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Master the toughest airway management scenarios with the Conan Obese Airway Management Trainer! Designed specifically for the Can't Intubate, Can't Oxygenate (CICO) situation, this one-of-a-kind trainer simulates an obese patient with non-palpable anatomy, preparing you for emergency front-of-neck access like never before. Elevate your training to the highest fidelity at MEDICFX #AirwayManagement #MedicalSimulation #HealthcareTraining

The Air-Q has been a fixture in airway management for many years. The most recent model, Air-Q SP3G, is specially designed to meet the specific needs of first responders during difficult airway situations. Part of the unique EMS-focus design of the Air-Q SP3G are the dual gastric access channels, located on both sides of the airway. These channels run the length of the airway and meet at an extra-wide inlet providing ample access. One channel allows for manual or continuous gastric suctioning while the other is open to ambient air, allowing a circle drain effect to occur. Watch the video below to see this process in action. Learn about all the features that make Air-Q SP3G from AirLife suitable for EMS today at https://lnkd.in/egQ7Wzau #AirwayManagement #EMS #FirstResponders #Paramedic #Ambulance #EMSTraining #EmergencyReponse #EMSLife

In OT, it is easier to teach #airwaymanagement unlike in the ER where the #intubation are emergency, px are physiologically #difficultintubation, and the family members are watching. It is important to learn #airway management in a controlled environment where doctors can focus on learning. UP-PGH #emergencymedicine Airway Management Course

https://lnkd.in/dF3Rw7sY FSTD_ is undoubtedly the latest technology for air operations training, but the real practical training of emergency procedures is a whole other dimension.

Safety is always priority #1 so how can we prevent as many crashes as possible? HEMS operations can provide help with this goal but these operations need support from the EMS community because they are so difficult to implement. Learn more in the article https://lnkd.in/dGnstzY

GrandView Aviation's President, Jessie Naor, is among the industry leaders advocating for modern, science-based regulations for the decades-old Part 135 pilot rest and duty. A new set of rules is soon expected to enter the notice of proposed rulemaking process, reflecting advancements in fatigue science and prioritizing pilot safety and efficient operations. #JessieNaor further summed up why these efforts matter by saying, “Fatigue doesn’t typically get recorded as the primary cause of an accident, but we know that human factors is the biggest contributor to aviation accidents. Fatigue induces poor decision-making, mistakes, loss of concentration, and slowed reaction times, everything we know that causes accidents. The NTSB may not always name fatigue as the cause of an accident, but we can all understand intuitively that it plays a role in most accidents and incidents, particularly in cases where pilots are highly skilled.” Read the full article from Aviation International News here: https://bit.ly/40Tndac #Part135Regulation #pilotsafety #fatiguemanagement #aviationsafety

Important information for agencies utilizing the Petzl LEZARD device. Lifesaving Systems, LLC has published the following advisory regarding compatibility between the LEZARD, and LSC's 410 model D-Lok hoist hooks. While this information is not new, or surprising to many LEZARD users, it's a timely reminder to all agencies that perform HEC rescue operations to thoroughly check and double check ALL of your rescue equipment prior to introducing it into initial service, and also immediately prior to each time on the hoist hook or longline to ensure proper orientation. The LEZARD is a phenomenal tool, but like all rescue devices in a single point of failure system must be treated with the respect it deserves. Check your connections, and pay attention. On that note, huge kudos to Aeronautical Accessories / Bell Flight, who promptly made the newly updated LSC 414 model D-Lok hook available on their STC'd hoist kits, and a subtle "poke" to Airbus Helicopters to consider expediting the process of doing the same for their hoist systems. https://lnkd.in/gv-uT92S

I feel necessary to talk about those things that a lot of pilots are uncomfortable talking about. It is the areas in which pilots experience unexpected events that caused the greatest difficulties. One of the ways to deal with this is through diligent study. In our studies it is essential to formulate a plan of action, for in any event , something may go a mess. Know your systems, know the limitations of your systems know how to program and operate them. Study.

A question asked by many techy's about the A320: Why is Flap 3 used when ALTN/DIRECT LAW? Why is Flap 3 suggested in gusty/windshear approaches? Did you know : The slat/flap Command Sensor Unit (CSU) provides direct input to the flight control system and adjusts the gains according to lever position. It is also the reason why the CSU has a breakout function if jammed. A 5°/sec sidestick demand in Config Full results in aileron & spoiler deflection of approximately 11.5° & 3°. The same sidestick demand in Config 3 results in deflections of 18° & 8° respectively; thus providing much better controlling in a Flap 3 approach and go arounds. #a320 #flybywire #flaps #flightcontrol #commandsensorunit #csu