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ScrotusRex

Shit For Brains
#1
THE WHITE ZONE IS FOR LOADING AND UNLOADING ONLY. IF YOU WISH TO LOAD OR UNLOAD THEN YOU MAY USE THE WHITE ZONE. IF YOU CHOOSE TO UTILISE THE WHITE ZONE FOR LOADING AND / OR UNLOADING PLEASE DISPOSE OF YOUR GARBAGE IN THE RECEPTICALS PROVIDED.

THE WHITE ZONE IS FOR LOADING AND UNLOADING ONLY, MY LITTLE FRIENDS.
 

Sarek

Vuhlkansu Wihs
#2
Hey Scrotum! Welcome back!

Be sure to visit my Resposible pet owners topic and we'll snip those pesky atrophied balls for ya.

Did I say welcome back? :D
 

Panda

New Member
#3
Many early CVT driven cars had disappointing performance. The original Ford Fiesta 1.1 CTX, for example, used 8.2 percent more than the manual transmission version in a city driving environment.[1]
CVTs can compensate for changing vehicle speeds, allowing the engine speed to remain at its level of peak efficiency. This improves both fuel economy and exhaust emissions.
CVTs operate smoothly. This can give a perception of low power, because many drivers expect a jerk when they begin to move the vehicle. The expected jerk of a non-CVT can be emulated by CVT control software though, eliminating this marketing problem.
Since the CVT keeps the engine turning at constant RPMs over a wide range of vehicle speeds, pressing on the accelerator pedal will make the car move faster but doesn't change the sound coming from the engine as much as a conventional automatic transmission gear-shift. This confuses some drivers and, again, leads to a mistaken impression of a lack of power.
CVT torque handling capability is limited by the strength of their transmission medium (usually a belt or chain), and by their ability to withstand friction wear between torque source and transmission medium for friction-driven CVTs. CVTs in production prior to 2005 are predominantly belt or chain driven and therefore typically limited to low powered cars and other light duty applications. More advanced IVT units using advanced lubricants, however, have been proven to support any amount of torque in production vehicles, including that used for buses, heavy trucks, and earth moving equipment.
Because automotive CVTs are automatic, they are stigmatized in regions such as southern Europe which do not generally accept automatic transmissions of any kind. Japan with its generally smaller cars and stop-and-go traffic, has proven a much better market for CVT driven cars.[2]

[edit] Types

[edit] Variable-diameter pulley (VDP) or Reeves Drive
In this most common CVT system, [3] there are two V-belt pulleys that are split perpendicular to their axes of rotation, with a V-belt running between them. The gear ratio is changed by moving the two sections of one pulley closer together and the two sections of the other pulley farther apart. Due to the V-shaped cross section of the belt, this causes the belt to ride higher on one pulley and lower on the other. Doing this changes the effective diameters of the pulleys, which changes the overall gear ratio. The distance between the pulleys does not change, and neither does the length of the belt, so changing the gear ratio means both pulleys must be adjusted (one bigger, the other smaller) simultaneously to maintain the proper amount of tension on the belt.

Diagrams:

Pulley-based CVTs

[edit] Toroidal or Roller-based CVT
(marketed as the Traction CVT, Extroid CVT, Nuvinci CVP, or IVT)

Consider two almost-conical parts, point to point, with the sides dished such that the two parts could fill the central hole of a torus. One part is the input, and the other part is the output (they do not quite touch). Power is transferred from one side to the other by one or more rollers. When the roller's axis is perpendicular to the axis of the almost-conical parts, it contacts the almost-conical parts at same-diameter locations and thus gives a 1:1 gear ratio. The roller can be moved along the axis of the almost-conical parts, changing angle as needed to maintain contact. This will cause the roller to contact the almost-conical parts at varying and distinct diameters, giving a gear ratio of something other than 1:1. Systems may be partial or full toroidal. Full toroidal systems are the most efficient design while partial toroidals may still require a torque converter (e.g., Jatco "Extroid"), and hence lose efficiency.

