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Alfa Laval
Checkout Ebay Auctions For The Cheapest Prices
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 ALFA-LAVAL HEAT EXCHANGER  US $1,700.00
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 Alfa Laval MAB 104 Centrifuge/Separator/Purifier US $7,500.00
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 Alfa-Laval Heat Plate Exchanger US $9,000.00
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 Used-Alfa Laval Disc Centrifuge, Model MMB 304SS 11, st US $14,500.00 |
 MAB 205 S-24 - Alfa Laval Solid-wall Disc Separator US $13,000.00
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 Alfa Laval Purifier MMPX 404 US $11,500.00
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 Alfa Laval Purifier MFPX 307 US $11,500.00
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 Alfa Laval Purifier FOPX 609 US $15,500.00
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 Alfa Laval Purifier FOPX 607 US $14,500.00
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 Alfa Laval Purifier WHPX 510 US $13,500.00
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 Alfa Laval Purifier WHPX 508 US $9,800.00
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 Alfa Laval Purifier WHPX 505 US $7,800.00
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 Alfa Laval Purifier MOPX 209 US $9,800.00
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 Alfa Laval Purifier MOPX 207 US $7,800.00
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 Alfa Laval Purifier MAPX 207 US $7,800.00
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 ALFA LAVAL Ring Set # 7472200 US $19.95
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 USED ALFA LAVAL BRAN + LUEBBE HIGH PRESSURE WATER PUMP HOMOGENIZER, TYPE SHL30 US $10,000.00
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 2.5" X 2" ALFA-LAVAL PUMP, S/S, 1.5 HP US $1,000.00 |
 USED: Alfa-Laval vib-1919fe oil purifier, 304 stainless US $7,500.00 |
 USED: Alfa-Laval VIB-1919FE oil purifier, 304 stainless US $7,500.00 |
 ALFA LAVAL-DE LAVAL CENTRIFUGE UNIT US $34,000.00
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 NIB ALFA LAVAL B43-BNC-AEN-025 SEAL ASSEMBLY SHAFT 984 10227-07 US $16.95
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 Alfa Laval Easyclean Spiral Heat Exchanger US $12,500.00
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 Used-UNUSED- Alfa Laval Gasketed Plate Heat Exchanger, US $12,500.00 |
 Alfa Laval Tri Clover Rotary Assembly 55mm Pump Part US $25.00
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 ALFA LAVAL 700-P-012-K USPP 700P012K US $241.50
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 Lot of (26) Alfa Laval 10CPLO-3-73-1A-U O-Ring New!!! US $58.50
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 Alfa Laval / Saunders Butterfly Valve 8" NRNB11200 US $1,044.00
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 Alfa Laval / Saunders Butterfly Valve / Gear MYNB 112TC US $4,290.00
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 Used- Alfa Laval Thermal Plate Exchanger, 295.1 square US $12,500.00 |
 Used- Alfa Laval Thermal Plate Exchanger, 295.1 square US $12,500.00 |
 Used- Alfa Laval Thermal Plate Exchanger, 743.6 Square US $14,500.00 |
 Used- Alfa-Laval Thermal Plate Exchanger, 59.25 Square US $3,750.00 |
 Used- Alfa Laval Thermal Plate Exchanger, 1834.58 squar US $18,500.00 |
 PLATE HEAT EXCHANGER STAINLESS STEEL 21.1 SQ.FT. ALFA LAVAL US $5,500.00
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 ALFA LAVAL 9611926737 NSFP 9611926737 US $25.00
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 Alfa Laval / Saunders Diaphragm Valve L02-FV-202 2" US $633.00
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 Alfa Laval / Saunders Diaphragm Valve 2" L02-FV-202 US $329.00
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Here are some more information for Alfa Laval:
This article offers some general background information on some well-known Swedish brand names, although some of them may not be commonly recognised as originally Swedish.
