Ny film om diverse emergencies omtalt på BBC`s Talking Movies akkurat nå. Sjekk http://tinyurl.com/aqmg7ag
Jeg tror at det som vises er fra DC-10`ern til UA som nødlandet i Sioux City i 1989. Al Haynes heter skipperen.
torsdag 31. januar 2013
Ryanair og asken - Avgjørelse bindende for EU
31 January 2013 Last updated at 10:49 GMT
Ryanair and other airlines
incurred big losses in the ash cloud disruption
Denise McDonagh had a seven-day wait for a Faro-Dublin flight on Ryanair and said she spent nearly 1,130 euros (£968) on a hotel, food and transport.
Her compensation has not yet been paid.
Ryanair had argued the eruption of Iceland's Eyjafjallajokull volcano was so extraordinary that normal rules should not apply.
But the judges' ruling - now binding across the EU - said such events "constitute 'extraordinary circumstances' which do not release air carriers from their obligation to provide care".
'Unacceptable hazard' The EU regulation on passenger rights "does not provide for any limitation, either temporal or monetary, of the obligation to provide care to passengers whose flight is cancelled due to extraordinary circumstances", the ECJ said.
"Thus, all the obligations to provide care to passengers are imposed on the air carrier for the whole period during which the passengers concerned must await their re-routing."
Much of north Europe's airspace was closed for more than a week in April 2010, as the volcano spewed dust into the atmosphere.
Aviation officials feared the dust could stop jet engines - an unacceptable hazard - and Ms McDonagh was among the thousands left stranded.
The ECJ ruling on Thursday said an Irish court must decide the amount of compensation to which Ms McDonagh is entitled. Her case had been referred to the ECJ by the Dublin Metropolitan District Court, which had sought clarification of EU law.
The passenger is entitled to "reimbursement of the amounts which proved necessary, appropriate and reasonable to make up for the shortcomings of the air carrier", the ECJ said.
Ryanair ash cloud case: EU's top court rules against airline
Ryanair and other airlines
incurred big losses in the ash cloud disruption
Ryanair should have fully compensated
a passenger whose flight was cancelled because of the volcanic ash cloud in
2010, the EU's top court has said.
On such occasions there is no limit - in time or money - to the airline's
duty to look after its passengers, the European Court of Justice (ECJ)
ruled.Denise McDonagh had a seven-day wait for a Faro-Dublin flight on Ryanair and said she spent nearly 1,130 euros (£968) on a hotel, food and transport.
Her compensation has not yet been paid.
Ryanair had argued the eruption of Iceland's Eyjafjallajokull volcano was so extraordinary that normal rules should not apply.
But the judges' ruling - now binding across the EU - said such events "constitute 'extraordinary circumstances' which do not release air carriers from their obligation to provide care".
'Unacceptable hazard' The EU regulation on passenger rights "does not provide for any limitation, either temporal or monetary, of the obligation to provide care to passengers whose flight is cancelled due to extraordinary circumstances", the ECJ said.
"Thus, all the obligations to provide care to passengers are imposed on the air carrier for the whole period during which the passengers concerned must await their re-routing."
Much of north Europe's airspace was closed for more than a week in April 2010, as the volcano spewed dust into the atmosphere.
Aviation officials feared the dust could stop jet engines - an unacceptable hazard - and Ms McDonagh was among the thousands left stranded.
The ECJ ruling on Thursday said an Irish court must decide the amount of compensation to which Ms McDonagh is entitled. Her case had been referred to the ECJ by the Dublin Metropolitan District Court, which had sought clarification of EU law.
The passenger is entitled to "reimbursement of the amounts which proved necessary, appropriate and reasonable to make up for the shortcomings of the air carrier", the ECJ said.
X-48C - Nye bilder
NASA’s X48-C Blended Wing Body Prototype – New Photos
The X-48 is a Blended Wing Body aircraft, which is something of a halfway house between a flying wing and a conventional airplane (i.e. one with a distinct fuselage and wings).
Unlike a flying wing, a Blended Wing Body aircraft has a fuselage, though its squashed form helps to generate lift. The wings, predominantly for stability, do not house crew or cargo.
It’s thought that the Blended Wing form offers increased fuel efficiency and reduced noise compared to conventional aircraft. Absent from more recent rhetoric are the potential military applications of such an aircraft, which have previously prompted interest from the US Air Force Research Laboratory.
The third incarnation in the program, the X-48C builds on the foundations laid by the successful X-48B configuration, which made 92 flights between 2007 and 2010. The design changes have been focused on reducing the noise of the aircraft at ground level, a development that would be of clear benefit to communities under flight paths should Blended Wing Body aircraft one day see commercial use.
The most obvious change is the reduction of the X-48B’s three engines (generating 50 pounds/222 newtons of thrust each) to two heftier engines (each capable of generating 89 pounds/396 newtons of thrust). A little more subtle is the relocation of the wingtips from the main wings to the newly-created tail section and aft deck, which protrudes about 2 feet (60 cm) from the back of the plane.
The X48-C is about the same size as its predecessor, with a wingspan of a little over 20 feet (6 meters) and a weight of 500 pounds (227 kg). Both the X-48B and X-48C are 8.5-percent scale prototypes of a 40-foot wingspan aircraft that could yet come. Its estimated top speed is 140 mph (225 km/h), and its ceiling is 10,000 feet.
The X48-C, built by Cranfield Aerospace in the UK, first took to the skies in August of last year. It flew for the eighth time in November, more notable because it was the hundredth flight of the X48 programme as a whole. It is expect to fly another 20 times before its stage of the program concludes.
onsdag 30. januar 2013
UAV - USA II
Hollywood Asks FAA For Permission to Use Drones
E.T. drone home? (Sorry...) The
movie industry has asked the Federal Aviation Administration for permission to
operate camera-carrying-drones during the film production process. Via the
Hill:
Hollywood's lobbying group is pressing the Obama administration to allow filmmakers to use drones for aerial shots.
The Motion Picture Association of America (MPAA) revealed in a lobbying disclosure report this week that it had urged the Federal Aviation Administration (FAA) to allow filmmakers to fly unmanned aircraft in U.S. airspace. The group had previously disclosed lobbying on the issue in a report last October.
