DC-2
torsdag 31. desember 2020
Australia vil gå løs på Antarktis med kjempeprosjekt - Curt Lewis
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'A real bad precedent':
Australia criticized for Antarctica airport plan
Multibillion-dollar project is unnecessary
and damaging to wildlife, say scientists
Australia is planning to build Antarctica’s
biggest infrastructure project: a new airport and runway that would increase the
human footprint in the world’s greatest wilderness by an estimated
40%.
The mega-scheme is likely to involve
blasting petrel rookeries, disturbing penguin colonies and encasing a stretch of
the wilderness in more than 115,000 tonnes of concrete.
The government in Canberra says the project
on the Vestfold Hills of Princess Elizabeth Land is necessary to provide
year-round access for scientists and emergency teams to Davis research station,
Australia’s most southerly base in Antarctica. Strategic concerns are also a
consideration; Australia is keen to counter China’s growing presence on the
frozen southern continent.
Environmental scientists say the
multi-billion-dollar plan is a waste of money, and could lead to a destructive
construction race among territorial rivals.
“It’s unprecedented in the Antarctic in
terms of the scale of investment and the impact on the environment. Although it
is being done in the name of science, very few scientists are enthusiastic. This
is more about flag-waving. It is about firming up Australia’s presence and our
claim,” said Shaun Brooks, an environmental scientist at the Institute of Marine
and Antarctic Studies of the University at Tasmania.
He estimates the project would add 40% to
the existing infrastructure on the continent, which would be damaging and
unnecessary.
“I can’t help thinking this will become a
white elephant. How can you justify a multi-billion-dollar runway for a base
with only 19 people during the winter and which has been maintained without
problems since 1957?” Brooks said.
Australia’s proposed new airstrip would be
2.7km long and 40 metres wide, and – unlike existing ice and gravel runways in
Antarctica – it would be a permanent structure built on top of the landscape
with cement and 11,500 concrete blocks, each weighing more than 10
tonnes.
Pollution, dust, noise and carbon emissions
are further problems. Shipping the materials from Hobart is expected to take
more than a decade and about 100 icebreaker voyages. The government says the
land would be flattened by blasting, crushing and filling with a total 3m cubic
metres of earthworks. The project will require the construction of a storage
area for explosives, land reclamation from the sea for a new wharf, new tanks
for aviation fuel and a 4km access road.
As well as the destruction of wildlife
habitat during construction, the operation of the completed airport would bring
regular disruption to breeding colonies of southern giant petrels, seals and
Adélie penguins.
Multiple studies and case histories have
shown the negative impact of aircraft on Antarctic wildlife. In the 1980s, a
single mail drop by a low-flying plane led to a stampede at a king penguin
colony that caused 7,000 deaths. The Vestfold Hills are home to colonies of
nesting Adélie penguins, who must keep stationary on their eggs for long periods
if chicks are to hatch successfully. If mothers are panicked by aircraft, eggs
can be left exposed to freezing winds and predators.
Among those who have spoken out against the
project is Geoff Dimmock, a retired logistics manager. As a former organiser of
mail drops and supply missions in the region, he said there was no way for the
project to avoid noise disruption and contamination. “I don’t want the hills
flattened,” he said. “Environmentally, I think this is a real bad precedent to
set. And it’s poor value for money.”
Politicians have asked whether the
government will break its own guidelines, which say aircraft should not fly
within 2.1km of a penguin colony and that no runway should be within 500 metres
of breeding seals.
The Green party senator of Tasmania, Peter
Whish-Wilson went further during a parliamentary session in October. How, he
asked, could a project with the largest human footprint in Antarctic history
align with the stated goal of Australia to promote “leadership and environmental
stewardship” in the region?
The Australian Antarctic Division said the
environmental evaluation would be scrutinised domestically, submitted to other
Antarctic Treaty nations and released for public consultation in Australia and
internationally.
“The construction of the aerodrome will
have some unavoidable impacts and we are committed to understanding the
environmental impacts and implementing mitigation measures to the highest
standards possible, and in line with the legislated requirements,” a
representative wrote in an email statement to the Guardian.
Plans for a permanent airport at Davis were
first floated decades ago, but past governments have balked at the cost. In
recent years, the idea has been revived and it is now being pushed forward by
the head of the Australian Antarctic Division, Kim Ellis, who is a former
military officer and chief executive of Sydney Airport.
