Powder Coating Color Sign-Off: Fill & Download for Free

Both the Leg Gaurds are of stainless steel, so it should not matter with respect to longer use.I have been useing stainless steel one without powder coat and it still looks fine, without rust and any signs of cracks on weldings.Color would matter only for it to match with your bike color.Instead of color check for which desgn you need. If its thunderbird then go for Trapezium design or octogon design and dont go for airfly(butterfly) design as the later causes hurdle while you move your leg off and on ground. Fit the gaurd temporarily and check your seating position such that leg gaurds dont cause hurdle to feet.

Neon was discovered in 1898 by William Ramsey and M.W. Travers. Neon is classified as a noble gas, along with argon, xenon, radon, helium and krypton. Noble gases are non-reactive and stable. Neon was the first gas used to make light, which is why all gas-filled tubes are now called neon lights. These gas-filled tubes can last between 8 and 15 years. Neon lights are used primarily as neon signs, although they are also used for decoration; some people put neon lights under their cars or use them as nightlights under the beds of children. The very first neon sign used for advertising in the United States was introduced in 1925. Neon signs can contain as many colors as the designer wants, using a combination of straight gas, mixed gases and elements, colored glass tubing and fluorescent tubing. Each letter or element of the sign is made separately and kept sealed from the rest of the sign. This allows many different colors to exist in one sign. When an electrical currant is applied to a neon light tube the atoms belonging to the gas are knocked out of their orbit. The free electrons collide with each other and are sent back to the atoms. As the free electrons are absorbed by the atoms they produce energy. This energy produces the light. Each gas used in neon lights has its own color. Neon is red, helium is orange, argon is lavender, krypton is gray or green, mercury vapor is light blue, and xenon is gray or blue. Mixing gases and elements added to a neon light creates different hues. Baking fluorescent powders onto the inside walls of the glass tubes also modifies the colors and shades of the finished neon sign. Colored glass tubes are also used for the same effect. Neon signs are popular for advertising because of their eye-catching colors. Neon was the first inert gas used in signs, so all lighting of this kind is still referred to as neon lighting even though there are a number of other inert gases now used. Different inert gases create different colors, including purple. Argon is a gas used in neon signs to produce various shades of purple or lavender. Argon can also be mixed with other elements to create a variety of other colors. Argon, like neon, is one of the inert, or noble, gases. They are called inert because they do not typically bond with other atoms, and maintain their molecular structures. Forced reactions cause argon and other inert gases to glow. The chemical symbol for argon is Ar and its atomic number is 18. Discovered in 1894, argon makes up about 1 percent of the atmosphere. The name argon is derived from the Greek word “argos,” meaning inactive. Inert gases such as argon create the familiar neon glow when they are forced to react. These reactions occur when voltage is added to the gas in a sealed tube. This sealed tube becomes the neon light. When used in neon signs, other inert gases create different colors. Neon glows red, mercury glows blue, and krypton glows green. Gold light comes from helium, and xenon creates a gray or bluish-gray color when used in neon signs. Neon is a stable gas that is found in abundance in the universe, but is only a small percentage of the Earth’s atmosphere. Since the early 20th century, it has lit signs for motels, gambling casinos and diners, yet a popular misconception exists that all brightly lit signs made by glass tubes are neon signs. Pure neon gas glows bright red-orange when placed in a vacuum and an electric current runs in its presence. Neon signs that have colors other than red-orange have other gases included. Although people refer to signs as “neon” signs, if the color of the sign is not red-orange, then it is not neon. Common elements partnered with neon in these signs are argon gas, small amounts of mercury, krypton, helium or xenon. Argon, when lit, is lavender, but with a tiny drop of mercury, produces ultraviolet. Helium produces orange-white, krypton produces greenish-gray, mercury vapor produces a pale blue, and xenon a blue-gray color. Neon colors, when placed in a vacuum tube, emit a brilliant light, ideal for advertising signs. Other uses include Geiger counters, car ignition timing lights, a coolant and light emitter for lasers and high-intensity beacons. William Ramsay, a Scottish chemist, and Morris W. Travers, an English chemist, discovered neon in 1898 after he cooled normal air until it became a liquid, then boiled it and captured the gases that the liquid emitted. Neon, xenon and krypton were discovered at the same time. The invention of the neon lamp occurred in the first 20 years of the 20th century. Gas-discharge lighting was first discovered and commercialized in the early 1900s. When inventors ran high-voltage electric current through different gases, they discovered that some corroded the wire inside the glass tube. Noble gases, known for being chemically unreactive, were tried and found to produce vivid colors. Neon, in particular, gives off a bright glow. The other noble gases, argon, helium, xenon, and krypton, are also used to create bright, colorful signs and displays. Radon, the other noble gas, is radioactive and not used in signs. Neon makes up a fraction of the air you breathe; purifying it is simple and inexpensive. It’s is the most common gas used for signs, giving off a strong red glow. Only small amounts of the gas are needed to make a neon sign. While the sign fixtures use high voltages, their power consumption is very low, in the milliwatts, making them energy-efficient. Abundant in air, argon is inexpensive to produce. Its light is fainter than neon. A tiny amount of mercury is usually added to produce stronger light. These lamps have a light-blue color, though you can produce other colors by coating the inside of the glass tube with ultraviolet-sensitive phosphors. The mercury gives off ultraviolet light and makes the phosphors glow. In cold climates, helium can be added to the argon to heat the lamp faster, making its operation more efficient. In addition to its use with argon, helium can be used alone to produce a pinkish-red glow. Pure helium is more of a specialty item for gas-discharge lamps than neon or argon. This gas is more rare; most helium is produced naturally by radioactive decay and found in natural gas deposits. Xenon gas can be used to produce a bright lavender light. As with helium, it’s not often used by itself for sign lighting, though it’s long been used for strobe lights and flash photography. Xenon can be mixed in various proportions with other noble gases to make signs of different colors. Krypton emits a characteristic yellow-white light. This makes it useful for other colors; if the lamp’s glass is colored, the light from the krypton will take on that new color. As with xenon, krypton is also used for lighting applications other than signs, such as airport approach lights. I could go endlessly...But..isn´t it time to stop..at last?

