Marshall

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  1. Avcorp announces new Six Year labour agreement at Delta, British Columbia manufacturing facility NEWS PROVIDED BY Avcorp Industries Inc. Sep 26, 2019, 13:21 ET SHARE THIS ARTICLE VANCOUVER, Sept. 26, 2019 /CNW/ - Avcorp Industries Inc. (TSX: AVP) (the "Company" or "Avcorp") today announces that it has reached a new labour agreement with the International Association of Machinists and Aerospace Workers (Lodge 250) (the "Union") at its Delta, British Columbia facility. The new Six- year labour agreement was ratified by the Union earlier today. As a result, the Company's operations in Delta will resume to full capacity effective September 26, 2019. "We are looking forward to having our employees back to work and do what they do best. We also want to thank our staff for going above and beyond the call of duty and for their extraordinary support," said Jessica Gill, VP of Human Resources for the Avcorp Group. About Avcorp
  2. Attention has been focused on the US and others . In Canada most of the talk has been about the problems in Toronto but Toronto is not unique . Violence seems to be the flavour for 2019, all around the world (and I am talking about violence outside of wars). Man shot dead in Dufferin Avenue home in Winnipeg’s record-tying 41st homicide By Erik Pindera Global News Posted November 16, 2019 10:56 am Calgary shootings more than double what they were last year ... https://www.cbc.ca › news › canada › calgary-shootings-more-than-double... Aug 1, 2019 - Calgary shootings more than double what they were last year. In the first six months of this year Calgary has experienced 51 shootings, more than twice the 23 seen last year in the same period, but 2019 still falls short of the record year the city saw in 2015 with 56 shootings, police told CBC News. nearly a decade, including a double murder for which the city's ... 3 shootings in just 15 hours in Vancouver's Downtown Eastside https://bc.ctvnews.ca › 3-shootings-in-just-15-hours-in-vancouver-s-downto... Sep 23, 2019 - Police are investigating three shootings in Vancouver's Downtown ... Police responded to a shooting on Vancouver's Downtown Eastside on Monday. ..... Drilling association predicts number of rigs working in Western Canada ...
  3. 'It's torture': Is a mysterious cannabis-related illness underdiagnosed in Canada? A mysterious cannabis-related illness is turning up in emergency rooms in Canada, but exactly what causes it is unknown. Little is known of the cause of CHS, or why it affects some heavy cannabis users and not others Adam Miller · CBC News · Posted: Nov 16, 2019 4:00 AM ET | Last Updated: 4 hours ago A mysterious cannabis-related illness is turning up in emergency rooms in Canada, but exactly what causes it is unknown. (Darryl Dyck/The Canadian Press) This is an excerpt from Second Opinion, a weekly roundup of eclectic and under-the-radar health and medical science news emailed to subscribers every Saturday morning. If you haven't subscribed yet, you can do that by clicking here. Regina Denney's 17-year-old son Brian called her in a panic; he couldn't stop throwing up. It was April 7, 2018 and the Indianapolis teen asked her to take him to the emergency room — but doctors there couldn't figure out what was wrong. He was severely dehydrated and constantly vomiting. "As we're sitting there talking, another doctor happens to walk by our room and she pokes her head in and she says, 'Do you smoke marijuana?'" Denney said. "And he said yes. And she said, 'Does it get better with hot showers or hot baths?' And he said yes." Brian Smith Jr. was diagnosed with a rare condition called cannabinoid hyperemesis syndrome (CHS). When his lab results came back, his mother said the teen's kidneys were shutting down and his liver wasn't functioning properly. "It was just crazy," Denney said. "They were able to rehydrate him. And [the results] improved. So they released him the next day, but didn't give us any information about what CHS was, what causes it, what to look for." He was a heavy cannabis smoker and his mother convinced him to stop, at least until they could see a gastroenterologist 45 days later. Denney said he still had symptoms leading up to that appointment and thought if they were related to his cannabis use, he would have been symptom free. So he started smoking again. Brian Smith Jr. was diagnosed with a rare condition called cannabinoid hyperemesis syndrome (CHS). (Submitted by Regina Denney) What they didn't know was CHS can present symptoms weeks or months after stopping cannabis use. By October, Denney said her son had lost more than 40 pounds. "You could see his bones. He looked sick," she said. "It's torture." Cannabis can make you sick: Calgary woman diagnosed with rare cannabinoid syndrome On the morning of Oct. 24, 2018, she woke up at 5 a.m. to find her son sitting on the couch in the family's home, clutching his stomach. He assured his mother he was fine and told her to return to bed. "So I went back to bed, got up later on in the morning, and he had said he was nauseated and then he started vomiting. I held the bucket for him, I got a washcloth, I fixed his pillows, I brought him drinks," she said. "At one point Brian walked out of the room to go the bathroom and he said 'Mom, I can't do this anymore. I'm going to quit smoking.' and he laid back down and he grabbed his back." Cannabis-related hospitalizations highlight need for education, clinicians say Denney suspected kidney damage, so she called 911. "They said they were on their way. So I came back in and he looked at me and he said, 'Mom, I can't breathe.'" she said. "And I rolled him over and he had quit breathing." Denney and a neighbour performed CPR until paramedics arrived, and they tried to revive him for 30 minutes. "I said, 'Please just try a little longer. He's 17, just please try a little longer.' They tried for 45 minutes, there was nothing they could do," she said. "So at 6:43 a.m. on Oct. 24, I lost my 17-year-old son. I didn't know what caused it." What causes CHS? Little is known about the exact cause of the condition or why it affects some heavy cannabis users and not others. Health Canada says it's typically found in daily cannabis users who have symptoms of severe nausea, abdominal pain and bouts of constant vomiting that can last for hours or days and are relieved by hot showers. Typical anti-nausea medications like Gravol have little effect, and treatment recommendations include rehydration, stopping cannabis use completely and psychological counselling. Sweeping new B.C. regulations on vape products include higher taxes, health warnings on packaging Haldol, an antipsychotic drug that is used to decrease excitement in the brain, can have a positive effect, as can capsaicin lotion, which is derived from chili peppers and can mimic the hot shower effect. One theory on the cause of CHS relates to cannabinoid receptors in the brain, which could potentially become overloaded due to heavy cannabis use causing them to malfunction. "Cannabis does have some effect on nausea and so we know it has an effect on those receptors in the brain," said Dr. Atul Kapur, an Ottawa-based emergency room doctor and co-chair of the Canadian Association of Emergency Physicians' (CAEP) public affairs committee. "So we think that's where this is occurring, but the exact mechanism of why it's having this effect I'm not aware of." Of the more estimated 5.3 million Canadians who used cannabis this year, six per cent of those surveyed used it daily. (Juan Mabromata/AFP/Getty Images) Dr. Taylor Lougheed, Ottawa family physician who works in sports, emergency and cannabinoid medicine, said there appears to be a link to cannabis strains with high levels of tetrahydrocannabinol (THC) but not cannabidiol (CBD). "One of the theories is that there could be an accumulation of THC in the body's fat," he said. "So it's possible that during periods of stress, or during periods of relative fasting, particularly in the morning when someone's waking up, that they might feel nauseated because as we go through a period of fasting, our body starts to use some fat stores as a form of energy and so that could release the THC chemical." High rate of youth hospitalization from substance use has P.E.I. mental health chief 'very concerned' Another theory is a common pesticide called neem oil, which could potentially be used in the growing of cannabis. "If you overdose with it, it can cause nausea and vomiting," said Dr. Ian Mitchell, an emergency physician and clinical assistant professor at the University of British Columbia in Vancouver. "But there's no evidence that neem oil poisoning is associated with having to take hot showers." Is it underdiagnosed? Reports in the Canadian Medical Association Journal and the Boston Globe this week speculated whether CHS is underdiagnosed in Canada and the U.S., but a lack of data on the condition prevents a clear picture of how widespread it is. Of the more estimated 5.3 million Canadians who used cannabis this year, six per cent of those surveyed used it daily, according to the latest data from Statistics Canada. Forty per cent of the 23,410 hospital stays for "harm caused by substance use" in 2017-18 were related to cannabis, according to the Canadian Institute for Health Information (CIHI), but specific data for CHS is unavailable. Does cannabis make you mellow or manic? A new genetic test may explain why "It's a regular occurrence to be treating cannabis hyperemesis in our emergency department," said Dr. Eddy Lang, an ER physician and head of emergency medicine in Calgary. "They come to us because they have incessant, nonstop vomiting going on for hours and hours. And that's very frightening for patients." Lang said of the 800 to 1,000 patients seen in Calgary emergency departments per day, it wouldn't surprise him if they were treating upwards of five to 10 cases of CHS. Dr. Eddy Lang says CHS is a "regular occurrence" in Calgary emergency rooms. (Submitted by Dr. Eddy Lang) "So it's small overall, it's under one per cent," he said. "But it's not insignificant." Kapur said ERs across the country saw an increase in the condition a few years ago, but it pales in comparison to the harms from other drugs. "People are recognizing this and it's noteworthy. And we're glad that the word is getting out there," he said. "But this is not our main problem, it's the opioids, it's the crystal meth, especially out west." 'We don't have a choice': Experts call for the decriminalization and safe supply of drugs But for Denney, CHS is a very real threat. "Yes, it's rare that death does occur, but it happened and one person losing their life to this is too many," she said. "And if there's some way that I can get this out there, and it saves another person, then Brian's memory continues to live on."
  4. CAE to train more than 1,000 new easyJet pilots under cadet training agreement ‎Today, ‎November ‎15, ‎2019, ‏‎4 hours ago | Canadian Aviation News CAE Press Release CAE selected to train easyJet cadet pilots on an exclusive Multi-Crew Pilot Licence (MPL) cadet programme Applications for the new Generation easyJet Pilot Training Programme are now open at cae.com/easyjet Montreal, Canada, November 14, 2019(NYSE: CAE; TSX: CAE) – CAE has signed a long-term exclusive training agreement with easyJet to train 1,000 new easyJet cadet pilots on a Multi-Crew Pilot licence (MPL) programme. CAE will also provide Airbus 320 type rating training and place graduates of CAE’s Integrated Airline Transport Pilot Licence (ATPL) programme with easyJet. “This partnership agreement is a resounding endorsement of CAE’s leadership in the pilot training industry – from pilot creation to recurrent training, to experienced pilot placement,” said Nick Leontidis, CAE’s Group President, Civil Aviation Training Solutions. “CAE will recruit and train more than 1,000 aspiring pilots through the launch of the new Generation easyJet Pilot Training Programme, a pathway for ab-initio student pilots to develop the competencies needed to be an easyJet pilot. At CAE, we train pilots better and more effectively through cadet programmes like this one, and we will continue to work with our partners to implement innovative and industry leading solutions to support the imperative need for commercial pilots in Europe and around the world.’’ “We are delighted to be partnering with CAE as our pilot training partner of choice,” said David Morgan, easyJet’s interim Chief Operating Officer. “The professionalism and skill of our pilots are in part due to our investment in training and technology, delivered by trusted partners like CAE. Safety is easyJet’s greatest priority and we are proud that our reputation for the highest standards of pilot training and safety is recognised worldwide.” Selected cadets will begin MPL training with CAE in 2020 and upon completion of training, the first graduates will join operations as easyJet co-pilots by the end of 2021. Aspiring pilots on the easyJet MPL course will complete their ground school classes in one of CAE’s European aviation academy locations including CAE Brussels, CAE Madrid, CAE Milan or CAE Oxford. The easyJet MPL training programme showcases the latest competency-based training innovations developed by CAE in collaboration with easyJet. The training programme also embeds easyJet Standard Operating Procedures (SOPs) and Threat and Error Management strategies. It will be the first MPL course to include Air Traffic Control (ATC) simulation in the training devices. The programme will deliver a seamless training experience, from ground school training to full-flight simulation. Cadets will train in glass-cockpit aircraft and will be the first trainees to conduct their training on CAE’s latest generation flight training device (FTD), the CAE 600XR. This innovative technology provides the highest training fidelity in today’s fixed-based training market. Future easyJet pilots will also train on the latest technology when it comes to full-flight simulation, with devices capable of addressing the new European Aviation Safety Agency (EASA) regulations related to Upset Prevention and Recovery Training (UPRT). Cadets in the new MPL training programme will undergo more than three times the number of hours in an Airbus A320 simulator, when compared to traditional type-rating training. This is designed to deliver even more relevant training for pilots transitioning from initial training to line flying. The basic, intermediate and advanced phases of MPL training will be conducted at the new CAE Milan, CAE Manchester and CAE London Gatwick training centres which were inaugurated earlier last month. With dedicated training areas for easyJet, future easyJet pilots will train alongside experienced easyJet pilots.
