DOCSLIB.ORG

Medical Aspects of Harsh Environments, Volume 2, Chapter

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Medical Aspects of Harsh Environments, Volume 2, Chapter Medical Aspects of Harsh Environments, Volume 2 Chapter 32 PRESSURE CHANGES AND HYPOXIA IN AVIATION R. M. HARDING, BSC, MB BS, PHD* INTRODUCTION THE ATMOSPHERE Structure Composition THE PHYSIOLOGICAL CONSEQUENCES OF RAPID ASCENT TO ALTITUDE Hypoxia Hyperventilation Barotrauma: The Direct Effects of Pressure Change Altitude Decompression Sickness LIFE-SUPPORT SYSTEMS FOR FLIGHT AT HIGH ALTITUDE Cabin Pressurization Systems Loss of Cabin Pressurization Personal Oxygen Equipment SUMMARY *Principal Consultant, Biodynamic Research Corporation, 9901 IH-10 West, Suite 1000, San Antonio, Texas 78230; formerly, Royal Air Force Consultant in Aviation Medicine and Head of Aircrew Systems Division, Department of Aeromedicine and Neuroscience of the UK Centre for Human Science, Farnborough, Hampshire, United Kingdom 984 Pressure Changes and Hypoxia in Aviation INTRODUCTION The physiological consequences of rapid ascent and life-support engineers has established reliable to high altitude are a core problem in the field of techniques for safe flight at high altitudes, as demon- aerospace medicine. Those who live and work in strated by current atmospheric flight in all its forms, mountain terrain experience a limited range of al- military and civilian, from balloon flights to sail planes titudes and have time to adapt to the hypoxia ex- to supersonic aircraft and spacecraft. Although reli- perienced at high terrestrial elevations. In contrast, able cabin pressurization and oxygen delivery systems flyers may be exposed to abrupt changes in baro- have greatly reduced incidents and accidents due to metric pressure and to acute, life-threatening hy- hypoxia in flight, constant vigilance is required for poxia (see also Chapter 28, Introduction to Special their prevention. Environments). The aims of this chapter are, therefore, to present a In 1875, a landmark balloon flight to 28,820 ft ended distillation of our current comprehension of the phys- in tragedy when the three young French aeronauts ics and physiology of rapid ascent to high altitude and on board failed to use their supplemental oxygen ef- to describe the technology required to support human fectively; Tissandier survived, but his colleagues, Sivel existence in that most hostile of environments. To this and Crocé-Spineli, became the first known fatalities end, the chapter briefly characterizes the atmosphere due to in-flight hypoxia. In early aviation, too, the lack within which flight takes place, then describes nor- of oxygen took a regular toll of both lives and aircraft; mal physiological responses to acute hypobaria and many military crewmembers were killed by hypoxia, hypoxia, and finally describes the life-support systems and the performance of many more was significantly that enable flyers to operate safely at high altitudes. impaired in flight. Historic ascents over many years Military requirements drove much of the early re- demonstrated that even with inhalation of 100% oxy- search in aviation physiology as well as the develop- gen, unpressurized flight above 42,000 ft was imprac- ment of robust life-support systems. Prominent cen- tical because of the effects of hypoxia and extreme ters for aviation altitude research included the US Air cold. It was found that humans cannot adapt to hy- Force School of Aerospace Medicine, San Antonio, poxia in flight but must instead be provided with life- Texas; the now-defunct Royal Air Force Institute of support systems that (a) maintain physiological Aviation Medicine, Farnborough, Hampshire, En- normoxia under routine operating conditions and (b) gland; and various universities whose hypobaric protect from significant