Diagrams:

Toroidal CVTs
Torotrak IVT

[edit] Infinitely Variable Transmission (IVT)
A specific type of CVT is the infinitely variable transmission (IVT), which has an infinite range of input/output speed ratios in addition to its infinite number of possible ratios; this qualification for the IVT implies that its range of ratios includes a zero output / input speed ratio that can be continuously approached from a defined "higher" ratio. A zero output speed with a finite input speed implies an infinite input-to-output speed ratio, which can be continuously approached from a given finite input value with an IVT. Low gears are a reference to low ratios of output speed to input speed. This ratio is taken to the extreme with IVTs, resulting in a "neutral", or non-driving "low" gear limit, in which the output speed is zero, although, unlike neutral in a normal automotive transmission, the output torque may be non-zero: the output shaft is rigidly fixed at zero speed rather than being freely rotating. Most continuously variable transmissions are not infinitely variable.

Most IVTs result from the combination of a CVT with an epicyclic gear system (which is also known as a planetary gear system, and is termed a power split device in this application) which enforces an output shaft rotation speed which is equal to the difference between two other speeds (perhaps multiplied by some gear ratio, depending on implementation). If these two other speeds are the input and output of a CVT, there can be a setting of the CVT that results in an output speed of zero. The maximum output/input ratio can be chosen from infinite practical possibilities through selection of additional input or output gear, pulley or sprocket sizes without affecting the zero output or the continuity of the whole system. The IVT is always engaged, even during its zero output adjustment.

The term "infinitely variable transmission" does not imply reverse direction, disengagement, automatic operation, or any other quality except ratio selectability within a continuous range of input / output ratios from a defined minimum to an undefined, "infinite" maximum. This means continuous range from a defined output/input to zero output / input ratio.

IVTs can in some implementations offer better efficiency when compared to other CVTs as in the preferred range of operation, most of the power flows through the planetary gear system and not the controlling CVT. Torque transmission capability can also be increased. There's also possibility to stage power splits for further increase in efficiency, torque transmission capability and better maintenance of efficiency of a wide gear ratio range.


[edit] Ratcheting CVT
The Ratcheting CVT is a Transmission that relies on static friction and is based on a set of elements that successively become engaged and then disengaged between the driving system and the driven system, often using oscillating or indexing motion in conjunction with one-way clutches or ratchets that rectify and sum only "forward" motion. The transmission ratio is adjusted by changing linkage geometry within the oscillating elements, so that the summed maximum linkage speed is adjusted, even when the average linkage speed remains constant. Power is transferred from input to output only when the clutch or ratchet is engaged, and therefore when it is locked into a static friction mode where the driving & driven rotating surfaces momentarily rotate together without slippage.

These CVTs can transfer substantial torque because their static friction actually increases relative to torque throughput, so slippage is impossible in properly designed systems. Efficiency is generally high because most of the dynamic friction is caused by very slight transitional clutch speed changes. The drawback to ratcheting CVTs is vibration caused by the successive transition in speed required to accelerate the element which must supplant the previously operating & decelerating, power transmitting element. An Infinitely Variable Transmission (IVT) that is based on a Ratcheting CVT and subtraction of one speed from another will greatly amplify the vibration as the IVT output / input ratio approaches zero.

Ratcheting CVTs are distinguished from Variable Diameter Pulleys (VDPs) and Roller-based CVTs by being static friction-based devices, as opposed to being dynamic friction-based devices that waste significant energy through slippage of twisting surfaces.


[edit] Hydrostatic CVTs
Hydrostatic transmissions use a variable displacement pump and a hydraulic motor. All power is transmitted by hydraulic fluid. These types can generally transmit more torque, but can be sensitive to contamination. Some designs are also very expensive. However, they have the advantage that the hydraulic motor can be mounted directly to the wheel hub, allowing a more flexible suspension system and eliminating efficiency losses from friction in the drive shaft and differential components. This type of transmission is relatively easy to use because all forward and reverse speeds can be accessed using a single lever.

Versatile Manufacturing first introduced hydrostatic drive in 400 swathers. Hydrostatic quickly became popular with swather and combines. Attempts to use hydrostatic in tractors however were less successful. IH hydro suffered from exxcessive cabin noise and many operators complained of not being able to rest their feet on the cab floor due to heat from the pump.

