Skin and wrinkles-
As skin ages and also with the effect of sun damage our dermal layer that contains collagen and elastin fibers that support the upper skin layer, lose lot of collagen. As the collagen is lost, wrinkles form and cannot be repaired unless the collagen is brought back. This is done by collagen implants or collagen injections. This is a very simple procedure and will give your skin a young look again. Let us find out more about skin and collagen implants.
Types of collagen for skin implants -
You have a choice of human collagen or bovine collagen. The body of most of the people accepts both these types. Your surgeon will decide upon the choice of collagen that has to be used for you.
Collagen skin injection procedure-
In this procedure the doctor will first discuss with you about the types of wrinkles that can be removed with collagen injections. Once both of you decide about the wrinkles, collagen will be injected below the skin near the wrinkle with a fine needle. It is not a very painful procedure. You may feel some swelling for a day or two.
Collagen implants in skin and repetition of procedure-
As collagen is a protein, the body will slowly absorb it. You may need another injection after some months. This also depends upon the location of the wrinkles. Areas that you use very often may need injection earlier than those you don't use so often. For example, all your face area near your mouth is most used as you speak. That portion may need an injection sooner than other areas. Collagen injections are one of the easiest ways to remove wrinkles and get a young looking face again.
This article is only for informative purposes. This article is not intended to be a medical advise and it is not a substitute for professional medical advice. Please consult your doctor for your medical concerns. Please follow any tip given in this article only after consulting your doctor. The author is not liable for any outcome or damage resulting from information obtained from this article.
Tuesday, March 16, 2010
Youthful And Vibrant Skin
Billions are spent each year on cosmetic products that promise to delete wrinkles, lighten age spots, and eliminate itching, flaking, or redness. But the simplest and cheapest way to keep your skin healthy and youthful looking is to stay out of the sun.
Sunlight is a major cause of wrinkles, dryness, and age spots. Your skin does change with age. For instance, you sweat less which leads to increased dryness. Aging skin becomes thinner and loses fat, so it looks less plump and smooth. Underlying structures, veins and bones in particular, become more prominent. Your skin can also take longer to recover when injured.
These changes can be drastically delayed by staying out of the sun. Although nothing can totally undo sun damage, the skin sometimes can restore itself. So, it's never too late to protect yourself from the harmful results of the sun.
5 Ways to Slow the Aging Process:
1. Wear protective clothing. A hat with a wide brim shades your neck, ears, eyes, and head. Look for sunglasses with a label saying the glasses block 99 to 100 percent of the sun's rays. Wear loose, lightweight, long-sleeved shirts and long pants or long skirts when in the sun.
2. Check your skin often. Look for changes in the size, shape, color, or feel of birthmarks, moles, and spots. If you find any changes that worry you, see a doctor. The American Academy of Dermatology suggests that older, fair-skinned people have a yearly skin check by a doctor as part of a regular physical exam.
3. Avoid artificial tanning. Don't use sunlamps and tanning beds, as well as tanning pills and tanning makeup. Tanning pills have a color additive that turns your skin orange after you take them. The FDA has approved this color additive for coloring foods but not for tanning the skin. The large amount of color additive in tanning pills may be harmful. Tanning make-up products are not suntan lotions and will not protect your skin from the sun.
4. Use sunscreen. Sunscreens are rated in strength according to a sun protection factor (SPF), which ranges from 2 to 30 or higher. A higher number means longer protection. Buy products with an SPF number of 15 or higher. Also look for products whose label says: broad spectrum (meaning they protect against both types of harmful sun rays(UVA and UVB) and water resistant (meaning they stay on your skin longer, even if you get wet or sweat a lot). Remember to reapply the lotion as needed.
5. Stay out of the sun. Avoid the sun between 10 a.m. and 3 p.m. This is when the sun?s UV rays are strongest. Don?t be fooled by cloudy skies. Harmful rays pass through clouds. UV radiation also can pass through water, so don't assume you?re safe if you?re in the water and feeling cool.
