Screw-type compressors have no pistons or cylinders. Air is compressed in turbine fashion by a large metal screw, turning at a very high speed. These compressors just purr compared to the reciprocating type but they are very expensive. They sound more like a quiet jet engine than a loud truck motor.

I hope this article has been useful to you. Purchasing an air compressor for your woodworking shop can be a fairly expensive investment when you consider piping, regulators, hoses, water traps, wiring and electricians. You will want to buy a machine that is equal to the jobs you will be doing but no more than that. Buying the wrong air compressor can be a very costly mistake. My intention in writing this has been to give you the knowledge you will need to select the right one.


How To Pick An Air Compressor For Your Woodworking Shop

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Sunday, November 20, 2011

Rapid Change, Quick Change, Convertible Configurations in Vehicles, Aircraft and Logistics

!±8± Rapid Change, Quick Change, Convertible Configurations in Vehicles, Aircraft and Logistics

When the margins get tough, efficiencies are crucial. Whether in airlines, fighting a war or maximizing company and logistical assets.

Problem is efficiency are common and occasional quite frustrating to the Airline Industry, it is a matter of survival, literally. Let us take the “Quick Change Concept” for Commercial Aviation. Recently in Dayton OH the seminar about quick-change problems revealed the inability to adapt such concept to make the most of resources. We believe in efficiencies obviously.

Air Mail has been going on for as long as Commercial Aviation has existed when in Wichita Kansas “Commercial Aviation” was born. Aircraft make good tools for moving freight fast. The first multiple purpose aircraft, which could move people and freight and go from one to the other was the DC-10. Calling it a Convertible concept

[http://www.aerosite.net/dc10.htm]

Where seats could be removed and then it was able to be used for cargo. The DC-6C also was made convertible, but was not really a huge hit. The DC-8 also has some convertible Aircraft uses;

[http://www.cargolion.com/acinfo.htm]

The DC-10 came about when American Airlines put out to bid an aircraft which was roomy like the 747, but could maneuver in tight areas and fly on older runways with less take off space and need to be airborne faster. Also AA wanted a plane, which could carry 250 people.

Both Lockheed and McDonald Douglas decided to meet the offer. The Lockheed Aircraft of course was the L1011. The L1011 sold just about as many as the DC-10 for passenger flight. Eastern, TWA, Delta bought and loved the L1011 as did pilots and those who were scared after some crashes with the DC-10. Even so the US military bought the 10 and used it for flying gas stations, troop and cargo carriers and the airlines bought 30 convertible aircraft and later the Military seeing that Airline industry was cyclical decided to offer incentives when airlines bought DC-10s which could also be used as cargo planes in times of war. That was great until one aircraft had a cargo door come off at altitude and cause all the passengers and aircraft to crash.

In more recent times many 727s and 737s were built to be convertible under the theories of “Quick Change” where aircraft were used during the day for passengers and the seats taken out at night for cargo, then back again every day. This made it easy for airlines to lease their aircraft out at night. Sounds like a wonderful idea to save money, pay for aircraft and maximize utilization. The change over could be accomplished in 2-3 hours or so.

And their have been many different combos called such things as “Combo-Aircraft.” Combo Configurations, Convertible Aircraft and Quick Change Aircraft. Some of the Europeans called them Rapid Change Aircraft. In Rapid Change Aircraft used pallet type seating, although it is doubtful that the average passenger would see that they were sitting on one of four seats per pallet, but that is exactly what they were doing. Israel Aircraft Industries still do this with Jacob Netz. They use the 737 SF. Some turbo Props with regional airlines still do this with C235, DHC 8 –100 and –300s. Also the C-17 and ATR 42/72. even the Russians have been doing this for some time with their Ukraine Antonov 74. The newer Boeing 737-700 w/Cargo can quick change to a 149 passenger airline or 41,420 lbs. On eight pallets

http://www.boeing.com/commercial/news/feature/737qc.html

The US Navy also has some 737-700s C-40 with Quick Change Configuration. One company working with these airlines is Pemco, which seems to be one of the experts in the area of “QC-Quick Change.” The problems of course come into play when a different company runs the aircraft at night running freight while the other company owning the aircraft flys people during the day.

What is the biggest problems are include aircraft not reaching its next day departure airport due to weather. Problems in damage during freight operations. Excessive wear on interiors, since the freight would fly one way and then load interior for passengers, leaving the other interior at the other airport. Of course once the interior is out it is much easier to clean while out of the plane without the worry of mold forming. Mold issues have been manipulated by class action attorneys lately and when you are exchanging the interior in the middle of the night or on a dewy morning, expect some issues.

Problems also occur when or if the aircraft is diverted because of weather to a third airport where no interior is located. Meanwhile first flight the next morning gets cancelled and scheduling gets screwed up and people are upset and the finicky consumer cannot accept this, they have places to be and things to do. An airline in BK or stressed to make payments on the aircraft may have no choice and have to do this program of airfreight at night. It works better when it is the same company, but many times there is no choice. Such quick solutions are usually ill thought and fail, but work short term to get the airline over a hump in a cyclical sector rotation. These time periods due to fuel costs, economic conditions are the bust years for airlines and they must make it through them to make big money on the boom years, if you look at the current fuel prices we will see Bankruptsies anyway in the Airline Sector and many have not fully recovered from previous situations after 9-11. Having a father involved in the Deregulation, and airline for some 20 years after leaving military aviation, it is more real than you can imagine.

