Malcolm

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  1. Malcolm

    Lion Air Down

    And where does this leave the two Canadian Operators of this aircraft type? Airlines Business strategy Airline industry rushes to understand nuances in 737 Max systems Airline industry rushes to understand nuances in 737 Max systems 13 November, 2018 SOURCE: Flight Dashboard BY: Jon Hemmerdinger Boston Airlines, unions and regulators are working to understand the 737 Max's flight systems while unions uncover seeming errors in emergency "runaway stabiliser" checklists. The work comes amid reports that the US industry was unaware Boeing had equipped the 737 Max with a new system that has been linked to the 29 October crash of a Lion Air 737 Max 8. "We are working at an extraordinarily positive pace to share information," says a spokesperson for the Allied Pilots Association (APA), which represents pilots at American Airlines, a 737 Max operator. "We are looking at differences between the Max and the non-Max aircraft" in an effort to understand nuances in stall prevention and notification systems, the union adds. The issue apparently rests with the 737 Max's Manoeuvring Characteristics Augmentation System (MCAS), which is not on earlier-generation 737s. The technology automatically trims the aircraft's stabiliser, dropping the nose, to avoid stalls, according to American Airlines memo to pilots. However, the system can also cause aircraft to dive if computers receive incorrect angle-of-attack data – a scenario called a "runaway stabiliser". Investigators have suggested faulty angle-of-attack information played a role in the Lion Air crash. The APA says inclusion of the MCAS systems seems to have been accompanied by slight changes in how pilots should response to runaway stabilisers. Pilots have long been taught that pulling back on a 737's control column can arrest that condition – a fix pilots call a "breakaway", says the APA. Indeed, American's runaway stabiliser checklist, dated 10 July, says, "stabiliser trim commands are interrupted when the control column is displaced in the opposite direction". But the APA has now learned that the 737 Max is apparently different. The APA cites a 7 November memo from American to pilots, in which the airline says that pulling the control column on a 737 Max will not arrest stabiliser movement if the dive was caused by faulty angle-of-attack data. "Control column force will not stop electric trimming", the memo says. "On the 737NG, they had this breakaway system," says the APA. "On the Max, the company note says [that] pulling up on the stick doesn't work." The union stresses that American's checklists also tell pilots to switch off the stabiliser system, which should fix the problem. It adds that differences between 737 Max and 737NGs are not a problem – so long as pilots know about the changes. The APA was not the only organisation caught unaware. Also in the dark were American, Southwest Airlines, and, reportedly, Southwest's pilot association. "We value our partnership with Boeing, but were unaware of some of the functionality of the Manoeuvring Characteristics Augmentation System (MCAS) installed on the Max 8," American tells FlightGlobal. "The work with the FAA and Boeing is ongoing, and we will continue to keep pilots informed of any updates." "The MCAS was not mentioned in the manuals that Boeing provided to Southwest," Southwest says in a statement. "Therefore, MCAS is not mentioned in the Southwest Max 8 manuals." The Dallas-based carrier's pilot union did not respond to requests for comment. Boeing declines to comment about the MCAS, saying it is working to understand circumstances related to the Lion Air crash, which killed 189 people. "We are taking every measure to fully understand all aspects of this incident, working closely with the investigating team and all regulatory authorities involved," it says. "We are confident in the safety of the 737 Max." Following the crash, Boeing issued a service alert and the Federal Aviation Administration issued an emergency airworthiness directive requiring airlines to revise flight manuals to specify how pilots should response to runaway stabilisers. American and Southwest have complied with the order, they say.
  2. Malcolm

    Shootings and Knifings

    Cost effective methods to prevent. Not Bloodly Likely. All can be carried out wherever there is a crowd and than could be in any town, village or major city. Sadly there is no way to stop anyone who is determined to murder at random.
  3. https://www.pprune.org/tech-log/413517-elac-2-no-dispatch-a320.html
  4. Malcolm

    Shootings and Knifings

    Sadly, for those who want to do mass killings, the fall back would be explosives or vehicles. These methods, as current history has proven, are not hard to come by.
  5. It will indeed be interesting, because the last time he did this, Trump responded with all sorts of Crap.
  6. Malcolm

    Who Knew?

    Let us not forget, the rating is not from those who operate in and out but rather from those who some call "Guests" and the rest of us call "Paying Customers". Re the def. of "North America", isn't Toronto also the center of the universe?
  7. Malcolm

    Trump 2.0 Continues

    Well worth the reading / post. Thanks deicer
  8. Malcolm

    Climate Change?