Sunlight is a major cause of wrinkles, dryness, and age spots. Your skin does change with age. For instance, you sweat less which leads to increased dryness. Aging skin becomes thinner and loses fat, so it looks less plump and smooth. Underlying structures, veins and bones in particular, become more prominent. Your skin can also take longer to recover when injured.
These changes can be drastically delayed by staying out of the sun. Although nothing can totally undo sun damage, the skin sometimes can restore itself. So, it's never too late to protect yourself from the harmful results of the sun.
5 Ways to Slow the Aging Process:
1. Wear protective clothing. A hat with a wide brim shades your neck, ears, eyes, and head. Look for sunglasses with a label saying the glasses block 99 to 100 percent of the sun's rays. Wear loose, lightweight, long-sleeved shirts and long pants or long skirts when in the sun.
2. Check your skin often. Look for changes in the size, shape, color, or feel of birthmarks, moles, and spots. If you find any changes that worry you, see a doctor. The American Academy of Dermatology suggests that older, fair-skinned people have a yearly skin check by a doctor as part of a regular physical exam.
3. Avoid artificial tanning. Don't use sunlamps and tanning beds, as well as tanning pills and tanning makeup. Tanning pills have a color additive that turns your skin orange after you take them. The FDA has approved this color additive for coloring foods but not for tanning the skin. The large amount of color additive in tanning pills may be harmful. Tanning make-up products are not suntan lotions and will not protect your skin from the sun.
4. Use sunscreen. Sunscreens are rated in strength according to a sun protection factor (SPF), which ranges from 2 to 30 or higher. A higher number means longer protection. Buy products with an SPF number of 15 or higher. Also look for products whose label says: broad spectrum (meaning they protect against both types of harmful sun rays(UVA and UVB) and water resistant (meaning they stay on your skin longer, even if you get wet or sweat a lot). Remember to reapply the lotion as needed.
5. Stay out of the sun. Avoid the sun between 10 a.m. and 3 p.m. This is when the sun?s UV rays are strongest. Don?t be fooled by cloudy skies. Harmful rays pass through clouds. UV radiation also can pass through water, so don't assume you?re safe if you?re in the water and feeling cool.
Your Eyes Have It
Your eyes demand attention whenever you are talking to someone or even glancing in their direction. They are an important feature of your face and the skin around the eyes can bring the eyes to healthy life or contribute to a dull, lifeless look.
Naturally as you age the skin surrounding the eyes develops fine lines and deeper wrinkles. This is because the delicate skin around the eyes is very different to the rest of the skin on your face. It is much thinner and in fact has very few oil glands which can keep it naturally moisturized. This means its dries out faster and being thin, if not treated gently can stretch and tear, causing bags and sagging.
For this reason is it important to treat the eye area gently and don’t wipe or rub the eyes harshly, instead just patting the area without pulling is recommended.
Puffiness around the eyes is common on waking but can remain throughout the day for a variety of reasons including tiredness, smoking, drinking alcohol, diet and even hormonal changes. If you do have a problem with puffy eyes try elevating your head slightly at night on a higher pillow and drinking plenty of water throughout the day to cleanse out your blood system. One cause of puffiness can be as simple as the cream you are using. Eyes are naturally sensitive and will water continuously to cleanse them of impurities. When using creams around the eye area make sure you don’t apply them too closely to the eye and seek out natural skin care creams without harsh chemicals and additives.
The cream will ‘creep about 1 centimeter by itself so just apply creams on the bone below the eye area. The cream will make its way further on the skin but not into the eyes themselves. When applying eye cream place a little of the cream onto your ring finger and gently pat the cream around the eye and dab gently to absorb, do not rub. You only need to apply a tiny amount of cream around the eye to bring satisfactory results in fact too much cream can irritate and cause the puffiness you are trying to avoid.
At LanaB we have developed a 100% natural eye cream that can be used safely around the eye area without causing irritation. Included in the ingredients are Jojoba and Avocado oils as well as Vitamins A and E, these combine to treat fine lines and wrinkles effectively and moisturize and balance the skin around the eyes.
Naturally as you age the skin surrounding the eyes develops fine lines and deeper wrinkles. This is because the delicate skin around the eyes is very different to the rest of the skin on your face. It is much thinner and in fact has very few oil glands which can keep it naturally moisturized. This means its dries out faster and being thin, if not treated gently can stretch and tear, causing bags and sagging.
