A case of non-fatal strangulation of the neck by rigging lines of a parachute during military training is presented. It is an unusual but potentially life-threatening injury. Probable factors leading to such injury are discussed.
Sustainable aviation fuels (SAFs) are expected to play an essential role in achieving the aviation industries' goal of carbon-neutral growth. However, producing biomass-based SAFs may induce changes in global land use and the associated carbon stock. The induced land use change (ILUC) emissions, as a part of the full life-cycle emissions for SAF pathways, will affect whether and to what extent SAFs reduce emissions compared with petroleum-based jet fuels. Here, we estimate the ILUC emission intensity for seventeen SAF pathways considered by the International Civil Aviation Organization (ICAO), covering five ASTM-certified technologies, nine biomass-based feedstocks, and four geographical regions. We introduce the SAF pathways into a well-established computable general equilibrium (CGE) model, GTAP-BIO, and its coupled emission accounting model, AEZ-EF, to study economy-wide implications of SAF production and estimate ILUC emissions intensity for each pathway. The estimated SAF ILUC emission intensities, using a 25-year amortization period, range from -58.5 g CO2e MJ-1 for the USA miscanthus alcohol (isobutanol)-to-jet (ATJ) pathway to 34.6 g CO2e MJ-1 for the Malaysia & Indonesia palm oil Hydrotreated Esters of Fatty Acids (HEFA) pathway. Notably, the vegetable oil pathways tend to have higher ILUC emission intensities due to their linkage to palm expansion and peatland oxidation in Southeast Asia. The cellulosic pathways studied provide negative ILUC emissions, mainly driven by the high carbon sequestrations in crop biomass and soil. Using the core life-cycle emissions established by ICAO, we show that fifteen of the assessed pathways have a lower full life-cycle emission intensity than petroleum-based jet fuels (89 g CO2e MJ-1), offering promising options to reduce aviation emissions.
Wind turbines are massive electrical structures. They produce large returns when illuminated by radar waves. These
scatterings have a great impact on the operation of surveillance, air traffic control and weather radars. This paper presents
two geometric modelling methods for reshaping wind turbine towers so that the Radar Cross Section (RCS) of wind turbines
is reduced. In the proposed reshaping methods, bump structures are created on the surface of the conventional cylinder
wind turbine tower. When a reshaped tower is illuminated by radar waves, the bump structures scatter incident radar
waves into insignificant directions so that the strength of back-scattering is declined and the RCS of the wind turbine is
decreased. The test results confirmed that the proposed methodssignificantly reduce bi-static RCS values of wind turbines.
The proposed reshaping methods are practical, flexible and effective in alleviating the scatterings of wind turbines.
While forensic medical tasks are usually associated with supporting the criminal justice system, there are a range of forensic medical skills that can be brought to bear on addressing humanitarian activities. Disaster victim identification is a procedure that has achieved international standardisation through the work of a multinational Interpol Standing Committee. While part of a police organisation, it includes forensic pathologists, anthropologists, odontologists and molecular biologists who provide most of the specialist scientific input regarding identification that is integrated with police processes such as document examination and fingerprinting. The loss of Malaysian Airlines Flight MH17 represented a major activation of these procedures in an environment that had both humanitarian and forensic criminal investigation components. The information that is derived from the processes involved in disaster victim identification has a value that goes far beyond the determination of identity. It has an important humanitarian role in supporting the family and friends of the victims in their bereavement journey.
Carbon fiber reinforced epoxy (CFRE) is commonly been used in automotive and aviation industries. However, CFRE composite exhibits the problem of adherence between fiber and matrix. The interface between carbon fiber (CF) and epoxy becomes a weak zone and leads to the debonding defect of fiber and low mechanical properties of composites. The main focus of this study is to fabricate CFRE using carbon nanotubes (CNTs), as the hybrid reinforcement with CF. Ultrasonic method is used to disperse CNTs in distilled water for 20 minutes, followed by deposition of CNTs on CF using electrophoretic deposition (EPD) technique. Hand lay-up assisted vacuum bagging is employed to fabricate CNTs/CF/Epoxy composite. From morphologies, surface topography and peel off testing, it can be confirmed that 30 minutes deposition allowed more CNTs to deposit on CF. The flexural properties shows that 30 minutes deposition inherited high flexural strength, 67.4 MPa and modulus, 8490 MPa.