hypoxia in emergencies. chambers were supported with military research Pioneering research by physicians, physiologists, funds. THE ATMOSPHERE Earth’s atmosphere is vital to our existence: it pro- life at the surface, but high-altitude flight can produce vides a moderate temperature environment at the significant cumulative radiation exposure for flyers. surface, a protective barrier against the effects of ra- diation, and the oxygen needed for the release of bio- Structure logical energy. Flyers depart from the safety of this surface cocoon at their peril. The outer limit of the atmosphere is determined The physical characteristics of the atmosphere are by two opposing factors: solar heating tends to ex- a complex product of solar heating, ionizing radia- pand gases from the outer atmosphere into the sur- tion, and ozone formation (Figure 32-1). The upper rounding vacuum of space, while gravity tends to pull atmosphere reflects some solar radiation and absorbs the gases toward Earth’s surface. The structure of the the rest, re-radiating infrared energy into the lower atmosphere is conventionally described in terms of atmosphere and thence to Earth’s surface. This “green- several concentric shells with differing thermal pro- house” effect ensures that Earth’s surface is warmer files and other characteristics: than it would be if it received only direct solar heating. High-energy particulate material (cosmic radiation) • The troposphere (0–40,000 ft) is characterized continuously bombards the atmosphere. This primary by a steady decrease in temperature with ionizing radiation collides with atoms in the upper altitude, the presence of varying amounts atmosphere at high velocity to create secondary ra- of water vapor, and the occurrence of large- diation. Fortunately, the atmosphere further reduces scale turbulence (weather). This is the realm the level of this radiation so that it has little effect on of most conventional aviation, including 985 Medical Aspects of Harsh Environments, Volume 2 Exo- 800 sphere 700 iles m 600 435 Thermo- sphere 500 400 300 300,000 ft 200 100 250,000 ft Barometric Pressure (mmHg) Meso- 0 sphere 0 10 20 30 40 50 60 70 80 90100 Altitude Altitude (ft x 1,000) 200,000 ft Stratopause Fig. 32-2. The exponential relation of barometric pres- sure to altitude. Note that at 18,000 ft (380 mm Hg), baro- 150,000 ft Strato- metric pressure is half that at sea level. sphere Ozono- Ozonosphere sphere 100,000 ft ture approaches absolute zero, extends be- Tropopause yond the atmosphere to the vacuum of space. 50,000 ft Tropo- Mt Everest sphere 0 ft The pressure exerted by the atmosphere, termed –60 –40 –20 0 20 0510 barometric pressure (PB), falls exponentially with al- Temperature ( C) Ozone (ppmv) ° titude (Figure 32-2), producing a proportional de- crease in the partial pressures of oxygen and other Fig. 32-1. The structure of the atmosphere and the rela- constituent gases. The International Civil Aviation tion of altitude to temperature and ozone concentration. Organization’s (ICAO’s) Standard Atmosphere is an Note that at the top of Mount Everest, the highest point agreed description of the relation among PB, tem- on Earth (29,028 ft), the temperature is about –40°C and perature, and altitude at a latitude of 45° north ozone concentration is about 1 ppmv. For the next 125,000 1 ft the temperature becomes more moderate while ozone (Table 32-1). This description forms the basis for becomes more, then again less, concentrated. The tem- calibration of pressure-measuring flight instru- perature at the top of Mount Everest, –40°C, is not ments and allows precise comparisons between the reached again until about 100,000 ft. Adapted with per- performances of different aircraft and aircraft sys- mission from Harding RM. The Earth’s atmosphere. In: tems. The measurement of physiological variables Ernsting J, King P. Aviation Medicine. 