Today's Message Index:
----------------------
1. 04:49 AM - Re: Fuel Primer (William Bernard)
2. 05:21 AM - Re: Fuel Primer (Bob Danner)
3. 09:23 AM - Re: Fuel Primer (Mcculleyja@aol.com)
4. 10:01 AM - High altitude flight (flamini2)
Message 1
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Mike, usually primers pump fuel into the intake manifold, rather than the carb.
Most Lycomings use 2-3 ports on the intake elbows as ports. The primer itself
can be bought from any place that sells aircraft supplies or can be gotten from
a salvage yard
Bill
----- Original Message -----
From: Ruhnke, Mike
To: tailwind-list@matronics.com
Sent: Monday, December 13, 2004 12:19 PM
Subject: Tailwind-List: Fuel Primer
Where is a good place to buy a primer from? That is primer that squirts gas
directly into the carb.
Thanks in advance
Mike, NW Illinois
Message 2
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--> Tailwind-List message posted by: "Bob Danner" <edanner@jvlnet.com>
Hi Dave the primer on the trike is some thing i picked up at Oshkosh fly
mkt. it works great .I dont know the name brand . i use the same start
procedure prime pull it thur and crank it up . p;umbed to 3 intake ports
not the carb. and it pops right off . but we live where it acually gets COLD
. the Frozen Tundra!
we have had frozed toes and a runny nose a long time! we get 9 mo. of
winter then 3 mo. of rough sleding . Bob
----- Original Message -----
From: "Dave Conrad" <dconrad@dwave.net>
Subject: Re: Tailwind-List: Fuel Primer
> --> Tailwind-List message posted by: Dave Conrad <dconrad@dwave.net>
>
> Very True, however argument can be made that pumping the carb to prime can
> turn to a fire if the engine backfires. I have 3 port priming on my Hatz.
> Winter starting is easy. I prime I pull 4 blades and hit the button with
> the primer open. It will start on the first or second blade every time. I
> have a Kohler primer, they aren't suppose to siphon. Dave Conrad
> On Monday, December 13, 2004, at 04:10 PM, Brian Alley wrote:
>
>> --> Tailwind-List message posted by: Brian Alley <n320wt@yahoo.com>
>>
>> If your using a Marvel carb, you already have a primer
>> called the accelorator pump. I pump my throttle 3
>> times when starting the engine cold and none when
>> starting after its warmed up. It's never failed me.
>> The traditional primer system used on spam cans is
>> just extra complexity.
>>
>>
>> =====
>> BRIAN ALLEY (N320WT)
>> CARBON FIBER COMPOSITES
>> 101 Caroline Circle
>> Hurricane, WV 25526
>> 304-562-6800 home
>> 304-872-7938 shop
>>
>> How are you going to win by a nose if you don't stick out your neck?
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 3
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--> Tailwind-List message posted by: Mcculleyja@aol.com
In a message dated 12/14/04 7:50:04 AM Eastern Standard Time,
billbernard@worldnet.att.net writes:
> Where is a good place to buy a primer from?
Mike,
I have a good used Kohler primer, model K-2403-2 that I will donate to the
cause if you are willing to pay shipping. Contact me off list with your
shipping address, if interested.
Jim McCulley
mcculleyja@aol.com
Message 4
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| Subject: | High altitude flight |
0.44 FORGED_OUTLOOK_TAGS Outlook can't send HTML in this format
This is mostly for Weav who cruises at flight level 180 and 200mph but has some
interesting stuff for the rest of us.
i have most of the symptoms just sitting at my computer!!!
Dennis Flamini N564DF race #53 Chicago
EVOLVED-GAS DISORDERS
2-137. Evolved-gas disorders occur in flight when atmospheric pressure is reduced
as a result of an increase in altitude. Gases dissolved in body fluids at sea-level
pressure are released from solution and enter the gaseous state as bubbles
when ambient pressure is lowered (Henry=92s Law). This will cause varied
skin and muscle symptoms, which are sometimes followed by neurological symptoms.
Evolved-gas disorders are also known as decompression sickness.
HENRY'S LAW
2-138. The amount of gas dissolved in a solution is directly proportional to the
pressure of the gas over the solution. Henry=92s Law is similar to the example
of gases being held under pressure in a soda bottle (Figure 2-21). When the
cap is removed, the liquid inside is subject to a pressure less than that required
to hold the gases in solution; therefore, gases escape in the form of bubbles.
