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Kunci jawaban Babak FINAL Jenis soal : ESSAY 1. Kinerja bensin diukur berdasarkan nilai oktan (octane number) yaitu keberadaan senyawa 2,2,4 - trimetil pentane (isooktana) dengan nilai oktan 100, sedangkan nheptana nilai oktannya adalah nol. a. Gambarkan struktur 2,2,4 – trimetil pentane dan n – heptana (20 Point) Penyelesaian : b. Gambarkan semua isomer struktur n-heptana dan namai secara IUPAC (30 Point) Penyelesaian : c. Gambarkan struktur dan nama IUPAC alkena paling sederhana yang mempunyai isomer cis dan trans. (30 Point) Penyelesaian : d. Jelaskan pengertian bensin dengan angka oktan 75 % (20 Point) Penyelesaian : Angka oktan pada bensin ditentukan dengan adanya senyawa trimetil pentane dan nheptana dimana apabila pada bensin memiliki angka oktan 100 % maka pada besin tersebut terkandung senyawa trimetil pentane banding senyawa n-heptana yaitu 100 : 0, sehingga apabila bensin dengan angka oktan 75 % maka dalam bensin tersebut terkandung 75 % senyawa trimetil pentane dan 25 % senyawa n-heptana. 2. Reaksi : 2NOBr (g) 2NO (g) + Br2 (g) H = +16,1 kJ Diketahui : Tekanan awal NOBr = 0,65 atm. : NOBr telah terurai sebanyak 28% (Saat Kstb) (a) Tuliskan bentuk tetapan kesetimbangan, Kp. (10 poin) Penyelesaian : Kp [p NO ] 2 [p Br2 ] [p NOBr ] 2 (b) Tentukan tekanan parsial gas NOBr, NO, dan Br2 setelah tercapai keadaan kesetimbangan. (30 poin) Penyelesaian : 100 28 p NOBr 0,65 atm 0,468 atm 100 28 p NO 0,65 atm 0,182 atm 100 p Br2 28 2 100 0,65 atm 0,091 atm (c) Tentukan tekanan total sesudai tercapai kesetimbangan (20 poin) Penyelesaian : (100 28 ) (28 14 ) 114 p tot [ ] 0,65 atm 0,65 atm 0,741 atm 100 100 (d) Hitung nilai tetapan kesetimbangan, Kp pada temperatur tersebut. (20 poin) Penyelesaian :
Many people are unfortunate enough to lose most of their teeth due to an injury or accident. In such a case the only option left for them is to install dentures in their mouth.
WARRANTY: Mountain States Drivetrain Inc. (MSD) warrants it’s manual transmissions/transfer cases (“Product”) against defects in workmanship or materials to the vehicle owner in which the product is installed (“Buyer”), from the date of installation, for 6 months or 6,ooo miles, whichever occurs first, for parts. MSD will replace or repair, at its option, the failed Part. This Limited Warranty applies to the Product and items directly related to it as identified on the Installer Repair Order referenced above. By purchasing this manual transmission/transfer case, Buyer accepts and agrees to comply with the terms of this Limited Warranty. Any repairs or replacements will not extend the Warranty. WHAT IS NOT COVERED: A. Damage to the manual transmission/transfer case due to installation errors. B. Damage caused by any other part or external part failure. C. If you are not a licensed repair facility or an ASE certified mechanic and you wish to install an MSD manual transmission/transfer case, you must receive prior authorization or this warranty will be void. D. Damage caused by (1) overheating: (2) accident: (3) abuse or an operation for which it was not designed; (4) damage resulting from external components not included in the sale: (5) lack of fluids or lubricants, etc; (6) alterations of the vehicle, altering either the power train or suspension system from the original manufacturer's specifications: (7) improper installation; (8) towing or hauling in excess of manufacturer's specifications (refer to the vehicle's owners manual) E. Incidental or consequential damages including, but not limited to (1) lost profits, sales or income; (2) injury to person or property; (3) damage from fluids or other substances; (4) lift, dock or storage fees; (6) fluids or any additional related parts; (7) substitute transportation, lodging, towing, etc; or (8) unauthorized repairs. Some states do not allow the exclusion or limitation of consequential damages, so the above limitation or exclusion may not apply to you.