Howard Gantman, a spokesman for the MPAA, explained that putting a camera on an unmanned aircraft can be cheaper, safer and more useful than relying on a helicopter or a crane to get a difficult shot.
"You can innovate in a number of different, interesting ways to shoot a scene [using unmanned aircraft]," Gantman said.
The FAA is currently drafting rules to allow private groups to apply to fly drones. The agency aims to begin issuing private drone licenses by 2015.
According to the article, the FAA estimates that some 30,000 private drones could be in the air by 2020. If Hollywood gets camera drones, can Tacocopters and Burrito Bombers be far behind?
Hollywood's lobbying group is pressing the Obama administration to allow filmmakers to use drones for aerial shots.
The Motion Picture Association of America (MPAA) revealed in a lobbying disclosure report this week that it had urged the Federal Aviation Administration (FAA) to allow filmmakers to fly unmanned aircraft in U.S. airspace. The group had previously disclosed lobbying on the issue in a report last October.
Howard Gantman, a spokesman for the MPAA, explained that putting a camera on an unmanned aircraft can be cheaper, safer and more useful than relying on a helicopter or a crane to get a difficult shot.
"You can innovate in a number of different, interesting ways to shoot a scene [using unmanned aircraft]," Gantman said.
The FAA is currently drafting rules to allow private groups to apply to fly drones. The agency aims to begin issuing private drone licenses by 2015.
According to the article, the FAA estimates that some 30,000 private drones could be in the air by 2020. If Hollywood gets camera drones, can Tacocopters and Burrito Bombers be far behind?
Singapore Airlines: Will Ask 76 Pilots to Leave Before Contracts
Expire
Singapore Airlines Ltd. (C6L.SG) Wednesday said it will ask 76 pilots to
leave before their contracts expire, as it grapples with surplus crew and slow
business growth.
The pilots are likely to leave by June 30, Singapore Airlines said in a statement. It said it had previously released pilots only when contracts expired.
The airline said it has a pilot surplus because the global financial crisis of 2009-10 left it with excess capacity and slower-than-expected growth. Pilots employed on fixed-term contracts make up about 4% of the 2,350 total.
The pilots are likely to leave by June 30, Singapore Airlines said in a statement. It said it had previously released pilots only when contracts expired.
The airline said it has a pilot surplus because the global financial crisis of 2009-10 left it with excess capacity and slower-than-expected growth. Pilots employed on fixed-term contracts make up about 4% of the 2,350 total.
PIA flight diverted to Lahore to drop officer's
daughter
Islamabad: A Pakistan International Airlines flight going from Karachi to
Islamabad was diverted to Lahore so that an airline employee's daughter could
get off, according to media reports on Wednesday.
Passengers on Flight PK-562 of the state-run carrier were given various
reasons for the unscheduled landing at Lahore.
Initially they were informed that the aircraft was landing due to technical
reasons. When the passengers began protesting, they were told the aircraft had
landed to be refuelled as there was no fuel in Islamabad.
However, passengers on board the flight told Geo News channel that the
aircraft had landed in Lahore so that PIA Captain Tariq Javed's daughter could
get off. They said they had seen the girl getting off the plane.
The aircraft resumed its journey after a protest by the passengers. The
loss-making PIA has been criticised by the public and lawmakers for numerous
delays and cancellations of its flights in recent years.
UAV - USA venter på boom
Anticipating domestic boom, colleges rev up drone piloting programs
Fly over the mock wreckage of Disaster City with a Texas A&M student drone pilot.
By
Isolde Raftery, NBC News
Randal Franzen was 53, unemployed and nearly broke when his brother, a tool designer at Boeing, mentioned that pilots for remotely piloted aircraft - more commonly known as drones - were in high demand.
Franzen, a
former professional skier and trucking company owner who had flown planes as a
hobby, started calling manufacturers and found three schools that offer
bachelor's degrees for would-be feet-on-the-ground fliers: Kansas State
University, the University of North Dakota and the private Embry-Riddle
Aeronautical University in Daytona Beach, Fla.
He landed at
Kansas State, where he maintained a 4.0 grade point average for four years and
accumulated $60,000 in student loan debt before graduating in 2011. It was a
gamble, but one that paid off with an offer "well into the six figures" as a
flight operator for a military contractor in Afghanistan.
Franzen, who
dreams of one day piloting drones over forest fires in the U.S., believes he is
at the forefront of a watershed moment in aviation, one in which manned flight
takes a jumpseat to the remote-controlled variety.
Randal Franzen went from being unemployed to earning a
six-figure salary as a drone flight operator in
Afghanistan.
While most jobs
flying drones currently are military-related, universities and colleges expect
that to change by 2015, when the Federal Aviation Administration is due to
release regulations for unmanned aircraft in domestic airspace. Once those
regulations are in place, the FAA predicts that 10,000 commercial drones will be
operating in the U.S. within five years.
B787 - Scary stuff - Hvor var FAA i prosessen?
At least 100 batteries failed on 787 fleet
Boeing had numerous reliability issues with the main batteries on its 787 Dreamliner long before two serious incidents this month grounded the entire fleet, according to sources familiar with the issues.
Seattle Times aerospace reporter
This lithium-ion battery that caught fire in a 787 operated by Japan Airlines is being examined by NTSB investigators. The jet made an emergency landing.
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Boeing had numerous reliability issues with the main batteries on its 787 Dreamliner long before the two battery incidents this month grounded the entire fleet.
More than 100 of the lithium-ion batteries have failed and had to be returned to the Japanese manufacturer, according to a person inside the 787 program with direct knowledge.
“We have had at least 100, possibly approaching 150, bad batteries so far,” the person said. “It’s common.”
The frequency of battery failures reflects issues with the design of the electrical system around the battery, said the person on the 787 program.
More than 100 of the lithium-ion batteries have failed and had to be returned to the Japanese manufacturer, according to a person inside the 787 program with direct knowledge.
“We have had at least 100, possibly approaching 150, bad batteries so far,” the person said. “It’s common.”
The frequency of battery failures reflects issues with the design of the electrical system around the battery, said the person on the 787 program.