Reinforced aluminum composites are the basic class of materials for aviation and transport industries. The machinability of these composites is still an issue due to the presence of hard fillers. The current research is aimed to investigate the drilling topographies of AA7075/TiB2 composites. The samples were prepared with 0, 3, 6, 9 and 12 wt.% of fillers and experiments were conducted by varying the cutting speed, feed, depth of cut and tool nose radius. The machining forces and surface topographies, the structure of the cutting tool and chip patterns were examined. The maximum cutting force was recorded upon increase in cutting speed because of thermal softening, loss of strength discontinuity and reduction of the built-up-edge. The increased plastic deformation with higher cutting speed resulted in the excess metal chip. In addition, the increase in cutting speed improved the surface roughness due to decrease in material movement. The cutting force was decreased upon high loading of TiB2 due to the deterioration of chips caused by fillers. Further introduction of TiB2 particles above 12 wt.% weakened the composite; however, due to the impact of the microcutting action of the fillers, the surface roughness was improved.
Rapid development of technology has made simulator as a promising training tool. Advantages offered such as interactive and realistic training environments, mistake tolerance and training in hazardous scenario without causing harm to trainee, cost effectiveness, opportunity of training review and training time flexibility makes simulator widely used in aviation training, driver training, medical training and rehabilitation. Despite of these advantages, a major drawback of simulator is simulator sickness. Simulator sickness is a condition caused by inconsistency perceived by our vestibular system. Effected individual reported that they are experiencing nausea, fatigue, postural instability, headaches and difficulty in focusing which linger for hours or days in some cases. This paper will discuss the simulator usage and simulator sickness condition in Malaysia as experienced by researchers and a few organizations that use simulator as their training tool.
There is a dire need to have complementary form of disaster training which is cost effective, relatively easy to conduct, comprehensive, effective and acceptable. This will complement field drills training. A classroom-based training and simulation module was built by combining multiple tools: Powerpoint lectures, simulations utilising the Kuala Lumpur International Airport (KLIA) schematic module into 'floortop' model and video show of previous disaster drill. 76 participants made up of medical responders, categorised as Level 1 (specialists and doctors), Level 2 (paramedics), Level 3 (assistant paramedics) and Level 4 (health attendants and drivers) were trained using this module. A pre-test with validated questions on current airport disaster plans was carried out before the training. At the end of training, participants answered similar questions as post-test. Participants also answered questionnaire for assessment of training's acceptance. There was a mean rise from 47.3 (18.8%) to 84.0 (18.7%) in post-test (p<0.05). For Levels 1, 2, 3 and 4 the scores were 94.8 (6.3)%, 90.1 (11)%, 80.3 (20.1)% and 65 (23.4)% respectively. Nevertheless Level 4 group gained most increase in knowledge rise from baseline pre-test score (51.4%). Feedback from the questionnaire showed that the training module was highly acceptable. A classroom-based training can be enhanced with favourable results. The use of classroom training and simulation effectively improves the knowledge of disaster plan significantly on the back of its low cost, relatively-easy to conduct, fun and holistic nature. All Levels of participants (from specialists to drivers) can be grouped together for training. Classroom training and simulation can overcome the problem of "dead-document" phenomenon or "paper-plan syndrome".
On 15 September 1995 a Malaysian Airlines (MAS) Fokker 50 plane plunged while descending and crashed, killing thirty-four passengers aboard. The dental disaster victim identification team comprising dental surgeons from the Dental faculty, University of Malaya; Ministry of Health, Sabah; and the Malaysian Defence Forces played an active role in the identification process. Most of the bodies were badly mutilated, disfigured and severely incinerated. Problems were encountered due to inadequate facilities and space at the mortuary. Difficulties were also encountered during the procurement and deciphering of information from dental records. This disaster has however created greater awareness amongst Malaysians of the important role of forensic odontology in mass disasters.