Marshall

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  1. FAA expands Boeing 737NG crack inspections 13 November, 2019 SOURCE: Cirium Dashboard BY: Tom Risen Washington DC The US Federal Aviation Administration has mandated that airlines with Boeing 737NG aircraft that have completed a high rate of flight cycles must re-inspect hardware known as "pickle forks" that connect a wing to a fuselage. Boeing notified the FAA that one operator found a crack outside of the original section of the fuselage the FAA had mandated for inspection in October. Today, the FAA published an airworthiness directive requiring that 737NGs that have completed 30,000 flight cycles be re-inspected within 60 days, expanding the initial search area for cracks from two fasteners to eight fasteners on each side of the aircraft. Carriers must inspect 737NGs that have completed 22,600 flight cycles within their next 1,000 flight cycles. The order impacts US-registered 737NGs, including -600, -700, -800 and -900 series aircraft. The additional inspections are underway, Boeing says in a statement. "We regret the impact to our customers and have a repair plan in place to address any findings," Boeing states. "Less than 5% of the 1,200 airplanes that have undergone the initial inspection were found to have the cracking issue. The secondary issue has been discovered on three in-service airplanes and one airplane that was undergoing maintenance in preparation for a modification." Replacing pickle forks can be costly also because aircraft interiors must be stripped out, including side panels and fixtures. The FAA ordered the original inspections on 2 October after Boeing discovered cracks on pickle fork hardware of 737-800s undergoing passenger-to-freighter conversions in China. Airlines impacted include Qantas, Ryanair, Southwest Airlines, Gol, and Indonesian carriers Sriwijaya Air and Garuda.
  2. A note for those who might be responding to any of my posts but who do not get any reply. That is not because I have been overwhelmed with your response but most likely because I have used the "Ignore" feature of this forum to filter out your posts and or responses and thereby reduce the number of posts that are in my reading file. In other words I no longer see your posts (original or rebuttals) Cheers all .
  3. Hmmm. WestJet announces $100,000 commitment to help grow Indigenous Tourism across Canada Français NEWS PROVIDED BY WESTJET, an Alberta Partnership Nov 13, 2019, 16:44 ET SHARE THIS ARTICLE WestJet (CNW Group/WESTJET, an Alberta Partnership) Indigenous Tourism Association of Canada (CNW Group/WESTJET, an Alberta Partnership) Three-year strategic national partnership with the Indigenous Tourism Association of Canada signed KELOWNA, BC and SYILX TERRITORY, BC, Nov. 13, 2019 /CNW/ - (IITC) – The Indigenous Tourism Association of Canada has significantly increased its wingspan after a $100,000, over three years, commitment with WestJet was announced today, during the International Indigenous Tourism Association Conference in Kelowna, Syilx Territory, BC (IITC). "From launching Indigenous itineraries with WestJet this summer to announcing this invaluable multi-year commitment, WestJet is providing ITAC and our Indigenous tourism entrepreneurs endless opportunities to grow Indigenous tourism across Canada and showcase our experiences to global audiences," says Keith Henry, President and CEO of ITAC. The strategic partnership will see WestJet and ITAC collaborate in the following areas: Enhancing export readiness of selected Indigenous tourism businesses as they ready for international visitors. Support the work and ambition of Indigenous youth entrepreneurs by supporting their participation at the IITC in 2020, 2021, 2022.  Utilize WestJet's inflight entertainment system to tell the story of the range of Indigenous tourism experiences via its inflight entertainment system both domestically and internationally. Collaborate on content and stories about Indigenous tourism to be featured in WestJet's inflight magazine throughout the year. WestJet will become the official airline of the annual International Indigenous Tourism Conference which is held in new Canadian destinations every year. "Bringing people together is what we do and in that spirit, we are partnering with Indigenous peoples, entrepreneurs and youth of Canada by sponsoring ITAC," said Arved von zur Muehlen, WestJet Chief Commercial Officer. "In doing so, we are proud to support Indigenous stories, history and culture across Canada and the globe." WestJet is collaborating on global initiatives with ITAC and Indigenous leaders including the blessing of WestJet's first Boeing 787 Dreamliner and the airline's Dreamliner hangar. In early May 2019, WestJet partnered with Destination