B787 - Batteritest
787 battery blew up in ’06 lab test, burned down building
The Arizona lab fire showed the challenges facing Boeing’s strategy to safely manage that energy, prevent such a blowout and contain any less serious battery problems.
Seattle Times aerospace reporter
In 2006, a devastating lab fire in Arizona showed just how volatile Boeing’s 787 Dreamliner lithium-ion battery can be if its energy is not adequately contained.
A single battery connected to prototype equipment exploded, and despite a massive fire-department response the whole building burned down.
On the finished Dreamliner, however, Boeing is confident its engineers can safely harness and contain that energy.
The 787’s battery-fire protection regime aims both to make a catastrophic blowout impossible through multiple independent controls and also to compartmentalize any less serious battery meltdown, venting smoke outside until the high-temperature reaction burns itself out.
A single battery connected to prototype equipment exploded, and despite a massive fire-department response the whole building burned down.
On the finished Dreamliner, however, Boeing is confident its engineers can safely harness and contain that energy.
The 787’s battery-fire protection regime aims both to make a catastrophic blowout impossible through multiple independent controls and also to compartmentalize any less serious battery meltdown, venting smoke outside until the high-temperature reaction burns itself out.
Ble Tu-204 flygerne offer for en teknisk felle?
Pilots of the crashed Red Wings Tupolev Tu-204 twice selected maximum reverse thrust without the reverser system engaging, and unwittingly catapulted the aircraft forward under high power.
Russian investigators have detailed the crew's failed attempts to slow the twinjet before it overran Moscow Vnukovo's runway 19 at 116kt and struck a highway embankment.
The aircraft had been configured for landing - with flaps at 37° and slats at 23° - and overflew the threshold at a height of 15m, travelling at 140kt, says a preliminary analysis from the Interstate Aviation Committee (MAK).
It touched down about 900-1,000m after the threshold, at a speed of 124kt, some 5s after the throttle was reduced to idle thrust. The aircraft took 10s to descend the last 4m before runway contact, a touchdown which registered at 1.12g on the flight-data recorder.
The inquiry points out that the Tu-204 landed with winds gusting up to 22kt from the right, and the aircraft was exhibiting a slight left bank of up to 1.5°.
While the left-hand main landing-gear registered a compression signal, the right-hand gear did not. The investigators also note that the Tu-204's spoilers did not automatically deploy.
As the nose-gear was lowered the pilots moved the reverser control lever to the maximum setting "in one motion", says MAK.
But neither of the engines' reverser systems responded. By selecting maximum reverse thrust, without the reverser system activating, the pilots effectively commanded high forward thrust from the Aviadvigatel PS-90 powerplants.
The Tu-204 only slowed to 108-110kt, about 7-8s after landing, before it started to accelerate again, reaching 130kt.
This acceleration further reduced the weight on the landing gear and, as the aircraft travelled along the runway, it oscillated in the roll axis, from 4.5° left to 2.6° right. The result was that the left- and right-hand landing-gear alternately compressed, says MAK, but simultaneous compression of both main gear "did not occur", rendering attempts to brake "ineffective".
"Pressure in the brakes was applied only when the landing-gear compressed," it states.
Maximum reverse remained selected for 8s before the control lever was disengaged. But 5s later the flight engineer called "Reverse!" and the pilots re-engaged maximum reverse.
MAK says this had the same effect as before, powering the aircraft forward. At this point it was around 950-1,000m from the runway end and still travelling at 125-130kt. Reverse thrust was again disengaged, after 4s, and the crew tried resorting to an automatic braking system.
But 32s after landing the Tu-204 ran out of available runway. In a last-ditch effort the flight engineer used an emergency system to cut the engine power as the aircraft overran. Ironically, the effect of crossing rough ground and snow caused the aircraft's landing gear to compress, deploying the spoilers and releasing the thrust-reverser mechanism.
Five of the eight occupants, including the three cockpit crew, were killed in the 29 December accident. The crash prompted an airworthiness directive instructing crews to engage reverse thrust in stages, by initially selecting a low-thrust setting and checking that the reversers have activated before committing to maximum reverse thrust.
SAR - EC225
Maskinen er kandidat til å etterfølge Sea King
Eurocopter is now anticipating that a solution to the main gearbox problem that has grounded the North Sea fleet of EC225s will be available in April. According to Eurocopter CEO Lutz Bertling, the solution will at least be a “safety barrier.” While engineers have found the root cause and a fix for the false alarm problem with the helicopter’s emergency lubrication system, shaft cracks are proving harder to resolve. Despite extensive bench- and flight-testing, “We have not been able to reproduce the failure so far,” Bertling acknowledged. Any “safety barrier” will likely build on a measure already in place: regular monitoring of certain HUMS parameters, such as vibration. Under the “safety barrier” principle, “If you see no ‘abnormal,’ you are safe for the next so many hours,” said Bertling. While conceding that the main gearbox issue is having the most severe impact ever on customers, he noted that the problem affects only 13 percent of the Super Puma fleet. Despite the measures already in place, Norwegian and UK authorities continue to prohibit flights over water in the EC225.
312 norske flygere kom aldri hjem etter krigen
Nils Jørgen Fuglesangs loggbok slutter med ordene «did not return» og er en del av en ny utstilling.
FOTO: Dan P. Neegaard
«Did not return»: Stiller ut flyloggbøker på Forsvarsmuseet
Mange av krigsflyverne under andre verdenskrig førte personlige loggbøker. Mange av dem ender med at en annen mann setter sluttstrek.
Nå legger Forsvarsmuseets bibliotek brikkene på plass i et puslespill som kartlegger norske flyvere og bakkemannskaps hverdag.
Bibliotekar Mette Guderud forteller om loggbøkene at dette var flypersonalets personlige eiendom.
- Mange har i ettertid levert bøkene inn til Forsvarets overkommando eller Forsvarsmuseet som krigshistorisk dokumentasjon, men det har vært helt tilfeldig hva som kom inn, sier hun.
Loggbøkene blir nå registrert i bibliotekets katalog som er tilgjengelig på internett. Videre blir de innbundet i syrefritt papir, og lagret i klimatisert magasin i bibliotekets lokaler på Akershus festning.
- Det vi driver med er forebyggende konservering, forteller Mette Guderud.
