DOCSLIB.ORG

Polar Routes

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Polar Routes BRAD BACHTEL AIRPORT OPERATIONS LEAD AIRPORT TECHNOLOGY BOEING COMMERCIAL AIRPLANES MONTE FRAZIER DIRECTOR OF LONG-RANGE OPERATIONS STRATEGY MARKETING BOEING COMMERCIAL AIRPLANES OREN HADALLER PRINCIPAL ENGINEER PROPULSION TECHNOLOGY BOEING COMMERCIAL AIRPLANES CAPT. CARL MINKNER MANAGER FLIGHT TECHNICAL SERVICES HONEYWELL COMMERCIAL ELECTRONICS SERVICES MOHAN PANDEY SENIOR MANAGER OPERATIONAL REGULATORY AFFAIRS BOEING COMMERCIAL AIRPLANES WILLIAM ROYCE 777 SENIOR TECHNICAL PILOT The official opening of cross-polar routes in FLIGHT OPERATIONS TECHNICAL SUPPORT February 2001 marked an important step in air travel BOEING COMMERCIAL AIRPLANES DONALD RUHMANN between North America and Asia. These new routes MANAGER 777 ETOPS AND LONG-RANGE OPERATIONS offer time, fuel, and environmental advantages BOEING COMMERCIAL AIRPLANES FRANK SANTONI over conventional routes and allow nonstop service 777 CHIEF PILOT ENGINEERING FLIGHT TEST between new city pairs. Operations are similar BOEING COMMERCIAL AIRPLANES JAMES VASATKA in many ways to conventional long-range routes. PROGRAM MANAGER POLAR ROUTE STRATEGY After two and one-half years and more than BOEING COMMERCIAL AIRPLANES ANTON ZHIGANOV 650 demonstration flights, airlines have the experience SENIOR MANAGER OF COOPERATIVE PROGRAMS RUSSIA/COMMONWEALTH OF INDEPENDENT STATES and planning tools to make polar operations routine. BOEING OPERATIONS INTERNATIONAL, INC. FLIGHT OPERATIONS AERO 11 1 REGULATORY GUIDANCE The U.S. Federal Aviation Administration (FAA) requires I An autothrottle system. U.S. operators to obtain specific approval to conduct I Flight crew communication systems that satisfy the polar operations. The approval process validates airlines’ FAA requirement for effective communication capability. preparedness to conduct such operations. The FAA defines the North Polar area of operations as the area lying I An expanded medical kit with automated external north of 78 deg north latitude (fig. 2, p. 14). The FAA defibrillators. information memorandum Guidance for Polar Operations (March 5, 2001) outlines 10 issues: Airline training. Operators must meet five requirements for their training Airport requirements for designation programs: as en route alternates. I All operators must define a sufficient set of alternate air- Training for flight crews and dispatchers on queen's field elevation (QFE), queen's normal height (QNH), and ommercial airlines were flying north of the through reduced fuel consumption and asso- ports, such that one or more can be reasonably expected to C be available in varying weather conditions. The FAA will meter/feet altimetry as well as cold-temperature altitude Arctic Circle before the jet age. Today, commercial ciated emissions. (See “Polar Routes Offer New assess the operators’ ability to safely land and maneuver correction procedures. traffic routinely flies in the region on routes between Opportunities” on p. 22.) airplanes off the runways at selected alternate airports. I Special curriculum segments on cold fuel management Europe and the West Coast of North America. When preparing and conducting polar operations, The selected alternates also must be able to provide for procedures for maintenance, dispatch, and flight crews. crew and passenger needs. airlines should consider the following: The new cross-polar routes connect eastern I Route-specific training on weather patterns. and interior regions of North America to Asian cities Airline recovery plan for passengers 1. Regulatory guidance. at diversion alternates. I via the North Polar region (fig. 1). These airways Instructing maintenance personnel to provide informa- 2. En route alternate airports. All operators must have an FAA-approved recovery plan tion on airplane system capabilities to dispatch and provide an attractive shortcut