2nd ed. London, such as volume and mass of gas, gas flow, and meta- England: Butterworths; 1988: 5. bolic rate, as well as the related specifications for life- support systems, are profoundly affected by changes in body temperature, PB, and saturation of water va- balloon flights. por in the lungs. The conditions of measuring physi- • The stratosphere (40,000–160,000 ft) includes ological variables at altitude are summarized in Ex- a lower isothermal layer, above which tem- hibit 32-1. (Related information on the larger changes perature increases with altitude. Ozone is in PB associated with diving is found in Chapter 30, formed in the stratosphere, and flight in this Physics, Physiology, and Medicine of Diving.) region is generally limited to military air- craft. Composition • The mesosphere (160,000–260,000 ft) exhib- its a rapid decline in temperature with The atmosphere is made up of a remarkably con- altitude. stant mixture of nitrogen and oxygen, with traces of • The thermosphere, also called the ionosphere other gases (Table 32-2). In addition, the lower tropo- (260,000 ft to ~ 435 mi [700 km, the outer limit sphere may contain significant amounts of carbon of the atmosphere]), exhibits extreme tempera- dioxide and toxic gases, reflecting human activity and tures, which vary with solar activity. natural phenomena such as volcanic eruptions. It may • The exosphere (≥ 435 mi), where the tempera- also contain increased quantities of water vapor, de- 986 Pressure Changes and Hypoxia in Aviation TABLE 32–1 INTERNATIONAL CIVIL AVIATION ORGANIZATION STANDARD ATMOSPHERE Altitude Pressure Temperature Altitude Pressure Temperature (ft) (m) (mm Hg) (°C) (ft) (m) (mm Hg) (°C) 00 760 +15.0 25,000 7,620 282 –34.5 1,000 305 733 +13.0 30,000 9,144 226 –44.4 2,000 610 706 +11.0 35,000 10,668 179 –54.2 3,000 914 681 +9.1 40,000 12,192 141 –56.5 4,000 1,219 656 +7.1 45,000 13,716 111 –56.5 5,000 1,525 632 +5.1 50,000 15,240 87.3 –56.5 6,000 1,829 609 +3.1 55,000 16,764 68.8 –56.5 7,000 2,134 586 +1.1 60,000 18,288 54.1 –56.5 8,000 2,438 565 –0.9 65,000 19,812 42.3 –56.5 9,000 2,743 543 –2.8 70,000 21,336 33.3 –55.2 10,000 3,048 523 –4.8 80,000 24,384 20.7 –52.1 15,000 4,572 429 –14.7 90,000 27,432 13.0 –49.1 20,000 6,096 349 –24.6 100,000 30,480 8.2 –46.0 Adapted with permission from International Civil Aviation Organization.
Load more

Recommended publications
  • Chapter 23 ENVIRONMENTAL EXTREMES: ALTERNOBARIC
    Environmental Extremes: Alternobaric Chapter 23 ENVIRONMENTAL EXTREMES: ALTERNOBARIC RICHARD A. SCHEURING, DO, MS*; WILLIAM RAINEY JOHNSON, MD†; GEOFFREY E. CIARLONE, PhD‡; DAVID KEYSER, PhD§; NAILI CHEN, DO, MPH, MASc¥; and FRANCIS G. O’CONNOR, MD, MPH¶ INTRODUCTION DEFINITIONS MILITARY HISTORY AND EPIDEMIOLOGY Altitude Aviation Undersea Operations MILITARY APPLIED PHYSIOLOGY Altitude Aviation Undersea Operations HUMAN PERFORMANCE OPTIMIZATION STRATEGIES FOR EXTREME ENVIRONMENTS Altitude Aviation Undersea Operations ONLINE RESOURCES FOR ALTERNOBARIC ENVIRONMENTS SUMMARY *Colonel, Medical Corps, US Army Reserve; Associate Professor, Military and Emergency Medicine, Uniformed Services University of the Health Sci- ences, Bethesda, Maryland †Lieutenant, Medical Corps, US Navy; Undersea Medical Officer, Undersea Medicine Department, Naval Medical Research Center, Silver Spring, Maryland ‡Lieutenant, Medical Service Corps, US Navy; Research Physiologist, Undersea Medicine Department, Naval Medical Research Center, Silver Spring, Maryland §Program Director, Traumatic Injury Research Program; Assistant Professor, Military and Emergency Medicine, Uniformed Services University of the Health Sciences, Bethesda, Maryland ¥Colonel, Medical Corps, US Air Force; Assistant Professor, Military and Emergency Medicine, Uniformed Services University of the Health Sciences, Bethesda, Maryland ¶Colonel (Retired), Medical Corps, US Army; Professor and former Department Chair, Military and Emergency Medicine, Uniformed Services University of the Health Sciences,
