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Crack Ding - A crack ding is a more serious problem. Usually caused when the board comes in contact with a hard surface at a rapid speed. A crack ding may breach the seal between the fiberglass shell and foam core allowing water to enter the foam core. Over time, the water that enters the foam core will damage the foam causing the water-damaged area of the foam to get heavier and softer. This can result in poor performance of your board and may allow the ding to grow in size.

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What to do... In the event of a crack ding on your board, remove your board from the water as soon as possible and have it repaired by a fiberglass specialist. You can also attempt to repair the board using a fiberglass repair kit available at some hardware stores or online. Since your BOTE board is made using an EPS foam core, be sure you only use an epoxy resin based repair kit.

If your BOTE board appears to be suffering from water damage to the foam core, inspect the surface of your board for dings or cracks in the fiberglass shell. If you discover a crack or ding in the fiberglass, take appropriate action described in the 'Dings' section above.

Hairline cracks may develop in the accumulator housing of the transmission (mechatronic unit). The crack may lead to an internal leak, which, in turn, may lead to insufficient transmission oil pressure. If this happens, the transmission warning light will illuminate in the instrument panel. If the warning light is ignored and the vehicle is driven, the clutch may not engage. Failure of the clutch to engage may cause a sudden loss of power to the wheels, potentially leading to a vehicle crash.

Relays in the engine compartment fuse box may have been pre-damaged. Damage to the relay may cause a reduced clearance between the electrical contacts of the relay potentially causing inadvertent electrical contact within the relay and unintended operation of the vehicle components, in this case the vehicle horn and/or the engine starter. A starter and/or horn which activates by itself, and is not detected by the customer, may present a risk of fire due to overheating during extended operation.

Customers frequently ask whether its a good idea to repack the life raft themselves. Steve Harvey, owner of Air-Sea Safety & Survival Inc., a survival equipment service center in Charleston, S.C., emphasizes that life raft repacking is a highly skilled service. Its not a job where you walk in off the street and start repacking life rafts, he said. Most manufacturers require a one-year apprenticeship.

To find out what a life raft repacking entails, Practical Sailor observed the repacking of a five-year-old, eight-person Viking recreational-grade life raft at the Landrigan service center in Boston. The inspection was conducted by technicians Chris and Patrick Quill. (PS was also given a tour of the Winslow life raft service facility in Florida to observe and photograph its inspection process.)

The Quill brothers snipped open the two plastic bands that held the gasket-rimmed hardshell case tightly closed. With the lid opened, they examined the vacuum-bagged raft. Using blunt scissors, they cut away the bag, which looked like a shiny space blanket, to expose the international orange-colored folded raft and the single, pressurized carbon-dioxide inflation cylinder, which was secured into place with two thin lines. They also inspected the valve on the vacuum bag itself, which is essential for sucking air out of the bag during repacking. Although that valve will be replaced along with a new vacuum bag, inspecting these valves and recording the wear pattern helps give manufacturers a better picture of their durability in the field.

Some manufacturers recommend emptying, testing, and recharging the gas cylinder during each three-year repacking interval. The reason: If the repacking company issues a new three-year certificate of compliance immediately following the third-year inspection, everything inside the life raft is technically still good for another three years. However, since the DOT-mandated hydrostatic test is required every five years, the gas cylinder would be one year beyond its recommended five-year inspection interval.

After the initial visual inspection, the raft was inflated with compressed air to check for leaks or damaged seams. The inflation process is more complicated than one would think. Multi-tiered compressors push the air into the raft. During the process, moisture is removed by a series of dryers. The goal is to inflate the raft with bone-dry air. Any moisture introduced to the inside of the raft during the inspection process could stay in the raft as it is repacked, and this could accelerate deterioration. The U.S. Coast Guard conducts spot checks of life raft service centers and measures the moisture content. If the moisture content is too high, the repacking operation can be shut down.

At Landrigan, its costs about $600 to repack the typical four-person to eight-person recreational life raft three years after purchase. At the six-year inspection, the cost increases to $1,000 because more supplies must be replaced. The repacking costs return to $600 at the nine-year mark.