For this reason is it important to treat the eye area gently and don’t wipe or rub the eyes harshly, instead just patting the area without pulling is recommended.
Puffiness around the eyes is common on waking but can remain throughout the day for a variety of reasons including tiredness, smoking, drinking alcohol, diet and even hormonal changes. If you do have a problem with puffy eyes try elevating your head slightly at night on a higher pillow and drinking plenty of water throughout the day to cleanse out your blood system. One cause of puffiness can be as simple as the cream you are using. Eyes are naturally sensitive and will water continuously to cleanse them of impurities. When using creams around the eye area make sure you don’t apply them too closely to the eye and seek out natural skin care creams without harsh chemicals and additives.
The cream will ‘creep about 1 centimeter by itself so just apply creams on the bone below the eye area. The cream will make its way further on the skin but not into the eyes themselves. When applying eye cream place a little of the cream onto your ring finger and gently pat the cream around the eye and dab gently to absorb, do not rub. You only need to apply a tiny amount of cream around the eye to bring satisfactory results in fact too much cream can irritate and cause the puffiness you are trying to avoid.
At LanaB we have developed a 100% natural eye cream that can be used safely around the eye area without causing irritation. Included in the ingredients are Jojoba and Avocado oils as well as Vitamins A and E, these combine to treat fine lines and wrinkles effectively and moisturize and balance the skin around the eyes.
Monday, March 15, 2010
Glamour Cars
Long and sleek! With Elvis as the hero of the day during the 1950s, whatever he drove become the car of the day. And Elvis loved the glamour that shiny new tail-fins exhibited. His fans loved them, too, which led to over thirty heart-stopping models being designed during the 1950s. No one cared back then whether cars were gas-guzzlers or whether the paint job would last, or whether the shiny chrome that protruded out the back begged to have dents inserted within the first few weeks.
The appeal of cars during the 1950s was more than just Elvis. It was prestige and glamour for even the average working person. The feeling of luxury seeped into one’s feelings and emotions, and romance bloomed with respect while riding in these elegant vehicles.
The Chrysler Town & Country Newport coupe which came out in 1950 didn’t have fins (they started creeping into the design around 1952). Yet it wasn’t the typical car of the 1940s. Almost a dinosaur compared to today’s styles, the Newport featured distinctive, external wood framing (referred to as being a ‘Woodie’) and strongly appealed to the hunter and sportsmen.
Pontiac had a mascot – an Indian Chief– whose unsmiling face formed the base of the front hood. His headdress consisted of streaks of chrome sliding back over the hood and being picked up again on the trunk. Sleek looking! Everyone wanted a car with a personality, and the Indian Chief gave the Pontiac one.
Because the cars of the early 1950s had a somewhat dowdy appearance but reflected the potential of sparkling glamour, car designers became aggressive in their creativity. By 1957 and 1958 the designers produced disastrously overblown responses. Sharp clean fins reached in all directions. They were streaked with chrome, and somewhere in the middle a body was grafted into them. Bright yellows! Passionate reds! Baby blues! And regardless of the weather where one lived, convertibles were in, even if you never lowered the top.
The intense competition among the car manufacturers meant that each model became extinct quickly. Planned obsolescence meant the customers had to choose between buying a new car each year or being a social leper. Because of the expense of redesigning all models every year, the manufacturers took to keeping the inner workings of the cars basically the same and only changing the outward look.
By 1958 some models,such as the 1958 Oldsmobile, were beginning to be called ‘ugly.’ Some even said it looked like a brick with a hardtop sitting on it. However, the indented chrome on the doors still caught one’s eye of respect.
All systems self-destruct from within. The era of the glamour cars had outdone itself and common sense dictated that what would follow in the 1960s would be based on performance, a concern for the environment, and conservative packaging. During the 1960s people weren’t impressed with external appearances to the exclusion of what existed underneath. This attitude was reflected towards both people and cars. Yet, who will ever forget Elvis? Or the glamour cars of the 1950s?