- Samtidig gjør vi disse bøkene tilgjengelige for ettertiden. Dette er en vesentlig del av vår militære arv, forteller hun.
De viser spor etter dramatiske historier om nådeløse møter med krigens brutale ansikt.
Halldor Espelid og Nils Jørgen Fuglesang var blant de som måtte bøte med livet. De overlevde nedskytingen, men ble tatt og satt i fangeleiren Stalag, Luft III ved byen Zagan i dagens Polen. Der var de to av fire nordmenn som var med på en masseflukt i mars 1944 gjennom en 102 meter lang tunnel over 8 meter under bakken.
Einar Hallé, sønn av flyverhelten Gunnar Halle, bor i dag i Frankrike. Han var på Forsvarmuséets biblioteket for å sjekke helt andre saker da han ble oppmerksom på restaureringen av loggbøkene.
- Dette er viktig arbeid, forteller han. Min bror har fremdeles vår fars gamle loggbøker hjemme, og jeg kommer nå til å snakke med søsknene mine om å overlate disse til biblioteket. Det er fullt mulig å digitalisere bøkene selv. Vi kan selv lage kopier til vår egen familie og så gi originalen videre til bruk for kommende generasjoner. Slik vil en stor del av arven etter far bli godt tatt vare på, sier han.
Bibliotekar Mette Guderud forteller om loggbøkene at dette var flypersonalets personlige eiendom.
- Mange har i ettertid levert bøkene inn til Forsvarets overkommando eller Forsvarsmuseet som krigshistorisk dokumentasjon, men det har vært helt tilfeldig hva som kom inn, sier hun.
Flere bøker der ute
- Vi vet at det er mange flere bøker der ute, og vi er interessert i å få inn flere. Dette er en del av historien om noen av Norges helter under andre verdenskrig, om alle de som dro ut, og om de som aldri kom hjem igjen, fortsetter Guderud.Einar Hallé, sønn av flyveren Gunnar Halle, vurderer å overlate farens loggbøker til Forsvarsmuseet.
FOTO:Dan Petter Neegaard
- Det vi driver med er forebyggende konservering, forteller Mette Guderud.
- Samtidig gjør vi disse bøkene tilgjengelige for ettertiden. Dette er en vesentlig del av vår militære arv, forteller hun.
500 satt i stand
Listen over loggbøkene er lang. Til nå er over 500 samlet inn og satt i stand.De viser spor etter dramatiske historier om nådeløse møter med krigens brutale ansikt.
Halldor Espelid og Nils Jørgen Fuglesang var blant de som måtte bøte med livet. De overlevde nedskytingen, men ble tatt og satt i fangeleiren Stalag, Luft III ved byen Zagan i dagens Polen. Der var de to av fire nordmenn som var med på en masseflukt i mars 1944 gjennom en 102 meter lang tunnel over 8 meter under bakken.
Fars gamle loggbøker
Espelid og Fuglesang kom seg gjennom Tyskland helt frem til danskegrensen før de ble tatt og drept av tyske soldater. Flukten fra Stalag Luft III er skildret i filmen ”Den store flukten” fra 1963.Einar Hallé, sønn av flyverhelten Gunnar Halle, bor i dag i Frankrike. Han var på Forsvarmuséets biblioteket for å sjekke helt andre saker da han ble oppmerksom på restaureringen av loggbøkene.
- Dette er viktig arbeid, forteller han. Min bror har fremdeles vår fars gamle loggbøker hjemme, og jeg kommer nå til å snakke med søsknene mine om å overlate disse til biblioteket. Det er fullt mulig å digitalisere bøkene selv. Vi kan selv lage kopier til vår egen familie og så gi originalen videre til bruk for kommende generasjoner. Slik vil en stor del av arven etter far bli godt tatt vare på, sier han.
RAFA Norwegian Branch fyller 50 neste år
Royal
Air Forces Association celebrates 70th anniversary
The RAF Association celebrates its’ 70th
anniversary in 2013, making it one of the longest standing service charities. We are proud to have helped and to continue
to help the whole Royal Air Force family, providing friendship, help and
support to current and former members of the Royal Air Force and their
dependants.Spørsmålet er nå reist om Norwegian Branch skal fortsette, enten som før eller i ny form, eller legges ned. Vi blir færre, og det er et spørsmål om vi skal legges ned i verdige former eller bare dø ut. Spør du meg så ville jeg valgt i verdige former.
Fremmedlegionen hopper ut nær Timbuktu
Harfang UAS Films French Foreign Legion Parachute into Timbuktu, Mali
This video shows a French Foreign Legion (2e régiment étranger de parachutistes – 2eREP) paradrop into Timbuktu, Mali, from a C-160 Transal airlifter of the French Air Force.
It was taken on Jan. 28, from the Infra-Red camera of a Harfang UAS, supporting Operation Serval from Niger.
The Harfangs are the only French UAS reportedly operating in West Africa. These ISR (Intelligence Surveillance Reconnaissance) platforms are about to be supported by a RAF Sentinel R1 deployed in Senegal.
SAR - Russland og NØ passasjen
I denne artikkelen av Zysk Katarzyna, førsteamanuensis, Institutt for
forsvarsstudier, som sto i Aftenposten i går, står det en del om åpningen
av NØ passasjen og om Russlands voldsomme kysstrekning som må
overvåkes, ikke minst i redningsøymed. Russlands planer i så måte er
å utvikle sambands-, navigasjons- og overvåkingssystemer, i tillegg til
troverdig kapasitet for søk og redning langs den arktiske kysten. Tre
nedlagte militærflyplasser vil også få nye oppgaver.
For noen år tilbake kontaktet undertegnede MRCC Murmansk for å få greie på deres redningskapasitet. Jeg fikk til svar at den var veldig begrenset. Da jeg nevnte Be200 som en mulighet for dem, så visste de ikke hva jeg snakket om.
Under Perestroika var undertegnede sammen med en delegasjon fra Norge i Moskva for å snakke omåpning av Sibirrutene. I den forbindelse hadde det kommet folk fra MRCC Murmansk ned for å snakke SAR. De innrømmet at de ikke hadde annet enn isbrytere og noen få helikoptre med begrenset rekkevidde. Nå er det nye toner.