This type of transmission has been effectively applied to a variety of inexpensive and expensive versions of ridden lawn mowers and garden tractors. Many versions of riding lawn mowers and garden tractors propelled by a hydrostatic transmission are capable of pulling a reverse tine tiller and even a single bladed plow. The largest producers of such transmission are Hydro-Gear®, located in Sullivan, Illinois, and Tuff Torq®, a wholly-owned subsidiary of Kanzaki® (aka Kanzaki Kokyukoki), which is a subsidiary of Yanmar. Some transaxles in this class include Hydro-Gear's 310-0510 and T2® and Tuff Torq's K-46.

One class of riding lawn mower that has recently gained in popularity with consumers is zero turning radius mowers. These mowers have traditionally been powered with wheel hub mounted hydraulic motors driven by continuously variable pumps, but this design is relatively expensive. Hydro-Gear®, a joint venture between Sauer-Danfoss and Agri-Fab, Inc., of Sullivan, Illinois, created the first cost-effective integrated hydrostatic transaxle suitable for propelling consumer zero turning radius mowers. An integrated hydrostatic transaxle (IHT) uses a single housing for both hydraulic elements and gear-reducing elements. As of November 2007, Hydro-Gear® remains the only company producing integrated hydrostatic transaxles for consumer zero turning radius mowers in North America. Among the currently produced models are the IZT®, EZT®, and the ZT-2800®.

Some heavy equipment may also be propelled by a hydrostatic transmission; e.g. agricultural machinery including foragers combines and some tractors. However, Hydrostats are usually not used for extended duration high torque applications due the heat that is generated by the flowing oil.


[edit] Hydristor IVT
Main article: Hydristor
The Hydristor torque converter is a true IVT in that the front unit connected to the engine can displace from zero to 27 cubic inches per revolution forward and zero to -10 cubic inches per revolution reverse. The rear unit is capable of zero to 75 cubic inches per revolution. The common "kidney port" plate between the two sections communicates the hydraulic fluid under pressure and suction return in a "serpentine-torodial" flow path between the two Hydristor internal units. The IVT ratio is determined by the ratio of input displacement to output displacement. Therefore, the theoretical range of Hydristor IVT ratios is 1/infinity to +-infinity/1 but real-world ratios are constrained by physics.


[edit] Simkins' Ratcheting CVT
This transmission is an example of a Ratcheting CVT, prototyped as a bicycle transmission, protected under U.S. Patent #5516132. The input is the crank with a round hub integrated with it, and an array of twelve arms that are pivotally mounted to pins in the hub circle. Each arm has a pinion gear mounted on a one way clutch that allows only clockwise rotation of the pinion relative to the arm. All of these pinions are engaged with a large ring gear that is integrated with the chainwheel as the output, and the ring gear / chainwheel assembly is mounted to a mechanism that enables it to be adjusted from a position of concentricity with the crank hub to various amounts of eccentricity with the crank hub. Adjustment of this eccentricity variably changes the output/input ratio from 1:1 to 2.6:1 as the ring gear / sprocket assembly is moved from a position concentric with the crank hub to an eccentric position.

The eccentricity control mechanism is connected to a spring that pushes the transmission into its eccentric high gear position. The largest spread of the arms is indicative of the gear ratio because the spreading arms are the only arms whose pinions (and one-way clutches) are locked and driving the ring gear / chainwheel assembly. Strong pedalling torque causes this mechanism to react against the spring, moving the ring gear / chainwheel assembly toward a concentric, lower gear position. When the pedalling torque relaxes to lower levels, the transmission self-adjusts toward higher gears, accompanied by an increase in transmission vibration. This transmission behaves according to the definition of a Ratcheting CVT.


[edit] Variable toothed wheel CVT
Variable toothed wheel transmission relies on a toothed wheel positively engaged with a chain where the toothed wheel has the ability to add or subtract a tooth at a time in order to alter its ratio with relation to the chain it is driving. The "toothed wheel" can take on many configurations as is listed below in the patent specifications and include ladder chains, drive bars and sprocket teeth. This type of CVT is not a true CVT that can alter its ratio in infinite increments but rather approaches CVT capability by having a large number of ratios, typical 49, as is described in the VW owned German patent application DE10010741A1. The huge advantage of this type of CVT is that it is a positive mechanical drive and thus does not have the frictional losses and limitations of the Roller based or VDP CVT’s. The challenge in this type of CVT is to add or subtract a tooth from the toothed wheel in a very precise and controlled way in order to maintain synchronized engagement with the chain. This type of transmission has the potential to change ratios under load because of the large number of ratios resulting in the order of 3% ratio change differences between ratios, thus a clutch or torque converter is only necessary for pull away. None of this type of CVT is in commercial use probably because of above mentioned development challenges. Other examples of this type of CVT can be found in the following patent specifications: US5406863, WO9404411, US2669885, and WO2005036028.

