TDP

I bet it's the miracle whip... that stuff will kill ya!

miracle whip is made from eggs.....

and eggs are considered meat...

=0

Google is a multi-million dollar company. They can afford it.

I'm sure admin makes make from other sources such as selling t shirts,books, EMS apparel and whatever else admin has under his sleeves. But thanks for your 2 cents of a post.

But don't fix her, I like her when she's not talking.

In an ideal world....

It was my understanding that their best bet is to sue everyone involved, and while the services you work for should have some form of coverage, anything over and above that becomes the responsibility of the medic. We operate under a doctors license but unless we bring him online its our call that makes the mistake, not theirs. I think hiding under the face that "its their license" would be a bad mentality for anyone to develop

Thanks for clairfying

The question is not directed at following protocol, the question is if you actually screw up.

*OOPS forgot to open the airway*

Probably not covered by the Doc's insurance lol

The way I understand it (In Canada) is the employer who carries the liability insurance. Yup... if you forget to open an airway they certainly can personally sue you as well.

BUT... We have a special way of being tried as EMS folk, they put us in front of a panel of our peers (other PCP's for you) and they decide whether what you did is what anyone would do in that situation with the same education, or if you were cowboy'ing or simply screwing up.

That's fair

I'm sure everyone hears in school about the horrors that can befall you if your documentation is a little off or if you actually screw up, and the large financial penalties you may face in court. Doctors protect themselves with malpractice insurance in the event they kill/injure a patient, should we protect ourselves the same? Can we even get malpractice insurance, and does anyone actually have it?

I'm new to the industry, and in the near future I want to buy a house and start a family. Having all this taken away is a frightening thought

If an EMT,or EMT-P makes a mistake,causing death, doesn't the liability fall into the medical director/or physcian on calls hands? Or is it every man for themselves in the field. I never understood that portion.

that story was so good can you tell it again?

I would pay 19.99 to get at least a storage capability of 200. Ak I save things to reference back to alot of things that are in pm like questions and stuff I have asked people or things they have told me about posts I have made that they did not to bring to the attention of the whole board. The Emt City Contact list is on there. I am OLD I dont remember like I used too......LOL

Gmail is what 2 or 3 gigs of storage space and its free LOL

Probably have to pay 19.99 to get your message limit increased.

Because Canada is SOOO much more superior than we are. They learn EMS by watching tv shows.

You don't know enough about Canadian EMS to be even making random bullshit statements like this.

Wondering if any NREMT-P's have been able to transfer to an Alberta Paramedic. I graduated a 2.5 years EMT/Paramedic Program, then worked for 2600hrs as a Paramedic in the states with all my certs. ACLS,PALS,PHTLS..

http://www.emtcity.com/index.php?showtopic=14643

http://www.ourparamedics.ca/

1a)Sorry to hear

2b)You need to bilingual with the proper certifications current,up to date.

3c)Quebec is NOT apart of Canada.

why driver fail? granted that wasnt a standard bus,seatbelts anyone? it was nice to NOT see that fat ass land on the patient.

1)wiring problems

2)spark+gas

3)high rate of impact

who hasn't done this? I mean come on give your head a shake people.......

You can expect to work part time in BC for about 5 years before you will be able to get into a full time position. Full time positions are filled on a "senority" basis. All full time staff have higher senority than part time staff. If there is not a full time member who puts in for a full time posting, the posting will go to the part time paramedic with the earliest date of hire. If you decide to come back to BC and go through the whole process you can expect to end up in the Lower Mainland working as an irregularly scheduled employee at multiple stations for 3-4 years before you have the senority required to obtain a regularly scheduled spot at a regular station. It will take 5-10 years of working in the lower mainland as a full timer before you are able to return to the interior.

This is the current situation. Things will change in the not too distant future. The number of retirements in the next 5 years is enormous. There are also other ways to shorten the wait. You can sentence yourself to three years in dispatch. You can sentence yourself to trasnfer fleet. Or you can educate yourself to the ACP level and obtain a full time position far quicker (There is a drastic shortage of ACP's in BC).

Thanks for the clarification. I was given the impression you had to spend a minimum of 5 years with BCAS before you could even apply for ACP. Thanks for the info.

