Not only did the flight attendant fire to paper towels in the bathroom because he didn’t want to work that flight, he had done the same thing 5 weeks earlier; and then skipped out on his Federal trial in Fargo, N.D.
Luckily none of the 72 passengers and four crew members (including himself) were injured in the fire.
So now there is a warrant for the arrest of Eder Rojas, 19.
Knives are back and flight attendants aren’t happy.
The TSA ban on knives is due to be lifted on April 25. The blade can be no longer than 2.36 inches. The coalition of Flight Attendant Unions lobbied in Washington, D.C., Los Angeles, and Norfolk, Va, Chicago, Denver, Miami, New York LaGuardia, Phoenix, Pittsburgh, Seattle, Philadelphia, San Francisco and Boston against the ban. The arguments are the same as those for and against guns. (If no one carries them, we’re safe.
If everyone could carry them, we’d be armed against terrorists.) They are handing out leaflets urging fliers to contact Congress and to sign a petition to White House.
You can sign the online petition here:
https://petitions.whitehouse.gov/petition/keep-knives-plane-block-transportation-security-administration-policy-decision-accept-pre-911/SSzf8wmd
The family of flight attendant Sara Low, who died on Sept 11, has written an open letter protesting the decision to allow knives back on commercial aircraft, and urging concern for safety and “doing no harm.”
Sendai Airport in Northern Japan was inundated by a tsunami and remained shut down.
Narita, which focuses on long international flights, was partially re-opened today.
Haneda, Tokyo’s other airport, closed for much of the day
Flights incoming to Tokyo were cancelled due to the quake and tsunami, and some diverted to U.S. Air Force’s Yokota Air
Nasa Images
HIZ001>003-005>009-012>014-016>021-023>026-111849-
/O.CON.PHEB.TS.W.0001.110311T1649Z-000000T0000Z/
BULLETIN
TSUNAMI MESSAGE NUMBER 12
NWS PACIFIC TSUNAMI WARNING CENTER EWA BEACH HI
648 AM HST FRI MAR 11 2011
TO – CIVIL DEFENSE IN THE STATE OF HAWAII
SUBJECT – TSUNAMI WARNING SUPPLEMENT
A TSUNAMI WARNING CONTINUES IN EFFECT FOR THE STATE OF HAWAII.
AN EARTHQUAKE HAS OCCURRED WITH THESE PRELIMINARY PARAMETERS
ORIGIN TIME – 0746 PM HST 10 MAR 2011
COORDINATES – 38.3 NORTH 142.4 EAST
LOCATION – NEAR EAST COAST OF HONSHU JAPAN
MAGNITUDE – 8.9 MOMENT
MEASUREMENTS OR REPORTS OF TSUNAMI WAVE ACTIVITY
GAUGE LOCATION LAT LON TIME AMPL PER
——————- —– —— —– ————— —–
KWAJALEIN MH 8.7N 167.7E 1134Z 0.70M / 2.3FT 16MIN
CHRISTMAS KI 2.0N 157.5W 1459Z 0.52M / 1.7FT 18MIN
MANUS PG 2.0S 147.4E 1426Z 0.92M / 3.0FT 36MIN
PAGO PAGO AS 14.3S 170.7W 1556Z 0.35M / 1.2FT 14MIN
LUGANVILLE VU 15.5S 167.2E 1537Z 0.54M / 1.8FT 52MIN
VANUATU 17.8S 168.3E 1532Z 0.69M / 2.3FT 20MIN
DART 55012 15.8S 158.5E 1517Z 0.04M / 0.1FT 52MIN
DART 46404 45.9N 128.8W 1440Z 0.11M / 0.3FT 18MIN
