Environmental Certification of Oslo Airport won’t prevent any Carbon Emissions from the Planes using it

Posted by PITHOCRATES - March 29th, 2014

Week in Review

Some say it’s pointless for the United States to cut back on its carbon emissions.  For whatever we do it won’t change what China and India are doing.  And what are they doing?  They’re building coal-fired power plants like there is no tomorrow.  So it is kind of pointless what we do.  For when it comes to global warming it won’t make a difference what one nation on the globe is doing.  As the massive amounts of carbon emissions produced by China and India will enter the atmosphere surrounding the globe.  Which will affect the United States.  Even if we shrink our carbon footprint to nothing.

In a similar manner it is kind of pointless for an airport to try and minimize its carbon footprint (see Oslo Airport achieves environmental certification by Joacim Vestvik-Lunde posted 3/28/2014 on Sustainable Aviation Newswire).

On Monday, 24 March 2014, Oslo Airport received a certificate showing that it is certified according to the internationally recognised ISO 14001 standard by DNV GL (Det Norske Veritas Germanischer Lloyd)…

Developed by ISO (the International Organization for Standardization), ISO 14001 is an international standard for environmental management based on two concepts: continuous improvement and regulatory compliance…

OSL has been focused on protecting the external environment ever since the airport was on the drawing boards. OSL is working systematically to reduce the environmental impact of its operations and also uses new technology and innovation to improve its performance. These measures include converting stored winter snow into cooling energy in the summer, the recovery of energy from wastewater and a pilot project to study the use of hydrogen as an energy source for vehicles at the airport. OSL has been certified since 2010 at the highest level of Airport Carbon Accreditation, a voluntary scheme to systematically reduce greenhouse gas emissions together with the players at the airport.

If there was any place that should get a pass on their carbon footprint it should be an airport.  Because whatever they do will not offset the carbon emissions of the airplanes landing and taking off from that airport.  And they emit a lot of carbon.  So much that the Europeans wanted to extend their emissions trading scheme (ETS) to include airlines.  Making them pay for the amount of carbon they emit when flying in EU airspace.  Something the Chinese are very opposed to.  As are other non-EU members.  So much so that they delayed the inclusion of air travel into the ETS.

The biggest carbon emitters at any airport are the planes.  Nothing even comes close.  So why spend the money for a costly certification when it won’t make any difference?  For the only way to make a real cut in carbon emissions at an airport is to get rid of the planes.  Of course, if they did that then we wouldn’t need any ISO 14001 compliant airports, would we?  But if we did this it wouldn’t stop China and India from building their coal-fired power plants.  Proving how futile any efforts in combating manmade global warming are.  It’s just money that could have been spent on feeding the hungry.  Housing the homeless.  Treating the sick.  Or a myriad of other social spending that actually helps some people.



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Moving Big Things in Small Spaces

Posted by PITHOCRATES - September 11th, 2013

Technology 101

Ships once used Tugs to Maneuver around in Small Spaces but Today they use Tunnel Thrusters

As technology progressed the more things we needed to make other things.  Small factories grew into large manufacturing plants.  Which consumed vast quantities of material to produce vast quantities of goods.  Requiring ever larger means of transportation.  And we have built some behemoths of transportation.

Water transport has been the preferred method for heavy transport.  Which is why most early cities were on rivers.  As time passed our cities got bigger.  Our industry got bigger.  And our ships got bigger.  Huge bulk freighters bring iron ore, coal, limestone, etc., from northern ports across the Great Lakes to docks on small rivers and harbors further south.  On the open lakes these ships can put the pedal to the metal.  Roaring across these lakes at breakneck speeds of 15 mph.  If you’ve ever seen a Great Lakes freighter at full throttle you probably noticed something.  They push a lot of water out of their way.  Something they can’t do in those small rivers and harbors.  As their wake would push the river over its banks.  So they slow down to a non-wake speed of something slower than a person walking.

Lakes are huge bodies of deep water.  But these Great Lakes freighters, or lakers, often enter narrow and shallow rivers.  Some rivers even too shallow.  So they dredge a channel in them.  So these lakers don’t bottom out.  Some lakers have to travel upriver to offload.  Then turn around.  Which isn’t easy in a shallow river when your ship is 700-1,000 feet long.  They once used tugs to push these ships around.  But today they use tunnel thrusters.  An impeller inside a tunnel through the ship at the bow and stern perpendicular to the beam and below the water line.  Which can turn a ship without the forward motion a rudder requires.  Allowing it to move as if a tug is pushing it.  Only without a tug.