Kina med nytt transportfly
Denne har jeg varslet om tidligere, men dette er det første gode bildet jeg ser av maskinen.
Y-20 transport aircraft completes first flight
China's independently-developed Y-20 large transport aircraft successfully
completed its first test flight on January 26, 2013, which is of important
significance in promoting the construction of China's economy and national
defense modernization, and responding to such emergencies as disaster rescue and
relief work and humanitarian assistance.
Il-476 for sammenlikningens skyld
Braking action
Lynraske varsler om landingsforhold
30. januar 2013 kl. 07:45 av Sindre Ånonsen
Med hjelp av både internasjonal og egenutviklet teknologi, kan Avinor i løpet av sekunder gi presise meldinger om friksjons- og værforhold på rullebanen direkte til tårn og pilot.
Vinteren i Norge byr på mange utfordringer for flytrafikken, men moderne teknologi, utstyr og kunnskap gir Norge og Avinor en vinterdrift i verdenstoppen. Ved bruk av moderne friksjonsmålinger og det Avinor-utviklede verktøyet IRIS (Integrert Rullebane Informasjonssystem) har både tårn og piloter tilgang på nøyaktig informasjon om hvordan rullebaneforholdene er gjennom is- og snøtunge vintermåneder. Dette er avgjørende for å beregne bremseforholdene når flyet lander.
Ut i verden fra Bergen
Med jevne mellomrom hele døgnet gjennom kjøres det friksjonsmålinger på Avinors rullebaner. På bakgrunn av dette gjør banemannskapene vurderinger av landingsforholdene som sendes inn til et nettsenter i Bergen. Fra Bergen går denne informasjonen ut til tårn og piloter gjennom nasjonale og internasjonale kanaler. Disse prosessene skjer i løpet av sekunder.
Elektronisk «kollega» Samtidig har Avinor utviklet dataverktøyet IRIS som bærer på historisk kunnskap (tidligere gjennomførte landinger) og værdata. Dette verktøyet – eller «sparringpartneren» kan banemannskapene bruke for å etterprøve de banerapportene (kalt SNOWTAM) som sendes til nettsenteret i Bergen – og derfra videre ut til tårn og piloter.
-IRIS bringer med seg en erfaringsbase som kan få deg til å reise nødvendige spørsmål rundt de målingene du jevnlig gjør. Når det gjelder friksjon på rullebanen opererer vi med en skala fra 1 til 5, hvor 1 betyr at friksjonen på rullebanen er dårlig og 5 at det er meget bra. Om friksjonsmålingen du akkurat har gjennomført viser 1, mens IRIS viser 3, kan man eventuelt gjøre en ny vurdering av den meldingen som har gått til tårn og pilot, sier seniorrådgiver ved kompetansesenteret for luftfartsfag i Avinor, Terje Selnes.
Stor interesse Foreløpig er IRIS tatt i bruk på 15 av Avinors 46 lufthavner.
-Vi ser på kombinasjonen av trafikkvolum og vinterutfordringer når vi tar stilling til hvilke lufthavner som har størst nytte av IRIS, sier Selnes.
IRIS har også påkalt internasjonal interesse, og i fjor ble systemet presentert for ICAO Friction Task Force i Paris og hos SAS i København.
Følgende lufthavner har foreløpig tilgang på data fra IRIS: Oslo lufthavn, Tromsø lufthavn, Trondheim lufthavn, Bergen lufthavn, Stavanger lufthavn, Harstad/Narvik lufthavn, Kirkenes lufthavn, Lakselv lufthavn, Alta lufthavn, Ålesund lufthavn, Kristiansund lufthavn, Haugesund lufthavn, Kristiansand lufthavn, Hammerfest lufthavn - og Svalbard lufthavn.
Kontaktpersoner: Direktør kompetansesenter for luftfartsfag, Tor-Børre Langedahl, tel. 90 64 80 07
Seniorrådgiver Terje Selnes, tel. 91 55 42 44
Ut i verden fra Bergen
Med jevne mellomrom hele døgnet gjennom kjøres det friksjonsmålinger på Avinors rullebaner. På bakgrunn av dette gjør banemannskapene vurderinger av landingsforholdene som sendes inn til et nettsenter i Bergen. Fra Bergen går denne informasjonen ut til tårn og piloter gjennom nasjonale og internasjonale kanaler. Disse prosessene skjer i løpet av sekunder.Elektronisk «kollega» Samtidig har Avinor utviklet dataverktøyet IRIS som bærer på historisk kunnskap (tidligere gjennomførte landinger) og værdata. Dette verktøyet – eller «sparringpartneren» kan banemannskapene bruke for å etterprøve de banerapportene (kalt SNOWTAM) som sendes til nettsenteret i Bergen – og derfra videre ut til tårn og piloter.
-IRIS bringer med seg en erfaringsbase som kan få deg til å reise nødvendige spørsmål rundt de målingene du jevnlig gjør. Når det gjelder friksjon på rullebanen opererer vi med en skala fra 1 til 5, hvor 1 betyr at friksjonen på rullebanen er dårlig og 5 at det er meget bra. Om friksjonsmålingen du akkurat har gjennomført viser 1, mens IRIS viser 3, kan man eventuelt gjøre en ny vurdering av den meldingen som har gått til tårn og pilot, sier seniorrådgiver ved kompetansesenteret for luftfartsfag i Avinor, Terje Selnes.
Stor interesse Foreløpig er IRIS tatt i bruk på 15 av Avinors 46 lufthavner.
-Vi ser på kombinasjonen av trafikkvolum og vinterutfordringer når vi tar stilling til hvilke lufthavner som har størst nytte av IRIS, sier Selnes.
IRIS har også påkalt internasjonal interesse, og i fjor ble systemet presentert for ICAO Friction Task Force i Paris og hos SAS i København.
Følgende lufthavner har foreløpig tilgang på data fra IRIS: Oslo lufthavn, Tromsø lufthavn, Trondheim lufthavn, Bergen lufthavn, Stavanger lufthavn, Harstad/Narvik lufthavn, Kirkenes lufthavn, Lakselv lufthavn, Alta lufthavn, Ålesund lufthavn, Kristiansund lufthavn, Haugesund lufthavn, Kristiansand lufthavn, Hammerfest lufthavn - og Svalbard lufthavn.