to Asia, which can for unplanned diversions. The recovery plan should address flight crews, which will aid flight crews in diversion open new air travel markets. These shortcuts also 3. Cold fuel management. the care and safety of passengers and crew at the diversion decisionmaking. airport and provide a plan to transport passengers and crew make service to existing city pairs more efficient 4. Communication and navigation. from that airport. Operators should be able to demonstrate I The use of cold-weather antiexposure suits. their ability to launch and conduct the recovery plan on their initial applications for polar route approval. Operators must Long-range crew requirements. 1 NEW CROSS-POLAR ROUTES VIA THE NORTH POLAR REGION maintain the accuracy and completeness of their recovery Consistent with all long-range operations, operators must FIGURE plans as part of their annual audits. have approved crew rest plans and a clear progression of pilot-in-command authority. Fuel freeze strategy and monitoring requirements. Operators can use a fuel temperature analysis and monitoring Dispatch and crew considerations during solar flare. program in lieu of the standard minimum fuel freeze Operators should be aware of the content of FAA temperatures. In such cases, the program must be accepted Advisory Circular (AC) 120-52, Radiation Exposure of by the FAA. Air Carrier Crewmembers, and provide crew training as stated in AC 120-61, Crewmember Training on In-Flight Communication capability. Radiation Exposure. Operators must have effective communication capability for all portions of the flight route. Operators accomplish this Special equipment. by using a combination of very-high-frequency (VHF) voice, The FAA requires a minimum of two cold-weather VHF data link, high-frequency (HF) voice, HF data link, antiexposure suits on board North Polar flights so satellite communication (SATCOM) voice, and SATCOM that outside coordination at a diversion airport can be data link systems. accomplished safely. Minimum equipment list considerations. Validation requirements for area approval. For polar operations dispatch, operators’ minimum equipment Operators are required to conduct an FAA-observed lists (MEL) must include the following: validation flight and reaction-and-recovery plan for a simulated airplane diversion at one of the designated I A fuel-quantity-indicating system that includes en route alternate airports. The flight and plan imple- temperature indication. mentation may be conducted together or separately. If I For two-engine airplanes, an auxiliary power unit the reaction-and-recovery plan is completed before the (APU) that includes electrical and pneumatic supply to validation flight, the validation flight may be conducted its designed capability. as a revenue flight. AERO AERO 12 13 extended-range twin-engine opera- potential exists for fuel temperatures of –50˚C. (Note: Because specifications 2 AREA OF NORTH POLAR OPERATIONS tions. The ASOAs also identified how to approach the freezing point. However, may vary by country, operators should FIGURE the airport infrastructures compared current airplane systems and operating ensure that they are using the appro- with the international standards procedures provide confidence that fuel priate fuel procurement specification of the International Civil Aviation will continue to flow unobstructed to for the fuel being dispensed.) Organization (ICAO). the engines in all plausible cold-weather The maximum freezing point for Airlines preparing for polar opera- conditions likely to be experienced on some jet fuels can vary by the geo- tions should review the ASOAs to polar routes. graphical region in which the fuel is determine which airports suit the needs refined or uplifted. Test methods for of their particular operational philoso- Properties of fuel at very low determining the fuel freezing point also phies. Airlines