    [Show full text]
  • Introducing the 787 - Effect on Major Investigations - and Interesting Tidbits
    Introducing the 787 - Effect on Major Investigations - And Interesting Tidbits Tom Dodt Chief Engineer – Air Safety Investigation ISASI September, 2011 COPYRIGHT © 2010 THE BOEING COMPANY Smith, 7-April-2011, ESASI-Lisbon | 1 787 Size Comparison 767-400 787-8 777-300 ~Pax 3-Class 245 250 368 ~Span 170 ft 197 ft 200 ft ~Length 201 ft 186 ft 242 ft ~MTGW 450,000 lbs 500,000 lbs 660,000 lbs ~Range 5,600 NM 7,650 NM 6,000 NM Cruise Mach 0.80 0.85 0.84 COPYRIGHT © 2010 THE BOEING COMPANY Smith, 7-April-2011, ESASI-Lisbon | 2 By weight 787 777 - Composites 50% 12% Composite Structure - Aluminum 20% 50% Other Carbon laminate Steel 5% Carbon sandwich 10% Fiberglass Titanium 15% Composites Aluminum 50% Aluminum/steel/titanium pylons Aluminum 20% COPYRIGHT © 2010 THE BOEING COMPANY Smith, 7-April-2011, ESASI-Lisbon | 3 COPYRIGHT © 2010 THE BOEING COMPANY Smith, 7-April-2011, ESASI-Lisbon | 4 787 Wing Flex - On-Ground On-Ground 0 ft COPYRIGHT © 2010 THE BOEING COMPANY Smith, 7-April-2011, ESASI-Lisbon | 5 787 Wing Flex - 1G Flight 1G Flight ~12 ft On-Ground 0 ft 1G Flight COPYRIGHT © 2010 THE BOEING COMPANY Smith, 7-April-2011, ESASI-Lisbon | 6 787 Wing Flex Ultimate-Load ~26 ft 1G Flight ~12 ft On-Ground 0 ft Max-Load COPYRIGHT © 2010 THE BOEING COMPANY Smith, 7-April-2011, ESASI-Lisbon | 7 787 Static Load Test @ Ultimate Load COPYRIGHT © 2010 THE BOEING COMPANY Smith, 7-April-2011, ESASI-Lisbon | 8 Investigations with Composite Materials • Terms: Composites Aluminum disbond fatigue delaminate beach marks inter-laminar shear striation counts water absorbsion corrosion fiber architecture metallurgical prop.
    [Show full text]
  • Limitations of Spacecraft Redundancy: a Case Study Analysis
    44th International Conference on Environmental Systems Paper Number 13-17 July 2014, Tucson, Arizona Limitations of Spacecraft Redundancy: A Case Study Analysis Robert P. Ocampo1 University of Colorado Boulder, Boulder, CO, 80309 Redundancy can increase spacecraft safety by providing the crew or ground with multiple means of achieving a given function. However, redundancy can also decrease spacecraft safety by 1) adding additional failure modes to the system, 2) increasing design “opaqueness”, 3) encouraging operational risk, and 4) masking or “normalizing” design flaws. Two Loss of Crew (LOC) events—Soyuz 11 and Challenger STS 51-L—are presented as examples of these limitations. Together, these case studies suggest that redundancy is not necessarily a fail-safe means of improving spacecraft safety. I. Introduction A redundant system is one that can achieve its intended function through multiple independent pathways or Aelements 1,2. In crewed spacecraft, redundancy is typically applied to systems that are critical for safety and/or mission success3,4. Since no piece of hardware can be made perfectly reliable, redundancy—in theory—allows for the benign (e.g. non-catastrophic) failure of critical elements. Redundant elements can be 1) similar or dissimilar to each other, 2) activated automatically (“hot spare”) or manually (“cold spare”), and 3) located together or separated geographically5-7. U.S. spacecraft have employed redundancy on virtually all levels of spacecraft design, from component to subsystem7,8. Redundancy has a successful history of precluding critical and catastrophic failures during human spaceflight. A review of NASA mission reports, from Mercury to Space Shuttle, indicates that redundancy has saved the crew or extended the mission over 160 times, or roughly once per flight9.