Nitrogen in the blood is affected by pressure changed in this same manner.
Figure 2-21. Henry's Law
2-139. Inert gases in body tissues (principally nitrogen) are in equilibrium with
the partial pressures of the same gases in the atmosphere. When barometric
pressure decreases, the partial pressures of atmospheric gases decrease proportionally.
This decrease in pressure leaves the tissues temporarily supersaturated.
Responding to the supersaturation, the body attempts to establish a new equilibrium
by transporting the excess gas volume in the venous blood to the lungs.
Cause
2-140. The cause of the various symptoms of decompression sickness is not fully
understood. This sickness can be attributed to the nitrogen saturation of the
body. This is related, in turn, to the inefficient removal and transport of the
expanded nitrogen gas volume from the tissues to the lungs. Diffusion to the
outside atmosphere would normally take place here.
2-141. Tissues and fluid of the body contain from 1 to 1.5 liters of dissolved
nitrogen, depending on the pressure of nitrogen in the surrounding air. As altitude
increases, the partial pressure of atmospheric nitrogen decreases and nitrogen
leaves the body to reestablish equilibrium. If the change is rapid, recovery
of equilibrium lags, leaving the body supersaturated. The excess nitrogen
diffuses into the capillaries in solution and is carried by the venous blood
for elimination. With rapid ascent to altitudes of 30,000 feet or more, nitrogen
tends to form bubbles in the tissues and in the blood. In addition to nitrogen,
the bubbles contain small quantities of carbon dioxide, oxygen, and water
vapor. Additionally, fat dissolves five or six times more nitrogen than blood.
Thus, tissues having the highest fat content are more likely to form bubbles.
INFLUENTIAL FACTORS
2-142. Evolved-gas disorders do not happen to everyone who flies. The following
factors tend to increase the chance of evolved-gas problems.
Rate of Ascent, Level of Altitude, and Duration of Exposure
2-143. In general, the more rapid the ascent, the greater the chance that evolved-gas
disorders will occur; the body does not have time to adapt to the pressure
changes. At altitudes below 25,000 feet, symptoms are less likely to occur;
above 25,000 feet, they are more likely to occur. The longer the exposure, especially
above 20,000 feet, the more likely that evolved-gas disorders will occur.
Age and Body Fat
2-144. An increase in the incidence of decompression sickness occurs with increasing
age, with a three-fold increase in incidence between the 19- to 25-year
old and the 40- to 45-year old age groups. The reason for this increase is not
understood but may result form the changes in circulation caused by aging. No
scientific validation exists to support any link between obesity and the incidence
of decompression sickness.
Physical Activity
2-145. Physical exertion during flight significantly lowers the altitude at which
evolved-gas disorders occur. Exercise also shortens the amount of time that
normally passes before symptoms occur.
Frequency of Exposure
2-146. Types of Evolved-Gas Disorders. Frequency of exposure tends to increase
the risk of evolved-gas disorders. The more often that individuals are exposed
to altitudes above 18,000 feet (without pressurization), the more that they are
predisposed to evolved-gas disorders.
2-147. Bends. At the onset of bends, pain in the joints and related tissues may
be mild. The pain, however, can become deep, gnawing, penetrating, and eventually,
intolerable. The pain tends to be progressive and becomes worse if ascent
is continued. Severe pain can cause loss of muscular power of the extremity
involved and, if allowed to continue, may result in bodily collapse. The pain
sensation may diffuse from the joint over the entire area of the arm or leg. In
some instances, it arises initially in muscle or bone rather than in a joint.
The larger joints, such as the knee or shoulder, are most frequently affected.
The hands, wrists, and ankles are also commonly involved. In successive exposures,
pain tends to recur in the same location. It may also occur in several
joints at the same time and worsens with movement and weight bearing. Coarse
tremors of the fingers are often noted when the bends occur in joints of the arm.
2-148. Chokes. Symptoms occurring in the thorax are probably caused, in part, by
innumerable small bubbles that block the smaller pulmonary vessels. At first,
a burning sensation is noted under the sternum. As the condition progresses,
the pain becomes stabbing and inhalation is markedly deeper. The sensation in
the chest is similar to one that an individual experiences after completing a
100-yard dash. Short breaths are necessary to avoid distress. There is an almost
uncontrollable desire to cough, but the cough is ineffective and nonproductive.