Hi there. In a few years I'm planning on going to SAIT and complete the EMT program there. I will have completed the 15-day EMR course in Kelowna, BC, which is only a 1-1/2 hour drive from home. I have looked into the prerequisites which include Language Arts 30-1, Biology 30-1, and Applied Math 11. Since I finished Highschool in BC after moving from Alberta, I do have the same levels of prerequisites, BC-style.

My question is, do you think that I will be just as easily hired in Kamloops if I have the EMT certification from SAIT then as if I had it from JIBC or a school in BC? My reason for wanting to go to Calgary for it is because I have a relative that is letting me stay there for the 10 month period. The boards on campus in Kelowna are at least 3 grande and I'd rather not spend that much extra. Is there a difference between certifications in each province?

Thanks.

Reina

If your doing school here in Calgary @ SAIT, why not just register with ACOP and work in the province? Oh you don't want to deal with the non sense......now I understand... I think to work for BCAS you have to put in a minimum of 5 years as a part time PCP before you can advance or apply to a fulltime job pool. I'm not to sure about the process and it's entirety. Anyways,goodluck with your program.

cheers

Goodluck finding work,but if that's your dream then I suggest getting on it. The economy isn't getting any better,like mobey stated, most of the work for EMS providers is in the west.

cheers

In regards to older diesel engines in the way of operation fuel and air is mixed in a pre combustion chamber before it was injected into the cylinder. all of the mixing and injections are mechanically,not electronic or direct inject. a good example is the first gen 5.9L cummins 12 valve And for the new engines everything is pretty much computer control/injected.

and the rest i stole from wiki, read here

Starting

In cold weather high speed diesel engines, which are mostly prechambered, can be difficult to start because the mass of the cylinder block and cylinder head absorb the heat of compression, preventing ignition because of the higher surface to volume ratio. Prechambered engines therefore make use of small electric heaters inside the prechambers called glow plugs. These engines also generally have a higher compression ratio of 1:19 to 1:21. Low speed and compressed air started larger and intermediate speed diesels do not have glowplugs and compression ratios are around 1:16. Some engines use resistive grid heaters in the intake manifold to warm the inlet air until the engine reaches operating temperature. Engine block heaters (electric resistive heaters in the engine block) connected to the utility grid are often used when an engine is turned off for extended periods (more than an hour) in cold weather to reduce startup time and engine wear. In the past, a wider variety of cold-start methods were used. Some engines, such as Detroit Diesel engines and Lister-Petter engines, used a system to introduce small amounts of ether into the inlet manifold to start combustion. Saab marine engines, Field Marshall tractors (among others) used slow-burning solid-fuel 'cigarettes' which were fitted into the cylinder head as a primitive glow plug. Lucas developed the 'Thermostart', where an electrical heating element was combined with a small fuel valve. Diesel fuel slowly dripped from the valve onto the hot element and ignited. The flame heated the inlet manifold and when the engine was turned over the flame was drawn into the combustion chamber to start combustion. International Harvester developed a WD-40 tractor in the 1930s that had a 7-liter 4-cylinder engine which ran as a diesel, but was started as a gasoline engine. The cylinder head had valves which opened for a portion of the compression stroke to reduce the effective compression ratio, and a magneto produced the spark. An automatic ratchet system automatically disengaged the ignition system and closed the valves once the engine had run for 30 seconds. The operator then switched off the gasoline fuel system and opened the throttle on the diesel injection system. Recently direct-injection systems advanced to the extent that prechambers systems were not needed using a common rail with electronic fuel injection.

[edit] Gelling

Diesel fuel is also prone to "waxing" or "gelling" in cold weather, terms for the solidification of diesel oil into a partially crystalline state. The crystals build up in the fuel line (especially in fuel filters), eventually starving the engine of fuel and causing it to stop running. Low-output electric heaters in fuel tanks and around fuel lines are used to solve this problem. Also, most engines have a "spill return" system, by which any excess fuel from the injector pump and injectors is returned to the fuel tank. Once the engine has warmed, returning warm fuel prevents waxing in the tank. Due to improvements in fuel technology, with additives waxing rarely occurs in all but the coldest weather when a mix of diesel and kerosene should be used to run a vehicle.