KAPOHO HI 19.5N 154.8W 1408Z 0.06M / 0.2FT 14MIN
HONOLULU OAHU 21.3N 157.9W 1329Z 0.68M / 2.2FT 32MIN
HILO HAWAII 19.7N 155.1W 1357Z 1.32M / 4.3FT 24MIN
KAHULUI MAUI 20.9N 156.5W 1340Z 1.82M / 6.0FT 28MIN
LAHAINA HI 20.9N 156.7W 1335Z 0.50M / 1.6FT 64MIN
MILOLII HI 19.2N 155.9W 1350Z 0.67M / 2.2FT 12MIN
BARBERS PT HI 21.3N 158.1W 1323Z 0.65M / 2.1FT 06MIN
HONUAPO HI 19.1N 155.6W 1340Z 0.04M / 0.1FT 32MIN
HALEIWA HI 21.6N 158.1W 1329Z 1.09M / 3.6FT 38MIN
MAKAPU`U HI 21.3N 157.7W 1312Z 0.49M / 1.6FT 52MIN
KAWAIHAE HAWAII 20.0N 155.8W 1330Z 0.85M / 2.8FT 56MIN
HONOKOHAU HI 19.7N 156.0W 1345Z 0.44M / 1.4FT 10MIN
DART 51407 19.6N 156.5W 1322Z 0.17M / 0.6FT 44MIN
NAWILIWILI KAUAI 22.0N 159.4W 1311Z 0.64M / 2.1FT 26MIN
HANALEI HI 22.2N 159.5W 1306Z 0.85M / 2.8FT 28MIN
TERN FR. FRIGATE US 23.9N 166.3W 1224Z 0.37M / 1.2FT 16MIN
MALAKAL KOROR PW 7.3N 134.5E 1142Z 0.10M / 0.3FT 40MIN
LEGASPI PH 13.1N 123.8E 1049Z 0.26M / 0.8FT 58MIN
DART 46403 52.7N 156.9W 1128Z 0.09M / 0.3FT 60MIN
DART 52402 11.7N 154.2E 0932Z 0.29M / 0.9FT 22MIN
DART 46408 49.6N 169.9W 1030Z 0.14M / 0.5FT 18MIN
DART 21414 48.9N 178.3E 0927Z 0.18M / 0.6FT 24MIN
MIDWAY 28.2N 177.4W 1054Z 1.26M / 4.1FT 12MIN
YAP FM 9.5N 138.1E 0951Z 0.18M / 0.6FT 92MIN
WAKE US 19.3N 166.6E 0928Z 0.38M / 1.2FT 14MIN
SAIPAN US 15.2N 145.7E 0916Z 0.66M / 2.2FT 30MIN
TOSASHIMIZU SHIKOKU 32.8N 133.0E 0751Z 0.93M / 3.0FT 64MIN
OMAEZAKI HONSHU JP 34.6N 138.2E 0660Z 0.99M / 3.2FT 72MIN
DART 21418 38.7N 148.7E 0619Z 1.07M / 3.5FT 06MIN
LAT – LATITUDE (N-NORTH, S-SOUTH)
LON – LONGITUDE (E-EAST, W-WEST)
TIME – TIME OF THE MEASUREMENT (Z IS UTC IS GREENWICH TIME)
AMPL – TSUNAMI AMPLITUDE MEASURED RELATIVE TO NORMAL SEA LEVEL.
IT IS …NOT… CREST-TO-TROUGH WAVE HEIGHT.
VALUES ARE GIVEN IN BOTH METERS(M) AND FEET(FT).
PER – PERIOD OF TIME IN MINUTES(MIN) FROM ONE WAVE TO THE NEXT.
NOTE – DART MEASUREMENTS ARE FROM THE DEEP OCEAN AND THEY
ARE GENERALLY MUCH SMALLER THAN COASTAL MEASUREMENTS.
EVALUATION
A TSUNAMI HAS BEEN GENERATED THAT COULD CAUSE DAMAGE ALONG
COASTLINES OF ALL ISLANDS IN THE STATE OF HAWAII. URGENT ACTION
SHOULD BE TAKEN TO PROTECT LIVES AND PROPERTY.
A TSUNAMI IS A SERIES OF LONG OCEAN WAVES. EACH INDIVIDUAL WAVE
CREST CAN LAST 5 TO 15 MINUTES OR MORE AND EXTENSIVELY FLOOD
COASTAL AREAS. THE DANGER CAN CONTINUE FOR MANY HOURS AFTER THE
INITIAL WAVE AS SUBSEQUENT WAVES ARRIVE. TSUNAMI WAVE HEIGHTS
CANNOT BE PREDICTED AND THE FIRST WAVE MAY NOT BE THE LARGEST.
TSUNAMI WAVES EFFICIENTLY WRAP AROUND ISLANDS. ALL SHORES ARE AT
RISK NO MATTER WHICH DIRECTION THEY FACE. THE TROUGH OF A TSUNAMI
WAVE MAY TEMPORARILY EXPOSE THE SEAFLOOR BUT THE AREA WILL
QUICKLY FLOOD AGAIN. EXTREMELY STRONG AND UNUSUAL NEARSHORE
CURRENTS CAN ACCOMPANY A TSUNAMI. DEBRIS PICKED UP AND CARRIED
BY A TSUNAMI AMPLIFIES ITS DESTRUCTIVE POWER. SIMULTANEOUS HIGH
TIDES OR HIGH SURF CAN SIGNIFICANTLY INCREASE THE TSUNAMI HAZARD.