Shipping to and from a certified repacking company is another consideration because compressed gas and lithium batteries are regarded as hazardous materials, which will push up the cost and the governmental red tape. LRSE picks up and delivers from Maine to New Jersey for a fee of $150 each way. It also has an agreement with the West Marine retail chain in which life rafts can be dropped off and picked up at one of the stores for a round-trip fee of $90. Shipping a recreational raft, presuming it can be properly packed by the owner and the potentially hazardous materials inside clearly documented, costs about $150-$200.

At the average repacking station, turnaround time for repacking a leisure raft can vary greatly. If you are planning to have a raft packed in the spring, just as the North American sailing season kicks off, or late fall when many cruising sailors are heading to the Caribbean, you should allow at least three to four weeks.

Skidrow and RELOADED are two iconic game-cracking groups. This likely served as inspiration for the people running Skidrowreloaded.com, which is a blog-style release site featuring popular game releases.

Hairline cracking within concrete block walls, often referred to as stair-step cracking or mortar joint cracking, is an example of an imperfection or distress but does not typically compromise structural integrity. Hairline cracking within concrete block walls is the result of internal stresses resulting from shrinkage, creep, and thermal expansion and contraction; all of which are anticipated, can be predicted, and need to be accounted for in design and construction.

In order for concrete masonry to structurally perform as intended, to transfer vertical loads and to resist lateral loads, the walls must be restrained. This restraint is accomplished by structurally connecting the wall to the foundation as well as other components such as pilasters and bond beams. In addition to connecting the walls with the foundation and bond beams, walls are typically constructed integrally at corners and at changes in geometry. All of these locations, although necessary for the proper structural performance of the wall, result in restraints within the wall which induce stresses as the wall experiences shrinkage. As with plain concrete, concrete masonry is strong in compression but weak in tension. Therefore, restrained tensile forces often lead to cracking as the wall acts to relieve the stress.

When concrete masonry shrinks the cracking that results will form different patterns depending on where the wall acts to relieve the stress. Typically, shrinkage cracks manifest themselves at changes in material, changes in geometry (such as openings for windows or doors), and adjacent to corners. Their patterns can be either in a stair-step, horizontal, or vertical configuration. Cracking can also occur along the interface of different components within the wall such as the foundation-to-wall interface or the wall-to-bond-beam interface. Cracks at these locations are typically horizontal in nature (refer to Figure 1).

OPENINGS AND LINTELS: Stair-step cracks will also develop at the corners of door and window openings. This occurs because larger openings create geometry changes within the wall assembly that serve to concentrate shrinkage stresses. This same phenomenon exists with other materials, like steel and wood. In these materials, the size and location of holes are restricted so as to minimize stress concentration or localized stress increase. In concrete masonry, as the wall undergoes its anticipated shrinkage, the stress developed at the corners of the door and window openings will often result in either a stair-step, diagonal, vertical, or horizontal crack depending on the configuration of the wall.

Horizontal cracks typically develop along the interface between precast concrete lintels and those portions of the wall supporting them. This occurs when a window opening creates a perforation within the wall section, similar to a control joint in a floor slab. As the wall sections on either side of the opening shrink and attempt to pull away from the opening, stress builds up along the precast lintel that is bridging the two wall sections. This condition results in horizontal friction or shearing of the mortar between the wall and the precast lintel.

REINFORCED CELLS: Vertical cracks typically occur within the field of a wall or alongside reinforced openings. This occurs when internal stresses associated with shrinkage causes cracking between the internally reinforced grout filled cells and the adjacent unreinforced sections. Varying material properties relate directly to varying material strengths. In the case of concrete masonry assemblies, a typical concrete block has a compressive strength of roughly 2000 psi as do most common mortars. Grout, however, can range in compressive strength from 3000 psi to more than 5000 psi. These varying strengths result in varying behavior and performance. It is this fluctuation and resulting change in volume that creates internal stresses. As the volume of the wall changes and shrinkage stresses build, cracking occurs between the much stronger reinforced grout-filled cell and the adjacent unreinforced sections. 2ff7e9595c