also should contact the temperatures. introduce variability; reproducibility is airports to assess changes that may The fuel freezing point is the tempera- approximately 2.5˚C. have occurred since the assessments ture at which wax crystals, which form Some operators in the United States were conducted. Copies of the ASOAs in the fuel as it cools, completely measure the actual freezing point are available to Boeing operators disappear when the fuel is rewarmed. of delivered Jet A fuel at the time of on line through MyBoeingFleet.com (This should not be confused with the dispatch. Data show that the freezing and on CD-ROM through their Boeing fuel becoming cloudy upon cooling, point of delivered Jet A fuel is approxi- Field Service representative. (Note: which results when water dissolved in mately 3˚C lower than the specification Although the ASOAs are detailed the fuel freezes, forming a suspension of maximum of – 40˚C. Table 1 (p. 16) assessments, they do not constitute very fine ice crystals. Airplane fuel and shows the results of a study completed certification of the individual airports.) engine systems are designed to handle at several airports in the United States water ice crystals safely.) to verify the actual freezing point of 3 COLD FUEL MANAGEMENT The Jet A fuel specification limits the Jet A fuel as delivered to the airplane. freezing point to a maximum of – 40˚C; (An airline must verify the freezing Because of the extended flight dura- the Jet A-1 limit is – 47˚C maximum. point of the loaded fuel at dispatch if tion and the prevalence of very cold In Russia, the fuels are TS-1 and RT, the airline uses a value other than the air masses on the polar routes, the which have a maximum freezing point maximum specification.) The FAA looks for the following capabi- 2 EN ROUTE ALTERNATE AIRPORTS lities at alternate
Load more

Recommended publications
  • (RASG-EUR) 2018 Annual Safety Report
    SAFETY REGIONAL AVIATION SAFETY GROUP EUROPE (RASG-EUR) 2018 Annual Safety Report 2019 Edition 2 EUR ASR 2018 Disclaimer This document is produced and disseminated by the Regional Aviation Safety Group Europe (RASG-EUR). The ICAO European and North Atlantic (EUR/NAT) Office and RASG-EUR assume no liability for its content or use therof. RASG-EUR Annual Safety Report 2018 EUR ASR 2018 3 FOREWORD 4 EXECUTIVE SUMMARY 5 1. ACCIDENT STATISTICS 6 1.1. Accident rate 6 1.2. Accidents to aircraft of 2250 kg or more in the EUR/NAT Regions 7 2. REGIONAL SAFETY PERFORMANCE 10 3. SAFETY OVERSIGHT AUDITING ACTIVITIES 12 3.1. ICAO USOAP CMA activities 12 3.1.1. List of USOAP CMA related activities completed in 2018 12 3.1.2. Effective implementation in the EUR/NAT Regions 13 3.1.3. SSP Foundation 13 3.2. EUR List of Air Navigation Deficiencies 15 3.3. IATA Operational Safety Audit (IOSA) 16 3.4. EUROCONTROL ATM operational safety assessment 16 3.5. EUROCONTROL Voluntary ATM incident Reporting (EVAIR) 17 4. SAFETY PRIORITIES FOR RASG-EUR 18 4.1. Risks from reactive and proactive safety information 18 4.2. Emerging risks 19 5. SAFETY ENHANCEMENT ACTIVITIES IN 2018 20 5.1. Initiatives addressing Runway Safety risks 20 5.2. Initiatives addressing Loss of Control In-flight (LOC-I) risks 20 5.3. Initiatives addressing Controlled Flight into Terrain (CFIT) risks 20 5.4. Initiatives addressing Safety Oversight capabilities 20 5.5. Initiatives addressing EUR Air Navigation deficiencies 21 5.6. Initiatives addressing Safety Management capabilities 25 APPENDIX I – LIST OF ACCIDENTS 26 APPENDIX II – EIGHT CRITICAL ELEMENTS OF A SAFETY OVERSIGHT SYSTEM 32 APPENDIX III – GLOSSARY 33 RASG-EUR Annual Safety Report 2018 4 EUR ASR 2018 Foreword The Regional Aviation Safety Group Europe (RASG-EUR) was established in 2011 as the focal point to ensure harmonization and coordination of efforts aimed at reducing aviation safety risks in the European and North Atlantic (EUR/NAT) Regions.
