Iceland volcano eruption risk level raised for aviation
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Iceland volcano eruption risk level raised for aviation
Iceland volcano eruption risk level raised to orange for aviation
Intense seismic activity at the Bardarbunga volcano indicates the potential for a disruptive ash event similar to 2010
Iceland volcano eruption risk level raised to orange for aviation | World news | theguardian.com
Intense seismic activity at the Bardarbunga volcano indicates the potential for a disruptive ash event similar to 2010
Iceland volcano eruption risk level raised to orange for aviation | World news | theguardian.com
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Also interesting to look at the tremor measurements nearby at http://hraun.vedur.is/ja/oroi/grf.gif
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Fortunately aviation has progressed since 2010 in not closing all airspace but only areas likely affected.
Similarly airlines have put into place procedures for flight planning and in-flight re-planning for these events which caused so much havoc in 2010.
Let us hope the progression of measures combined by all parties enables minimal disruption this time around if/when it happens.
Similarly airlines have put into place procedures for flight planning and in-flight re-planning for these events which caused so much havoc in 2010.
Let us hope the progression of measures combined by all parties enables minimal disruption this time around if/when it happens.
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Let us hope that after finding out in 2010, that stopping all air trafic is much too conservative, we do not find out this time that just avoiding the most poluted areas is not safe enough...
It would be more than typical that after an overreaction the next time there will be not enough reaction. It typically needs several oscilations around the optimum to find it.
It would be more than typical that after an overreaction the next time there will be not enough reaction. It typically needs several oscilations around the optimum to find it.
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The last time was a ridiculous fiasco with computer generated prediction flows which were totally inaccurate and for what?
You would think that Volcanic eruptions was something new like some unknown new virus that is plaguing the earth.
volcanic eruptions and volcanic ash has happened in different parts of the world since aviation begun.
There has never been a fatality in the history of aviation although there have been close calls flying into thick dense ash easily visible to the eye in daylight while flying in clear air.
The same excellent safety record regarding volcanic ash cannot be attributed to bird strikes which have killed people.
Yet we do not see bird tracking predictions in the migration season with big chunks of airspace closed down
You would think that Volcanic eruptions was something new like some unknown new virus that is plaguing the earth.
volcanic eruptions and volcanic ash has happened in different parts of the world since aviation begun.
There has never been a fatality in the history of aviation although there have been close calls flying into thick dense ash easily visible to the eye in daylight while flying in clear air.
The same excellent safety record regarding volcanic ash cannot be attributed to bird strikes which have killed people.
Yet we do not see bird tracking predictions in the migration season with big chunks of airspace closed down
Tabs please !
The BA 747 that went into a cloud at night over Jakarta is enough of a warning for anyone. Flying the aircraft with shot-blasted windscreen panels was "like trying to navigate one's way up a badger's @rse without a torch". Captain Moody and crew were terrific. Google the story and you will be amazed.
In the recent eruption, the Finns (mad as a box of frogs) intentionally flew a jet into the cloud, the results were not pretty.
In the recent eruption, the Finns (mad as a box of frogs) intentionally flew a jet into the cloud, the results were not pretty.
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Fraser
Obviously if you fly into thick dense volcanic ash there will be a problem
we have all seen the towering cumulous like black dense clouds of ash billowing out of a volcano.
As with any particles in clear air whether moisture or volcanic ash they are visible in day light in clear air in the form of clouds or mist.
The argument as before is how dense does that ash need to be to risk the safety of an aircraft and its occupants?
As stated in the history of aviation going back to times when there was not the technology available today there has never been a fatality cause by an intrusion into ash.
the same cannot be said for bird strikes which have bought aircraft down.
One is perceived risk the other demonstrated risk.
Obviously if you fly into thick dense volcanic ash there will be a problem
we have all seen the towering cumulous like black dense clouds of ash billowing out of a volcano.
As with any particles in clear air whether moisture or volcanic ash they are visible in day light in clear air in the form of clouds or mist.
The argument as before is how dense does that ash need to be to risk the safety of an aircraft and its occupants?