Interesting thing about Trains is that they don’t have a Steering Wheel

With the introduction of the railroad cities moved away from rivers and coastlines.  But the railroads only became a part of the heavy transport system.  Cities grew up along the railroads.  Where farmers in a region brought their harvests to grain elevators.  Trains took their harvests from these elevators to ports on rivers and coastlines.  Where they could offload to ships or barges.  And it would take a large ship or a barge.  Because one long train can carry a lot of harvest.

Interesting thing about trains is that they don’t have a steering wheel.  For there is only two directions they can go.  Forward.  And backward.  If you’ve traveled passenger rail to the end of the line you may have experienced a train turning around.  The train will reduce speed to a crawl as they switch over to a perpendicular-running track.  For trains do not travel well on curves.  Because the wheels are connected to a solid axel.  So in a turn the outer wheel needs to travel faster to keep up with the inner wheel.  But can’t.  Causing the wheels to slip instead.  Causing wear and tear on the train wheels.  And track.  Which is why curved track does not last as long as straight track.  The train travels a while on this perpendicular track at a crawl until the rear end passes another switch.  It then stops.  And goes backward.  Switching back to the track it was originally on.  Only now backing up instead of traveling forward.  The train then backs into the passenger terminal.  Ready to leave from this end of the line going forward.  To the other end of the line.

Freight trains are a lot longer than passenger trains.  Some can be a mile long.  Or longer.  And rarely turn around like a freight train.  Rail cars are added to each other creating a consist in a rail yard.  A switcher (small locomotive) moves back and forth picking up cars and attaching them to the consist.  In the reverse order which they will be disconnected and left in rail yards along the way.  Once they build the consist they bring in the go-power.  Typically a lashup of 2-3 locomotives (or more if they’re the older DC models).  The lead locomotive will typically face forward.  Putting the engineer at the very front of the train.  In the old days they had roundhouses to switch the direction of these locomotives.  Today they turn them around when they need to like the passenger train turning around.  Which is much easier as they only have to turn around one locomotive in the lashup.

Planes may Fly close to 500 mph in the Air but on the Ground they move about as Fast as Someone can Walk

Airplanes are big.  In flight they’re as graceful as a bird in flight.  But it’s a different story on the ground.  Planes are big and heavy.  They have a huge wingspan.  And the pilots sit so far forward that they can’t see how close their wingtips are to other things.  Such as other airplanes.  When they leave a gate they usually have a tug push them back and get them facing forward.  At which time they start their engines.  As it would be dangerous to start them while at the gate where there are a lot of people and equipment servicing the plane.  They don’t want to suck anything—a person or a piece of equipment—into the jet engines.  And they don’t want to blow anything away moving behind the engines as the jet blast from a jet can blow a bus away.  And has.  In flight they use their ailerons to turn.  The flaps on the tips of each wing that roll a plane left or right.  Causing the plane to turn.  The rudder is used for trimming a plane.  Or, in the case of an engine failure, to correct for asymmetric thrust that wants to twist the airplane like a weathercock.  On the ground they use a little steering wheel (i.e., a tiller) outboard of the pilot (to the left of the left seat and to the right of the right seat) to turn the nose gear wheel.

Pilots can’t see a lot out of the cockpit window while on the ground.  Which is why they rely on ground crews to give them direction.  And to walk alongside the wings during the pushback.  To make sure the wings don’t hit anything.  And that no one hits the plane.  Once the tug disconnects and the plane is under its own power the flight crew takes directions from ground controllers.  Whose job is to safely move planes around the airport while they’re on the ground.  Planes may fly close to 500 mph in the air but on the ground they move about as fast as someone can walk.  For planes are very heavy.  If they get moving too fast they’re not going to be able to stop on a dime.  Which would be a problem if they’re in a line of planes moving along a taxiway to the runway.

When we use big things to move people or freight they work great where they are operating in their element.  A ship speeding across an open lake.  A train barreling along straight track.  Or a plane jetting across the open skies.  But when we rein these big things in they are out of their element.  Ships in narrow, shallow rivers.  Trains on sharply curved track.  And planes on the ground.  Where more accidents happen than when they are in their element.  Ships that run into bridges.  Trains that derail.  And planes that hit things with their wings.  Because it’s not easy moving big things in small places.