The appeal of cars during the 1950s was more than just Elvis. It was prestige and glamour for even the average working person. The feeling of luxury seeped into one’s feelings and emotions, and romance bloomed with respect while riding in these elegant vehicles.
The Chrysler Town & Country Newport coupe which came out in 1950 didn’t have fins (they started creeping into the design around 1952). Yet it wasn’t the typical car of the 1940s. Almost a dinosaur compared to today’s styles, the Newport featured distinctive, external wood framing (referred to as being a ‘Woodie’) and strongly appealed to the hunter and sportsmen.
Pontiac had a mascot – an Indian Chief– whose unsmiling face formed the base of the front hood. His headdress consisted of streaks of chrome sliding back over the hood and being picked up again on the trunk. Sleek looking! Everyone wanted a car with a personality, and the Indian Chief gave the Pontiac one.
Because the cars of the early 1950s had a somewhat dowdy appearance but reflected the potential of sparkling glamour, car designers became aggressive in their creativity. By 1957 and 1958 the designers produced disastrously overblown responses. Sharp clean fins reached in all directions. They were streaked with chrome, and somewhere in the middle a body was grafted into them. Bright yellows! Passionate reds! Baby blues! And regardless of the weather where one lived, convertibles were in, even if you never lowered the top.
The intense competition among the car manufacturers meant that each model became extinct quickly. Planned obsolescence meant the customers had to choose between buying a new car each year or being a social leper. Because of the expense of redesigning all models every year, the manufacturers took to keeping the inner workings of the cars basically the same and only changing the outward look.
By 1958 some models,such as the 1958 Oldsmobile, were beginning to be called ‘ugly.’ Some even said it looked like a brick with a hardtop sitting on it. However, the indented chrome on the doors still caught one’s eye of respect.
All systems self-destruct from within. The era of the glamour cars had outdone itself and common sense dictated that what would follow in the 1960s would be based on performance, a concern for the environment, and conservative packaging. During the 1960s people weren’t impressed with external appearances to the exclusion of what existed underneath. This attitude was reflected towards both people and cars. Yet, who will ever forget Elvis? Or the glamour cars of the 1950s?
Marine Electronics
Autopilots The first self-steering gear was introduced in the 1920's to control model yachts but it was not until 1948 that the principle was applied to full scale yachts. Standing at the helm for lengthy periods, monitoring instruments and keeping a good look out can be very tiring. An autopilot relieves the helmsman from steering the correct course leaving him free to maintain a proper watch. The autopilot can be set to either steer a compass course or a course relative to the wind. A fluxgate compass or electronic wind indicator feeds information to a microprocessor which then makes the necessary rudder movements to return the vessel to it's required course. The mechanical power is applied to the rudder by either electric linear activators, hydraulic pumps or rotary drives. GPS/Chart plotters can be used to input navigational instructions to the autopilot.
Battery Chargers will keep batteries fully charged thereby extending their working life.
Chart Plotters Typically a chart plotter consists of an antenna, mounted high on the boat, to track GPS signals and a display unit sited either at the at the navigation station or the helm of the vessel. The vessels position is sent from the antenna to the display unit which in turn shows it graphically on the chart. The Chart itself will look similar to it's paper equivalent and show depth, land mass, navigational aids such as bouys and potential dangers in the form of wrecks and obstructions. The user can add way points to the chart and zoom in and out of the display. Chart plotters can be connected to drive an autopilot and/or send GPS data to a fish finder or radar. They can also interface with a laptop enabling complex passage planning to be done away from the boat and then entered into the chart plotter after arriving at the boat.
Magnetic Transmitting Compasses work like traditional compasses using magnets to determine the vessels orientation to the earth's magnetic field they then transmit the boats heading to an electronic display. They make steering easier than with conventional compasses because they display steadier headings and do not suffer from the "lag" that occurs when making a turn. They can interface with chart plotters, autopilots and radar. Fluxgate Compasses consist of two pieces of readily saturated magnetic material with coils wound round them in opposing directions. AC current is passed through the coils and the material is saturated in one direction and then the other. The earth's magnetic field affects slightly the time at which saturation occurs, earlier in one coil and later in the other. The difference is then calculated giving an output proportional to the earth's magnetic field. They are accurate to 0.1 of a degree. Their output can be displayed digitally to the helmsman or they can interface with autopilots, chart plotters and radar.