Kontaktpersoner: Direktør kompetansesenter for luftfartsfag, Tor-Børre Langedahl, tel. 90 64 80 07
Seniorrådgiver Terje Selnes, tel. 91 55 42 44
tirsdag 29. januar 2013
Giftig cockpitluft dreper.....
DEAD BA PILOTS 'VICTIMS OF
TOXIC CABIN FUMES'
TWO of British Airways’ most talented pilots have died after complaining of years of exposure to toxic oil fumes on board passenger planes.
Karen Lysakowska, 43, was buried last Tuesday, while Richard Westgate, also 43, was laid to rest four days before.
Both believed they had been poisoned by the toxic oil fumes that can contaminate cabin air and which regularly forces pilots to don oxygen masks in order to breathe.
Lawyers for Mr Westgate now want to “give him the trial he never got” by suing the airline in a case they say will be a “moment of truth” for the aviation industry.
They say they are on the cusp of proving in a court of law the existence of “aerotoxic syndrome”, a chronic physical and neurological condition they predict will one day be seen as “the new asbestos”.
Thousands of pilots are currently “unfit to fly”, one specialist doctor believes
B787 på Finn.no........ Air India
Air India puts Dreamliner planes for sale, leaseback
Air India and other Dreamliner operators across the world have grounded
their entire fleet of 50 B-787s delivered so far following a directive from the
US Federal Aviation Authority after a fire risk reportedly caused by a battery
problem.
In spite of this, the national carrier has gone ahead with its plan of sale
and leaseback, which has already been approved by the government as part of its
turnaround and financial restructuring plans.
NTSB tar grep......
Husker du TWA 800 havariet utenfor New York i 1996? Det som skjedde da var at NTSB, tilsvarende vårt Statens Havarikommisjon for Transport, ble tvunget vekk fra sin egen gransking av.... FAA i samarbeid med FBI. Nå tar NTSB hevn.
Aviation's Iron Lady: NTSB Chairwoman Deborah Hersman
Aviation's Iron Lady: NTSB Chairwoman Deborah Hersman
Juggling Boeing's meltdown and
bureaucratic tension with the much larger FAA, top federal transportation
investigator Deborah Hersman is the steely new face of sky patrol.
There's a new, tough energy in
the nation's leading accident investigation agency, and its face is Deborah
Hersman.
Aviation industry insiders have
been surprised by the bluntness of public statements made by Hersman, chairwoman
of the National Transportation Safety Board, about the investigation into
battery fires on board the Boeing 787 Dreamliner.
National
Transportation Safety Board Chairman Deborah A.P. Hersman speaks while John
DeLisi, deputy director, NTSB Office of Aviation Safety, listens during a
briefing on Jan. 24, 2013 in Washington, D.C.
"I'm glad to see her taking the
lead," says John Goglia, a former NTSB investigator with more than 40 years
experience in the industry. "These are not state secrets, this is an issue of
public safety and they should be giving regular updates."
Airbus kritiserer batteriene, men vil bruke typen selv
Airbus' Presentation
Warned Airlines of Lithium Battery Risks a Year Ago
Airbus warned the airline industry of risks related to lithium batteries almost a year before two safety incidents grounded 787 Dreamliners built by its chief rival Boeing, according to a presentation seen by Reuters.
The European plane maker spelled out lithium hazards at a forum of airline customers in March 2012, citing the risk of flames, explosion, smoke and leakage in the event of a so-called thermal runaway or uncontrolled battery overheating.
"The risks associated to lithium batteries require the attention of the entire industry," according to slides of the presentation by Christine Bezard, flight safety leader of the planned Airbus A350 plane that will also use lithium batteries.
Flyulykke i Kazakhstan
Det har lenge foregått en diskusjon på nettet vedr. flysikkerheten i Russland og tilstøtende republikker. Personer med særdeles god kjennskap till russisk luftfart mener at det er helt gale holdninger til flyging som gjør seg gjeldene over hele fjøla.
Kazakhstan plane crash kills 20 - airline
Kazakhstan plane crash kills 20 - airline
Edited: 29 January, 2013, 17:58
Challenger-200, SCAT airline plane (Image from kz-photo.net)
A plane has crashed in Kazakhstan with five cabin crew members and at least 15 passengers on board, Interfax reported, quoting local Emergency Ministry workers.
Reuters, however, quoted a list published by the prosecutor-general's office which said the number of people killed in the crash was 21, not 20.
The plane, which according to reports is a Challenger-200, crashed near Almaty, the largest city in the country. At 1:15pm local time (7:15 GMT) it disappeared from radar.
The passengers were mostly business professionals, with one child among those on board, local authorities said. The plane broke into several parts after falling to the ground, they added.
Air carrier SCAT reported that the plane attempted to land in harsh weather conditions. During the second landing attempt, the plane crashed.
"The preliminary cause of the accident is bad weather," Deputy Almaty Mayor Maulen Mukashev told reporters. "Not a single part of the plane was left intact after it came down."
However, aviation expert Chris Yates said that planes of this type can land even in very low-visibility conditions: “[You] don't actually have to see anything as long as the airport has accurate navigational aids and the pilot is given accurate approach guidance from air traffic control.”
The Challenger-200 is a small regional airplane which can carry around 50 passengers.
This latest tragedy follows another plane crash in Kazakhstan on December 25, in which all 27 passengers died. Seven cabin crew members and 20 military officers were on board. Witnesses reported seeing a huge blast at the moment of the crash.
Picture from the crash scene: The plane is over a hill submerged in dense fog. Security personnel are not allowing journalists to approach the site (Image from twitter.com @A_Aldabergenov)
Reuters, however, quoted a list published by the prosecutor-general's office which said the number of people killed in the crash was 21, not 20.
The plane, which according to reports is a Challenger-200, crashed near Almaty, the largest city in the country. At 1:15pm local time (7:15 GMT) it disappeared from radar.
The passengers were mostly business professionals, with one child among those on board, local authorities said. The plane broke into several parts after falling to the ground, they added.
Air carrier SCAT reported that the plane attempted to land in harsh weather conditions. During the second landing attempt, the plane crashed.