The Australian Antarctic Division says a
major upgrade is overdue. Flights to Antarctica currently land on a blue-ice
runway at Wilkins Aerodrome during the southern summer from October to March.
This is increasingly inoperable due to global heating. High temperatures
destabilise the runway surface. Closures for this reason used to last for six
weeks. Last summer, this increased to 10 weeks.
Plans for a paved runway are now undergoing
environmental assessment. Budget discussions are expected in 2022. If approvals
are granted, construction would begin in 2023 and run until 2040 at the
earliest.
Conservationists say the evaluation process
is flawed because it will be signed off by the environment minister Sussan Ley,
who is a vocal advocate for the planned runway. She has described it as part of
“a new era of Australian Antarctic endeavour”. The government is also conscious
that China and Russia are upgrading their bases in the region.
Activists say there are viable
alternatives, such as aircraft that use skis instead of wheels for take-off and
landing. The US military demonstrated that was possible even in the dark depths
of winter by flying into one of its bases with night vision to evacuate an
injured explorer in 2008.
Brooks said Australia’s airport plan would
set the wrong precedent.
“The scale of this is so out of step with
our requirements. I think putting up this big flag will encourage others to do
something similar,” he said. “It doesn’t align with Australia’s claim to be an
environmental leader. Antarctica is special. Everywhere else in the world, you
measure wilderness by what’s left. In Antarctica, it’s still the other way
round.”
Såkalte beroligende dyr bannlyses fra kabinen hos Alaska Airlines - Curt Lewis
Saken har vært fremme her på bloggen tidligere. Bildet som da var brukt var av en liten pony som sto foran bena til to pax. Sprø amerikanere. (Red.)
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Alaska Airlines is the first
airline to ban emotional support animals
Alaska
Airlines is the first U.S. carrier to ban emotional support animals on its
flights following a Department of Transportation ruling that airlines will only
be required to transport service dogs.
Beginning Jan. 11, the airline will allow only service
dogs that are “specially trained” and will refuse transport to emotional support
animals.
The DOT
rule change came early this month following the agency’s decision to revise its
Air Carrier Access legislation because passengers have for years been requesting
airlines accept their “service” pigs, rabbits and peacocks. Until now, the
department had not defined what constituted a service animal, and all emotional
support animals were federally required to be permitted on planes.
In
2017, the trade group Airlines for America estimated that the number of
emotional support animals traveling on commercial flights increased to 751,000,
a sharp rise from the 481,000 seen the year before.
[Airlines will no longer be required to transport
emotional support animals]
“Following recent changes to U.S. Department of
Transportation’s (DOT) rules, Alaska Airlines will no longer accept emotional
support animals on its flights,” the airline said in a news release. “Alaska
will only transport service dogs, which are specially trained to perform tasks
for the benefit of a qualified individual with a disability.”
On its
website, the airline states that size of all service dogs allowed onboard “must
not exceed the footprint or personal space of the guest’s seat or foot area
during the entire flight.” The service dog must also be leashed at all times, is
expected to “behave properly,” cannot occupy a seat or tray table and may not be
under four months old.
The
airline called the move a necessary step. “This regulatory change is welcome
news, as it will help us reduce disturbances onboard, while continuing to
accommodate our guests traveling with qualified service animals,” Ray Prentice,
director of customer advocacy at Alaska Airlines, said in the news
release.
“The
final rule announced today addresses concerns raised by individuals with
disabilities, airlines, flight attendants, airports, other aviation
transportation stakeholders and other members of the public, regarding service
animals on aircraft,” DOT officials said in a statement announcing the rule
change on Dec. 2.
Alaska
Airlines flights will accept passengers who booked travel before Jan. 11 to
bring an emotional support animal other than a dog only up until Mar. 1. The DOT
originally took up the ban on service animals in January 2019.
PIA - Tøff ordbruk om falske sertifikater - Curt Lewis
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EU ban on PIA: Aviation minister
refuses to take responsibility
ISLAMABAD: Prime Minister Imran Khan may have admitted
that the fake pilots issue was mishandled but Aviation Minister Ghulam Sarwar
Khan has refused to take responsibility for the damage his statement did to the
Pakistan International Airline.