Echo Sounders work on the same principle as sonar. A transducer emits a narrow beam of high frequency sound. This is reflected by any solid objects and the time between transmission and receipt of the echo is measured. The speed of sound through water is know and so the range or distance to the sea bed can be calculated. That is then displayed in metres. Forward Looking Sonar (FLS) enables you to see the underwater hazards before you're actually on top of them. A typical range for a FLS is 150 metres.
An Emergency Position Indicating Radio Beacon (EPIRB) is a piece of equipment designed to float free of a vessel in distress. It then sends a radio signal that can be detected by Search and Rescue Satellite Aided Tracking (SARSAT) satellites. They relay a message to a ground station that in turn can instigate a search and rescue operation.
Fish Finders use the same technology as sonar. A narrow beam of high frequency sound is transmitted by a transducer, this is reflected by solid objects such as the sea bed. By developing this technology fishfinders provide displays that show where the fish are and they can differentiate between bait fish and larger species
Global Positioning System (GPS Receivers) - This system was originally designed for military purposes and is owned and operated by the United States Department of Defence. 24 satellites are arranged in a "birdcage" around the globe, they are positioned in such a way that at any place on the earth's surface a direct line of sight can be established to a minimum of 4 satellites. A fix is obtained by measuring accurately the distance between a satellite and the GPS receiver at a precise time. Because the exact position of the satellite is known, these distances provide position lines which are converted by a microprocessor within the GPS receiver to read outs of latitude and longitude.
The log is used to measure the boats speed through the water. A paddle wheel or impeller, mounted below the waterline is turned by the flow of water, this generates electrical impulses that are fed to a microprocessor that displays both speed and distance run.
Inverters - On most boats today you will find domestic equipment of one sort or another. For on board entertainment there are televisions and stereo systems. With the popularity of chart plotters comes the PC or laptop. Maintenance often requires the use of power tools. Liveaboards might have a washing machine, dishwasher or microwave. Can take 12v, 24v or 48v supply and convert it to a stable 110 v or 220v AC supply.
Navtex can perhaps best be described as a continuously updated telex service providing navigation and weather information within specified areas. An on board receiver, tuned to 518kHz, the worldwide Navtex frequency, if left turned on will either print out or display the latest massages sent from a local station. The service is available up to 400 miles from the coast.
Radar enables you to see what otherwise would be invisible. They offer greatest benefit at night and in fog or rain and are of particular value when close to shore or in busy shipping lanes. They consist of an antenna and a display. The antenna sends out a stream of RF energy which is reflected back off hard objects. When this energy is bounced back it is converted to a signal which displayed to the user. The antenna rotates every few seconds, the display continuously calculates the direction of the antenna and so a precise bearing to the target is calculated. The time is measured for the energy to be reflected and so the distance of the target is also displayed.
Satellite Phones consist of an antenna, a modem and a normal handset. They are powered by an iridium battery. Their range is anywhere covered by in Inmarsat Mini-M satellite. Voice, fax, email and data can be transmitted.
Satellite TV requires an antenna and of course a television. Reception is available within a "footprint" which is based on EIRP (Effective Isotropic Radiated Power) of a transmitting satellite. The EUTELSAT together with the two ASTRA satellites cover Europe. NILESAT and the two ARABSATs cover Africa and the Middle East. Good coverage is also available in North, Central and Southern America.
SSB Radio has a range of several thousand miles. You will need an FFC license, or the equivalent in whichever country you plan to operate it. Power consumption is a consideration. Up to 100 Watts may be required for transmission. SSB radio requires several items of equipment. A transceiver capable of SSB operation, An antenna, this must be 8 metres long and in practice most boats use a backstay or shroud for the purpose having fitted the necessary insulators. An antenna tuner matched to the transceiver model. If you want to send email you will also need and radio modem and computer.