Canada and ITAC on an Indigenous tourism showcase in London, UK, to help grow opportunities and inform the global travel industry of the importance of indigenous tourism, a unique and developing sector of the Canadian tourism industry. About the Indigenous Tourism Association of Canada The Indigenous Tourism Association of Canada (ITAC) is the lead organization tasked with growing the Indigenous tourism industry across the country. Inspired by a vision for a thriving Indigenous tourism economy sharing authentic, memorable and enriching experiences, ITAC develops relationships with other groups and regions with similar mandates. By uniting the Indigenous tourism industry in Canada, ITAC works to enable collective support, product development, promotion and marketing of authentic Indigenous cultural tourism businesses in a respectful protocol. With Indigenous tourism outpacing Canadian tourism activity overall and international demand for Indigenous experiences at an all-time high, ITAC recently updated its five year plan. To view packages and experiences available visit www.indigenouscanada.travel. For more information on ITAC visit www.indigenoustourism.ca About WestJet
  4. Re Nickel, that is good news for Canadian Mines , perhaps time to buy some stock. Nickel and its compounds are essential for the manufacture of countless products that we rely on daily. Reflecting this vast use, Canada's nickel and nickel-related products are exported to more than 100 countries. Key facts Canada's exports of nickel and nickel-based products in 2017 were valued at $3.8 billion In 2017, Canada ranked fifth in the world for mine production of nickel and fourth for production of refined nickel
  5. https://www.bbc.com/news/av/science-environment-49773851/could-digging-up-the-ocean-floor-help-save-the-planet Could digging up the ocean floor help save the planet? ‎Today, ‎November ‎13, ‎2019, ‏‎4 hours ago The seabed is rich in metals, but what damage could mining it cause https://www.bbc.com/news/science-environment-49759626 Electric car future may depend on deep sea mining By David Shukman Science editor, Malaga, Spain https://www.bbc.com/news/science-environment-49759626 Image caption Apollo II is a prototype deep sea mining machine being tested off the coast of Malaga The future of electric cars may depend on mining critically important metals on the ocean floor. That's the view of the engineer leading a major European investigation into new sources of key elements. Demand is soaring for the metal cobalt - an essential ingredient in batteries and abundant in rocks on the seabed. Laurens de Jonge, who's running the EU project, says the transition to electric cars means "we need those resources". Media playback is unsupported on your device The BBC's David Shukman explains how deep sea mining works Exit player Media captionThe BBC's David Shukman explains how deep sea mining works He was speaking during a unique set of underwater experiments designed to assess the impact of extracting rocks from the ocean floor. In calm waters 15km off the coast of Malaga in southern Spain, a prototype mining machine was lowered to the seabed and 'driven' by remote control. Cameras attached to the Apollo II machine recorded its progress and, crucially, monitored how the aluminium tracks stirred up clouds of sand and silt as they advanced. Did deep sea mining start with CIA plot? An array of instruments was positioned nearby to measure how far these clouds were carried on the currents - the risk of seabed mining smothering marine life over a wide area is one of the biggest concerns. What is 'deep sea mining'? It's hard to visualise, but imagine opencast mining taking place at the bottom of the ocean, where huge remote-controlled machines would excavate rocks from the seabed and pump them up to the surface. The concept has been talked about for decades, but until now it's been thought too difficult to operate in the high-pressure, pitch-black conditions as much as 5km deep. Now the technology is advancing to the point where dozens of government and private ventures are weighing up the potential for mines on the ocean floor. Why would anyone bother? The short answer: demand. The rocks of the seabed are far richer in valuable metals than those on land and there's a growing clamour to get at them. Billions of potato-sized rocks known as "nodules" litter the abyssal plains of the Pacific and other oceans and many are brimming with cobalt, suddenly highly sought after as the boom in the production of batteries gathers pace. At the moment, most of the world's cobalt is mined in the Democratic Republic of Congo where for years there've been allegations of child labour, environmental damage and widespread corruption. Image copyright Getty