[edit] Fuel delivery

A vital component of all diesel engines is a mechanical or electronic governor which regulates the idling speed and maximum speed of the engine by controlling the rate of fuel delivery. Unlike Otto-cycle engines, incoming air is not throttled and a diesel engine without a governor can not have a stable idling speed and can easily overspeed, resulting in its destruction. Mechanically governed fuel injection systems are driven by the engine's gear train. [12] These systems use a combination of springs and weights to control fuel delivery relative to both load and speed. [12] Modern, electronically controlled diesel engines control fuel delivery by use of an electronic control module (ECM) or electronic control unit (ECU). The ECM/ECU receives an engine speed signal, as well as other operating parameters such as intake manifold pressure and fuel temperature, from a sensor and controls the amount of fuel and start of injection timing through actuators to maximize power and efficiency and minimize emissions. Controlling the timing of the start of injection of fuel into the cylinder is a key to minimizing emissions, and maximizing fuel economy (efficiency), of the engine. The timing is measured in degrees of crank angle of the piston before top dead center. For example, if the ECM/ECU initiates fuel injection when the piston is 10 degrees before TDC, the start of injection, or timing, is said to be 10° BTDC. Optimal timing will depend on the engine design as well as its speed and load. Advancing the start of injection (injecting before the piston reaches TDC) results in higher in-cylinder pressure and temperature, and higher efficiency, but also results in elevated engine noise and increased oxides of nitrogen (NOx) emissions due to higher combustion temperatures. Delaying start of injection causes incomplete combustion, reduced fuel efficiency and an increase in exhaust smoke, containing a considerable amount of particulate matter and unburned hydrocarbons .

[edit] Major advantages

Diesel engines have several advantages over other internal combustion engines.

* They burn less fuel than a gasoline engine performing the same work, due to the engine's high efficiency and diesel fuel's higher energy density than gasoline..[1]

* They have no high-tension electrical ignition system to attend to, resulting in high reliability and easy adaptation to damp environments.

* They can deliver much more of their rated power on a continuous basis than a gasoline engine.

* The life of a diesel engine is generally about twice as long as that of a gasoline engine [13] due to the increased strength of parts used, also because diesel fuel has better lubrication properties than gasoline.

* Diesel fuel is considered safer than gasoline in many applications. Although diesel fuel will burn in open air using a wick, it will not explode and does not release a large amount of flammable vapour.

* For any given partial load the fuel efficiency (kg burned per kWh produced) of a diesel engine remains nearly constant, as opposed to gasoline and turbine engines which use proportionally more fuel with partial power outputs. [14][15][16][17]

* They generate less waste heat (btu) in cooling and exhaust.[1]

* With a diesel, boost pressure is essentially unlimited.

* The carbon monoxide content of the exhaust is minimal, therefore diesel engines are used in underground mines.[18]

Besides,why are you parking close to a hazmat scene?curious

Okay Children: Lets have a little history lesson on the progression of ambulance chassis over the last 35 years or so.

In the beginning we were running converted hearses made by cadillac or pontiac, raised rear roofs and not much room to do more than bag and drag. Some of them even advertised on the side that they were oxygen equipped or radio dispatched. These were equipped with huge gas engine in the 500 cubic in. + category. lots of motor very little brakes.

Then in the early 70's the first type II van conversions were introduced The first ones were done on the econoline chassis without a raised roof. All of a sudden we had room to actually provide care to our pt's and haul enough equipment to get our jobs done. Along came the dodge and chevy van conversions. About 1975 the first hi-top conversions were introduced to give us a little more head room. All of these trucks came with large gasoline engines and would go like the hammered hinges of hell. Ford used the 460, chevy had the 427 and dodge had the 373 mopar. A 460 ford could spin the back tires of a fully loaded 1 ton ambulance on acceleration.

The problem with the big gassers was overheating and vapor lock issues, along with a some really nasty fires. The the feds decided that gassers would be banned from ambulance conversions and mandated diesel power.