"The preliminary cause of the accident is bad weather," Deputy Almaty Mayor Maulen Mukashev told reporters. "Not a single part of the plane was left intact after it came down."
However, aviation expert Chris Yates said that planes of this type can land even in very low-visibility conditions: “[You] don't actually have to see anything as long as the airport has accurate navigational aids and the pilot is given accurate approach guidance from air traffic control.”
The Challenger-200 is a small regional airplane which can carry around 50 passengers.
This latest tragedy follows another plane crash in Kazakhstan on December 25, in which all 27 passengers died. Seven cabin crew members and 20 military officers were on board. Witnesses reported seeing a huge blast at the moment of the crash.
Picture from the crash scene: The plane is over a hill submerged in dense fog. Security personnel are not allowing journalists to approach the site (Image from twitter.com @A_Aldabergenov)
mandag 28. januar 2013
Runway Excursions - Fly som går av banen
Europe Publishes Runway
Excursion Action Plan
In a new bid to reduce runway excursions, Eurocontrol published an action plan designed to help chip away at the annual rate of incidents, which ICAO says has not changed in 20 years. The plan is based on input from nearly every potential stakeholder, including airport operators, air navigation service providers, aircraft operators, aircraft manufacturers, professional associations and government safety authorities. Data was also gathered from more than 1,000 accident and incident reports from around the world. One of the primary recommendations in the plan includes establishing local runway safety teams. Despite a host of emerging aviation safety technologies, the causes of most runway excursions are not new. For example, wet and contaminated runways in combination with gusts or strong cross or tailwinds increase the risk of a runway excursion. Another factor can be landing long and or late, or ineffective deployment of braking devices. In the cases of both landing and takeoff excursions, the primary opportunity to prevent a runway excursion lies in the flight crew’s decision to abort an approach and go around or, once at or approaching V1, continue a takeoff.
In a new bid to reduce runway excursions, Eurocontrol published an action plan designed to help chip away at the annual rate of incidents, which ICAO says has not changed in 20 years. The plan is based on input from nearly every potential stakeholder, including airport operators, air navigation service providers, aircraft operators, aircraft manufacturers, professional associations and government safety authorities. Data was also gathered from more than 1,000 accident and incident reports from around the world. One of the primary recommendations in the plan includes establishing local runway safety teams. Despite a host of emerging aviation safety technologies, the causes of most runway excursions are not new. For example, wet and contaminated runways in combination with gusts or strong cross or tailwinds increase the risk of a runway excursion. Another factor can be landing long and or late, or ineffective deployment of braking devices. In the cases of both landing and takeoff excursions, the primary opportunity to prevent a runway excursion lies in the flight crew’s decision to abort an approach and go around or, once at or approaching V1, continue a takeoff.
Flygerne protesterer - Flyge- og arbeidstid
European Pilots Protest Flight and Duty Time Changes
The Walk Out for Safety protest organized by the European Cockpit Association (ECA) was supported by 2,500 to 3,000 pilots and cabin crew across 26 different countries on January 22. The event was intended to
express opposition to changes to commercial flight- and
duty-time rules proposed by the European Aviation Safety Agency (EASA). In
addition to simultaneous demonstrations at several major European airports, the
ECA also handed over a petition with more than 100,000 signatures to European
Union institutions in Brussels. The ECA believes
the new rules will exacerbate current pilot and cabin crew fatigue problems.
“The rules drafted by the EASA are a blow in the face of Europe’s air crews and
passengers,” commented ECA president Nico Voorback. “The new rules will
allow…aircrews to be on duty for [as many as] 20 to 22 hours. And they will be
asked to fly over 12 hours throughout the night.” The ECA says that scientific
evidence supports its contention that safety risks increase significantly after
10 hours at night. EASA officials declined to comment on the walk-out protest
when asked by AIN.
Hendelsen på Sola lørdag i oversikten under
OG MED DET TREDJE..: Lørdagens ulykke er den tredje i løpet av ett døgn som rammer selskapet
SAS Ground Handling. Foto: Linda Hammarbech
|
Publisert 26.01.13 - 19:05, endret 26.01.13 - 19:34 (VG NETT
Ulykker de siste par dager
| acc. date | type | reg. | operator | fat. | location | dmg | |
|---|---|---|---|---|---|---|---|
| 27-JAN-2013 | Piper PA-32-260 Cherokee Six | N1967E | Private | 0 | Hudson River off Yonkers, NY |  | sub |
| 27-JAN-2013 | Mooney M20J/201 | N5763H | Private | 0 | Warsaw Municipal Airport - KASW, IN | | sub |
| 27-JAN-2013 | Rands KR-2 | N27CE | Private | 0 | North of Brandenton near the Airport Manatee - 48X, Palmetto, FL | | w/o |
| 26-JAN-2013 | Ultralight | N/A | Private | 1 | South of Clark Street in Niles Township, MI | | w/o |
| 26-JAN-2013 | Stinson 108 | Ad-Viation Inc | 0 | Fifth & Brannan Streets, San Francisco, CA | | non | |
| 26-JAN-2013 | Hiller UH-12B | N9041U | Private | 0 | St. Lucie County Florida | | sub |
| 26-JAN-2013 | Cessna 152 | N68757 | Sierra Academy of Aeronautics | 0 | Merced County, in a field at Bellevue Road near highway 59 | | sub |
| 26-JAN-2013 | Fokker 70 | PH-KZH | KLM Cityhopper | Stavanger -Sola |  | min |
NATO Heavy Lift Squadron - Kjøp VG i dag og les mer
Norges ukjente transportkrigere
...nå forbereder de seg på Mali-oppdrag
HØYTFLYVENDE: 27 meter langt, 5,5 meter bredt, 3,8 meter høyt. Dette er lasterommet mannskapet på C-17-flyet har til rådighet - og arbeidsplassen til lastemester Håvard Brorby. Foto: RUNE THOMAS EGE Bli med Forsvarets ukjente transportkrigere på oppdrag - Se større bilder
Publisert 27.01.13 - 23:51, endret 28.01.13 - 01:51 (VG NETT)
40.000 FOT (VG) De har fraktet milliarder av dollar til Irak og fløyet den amerikanske presidentens limousiner. Nå skal de til Mali.