    [Show full text]
  • Arctic 2030: Planning for an Uncertain Future
    Arctic 2030: Planning For an Uncertain Future Katie Burkhart Theodora Skeadas Christopher Wichmann May 2016 M-RCBG Associate Working Paper Series | No. 57 The views expressed in the M-RCBG Associate Working Paper Series are those of the author(s) and do not necessarily reflect those of the Mossavar-Rahmani Center for Business & Government or of Harvard University. The papers in this series have not undergone formal review and approval; they are presented to elicit feedback and to encourage debate on important public policy challenges. Copyright belongs to the author(s). Papers may be downloaded for personal use only. Mossavar-Rahmani Center for Business & Government Weil Hall | Harvard Kennedy School | www.hks.harvard.edu/mrcbg ARCTIC 2030 PLANNING FOR AN UNCERTAIN FUTURE March 29, 2016 Katie Burkhart, MPP 2016 Theodora Skeadas, MPP 2016 Christopher Wichmann, MPP 2016 Client: Ambassador Schwake, German Foreign Ministry PAE Advisor: Professor Meghan O’Sullivan, PhD Seminar Leader: Dean John Haigh This PAE reflects the views of the authors and should not be viewed as representing the views of the PAE's external client, nor those of Harvard University or any of its faculty. ABOUT THE DEPARTMENT FOR CRISIS PREVENTION, STABILIZATION, AND RESOLUTION, GERMAN FOREIGN MINISTRY In February 2015, the German Foreign Minister, Frank-Walter Steinmeier, unveiled the results of the Review 2014 process in Berlin. The Review 2014 process evaluated steps the German Foreign Ministry would need to undertake to advance German interests in the 21st century. One of the recommendations made was the establishment of a Department for Crisis Prevention, Stabilization, and Resolution (Department S).
    [Show full text]
  • Arctic Policy &
    Arctic Policy & Law References to Selected Documents Edited by Wolfgang E. Burhenne Prepared by Jennifer Kelleher and Aaron Laur Published by the International Council of Environmental Law – toward sustainable development – (ICEL) for the Arctic Task Force of the IUCN Commission on Environmental Law (IUCN-CEL) Arctic Policy & Law References to Selected Documents Edited by Wolfgang E. Burhenne Prepared by Jennifer Kelleher and Aaron Laur Published by The International Council of Environmental Law – toward sustainable development – (ICEL) for the Arctic Task Force of the IUCN Commission on Environmental Law The designation of geographical entities in this book, and the presentation of material, do not imply the expression of any opinion whatsoever on the part of ICEL or the Arctic Task Force of the IUCN Commission on Environmental Law concerning the legal status of any country, territory, or area, or of its authorities, or concerning the delimitation of its frontiers and boundaries. The views expressed in this publication do not necessarily reflect those of ICEL or the Arctic Task Force. The preparation of Arctic Policy & Law: References to Selected Documents was a project of ICEL with the support of the Elizabeth Haub Foundations (Germany, USA, Canada). Published by: International Council of Environmental Law (ICEL), Bonn, Germany Copyright: © 2011 International Council of Environmental Law (ICEL) Reproduction of this publication for educational or other non- commercial purposes is authorized without prior permission from the copyright holder provided the source is fully acknowledged. Reproduction for resale or other commercial purposes is prohibited without the prior written permission of the copyright holder. Citation: International Council of Environmental Law (ICEL) (2011).