From a fleet management angle this was both good & bad. Good in the longevity and lower operating cost of the diesels, but bad in the added cost to purchase and the emissions produced. the manufacturers had to build a beefier chassis with higher GVW ratings to support the added weight

of the diesels. This gave us bigger and stiffer riding trucks but more able to carry all the additional equipment our professions required.

Then in the mid eighties the first type 1 & type III modulars boxes were introduced. All of a sudden we had room for multiple patients and more supplies than ever before. This took large displacement hi torque diesels to move them down the road.

Ford went to the international Harvester 6.9 liter normally aspirated engine which was a real powerful slug of a motor. Slow off the line but could pull a house of the foundation.

Chevy went to a bastardized version of the 350 gas motor and with a change of heads & pistons made it into a diesel. Best boat anchor ever produced. Couldn't give them away to the scrap dealers.

Dodge pulled out of the market as they didn't have a diesel.

Ford moved on to the 7.3 liter IH powerstroke which hands down was a tremendous engine in HP , torque & reliability. I drove several of these trucks to more than 500,000 miles with the engines still strong. This was done in by the feds and emissions levels requirements , which got us the infamous 6.0 Navistar produced engine. There have been multiple lawsuits over this engine and both Ford & Navistar have been slapped hard by the judge in Court.

Chevy in the meantime in conjunction with Isuzu from Japan took a 6.2 liter japanese design and enlarged it to 6.6 liters and is the current GM power plant. There have been almost as many issues with this engine as the ford/navistar 6.0. They seem to have worked out most of the major issues. They do have more torque & get a slight advantage in that. Unfortunately GM hasn't got a type III cut a way chassis with the same GVW rating as the Ford E450. The 4500 & 5500 conventional cab chassis is designed as a dump truck chassis and when converted into ambulances, they ride just like a dump truck. Even with full air ride they are not comfortable for us or our patients.

Dodge offers the Cummins diesel in the type 1 chassis. Great powerplant but the rest of the truck is pure junk. bad brakes, weak transmissions and shipped from the factory with rust already starting to eat the body.

I know the choices were hard to make , but Ford has decided to get away from the Navistar headache and thats why they are bringing the triton v-10 into the ambulance chassis specs. Just as a side note , the majority of class C motor-homes are built on the E-450 chassis with the V-10 which has been very reliable and reasonably cost effective in millions of miles of use.

From someone who started out in the back of a miller meteor cadillac ambulance, We've come a long way but nothing will ever give the comfort or ride of those babies.

so why not team up cummins with allision transmission? I agree with what youve said. what about the gmc topkick?lmao

The powerjoke,I mean the powerstroke diesel that ford puts out is one of the worst diesel engines in the industry. The only bonus it has really is that the parts for it are stupid cheap. The only thing I will give ford is they make one rugged ass frame,everything else is garbage. GMC has put out reliable trucks despite what people think,say or how they are looking like they are going down from the economy. Duramax 6.6L diesel puts out the most torque and its a reliable motor. 80% of our city services use GMC trucks exluding ambulance service, I think they have some sort of retarded contract. Anyways, I don't like ford,and I don't think we should be putting them on the road,thats more of a risk then a benefit to patients and providers. Or maybe we should use dodge,they are reliable LOL anything but FORD.........lol

all in all.....

Yes, to the respected agencies.

I have a big concern for people who go into countries and utilize health care programs when they are not citizens, or are fresh off the boat so to speak and able to access the same services I can, yet I am a citizen for life, I pay my taxes I work a regular hour'd job. On the same token,has health care ever been free? In the history of health care? Should it cost you money to be healthy? To get immunizations,annual check ups,clinic visits,specialist visits,a ride in an ambulance or whatever it may be? Neither of these things are free,they are either covered by green shield,blue cross or whatever your health plan is FOR CITIZENS. I probably sound like a blue collared asshole,but that's how I roll....

Could you please explain that acronym ... as I may wish to use it in future posts ... just saying.

ps contact PM.

LMAO!

haha

never took the time to watch the video,but i have a sneaking suspicion whatever it is,or what people say is "brutality" is probably well deserved. chances are, if the cops are beating your ass you deserve it. I dont know any cops who randomly just beat people up and hide behind the badge,in all sincerity.

career ender.

It all boils down to,professionalism of course. :roll: