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Air Australia Passengers Stranded

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    NASA RELEASE: FERMI IMPROVES ITS VISION FOR THUNDERSTORM GAMMA-RAY FLASHES


    WASHINGTON — Thanks to improved data analysis techniques and a new operating mode, the Gamma-ray Burst Monitor (GBM) aboard NASA’s Fermi Gamma-ray Space Telescope is now 10 times better at catching the brief outbursts of high-energy light mysteriously produced above thunderstorms.

    The outbursts, known as terrestrial gamma-ray flashes (TGFs), last only a few thousandths of a second, but their gamma rays rank among the highest-energy light that naturally occurs on Earth. The enhanced GBM discovery rate helped scientists show most TGFs also generate a strong burst of radio waves, a finding that will change how
    scientists study this poorly understood phenomenon.

    Before being upgraded, the GBM could capture only TGFs that were bright enough to trigger the instrument’s on-board system, which meant many weaker events were missed.

    “In mid-2010, we began testing a mode where the GBM directly downloads full-resolution gamma-ray data even when there is no on-board trigger, and this allowed us to locate many faint TGFs we had been missing,” said lead researcher Valerie Connaughton, a member of the GBM team at the University of Alabama in Huntsville (UAH). She presented the findings Wednesday in an invited talk at the American Geophysical Union meeting in San Francisco. A paper detailing the results is accepted for publication in the Journal of Geophysical Research: Space Physics.

    The results were so spectacular that on Nov. 26 the team uploaded new flight software to operate the GBM in this mode continuously, rather than in selected parts of Fermi’s orbit.

    Connaughton’s team gathered GBM data for 601 TGFs from August 2008 to August 2011, with most of the events, 409 in all, discovered through the new techniques. The scientists then compared the gamma-ray data to radio emissions over the same period.

    Lightning emits a broad range of very low frequency (VLF) radio waves, often heard as pop-and-crackle static when listening to AM radio. The World Wide Lightning Location Network (WWLLN), a research collaboration operated by the University of Washington in Seattle, routinely detects these radio signals and uses them to pinpoint the
    location of lightning discharges anywhere on the globe to within about 12 miles (20 km).

    Scientists have known for a long time TGFs were linked to strong VLF bursts, but they interpreted these signals as originating from lightning strokes somehow associated with the gamma-ray emission.

    “Instead, we’ve found when a strong radio burst occurs almost simultaneously with a TGF, the radio emission is coming from the TGF itself,” said co-author Michael Briggs, a member of the GBM team.

    The researchers identified much weaker radio bursts that occur up to several thousandths of a second before or after a TGF. They interpret these signals as intracloud lightning strokes related to, but not created by, the gamma-ray flash.

    Scientists suspect TGFs arise from the strong electric fields near the tops of thunderstorms. Under certain conditions, the field becomes strong enough that it drives a high-speed upward avalanche of electrons, which give off gamma rays when they are deflected by air molecules.

    “What’s new here is that the same electron avalanche likely responsible for the gamma-ray emission also produces the VLF radio bursts, and this gives us a new window into understanding this phenomenon,” said Joseph Dwyer, a physics professor at the Florida Institute of Technology in Melbourne, Fla., and a member of the study team.

    Because the WWLLN radio positions are far more precise than those based on Fermi’s orbit, scientists will develop a much clearer picture of where TGFs occur and perhaps which types of thunderstorms tend to produce them.

    The GBM scientists predict the new operating mode and analysis techniques will allow them to catch about 850 TGFs each year. While this is a great improvement, it remains a small fraction of the roughly 1,100 TGFs that fire up each day somewhere on Earth, according to the team’s latest estimates.

    Likewise, TGFs detectable by the GBM represent just a small fraction of intracloud lightning, with about 2,000 cloud-to-cloud lightning strokes for every TGF.

    The Fermi Gamma-ray Space Telescope is an astrophysics and particle physics partnership and is managed by NASA’s Goddard Space Flight Center in Greenbelt, Md. Fermi was developed in collaboration with
    the U.S. Department of Energy, with important contributions from academic institutions and partners in France, Germany, Italy, Japan, Sweden and the United States.

    The GBM Instrument Operations Center is located at the National Space Science Technology Center in Huntsville, Ala. The GBM team includes a collaboration of scientists from UAH, NASA’s Marshall Space Flight Center in Huntsville, the Max Planck Institute for Extraterrestrial Physics in Germany and other institutions.

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    NTSB IDENTIFIES ORIGIN OF JAL BOEING 787 BATTERY FIRE


    NTSB IDENTIFIES ORIGIN OF JAL BOEING 787 BATTERY FIRE; DESIGN, CERTIFICATION AND MANUFACTURING PROCESSES COME UNDER SCRUTINY
    February 7, 2013
    WASHINGTON – At a news conference today, NTSB Chairman Deborah A.P. Hersman identified the origin of the Jan. 7 battery fire that occurred on a Japan Airlines 787 parked at Boston Logan Airport, and said that a focus of the investigation will be on the design and certification requirements of the battery system.

    “U.S. airlines carry about two million people through the skies safely every day, which has been achieved in large part through design redundancy and layers of defense,” said Hersman. “Our task now is to see if enough – and appropriate – layers of defense and adequate checks were built into the design, certification and manufacturing of this battery.”

    After an exhaustive examination of the JAL lithium-ion battery, which was comprised of eight individual cells, investigators determined that the majority of evidence from the flight data recorder and both thermal and mechanical damage pointed to an initiating event in a single cell. That cell showed multiple signs of short circuiting, leading to a thermal runaway condition, which then cascaded to other cells. Charred battery components indicated that the temperature inside the battery case exceeded 500 degrees Fahrenheit.

    As investigators work to find the cause of the initiating short circuit, they ruled out both mechanical impact damage to the battery and external short circuiting. It was determined that signs of deformation and electrical arcing on the battery case occurred as a result of the battery malfunction and were not related to its cause.

    Chairman Hersman said that potential causes of the initiating short circuit currently being evaluated include battery charging, the design and construction of the battery, and the possibility of defects introduced during the manufacturing process.

    During the 787 certification process, Boeing studied possible failures that could occur within the battery. Those assessments included the likelihood of particular types of failures occurring, as well as the effects they could have on the battery. In tests to validate these assessments, Boeing found no evidence of cell-to-cell propagation or fire, both of which occurred in the JAL event.

    The NTSB learned that as part of the risk assessment Boeing conducted during the certification process, it determined that the likelihood of a smoke emission event from a 787 battery would occur less than once in every 10 million flight hours. Noting that there have been two critical battery events on the 787 fleet with fewer than 100,000 flight hours, Hersman said that “the failure rate was higher than predicted as part of the certification process and the possibility that a short circuit in a single cell could propagate to adjacent cells and result in smoke and fire must be reconsidered.”

    As the investigation continues, which will include testing on some of the batteries that had been replaced after being in service in the 787 fleet, the NTSB will continue to share its findings in real time with the FAA, Boeing, the Japan Transport Safety Board, and the French investigative agency, the Bureau d’Enquêtes et d’Analyses.

    “The decision to return the fleet to flight will be made by the FAA, which underscores the importance of cooperation and coordination between our agencies,” Hersman said.

    She also announced that the NTSB would release an interim report of factual findings within 30 days.

    Additional information, including a video of the today’s media briefing, the PowerPoint presentation, the FAA’s Special Conditions for the B-787 battery system, and related documents, can be accessed at http://go.usa.gov/4K4J.

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    Qantas Big A380 Burning Brakes, Flat Tires


    Los Angeles – International approaching Sepulveda
    Click to view full size photo at Airliners.net
    Contact photographer Sandro Mederle

    What: Qantas Airbus A380-800 en route from Singapore to Sydney
    Where: Sydney
    When: Mar 31st 2010
    Who: 244 passengers
    Why: On landing, the plane blew its left tires; and there were sparks and and a brief fire from the brakes. The plane left a rubber trail. Damage assessment was made on the tarmac by engineers, with the plane sitting on its rims.

    Qantas denies classifying this as an “emergency” landing.

    George’s Point of View

    I’m thinking how smart Boeing is to have held up release of their big jumbo, especially when I see A 380 incidents.

    I am reminded of all the flaws that popped in the Airbus A310 (reputedly a rush copy of the Boeing 737); and I also remember reading about Airbus struggling to get the A-380 shipshape before Airbus rushed it to market. In development, Airbus wrestled with a plane that was severely overweight, withstructural, and production problems. Remember the trouble the A-380 had getting launched:

    • “Airbus A-380 faces problems.” Statesman [India] 1 Nov. 2006. General OneFile. Web. 1 Apr. 2010.
    • “Airbus flies into more problems over A380.” Daily Mail (United Kingdom), Oct 04, 2006
    • “Turbulence over Airbus A380 delay prompts Singapore rethink.” Steiner, Rupert, Sunday Business (United Kingdom), Dec 14, 2006
    • “Airbus Delays Delivery of Giant A380.” Washington Post, The, 01908286, Jun 02, 2005
    • “Two-year delay’ for jinxed superjumbo.” Lea, Robert, Evening Standard (United Kingdom), Sep 21, 2006

    I can think of 3 other A380 incidents. Feb of this year, Air France A380-861 (F-HPJA) had fuel system issues that turned back a New York-Paris flight. A380 muss wegen Problemen mit Treibstoffsystem umkehren

    On Dec 4 2009, QANTAS Airbus A380-842 (VH-OQA) Singapore to London- On the runway, the plane’s nose gear became unsteereable. The plane was towed to the gate and spare parts had to be flown in to deal with the problem.

    On July 4 2009, Qantas Airbus A380-842 (VH-OQA) Singapore to London- the approach was aborted due to nosegear problems. On landing, steering failed.

    In March of 2008, Qantas removed all 3 of its A-380s due to fuel system problems (two unserviceable with a ‘”fuel tank indication system problem”.)

    The A380 is a part of the Air France, Emirates, Qantas and Singapore airlines fleets , and in which fuel gauge problems, nosegear problems and braking problems are becoming known issues. Problems also arise because the prohibitive size of the plane limits where it can land.

    Some Worrisome Airbus History
    In 2004, Joseph Mangan, an Airbus whistleblower told European aviation authorities of flaws on a computer chip on the Airbus A380. (These were microprocessor flaws that could cause the valves that maintain cabin pressure on the A380 to accidentally open during flight, allowing air to leak out so rapidly that everyone aboard could lose consciousness within seconds.)

    Mangan was chief engineer for the Viennese company TTTech Computertechnik, which supplied the chips and software controlling the A380 cabin-pressurization system assembled at the French Airbus plant. TTTech fired Mangan, filed civil and criminal charges against him for revealing proprietary company documents. Austrian law has no whistleblower protection, and there is currently a gag order imposed on Mangan. They claim his allegations have been disproved.

    What did he know? Have the problems behind his concerns been addressed? What else do we not know? Without transparency, how can we ever know?

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    GPO LAUNCHES FACEBOOK PAGE

    11news09GPO LAUNCHES FACEBOOK PAGE
    WASHINGTON—The U.S. Government Printing Office (GPO) has launched a Facebook page in an effort to continue to use social media as way of increasing transparency and engage with the public on the workings of this critically important agency of our Government. GPO’s Facebook page will feature announcements, press releases, agency job listings, photos, videos and a link to the award- winning Government Book Talk blog. GPO joins the White House, National Archives & Records Administration, Library of Congress and other Federal agencies on Facebook. GPO also utilizes other social media tools, such as Twitter and YouTube, to interact with Federal agencies, the library community and the public.
    Link to GPO’s Facebook page: http://www.facebook.com/pages/US?Government?Printing? Office/162592897126454?v=wall
    GPO maintains a Facebook account to share information with the public about agency activities. Please review all polices under the information section on the page. All official information can be found and verified through the agency’s official Web site: www.gpo.gov.
    With 2,300 employees, GPO is the Federal Government’s primary resource for producing, procuring, cataloging, indexing, authenticating, disseminating, and preserving the official information products of the U.S. Government in digital and tangible forms. GPO is responsible for the production and distribution of information products and services for all three branches of the Federal Government, including U.S. passports for the Department of State as well as the official publications of Congress, the White House, and other Federal agencies. In addition to publication sales, GPO provides for permanent public access to Federal Government information at no charge through GPO’s Federal Digital System (www.fdsys.gov) and through partnerships with approximately 1,220 libraries nationwide participating in the Federal Depository Library Program.

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    NTSB Opens Public Docket on 2010 American Airlines Fuselage Rupture and Decompression

    WASHINGTON – As part of the continuing investigation into the 2010 rapid decompression that occurred following a fuselage rupture aboard an American Airlines flight shortly after departing Miami, Florida, today the National Transportation Safety Board (NTSB) opened its public docket.

    On October 26, 2010, American Airlines flight 1640, a Boeing 757-223, while climbing through 32,000 feet, experienced a rapid decompression. The crew executed an emergency descent back to Miami International Airport and landed the aircraft without further incident. There were no injuries to the 6 crewmembers and 154 passengers.

    A ground inspection of the airplane shortly after it landed in Miami revealed a section of the fuselage crown skin, measuring approximately 18 inches by 7 inches, had ruptured just above and aft of the forward left passenger door.

    Included in the documents released today are a summary of the cockpit voice recorder and reports from the metallurgy and airworthiness groups.

    The information contained in the docket is factual in nature and does not provide any analysis.

    Additional material will be added to the docket as it becomes available. Analysis of the accident, along with conclusions and a determination of probable cause, will come at a later date when the final report on the investigation is completed.

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