Maxillofacial Fractures and Dental Trauma in a High School Soccer Goalkeeper: A Case Report Jason P. Mihalik*†; Joseph B. Myers†; Timothy C. Sell†; Eric J. Anish† *University of North Carolina at Chapel Hill, Chapel Hill, NC; †University of Pittsburgh, Pittsburgh, PA Jason P. Mihalik, CAT(C), ATC, contributed to conception and design; acquisition and analysis and interpretation of the data; and drafting, critical revision, and ﬁnal approval of the article. Joseph B. Myers, PhD, ATC, and Timothy C. Sell, PhD, PT, contributed to conception and design; analysis and interpretation of the data; and drafting, critical revision, and ﬁnal approval of the article. Eric J. Anish, MD, contributed to conception and design; acquisition and analysis and interpretation of the data; and drafting, critical revision, and ﬁnal approval of the article. Address correspondence to Jason P. Mihalik, CAT(C), ATC, University of North Carolina at Chapel Hill, Sports Medicine Research Laboratory, CB #8700, Fetzer Gymnasium South Road, Chapel Hill, NC 27599. Address e-mail to email@example.com. Objective: To present the case of a 17-year-old male soccer goalkeeper who sustained maxillofacial fractures and dental trauma after being struck in the face by an opponent’s knee. Background: Because of the nature of the sport and a lack of protective headgear, soccer players are at risk for sustaining maxillofacial trauma. Facial injuries can complicate the routine management of on-ﬁeld medical emergencies often encountered by certiﬁed athletic trainers. The appropriate management of maxillofacial trauma on the playing ﬁeld may help to reduce both the immediate and long-term morbidity and mortality associated with these injuries. Differential Diagnosis: Lacerated superior labial artery, lacerated upper lip, dental fractures, maxillofacial fractures, orbital blowout fracture, closed head injury, cervical spine injury, cerebrovascular accident. Treatment: The athlete received immediate on-ﬁeld medical care and was subsequently transported to the hospital, where diagnostic testing was performed and further treatment was provided. Hospital inpatient management included dental and plastic surgery. After discharge from the hospital, the athlete...
The Chernobyl accident, which occurred on 26 April 1986, led to the contamination of vast expanses of land in Europe and in particular the three former-USSR Republics of Ukraine, Russia and Belarus, as well as Norway, turning the lives of a large part of the population in these countries on end. The extent of the disaster’s damage brought about greater awareness of the difficulties inherent in managing the accidental and post-accidental impacts of such an event. It is vital that every lesson be learned from this disaster, in particular to analyse its impacts on the lives of the populations affected. In France, in the years following the accident, a number of protective actions designed to mitigate the immediate radiological impacts of an accident for the populations were first set out for the emergency phase. They are regularly tested through crisis drills in which the at-risk populations are involved. In 2005, the National directorate for nuclear safety and radiation protection (DGSNR) which has since become the Nuclear safety authority (ASN), established a Steering committee for the management of the post-accident phase of a nuclear accident or a radiological emergency (CODIRPA), at the request of the Government. This process involves a large number of stakeholders affected by post-accident management: the public authorities, operators, associations, experts, etc. This decision to take advance action, which proceeds from a far-reaching protection approach, is intended to improve protection for human beings and the environment as regards the consequences of a possible nuclear accident that might bring about contamination of the land. The approach taken by CODIRPA has resulted in the development of policy elements for post-accident management in the event of a nuclear accident of medium scale, causing short-term releases, shown in this document. These policy elements are based on the international principles of radiation protection, as well as on the figures highlighted during the research carried out by CODIRPA participants. They also include management objectives along with a variety of actions through which these can be attained, in order to address a situation that is by nature extremely complex, due to the many topics to be addressed and the number of stakeholders involved.
Some of the major train accidents in recent years involving heavy casualties have underscored the need for a re- look at the prevailing Disaster Management System on the Indian Railways. In many countries, in the unfortunate event of a railway accident, relief and rescue work is not spearheaded by the Railway organisation, but by the civil authorities, as in the case in road accidents/other disasters. The role of the Railway systems in these countries is restricted to clearing the track and restoring traffic after the rescue work is over. In India, however, Railways have been historically handling rescue and relief operations in railway accidents, and therefore Indian Railways has to rise to the expectations of the public. Further, significant technological advancements have taken place in the area of post disaster relief and rescue operations. Consequently, a number of state of the art relief and rescue equipment, tools and plants and innovative techniques have emerged during the last decade for quickening the pace of rescue and relief operations. 2. In the above backdrop, the Ministry of Railways constituted a high level committee vide Board’s order No.ERB-I/2002/23/44 dt.16.9.2002 to review the Disaster Management System over Indian Railways and to give recommendations for strengthening and streamlining the same. This Committee consists of the following : 1. Member Mechanical, Railway Board : Convenor 2. Member Traffic, Railway Board : Member 3. Financial Commissioner, Railway Board* : Member 4. Director General/Railway Health Services : Member 5. Director General/ Railway Protection Force : Member * Nominated as AM(Budget) and continued to serve the committee as Financial Commissioner.