In other countries and specifically China and Europe this concept is much more widely accepted and expected to help pay for the aircraft while their markets are more cost competitive for freight. If you will recall Nippon Express, DHL wars and Federal Express. Some much larger aircraft are used for this over there. BA has had many tries at this concept and is currently running a few aircraft in this fashion.

The US Military has aircraft such as the C-17 can carry 102 troops, or be used as a hospital with 54 patients, three helicopters, three tanks or 40 airdrop containers. What we see is a need in aircraft to be multi-use for missions. Some such as the KC-10 can carry people, cargo, or even fuel tanks, or some of each or all of one. This is a completely smart way to run logistics and complete tasks without the huge number of hibernated aircraft sitting and rotting in the desert. Many times components and changes can be made possible by several aviation companies. Even the idea of fighting fires using military aircraft such as C-130s using systems such as AFFS-Modular fire fighting systems is a great example of the need for convertible aircraft.

Now I want everyone to understand that this thought process is my example of my next point. My major point of course is that I believe we can do more with less, faster with the latest computer decision matrix and real time 4-D imaging and respond to threats as fast as they occur and turn off the problems before the get full blown by studying the needs and logistical flows and disruptions prior to the signal. Kind of like preventing an imploding vortex in a hydro-electric power plant or turning off a switch sending a signal at the speed of light before the entire signal has started, simply by using the disruption caused by the event to signal in advance the need to turn it off.

You can solve the worlds problems by watching flows and needs, staying efficient and adapting your strategy for crisis management and continually improving your finite capacity scheduling model to win the missions goals while simultaneously being prepared to take advantage of opportunities when everything appears to be in perpetual Chaos.

All Military equipment no matter what agency should be multi-use whenever possible, without regard to personal egos of any particular agency or inner fighting between Army, Navy, Air force, Marines, Coast Guard or other. Even the DEA, FBI, Border Patrol and now under umbrellas of Homeland Security should be streamlined to pursue such a pattern of operations when ever possible.

Why? Because it leaves us the money to do more R and D and afford more things necessary to accomplish additional and ever increasing missions of public safety. Why am I so intent on this theory? Because I see it in business and because it works. Take Fed Ex as a perfect example, no waste. A pilot will also load a container and a manager will also drive a delivery truck if needed, thus no wasted labor.

We need to have depots in key positions and even in other countries with warehoused equipment. For instance a Humvee is a universal tool. Once used it should be completely cleaned and put in storage in a warehouse. The vehicle should be totally universal no matter what is to be attached. For instance an ELF antenna, 50 Cal Machine Gun, GPS System, whatever can installed rapidly and the hook ups are all the same for all agencies and universal. Plug and play components always using the same adapters, like a PCMIA card slot, USB Port, Parallel Port. Like a 110V outlet in a house or a garden hose thread. Since the DOD has got smart and logistically looked at Wal-Mart Distribution for answers with RFID Chips why not go to the next step? Why waste efficiencies? Economies of scale are what won WWII. Bar coding and satellite pinging GPS location positioning will make it easy to know where each piece of equipment is at all times, anywhere in the world.

It is now possible to keep control of every piece of equipment in the entire military and once all components are the same, then any department can use them, plus once everything is standardized the Microsoft way, the economies of scale come into play and that means cost savings on contracts. It means universal systems, it means easier training and even privatized training. The person no matter what agency department or rank can be trained to use certain types of equipment, most in a simulator department. Such as driving a truck, Humvee, SUV, Generator, Computer, etc. Then when he, she or it needs to learn the specialty stuff that can be done as per local protocols of the Navy, Air Force, Marines or Coast Guard they can do that after wards. This means better training on the basics and specific training on the components. You see?

The most excellent factor in this is the basic life skills such as driving, computers, driving a truck are of value in the civilian force. I like this idea since in any given year 50,000 – 250,000 leave the military for civilian life. Wouldn’t it be great to know that a more disciplined workforce was also able to get work faster thus higher quality people might join our volunteer military. Also the issues with unskilled labor being complained about in places like AZ, NM, CA, GA, MS, LA, TN, FL and even CO might be ended. If you look at the globe and see the most likely future problems and safest and most friendly trading partners you can already see we have bases and areas to do such storage with adequate logistical infrastructure such as shipping, rail, large run ways to rapidly deploy equipment without duplication for each squadron, battalion, division, team. Certain items are specialty, but for most things they just need a troop carrier, Humvee, vehicle, etc. And they can have it faster and we can deliver the same number of units without having all the units or have to replace all the units.

Hibernation services contracts can be awarded to keep everything totally operational ready. We may have to pay more for these services than prior prime contractors have bid to make sure it is done correctly with no hiccups, but in the end we will have saved billions and we can re-invest our savings on the latest materials and R and D on the latest technologies. The delivery system, warehouse systems, standardization and commitment to work together is the key. We can do this and it could be done with simple components first and eventually with nearly everything.


Rapid Change, Quick Change, Convertible Configurations in Vehicles, Aircraft and Logistics

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