Diagram and video clip:

iCVT

[edit] Girotto iCVT
The Girotto iCVT is a mechanical transmission with a variable transmission ratio between an input rotor and an output rotor coupled together by means of a coupling freewheel for transmission of the rotary movement, characterized in that it comprises between the input rotor and the output rotor one or more free wheels arranged in cascade with the coupling free wheel and able to transmit to one of the two rotors the rotary movement supplied by the coupling free wheel. "Rotor" is understood as meaning clearly any rotating mechanical part able to transmit, receive or transfer rotary movement.

Publication number:

EP1688645

[edit] History
Leonardo da Vinci, in 1490, conceptualized a stepless continuously variable transmission. [4] The first patent for a toroidal CVT was filed in in Europe in 1886, and a US Patent for one was granted in 1935. [5]

A CVT, called Variomatic, was designed and built by Hub van Doorne, co-founder of Van Doorne's Automobiel Fabriek (DAF), in the late 1950s, specifically to produce an automatic transmission for a small, affordable car. The first DAF car using van Doorne's CVT, the DAF 600,was produced in 1958. [6] Van Doorne's patents were later transferred to a company called VDT (Van Doorne Transmissie B.V.) when the passenger car division was sold to Volvo; its CVT was used in Volvo 340.

In early 1987, Subaru launched the Justy in Tokyo with an electronically controlled continuously variable transmission (ECVT) developed by Fuji Heavy Industries, which owns Subaru. In 1989 the Justy became the first production car in the U.S. to offer CVT technology. While the Justy saw only limited success, Subaru continues to use CVT in its keicars to this day, while also supplying it to other manufacturers[7].

In the summer of 1987 the Ford Fiesta and Fiat Uno became the first mainstream European cars to be equipped with steel-belted CVT (as opposed to the less robust rubber-belted DAF design). This CVT, the Ford CTX was developed by Ford, Van Doorne, and Fiat, with work on the transmission starting in 1976.[8]

The 1992 Nissan March contained Nissan's N-CVT based on the Fuji Heavy Industries ECVT.[9] In the late 1990s, Nissan designed its own CVT that allowed for higher torque, and includes a torque converter. This gearbox was used in a number of Japanese market models. Nissan is also the only car maker to bring roller-based CVT to the market in recent years. Their toroidal CVT, named the Extroid, was available in the Japanese market Y34 Nissan Gloria and V35 Skyline GT-8. However, the gearbox was not carried over when the Cedric/Gloria was replaced by the Nissan Fuga in 2004.

After studying pulley-based CVT for years, Honda also introduced their own version on the 1995 Honda Civic VTi. Dubbed Honda Multi Matic, this CVT gearbox accepted higher torque than traditional pulley CVTs, and also includes a torque converter for "creep" action. The CVT is also currently employed in the Honda City ZX that is manufactured in India.

Toyota used an Power Split Transmission (PST) in the 1997 Prius, and all subsequent Toyota and Lexus hybrids sold internationally continue to use the system (marketed under the Hybrid Synergy Drive name). Although sold as a ECVT it is in fact not such a device as the gear ratios are fixed. The PST allows either the electric motor or the internal combustion engine (ICE) or both to propel the vehicle. The response of the complete system (under computer control) is similar in feel to a CVT in that the ICE speed is relatively low and constant under low power or high and constant under high power.

Audi has, since 2000, offered a chain-type CVT as an option on some of its larger-engine models, for example the A4 3.0 L V6.

BMW used a belt-drive CVT as an option for the low and middle range MINI in 2001, forsaking it only on the supercharged version of the car where the increased torque levels demanded a conventional automatic gearbox. The CVT could also be manually "shifted" if desired with software simulated shift points.

