U303 Automatic Nozzle

U303 Automatic Nozzle

For Heavy Duty, High-flow Truck stop, Bus and Fleet Service If you operate a full-service truck-stop, refuel your own fleet, or manage a card-lock refueling location, the low cost, long life and durability of the 120L high flow nozzle can help increase your productivity, sales and profits.

Warning

Do not use U303 Nozzles with a hold-open device on prepay self- service installations.Using foreign objects to hold-open automatic nozzles could result in failure to shut-off and personal injury.

Materials:

Body: Aluminum

seals: Buna-N, Viton

Main stem seals: Viton Cased Oil Seal / Graphite with Teflon

Main stem: Stainless steel

Color of insulator :

Red Green Blue Yellow Black

Features :

U303A/B Flow rate: 0-120L/m (113/16")

U303C/D Flow rate: 0-90 L/m (1")

Working Pressure: 0.18Mpa

U303 Automatic Nozzles for diesel, kerosene and all kinds of gasoline service.

Easily replaced spout- simply remove the screw.

Spout kits are available from HONGYANG.

Even, smooth, spray pattern- minimizes diesel foaming and false shut-offs.

Three position hold-open device- one finger control of hold-open mechanism means easy setting of flow rate.

Full hand insulator- protects both nozzle and vehicle, and insulates users' hands.Available Colors- color chart on inside back cover

Dual poppet valves- easy to open nozzle against high pressure.

Spout retaining ring- adds extra measure in securing nozzle spout in fill pipe.

100% Factory Tested.

Replacement Parts:

Key Description

1 Spout 1''

2 Spout 13/16''

3 Full hand insulator

4 Lever

5 Lever assembly

6 Diaphragm assembly

7 Main valve assembly

Package:

Net Weight Cross Weight Dimension

16kg/case of 10 19kg/case of 10 45x40x32.5cm/case of 10

Important:

The products should be used in compliance with applicable country, province and local Laws and regulations. Products selection should be based on physical Specifications and limitations and compatibility with the environmentand materials to be handled. HONGYANG makes no warranty of fitness for a particular use. All illustrations and Specifications in this literature are based on the latest products information available at the time of publication,HONGYANG reserves the right to make changes at any time in price, materials. Specifications and models and to discontinue models without notice or obligation.

mp will decrease and ove fuel dispenser rflow valve cut down flowage passed. When need to decrease flow rate, one will reduce openness of nozzle so as to incre fuel dispenser ase the outlet pressure of pump. In that case, openness of valve and returned oil increase due to overflow valve work on spring, the outlet flowage of fuel dispenser is lessened. When the pressure of hydraulic system in fuel dispenser is suddenly increased due to some cause, overflow valve overcome spring strength under high pressure, raise openness and returned oil flowage to reduce pump pressure and protect the hydraulic system. Clockwise turn adjusting bolt of overflow valve given the openness of nozzle is unchanged the flux of fuel dispenser will be increased; anticlockwise turn decrease flux. Performance of vane pump Suction capacity Like other pump the good performance of vane pump should has high suction capacity, excellent stability with less vibration, small transitional volume, low noise, nice reliability and maintainable. These traits depend upon rational structure design, right selection of material and manufacturing level. User’s correct usage and maintenance is very important as well. Vane pump suction capacity mainly lies in the two aspects: suction distance and avoidance of air pocket. Diagram 2-5 is about pump, explaining pump suction distance. Suction distance refers to fuel dispenser’s capacity to suck oil from a certain vertical and horizontal distance, often meaning vertical distance. Keeping suction distance a definite vacuum pressure in pump inlet is prerequisite. When the oil level is high or low in tank pump inlet vacuum pressure is often high. Under such high pressure, overflow valve overcome spring strength increase openness and returned oil. Due to the pressure returned oil in other penetrative section is also increased, the filling flux is cut down consequently. The outlet flux of fuel dispenser becomes zero when returned oil reaches a certain volume. Therefore, when the returned oil of overflow valve and other penetrative s fuel dispenser

dynamically) by th ePS fuel dispenser application in the on-line　　 dialogue with the ho fuel dispenser st.　　 RequestID RequestIDType optional ID of the request for univocal referral. Echo.　　 OverallResult RequestResultType required It gives the result of the requested operation. See above　　 table for detail.　　 diagram　　 Optional. Terminal data contains ISO8583 refence.　　 Attributes Name Type Use Annotation　　 TerminalID TerminalIDType required Terminal reference　　 TerminalBatch BatchCodeType Optional Batch of terminal when the original transaction was　　 performed (it might influence the feasibility).　　 STAN STANtype Optional STAN as given in ISO8583 dialogue.　　 diagram　　 Optional. Necessary when on-line link is involved (also for Online agent but the acquirer will not　　 be the card acquirer but the application countpart)..　　 attributes Name Type Use Annotation　　 AcquirerID AcquirerType required Acquirer identification.　　 TimeStamp xs:dateTime required Timestamp of the hostacquirer.　　 ApprovalCode AuthorisationCodeType optional Acquirer approval code.　　August 2002 IFSF STANDARD FORECOURT PROTOCOL FP319_1.00　　 EPS POS INTERFACE SPECIFICATION　　 fuel dispenser

ENGINEERS are unusuall fuel dispenser y fond of quoting Murphy s law that “if things can go wrong they will� largely because theirs is an uncommonly disast fuel dispenser er-prone profession. This week the accountants at the National Audit Office, a spending watchdog, showed just how costly it can be when large projects go awry. The NAO reckons that upgrading the West Coast Main Line, which runs from London to Glasgow, will cost about £8.6 billion ($15.2 billion). That compares with £2.5 billion in today s money when the project was first approved (see table). Furthermore, most of the money is now coming from the public purse rather than the private sector. The upgrade had fallen into such disarray by 2002 that its projected cost had spiralled out of control, reaching an astonishing £14.5 billion. Such was the scale of the overrun that it contributed to the demise of Railtrack, the privatised owner of the track, and the effective renationalisation of the country s rail infrastructure. The NAO shows how the project and its costs were brought back under control after 2002 but the report also raises some disturbing questions. First, the shiny renovated line with its tilting trains, due to be finished in 2009, may run out of capacity between 2015 and 2020. That could mean yet more calls on the public purse. Second and more perturbing, the report shows how dubious were some of the assumptions used to justify pouring public money into the upgrade. An official study had established in 2004 that for every £1 spent on renovating the line, a total benefit of £2.50 would be generated. The gain included shorter journey times for passengers and less congestion on the roads for everyone else. As such, the project looked attractive compared with, for instance, London s Crossrail, which is forecast to deliver £1.80 in benefits for every £1 that it costs. But the NAO points out that the study left out billions of spending that had already been incurred. The cost-benefit analysis was based on additional spending o fuel dispenser