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Showing content with the highest reputation on 30/07/19 in all areas

  1. 2 points
    You have to be very aware of the fact, if you are first on an accident scene, where accident victims are trapped for more than 15 minutes, with severe crush injuries (particularly to large muscle masses, such as lower limbs) - and those body parts are still under crush pressure - you can kill the victims in a few minutes, simply by removing the crushing pressure, if you do not have the immediate ability to hand, to inject the victims with a saline drip or sodium bicarbonate. What happens is, the rapid release of great pressure from the muscle-crushing weight, causes the large area/s of crushed muscle, to release a sudden and large volume of potent toxins, such as potassium, phosphorous, and myoglobin. By far the most dangerous of an overload of these chemicals in the bloodstream, is potassium. Large amounts of potassium released from crushed muscle mass after the crushing weight is removed, can cause rapid heart failure. This is called the "Crush Syndrome" or in the old days, the "Smiling Death". Victims would be released from their crushing weight, and would show no major distress (often due to shock), but they would die rapidly, often with a smile on their faces, because their nerve endings were so badly mutilated, they weren't feeling a lot of pain. An overload of myoglobin in the body can cause renal failure, as the kidneys fail to cope with the by-products of the excessive myoglobin in the body. However, this is usually a slower process, and can be managed after the victim is extracted. There is a substantial degree of disagreement amongst health professionals and medical services over the exact procedure for extricating crush victims, and the correct initial treatment of them. In the U.K., medical authorities advise that severe crush victims trapped for more than 15 minutes, should not be released from their crushing weight until paramedics are on site to inject the victim. In Australia, St John advise that trapped victims can be released from crushing weight, but that the first responder must continually monitor their condition, and be alert to the possibility of sudden heart attack (myocardial ischaemia), caused by a potassium overload - whereupon, the first responder will need to apply CPR.
  2. 2 points
    Hi Manwell I’m sure you mean well but I find your phraseology sometimes a little off-putting and this one more so. We all try to be respectful most of the time and learn from others where we can. i think you have much to offer and hope you will continue to do so. kaz
  3. 2 points
    I’m using the term “recreational” in it’s broadest sense - meaning any pilot with any form of licence or certificate who is flying any form of aircraft but for enjoyment without commercial reward.
  4. 2 points
    Yep. The problem of entrapment is real and was major component of a complete disaster with a member of my SAAA chapter a few years ago. RV that flipped over and entrapped by canopy being in contact with ground. Upside down with multiple injuries for prolonged period. Caused a number of complex physiological changes. When he was extracted finally the effects already in place coupled with the reversion to the horizontal position caused a cardiac arrest. Resuscitated “successfully” but all the issues left him with significant permanent problems.
  5. 2 points
    On a biannual recently, my instructor had me doing stall recovery when the aircraft stalled in a steep turn. Grteat to do, great to learn. Doping successfully removed the fear and increases confidence in your flying ability in adverse situations. Very valuable.
  6. 1 point
    Notes on turning stalls required for training towards an RPL at http://aerobaticsaustralia.net/?p=165
  7. 1 point
    Yeah, they were known as widow makers, and that may have been because they used spoilers rather than ailerons to control roll.
  8. 1 point
    I know what you are doing. I am putting you on my ignore list
  9. 1 point
    Sure, you need to consider the welfare of those trapped in the aircraft, but before you start getting too excited you also need to ensure that things like ballistic chutes, and all sources of ignition are disabled. Accident investigators have training in these matters, so get advice from ATSB on Emerg. No., or things might get a whole lot worse..... Bob
  10. 1 point
    I quite certain that is the wrong tornado in your avatar.....Maybe you meant this one?
  11. 1 point
    I'd be hesitant putting my backside in the seat of one without full confidence in the pilot. They were very high performance for their type, but required good training to operate them safely and quite a high number have met their demise in them. Specific training for type mandated by FAA improved improved the statistics. Interesting read on Wikipedia https://en.wikipedia.org/wiki/Mitsubishi_MU-2
  12. 1 point
    The cooling exit has been increased and I have a significant lip on the outlet... The Aerovee turbo always had nice cool temps with the same outlet but even so I increased it substantially bit by bit. I will try and make a better more streamlined intake plenum and if that doesn't help I will go with the naca duct idea. Another builder has done that with success so maybe the path to take. I just don't want to chop huge holes in the cowls if I dont need to. Thanks for all the replies...