    [Show full text]
  • An Evidenced-Based Approach for Estimating Decompression Sickness Risk in Aircraft Operations
    https://ntrs.nasa.gov/search.jsp?R=19990062137 2020-06-15T21:35:43+00:00Z View metadata, citation and similar papers at core.ac.uk brought to you by CORE provided by NASA Technical Reports Server NASA/TM--1999-209374 An Evidenced-Based Approach for Estimating Decompression Sickness Risk in Aircraft Operations Ronald R. Robinson Joseph P. Dervay Lyndon B. Johnson Space Center Houston, Texas 77058 Johnny Conkin National Space Biomedical Research Institute Houston, Texas 77030-3498 National Aeronautics and Space Administration Lyndon B. Johnson Space Center Houston, Texas 77058-4406 July 1999 Acknowledgments The authors wish to acknowledge Stephen Feaster and Charies Justiz, NASA Aircraft Operations Directorate, and Col. Bernard Burklund, Jr., Vice Commander, Headquarters Air Force Safety Center, for their assistance with aircraft operational data, and Dr. Alan Feiveson, NASA/Johnson Space Center, for his assistance with statistical analysis. Available from: NASA Center for AeroSpace Information National Technical Information Service 7121 Standard Drive 5285 Port Royal Road Hanover, MD 21076-1320 Springfield, VA 22161 301-621-0390 703-605-6000 This report is also available in electronic form at http://techreports.larc.nasa.gov/cgi-bin/NTRS Contents Contents ...................................................................................................................................... iii Introduction ................................................................................................................................ 1 Methods
    [Show full text]
  • II.I. High Altitude Operations
    Nicoletta Fala Last modified: 02/24/18 II.I. High Altitude Operations Objectives The student should develop knowledge of the elements related to high altitude operations be able to explain the necessary elements as required in the PTS. Key Elements Regulations Aviator’s oxygen Decompression and hypoxia Elements Regulatory requirements Physiological factors Pressurization Oxygen systems Aviator’s breathing oxygen Care and storage of high-pressure oxygen bottles Rapid decompression problems and their solutions Schedule 1. Discuss objectives 2. Review material 3. Development 4. Conclusion Equipment White board Markers References Instructor’s 1. Discuss lesson objectives Actions 2. Present lecture 3. Questions 4. Homework Student’s Participate in discussion Actions Take notes Completion The student understands and can explain the elements involve in high Standards altitude operations. II-I-1 Nicoletta Fala Last modified: 02/24/18 References 14 CFR Part 91 AC 61-107B, Aircraft Operations at Altitudes Above 25,000 ft MSL or Mach Numbers Greater than .75 FAA-H-8083-25B, Pilot’s Handbook of Aeronautical Knowledge (Chapter 7, Chapter 17) POH/AFM AIM II-I-2 Nicoletta Fala Last modified: 02/24/18 Instructor Notes Introduction Overview—review objectives and key ideas. Why—advantages of high altitude flight: more efficient, can avoid weather/turbulence. Many modern GA airplanes are designed to operate higher. Pilots need to be familiar with at least the basic operating principles. Regulatory 1. No person may operate a US-registered civil aircraft at cabin requirements pressure altitudes above: A. 12,500’ MSL up to/including 14,000’ unless the required minimum flight crew is provided with and uses supplemental oxygen for the part of the flight at those altitudes that is over 30 min.