Sweden is quite unusual in that, for the size of the country, it has a relatively large number of world-class companies. Until recently, these were largely Swedish owned, and several still are, but some are now owned, wholly or partly, by non-Swedish groups but are still seen as Swedish. However, most of these companies are not familiar to the majority of people because they sell to other industries and not to the general public.
People working in those industries will readily recognise such names as Alfa Laval (separators, heat transfer and fluid handling systems), Aga (industrial gases - now part of the Linde Group), Atlas Copco (compressors, mining and construction equipment), ASEA (electrical equipment - now part of ABB), SKF (world number 1 in ball and roller bearings and seals), SCA (pulp and newsprint, packaging, hygiene products), Sandvik (special steels and high quality tools), Stora - originally the Great Copper Mountain mining company and now part of Stora Enso (world number 1 in paper, packaging and forest products) and Ericsson (telecommunications).
However, there are also some industrial names that are recognizable to the public at large. In no particular order, these include:
Volvo
'Volvo' means 'I roll' in Latin, and its familiar logo is based on the symbol for iron to illustrate the company's early links with the Swedish steel industry.
The general public recognizes Volvo primarily as a make of cars, and the first Volvo car was built as long ago as 1927. Today, however, the car division - Volvo Car - has been spun off as a separate entity, purchased by Ford and now forms part of Ford's Premier Car Division (along with the UK's Jaguar, Land Rover and Aston Martin and the American Lincoln).
The Volvo Group now has no car-making operations and focuses on making heavy trucks (it is number 2 in the world behind DaimlerChrysler and owns Renault Trucks in France and Mack Trucks in the US), buses (where it is also world number 2), construction equipment (graders, excavators, backhoe loaders, etc) and aero-engine components. An additional and well-known division of the Volvo Group is Volvo Penta, which makes power units for leisure boats, workboats, industrial equipment, etc. For more information about the Volvo Group, visit their website at http://www.volvo.com/group/global/en-gb
SAAB
The name is an acronym formed from the initials of Svenska Aeroplan AktieBolag (Swedish Aircraft Company) and the company was formed to develop a Swedish domestic military aviation industry.
The company later began building cars, but SAAB Automobile was devolved in 1990 into a separate entity and bought by General Motors in 2000. For many years, SAAB also made heavy trucks through its subsidiary SAAB-Scania, but Scania was also spun off as a separate company in 1995 (see below)
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The SAAB Group now focuses on aviation, weapons systems, electronics and other systems and represents the major part of the Swedish defence industry. If you are interested, have a look at [http://www.saabgroup.com/en/index.htm]
Scania
Scania was formed in 1891 and since then has delivered more than 1,000,000 vehicles. It merged with SAAB in 1969, but was spun off as a separate company in 1995 when SAAB ceased making both cars and trucks. The company is the world's third largest manufacturer of both heavy trucks and buses and, like Volvo, heavy vehicles carrying its logo are a common sight on British roads. At the time of writing, the German MAN Group is attempting to take over or merge with Scania, which would create a truck and bus group larger than Volvo and second in the world. Volksvagen, which is the largest single shareholder in both groups, has blocked a hostile bid, but is believed to favour a negotiated merger. To read more about Scania, go to http://www.scania.com/
An English science graduate, I learned modern, everyday business Swedish 'on the job' while living and working in Sweden for 11 years. I offer translation from Swedish to 'British' or internation al English as well as English copywriting from Swedish source material. My education and experience means that high-tech subjects are not a problem.
Full details can be found at; www.swedish-into-english.com
Johnson-McConnell agreement of 1966
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The Johnson-McConnell agreement of 1966 was an agreement between US Army Chief of Staff General Harold K. Johnson and US Air Force Chief of Staff General John P. McConnell on 6 April 1966. The US Army agreed to give up its fixed-wing tactical airlift aircraft while the US Air Force relinquished its claim to most forms of rotary wing aircraft. The immediate effect was the transfer of Caribou aircraft from the Army to the Air Force.