Talking
to Shahzeb Khanzada on Geo News’ Aaj Shahzeb Khanzada Kay Saath show on
Wednesday, the PTI minister downplayed the matter by saying that every airline
in the world was suffering losses.
Khanzada interjected that the aviation industry was
facing losses due to the coronavirus pandemic. The PIA, on the other hand, is
facing bans due to the fake license controversy.
On
December 26, the aviation minister told reporters that the European Union
Aviation Safety Agency (EASA) had been satisfied and the ban would be revoked
soon. However, in a letter dated December 24, the EASA had extended the ban and
said it would not be reviewed until a safety audit of the Civil Aviation
Authority (CAA) was conducted.
To
this, Ghulam Sarwar Khan said the PIA's report had a satisfactory score of
“97.6%” which was considered “great”. But Khanzada stressed that the national
carrier may have satisfied the EASA but the ban remained due to the minister’s
statements.
“Should
we not have taken any action? You should appreciate that someone is taking
initiative. Our transparency should be appreciated," said the aviation
minister.
Khanzada added that the attorney general of Pakistan
had also admitted before the Islamabad High Court that the issue was
mishandled.
It may
be mentioned here that the aviation minister first revealed the fake license
matter while briefing the Parliament on a plane crash.
Subsequently, the aviation minister announced that the
qualifications of 262 pilots in Pakistan are "dubious" and thus they will be
barred from flying. He said that a total of 753 pilots are serving in Pakistani
airlines, while 107 are serving in foreign airlines bringing the number to
860.
However, further investigations revealed that 182 out
of the 262 pilots have valid credentials.
Motortrouble over Atlanteren - Landet KEF - Curt Lewis
Incident: Delta A333 over Atlantic on Dec 28th 2020, engine trouble
A Delta
Airlines Airbus A330-300, registration N810NW performing flight DL-262 from New
York JFK,NY (USA) to Paris Charles de Gaulle (France), was enroute at FL380
about 700nm southsouthwest of Keflavik (Iceland) when the crew decided to divert
to Keflavik reporting a problem with the #1 engine (PW4168, left hand). The crew
requested to descend to FL320 and set course for Keflavik, the turn to Keflavik
was approved by Oceanic Control within a minute, however, the request to descent
took more than 15 minutes due to a lot of traffic around that needed to be moved
out, the aircraft continued to maintain FL380 in the meantime. Finally the
aircraft descended to FL290 and landed safely on Keflavik's runway 01 about 2
hours after the decision to divert.
The
engine is being replaced.
The
aircraft is still on the ground in Keflavik about 62 hours after landing.
Brann i mobillader like før landing i USA - Curt Lewis
Incident: Canada A320 at Fort Lauderdale on Dec 25th 2020, passenger's cell phone battery charger on fire on short final
An Air
Canada Airbus A320-200, registration C-GKOD performing flight AC-902 from
Montreal,QC (Canada) to Fort Lauderdale,FL (USA) with 134 people on board, was
on final approach to Fort Lauderdale's runway 28R when a passenger contacted the
flight attendants reporting his cell phone battery charger had caught
fire. The flight attendants extinguished
the fire with water and put the device into the PED
(Portable Electronic Device) Secure containment bag. The aircraft continued for a safe landing on runway
28R and taxied to the apron.
The
Canadian TSB reported the flight attendant informed the flight crew after the
aircraft had landed and had turned off the runway. No emergency was declared and
the aircraft taxied to the gate.
Droner - Royal Navy med Request for Information vedr. tungløfter - UAS Vision
UK Royal Navy Issues RFI for
Heavy-Lift UAS
The UK Ministry Of Defence is
currently seeking information in order to qualify requirements and develop our
understanding of the potential for the market to provide an autonomous maritime
airborne heavy lift capability for the Royal Navy.
The purpose of this Request for
Information is to enhance the Authority’s awareness and allow for initial
review of a range of maritime airborne autonomous capabilities which currently
exist or are in development within the marketplace to support the development
of the RN’s Autonomy network and the creation of the Future Maritime Aviation
Force (FMAF, the rapid transformation of crewed aviation roles (Intelligence,
Surveillance, Reconnaissance, Communications, Lift and Strike) to uncrewed).