VHF Radio The power required to transmit is minimal, all sets have the option of transmitting on either 1 Watt or 25 Watts and the lower power should be used whenever possible. Unlike telephones that allow you to both talk and hear at the same time most VHF sets require you to press a transmit button prior to talking. This is known as simplex. Duplex sets are available but are much more expensive. VHF radio waves travel in straight lines so the aerial should be mounted as high as possible, preferably at the masthead.
Battery Chargers will keep batteries fully charged thereby extending their working life.
Chart Plotters Typically a chart plotter consists of an antenna, mounted high on the boat, to track GPS signals and a display unit sited either at the at the navigation station or the helm of the vessel. The vessels position is sent from the antenna to the display unit which in turn shows it graphically on the chart. The Chart itself will look similar to it's paper equivalent and show depth, land mass, navigational aids such as bouys and potential dangers in the form of wrecks and obstructions. The user can add way points to the chart and zoom in and out of the display. Chart plotters can be connected to drive an autopilot and/or send GPS data to a fish finder or radar. They can also interface with a laptop enabling complex passage planning to be done away from the boat and then entered into the chart plotter after arriving at the boat.
Magnetic Transmitting Compasses work like traditional compasses using magnets to determine the vessels orientation to the earth's magnetic field they then transmit the boats heading to an electronic display. They make steering easier than with conventional compasses because they display steadier headings and do not suffer from the "lag" that occurs when making a turn. They can interface with chart plotters, autopilots and radar. Fluxgate Compasses consist of two pieces of readily saturated magnetic material with coils wound round them in opposing directions. AC current is passed through the coils and the material is saturated in one direction and then the other. The earth's magnetic field affects slightly the time at which saturation occurs, earlier in one coil and later in the other. The difference is then calculated giving an output proportional to the earth's magnetic field. They are accurate to 0.1 of a degree. Their output can be displayed digitally to the helmsman or they can interface with autopilots, chart plotters and radar.
Echo Sounders work on the same principle as sonar. A transducer emits a narrow beam of high frequency sound. This is reflected by any solid objects and the time between transmission and receipt of the echo is measured. The speed of sound through water is know and so the range or distance to the sea bed can be calculated. That is then displayed in metres. Forward Looking Sonar (FLS) enables you to see the underwater hazards before you're actually on top of them. A typical range for a FLS is 150 metres.
An Emergency Position Indicating Radio Beacon (EPIRB) is a piece of equipment designed to float free of a vessel in distress. It then sends a radio signal that can be detected by Search and Rescue Satellite Aided Tracking (SARSAT) satellites. They relay a message to a ground station that in turn can instigate a search and rescue operation.
Fish Finders use the same technology as sonar. A narrow beam of high frequency sound is transmitted by a transducer, this is reflected by solid objects such as the sea bed. By developing this technology fishfinders provide displays that show where the fish are and they can differentiate between bait fish and larger species
Global Positioning System (GPS Receivers) - This system was originally designed for military purposes and is owned and operated by the United States Department of Defence. 24 satellites are arranged in a "birdcage" around the globe, they are positioned in such a way that at any place on the earth's surface a direct line of sight can be established to a minimum of 4 satellites. A fix is obtained by measuring accurately the distance between a satellite and the GPS receiver at a precise time. Because the exact position of the satellite is known, these distances provide position lines which are converted by a microprocessor within the GPS receiver to read outs of latitude and longitude.
The log is used to measure the boats speed through the water. A paddle wheel or impeller, mounted below the waterline is turned by the flow of water, this generates electrical impulses that are fed to a microprocessor that displays both speed and distance run.
Inverters - On most boats today you will find domestic equipment of one sort or another. For on board entertainment there are televisions and stereo systems. With the popularity of chart plotters comes the PC or laptop. Maintenance often requires the use of power tools. Liveaboards might have a washing machine, dishwasher or microwave. Can take 12v, 24v or 48v supply and convert it to a stable 110 v or 220v AC supply.
Navtex can perhaps best be described as a continuously updated telex service providing navigation and weather information within specified areas. An on board receiver, tuned to 518kHz, the worldwide Navtex frequency, if left turned on will either print out or display the latest massages sent from a local station. The service is available up to 400 miles from the coast.