Downloaded from bmjopen.bmj.com on April 9, 2014 - Published by group.bmj.com BMJ Open The seasonal variation of Achilles tendon ruptures in Vancouver, Canada: A retrospective study Journal: BMJ Open rp Fo Manuscript ID: Article Type: Date Submitted by the Author: Complete List of Authors: Scott, Alex Grewal, Navdeep Guy, Pierre; University of British Columbia, Centre for Hip Health and Mobility Sports and exercise medicine Epidemiology ACCIDENT & EMERGENCY MEDICINE, EPIDEMIOLOGY, HEALTH SERVICES ADMINISTRATION & MANAGEMENT, ORTHOPAEDIC & TRAUMA SURGERY, Foot & ankle < ORTHOPAEDIC & TRAUMA SURGERY, Orthopaedic sports trauma < ORTHOPAEDIC & TRAUMA SURGERY
National Conference of Auto Body Professionals. 27th February 2013 - Towcester Speech by Tony Rand Managing Director – Vamco Ltd Introduced by David Cresswell - Chairman “Good morning everybody, and thank you very much David. David only just contacted me a week ago about talking about accident management, and we discussed briefly what subject matter I should cover. And then I made some suggestions that David thought were quite good, so that’s what I’m going to talk about this morning. I’m going to make some general statements about our industry, some of its problems and maybe suggest some solutions. I hope that meets with your approval. You might find some of the things I am going to say a bit controversial, or even challenging, you will probably disagree with some of the things I am going to say, but hopefully at least some of the points I make will ring true. But most of you don’t know me, so by way of introduction, I’m going to start by telling you something about what I have been doing for the past 40 odd years. And why I think I can claim to have some experience of business in general and the crash repair business in particular. Personally I have been involved in different aspects of motor insurance for over twenty years. I invented the concept of Motorcare Services back in 1990 and launched and ran...
Fitting Instructions: Daytona 675, Street Triple (from VIN 411984) and Street Triple R (from VIN 411984) A9930224 Thank you for choosing this Triumph genuine accessory kit. This accessory kit is the product of Triumph's use of proven engineering, exhaustive testing, and continuous striving for superior reliability, safety and performance. Completely read all of these instructions before commencing the installation of the accessory kit in order to become thoroughly familiar with the kit’s features and the installation process. These instructions should be considered a permanent part of your accessory kit, and should remain with it even if your accessory equipped motorcycle is subsequently sold. Parts Supplied: 1. Quickshifter sensor 1 off 3. 2. Gear selector rod 1 off Publication part number A9900439 issue 6, ADC 7865 © Triumph Designs Ltd. 2009 1 of 9 Cable tie 4 off Note: Notice • This accessory kit is for racing only. It is to be used solely during closed-course racing. A motorcycle fitted with this accessory kit must not be used on public roads. • Warning This accessory kit is designed for use on Triumph Daytona 675, Street Triple and Street Triple R motorcycles only and should not be fitted to any other manufacturer’s motorcycle. Fitting this accessory kit to any other manufacturer’s motorcycle will affect the performance, stability and handling of the motorcycle. This may affect the rider’s ability to control the motorcycle and could cause an accident. This quickshifter kit is to be used with Arrow rear sets - standard shift kit A9750539. The Arrow rear set kit should be fitted and adjusted to the required footrest position before beginning this instruction. Before fitting this accessory kit, ensure the owner of the motorcycle has been informed of the warnings contained in this instruction.
I’ve been anticipating this day for months. Yet last summer, from my wheelchair, I could barely imagine it would happen. St. Andrew’s, July 7th. It’s Race Day: my first since a bicycle accident left me unable to walk: bones broken, lung collapsed, and concussion. In a split-second, that accident took me out of the racing world into one focused on immediate primary goals like being able to successfully move independently from bed to a wheelchair, taking my first steps with a cane, then without. Having been dependent on others and not even being able to walk, I will consider race day a victory if I can put the three events together, cross the line and complete the Half Ironman: 1.9 Km swim, 90 Km bike ride, 21 Km run. This triathlon is my medium term goal toward full recovery. My long-term goal is to be stronger and faster than I was before the accident. What a day! St. Andrew’s by-the-Sea became a resort town because its cool sea breezes attracted Montreal elite to escape the summer heat. Yet today record-breaking temperatures are predicted: 33 degrees Celsius, will feel like 43 with humidity. We’re off. It’s mayhem. Every one makes a mad dash into the water at Katy’s Cove. While I feel good, I know I need to protect my collarbone, the one injury that hasn’t fully healed. Swimming around the loop the second time, I find someone fast to ‘draft’ behind. Mistake. I get whacked in the shoulder.