The Authority intends to use the
responses to this RFI to inform future decision making regarding the potential
supply of maritime autonomous airborne heavy lift capability. For clarity, this
RFI is not a bidding opportunity but a means by which industry can provide information
to the Authority.
This RFI aims to achieve the
following three (3) outcomes:
- Develop
further the Authority’s understanding of the different technologies and
capabilities available in the market, both current and emerging.
- Align
Authority requirements with industry standards and processes for
procurement of maritime autonomous airborne capabilities; and,
- Enable
the Authority to develop a procurement strategy that will deliver best
value for money for Defence.
- Requested
Information:
The Authority wishes to assess
potential maritime airborne autonomous heavy lift solutions for use within the
Royal Navy.
Potential suppliers and interested
parties are invited to provide information in relation to potential solutions
which could deliver an airborne autonomous heavy lift capability which is
aligned to the following indicative requirements.
Potential solutions ideally should
offer:
- Autonomous
/ Crewless operation;
- Accurate
delivery of payloads exceeding 200kg;
- Ability
for over the horizon operation;
- Suitability
for maritime environments (sea states, salt ingress, deck mobility)
- Suitability
for use in a variety of environmental conditions ashore and at sea
- Rapidly
interchangeable, multiple payload types;
- Open
Architecture;
- Sustainability
and enduring capability.
Det bør være påkrevet med koronatesting av alle ved ankomst Norge fra rødt land - Vi må følge Belgia - Aviation24.be
Ill.:ICAO
Belgium strengthens travel rules: compulsory quarantine and test after a stay in a red zone
Belgium has tightened up the travel rules in order to counter the continued spread of the new variant of COVID-19. Testing capacity will be increased at Brussels and Charleroi airports and Brussels-Midi station.
The Consultative Committee which met electronically on Wednesday noted that the number of contaminations was currently lower in Belgium than in other countries. Likewise, the evolution of the number of confirmed cases is more favourable in Belgium than abroad. In addition, there are serious indications of a new variant of Covid-19 which is significantly more contagious, circulating mainly in the UK at the moment.
To prevent international passenger traffic from further accelerating the spread of COVID-19, the Consultative Committee has decided to toughen travel rules as follows:
- Mandatory quarantine after a stay of more than 48 hours in a red zone. All stays in a red zone will now be considered high risk contacts. As of 31 December 2020, any person (residents and non-residents) returning to Belgium after a stay of at least 48 hours in a red zone must therefore be placed in quarantine. The quarantine can only end with a negative PCR test performed on the seventh day of quarantine. This measure is currently in effect until January 15. In only a few cases, there can be exceptions (critical functions in essential sectors, students taking exams, residents returning fro abroad for professional reasons).
- PCR test on return to Belgium, on the first and seventh day. Residents returning from a red zone and having stayed there for more than 48 hours must be tested on the first day and the seventh day of the quarantine. From January 2, 2021, people will receive an SMS on their return that will allow them to come to a test centre. At Brussels Airport, the testing capacity will be further increased to allow travellers arriving in Belgium to be tested voluntarily from the outset. At Charleroi Airport and Brussels-Midi station, the test capacity will be developed.
- Reinforced controls for returns from abroad. A particular effort will be made to strengthen the control of compliance with these measures in the context of cross-border traffic, in particular the completion of the Passenger Location Form and the mandatory negative test that non-residents must present.
These stricter measures come on top of the decisions of the Consultative Committee which provided in particular for a more rigorous control of the Passenger Locator Form and, since 25 December 2020, a negative test to be presented by non-residents staying in our country.
Su-57 Felon levert til det russiske luftforsvaret - The Aviationist
First Serial Production Su-57 Felon Delivered To The Russian Aerospace Forces
The first Su-57 delivered to the Russian Aerospace Forces photographed during a stopover at Novosibirsk Tolmachevo airport while on its way to the 929th V.P. Chkalov State Flight Test Center in Akhtubinsk. (Photo: Svetlana Balaeva)
The aircraft, which is the second Su-57 serially built, was delivered a year after the first built crashed during pre-delivery testing.
The Russian Aerospace Forces received on Dec. 25, 2020, their first serially built Su-57 “Felon” 5th generation fighter aircraft. According to a source in the military-industrial complex quoted by the TASS Russian News Agency, the aircraft entered service with one of the aviation regiments of the Southern Military District and four more Su-57s will be delivered in 2021.
