View allAll Photos Tagged stroke.
This one is all about hidden depths. I first planned a photo like this for the scavenger hunt (scorpio's apparently have 'hidden depths') but then saw Ullispain's post this morning so I've adapted it.
I've seen first hand how people are trapped inside their own bodies after a stroke.
Stroke is a major cause of long term disabilities and premature death
Stroke occurs when a vessel that brings blood to the brain bursts or is clogged by a blood clot. With today’s unhealthy lifestyles and numerous health issues such as high blood pressure, physical inactivity, smoking, alcohol overuse, stroke has grown to be an epidemic all over the world. Stroke accounts for 5.7 million deaths each year worldwide and ranks second to ischemic heart disease as a cause of death. It is also a leading cause of serious disability, sparing no age, sex, ethnic origin, or country.
The theme of the World Stroke Day 2009: “Stroke‐What can I do?”
This question implies that everyone can do something about stroke, whether it is on an individual or group level.
If you notice one or more of these signs, don't wait. Stroke is a medical emergency.
Call your emergency medical services and get to a hospital right away!
Learn the warning signs of stroke.
•Sudden numbness or weakness of the face, arm or leg, especially on one side of the body
•Sudden confusion, trouble speaking or understanding
•Sudden trouble seeing in one or both eyes
•Sudden trouble walking, dizziness, loss of balance or coordination
•Sudden, severe headache with no known cause
Take action in an emergency.
•Not all the warning signs occur in every stroke. Don't ignore signs of stroke, even if they go away!
•Check the time. When did the first warning sign or symptom start? You'll be asked this important question later.
•If you have one or more stroke symptoms that last more than a few minutes, don't delay! Seek immediate medical attention!
•If you're with someone who may be having stroke symptoms, immediately call one of the emergency rescue service numbers. Expect the person to protest — denial is common. Don't
take "no" for an answer. Insist on taking prompt action.
The FAST test
You can use the FAST test to remember the signs of stroke it involves asking three simple questions:
•Face – Can the person smile, has their mouth drooped?
•Arms – Can the person raise both arms?
•Speech – Can the person speak clearly and understand what you say?
•Time – Act FAST!
Aún recuerdo ese día en el que desperté por primera vez a tu lado, cuando noté que podía confiar plenamente en ti, sin decepcionarme nunca. Recuerdo esa sonrisa después de un primer beso... Recuerdo cada momento a tu lado, los buenos y malos, todos, todos a tu lado.
Por muchas tormentas que se avecinen sé que llegará la calma, y que estaré en esa tormenta cobijada entre tus brazos, en un caliente abrazo.
Me encanta dormirme mientras me miras y me acaricias el pelo, dormir entre caricias, dormir a tu lado, vivir a tu lado, vivir juntos, unirnos hasta ser solo uno.
From Lock Baker Builder of Icarus...The inspiration for Icarus was primarily to push my limits as an engine builder. You see, for years I only did the metal fabrication on my motorcycles, leaving the motor rebuilds to professionals.The problem was that the local professionals, in many instances, turned out to be unreliable, costly, and difficult to work with. I knew that in order to become a true bikebuilder I needed to master every aspect of bike construction. I had assembled a few engines in a conventional manner but nothing that proved I knew the true dynamics and intricacies of internal combustion. When you simply assemble a motor from a parts catalog you do not need to know much, other than how it all fits together. Look at a shop manual for the given engine type, follow the instructions, and presto—you have a running engine. This engine may not be a competitive race winner, but it will go down the road. I wanted to prove to myself, and mypeers, that I truly understood the mechanics and theories of internal combustion. The only way to do this was to design and build— not simply assemble—a custom engine.
I remember several years ago watching a TV program with Indian Larry. He was explaining one of his engines, one with two different Harley heads on a common crankcase. He said that he liked engines to be as bizarre and mechanical looking as possible, hence the two different heads. I couldn’t agree more! I thought that I could push that concept further still—by not usingHarley parts at all. This engine is a hybrid of different designs. The crankcase is Harley style. In other words it is a V-twin, single cam, 45-degree cylinder angle, with a gear driven breather system. The cylinders, pistons, and heads started life as Continental 0 200 parts. Continental is an aircraft engine company that primarily builds boxer style prop plane piston engines. The work involved in making this whole thing come together is too long a story to tell here, but I will cover some of the major challenges. The task of mating the cylinders to the case was a big one. Continental cylinders are “oversquare,” meaning that they have a larger bore than stroke. In this case, the bore is 41⁄8” while the stroke is only 31⁄2”. In order to make this fit the case, I needed a much larger “deck” area than a typical Harley. The cases I used were manufactured by Delkron, who were kind enough to sell them to me with a blank deck, meaning there were no stud holes. I also specified a case set up for a 1⁄4” extended pinion shaft, essentially moving the entire cam compartment over in order to make room for the increased cylinder base area. There are more differences between typical Harley cylinders and Continental cylinders. Continental cylinders have six base studs instead of the usual four, as well as an O-ring base gasket instead of a flat paper one. The base studs were a problem because two of the six studs per cylinder were located exactly where my tappet blocks were! To fix this I built up weld material outward from the deck area towards the tappet blocks then shaped them by hand, blending them into the case. This provided the extra meat I needed to accommodate these new base studs. The tappet blocks themselves then needed to be machined in order to have them fit this new deck modification. They barely fit!The connecting rods had to be custom made for a few reasons. The wrist pin was Continental and the crank pin was