  5. The charts that show how Alberta is picking up the bill QUEBEC GAINED MOST FROM EQUALIZATION PROGRAM Calgary Herald 15 Nov 2019 BOBBY HRISTOVA In just 11 years, Albertans have paid out almost $240 billion to the rest of Canada. That number is more than one-and-ahalf times as much as B.C. and Ontario combined, whose taxpayers pitched in $54.6 billion and $97.9 billion respectively, the other two largest net contributors to the federal balance sheet. The money is sent to Ottawa as part of net federal fiscal transfers — basically the residents of Alberta, British Columbia and Ontario pay more in federal taxes than they get back in federal programs and transfers — they are net positive contributors to the federal finances. And in Alberta’s case it has been doing that for a lot of years. Other provinces are net negative contributors — they get more back in federal programs and transfers than they give in taxes. In Quebec’s case its net negative contributor was minus $171.3 billion from 2007-2018. The numbers from Statistics Canada show that Alberta’s $240 billion comes to about $5,000 a year — for 11 years — for Alberta’s taxpayers. Ben Eisen, a senior fellow with the Fraser Institute’s Provincial Prosperity Initiative, said the results, per capita, were hard to ignore. “Despite economic challenges which could reduce net contribution to federal finances, it still remains true that Alberta is a major net contributor to public finances,” he said in a phone interview. “Far more tax revenue comes to Ottawa from Albertans than what comes back to Alberta in terms of federal services and transfers.” Trevor Tombe, an associate professor from the department of economics at the University of Calgary, said the results were not surprising. “The high amount of revenue raised per person is due to high income levels that exists in Alberta,” he said in a phone interview and pointed to the province’s “above average level of economic strength.” “If you were to ask people ‘Should taxes depend on their income,’ most people would say yes.” Tombe added that Alberta has the youngest population in Canada, which means it receives less income from federal benefits like the Old Age Security program and the Canada Pension Plan. The Statistics Canada numbers also show Quebec benefitted most from the equalization program, raking in $107.5 billion. The program shuffles federal tax dollars to provinces with less money so all Canadians have comparable public services at comparable taxation levels. How the statistics were gathered changed 11 years ago and so Statistics Canada does not have comparable numbers before that. However, a study by the University of Calgary’s School of Public Policy showed that from 1961 to 2017, Alberta’s net federal fiscal transfers amounted to more than $600 billion. How much money Alberta contributes to the rest of Canada is one of the things that will be examined by a panel set up by Premier Jason Kenney as he seeks a “fair deal” from Ottawa. “Albertans have been working for Ottawa for too long, it’s time for Ottawa to start working for us,” Kenney declared in a speech to the Alberta Manning Networking Conference. “We Albertans will not lose our heads, we are practical people, we are not unreasonable people. Nothing we are asking for is unreasonable.” The feeling of alienation in the west was highlighted by the Liberals being shut out of Alberta and Saskatchewan in the federal election. Eisen said he hoped the data would “promote a sense of cooperation and help Canadians from coast to coast understand how big Alberta’s contribution to everyone’s well-being is.” “A strong Alberta benefits the entire country, when there’s an economically strong Alberta it spreads across the country,” he said. “Ottawa would be far worse off without Alberta’s contribution. It would harm taxpayers all across the province because of the debt-service payments. Canada can’t reach it’s full economic potential if Alberta doesn’t reach it’s full economic potential.”
  6. 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.
  7. 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 .
  8. 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
  9. 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
  10. 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.
  11. 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.
  12. 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?).
  13. 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.
  14. 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.
  15. 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.
  16. 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
  17. We are def. not (LATELEY) CONSIDERED TO BE relevant on the world stage. As far as being an Aerospace Leader, that is not dependent on us buying new toys for our own use, it is however dependent on us producing aircraft and powerplants that the rest of the world admires and purchases.
  18. I don't rate most of those we elect in that group so if we eliminate the Royal Family and then who is left? Maybe best to sell the aircraft and not buy any more?
  19. Following is the list of who the RCAF transports, It seems to me that the uplift should be reserved for our monarch, the GG, members of the Royal Family and the PM. All others could easily travel on commercial aircraft at a large savings to our coffers.