lørdag 18. august 2018

Kina trener antakelig på bombeangrep mot mål i Vesten - Breaking Defence

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China ‘Likely’ Training Bomber Pilots To Hit US, Allied Targets

By Colin Clark, Friday, August 17, 2018 3:04 PM

Flying out past the first island chain, China’s air force is undergoing “the most comprehensive restructure in its history to become a force capable of conducting complex joint operations,” according to a new Pentagon report.

torsdag 16. august 2018

Forbud mot laptops over Atlanteren for alle? Curt Lewis

US prepares to ban laptops on flights from Europe

BRUSSELS (AP) - The U.S. is expected to broaden its ban on in-flight laptops and tablets to include planes from the European Union, a move that would create logistical chaos on the world's busiest corridor of air travel.

Alarmed at the proposal, which airline officials say is merely a matter of timing, European governments held urgent talks on Friday with the U.S. Department of Homeland Security.

The ban would affect trans-Atlantic routes that carry as many as 65 million people a year on over 400 daily flights, many of them business travelers who rely on their electronics to work during the flight.

The ban would dwarf in size the current one, which was put in place in March and affects about 50 flights per day from 10 cities, mostly in the Middle East.

Chief among the concerns are whether any new threat prompted the proposal and the relative safety of keeping in the cargo area a large number of electronics with lithium batteries, which have been known to catch fire. American officials were invited to Brussels next week to discuss the proposed ban, the EU said.

European Commission spokeswoman Anna-Kaisa Itkonen said the EU had no new information about a specific security concern.

U.S. officials have said the decision in March to bar laptops and tablets from the cabins of some international flights wasn't based on any specific threat but on longstanding concerns about extremists targeting jetliners.

Experts say a bomb in the cabin would be easier to make and require less explosive force than one in the cargo hold. Baggage in cargo usually goes through a more sophisticated screening process than carry-on bags.

Jeffrey Price, an aviation-security expert at Metropolitan State University of Denver, said the original ban focused on certain countries because their equipment to screen carry-on bags is not as effective as machines in the U.S.

A French official who was briefed about Friday's meeting said the Americans announced they wanted to extend the ban, and the Europeans planned to formulate a response in coming days. The official said the primary questions revolved around when and how - and not whether - the ban would be imposed.

The official spoke only on condition of anonymity to discuss the plan.

Jenny Burke, a Homeland Security spokeswoman, said no final decision has been made on expanding the restriction.

But Homeland Security officials met Thursday with high-ranking executives of the three leading U.S. airlines - American, Delta and United - and the industry's leading U.S. trade group, Airlines for America, to discuss expanding the laptop policy to flights arriving from Europe.

Two airline officials who were briefed on the discussions said Homeland Security gave no timetable for an announcement, but they were resigned to its inevitability. They spoke only on condition of anonymity because they were not authorized to discuss the meeting publicly.

The U.S. airlines still hope to have a say in how the policy is put into effect at airports to minimize inconvenience to passengers. The initial ban on passengers bringing large electronics devices into the cabin hit hardest at Middle Eastern airlines.

Emirates, the Middle East's largest airline, this week cited the ban on electronics as one of the reasons for an 80 percent drop in profits last year. It said the ban had a direct impact on demand for air travel into the U.S. and it faced rising costs from introducing complimentary laptop loans to some passengers.

Alain Bauer, president of the CNAPS, a French regulator of private-sector security agents, including those checking baggage and passengers in France's airports, predicted "chaotic" scenes initially if the ban was instituted.

"Imagine the number of people who carry their laptops and tablets onto planes - not just adults, but also children," he told the AP.

He said it would slow passage through security checks as people try to negotiate a way of keeping their laptops.

"It's not like losing your water bottle or your scissors. It will take more time to negotiate," he said.

"You need a lot of time to inform them and a lot of time for it to enter people's heads until it becomes a habit," he said. "After a week of quite big difficulties, 95 percent of people will understand the practicalities."