Images Image caption Current technology for electric car batteries require cobalt, thought to be abundant on the sea floor Expanding production there is not straightforward which is leading mining companies to weigh the potential advantages of cobalt on the seabed. Laurens de Jonge, who's in charge of the EU project, known as Blue Nodules, said: "It's not difficult to access - you don't have to go deep into tropical forests or deep into mines. "It's readily available on the seafloor, it's almost like potato harvesting only 5km deep in the ocean." And he says society faces a choice: there may be in future be alternative ways of making batteries for electric cars - and some manufacturer are exploring them - but current technology requires cobalt. Image copyright Geomar Image caption Laurens de Jonge likens the process to "potato harvesting" 5km down in the ocean "If you want to make a fast change, you need cobalt quick and you need a lot of it - if you want to make a lot of batteries you need the resources to do that." His view is backed by a group of leading scientists at London's Natural History Museum and other institutions. They recently calculated that meeting the UK's targets for electric cars by 2050 would require nearly twice the world's current output of cobalt. So what are the risks? No one can be entirely sure, which makes the research off Spain highly relevant. It's widely accepted that whatever is in the path of the mining machines will be destroyed - there's no argument about that. But what's uncertain is how far the damage will reach, in particular the size of the plumes of silt and sand churned up and the distance they will travel, potentially endangering marine life far beyond the mining site. The chief scientist on board, Henko de Stigter of the Dutch marine research institute NIOZ, points out that life in the deep Pacific - where mining is likely to start first - has adapted to the usually "crystal clear conditions". So for any organisms feeding by filter, waters that are suddenly filled with stirred-up sediment would be threatening. "Many species are unknown or not described, and let alone do we know how they will respond to this activity - we can only estimate." And Dr de Stigter warned of the danger of doing to the ocans what humanity has done to the land. "With every new human activity it's often difficult to foresee all the consequences of that in the long term. "What is new here is that we are entering an environment that is almost completely untouched." Could deep sea mining be made less damaging? Ralf Langeler thinks so. He's the engineer in charge of the Apollo II mining machine and he believes the design will minimise any impacts. Like Laurens de Jonge, he works for the Dutch marine engineering giant Royal IHC and he says his technology can help reduce the environmental effects. The machine is meant to cut a very shallow slice into the top 6-10cm of the seabed, lifting the nodules. Its tracks are made with lightweight aluminium to avoid sinking too far into the surface. Image caption David Shukman (R) talks to Ralf Langeler, the engineer in charge of the Apollo II mining machine Silt and sand stirred up by the extraction process should then be channelled into special vents at the rear of the machine and released in a narrow stream, to try to avoid the plume spreading too far. "We'll always change the environment, that's for sure," Ralf says, "but that's the same with onshore mining and our purpose is to minimise the impact." I ask him if deep sea mining is now a realistic prospect. "One day it's going to happen, especially with the rising demand for spwcial metals - and they're there on the sea floor." Who decides if it goes ahead? Mining in territorial waters can be approved by an individual government. That happened a decade ago when Papua New Guinea gave the go-ahead to a Canadian company, Nautilus Minerals, to mine gold and copper from hydrothermal vents in the Bismarck Sea. Since then the project has been repeatedly delayed as the company ran short of funds and the prime minister of PNG called for a ten-year moratorium on deep sea mining. A Nautilus Minerals representative has told me that the company is being restructured and that they remain hopeful of starting to mine. Meanwhile, nearly 30 other ventures are eyeing areas of ocean floor beyond national waters, and these are regulated by a UN body, the International Seabed Authority (ISA). It has issued licences for exploration and is due next year to publish the rules that would govern future mining. The EU's Blue Nodules project involves a host of different institutions and countries. The vessel used for the underwater research off Spain, the Sarmiento de Gamboa, is operated by CSIC, the Spanish National Research Council.