Finally, there is a sensation of suffocation; breathing becomes more shallow,
and the skin turns bluish. When symptoms of chokes occur, immediate descent
is imperative. If allowed to progress, the condition leads to collapse and
unconsciousness. Fatigue, weakness, and soreness in the chest may persist for
several hours after the aircraft lands.
2-149. Paresthesia. Tingling, itching, cold, and warm sensations are believed to
be caused by bubbles formed either locally or in the CNS where they involve
nerve tracts leading to the affected areas in the skin. Cold and warm sensations
of the eyes and eyelids, as well as occasional itching and gritty sensations,
are sometimes noted. A mottled red rash may appear on the skin. More rarely,
a welt may appear, accompanied by a burning sensation. Bubbles may develop just
under the skin, causing localized swelling. Where there is excess fat beneath
the skin in the affected region, soreness accompanied by an abnormal accumulation
of fluid may be present for one or two days.
2-150. Central Nervous System Disorders. In rare cases when aircrews are exposed
to high altitude, symptoms may indicate that the brain or the spinal cord is
affected by nitrogen-bubble formation. The most common symptoms are visual disturbances
such as the perception of lights as flashing or flickering when they
are actually steady. Other symptoms may be a dull-to-severe headache, partial
paralysis, the inability to hear or speak, and the loss of orientation. Paresthesia
or one-sided numbness and tingling may also occur. Hypoxia and hyperventilation
may cause similar numbness and tingling; however, these are bilateral=97they
occur in both arms, legs, or sides. CNS disorders are considered a medical
emergency; if they occur at high altitude, immediate descent and hospitalization
are indicated.
PREVENTION
2-151. In high-altitude flight and during hypobaric-chamber operations, aircrews
can be protected against decompression sickness. Protective measures include=97
a.. Denitrogenation.
b.. Cabin pressurization.
c.. Limitation of time at high altitude.
d.. Aircrew restrictions.
Denitrogenation
2-152. Aircrews are required to breathe 100 percent oxygen for 30 minutes before
takeoff for flights above 18,000 feet. Denitrogenation rids the body of excess
nitrogen. This dumping of nitrogen from the body takes place because no nitrogen
is coming in via the oxygen mask under 100 percent oxygen. The amount of
nitrogen lost depends strictly on time. Within the first 30 minutes of denitrogenation
(Figure 2-22), the body loses about 30 percent of its nitrogen.
Figure 2-22. Nitrogen Elimination
Cabin Pressurization
2-153. The pressurized aircraft cabin is usually maintained at a pressure equivalent
to an altitude of 10,000 feet or below. This pressure lessens the possibility
of nitrogen-bubble formation.
Limitation of Time at High Altitude
2-154. The longer one stays at high altitude, the more nitrogen bubbles will form.
Extended, unpressurized flight above 20,000 feet should be minimized.
Aircrew Restrictions
2-155. AR 40-8 restricts crew members from flying for 24 hours after scuba diving.
During scuba diving, excessive nitrogen uptake by the body occurs while using
compressed air. Flying at 8,000 feet within 24 hours after scuba diving at
30 feet subjects an individual to the same factors that a nondiver faces when
flying unpressurized at 40,000 feet: nitrogen bubbles form.
TREATMENT
When symptoms and signs of evolved-gas disorders appear, aircrews should take the
following corrective actions:
a.. Descend to ground level immediately.
b.. Place the affected individual on 100 percent oxygen to eliminate any additional
nitrogen uptake and to remove excessive nitrogen from the system.
c.. Immobilize the affected area to prevent further movement of nitrogen bubbles
in the circulatory system.
d.. Report to the flight surgeon or to the best medical assistance available.
e.. Undergo compression therapy in a hyperbaric chamber if symptoms persist and
when prescribed by a flight surgeon.
DELAYED ONSET OF DECOMPRESSION SICKNESS
2-157. The onset of decompression sickness can occur as long as 48 hours after
exposure to altitudes above 18,000 feet. This delayed onset may occur even if
no signs/symptoms were evident during the flight.
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