The head of the International Air Transport Association said recently that the electronics ban is not an acceptable or effective long-term solution to security threats, and said the commercial impact is severe.

An industry-backed group, the Airline Passenger Experience Association, said the U.S. government should consider alternatives. That could include routinely testing laptops for chemical residues associated with bombs, requiring owners to turn on their devices, and letting frequent travelers keep their electronics with them.

The group's CEO, Joe Leader, noted that airlines have reduced service by more than 1 million long-haul seats in the 10 Middle Eastern and North African cities affected by the March policy. If it spreads to Europe, "it's simply a matter of time" before laptops are banned in the cabins of domestic U.S. flights, he said.

At the Delta area of the Cincinnati airport, a sign warned passengers that beginning Friday on flights returning to the U.S. any electronic devices other than a cellphone would have to be placed in checked baggage. The airline flies between Cincinnati and Paris.

A Delta spokesman said the sign was posted in error by an employee at the airport. Asked if Delta had anticipated that the in-cabin ban on larger electronics would go into effect this week, the spokesman declined to comment.

Shannon er populær - Curt Lewis

Incident: Virgin Atlantic A332 near Shannon on Aug 15th 2018, cargo smoke indication

A Virgin Atlantic Airbus A330-200, registration G-VWND performing flight VS-34 (dep Aug 14th) from Antigua (Antigua) to London Gatwick,EN (UK) with 280 passengers and 12 crew, was enroute at FL400 about 160nm south of Shannon (Ireland) when the crew reported an aft cargo smoke indication and diverted to Shannon for a safe landing on runway 24 about 35 minutes later. The aircraft taxied to the apron with emergency services in trail. The passengers disembarked. Emergency services subsequently inspected the cargo hold but did not find any trace of fire, heat or smoke.

A replacement Airbus A340-600 registration G-VYOU was dispatched to Shannon, resumed the flight and reached Gatwick with a delay of 8.5 hours.

The occurrence aircraft remained on the ground in Shannon for 13.5 hours, then positioned to London Gatwick.

G-VWND rolling out (Photo: AVH/PF):

Investering i gamle fly kan være gunstig - Curt Lewis

The Case for Investing in Rare Aircraft
  • Owning a vintage bird could be more profitable than owning stock. Plus, it's a plane.

This 1954 Aerocar has 16,000 road miles and 750 flying hours. It's airworthy and street legal. Source: Greg Herrick/Golden Wings Flying Museum

Collectibles markets are driven by passion, not rational thought. But the aircraft-collecting market has seen a split in recent years between those who purchase and restore for love and history and those who are new collectors with an interest in return on investment.

The owners of Redondo Beach, Calif.-based Platinum Fighter Sales claim to have brokered more than $300 million in classic aircraft and warbirds (aka military planes) to both types of buyers over the past three decades.

In the last few years, Simon Brown, co-owner of Platinum, has noticed an influx of investors. These clients may not even know what kind of plane they're buying, but they know a good return on investment when they see it.

"Over the last 40 years these airplanes have doubled in value every 10 years," Brown says. Adjusted for inflation, this is in line with the historical average annual return on the S&P 500, which since its inception in 1923, is only about 7 percent.

The fear among collectors and those who love the planes for their history over a return on investment is that these rare birds will be kept under lock and key instead of shared with enthusiasts. Many are transported abroad from their country of origin and privately hangared, effectively taking them out of circulation at air shows and similar historical events.

"From a financial or commercial standpoint it's good, but you don't see the airplanes fly as much, which kind of defeats the purpose of telling the history of the airplanes," Brown says.

Greg Herrick, owner of the Golden Wings Flying Museum outside Minneapolis, owns 38 vintage aircraft. Most date from the golden age of aviation, the period between the two world wars.

"It's not just the airplane, it's the history that it represents," Herrick says of what drives him to collect. He has history in spades in his hangar. Among his collection are five Ford Tri-Motor aircraft, manufactured in the 1920s and known as the first luxury airliner. "One of them is the oldest flying metal aircraft in the world," he says. "One of them is American Airlines oldest flying aircraft. I also have a flying car and the world's first diesel-powered airplane."