Later, TASS quoted another source in the military-industrial complex (or perhaps the same) saying that the aircraft will be used to test hypersonic air-launched weapons at the 929th V.P. Chkalov State Flight Test Center in Akhtubinsk. RIA Novosti, another Russian News Agency, reported instead that the aircraft will be tested at Akhtubinsk before being moved to an operational unit.
While this kind of testing to be performed can’t be confirmed officially, spotters were able to confirm the Felon’s final base, as the aircraft was photographed during a stopover at Novosibirsk Tolmachevo airport with the logo of the Chkalov State Flight Test Center on the fuselage.
Another interesting detail is the aircraft’s bort number. This Su-57 is actually the second to leave the serial production line (T-50S-2 serial number 51002) but, since the first one crashed one year ago during pre-delivery flight testing, it received the bort number “01” instead of the expected “02”. The aircraft was previously photographed at the Komsomolsk-on-Amur Aircraft Plant before the beginning of the pre-delivery testing in October, but it was missing the Flight Test Center’s logo, showing only the bort number.
As we already reported, the crash of the Felon T-50S-1, which is actually the first since the first flight in 2010, was caused by a failure of the tail control system. After the crash, Sukhoi reportedly underwent some changes in the management of the company and, after the investigation, a number of technical improvements were applied to T-50S-2 and the other aircraft on the production line, delaying the first delivery by a year. Among the improvements, it was mentioned that the aircraft saw the hydraulic actuators of the flight controls replaced by electromechanical actuators. The company may also have to replace the crashed Su-57 at its own expense.
The Ministry of Defense of the Russian Federation and PJSC Sukhoi Company signed a contract for the first two serial Su-57s, T-50S-1 and T-50S-2, in August 2018, followed a year later by a contract for 74 other aircraft, which brought the total order to 76 Su-57s. The head of Rostec (State Corporation for Assistance to Development, Production and Export of Advanced Technology Industrial Product), Sergei Chemezov, already announced that the first delivery would happen by the end of 2020, followed later by the Russian Defense Minister Sergei Shoigu which added that 22 Su-57s will be delivered by the end of 2024, while the deliveries (provided that no further aircraft will be added to the order) will be completed by 2028 at a rate of 16 aircraft per year.
På årets siste dager patruiljerer amerikanske B-52 Persiabukta - Media
På den annen side, Putin sender "hyggelig" brev til Markel hvor han ber om bedre forhold til Tyskland. Vel, fra den kanten kan man lure på om det ligger noe under......
onsdag 30. desember 2020
Flytting av 333 skv. fra Andøya til Evenes blir kostbart - Rune Øverås
Denne er gammel, men fremdelses aktuell, dessverre. (Red.)
-• Hjelper du å dele? •-
Et av hovedargumentene til nedleggelse av Andøya Flystasjon var «1 flystasjon er billigere å drifte enn 2 flystasjoner».
Selvsagt!
Eller, er det nå så selvsagt?
Det har vært lite fokus på hva slags ekstrakostnader det vil bli ved å flytte MPA til Evenes, og beholde Andøya Flystasjon som beredskapsbase.
Under belyser jeg noen av disse kostnadene.
Nå som Andøya Flystasjon skal videreføres som beredskapsbase, så vil det ifølge Prop 151 S (side 78), medføre en årlig driftskostnad på 100 millioner.
I tillegg så kan vi på side 41 «KS1 av KVU Evenes flystasjon» lese at «Vedlikeholdskostnader knyttet til korrosjon på fly som følge av bruk av Aviform» beregnes til en årlig kostnad på 58 mill.
Undersøkelser viser at Evenes Flystasjon vil ha over 80% pendlere, og kostnaden for Forsvaret er ca 150.000 kr for hver pendler. Det vil si at 350 pendlere vil årlig koste Forsvaret over 50 mill.
Før det omstridte vedtaket å legge ned Andøya Flystasjon var det ikke noe særlig mere enn en håndfull pendlere på stasjonen.
Grunnet så mange pendlere, og den store sannsynligheten for at de fleste som ikke pendler vil bosette seg temmelig langt unna Evenes Flystasjon, så planlegges det på et MPA tilstedevakt bygg med plass til litt over 20 personer. Dette tiltaket vil sikre rask respons når P-8 må ut på oppdukkende oppdrag.