Fakta
Heavy Airlift Wing (HAW) er en flernasjonal flytransportstyrke med mannskaper fra Norge, Bulgaria, Estland, Ungarn, Litauen, Nederland, Polen, Romania, Slovenia og USA, i tillegg til Sverige og Finland.Landene spleiste på innkjøp av tre C-17 Globemaster transportfly, og alle leverer mannskap til styrken.
Hvert enkelt land disponerer et visst antall flytimer i året, som landene kan bruke slik de vil. Norge har 400 av styrkens totalt 3500 årlige flytimer.
Norge har 17 offiserer i HAW, som er stasjonert på Papa Air Base i Ungarn.
Boeing C-17 Globemaster III
Vingespenn: 51,74 m
Lengde: 53,04 m
Høyde (halen): 16,79 m
Motor: Fire Pratt & Whitney F117-PW-100 jetmotorer
Lasterom:
- lengde 26,82 m
- bredde 5,5 m
- høyde 3,8 m
Maks last: 77.519 kg (18 paller)
Maks take off-vekt: 265.352 kg
Maks passasjertall: 134
Marsjfart: 833 km/t på 28.000 fot
Marsjhøyde: 45.000 fot (13.716 m)
Rekkevidde: Global ved lufttanking
Pris: Ca. 1,6 milliarder kroner
I tjeneste fra: Juni 1993
Kilde: Boeing, Forsvaret, Nato, HAW
- Å operere i Mali er nok ikke så komplisert, det er jo slike ting vi driver med hver dag. Og vi gleder oss bare jo mer spennende steder vi får lov å dra til, sier oberstløytnant Christian Langfeldt, skvadronsjef for Heavy Airlift Squadron.
Bak navnet skjuler det seg en del av Forsvaret svært få nordmenn har hørt om: Et multinasjonalt forsvarssamarbeid som sparer Norge og de andre bidragslandene for enorme pengebeløp - og tar Langfeldt og kollegene hans på oppdrag verden rundt.
- Vi har en veldig spennende jobb, ja, sier oberstløytnanten
Bak navnet skjuler det seg en del av Forsvaret svært få nordmenn har hørt om: Et multinasjonalt forsvarssamarbeid som sparer Norge og de andre bidragslandene for enorme pengebeløp - og tar Langfeldt og kollegene hans på oppdrag verden rundt.
- Vi har en veldig spennende jobb, ja, sier oberstløytnanten
Ryanair får det til
28 January, BBC
Sjekk hvorfor de får det til her: http://tinyurl.com/ach7eql
Ryanair expects fares to
continue rising in the year ahead
It was boosted by strong pre-Christmas bookings and lower operating costs.
It now expects annual profits of close to 540m euros.
Its previous guidance was for profits of 490-520m euros.
Last week, rival Easyjet said its losses for the first half of the year would be much lower than in 2011, as it reported a 9% rise in revenues.
Aer Lingus proposal In the third quarter, Ryanair benefited from an 8% rise in average fares, lifting overall revenues 15% to 969m euros.
The company said fares would continue to rise next year, though capacity would only rise by 2-3%, down from the 4% rise forecast in the current year, due to the lack of new plane deliveries planned.
The airline also gave an update on its bid for rival airline Aer Lingus. Ryanair is making its third attempt to buy Aer Lingus but was given a list of objections by the European Commission in October last year.
"Ryanair has submitted a radical and unprecedented remedies package to the EU in support of its offer for Aer Lingus. We believe these remedies address every current Ryanair/Aer Lingus crossover route and all other competition issues raised by the Commission in its Statement of Objections," Ryanair said.
"The remedies involve two upfront buyers each basing aircraft in Ireland to take over and operate a substantial part of Aer Lingus' existing route network and short-haul business.
"This will be the first EU airline merger which will deliver structural divestitures and multiple upfront buyers. We look forward to completing our offer for Aer Lingus subject to receiving approval from the EU competition authorities in early March."
Ryanair raises profit forecast for full-year
Ryanair expects fares to
continue rising in the year ahead
Ryanair has increased its profit
forecast for the full year after a better-than-expected performance in the last
three months of 2012.
The low-frills airline reported an 18.1m-euro ($24.3m; £15.4m) profit after
tax in the three months to December, the third quarter of its financial year, up
21% on a year ago.It was boosted by strong pre-Christmas bookings and lower operating costs.
It now expects annual profits of close to 540m euros.
Its previous guidance was for profits of 490-520m euros.
Last week, rival Easyjet said its losses for the first half of the year would be much lower than in 2011, as it reported a 9% rise in revenues.
Aer Lingus proposal In the third quarter, Ryanair benefited from an 8% rise in average fares, lifting overall revenues 15% to 969m euros.
The company said fares would continue to rise next year, though capacity would only rise by 2-3%, down from the 4% rise forecast in the current year, due to the lack of new plane deliveries planned.
The airline also gave an update on its bid for rival airline Aer Lingus. Ryanair is making its third attempt to buy Aer Lingus but was given a list of objections by the European Commission in October last year.
"Ryanair has submitted a radical and unprecedented remedies package to the EU in support of its offer for Aer Lingus. We believe these remedies address every current Ryanair/Aer Lingus crossover route and all other competition issues raised by the Commission in its Statement of Objections," Ryanair said.
"The remedies involve two upfront buyers each basing aircraft in Ireland to take over and operate a substantial part of Aer Lingus' existing route network and short-haul business.
"This will be the first EU airline merger which will deliver structural divestitures and multiple upfront buyers. We look forward to completing our offer for Aer Lingus subject to receiving approval from the EU competition authorities in early March."
søndag 27. januar 2013
Kjevik - A320 inn i RESA
Fly skled av rullebanen på Kjevik
Et charterfly fra Tenerife fortsatte rett fram ut av rullebanen da det landet på Kristiansand lufthavn Kjevik søndag ettermiddag.
Står i enden mot sjøen
Like før klokken 15, om lag tre kvarter etter hendelsen, var flyet brakt til gaten og passasjerene kunne gå ut.
Like før klokken 15, om lag tre kvarter etter hendelsen, kunne passasjerene gå ut av flyet ved gaten.
FOTO:Magnus Stedje Fossen
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