Herrick isn't opposed to buying aircraft for investment purposes, but he prefers the historical adulation shown by many collectors and the public access they allow.

"The preservation of this is so important, but if someone [has invested] and created value, then maybe they incentivize other people to collect and restore them," Herrick says. "These planes should be appreciated."

Supermarine Spitfire Mk.X1 .Photographer: Bettmann

The Seller
Sixty percent of business at Platinum Fighter Sales is domestic, with the remaining sales tracking a flight path abroad.

"We have people that buy an airplane in U.S. dollars and hold on to it and then sell it just because the exchange rate is favorable," Brown says. "They make more money off the exchange rate than they do off the value of the airplane sometimes."

A large portion of Brown's international sales are from Europe. There are also buyers in Australia and New Zealand, with sales in Eastern Europe and Russia growing.

Buying or selling a vintage aircraft can be an emotional exercise for a collector. Investors, however, just want the best deal, Brown says. "If someone wants a particular airplane, we take the emotion out of it for them," he says. "We don't want them to pay too much. We want them to be treated fairly."

A Hawker Hurricane IIc LF363 (foreground) and a Supermarine Spitfire IIa P7350 with markings as they appeared in Guy Hamilton's film Battle of Britain, 1969.Photographer: Fox Photos/Hulton Archive

Parts and Restoration
The purchase price is often only the first in a long line of expenses for both collectors and investors. Returning a vintage aircraft to its former glory (or even just a flyable state) can be an expensive task.

For Brown, it comes down to the individual choice of love vs. money. "Some airplanes you can do a restoration and be financially still in a good situation," he says. "Other airplanes you are going to restore can be that much more labor-intensive, and you may end up upside-down on it and never get your money out. Perhaps in 10 years you may, but not straight away."

Herrick admits to investing more than $10 million into purchasing and restoring aircraft, but he thinks certain planes should be left as is. Of the first diesel-powered plane, the 1928 Stinson SM-IDX Detroiter, he says, "That's an artifact and is in its original condition, and any restorer, no matter how good they are, is not going to rebuild the airplane exactly like it was." The Stinson is, and will remain, earth-bound.

The 1927 Ford Tri-Motor is the World's oldest flying metal airplane and America's oldest flying airliner.Source: Greg Herrick/Golden Wings Flying Museum

Buying History: Glacier Gal
On rare occasions, an aircraft's history can be more important than its condition.

In 1942 a Lockheed P-38 fighter crashed in Greenland during a delivery flight from the U.S. to England. Encased in a glacier for the next half century, the warbird was recovered from beneath 260 feet of ice in 1992 and then restored by Kentucky businessman Roy Shoffner. Known as Glacier Girl, "it's one of the most famous planes in the world because of the history of it being under the ice," Brown says.

Glacier Girl was purchased by Rodney Lewis, president and chief executive officer of Lewis Energy Group, for an undisclosed amount and now forms part of his extensive warbird collection.

The Holy Grail
Warbirds with infamous pasts aside, many vintage aircraft can be obtained for prices of about $50,000 or less. Trade-a-Plane.com has an exhaustive list of available craft from all eras.

But there are certain airplanes that remain out of reach for even the most affluent collector.

Herrick's obsession is a Curtiss Condor from the 1930s. "There are none flying, but I know where one is in Antarctica. It was abandoned there," he says. "I know that there is one on the side of a mountain in El Salvador, and I know there is one in a storage shed in Utah. That to me is the holy grail."

On the sales side, Brown says anything British is super-hot right now, especially Spitfires and Hurricanes. "This year is the hundredth anniversary of the Royal Air Force," he says. "It's made them the flavor of the year. Anything that is British, in fact."