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Boeing’s Problems with Lithium-Ion Batteries illustrates the problem of the All-Electric Car

Posted by PITHOCRATES - February 24th, 2013

Week in Review

The greatest cost of all airlines is fuel.  Airplanes that burn less fuel make airlines more money.  And help airlines go from losing money to making a profit.  Aircraft are complex machines.  Full of high-tech stuff.  But one of the best ways to burn less fuel is not all that high-tech.  You just make planes lighter.  One of the ways of doing that, though, is very high-tech.  The new lithium-ion battery.  Which packs a whole lot of energy in a tiny package.  Allowing Boeing to make their Dreamliner just a little bit lighter.  Allowing it to burn less fuel (see Japan Finds Swelling in Second Boeing 787 Battery by Mari Saito, REUTERS, posted 2/19/2013 on the New York Times).

Cells in a second lithium-ion battery on a Boeing Co 787 Dreamliner forced to make an emergency landing in Japan last month showed slight swelling, a Japan Transport Safety Board (JTSB) official said on Tuesday.

The jet, flown by All Nippon Airways Co, was forced to make the landing after its main battery failed…

The U.S. Federal Aviation Authority grounded all 50 Boeing Dreamliners in commercial service on January 16 after the incidents with the two Japanese owned 787 jets.

The groundings have cost airlines tens of millions of dollars, with no solution yet in sight.

Boeing rival Airbus said last week it had abandoned plans to use lithium-ion batteries in its next passenger jet, the A350, in favor of traditional nickel-cadmium batteries.

Lighter and more powerful than conventional batteries, lithium-ion power packs have been in consumer products such as phones and laptops for years but are relatively new in industrial applications, including back-up batteries for electrical systems in jets.

As it turns out it can be a little risky packing a whole lot of energy into tiny packages.  It may make batteries lighter.  But it’s like putting a tiger in a box.  If it isn’t a good box it’s not going to restrain that tiger.  And that’s what sort of has been happening with lithium-ion batteries.  People who bought discount replacement cell phone batteries saw those cheap knockoffs burst into flames.

Lithium-ion batteries have a tendency to burst into flames if they are overcharged.  This is the risk of using concentrated energy.  It’s why they grounded the entire fleet of Boeing Dreamliners.  And it’s why the all-electric car is not practical.  The one battery that gives it a useful range can be a little temperamental.  Like a tiger in a box.



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Airbus proposing Measures to Reduce the Aviation Carbon Footprint that may make Flying more Dangerous

Posted by PITHOCRATES - September 9th, 2012

Week in Review

Airplanes are very complex machines.  They fly at speeds 3-4 times the speeds they land and take off at.  Which requires leading edge slats and trailing edge flaps to curve the wing more at low speed to increase lift.  While flattening it out more at high speeds to reduce drag.  When landing pilots put the engines into reverse thrust to help slow the plane down.  So they even use fuel to slow down.

And speaking of fuel it’s expensive.  Airlines carry as little of it as possible in their airplanes to reduce weight which reduces costs.  Sometimes bad weather forces planes to go to an alternate airport.  Sometimes there are strong headwinds.  Sometimes they fly into Heathrow and have to circle for a half hour or so to land.  Because they only have two runways.  Compounding this problem planes are getting lighter and engines are getting more efficient.  Allowing airlines to carry even less fuel.  So it is not uncommon for a pilot to declare a fuel emergency because of unexpected additional flying time.

When flying in the air highways air traffic controllers keep airplanes separated by large distances.  To keep them from running into each other.  The more distance the better so they can take evasive actions to avoid bad weather cells.  Or allow a plane some leeway in case they have a system malfunction (like plugged pitot tubes feeding false air speed and altimeter readings into the autopilot) that takes the plane off course.  Or in case a plane flies into some clear air turbulence (CAT) and it drops out of the sky 1,000 feet or so.  Or rises 1,000 feet or so.  Two things that allow a plane to recover from unplanned events like these are empty skies around you and altitude.

Aviation has come a long way.  And Boeing and Airbus are making some incredible airplanes.  So they know a thing or two about flying an airplane.  And it shows in their planes.  Which makes it hard to take them seriously when they talk about ways to reduce their carbon footprint by making flying more risky (see Airbus To Present Measures To Reduce Industry’s Environmental Footprint by Jens Flottau posted 9/6/2012 on Aviation Week).

Airbus on Sept. 6 will unveil five measures it says will make the aviation industry environmentally sustainable by 2050 despite projected growth for global air transport…

Airbus also foresees a new method for takeoff, with renewably powered propelled acceleration allowing aircraft to climb steeper and reach cruise altitude faster. This in turn would allow airports to build shorter runways and minimize land use.