You can have anything you want in a hand built wheel. Good ones won’t go out of true unless you bend the rim in a crash; the spokes will last hundreds of thousands of miles; the nipples will be properly lubricated so they still turn years later; the wheels will be spoked mirror image; and the builder should pay attention to minor derails like having any hub label opposite the valve stem.This applies whether it’s your first wheel built following The Bicycle Wheel by Jobst Brandt, or thousandth, although just starting you couldn’t build wheels fast enough to earn a reasonable hourly wage. Most bicycle mechanics, even some who build wheels professionally, don’t build enough to do a good job fast and compromise by doing a bad job which can be worse than you find on $25 machine built wheels. Getting it done right requires doing it yourself or outsourcing to a one-person operation where the hands building the wheel are the same ones that earned the business’s stelar reputation.You can make or custom order any wheel you’d want. On my last wheel set I laced Velocity Fusion HALO retro-reflective powder coated rims to a Schmidt dynamo front hub and NOS silver/carbon window PowerTap rear using 32 DT Revolution 2.0/1.5mm spokes and alloy nipples. The Velocities are commodity rims that have been around for a long time, so replacements should continue into the future like the Mavic Open Pros (formerly Reflex clinchers) I’ve been using in another wheel set for 20 years.Machine built wheels often go out of true beneath heavy riders because they start with low tension to allow a higher production rate from the tensioning/truing robots. The rider’s weight reduces tension in spokes at the bottom of the rim, with low starting tension leaving too little to clamp the nipples tight enough against the rim to prevent movement. Wheelsmith invented Spoke Prep (essentially thread lock which dries before assembly) to limit warranty returns in this situation, although that doesn’t fix the underlying tension problem which also allows a smaller hit to slacken the rim leaving it unsupported at which point it can move sideways and potato chip as the bump passes and tension returns while it’s off center.Machine built wheels usually have less uniform tension than hand-built, which means nipples are more likely to unscrew from some spokes although they might be fine at average tension.Machine built wheels often break spokes because they were never stress relieved, which would require an expensive Holland Mechanics machine or hand labor. As manufactured, some portions of spoke elbows have high stress because they were never taken past the elastic limit. That metal breaks after a small number of fatigue cycles, especially beneath heavier riders, because the number survived is a function of both average stress and variation. Stress relieving overloads the spokes taking the entire elbow past its elastic limit for low average stress.Machine built wheels also don’t have the spokes bent so they’re supported by the flanges and so the nipples aren’t at their fore/aft pivot limit. These issues can also lead to premature breakage.While increasing spoke life to hundreds of thousands of miles seems unnecessary due to being much longer than rim lifeHeavy riders sometimes have spoke failures within a few thousand miles which is just months.You can spend far less than you would on a new wheel after damaging or wearing out a rim by replacing it. Simply remove tension, tape the new rim to the old in three places, move spokes one at a time, cut tape, and true + tension as you could building from scratch although stress relieving and spoke line correction is unnecessary.Machine built wheels usually don’t have their spoke threads and nipple sockets lubricated with anti-seize so they continue to turn well in the future. This is a big problem when aluminum nipples are used for weight savings and/or cosmetics (they can be anodized any color) because galvanic corrosion causes them to freeze solid.Machine built wheels are usually laced symmetrically not mirror image where the trailing spokes on both sides are the same (ex heads out) instead of mirrored (heads-out drive side, heads-in non-drive side). Fortunately, this is purely cosmetic.Finally, machine built wheels probably weren’t built with the hub label opposite the valve stem which is a sign of craftsmanship. This is also purely cosmetic.The tension issues and lack of stress relieving are easily resolved on machine-built wheels with far less effort than it takes to start from scratch. Spoke line correction would require de-tensioning the wheel which means fixing things takes over half the time as wheel building from scratch. Proper lubrication would require disassembly which would take more effort than building the wheels from scratch, so you just hope for the best, oil when servicing, remove stuck nipples with vise grips, and replace spokes + nipples at that time. Addressing the cosmetic issues would be a bad idea because you want to re-lace hubs using the same pattern so you don’t have extra stress risers in the flanges.