    [Show full text]
  • Thermoregulatory Correlates of Nausea in Rats and Musk Shrews
    www.impactjournals.com/oncotarget/ Oncotarget, Vol. 5, No. 6 Thermoregulatory correlates of nausea in rats and musk shrews Sukonthar Ngampramuan1, Matteo Cerri2, Flavia Del Vecchio2, Joshua J. Corrigan3, Amornrat Kamphee1, Alexander S. Dragic3, John A. Rudd4, Andrej A. Romanovsky3, and Eugene Nalivaiko5 1 Research Center for Neuroscience and Institute of Molecular Bioscience, Mahidol University, Bangkok, Thailand; 2 Department of Biomedical and Motor Sciences, University of Bologna, Bologna, Italy; 3 FeverLab, Trauma Research, St. Joseph’s Hospital and Medical Center, Phoenix, AZ, USA; 4 School of Biomedical Sciences, Chinese University of Hong Kong, Hong Kong, China; 5 School of Biomedical Sciences and Pharmacy, University of Newcastle, Newcastle, NSW, Australia. Correspondence to: Eugene Nalivaiko, email: [email protected] Correspondence to: Andrej A. Romanovsky, email: [email protected] Keywords: nausea, chemotherapy, temperature, hypothermia. Received: December 21, 2013 Accepted: February 21, 2014 Published: February 22 2014 This is an open-access article distributed under the terms of the Creative Commons Attribution License, which permits unrestricted use, distribution, and reproduction in any medium, provided the original author and source are credited. ABSTRACT: Nausea is a prominent symptom and major cause of complaint for patients receiving anticancer chemo- or radiation therapy. The arsenal of anti-nausea drugs is limited, and their efficacy is questionable. Currently, the development of new compounds with anti-nausea activity is hampered by the lack of physiological correlates of nausea. Physiological correlates are needed because common laboratory rodents lack the vomiting reflex. Furthermore, nausea does not always lead to vomiting. Here, we report the results of studies conducted in four research centers to investigate whether nausea is associated with any specific thermoregulatory symptoms.
    [Show full text]
  • Bluemagazine Caribbeanexplor
    38 SABA KITTS /ST. LUXURY LIVEABOARD Caribbean Explorer II The liveaboard experience is luxurious and focused on one thing—maximum diving pleasure. Hard-core divers who don’t mind interacting with a small group out at sea for a week, would love this excursion. By SOLOMON BAKSH Tent Reef is probably the most striking reef in Saba with vibrant sponges, enormous gorgonians and teeming with fish life 39 THE Boat at. Dive. Sleep…well, sleeping my shoes into. That was the last I saw of crew members on board: Tim Heaton, is optional. It’s a liveaboard them until seven days later. Captain, USA; Chris Johnson, Engineer, lifestyle—getting up from your I was the first guest to arrive on board USA; Nichol Schilling, Purser, Germany; Ebed every day for a week with a the boat and was given the best location to Instructors Claire Keany, Scotland; Brett view of a breathtaking sunrise from your set up my gear—right next to the exit. Lockhoff, USA; Joe Lamontage, Canada. window, the ocean always in sight, a hot The person responsible for keeping all of us breakfast and another day of great diving. Amenities well fed was chef, Sarah Dauphinee, USA. It’s the nature of these trips that make The Caribbean Explorer II was well laid Every day was an epicurean delight with them so attractive. Plying the open ocean out. The upper deck housed the galley, air- Sarah serving up Mexican, Mediterranean, to different dive sites every day and over conditioned dining area and sun deck. Italian, Caribbean and BBQ dishes.