Ford introduced a chain-driven CVT known as the CFT30 in their 2005 Ford Freestyle, Ford Five Hundred and Mercury Montego. The transmission was designed in cooperation with German automotive supplier ZF Friedrichshafen and was produced in Batavia, Ohio at Batavia Transmissions LLC (a subsidiary of Ford Motor Company) until March 22, 2007. The Batavia plant also produced the belt-driven CFT23 CVT which went in the Ford Focus C-MAX. Ford also sold Escort and Orion models in Europe with CVTs in the 1980s and 1990s.

Contract agreements were established in 2006 between MTD Products and Torotrak for the first full toroidal system to be manufactured for outdoor power equipment such as jet skis, ski-mobiles and ride-on mowers.[10]

The 2007 Dodge Caliber and the related Jeep Compass employ a CVT using a variable pulley system as their optional automatic transmission.[11]

The 2008 Mitsubishi Lancer model is available with CVT transmission as the automatic transmission. DE and ES models receive a standard CVT with Drive and Low gears; the GTS model is equipped with a standard Drive and also a Sportronic mode that allows the driver to use 6 different preset gear ratios (either with the shifter or steering wheel-mounted paddle shifters).
 

ScrotusRex

Shit For Brains
#4
Greetings SAREK. And thank you for the warm welcome.

NOW THEN MY LITTLE FRIENDS,

I AM PLEASED TO OFFER TO RENEW YOUR SUBSCRIPTIONS AS SOON AS YOU FILL OUT THE NECESSARY PAPERWORK. OH YES. PLEASE FIL IN EVERY BALNK EVEN IF YOU DO NOT HAVE AN ANSWER OK. IF IT DOESENT APPLY YOU MAY TYPE "N/A" IN THE BLANK.

YOUR SUBSCRUPTION MAY NOT BE RENEWED IF THE FORMS ARE ILLEGIBLE SO IF YOUR HANDWRITING IS NOT VERY NEAT THEN PLEASE ASK THE NEAREST *ADULT OVER 18 YEARS OF AGE* TO FILL IN THE PAPERWORK OK. I CANNOT EMPHASISE ENOUGH THE IMPORTNCW OF FILLING IN THE PAPERWORK AS NEATLY AS POSSIBLE. FAILURE TO DO SO MAY RESULT IN YOUR SUBSCRIPTION RENEWAL BEING DISCARDED UPON RECEIPT.

***A BRIEF REMINDER MY LITTLE FRIENDS OK,,,THE WHITE ZONE IS FOR LOADING AND UNLOADING ONLY. ANY BUSINESS UNRELATED TO LOADING AND UNLOADING MUST BE REMOVED TO A DIFFERENT COLORED ZONE. PLEASE REFER TO YOUR VISITORS MANUAL FOR A COMPLETE LISTING OF THESE ZONES AND THEIR RESPECTIVE DESIGNATIONS OK.
 

ScrotusRex

Shit For Brains
#6
TRY THE NEW EASY PLAN. IT'S GREAT

YEAH THE EASY PLAN. THATS WHAT EVERYONE IS TALKING ABOUT MY LITTLE FRIENDS OK. DO YOU KNOW WHAT IT IS BABY? WELL LET ME HIP YOU TO IT MY LITTTLE FRIENDS BECASUE YOURE GONNA LOVE IT

YOUR SUBSCRIPTION MAY QUALIFY FOR A DISCOUNT WHEN YOU RENEW IT BY HAVING YOUR PAYMENTS AYUTOMATICALLY DEDUCTED FROM YOUR BANK ACCOUTN THROUGH THE EASY PLAN. JUST CONTACT YOUR UBERMENSCHER OR VISIT THE CUSTOMER CARE CENTER. YEAH, YOU KNOW WHERE IT IS. ITS THE CUSTOMER CARE CENTER OK. YOU CAN GO THERE IF YOU WANT TO ABOUT THE EASY PLAN AND THEY WILL HELP YOU OK

IF YOU HAVE ALREADY ENROLLED IN THE EASY PLAN THEN THE DISCOUTN WILL BE AUTOMATICALLY APPLIED WHEN YOU RENEW YOUR SUBSCRIPTION.

REMEMBER, MY LITTLE FRIENDS... THE EASY PLAN IS GREAT. TRY IT. YOU'LL LOVE IT.