Once in cruise, aircraft should be able to self-organize and select the most efficient routes, says Airbus. On dense routes, aircraft could fly in formation, like birds, to take advantage of drag reduction opportunities.

In Airbus’ vision, aircraft will descend without using engine power or air brakes and would be able to decelerate quicker and to a lower final approach speed enabling them to use shorter runways…

Fuel is a key component of Airbus’ proposal, and the manufacturer says the use of biofuels hydrogen, electricity and solar energy will be required to reduce the industry’s environmental footprint.

You simply can’t build shorter runways.  Because planes aren’t perfect.  Sometimes things happen.  If we had shorter runways what would happen to a plane landing with damaged leading edge slats or trailing edge flaps?  And they have to land at a higher speed than normal because they can’t curve the wing to create more lift at lower speeds?  And what if a plane’s thrust reversers failed to deploy?  This is why we have long runways.  To give planes with problems a better chance to land safely.

Flying commercial jets in formation?  Not a good idea.  One of the most dangerous things to do in the Air Force is aerial refueling.  Where two large planes get real close to each other.  If they bump into each other they could cause some damage.  Even cause them to crash.  Flying in formation would be exhausting for a pilot.  Or they could entrust their formation flying to an autopilot.  But if they hit some CAT and get thrown around in that airspace they could get thrown into each other.  Even while flying on autopilot.  Planes also make their own turbulence.  Which is why there are larger distances between the big planes (i.e., the heavies) and the small ones.  So the small ones don’t get flipped over by some spiraling wingtip vortex turbulence off the heavy in front of it.

Solar energy?  Really?  How?  It’s not going to propel a jumbo jet.  And if they think they’re going to save on engine emissions by using solar panels on the wings to produce electricity for the cabin lights and electronics I don’t think that will work.  The emissions from the electrical load on those engines may be negligible compared to emissions they make producing thrust for flight.  And if they add more weight (solar panels) that will only take more fuel for flight.  Which will release more emissions.  Finally, a lot of planes fly at night.  When there is no sunshine.  What then?

Trying to reduce a plane’s carbon footprint will only make flying more dangerous.  It’s one thing to throw money away building solar panels and windmills on the ground.  For that’s just ripping the people off.  But applying this nonsense to aviation may end up killing people.  It’s hard to believe that Airbus is serious with these suggestions.  One wonders if they’re just proposing this to get those proposing that carbon trading scheme to back off as it will increase the cost of flying.  Which will reduce the number of people flying.  And reduce the number of planes Airbus can sell.  Perhaps by dangling this green future of aviation they may buy some time before the carbon trading scheme kills the aviation industry.

Fighting nonsense with nonsense.  It’s just as good an explanation as any.



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The Space Shuttle versus the Airbus A380, an Economics Lesson

Posted by PITHOCRATES - June 29th, 2011

The Space Shuttle, a Public Sector Failure

People like to point to the Apollo Program as the ultimate example of the American ‘can do’ attitude.  Apollo put men on the moon and retuned them safely.  If we can do that we should be able to do anything.  Even cure the common cold.  If only we attacked our greatest problems today the same way we solved the moon problem.  With a great big government program.  That marshaled a vast network of private contractors.  Where cost was no object.

But that was the problem with Apollo.  Cost.  It cost in excess of $20 billion dollars in the late 1960s and early 1970s.  Today that would exceed $130 billion.  At the peak of the program spending consumed nearly 5% of all federal spending.  We’ve come close to shutting down government over lesser amounts in budget disputes.  The numbers are huge.  In comparison, the big three of federal outlays are Social Security, Medicare/Medicaid and Defense, each consuming about 20% of all federal spending.  Imagine the fireworks if any of these were reduced to 15% (a 25% reduction in spending) to pay for another Apollo Program.  Suffice it to say it’s not going to happen.

This is why we don’t have more ‘Apollo’ programs to solve our problems.  We simply can’t afford to.  And in case you hadn’t noticed, NASA discontinued the Apollo Program, cancelling three moon landings.  Because of costs.  These cost savings help fund Skylab and the next big project.  The Space Shuttle.  Which was going to fix the cost problem.  By paying for itself.  Based on the private sector model.  The reusable vehicle was going to shuttle payload to space for paying customers and earn a profit.  The program, then, would pay for itself once launched.  And consume no tax dollars.  That was the plan, at least. 

But the Space Shuttle had its problems.  For one it was very dangerous.  And it turns out that the first manned mission was likely to be a disaster (see Shuttle Debuted Amid Unknown Dangers by Irene Klotz posted 6/29/2011 on Discovery News).