    'So many bears:' Draft plan says Nunavut polar bear numbers unsafe In this July 21, 2017 photo, a polar bear walks over sea ice floating in the Victoria Strait in the Canadian Arctic Archipelago. (AP /David Goldman) 24 24 Bob Weber, The Canadian Press Published Monday, November 12, 2018 4:11AM EST There are too many polar bears in parts of Nunavut and climate change hasn't yet affected any of them, says a draft management plan from the territorial government that contradicts much of conventional scientific thinking. The proposed plan -- which is to go to public hearings in Iqaluit on Tuesday -- says that growing bear numbers are increasingly jeopardizing public safety and it's time Inuit knowledge drove management policy. "Inuit believe there are now so many bears that public safety has become a major concern," says the document, the result of four years of study and public consultation. Related Stories Report says mercury, PCBs still threaten Arctic; new chemicals emerging Ancient polar bears survived low ice periods on dead whales: study Nature pushed to the brink by 'runaway consumption' Polar bear hitches ride on iceberg, visits coastal Newfoundland town Survey indicates polar bears in decline around southern Hudson Bay Photos A polar bear mother and her two cubs walk along the shore of Hudson Bay near Churchill, Man., Nov. 7, 2007. (THE CANADIAN PRESS / Jonathan Hayward) "Public safety concerns, combined with the effects of polar bears on other species, suggest that in many Nunavut communities, the polar bear may have exceeded the co-existence threshold." Polar bears killed two Inuit last summer. The plan leans heavily on Inuit knowledge, which yields population estimates higher than those suggested by western science for almost all of the 13 included bear populations. Scientists say only one population of bears is growing; Inuit say there are nine. Environment Canada says four populations are shrinking; Inuit say none are. The proposed plan downplays one of the scientific community's main concerns. "Although there is growing scientific evidence linking the impacts of climate change to reduced body condition of bears and projections of population declines, no declines have currently been attributed to climate change," it says. "(Inuit knowledge) acknowledges that polar bears are exposed to the effects of climate change, but suggests that they are adaptable." Environment Canada's response says that's "not in alignment with scientific evidence." It cites two studies suggesting the opposite. Andrew Derocher, a University of Alberta polar bear expert, is blunter. "That's just plain wrong," he said. "That's been documented in many places now -- not just linked to body condition but reproductive rates and survival." The government of Nunavut declined an interview request. Its position is strongly supported by the 11 Inuit groups and hunters' organizations that made submissions. "(Inuit knowledge) has not always been sufficiently incorporated by decision-makers," says a document submitted by Nunavut Tunngavik Inc., the Inuit land-claim organization. "The disconnect between the sentiment in certain scientific communities and (Inuit knowledge) has been pronounced." Pond Inlet wants to be able to kill any bear within a kilometre of the community without the animal being considered part of the town's quota. Rankin Inlet simply wants to lower bear populations. In its submission, the Kitikmeot Regional Wildlife Board expresses frustration with how polar bears are used as an icon in the fight against climate change. "This is very frustrating for Inuit to watch ... We do not have resources to touch bases with movie actors, singers and songwriters who often narrate and provide these messages," it says. "We know what we are doing and western science and modelling has become too dominant." The management plan doesn't propose to increase hunting quotas immediately. It contains provisions for increased education and programs on bear safety for hunters and communities. It does say hunting bans would no longer be automatically applied to shrinking populations and that "management objectives ... could include managing polar bears for a decrease." Derocher doesn't dispute potentially dangerous bear-human encounters are becoming more frequent. But he, and other southern scientists, insist that's happening as climate change reduces sea ice and drives bears inland. "They will move into communities seeking food. There's lots of attractants around northern communities." Places where attacks have occurred are not areas with the highest bear densities, he said. The plan reflects Nunavut's desire to control its own wildlife resources, Derocher suggested. "They don't ask for input from southern scientists. The less input from the south is where it seems to be moving." Derocher said the Inuit's ability to export polar bear hides -- or the ability of their hunter clients to take such items home with them -- depends on whether the rest of the world trusts the animals are being well-managed. "If the stated goal is to have fewer polar bears, that may be the tripping point whereby polar bear management in Canada comes under renewed scrutiny." Canada has fought off two international attempts to ban the trade of polar bear products. The territory's wildlife management board will take what it hears at the public hearings and include it in a final document, which will go before the Nunavut cabinet for approval.
  9. And in particular for the Pilots. They tested out 100%
  10. Malcolm

    Lion Air Down

    Are we seeing a one of problem with only that aircraft or are all 737 Max8 likely to have the same problem? In other words, a basic fleet wide design flaw or only perhaps a manufacturing issue only on that hull? It is a puzzle as to why other carriers have not experienced the same issue when you think about how many 737 Max8 are currently operating.
  11. Malcolm