Radar enables you to see what otherwise would be invisible. They offer greatest benefit at night and in fog or rain and are of particular value when close to shore or in busy shipping lanes. They consist of an antenna and a display. The antenna sends out a stream of RF energy which is reflected back off hard objects. When this energy is bounced back it is converted to a signal which displayed to the user. The antenna rotates every few seconds, the display continuously calculates the direction of the antenna and so a precise bearing to the target is calculated. The time is measured for the energy to be reflected and so the distance of the target is also displayed.
Satellite Phones consist of an antenna, a modem and a normal handset. They are powered by an iridium battery. Their range is anywhere covered by in Inmarsat Mini-M satellite. Voice, fax, email and data can be transmitted.
Satellite TV requires an antenna and of course a television. Reception is available within a "footprint" which is based on EIRP (Effective Isotropic Radiated Power) of a transmitting satellite. The EUTELSAT together with the two ASTRA satellites cover Europe. NILESAT and the two ARABSATs cover Africa and the Middle East. Good coverage is also available in North, Central and Southern America.
SSB Radio has a range of several thousand miles. You will need an FFC license, or the equivalent in whichever country you plan to operate it. Power consumption is a consideration. Up to 100 Watts may be required for transmission. SSB radio requires several items of equipment. A transceiver capable of SSB operation, An antenna, this must be 8 metres long and in practice most boats use a backstay or shroud for the purpose having fitted the necessary insulators. An antenna tuner matched to the transceiver model. If you want to send email you will also need and radio modem and computer.
VHF Radio The power required to transmit is minimal, all sets have the option of transmitting on either 1 Watt or 25 Watts and the lower power should be used whenever possible. Unlike telephones that allow you to both talk and hear at the same time most VHF sets require you to press a transmit button prior to talking. This is known as simplex. Duplex sets are available but are much more expensive. VHF radio waves travel in straight lines so the aerial should be mounted as high as possible, preferably at the masthead.
Preparing Your Boat For A Hurricane
Every marina has different rules for what must be done by boat owners in the face of an approaching hurricane. In the wake of Katrina and Wilma, states are beginning to pass laws requiring boat owners to prepare their boats in certain ways. In light of all this information, some of it conflicting, what are the most important things a boat owner must know to protect themselves and their boat during a hurricane?
There are two basic rules that most experts agree offer the most important advice. First, plan ahead for what you will do when a hurricane approaches. That means checking your contract with your marina to see what they require and checking with your state for any additional regulations. You should also check with your boat insurance company to see if they have regulations that may affect your coverage. Conduct a dry run during the off-season to be sure you fully understand how much time is necessary to move or prepare your boat.
Second, under no circumstances is it safe to attempt to ride out a hurricane in your boat. There is a persistent myth that being on a boat in open water is safer than being on land during a hurricane, but the facts do not bear it out. Hurricane winds and tides can carry boats far inland or even sink them. Your boat is not worth risking your life.
Moving your boat is always the best way to prevent damage if at all possible. However, this requires arranging for inland storage space well ahead of time. Also, many boat owners are not aware that drawbridges are often locked down before a hurricane to facilitate the evacuation of people from low-lying areas. This increases the importance of moving your boat as soon as a hurricane watch is issued for your area.
Some areas have flotilla plans in place in order to move the maximum number of boats in the shortest time. Your local emergency management office will issue flotilla information in advance of a hurricane. If you are planning on joining a flotilla, be sure that your boat is properly maintained and fueled.
If moving your boat is not a possibility there are some simple things you can do to minimize damage. Remove all portable items from your boat such as electronics, antennas, dinghies, sun shades, oars or any other item that may blow around and cause damage. Be sure that any remaining items are securely lashed down. Obtain rope and other supplies to secure your boat well in advance as these items may be in short supply before a storm.
There are two basic rules that most experts agree offer the most important advice. First, plan ahead for what you will do when a hurricane approaches. That means checking your contract with your marina to see what they require and checking with your state for any additional regulations. You should also check with your boat insurance company to see if they have regulations that may affect your coverage. Conduct a dry run during the off-season to be sure you fully understand how much time is necessary to move or prepare your boat.