    [Show full text]
  • Carbon Monoxide Poisoning
    Carbon Monoxide Department of Boating and Waterways www.BoatResponsibly.com Exposure to CO in large amounts or for a long duration results in death. Carbon monoxide (CO) is an odorless, colorless gas in the exhaust produced in gasoline engines. Boats release CO through the exhaust ports of vessels that are either idling or underway. When inhaled, CO replaces oxygen in tissues. What are the symptoms of carbon monoxide poisoning? Symptoms of CO poisoning may include nausea, dizziness, confusion, headache and fainting; however, people often mistakenly attribute these symptoms to too much alcohol, sun, and noise, or to motion sickness from the water or exhaustion. How are people exposed to carbon monoxide in a marine environment? Traditionally, CO poisonings have occurred on houseboats, vessels with overhead canopies or other vessels that have poor ventilation. CO also accumulates onboard a vessel through a process known as the ‘station wagon effect.’ This occurs as air moves around a boat and forms a low pressure area immediately behind the broad, flat transom. CO from the exhaust system enters the low-pressure area and is fed back into the cockpit and into the cabin. Many cases of carbon monoxide inhalation have involved a recreational activity known as ‘teak surfing’. ‘Teak surfing’ involves holding onto the swim platform or transom of an underway vessel to bodysurf on the wake of the vessel. As of January 1, 2005, ‘teak surfing’ and other similar recreational activities are against the law in California. How common is carbon monoxide poisoning in a marine environment? Nationwide, between 1990 and 2004, there were 571 reported boating-related CO poisonings, including 113 deaths; 43 in California alone.
    [Show full text]
  • Discover Scuba
    Discover Scuba Come explore the amazing underwater world in the Bradford Woods swimming pool with a maximum depth of 5 ft. Participation requirements: -Minimum age of 12 -PADI Liability release -RSTC Medical History form— To be completed prior to camp with personal physician and submitted during registration. Discover Scuba or Medical History Questions? Bob Kessler [email protected] Non-Agency Disclosure and Acknowledgment Agreement In European Union and European Free Trade Association countries use alternative form. Please read carefully and fill in all blanks before signing. I understand and agree that PADI Members (“Members”), including _______________________________store/resort and/or any individual PADI Instructors and Divemasters associated with the program in which I am participat- ing, are licensed to use various PADI Trademarks and to conduct PADI training, but are not agents, employees or franchisees of PADI Americas, Inc, or its parent, subsidiary and affiliated corporations (“PADI”). I further understand that Member business activities are independent, and are neither owned nor operated by PADI, and that while PADI establishes the standards for PADI diver train- ing programs, it is not responsible for, nor does it have the right to control, the operation of the Members’ business activities and the day-to day conduct of PADI programs and supervision of divers by the Members or their associated staff. I further understand and agree on behalf of myself, my heirs and my estate that in the event of an injury or death during this activity, neither I nor my es- tate shall seek to hold PADI liable for the actions, inactions or negligence of _________________________________________store/resort and/or the instructors and divemasters associated with the activity.
    [Show full text]
  • Contacts: Isabel Morales, Museum of Science and Industry, (773) 947-6003 Renee Mailhiot, Museum of Science and Industry, (773) 947-3133
    Contacts: Isabel Morales, Museum of Science and Industry, (773) 947-6003 Renee Mailhiot, Museum of Science and Industry, (773) 947-3133 A GLOSSARY OF TERMS Aerodynamics: The study of the properties of moving air, particularly of the interaction between the air and solid bodies moving through it. Afterburner: An auxiliary burner fitted to the exhaust system of a turbojet engine to increase thrust. Airfoil: A structure with curved surfaces designed to give the most favorable ratio of lift to drag in flight, used as the basic form of the wings, fins and horizontal stabilizer of most aircraft. Armstrong limit: The altitude that produces an atmospheric pressure so low (0.0618 atmosphere or 6.3 kPa [1.9 in Hg]) that water boils at the normal temperature of the human body: 37°C (98.6°F). The saliva in your mouth would boil if you were not wearing a pressure suit at this altitude. Death would occur within minutes from exposure to the vacuum. Autothrottle: The autopilot function that increases or decreases engine power,typically on larger aircraft. Avatar: An icon or figure representing a particular person in computer games, Internet forums, etc. Aerospace: The branch of technology and industry concerned with both aviation and space flight. Carbon fiber: Thin, strong, crystalline filaments of carbon, used as a strengthening material, especially in resins and ceramics. Ceres: A dwarf planet that orbits within the asteroid belt and the largest asteroid in the solar system. Chinook: The Boeing CH-47 Chinook is an American twin-engine, tandem-rotor heavy-lift helicopter. CST-100: The crew capsule spacecraft designed by Boeing in collaboration with Bigelow Aerospace for NASA's Commercial Crew Development program.