    [Show full text]
  • England's Search for the Northern Passages in the Sixteenth And
    - ARCTIC VOL. 37, NO. 4 (DECEMBER 1984) P. 453472 England’s Search for the Northern Passages in the Sixteenth and. Early Seventeenth Centuries HELEN WALLIS* For persistence of effort in the. face of adversity no enterprise this waie .is of so grete.avantage over the other navigations in in thehistory of exploration wasmore remarkable than shorting of half the waie, for the other must.saileby grete cir- England’s search for the northern passages to the Far East. .cuites and compasses and .thes shal saile by streit wais and The inspiration for the search was the hope of sharing in the lines” (Taylor, 1932:182). The dangerous part of the.naviga- riches of oriental commerce. In the tropical.regions of the Far tion was reckoned.to .be the last 300 leagues .before reaching East were situated, Roger Barlow wrote in 1541, “the most the Pole and 300 leagues beyond it (Taylor, 1932:181). Once richest londes and ilondes in the the worlde, for all the golde, over the Polethe expedition would choose whetherto sail east- spices, aromatikes and pretiose stones” (Barlow, 1541: ward to the Orient by way of Tartary or westward “on the f”107-8; Taylor, 1932:182). England’s choice of route was backside ofall the new faund land” [NorthAmerica]. limited, however, by the prior discoveries of .Spain and Por- Thorne’s confident .opinion that“there is no lande inhabitable tugal, who by the Treatyof Tordesillas in 1494 had divided the [i.e. uninhabitable€, nor Sea innavigable” (in Hakluyt, 1582: world between them. With the “waie ofthe orient” and ‘The sig.DP) was a maxim (as Professor.Walter Raleigh (19O5:22) waie of the occydent” barred, it seemed that Providence had commented) “fit to be inscribed as a head-line on the charter especially reserved for England.
    [Show full text]
  • China's Arctic Ambitions and What They Mean for Canada
    University of Calgary PRISM: University of Calgary's Digital Repository University of Calgary Press University of Calgary Press Open Access Books 2018-01 China's Arctic Ambitions and What They Mean for Canada Lackenbauer, P. Whitney; Lajeunesse, Adam; Manicom, James; Lasserre, Frédéric University of Calgary Press http://hdl.handle.net/1880/106384 book https://creativecommons.org/licenses/by-nc-nd/4.0 Attribution Non-Commercial No Derivatives 4.0 International Downloaded from PRISM: https://prism.ucalgary.ca CHINA’S ARCTIC AMBITIONS AND WHAT THEY MEAN FOR CANADA by P. Whitney Lackenbauer, Adam Lajeunesse, James Manicom, and Frédéric Lasserre ISBN 978-1-55238-902-7 THIS BOOK IS AN OPEN ACCESS E-BOOK. It is an electronic version of a book that can be purchased in physical form through any bookseller or on-line retailer, or from our distributors. Please support this open access publication by requesting that your university purchase a print copy of this book, or by purchasing a copy yourself. If you have any questions, please contact us at [email protected] Cover Art: The artwork on the cover of this book is not open access and falls under traditional copyright provisions; it cannot be reproduced in any way without written permission of the artists and their agents. The cover can be displayed as a complete cover image for the purposes of publicizing this work, but the artwork cannot be extracted from the context of the cover of this specific work without breaching the artist’s copyright. COPYRIGHT NOTICE: This open-access work is published under a Creative Commons licence.
    [Show full text]
  • 10820 En Invitation Dmitry Korkin Memorial Yakutsk 140819
    WRESTLING FEDERATION OF RUSSIA ФЕДЕРАЦИЯ СПОРТИВНОЙ БОРЬБЫ РОССИИ Russia, 119992, Moscow, Luzhnetskaya nab., 8 President – tel (7 495) 725-4741; tel/fax (7 499) 255-2101 Executive management: tel/fax (7 495) 725-4621 E-mail: [email protected] Greco-Roman Style Department – tel/fax (7495) 725-4712 Free Style Department – tel. (7 495) 725-4735; tel/fax (7 495) 725-4607 Women’s Wrestling Department: tel/fax (7 495) 725-4742 To: Presidents of National Wrestling Federations affiliated to UWW From: Mr. Mikhail Mamiashvili, President, Wrestling Federation of Russia, UWW Vice-President, Moscow , Russia Date : 14.089.2019 Ref. : 30/140819/10820 Subject: Invitation to attend 12 th International Freestyle Wrestling Grand Prix Tournament in memory of the Honored Coach of YASSR, RSFSR and USSR Dmitry Korkin, Senior, to be held in Yakutsk, Russia, on 10-13 October, 2019 Dear Mr. President, Dear Wrestling Friends, , On behalf of Wrestling Federation of the Republic of Sakha (Yakutia) let me express my sincere and highest gratitude and respect for you. Herewith I would like to invite national free-style wrestling team to the 12 th International Freestyle Wrestling Grand Prix Tournament in memory of the Honored Coach of YASSR, RSFSR and USSR Dmitry Korkin to be held in Yakutsk, Republic of Sakha (Yakutia), Russia, on 10-13 October 2019. The champions will be awarded with money prize 5 000 $, 3 000 $ and 1 000 $ . All expenses for accommodation and meals in Yakutsk will be covered by Organizing Committee. If you have any questions do not hesitate to contact us by e-mail: [email protected] , tel.: +7 (4112) 508-523, mob.: +7924-660-22-03, +7924-177-16-61, +7-999-060-28-40.
