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Post by capney on Dec 8, 2011 13:17:01 GMT
Sea Snakes. Grabbed this from the www After being bitten, side effects generally do not appear for 20-30 minutes, at which point severe pain is experienced in the affected limb. Droopy eyelids, respiratory weakness and muscle pain can occur. There is anti-venom available for sea snakes ; however, if unavailable, the anti-venom for the tiger snake may be used. An adult sea snake may carry enough venom to kill approximately three adult people. Its primary neurotoxin can cause peripheral paralysis. The sea snake venom is approximately two times more potent than the land snake venom, in comparing rattlesnakes, copperheads and water moccasins. Although more lethal, there is less chances of being bitten given the small size of the fangs and less aggressive nature of the snake.
Nasty
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Post by DAG on Dec 8, 2011 13:41:53 GMT
So once the Sea Snake homes in on you then, you can't get away from it..............oh how horrible............nasty! nasty! nasty! And I thought land snakes were bad enough
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Post by capney on Dec 8, 2011 13:50:58 GMT
Sea snakes are timid by nature, but if you upset them they will get nasty. Best just to keep out the way !
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Post by kedigato on Dec 8, 2011 14:18:34 GMT
Good thing I don't often go swimming in the sea, and when I do, I keep looking around if there are any sharks nearby, a pet fear of mine. After reading all of this, I shall be on the outlook for sea snakes as well. I'll have to check up if there are any sea snakes around this area. Sure hope not.
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Post by capney on Feb 25, 2012 18:22:18 GMT
If I remember correctly It was during one of my detachments to Kuching that I had the pleasure of meeting up with one of my old UK Squadron Canberra Mk7PR aircraft. It was usual for the pilot to lower the aircraft flaps before shutting down the engines which supplied the hydraulic power to operate them. On this occasion the pilot forgot. UK, not a problem. There is a hand hydraulic pump which will do the job. Now there lays the problem,. There is also a hand pump and a hydraulic switch which operates the front nose wheel. Yes you guessed it, our chap chose the wrong operation and before you could say “wheels up” the nose wheel slowly retracted and the aircraft nose slowly settled onto the pan. How embarrassing for all concerned, but there`s more to this tale of woe. Due to an incident in the UK it was now a requirement during the post flight inspection to remove a couple heavyweight electrical fuse as a safety measure. This involved the use of a hex socket and wrench handle. The essential part of the job was to disconnect the aircraft batteries first, easy done with the twist of a couple quick connectors. If only the electrician that was sent to do the job had known that..... We now have the aircraft on its nose with the pilot hiding away and not wanting to show his face, an electrician that is not familiar with the aircraft and the general situation approaching panic. Our guy proceeds to undo the nuts that hold the fuses, and much to his horror the wrench his was using touched a high pressure metal oxygen pipe. The resulting short circuit would have been several thousands of amps which fractured the pipe, releasing 100% breathing oxygen. It was a wonder the aircraft did not explode and our guy seriously hurt. So, now we have the aircraft on its nose with the nose wheel retracted and all the aircraft oxygen leaked to atmosphere. Not a pleasant situation for all concerned. We jacked up the nose and bashed out the dents and tested the gear. All ok. One thing we could not do was repair the damage to the oxygen pipe, of which the outcome was he had to fly all the way back to the UK at low level. Not a happy pilot as that would have been a rough and choppy ride for him.
Next chapter... how to land an aircraft with the port main landing gear stuck up.
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Post by nazimundo on Feb 25, 2012 20:27:12 GMT
Lucky the guy wasn't having a quiet smoke. I'm glad I didn't have to fly back with him.
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Post by DAG on Feb 26, 2012 8:32:59 GMT
Ooh! How embarrassing! ;D
That pilot and the electrician must have been the talk of the whole base.
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Post by kedigato on Feb 26, 2012 9:22:10 GMT
OMG! I immediately thought of how deadly pure oxygen can be if you breathe it.* Yes, how embarrassing and dangerous as well, and, as Alfie said, good that the guy wasn't having a smoke. Eek!!!!
*While in hospital and on oxgyen for 12 days, during a conversation with a nurse who was turning mine up a fraction, she warned me never to alter it myself and told me why. It gave me a fright every time anyone came near the switch for mine after that.
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Post by capney on Sept 11, 2012 16:00:41 GMT
Just remembered this thread... I must bring you all up to speed shortly on more stories from the far east.
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Post by DAG on Sept 12, 2012 13:04:36 GMT
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Post by capney on Jan 5, 2013 13:27:58 GMT
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Post by capney on Jan 5, 2013 13:47:25 GMT
As I remember. as you can see from my cockpit picture you will see a Vulcan. Now lok at the forth picture down, you will see a Victor. Now. When did you ever see a line up like that. A lanc, a Victor, and a Vulcan, all serviceable and ready to go..? It was indeed a rare day. The aircraft escorting to Lanc on the flyby are RAAF F86s Sabres. I knew you would want to know..enjoy.
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Post by DAG on Jan 8, 2013 16:39:59 GMT
Thank you Robert! I had a question for you and should have posted it on here, but put on the weather thread instead! ;D
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Post by DAG on Jan 8, 2013 17:42:34 GMT
It's OK Robert, I have answered my own question...........this looks like the view I was looking for! I see that the propellers on the Lancaster were dead in line with the pilot, not a very nice thought if one flew off and went straight through the cab!
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Post by capney on Jan 10, 2013 14:44:48 GMT
Thats a real crisp image you have found there DAG.
The pilot and flight engineer sat side by side under the expansive canopy, with the pilot sitting on the left on a raised portion of the floor (almost all British bombers, and most German bombers, had only a single pilot seat as opposed to American practice of carrying two pilots, or at least having controls for two pilots installed). The flight engineer sat on a collapsible seat (known as a "second dicky seat") to the pilot's right, with the fuel selectors and gauges on a panel behind him and to his right. The pilot and other crew members could use the panel above the cockpit as an auxiliary emergency exit while the mid-upper and tail gunner were expected to use the rear entrance door to leave the aircraft.
When you start delving into the history of the different variants it can become quite a journey.
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