    [Show full text]
  • Medical Release Form
    MEDICAL STATEMENT Participant Record (Confidential Information) Please read carefully before signing. This is a statement in which you are informed of some potential risks disease, a current cold or congestion, epilepsy, a severe medical involved in scuba diving and of the conduct required of you during problem or who is under the influence of alcohol or drugs should not the Shark Dive program. Your signature on this statement is required dive. If you have asthma, heart disease, other chronic medical for you to participate in the Shark Dive program offered by conditions or you are taking medications on a regular basis, you should consult your doctor and the instructor before participating in __________________________from Hampton Dive Center and this program, and on a regular basis thereafter upon completion. You Instructor will also learn from the instructor the important safety rules regarding breathing and equalization while scuba diving. Improper use of scuba Atlantis Marine World LLC located in the city of Riverhead, equipment can result in serious injury. You must be thoroughly state/province of New York. instructed in its use under direct supervision of a qualified professional to use it safely. Read this statement prior to signing it. You must complete this Medical Statement, which includes the medical questionnaire section, Medical Statement and Guidelines for Recreational Scuba Diver’s to enroll in the Shark Dive program. If you are a minor, you must Physical Examination to take to your physician are attached to this have this Statement signed by a parent or guardian. form. Diving is an exciting and demanding activity.
    [Show full text]
  • Issue No. 4, Oct-Dec
    VOL. 6, NO. 4, OCTOBER - DECEMBER 1979 t l"i ~ ; •• , - --;j..,,,,,,1:: ~ '<• I '5t--A SERVt(;E P\JBLICATtON Of: t.OCKH EE:O-G EORGlA COt.'PAfllV A 01Vt$10,.. or t.OCKHEEOCOAf'ORATION A SERVICE PUBLICATION OF LOCKHEED-GEORGIA COMPANY The C-130 and Special Projects Engineering A DIVISION OF Division is pleased to welcome you to a LOCKHEED CORPORATION special “Meet the Hercules” edition of Service News magazine. This issue is de- Editor voted entirely to a description of the sys- Don H. Hungate tems and features of the current production models of the Hercules aircraft, the Ad- Associate Editors Charles 1. Gale vanced C-130H, and the L-100-30. Our James A. Loftin primary purpose is to better acquaint you with these two most recently updated Arch McCleskey members of Lockheed’s distinguished family Patricia A. Thomas of Hercules airlifters, but first we’d like to say a few words about the engineering or- Art Direction & Production ganization that stands behind them. Anne G. Anderson We in the Project Design organization have the responsibility for the configuration and Vol. 6, No. 4, October-December 1979 systems operation of all new or modified CONTENTS C-130 or L-100 aircraft. During the past 26 years, we have been intimately involved with all facets of Hercules design and maintenance. Our goal 2 Focal Point is to keep the Lockheed Hercules the most efficient and versatile cargo aircraft in the world. We 0. C. Brockington, C-130 encourage our customers to communicate their field experiences and recommendations to us so that Engineering Program Manager we can pass along information which will be useful to all operators, and act on those items that would benefit from engineeringattention.
    [Show full text]