  13. 1 point
    Based on post #16 I would have to agree Jason. I put my radiator underneath and while my CHT is relatively high (100-110) my coolant temps never get above 80. My radiator inlet is quite small, but I worked on the 500% rule ( outlet should be 500% of inlet) I suspect my my CHT is as high as it is because the cowl doesn't allow enough air out. It is quite pressurised in flight and even on ground runs it will blow the inspection door open (at idle) if it isn't fastened. But my temps are well within limits so I haven't bothered to fiddle with it. In the pic below the whole rear of the cooling unit is gilled while the radiator lays almost flat. I like how yours is done, I considered doing it that way, but I didn't feel like doing any more work on the cowl.
  14. 1 point
    This short tale of WW2 was written by the Son he never lived to see. Although their luck was destined to last no longer than a few weeks more, Mosquito pilot (Dad left) and navigator (Zygmunt right) were incredibly lucky 75 years ago today. It was late afternoon on Wednesday 5 July 1944. Dad’s diary entry (translated) :- ‘1944 (5th July) Wednesday. Landed machine without engines at Church Fenton then night patrol 2.05 hrs in the same machine’. They had taken Mosquito NFXII Serial no HK234 (similar to pictured) up for a test flight after mechanical work and were returning back to their squadron base at RAF Church Fenton in Yorkshire about to commence their landing approach when suddenly both engines simultaneously cut out. Basic engineering design was supposed to eliminate such a thing, but it had happened. There was an emergency training procedure for single engined landings, but not for no engines. In terms of contemporaneous records of emergencies even with one engine, the chances of them emerging unscathed with their aircraft undamaged were slim. With both engines U/S, chances were effectively zero. The undercarriage and landing flaps were still up, and because both engines were dead, the undercarriage and landing flap hydraulic operating system was also dead. A Mosquito weighed anywhere between 6 ½ to 10 tons deadweight depending on fuel and load carried. It was no glider. An emergency hydraulic pump operated by a lever bar stowed in the cockpit door could be used by means of a socket on the floor for manually lowering the undercarriage. It was supposed to require between 200-300 strokes and take 3-4 minutes. They had nothing like that time and only one slim chance to get the emergency approach right. While Dad wrestled to prevent a stall and commence a fast nosedive landing approach onto the grass, with or without undercarriage, Zygmunt his navigator worked the hand pump to-and-fro like a demon. Somehow the U/C locked down just as they were about to make the high-speed landing roll on the grass outfield. Just as things started looking good, to their horror a group of ground crew, oblivious of this silent machine hurtling down towards them, started crossing the grass directly in their landing path, going across for their evening meal. They finally noticed and scattered, one on a bike crouching down on his handlebars cycling right between the wheels. Unbelievably no-one was hurt, and even more incredibly the aircraft finally rolled to a halt totally undamaged. Cue much laughing and joking (while holy shit knows how shaken and relieved they must have been). Engineers located and rectified the fault. They took the same aircraft up again for a full operational patrol the same night and it behaved perfectly. Like every crew, they would have been determined to get straight back up, to restore their nerve and confidence. Particularly so, because three crews, all close colleagues, had been killed in similar circumstances including their own squadron commander, who had perished attempting to demonstrate a single engine Mosquito landing the year before, getting the approach wrong. The incident was recalled in later accounts of the squadron’s history although, as was often the case in ‘no injury no damage’ incidents, kept off official records. The Mosquito HK234 itself survived the war. It was to move on from Sqdn 307 to Sqdn 264 and then again to Operational Training Unit 51, to be finally taken out of service and scrapped in August 1945. Putting the incident into perspective, there is a rather depressing video taken by a spectator at an air show in 1996 in which one of the last airworthy Mosquitoes stalled and fatally crashed. The inquiry concluded it was probably initiated from a temporary loss of power in the port engine. Google ‘Last Mosquito’ if you wish to watch it.
  15. 1 point
    Hi Phil I fitted the clear 'Pulse fuel line' 1/4" ID and have no trouble seeing the fuel level. Its listed in the Aircraft Spruce cataloge. Have a look at mine any time. Even if i'm not there have a look. Cheers Mike
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