PLEASE REMEMBER WHEN RENEWING YOUR SUBSCRIPTION TO MAKE SURE THAT YOUR PAPERWORK IS COMPLETE AND LEGIBLE. ILLEGIBLE RENEWAL APPLICATIONS CANNOT BE READ AND WILL BE DECIMATED ON SIGHT OK.
 

ScrotusRex

Shit For Brains
#7
sAREK, MY LITTLE FRIEND...

IF YOU HAVE LOADING OR UNLOADING TO DO TRY THE WHITE ZONE. YOU'LL LOVE IT. ALSO BE SURE TO READ ABOUT THE EASY PLAN. ITS GREAT. YOU'LL LOVE IT TOO.
 

Kitty

Sinless and Purrfect
#10
Packing
Avoid putting the following in checked baggage:

Valuables (cash, jewelry). Don't rely on suitcase locks; they are easily defeated.
Critical items (medicine, keys, passport, tour vouchers, business papers).
Irreplaceable items (manuscript, heirlooms).
Fragile items (camera, eyeglasses, glass containers). If these must be checked, wrap them carefully in padding.
Perishables.

Carry the above items either:

on your person, or
in a small bag that you carry on board.

Even if a bag is not lost, it may be delayed for a day or two. It is wise to put items that you will need during the first 24 hours in a carry-on bag (toiletries, one change of underwear).

Don't overpack checked bags. This puts pressure on the latches, making it easier for them to spring open.

Your checked bags may need to be opened for a security inspection out of your presence. If you wish to lock your bags, see www.tsa.gov for information on locks that security personnel can open and then re-lock. If you use an unapproved lock and your bag is selected for inspection, the security staff will break the lock if necessary.

Put a tag on the outside of your baggage with your name, home address, and home and work phone numbers. The airlines provide free stick-on tags. Most carriers also have "privacy tags" which conceal this information from passersby.

Put the same information inside each bag, and add an address and telephone number where you can be reached at your destination city.

Carry-on baggage advice:

Check with the airline for any limits it has on the size, weight, or number of carry-on bags. (There is no single federal standard.)
Inquire about your flight; different airplanes can have different limits.
If you are using more than one airline for a trip, check on all of them.
A heavy bag which fits in an overhead bin may still cause the bin to exceed its weight limit.
Don't assume that the flight has unlimited closet space for garment bags; some may have to be checked.
Don't pack anything in a carry-on bag that could be considered a weapon (e.g., scissors, knife).

Return to top



Check-In
Don't check in at the last minute. Even if you make the flight, your bag may not.

Make sure that you get a claim check for every bag that you check. Don't throw them away until your bags are returned. Not only will you need them if a claim is necessary, but you may need to show them to security upon leaving the baggage-claim area. Don't leave them in the seat-pocket on the airplane.

Verify that the agent checking your bags attaches a destination tag to each one. (Remove tags from previous trips to avoid confusion.) Check to see that these tags show the correct three-letter code for your destination airport.

Know where your bags are checked to. They may be checked only to one of your intermediate stops rather than your final destination if:

you must clear Customs short of your final destination, or
you are taking a connecting flight involving two airlines which don't have an interline agreement (e.g., Southwest Airlines does not transfer bags to other carriers).

If you have a choice, select flights which minimize the potential for baggage disruption. The likelihood of a bag going astray increases as the following numbers get higher:

nonstop flights
through flights (one or more stops, but no change of aircraft)
online connections (change of aircraft but not airlines)
interline connections (change of aircraft and airlines)
Buy "excess valuation" from the airline if your property is worth more than the airline's liability limit. This limit is usually $3,000 per passenger for domestic flights ($2,800 for flights before February 28, 2007), or 1,000 "Special Drawing Rights" per passenger on most international trips originating in the U.S. See www.imf.org for the value of the SDR.

Your chances of recovery can be improved depending on where and how you bought your airline ticket. Some credit card companies and travel agencies offer optional baggage insurance; some others provide it automatically.

Return to top



Claiming Your Bags
If your bag arrives open, unlocked or visibly damaged, check immediately to see if any of the contents are missing or damaged.

Report any problems to your airline before leaving the airport. Insist that the airline fill out a form and give you a copy, even if they say the bag will be in on the next flight. Get the agent's name and an appropriate telephone number for following up (not Reservations).

It's not unusual for the airline to take your claim checks when you report the problem; simply make sure this is noted on all copies of the report.