"The captain is alway right", may kill you! - Curt Lewis

Wrong data inputs caused Jet 777 late take-off at London Heathrow

Jet Airways has amended its standard operating procedures for take-off following a late take-off incident that occurred on 30 August 2016, involving one of its Boeing 777-300ERs at London Heathrow airport.

The aircraft, registered VT-JEK, was departing from on a flight to Mumbai at 20:30UTC, when it crossed the airfield boundary at 13ft above ground level and an adjacent road at 30ft above ground level. There were no reports of injuries among the 15 crew and 231 passengers on board.

The UK Air Accidents Investigation Branch classified the case as a serious incident, and delegated the investigation to India's Air Accident Investigation Bureau.

In its final report, the Indian AAIB found that VT-JEK took off from runway intersection S4 on runway 27L, but the used performance figures calculated for intersection N1, which was the full length of the runway. Consequently, regulatory take-off performance requirements were compromised.

The pilot-in-command calculated the aircraft take-off performance from the first four intersections of the runway using the default On-Board Performance Tool (OPT) output corresponding to the full length, whereas the co-pilot had correctly calculated performance for a takeoff from intersection S4W.

The discrepancy was identified during the post-calculation crosscheck of the OPT output. However, the co-pilot changed her OPT entry to match the pilot-in-charge "probably due to the fact that commander was much senior to the co-pilot".

Rotation was initiated with 556m of runway remaining and lift-off occurred with 97m remaining. As the aircraft passed the end of the runway, the three radio altimeters recorded heights above the surface of 16.4ft, 16.6ft and 17ft respectively.

"From a procedural perspective, there appeared to be no assurance that an incorrect or invalid entry into the OPT made at the departure briefing would be corrected before the performance calculation was made," says the AAIB.

The AAIB adds that a contributory factor to the incident include both pilots flying out of the runway for the first time.

Jet now requires its crew to call out and resolve discrepancies between the output of the pilot-in-command and co-pilots OPT before entering data into the control and display unit.

Rossiya med B744 problemer samme dag - Curt Lewis

Incident: Rossiya B744 at Barcelona on Aug 14th 2018, nose wheel steering failure
A Rossiya Boeing 747-400, registration EI-XLF performing flight FV-5731 from Moscow Vnukovo (Russia) to Barcelona,SP (Spain) with about 500 people on board, landed on Barcelona's runway 25R and rolled out safely, but was subsequently unable to vacate the runway due to a nose wheel steering fault. The aircraft stopped on the runway.

A first tow tug was unable to move the aircraft, a second tow truck was dispatched and was able to tow the aircraft to the apron. The runway returned to service almost 2 hours after landing.

The airport in the meantime was forced to operate on crossing runway 02 and 25L causing delays.

The occurrence aircraft is still on the ground in Barcelona about 16.5 hours after landing.

Incident: Rossiya B744 enroute on Aug 14th 2018, engine shut down in flight

A Rossiya Boeing 747-400, registration EI-XLE performing flight FV-5712 from Larnaca (Cyprus) to Moscow Vnukovo (Russia) with about 500 people on board, was enroute at FL340 when the crew detected an anomaly with one of the engines (CF6) and proceeded to shut the engine down. The aircraft descended to FL330 and continued to Moscow for a safe landing.

The occurrence aircraft is still on the ground 11 hours after landing.

Trouble med en E190 i Canada - Curt Lewis

Incident: Canada E190 near Thunder Bay and Winnipeg on Aug 1st 2018, burning odour and temporary failure of avionics computer

An Air Canada Embraer ERJ-190, registration C-FMZB performing flight AC-1113 from Toronto,ON to Regina,SK (Canada) with 60 people on board, was enroute at FL400 over Thunder Bay,ON (Canada) when the crew noticed a burning odour in the cockpit. Later, near Winnipeg,MB (Canada) an avionics computer failed briefly followed by another event of burning odour in the cockpit. The crew declared emergency and diverted to Winnipeg for a safe landing.

The Canadian TSB reported maintenance replaced the power supplies of both MAU 1 and MAU 2 and the MAU 1 NIC processor.