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There was no patients with grade III BCIS. Among them, 19 had grade I and 4 had grade II BCIS. BCIS occurred in 23 patients, with an incidence of 26.1%. We also compared the incidence of BCIS between those patients with and without possible risk factors, including intraoperative blood loss, arthroplasty, use of an intramedullary device, patient age, gender, tumor location, and preexisting lung cancer or lung metastasis.Ī total of 88 patients were included. The definition and severity of BCIS were based on the classification system proposed in previous studies: grade I, moderate hypoxia (SpO2 20%) grade II, severe hypoxia (SpO2 40%) or unexpected loss of consciousness and grade III, cardiovascular collapse requiring cardiopulmonary resuscitation. Accurate time points of cementation were recorded on formal anesthesia record sheets by the anesthesiologists. Vital signs, including oxygen saturation, blood pressure, heart rate, and respiratory rate, were checked and recorded once every 1–2 min after cementation. To investigate the general incidence of BCIS in tumor surgeries, patients of all ages, genders and tumor types were included. Patients with complete data files were included. We reviewed medical records, including formal anesthesia records and operation notes. We investigated patients who underwent bone tumor surgeries requiring cementation as part of the surgery between March 2016 and January 2018. This was a retrospective observational study.
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A longer the service interval gives the consumer the perception that they’re spending less to maintain their vehicle. The reasoning behind extended drain intervals stems from OEMs’ desire to keep the cost of vehicle ownership as low as possible. For instance, Ford’s maintenance schedule calls for an ATF change at 150,000 miles (241,000 km)! While major OEMs have shied away from this claim, some still have drain intervals that far exceed an ATF’s ability to protect a transmission. A few years ago, many OEMs claimed that their transmissions could be filled for life. On top of calling for thinner fluid, some OEMs have extended their recommended drain intervals. It has active chemistry that allows it to not only last longer than high viscosity ATF but also protect the transmission for tens of thousands of miles. Low viscosity ATF is the cutting edge of ATF technology. Modern low viscosity ATF is thinner but still provides adequate film strength while maintaining a consistent, stable viscosity over time. Sheared down fluid has lost the ability to protect transmission components. High viscosity fluid (thicker) tends to shear down or break down into a lower viscosity fluid. Low viscosity ATF offers a number of advantages over high viscosity ATF:īecause low viscosity ATF is thinner, the transmission does not have to work as hard to push fluid through the system, improving efficiency and increasing power to the wheels. By 2022, that number is expected to be almost 75 percent. In fact, 40 percent of new passenger cars in the U.S. ATF has gotten thinner and thinner and OEMs’ recommendations have begun to reflect that. In the transmission system, the focus is on the viscosity of automatic transmission fluid (ATF). In order to meet these goals, OEMs are improving the efficiency of other vehicle systems such as the engine and transmission. For 2016, the CAFE benchmark is 35.5 MPG. Every few years until then, manufacturers have a benchmark average MPG to reach. T he goal of CAFE (Corporate Average Fuel Economy) standards is to increase the average fuel efficiency of all the vehicles on the road to 54.5 MPG by 2025.
#High vs low viscosity professional
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