Before leaving the airport, ask the airline if they will deliver the bag without charge when it is found. Also ask about an advance or reimbursement for any items you must buy while your bag is missing.

Open your suitcase immediately when you get to where you are staying. Report any damage to contents or pilferage immediately by telephone. Make a note of the date and time of the call, and the name and telephone number of the person you spoke with. Follow up immediately with a certified letter.



Aviation Consumer Protection Division
U.S. Department of Transportation
 

ScrotusRex

Shit For Brains
#11
WNIPERKITTY MY LITTLE FRIEND

PACKING IS TO BE DONE OUTSIDE THE WHITE ZONE, THE WHITE ZONE IS FOR LOADING AND UNLOADING ONLY!!!!!THIS ARTICLE THAT YOU HAVE POSTED ABOUT PACKING IS VERY INFORMATIVE BU T THE WHITE ZONE IS FOR ITEMS THAT ARE ALREADY PACKAGED AND READY TO BE LOADED OR UNLOADED.

THE ONLY TIME THAT THE PACKAGED ITEMS ARE TO OCCUPY THE WHITE ZONE AT ALL IS IMMEDIATELY BEFORE LOADING OR AFTER UNLOADING. THE LESS TIME THE BETTER. IMMEDIATELY AFTER LOADING OR UNLOADING ALL ITEMS MUST BE REMOVED FROM THE WHITE ZONE IMMEDIATELY TO MAKE WAY FOR OTHERS WHO NEED TO USE THE WHITE ZONE FOR LOADING OR UNLOADING.

ALSO THE WHITE ZONE MUST BE KEPT FREE OF DEBRIS AT ALL TIMES. THERE ARE 3 (THREE) DESIGNATED CANISTERS WITHIN THE WHITE ZONE IN WHICH YOU MUST PLACE ANY DEBRIS. ANY ACCUMULATION OF DEBRIS IN THE WHITE ZONE, NO MATTER HOW SMALL IT MAY APPEAR TO BE, IS PROHIBITED.

THE WHITE ZONE IS FOR LOADING AND UNLOADING ONLY. IF YOU NEED TO LOAD OR UNLOAD TRY THE WHITE ZONE OK. YOU'LL LOVE IT.
 

ScrotusRex

Shit For Brains
#12
Sniper Kitty said:
Put me on your Do Not Call list.
SNIPERKITTY MY LITTLE FRIEND... THE INFORMATION CONTAINED IN THIS SECTION IS DETAILED INDEED. PLEASE TAKE A MOMENT TO REVIEW THIS INFORMATION AND THEN USE THE WHITE ZONE FOR LOADING AND UNLOADING AT YOUR LEISURE. YOU'LL LOVE IT. OH AND PEOPLE ON THE EASY PLAN DON'T HAVE TO WORRY ABOUT THE DO NOT CALL LIST. THATS BECAUSE EVERYTHINGS EASY ON THE EASY PLAN OK

DON'T MAKE A FUSS JUST GET ON THE BUS!

THE EASY PLAN IS CALLED THE EASY PLAN BECAUSE ITS SO EASY OK. ALL YOU HAVE TO IS TUEN IN AND TURN ON. ITS SO EASY THAT YOU WILL WANT TO TELL ALL OF YOUR FRIENDS OK. IF YOU HAVE ANY QUESTIONS JUST POP IN OVER AT THE CUTOMER CARE CENTER AND THEY WILL BE ABLE TO HELP YOU OUT OK.

IF YOU STILL ARENT COMPLETELY SURE ABOUT THE EASY PLAN THEN YOU MIGHT WANT TO CONSIDER THE PLATINUM PACKAGE. IT WILL BE OFFERED SOON OK.

WHATEVER YOU DO JUST MAKE SURE YOUR RENEWAL NOTICE IS LEGIBLE. IF IT IS ILLEGIBLE IT CANNOT BE READ AND IT WILL BE THROWN AWAY. OK THIS ISN'T A BIG PROBLEM IF YOUR ON THE BUS WITH THE EASY PLAN THOUGH,. OH AND TRY THE WHITE ZONE. YOU'LL LOVE IT.

ONLY FOR LOADING AND UNLOADING THOUGH OK. THE WHITE ZONE NOT THE EASY PLAN,