    [Show full text]
  • English Pageslowres
    CANADIAN POLAR COMMISSION IN THIS ISSUE THE LAW OF THE SEA AND MARINE SCIENTIFIC RESEARCH The Law of the Sea and Marine Scientific IN THE ARCTIC OCEAN Research in the Arctic Ocean 1 Ron Macnab, Olav Loken and Arvind Anand FALL/WINTER 2007 Contemporary events and circumstances, ration with other states, and by driving the Global Warming: Arctic Shipping 6 such as melting ice, the International Polar need to define maritime boundaries, these Year, and the UN Convention on the Law of developments touch upon Canada’s interests PEARL – A Canadian Success Story 11 the Sea are providing an unprecedented at the national and international levels. boost to Marine Scientific Research in the Melting ice is facilitating access to ex- The Centre d’études nordiques and central Arctic Ocean. This felicitous situa- panded oceanic regions that historically have the Qaujisarvik Network 15 tion could be short-lived, however, as Arctic remained inaccessible to scientific research coastal states apply the provisions of the on account of their widespread and persis- Social Housing North 17 Law of the Sea to extend their sovereign tent ice cover. The IPY, meanwhile, is mobi- rights beyond 200 nautical miles, enhanc- lizing legions of investigators for an inten- Oral History in Nunavut: ing their entitlement to regulate a range of sive two-year campaign of data gathering An Overview of its Past and scientific activities. This is in marked con- and analysis across a broad range of disci- Present Vitality 20 trast to the Antarctic regime, where freedom plines. Finally, UNCLOS has prompted all five of research is protected under the terms of coastal states that front upon the Arctic Book Review: the Antarctic Treaty.
    [Show full text]
  • The Opening of the Transpolar Sea Route: Logistical, Geopolitical, Environmental, and Socioeconomic Impacts
    Marine Policy xxx (xxxx) xxx Contents lists available at ScienceDirect Marine Policy journal homepage: http://www.elsevier.com/locate/marpol The opening of the Transpolar Sea Route: Logistical, geopolitical, environmental, and socioeconomic impacts Mia M. Bennett a,*, Scott R. Stephenson b, Kang Yang c,d,e, Michael T. Bravo f, Bert De Jonghe g a Department of Geography and School of Modern Languages & Cultures (China Studies Programme), Room 8.09, Jockey Club Tower, Centennial Campus, The University of Hong Kong, Hong Kong b RAND Corporation, Santa Monica, CA, USA c School of Geography and Ocean Science, Nanjing University, Nanjing, 210023, China d Jiangsu Provincial Key Laboratory of Geographic Information Science and Technology, Nanjing, 210023, China e Collaborative Innovation Center for the South Sea Studies, Nanjing University, Nanjing, 210023, China f Scott Polar Research Institute, University of Cambridge, Cambridge, UK g Graduate School of Design, Harvard University, Cambridge, MA, USA ABSTRACT With current scientifc models forecasting an ice-free Central Arctic Ocean (CAO) in summer by mid-century and potentially earlier, a direct shipping route via the North Pole connecting markets in Asia, North America, and Europe may soon open. The Transpolar Sea Route (TSR) would represent a third Arctic shipping route in addition to the Northern Sea Route and Northwest Passage. In response to the continued decline of sea ice thickness and extent and growing recognition within the Arctic and global governance communities of the need to anticipate
    [Show full text]