What NASA didn’t know at the time was that there was only a 1-in-9 chance the astronauts would make it back alive. Managers put the odds of losing the shuttle and its crew at 1-in-100,000.

Safety upgrades, including those initiated after two fatal accidents, have made the shuttle 10 times safer than it was in its early years, but the odds of a catastrophic accident are still high — about 1 in 90.

That is the largely unspoken part about why NASA is retiring its shuttle fleet after a final cargo run to the space station next month.

The Space Shuttle was just too complex a machine to meet any of its original goals.  Two shuttles were lost.  And the Space Shuttle Program never turned a profit.  The program that was going to pay for itself along the private sector model didn’t.  It required tax dollars.  A lot of them.

… preparing the shuttles for flight is extremely labor-intensive, which drives its $4 billion-a-year operating expense.

This is why we shouldn’t ask for any more great big government programs.  Because they’re typically abject failures.  Few companies in the private sector can fail as grandly.  Missing their profitability goal in excess of $4 billion dollars?  Year after year?  Only government can do this.  For only in government can a failed business model survive.  Because only government can tax, borrow and print money.

The Airbus A380, a Private Sector Success Story

This doesn’t happen in the private sector.  Where such gross mismanagement would put companies out of business.  Because they can’t tax, borrow or print.  Well, they can borrow.  But not at the low rates the government can.  Such failure would force them into junk territory.  And with a proven track record of losing billions year after year, even that wouldn’t be an option.  No, the private sector has to do it the old fashioned way.  They have to earn it.  You don’t have to be perfect.  You just have to be profitable (see Damaged Qantas A380 Refurbishment Underway by Guy Norris posted 6/29/2011 on Aviation Week).

Work to return to service the Qantas Airbus A380 damaged in last November’s uncontained engine failure is underway in Singapore.

The aircraft, which was substantially damaged when the number two Rolls-Royce Trent 900 shed a turbine disc, is about to be placed on stress jacks for major repairs to the wing and fuselage. Work will likely include replacement or repairs to the number one engine nacelle adjacent to the number two engine which was destroyed. The number two engine and nacelle is also being replaced…

The start of repair work, covered under an Aus $135 million insurance claim, puts a final end to speculation that the A380 would be written off. Airbus meanwhile declines to comment on the implications for possible longer term redesign as a result of lessons learned from the incident.

The Airbus A380 is a complex machine.  It’s expensive to build.  And to operate.  But it packs in a lot of people.  So the airlines can recover their costs through normal passenger service.  By offering passengers tickets at affordable prices.  With a little left over.  So Airbus can afford to sell these expensive airplanes at affordable prices, covering their costs with a little left over.  So their suppliers can sell components at affordable prices, covering their costs with a little left over.  Companies make profits everywhere in the process.  To return to their investors.  To reinvest in their operations.  Or to cover large, unexpected cost hits.  Like Airbus and Rolls Royce did to keep Qantas a satisfied customer.

A380 product marketing director Richard Carcaillet says “the two preliminary reports so far have focused on the engine event. However if there are any lessons for systems and procedures then we will take action. But with the co-operation of Rolls-Royce we have put a line of defense into the Fadec (full authority digital engine control), so that in the event of detecting a similar condition it will shut down quickly,” he adds.

Rolls has “now inspected and modified the whole fleet,” says Carcallet. For the moment the fix is the revised Fadec software, though longer term design changes are also underway to the engine, he adds.

The updated software commands an engine shut down if it detects the threat of an intermediate high pressure turbine overspeed occurring. Rolls is meanwhile working on a longer-term redesign of the Trent 900 oil system, a fire in which triggered the event.

Rolls-Royce has also agreed to pay (US) $100.5 million compensation to Qantas.

This is how the private sector works.  The profit incentive makes everyone do what is necessary to please and retain customers.  And improve safety.  Because airplanes falling apart in flight do not encourage anyone to buy a ticket.

Bigger Programs only mean Bigger Failures

There’s a reason that the Shuttle Program is no more but there are A380s flying and making money.  The difference between the Shuttle Program and the A380 is that one was in the public sector and the other is in the private sector.  And guess which one is the success story?  The one in the private sector.  Of course.  This despite the A380 having far more competition in Boeing (in particular the Boeing 747-400 and 747-8) than the Space Shuttle ever had.

Moral of the story?  Keep government programs small.  Because bigger programs only mean bigger failures.  And more tax dollars pulled from the private sector to pay for these failures.



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