  6. If they are indeed allowed back I sure hope those who allow that, also make damn sure we are set up to process them. And please no million dollar payouts.
  7. The major problem that I see with bringing them back is perhaps a lack of evidence to try them on. Then of course if found guilty (not sure of what the charges would be) the sentencing and then where do gaol them. In the general population (I don't think this would be wise) where then can spread their beliefs? The only solution would seem to be a special and separate facility where they can serve their time/ / rehabilitation(is that even possible?).
  8. They may be released but what then? American Islamic State suspect 'stranded on Turkey border' ‎Today, ‎November ‎12, ‎2019, ‏‎2 hours ago An alleged US Islamic State militant is stuck after Turkey deported him and Greece refused him entry.
  9. An update: KC-46 cargo solution still ‘months’ away By: Aaron Mehta and Valerie Insinna   28 minutes ago AddThis Sharing Buttons Share to Facebook Facebook Share to Twitter Twitter Share to Email Email Share to More AddThis <img src="https://www.armytimes.com/resizer/34CGYFfLBZMsl7Zlg8VeKAAA21M=/1200x0/filters:quality(100)/arc-anglerfish-arc2-prod-mco.s3.amazonaws.com/public/IB753PHUSVBCLN74MAXVVTQT24.jpg" alt=""/> The 22nd Aircraft Maintenance Squadron Airmen tow a KC-46A Pegasus into Hangar 1126 on Jan. 25, 2019, at McConnell Air Force Base, Kan. (Airman 1st Class Alan Ricker/Air Force) WASHINGTON — The Air Force expects to have a safety issue with the cargo capability of its KC-46A Pegasus Tanker fixed within “months,” the service’s top acquisition official said Tuesday. Will Roper added that he was “confident” the issue would get fixed and said the problem, which has led the Air Force to stop the tankers for flying with cargo in their holds, was not his top concern for the Boeing-made plane. “The issue with the locks was identified. We’re working options currently with Boeing and their supplier,” Roper said at a breakfast hosted by the Defense Writer’s Group. “We’re looking to our operators to tell us which one of the solutions that have been identified is the one that they prefer." In September, Defense News first reported that the KC-46 was being restricted from carrying either cargo or people in the back of the aircraft. The decision was made after an incident occurred where the cargo locks on the bottom of the floor of the aircraft became unlocked during a recent flight, creating concerns that airmen could potentially be hurt or even killed by heavy equipment that suddenly bursts free during a flight. It has been a rough year for the Kc-46. The Air Force suspended KC-46 flights at Boeing’s production line in Everett, Wash., this February after finding debris. Then it paused all tanker deliveries in March as the service investigated the extent of the problem. The service began accepting tankers again later that month, only for deliveries to stop — and restart — in April due to similar problems. The cargo issue represents the fourth category 1 deficiency for the tanker, and the issues are becoming increasingly expensive for Boeing: The company is locked into a fixed-price contract for where it is responsible for paying for any expenses beyond the initial $4.9 billion award for development of the aircraft. So far, the company has paid more than $3.5 billion of its own money to fund corrections to ongoing technical issues. The other three issues are: The remote vision system or RVS — the camera system that allows KC-46 boom operators to steer the boom into a receiver aircraft without having to look out a window and use visual cues — provides imagery in certain lighting conditions that appears warped or misleading. Boeing has agreed to pay for potentially extensive hardware and software fixes, but the Air Force believes it will be three or four years until the system is fully functional. The Air Force has recorded instances of the boom scraping against the airframe of receiver aircraft. Boeing and the Air Force believe this problem is a symptom of the RVS’s acuity problems and will be eliminated once the camera system is fixed. Boeing must redesign the boom to accommodate the A-10, which currently does not generate the thrust necessary to push into the boom for refueling. This problem is a requirements change by the Air Force, which approved Boeing’s design in 2016. Last month, Boeing received a $55.5 million contract to begin work on the new boom actuator. Roper said the cargo issue “goes into the kind of normal deficiency space,” and noted that its the type of issue that is discovered by the normal testing process. The more long-term issues, such as the remote visual system, are “the areas I keep the most focus on,” he said.