  • ARCTIC GOVERNANCE: Understanding the Geopolitics Of
    ARCTIC GOVERNANCE: Understanding the geopolitics of commercial shipping via the Northern Sea Route By HANS-PETTER BJØRKLI Master Thesis Department of Comparative Politics June 2015 Abstract The purpose of this study is to examine the implications of the development of the Northern Sea Route (NSR) with regard to governance in the Arctic. This topic is of importance as Arctic waters are getting bluer, more accessible, exploitable and attractive to investors, both public and private. Thus, numerous states and the international shipping industry are increasingly eyeing the NSR as an alternative trade route between Asia and Europe. However, the Arctic region and the NSR waters’ sovereignty remain unclear. Moreover, an increased density of international merchant vessels in the Arctic Ocean, a military reasserted Russia and the growing influence of China in international politics and trade suggest that the geopolitics of the Arctic may be challenged by the NSR. In this thesis, I have analysed the NSR’s effect on Arctic governance by applying classic theories of International Relations and illuminating the research question with data from expert interviews and a comprehensive document base. The findings indicate that liberalist values triumph realism, and that the NSR therefore does not have the potential to interrupt the current institutionalised and peaceful international political environment of the Arctic. Conversely, there is a possibility that conflicts in other parts of the world may disrupt the prosperity of international shipping via the NSR due to spillover effects. I Acknowledgements I owe my thanks to several people whom have provided me with guidance and motivation in the process of writing this thesis.
    [Show full text]
  • It's a Dog's Life in Antarctica
    REVIEWS • 321 IT’S A DOG’S LIFE IN ANTARCTICA: EXPLORING Peter arrived at Scott Base as a fresh 24-year-old recruit, THE TRANSANTARCTIC MOUNTAINS BY DOG after three months of vigorous training in New Zealand. I SLEDGE 1960 – 1962 – AND BEYOND. By PETER arrived at neighbouring McMurdo as a scientific assistant OTWAY. Tauranga, New Zealand: Self Published, Kale on almost the same day in mid-October 1960 and met Peter Print (www.kaleprint.co.nz), 2015. ISBN 978-0-473334- soon after, while skiing in the evenings on the Antarc- 642. 276 p., maps, b&w and colour illus., end dedication tic’s only ski lift – assisted ski slope, at Scott Base. In late note. Softbound. NZ$100.00, including postage charges. November Peter departed to the field with one of two par- ties working between the Byrd and the Nimrod, two huge The era of heroic and arduous dog sledging in Antarctica outlet glaciers feeding into the Ross Ice Shelf. Peter was is over. Dogs are no longer allowed to be on the continent, the assistant surveyor in the north party, while Wally was but this excellently illustrated book describes in detail three the surveyor for the south party. The appropriately named survey and geological journeys undertaken by Peter shortly “Starshot Glacier” separated the two. Peter’s survey efforts before the ban on dogs was imposed. I have never seen a used “shots” to the stars, in 24-hour polar daylight, to polar book that is so focused on our canine friends, but it determine exact geographic positions, which was a unique also shows the scenery of the Transantarctic Mountains viv- method and more exacting than using the sun as a target.