Background
General John P. Connell, USAF Chief of Staff
General Harold K. Johnson, US Army Chief of Staff
The value of tactical air transport had been demonstrated in World War II, proving especially valuable in mountainous and jungle regions of the China-Burma-India and Southwest Pacific theaters. In the 1950s, US Air Force recognized this, and emphasised centralized management and control of airlift resources. At the same time, Army theorists considered the possibility of employing aircraft in the traditional roles of cavalry. In the Army's concept, aircraft were responsible to and under the command of the ground commanders. From the Air Force perspective,
the Army is not capitalising on the inherent flexibility of air power. It still wants to use aircraft as artillery pieces having them on call at all levels of command.
By 1960, the US Army had 5,500 aircraft, and planned to acquired over 250 CV-2 Caribou aircraft (de Havilland Canada DHC-4 Caribou). The Army's 1962 Howze Board strongly endorsed the airmobility concept, calling for the creation of air assault divisions equipped with organic aircraft, supported by air transport brigades equipped with heavy helicopters and Caribou transports. To the Air Force, this sounded suspiciously like the Army creating a tactical air force of its own.
The US Air Force opposed the introduction of Caribou aircraft to Vietnam, arguing that the C-123 Provider could carry twice the payload over three times the distance. However, the difference between the two aircraft narrowed under operational conditions, since fuel had to be traded off against payload, and the C-123 required 1,750feet (530m) of runway for take-off, as opposed to the Caribou's 1,020feet (310m). Once in Vietnam, the Caribou's ability to operate into short, unimproved strips soon proved its worth. Starting in July 1962, Caribous began flying two or three sorties per day into Lao Bao a remote camp that was inaccessible to C-123s. By the end of 1965, there were 88 Caribou aircraft in Vietnam, and the Army was considering a proposal to procure 120 CV-7 Buffalo aircraft something the Air Force viewed as a costly duplication of the C-123.
In 1966, the US Air Force began to deploy CH-3 helicopters to Vietnam, on the "informal understanding" that "the Air Force would not attempt to deliver supplies to the Army by helicopter" but "critical shortages of Chinooks temporarily ended doctrinal rigidity". Air Force helicopters found themselves employed on a variety of tasks requiring heavy helicopters beyond their intended role in special air warfare.
The Agreement
In late 1965, private negotiations began between Generals McConnell and Johnson over the transfer of Caribou and Buffalo aircraft to the Air Force. These were encouraged by the Chairman of the Joint Chiefs of Staff, General Earle Wheeler, who wished to avoid involving the Secretary of Defense, Robert McNamara, or the Joint Chiefs of Staff (where the other two services might exert their influence).
The text of the agreement, formally signed by McConnell and Johnson on 6 April 1966, read:
The Chief of Staff, US Army, and the Chief of Staff, US Air Force, have reached an understanding on the control and employment of certain types of fixed and rotary wing aircraft and are individually and jointly agreed as follows:
a. The Chief of Staff, US Army, agrees to relinquish all claims for CV-2 and CV-7 aircraft and for future fixed-wing aircraft designed for tactical airlift. These assets now in the Army inventory will be transferred to the Air Force. (CSA and CSAF agree that this does not apply to the administrative mission support fixed wing aircraft.)
b. The Chief of Staff, US Air Force, agrees:
To relinquish all claims for helicopters and follow-on rotary wing aircraft which are designed and operated for intratheater movement, fire support, supply and resupply of Army Forces and those Air Force control elements assigned to DASC and subordinate thereto. (CSA and CSAF agree that this does not include rotary wing aircraft employed by Air Force SAW [Special Air Warfare] and SAR [Search and Rescue] forces and rotary wing administrative mission aircraft.) (CSA and CSAF agree that the Army and Air Force will jointly continue to develop VTOL aircraft. Dependent on the evolution of this type...(and so on) To get More information , you can visit some products about staircase parts, replica rims, . The Ships Spare Parts products should be show more here!
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Notice of the Annual General Meeting of Alfa Laval
STOCKHOLM----Regulatory News:
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