Second, under no circumstances is it safe to attempt to ride out a hurricane in your boat. There is a persistent myth that being on a boat in open water is safer than being on land during a hurricane, but the facts do not bear it out. Hurricane winds and tides can carry boats far inland or even sink them. Your boat is not worth risking your life.
Moving your boat is always the best way to prevent damage if at all possible. However, this requires arranging for inland storage space well ahead of time. Also, many boat owners are not aware that drawbridges are often locked down before a hurricane to facilitate the evacuation of people from low-lying areas. This increases the importance of moving your boat as soon as a hurricane watch is issued for your area.
Some areas have flotilla plans in place in order to move the maximum number of boats in the shortest time. Your local emergency management office will issue flotilla information in advance of a hurricane. If you are planning on joining a flotilla, be sure that your boat is properly maintained and fueled.
If moving your boat is not a possibility there are some simple things you can do to minimize damage. Remove all portable items from your boat such as electronics, antennas, dinghies, sun shades, oars or any other item that may blow around and cause damage. Be sure that any remaining items are securely lashed down. Obtain rope and other supplies to secure your boat well in advance as these items may be in short supply before a storm.
Saturday, March 13, 2010
Danger Equals A Water Powered Parachutes Jump In An Extreme Situation
A water powered parachute jump is primarily executed in emergency situations only. During this jump, the jumper prepares as he might for any other jump. The real difference between this jump and another is that he lands in the water. Water parachute jumping isn't really something for members of the general public to engage in, as it offers extra dangers that traditional jumping does not. Water parachute jumping must take place in water of appropriate depths. Landing in water that is too shallow can cause spinal cord injuries and drowning. As a result, typically only emergency personnel and members of the armed services complete water parachute jumping.
In order to engage in a water parachute jump, a member of the military must demonstrate his or her swimming ability both in and out of the uniform. Because water parachute jump style emergencies will sometimes take place while crew members are wearing their full uniforms, members often practice in full uniform. Members must also go through training that teaches them how to get out from under the parachute once it has collapsed in the water. As with any fabric, the material used to make parachutes gets quite heavy when wet. Because with a water jump there is the added risk of drowning, military service personnel are trained about how to get rid of the parachute to avoid the serious risk of drowning once they hit the water. Jumpers are also trained in the use of flotation devices, which also reduce the risk of drowning once a jumper lands in the water.
The Florida National Guard trains for a water parachute jump on a regular basis. Because Florida is the regular recipient of tropical storms, hurricanes, and other water disasters, guard members must be ready to make a water parachute jump at all times. They must always wait for training, though, until the water levels in their practice drop zones are just right to avoid the dangers of landing in shallow water. Before any jump, they take a refresher type training course. Then they are loaded into a plane, typically a C-23, and they make their jump. These jumps provide service personnel members with confidence in case they are ever required to make an actual water parachute jump in the line of duty.
In order to engage in a water parachute jump, a member of the military must demonstrate his or her swimming ability both in and out of the uniform. Because water parachute jump style emergencies will sometimes take place while crew members are wearing their full uniforms, members often practice in full uniform. Members must also go through training that teaches them how to get out from under the parachute once it has collapsed in the water. As with any fabric, the material used to make parachutes gets quite heavy when wet. Because with a water jump there is the added risk of drowning, military service personnel are trained about how to get rid of the parachute to avoid the serious risk of drowning once they hit the water. Jumpers are also trained in the use of flotation devices, which also reduce the risk of drowning once a jumper lands in the water.
The Florida National Guard trains for a water parachute jump on a regular basis. Because Florida is the regular recipient of tropical storms, hurricanes, and other water disasters, guard members must be ready to make a water parachute jump at all times. They must always wait for training, though, until the water levels in their practice drop zones are just right to avoid the dangers of landing in shallow water. Before any jump, they take a refresher type training course. Then they are loaded into a plane, typically a C-23, and they make their jump. These jumps provide service personnel members with confidence in case they are ever required to make an actual water parachute jump in the line of duty.
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