    [Show full text]
  • RUSSIA ФЕДЕРАЛЬНОЕ АГЕНТСТВО ВОЗДУШНОГО ТРАНСПОРТА Cлужба Аэронавигационной Информации FEDERAL AIR TRANSPORT AGENCY Aeronautical Information Service
    РОССИЯ - RUSSIA ФЕДЕРАЛЬНОЕ АГЕНТСТВО ВОЗДУШНОГО ТРАНСПОРТА Cлужба аэронавигационной информации FEDERAL AIR TRANSPORT AGENCY Aeronautical Information Service Россия, 125364, Москва, ул. Свободы, 67 67, Svobody street, Moscow,125364, Russia E-mail: [email protected], http://www.caica.ru LIST OF VALID NOTAM The following NOTAM remain in force on 09 SEP 2021, 0600 UTC. NOTAM not included have either been cancelled or expired, or incorporated in the AIP Book 1 by current AIP Amendment. SERIES A (A0093/12 NOTAMN Q)UNNT/QFMXX/IV/BO/A/000/999/5516N08605E005 A)UNEE B)1201190630 C)PERM E)WEATHER FORECASTER ON DUTY OF MET SERVICE: 1. TEL: (384-2) 480-151, 2. E-MAIL: AMSG (UNDERSCORE) KEM (AT) MAIL.RU. REF AIP AD 2.1 UNEE-6.) (A5104/12 NOTAMR A4922/11 Q)UHMA/QFAXX/IV/NBO/A/000/999/6423N17315W005 A)UHMD B)1212180600 C)PERM E)REMOVAL OF DISABLED ACFT FROM AD AIRFIELD SHALL BE PROVIDED BY ACFT OPERATOR. REF AIP AD 2.1 UHMD-2.) (A5288/12 NOTAMR A5282/12 Q)UNNT/QFAXX/IV/NBO/A/000/999/5516N08605E005 A)UNEE B)1212251140 C)PERM E)KEMEROVO AIRPORT RENAMED KEMEROVO/ALEXEY LEONOV. REF AIP AD 2.1 UNEE.) (A0258/13 NOTAMN Q)UHMM/QCACS/IV/B/EA/000/999/6444N17744E005 A)UHMA B)1301290100 C)PERM E)ACFT CREW COMMUNICATION WITH PERSONNEL RESPONSIBLE FOR TOWING (START-UP) PROCEDURES CARRIED OUT ON FREQ 118.8 MHZ, CALL SIGN ANADYR-GROUND. REF AIP AD 2.1 UHMA-7,11.) (A3526/13 NOTAMR A5164/12 Q)UHMM/QMPXX/IV/BO/A/000/999/6444N17744E005 A)UHMA B)1309120120 C)PERM E)STANDS 19, 20 AVBL FOR PARKING AND SERVICING OF HEL MI-8 ONLY.
    [Show full text]
  • Master Document Template
    Copyright by Kari Elizabeth Andreev 2017 The Thesis Committee for Kari Elizabeth Andreev Certifies that this is the approved version of the following thesis: Visions of Olonkho: Representation of Sakha Epic Poetry From the 19th Century to Today APPROVED BY SUPERVISING COMMITTEE: Supervisor: Craig Campbell Bella Bychkova-Jordan Visions of Olonkho: Representation of Sakha Epic Poetry From the 19th Century to Today by Kari Elizabeth Andreev, BA Thesis Presented to the Faculty of the Graduate School of The University of Texas at Austin in Partial Fulfillment of the Requirements for the Degree of Master of Arts The University of Texas at Austin May 2017 Acknowledgements I would like to begin by thanking my supervisors Dr. Craig Campbell and Dr. Bella Bychkova-Jordan for providing me with incredible support and advice at every step. Your guidance has been essential to my success both in the writing of this work and embarking on my career as a researcher. I would like to thank the scholars at the Scientific Research Institute of Olonkho and the Institute for Humanitarian Research and Issues of the Indigenous People of the North, the performers and coordinators at the Olonkho Theater, as well as Akulina Egasova, Andrei Borisov, Zoya Sysolatina, Valentin Isakov, Anna Grigorieva, Vasilii Illarionov, and Tuiaara Illarionova for answering my questions and sharing your thoughts with me. It was a privilege to be able to speak with all of you. I would especially like to express my gratitude to my mother-in-law Liubov Andreeva for take such good care of me and being a pillar to lean on during my fieldwork in Yakutsk.
    [Show full text]