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Regarding extension of the "community" designation to industry sectors (#2.2, 6.4.4): In principle, the ALAC endorses the GAC position of wanting a special status for TLD names which indicate entire sectors which may be subject to regulation (such as .bank, .pharma, .lawyer). We are unclear about what form of extended evaluation is expected for such applications, and how the evaluation criteria are to be verified and enforced post-delegation. At-Large members have been following the High Security TLD Working Group and applaud its efforts; however its work seems too highly focused only on the financial services industry and might be overkill for other sectors. We are also concerned about the limits of such a designation; for instance, would ".shop" -- a real application-in-waiting -- be affected, since many countries regulate retail sales? We understand the public-protection aspects of such a recommendation but are unsure if its execution is sufficiently evolved to be implementable without incurring significant delay to the new gTLD process. Perhaps this "category" of TLD applications should be delayed until appropriate public-interest concerns and solutions are studied before implementation.

In the Diesel engine, air alone is introduced into the cylinders,instead of a mixture of air and fuel as in the gasoline engine, and thisair is compressed into much smaller space than is possible when using amixture of gasoline and air, which would spontaneously and prematurelydetonate if compressed to this degree. The temperature of the air in thecylinder at the end of the compression stroke of a Diesel engineoperating with a compression ratio of about 16:1 is approximately 1000degrees Fahr., which is far above the spontaneous-ignition temperatureof the fuel used. Accordingly, when the fuel is injected in a highlyatomized condition at some time previous to the piston reaching the endof its stroke, the fuel burns as it comes in contact with the highlyheated air, and the greatly increased pressures resulting from thetremendous increase in temperature brought about by this combustion,acting on the pistons, drive the engine, as in the case of the gasolineengine.

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Summing up, the differences between the Diesel and gasoline enginesstart with the fact that the gasoline engine requires a complicatedelectrical ignition system in order to fire the combustible mixture,whereas the Diesel engine generates its own heat to start combustion bymeans of highly compressed air. This brings about the necessity forinjecting the fuel in a well-atomized condition at the time thatcombustion is desired and the quantities of fuel injected at this timecontrol the amount of heat generated; that is, an infinitesimally smallquantity of fuel will be burned just as efficiently in the Diesel engineas a full charge of fuel, whereas in the gasoline engine the mixtureratio must be kept reasonably constant and, if the supply of fuel is tobe cut down for throttling purposes, the supply of air must becorrespondingly reduced. It is this requirement in a gasoline enginethat necessitates an accurate and sensitive fuel-and-air metering deviceknown as the carburetor.

The fact that the air supply of a Diesel engine is compressed and itstemperature raised to such a high degree permits the use of liquid fuelswith a high ignition temperature. These fuels correspond more nearly tothe crude petroleum oil as it issues from the wells and this factaccounts for the much lower cost of Diesel fuel as compared to thehighly refined gasoline needed for aircraft engines.

The Towle was in the middle of the qualification flights, and thepublicity began to appear about the new airline. Much newsprint wasdevoted to the fact that the Towle was powered by the new Packard dieselengine, and this, of course, made it the only safe airline since all itscompetitors were using the old-fashioned dangerous gasoline. On the lastpayload trip of the Towle the pilot asked me if I wanted to go along,and of course I was delighted. I neglected to mention that I had beenhired by the Adams airline as a mechanic because of my experience inrepairing the corrugated skin of the Ford Trimotor owned by my employer,the Knowles Flying Service. The mere fact that I did many repairs to theairframe did not preclude me from getting my share of the engine worktoo, and since I was already familiar with the Packard diesel, I wasquickly hired by Dr. Adams.

It was not possible to start the engine when the temperature droppedmuch below 32 F unless glow plugs were used. These spark-plug-likedevices, which were only used for starting, had resistance windingswhich glowed continuously when turned on. The additional heat glow plugsprovided made starting an easy matter in the coldest weather; however,they complicated the design of an engine noted for its simplicity, andthey used so much electricity that only a long flight would allow thegenerator to fully recharge the battery. e24fc04721