  10. 737 Max expected to resume commercial service in January: Boeing By David Shepardson Reuters Posted November 11, 2019 10:40 am Boeing Co said Monday it now expects its grounded 737 MAX to resume commercial service in January as it works to address questions from regulators over its documentation for revisions to the plane’s software. READ MORE: Boeing CEO won’t get bonus until 737 Max back in the air: company chairman Boeing said it is possible that resumption of MAX deliveries to airline customers could begin in December and added it is working towards final validation of the updated training requirements “which must occur before the MAX returns to commercial service, and which we now expect to begin in January.” American Airlines and Southwest Airlines said Friday they were pushing back the resumption of flights because of the 737 MAX grounding until early March. 3:05Boeing CEO faces tough questions from lawmakers on day 2 of hearing on 737 MAX Boeing CEO faces tough questions from lawmakers on day 2 of hearing on 737 MAX Last week, Reuters reported that U.S. and European regulators had not been able to complete a software documentation audit in Cedar Rapids, Iowa of the 737 MAX because of significant gaps and substandard documents. The U.S. Federal Aviation Administration (FAA) must complete that audit before a key certification test flight can be scheduled. “We are taking the time to answer all of their questions,” Boeing said in a statement Monday, adding that it is aiming for “FAA certification of the MAX flight control software updates during this quarter.” Boeing also said that it has completed one of five milestones needed before the plane can return to service: a multi-day eCab simulator evaluation with the FAA to ensure the software system performs as intended even if there is a system failure. On Friday, the FAA told U.S. lawmakers a preliminary review by a blue-ribbon panel has found Boeing’s design changes to a key safety system to be “safe” and compliant with regulations. The FAA did not immediately comment on Monday but has said it will need 30 days from the time of the certification flight before it could unground the plane.
  11. Air Canada A220 Training ‎Today, ‎November ‎11, ‎2019, ‏‎1 hour ago | Canadian Aviation News Provided by Air Canada Twitter Every A220 pilot undergoes months of training on sophisticated simulator October 2019 Months before our new, modern Airbus A220-300 aircraft takes to the skies, dozens of pilots are immersed in training to prepare them to take the controls when we welcome our first A220-300 to the Air Canada fleet later this year. Each pilot undergoes hours of training in classrooms and simulators, recreating a variety of situations so that when the time comes to accelerate down the runway toward V1, they are well versed in everything the A220-300 is capable of. Simulator training is nothing new for pilots, who must continuously spend hours in these sophisticated training tools every six months to maintain their license to operate a particular aircraft. And introducing an entire new aircraft to Air Canada’s fleet also represents a major undertaking that requires teamwork and input from every department within the company. “Within flight operations, we’ve got multiple groups from training within the fleet itself dealing with the change, the rapid changing of the documentation from the manufacturer. We also are in communication with other departments within Air Canada such as maintenance, in-flight, cargo, ground operations, ensuring that everybody is on the same page throughout the introduction so that at entry into service goes smoothly,” said Rob Latter, Chief Pilot for the A220 at Air Canada. Working out of our simulator facility near Toronto’s Pearson Airport, each pilot undergoes weeks of training that begins with four days of classroom sessions, where pilots have a desktop simulator on a computer to allow them to familiarize themselves with the flight deck. After that, there are nine sessions of four hours each on what is known as an Integrated Procedures Trainer (IPT), which is a scaled down model of the full simulator. And for the A220, Air Canada is one of the only airlines to have opted to equip its IPT with a fully functional console between the Captain’s and First Officer’s seats, allowing for the pilots to train on the actual equipment and build up muscle memory. Training options that replace the fully functional piece with touchscreens don’t produce the same