    Lion Air Down

    I see that the APA has reacted and issued the following.
  12. November 11, 2018 9:46 am Canadian oil price A pumpjack works at a well head on an oil and gas installation near Cremona, Alta., Saturday, Oct. 29, 2016. A pumpjack works at a well head on an oil and gas installation near Cremona, Alta., Saturday, Oct. 29, 2016. THE CANADIAN PRESS/Jeff McIntosh Imagine producing a bumper crop of a product in high demand around the globe, only to learn you must settle for a discounted price because there’s no easy way to get your product to market. Canadian grain farmers experienced that situation in 2013 and again last winter when their harvest outstripped the transport capacity of Canada’s rail companies. Western Canada’s oil companies are now in the same boat thanks to production gains that have not been matched by export pipeline capacity gains. Like those farmers, oil producers have filled storage to bursting while they wait for a solution to appear. The price discounts or “differentials” that had mainly affected heavy oil have spread to light oil and upgraded synthetic oilsands crude as pipeline space tightens. READ MORE: Imperial reviews Alberta oilsands project approvals as heavy oil price discounts persist Watch below: Some recent videos from Global News’ coverage of the Alberta oil industry. Discount on Alberta oil reaches record levels Estimates on the cost to the economy vary wildly, but the Canadian Association of Petroleum Producers officially estimates the impact as at least C$13 billion in the first 10 months of 2018. It estimates the cost at about C$50 million per day in October as discounts for Western Canadian Select bitumen-blend crude oil versus New York-traded West Texas Intermediate peaked at more than US$52 per barrel. “The differential has blown out to such an extreme level for two reasons, the lack of access to markets and the fact we really have only one customer [the United States],” said Tim McMillan, CEO of CAPP. READ MORE: RBC CEO says Canada’s energy sector could deliver billions in new revenue if it gets support Getting an exact number on how much discounts are costing Canada is all but impossible thanks to ingrained sector secrecy about transportation and marketing, he said, adding it’s entirely possible the real costs could be as high as $100 billion per year. Producers’ exposure to WCS prices differ depending on what kind of oil they produce, where they sell it and how they transport it. Calgary-based Imperial Oil Ltd., for instance, says about one-quarter of its output of 300,000 barrels of bitumen per day is influenced by WCS pricing — the rest is used in its Canadian refineries or shipped by pipe or rail to the U.S. Gulf Coast where it gets close to WTI prices. The company announced last week it will build a 75,000-bpd oilsands project, going on faith that pipelines will be in place for when production begins in about four years (a prospect that took a hit Thursday when a U.S. judge put TransCanada Corp.’s Keystone XL pipeline on hold until more environmental study is done). Meanwhile, it is ramping up rail shipments from its co-owned Edmonton terminal as fast as it can. READ MORE: Alberta Premier Rachel Notley proposes Ottawa get into crude-by-rail business Watch below: In October 2018, Doug Vaessen reported on Premier Rachel Notley’s call for the federal government to increase oil-by-rail. Other oilsands producers including Canadian Natural Resources Ltd. and Cenovus Energy Inc. are cutting production to avoid selling at current prices. The industry’s problems receive little sympathy from environmentalists like Keith Stewart of Greenpeace. “The root of the problem is that companies kept expanding production even when they knew there was no new transport,” he said. But McMillan pointed out it takes years to plan, win regulatory approval and build projects. For example, producers would have had no way of knowing ahead of time that the 525,000-barrel-per-day Northern Gateway pipeline project approved in 2014 by a Conservative government would then be rejected by a Liberal government in 2016, he said. “If Northern Gateway had come on as planned, we wouldn’t be in this situation,” said McMillan. In a report last February, Scotiabank analysts estimated the differential would shave C$15.6 billion in revenue annually, with a quick ramp up in crude-by-rail expected to shrink the hit to C$10.8 billion by the fall. At that time, discounts had widened to about US$30 per barrel from an average of around US$13 in the previous two years. Crude-by-rail shipments increased to a record 230,000 bpd in August but haven’t reduced the differential. READ MORE: Canadian crude by rail exports rise to new record in August According to Calgary-based Net Energy, the WCS-WTI differential averaged US$45.48 per barrel in October and has averaged US$43.75 so far in November. In an analysis last March, Kent Fellows, research associate at the School of Public Policy at the University of Calgary, estimated the differential would translate into a $13-billion economic loss if it persisted for a year — $7.2 billion to the Alberta government, $5.3 billion to industry and $800 million to the federal government. The differential has gotten much worse, he said in an interview this week, which means the lost opportunity is proportionately worse. Higher differentials hit provincial governments in the form of lower-than-expected royalties — their cut of every barrel produced from land where mineral rights are Crown owned — while the federal government will see lower corporate income taxes, Fellows said. “If this keeps up and we start to see either a lack of growth or more shutting in some of this production… you’re losing jobs and even personal income tax as well,” he said. The Alberta government estimates that every annual average $1 increase in the WCS-WTI differential above US$22.40 per barrel costs its treasury C$210 million. In Saskatchewan, Western Canada’s other major oil-producing province, each $1 change in the differential is equivalent to about $15 million in revenue, based on an assumed WTI price of US$58 per barrel, the government says. Finance Minister Donna Harpauer said in an interview that if current discounts continued for a year, the Saskatchewan industry’s lost revenue would be about C$7.4 billion. Part of the reason WCS discounts were wider in October is that WTI, which opened the year at US$60.37 per barrel, jumped to more than US$76. Producers exposed to WCS didn’t get the benefit of the higher U.S. oil prices. McMillan said the differentials are being noticed by potential energy investors — CAPP expects capital investment of $42 billion in the Canadian oilpatch in 2018, down from $81 billion in 2014. “We’re losing hundreds of millions of dollars that’s going to subsidize drivers in the United States.”
  13. https://prnt.sc/lgzybt evidently landed safely