Harley style. Also, the distance between the two pins was much longer than a Harley. Carrillo was chosen to manufacture these custom rods, and after four months of waiting they showed up. They are the most beautiful rods I have ever seen: H-beam, shot-peened, perfect. The crank assembly was another challenge. Because of the short stroke the Continental cylinders called for, I needed to have custom flywheels made. You see, the only Harley flywheels to have a 31⁄2”stroke were 61” Knuckleheads. My crankcase calls for Evolution style pinion and sprocket shafts, meaning a corresponding set of flywheels. I called Truett & Osborn, a trusted flywheel manufacturer, and asked them if they could build these custom wheels around my custom connecting rods. Once they started, I received a phone call saying that because the stroke is so short, the nuts that hold the crank pin in place are too close to the sprocket and pinion shaft bases. Makes sense when you think about it. Luckily for me, they are cool people over there at T&O, and they came up with a neat solution: make a custom crank pin with smaller threaded ends, meaning they could use smaller nuts. Problem solved. Here’s another: Harleys have two different cylinder heads, a front and a rear. They are almost mirror images, allowing for both intake ports to be located across the street from one another. This allows them to use a common intake manifold and a single carb to feed both cylinders. Continental engines are boxer style, so every head and cylinder is exactly the same. When you take two of them and put them upright in a 45-degree configuration, they look like two rear Harley heads. This means a few things. I needed two custom-made intake manifolds and two carbs. I also needed a custom camshaft with the front two lobes reversed. In addition, the rocker arm ratio of the Continental is 1.2/1 while modern Harleys are 1.6/1. This would mean that in order for the valves to lift as much as Harley valves do, I would need a much higher lift cam. The cam design and construction was given to Redline Racing Cams out of California. It took over six months but they eventually nailed it. Thank you Redline! I could go on forever, but here is a basic synopsis of the other challenges: custom collapsible pushrods, custom intake manifolds, custom Lectron carbs, custom load bearing rocker boxes, cus-tom pushrod boots, custom top end oil drains, magneto re-degreed, custom exhaust, cylinder fins extensively clearanced, custom base studs and nuts, and I even had to make a custom valve spring compressor due to the fact that the cylinders and heads are permanently attached to each other! (No head gaskets.) The rest of the bike is every bit as wild as the engine. With the help of Acme Choppers, we made an entirely stainless steel frame in order to fit the taller engine. I made the hubs from scratch and had them laced to imported Morad rims from Spain. Bandit Machine Works provided the primary drive, which I modified to accommodate a 10-degree transmission plate tilt. This allowed me to get a fair lead on the final belt drive (an old Indian Larry trick). I also made the fuel tank from scratch out of aluminum (see past Iron- Works article for that one!). The fork is a shaved 35mm narrow glide. Everything else, including the bars, foot controls, fender struts, taillight, plumbing, seat, oil tank, and 4-bar pneumatic seat suspension were all made by me at Eastern Fabrications.I feel very satisfied with the final result. The engine runs like a top and the bike rides exactly the way I wanted it to —light, quick, agile and fun. It goes without saying that I had the help of a lot of talented and generous people. Mark Simiola, from Sterling Performance was instrumental in helping me calculate the length of the rods to get my desired compression ratio. He also
answered countless questions and helped me time the engine. Acme Choppers came through as usual with the bottom half of the frame. Clifford Frizzel from Esquire Machinehelped make the beautiful rocker boxes and decked the cases. Cooney Engraving did the custom badges that adorn the bike. Truett & Osborn, Carrillo, Delkron, and Redline all treated me with professionalism and kindness. I would like to thank all of you for your willingness to think outside the box with me. Oh yeah, the name. The story of Icarus comes from Greek myth. Icarus was the son of Daedalus, a craftsman who built a set of wings that allowed man to fly. Icarus was allowed to use the wings on one condition; that he not fly too close to the hot sun, as the wings were held together with wax. As Icarus flew he did not heed his father’s warning; the wax melted and he fell to his death. I chose the name because, by using aircraft parts, I was taking a risk. I knew that if I was not careful and diligent it would not work. Luckily, patience pays off and so, this Icarus Flies.
World’s first series-production, sixteen-cylinder car
Manufacturing period: 1930 – 1937 (various design modifications)
Units: 4387
Top speed: 145 km/h
Original price (1930): $ 5900.-- (Convertible Coupé)
e n g i n e
Cylinders: 16 (45 degree angle / V-configuration)
Displacement: 7413 cc
Rated output: 121 KW / 165 PS @ 3200 rpm
Operation: 4-stroke petrol engine with dual Cadillac carburettors (patent: C.F. Johnson)
Bore x stroke: 76.2 x 101.6 mm
Cooling system: Liquid cooled with pump
Engine block: Cast iron
I have always liked the simplicity and power potential of two stroke engines. The 500cc triple is by far one of the nicest I have had the pleasure to drive. You need to hold on tight when this thing hits its power band.
The Strokes performs at Outside Lands Festival 2010 - Day One - August 14, 2010. Photos by Robert Redfield.
salah satu aksi, mengingatkan kita tentang bahaya stroke. Foto: Dokumentasi Puskomlik Kemenkes RI/Dimas Jendra)
75-year old female patient with left basal ganglia infarction
a. CT imagining of a at admission
b. DW-MRI imagining of the patient
c. ADC view of the patient
possivitivity and pusation i nee to get over this stroke and get back to some normality in life thats why i chose this photo , what eith the determination look on my face the smile saying i am what i am if people dont like it they are not friends take me as you find me attitude, if it is too over 18 ish please do tell me and i will remove it but thankyou for the greetings i have got so far i suppose i am lucky to be alive after that massive stroke last year in august