results. Once they have completed this phase, pilots then undergo 11 sessions of four hours in the sophisticated A220-300 simulator, which replicates with stunning reality the flying capabilities of the aircraft. Simulator sessions include taking off and landing at different airports, enabling pilots to manage the aircraft while encountering a multitude of weather conditions as well as a range of situations that can arise while operating a flight. Robert Birch was one of the first pilots at Air Canada to go through A220 training and as a check pilot he helps certify the next group of pilots to be qualified on this aircraft. “My initial impression of the flight deck is how spacious and roomy it is. How cleanly designed it is. It was obviously designed with the pilot in mind. I think it is going to be a really comfortable work space,” Birch said. “The best part of flying the A220 in the simulator so far is that the level of automation is very high. It’s got a great system of displays where you can customize them to your use and what your preferences are.” Before the A220, Birch was a captain on the Airbus A320. “The biggest difference for me on this is that this has a geared engine. That has made it much more fuel efficient,” Birch said. Asif Khattak is also a check pilot for the A220 program and he too was impressed by the flight deck’s spaciousness. “For a narrow body, it’s got a lot of room. It’s really nicely laid out. The overhead panel is very clean and the display units offer a great amount of visibility. The side windows on the aircraft are huge, as well as the front looking out. So, the visibility in the aircraft is fantastic.” The automation and display screens on the aircraft make a pilot’s job much easier. “It allows you to customize it from your own perspective of how you want to manage the flight deck. It’s also got a heads-up display unit which offers you a lot of situational awareness as well. From that perspective, I really enjoy the airplane,” Khattak said. He also believes passengers will really love the A220-300. “I think they will be pleasantly surprised when they come on board this aircraft. It’s got a feel of a widebody aircraft when you walk through the cabin. The windows are quite big, they can adjust the lighting as well, the overhead bins offer a lot of space. And I think the 3-2 layout that we are going to have in this cabin is a little different than perhaps they are used to on other narrow body aircraft. So it gives you the feeling that you are in a very big aircraft, or a widebody aircraft, but you are still in a narrow body plane,” Khattak said. “One of the unique features of this aircraft is the economy cabin. It’s got a 3-2 configuration, so very few middle seats. And fewer middle seats makes for great comfort for passengers,” Birch said. The fact the Airbus A220-300 was conceived and designed by a Canadian company and is built in Canada is a source of pride for all three pilots. “The fact that it is a Canadian aircraft means a lot to anyone working at Air Canada,” Latter said. “The most exciting thing about the A220 for me is that it’s a Canadian built and designed aircraft, built from scratch as a new airplane. I think it’s going to be great once we get it in the air,” Birch said. “I am excited to get into an aircraft that is built by a Canadian company. Bombardier built this aircraft, they did a lot of research and design into this aircraft. They have a lot of experience building this airplane. So just excited to get into the airplane and get a feel for it in the air and how it handles,” Khattak said. And the feedback from Birch, Khattak and other pilots who will go through the first rounds of training will help ensure a smooth transition for all of them. “The feedback from our initial pilot group that started their training – the ones that have completed it and still in training – are very positive,” Latter said. “With the aircraft itself, I’ve heard that the pilots love the technology level, the spaciousness of the cabin, the cleanness of the panels. It allows us to make the SOPs (standard operation procedures) flow very nicely from their perspective.” Fast Facts Number of aircraft ordered: 45 Seating: 12 business class, 125 economy class Range: 3,200 nautical miles Average of 20 per cent less fuel consumption per seat compared to similar aircraft Noise footprint area up to 50% smaller than previous generation aircraft First new routes announced: Montreal-Seattle, Toronto-San Jose, California