Kostnaden for dette vil ligge på ca 40 mill årlig.
En stor kostnads usikkerhet er hvor mye skade sand vil påføre jetmotorene på P-8 (og F-35). De sivile flyselskap er IKKE glad i å operere sine fly på steder med sand på rullebanen, men Evenes Flystasjon er helt nødt til å bruke store mengder sand på alle flyoperative områder (grunnet store miljø begrensninger).
Jo tyngre lastet flyene er, jo mere skade vil det bli fra sand, rett og slett fordi fly som er full-lastet må bruke mye mere av rullebanen for å ta av (og for å stoppe ved landing).
Når sand kommer inn i en jetmotor, så blir sanden til glass og legger seg så som et lag på turbinbladene. Når dette glasslaget brekker av, kan det føre til store skader. Motorene på P-8 er svært kostbare, og en årlig kostnad grunnet skade vil fort bli på flere 10-talls millioner. Derfor er 50 millioner i årlig kostnad er et forsiktig estimat.
Videre så er det også viktig å huske på hvor mange fly SAS/Norwegian har, hvor ofte de bytter ut sine fly kontra Forsvaret, og hvor relativt sjelden det enkelte fly er innom Evenes. De 5 stk P-8 flyene vil jevnlig bli utsatt for sand (og Aviform) i vinterhalvåret.
Da blir den årlige drifts kostnaden til Forsvaret, når MPA opereres fra Evenes, og Andøya fungerer som beredskapsbase:
Beredskap: 100 mill
Aviform: 58 mill
Tilstedevakt: 40 mill
Pendling: 50 mill
Sand: 50 mill
Sum 298 millioner
(Dette er selvsagt et estimat, og det inkluderer nok ikke alt)
Med andre ord så ligger det an til en økning i årlige driftsutgifter på ca 100 millioner.
Dette står i sterk kontrast til det Stortinget ble forespeilet, at Forsvaret SPARTE 200 mill årlig ved å legge ned Andøya Flystasjon.
På tide noen tar tak i dette?
Flere omkomne i luftfarten i 2020 enn året før - Merkelig og trist - Curt Lewis
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Aviation Deaths Tick Up in 2020 Despite Drastic Slump in Air Travel
Dec. 29—JOHANNESBURG — The number of people killed in plane crashes grew in 2020 despite the dramatic slump in the number of aviation passengers in the pandemic.
A total of 318 people were killed in commercial aviation accidents in 2020, an increase of 25 deaths compared with 2019, figures from the Hamburg-based Jet Airliner Crash Data Evaluation Centre (JACDEC) flight safety authority show.
That was the case despite the overall number of fatal accidents involving planes falling from 27 in 2019 to just nine in 2020.
This is because the majority of the fatalities, or 86 per cent, can be attributed to two accidents: the shooting down of a Ukrainian passenger plane in Iran in January and the crash of a Pakistani commercial airliner in Karachi in May.
A total of 176 people were killed in the Tehran crash, for which Iran ultimately admitted "unintentional" responsibility.
The crash of the Pakistani Airbus A320 into a residential area in Karachi killed 97 people on board and one on the ground.
The international industry association IATA estimates that flight activity plummeted up to 70 per cent over the whole of 2020 in some regions.
The JACDEC has been
registering and analysing accidents and serious incidents in civil aviation for
around three decades. All aircraft weighing more than 5.7 tons or with more
than 19 seats are recorded.
SAR - Katastrofen i Gjerdrum - SAR Queen får sin ilddåp
Farnborough 2018 - AW101 cockpit - Foto: Per Gram
Arbeidsstasjonen til sensor operatøren - Foto: Per Gram
Bildet under er sakset fra BBC i dag den 31. Det viser verdens mest avanserte redningshelikopter som du ser heiser ned en redningsmann. Du ser også at maskinen har godt med lyskastere som bidrar til bakkesøk samt at det gir flygerne gode visuelle referanser. Søket foregår nå i mørke med infrarødt- og varmesøkende utstyr i tillegg til visuelle observasjoner. Sent i natt ble en hund funnet i live, men dessverre, ingen tegn til mennesker. 10 personer er enda ikke redegjort for.
Foto: BBC
Politiet deltar også med sitt nye AW169 som har godt søkeutstyr.
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