THE ESTIMATED ARRIVAL TIME IN HAWAII OF THE FIRST TSUNAMI WAVE IS
0307 AM HST FRI 11 MAR 2011
MESSAGES WILL BE ISSUED HOURLY OR SOONER AS CONDITIONS WARRANT.
…SP…
Sikorsky, Keystone Helicopters and their parent company, United Technologies Corp. have settled in court with the the families of passengers who died on March 12, 2009. In court last July plaintiffs “voluntarily discontinued” the lawsuit to begin negotiations on a possible settlement. That settlement has been resolved, but the details are not public.
Because pilots believed the Sikorsky met U.S. FAA regulations that the aircraft could operate for 30 minutes after losing oil, they flew toward the shore rather than landing on the water.
After making note of the Oct 31 near miss in Oslo, I remembered this 100 foot close call of two Boeing 747’s over Scotland. This occurred in late June, when a Lufthansa pilot was climbing, and a British Airways flight were 24.3nm apart on converging courses. A STCA (Short Germ Conflict Alert)
The Oslo near miss could have been prevented if the repetition protocol have been observed.
The Scotland near miss had two planes
(DLH418 Lufthansa Boeing 747-830, D-ABYC Frankfurt (FRA) – Washington Dulles International Airport (IAD))
and
(BAW87 British Airways Boeing 747-436, G-BNLM London-Heathrow (LHR) – Vancouver (YVR))
on a collision course 100 feet Vertical/3.9 nm Horizontal and 1100 feet Vertical/2.8nm from impact. The study of the event concluded that actions of both the pilots and the controller contributed but that the pilots avoiding ATC instructions caused the proximity issue.
The added pressure of reporting incidents such as these should help pilots and air traffic control to avoid similar events in the future. It will do so ONLY if adequate attention is paid to the mistakes, if alternative/better responses are deter mend, if the resulting studies are closely attended, and if protocol is adjusted to reduce the possibility of such problems re-occurring. On some level, the protocol worked, because these incidents were not collisions. However, they were closer than they should be. All I can say about this event is that it is a good thing that mistakes are reported.
We have said this all along–that it takes more than one catastrophic coincidence to take down a plane. And here we are supported now by the latest Polish investigation into the crash of the Polish Presidential plane.
In the case of that crash, the weather was bad. There was no possibility of safe landing. The investigation does not stop there. It goes on to cite a dozen mistakes, safety violations which led to the crash, including crew training, flight prep and rule violations.
Click to view full size photo at Airliners.net
Contact photographer Martin Lidzba
What: Polish Air Force Tupolev TU-154M
Where: Smolensk
When: Apr 10th 2010
Who: 88 passengers and 8 crew
Why: On approach to Smolensk North Airport in dense fog, the plane impacted a forest, coming to rest short of the runway. There are conflicting reports leading up to the decision to land at Smolensk (versus Minsk or Moscow), holding pattern, the number of approaches.
Everyone aboard the flight was lost, including Polish President Lech Kaczynski, his wife Maria, the national bank president, deputy foreign minister, army chaplain, head of the National Security Office, deputy parliament speaker, Olympic Committee head, civil rights commissioner and at least two presidential aides and three lawmakers.
The latest entity to sue Air France (over flight 447) is Motorola, who is blaming Air France (formerly Societe Air France) in a “multi district litigation” for the June 1 2009 crash.
The blame game goes like this: Motorola is being sued for designing flight control computer microprocessors which (allegedly) prevented software from functioning. And Motorola is blaming the accident on Air France.
Although U.S. District Judge Charles R. Breyer dismissed the litigation in October on forum non conveniens grounds, plaintiffs want U.S. jurisdiction. Plaintiffs contend that French courts cannot exercise jurisdiction and the cases would be thwarted for years
Families are asking the manufacturers (Motorola Honeywell International, Intel Corp and General Electric ) be tried in the US because “unilateral submission to jurisdiction in France is not effective to create jurisdiction under European Council Regulation 44/2001” because none of the parties live in France or the European Union. Other companies operating in the US (Honeywell International, Intel Corp and General Electric
The latest black box analysis confirms that invalid (Thales pitot tube) readings were outputted right before the plane crashed.