As stated in the history of aviation going back to times when there was not the technology available today there has never been a fatality cause by an intrusion into ash.
the same cannot be said for bird strikes which have bought aircraft down.
One is perceived risk the other demonstrated risk.
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volcanic ash has happened in different parts of the world since aviation begun
But nobody knows the exact limits. There are no requirements, there are no standards. There is not even standard ash available, every vulcano is different.
So it is fine to be a bit conservative, but 2010 was far over the top. The 2014 statistics is already poor, we do not need another airliner in the dust (or the ocean).
Tabs please !
.... wot Volume said.
The ash particles have a low melting point and when they stick to film cooled blades, do not make for a happy outcome.
There's more here...
BBC News - Scientists assess flight risks from Iceland volcano ash
The ash particles have a low melting point and when they stick to film cooled blades, do not make for a happy outcome.
There's more here...
BBC News - Scientists assess flight risks from Iceland volcano ash
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B Fraser,
That four year old article was aimed (I would hope) at the general public and not at professional pilots who, if not in 2010, by now should already have an understanding of the issue. The reaction by the authorities four years ago smacked of a panic from ignorance.
That four year old article was aimed (I would hope) at the general public and not at professional pilots who, if not in 2010, by now should already have an understanding of the issue. The reaction by the authorities four years ago smacked of a panic from ignorance.
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As with any particles in clear air whether moisture or volcanic ash they are visible in day light in clear air in the form of clouds or mist.
The last time was a ridiculous fiasco with computer generated prediction flows which were totally inaccurate and for what?
There has never been a fatality in the history of aviation although there have been close calls flying into thick dense ash easily visible to the eye in daylight while flying in clear air.
'This has never happened' is a terrible argument to use, just because something has not happened thus far is no guarantee that it will not happen in the future.
Tabs please !
Here's an article more fitting for you Mr ShyTorque. 
http://www.imeche.org/docs/default-s...Ash_Report.pdf
http://www.imeche.org/docs/default-s...Ash_Report.pdf
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It's O.K. avoiding the possibly detectable pyroclastic cloud, but what about the invisible volatiles?
Hydrogen Flouride, Hydrogen Sulphide, Boron, Argon, and Hydrogen Chloride, (to name but a few), cannot be good news for the engines or the respiratory systems of the crew and pax.
Hydrogen Flouride, Hydrogen Sulphide, Boron, Argon, and Hydrogen Chloride, (to name but a few), cannot be good news for the engines or the respiratory systems of the crew and pax.
Tabs please !
Argon isn't volatile. You are breathing about 0.9% argon at the moment with no ill effects.
I suspect you meant something else.
I suspect you meant something else.
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B Fraser, your link leads to a document which seems to counter your own argument!
That paragraph is quite telling.
The disproportionate reaction of the authorities in banning all movements by air caused far more disruption and loss than the volcano would have if everything had been left as it was.
Don't forget, all flying was stopped, i.e. recreational and other forms of private aviation, not just that of airliners, which, it could be argued, are most likely to be badly affected.
The most alarming of these encounters, involving temporary engine failure, have naturally received disproportionate publicity. But the fact that only 10 such incidents have been recorded in 26 years gives an indication of their rarity. Although few quantitative details are available, it is clear that the most serious incidents have all occurred in the 'soup' relatively near the volcano.
A well documented example occured on 15 December 1989 when a KLM Boeing 747-400 encountered flameout of its engines due to ash when flying near an eruption of Mount Redoubt in Alaska[16]. The damage was estimated to have cost some US $80m to repair. There was 80kg of ash in each turbine and the calculated ash density was 2g/m3. Given the air ingestion rate above and if all the ingested ash was retained, then 62/3 minutes exposure would have been sufficient to collect 80kg. However for the limiting density on which the no fly ban was initiated, 4mg/m3, only 160g would have been ingested, emphasising the huge range of densities from the flame out magnitude down to the level of the flying ban.
But safety is not the only consideration. In 2007, it was stated that[17] “the economic cost of volcanic ash to international civil aviation is staggering. This involves numerous complete engine changes, engine overhauls, airframe refurbishing, window re-polishing and/or replacement and pitot-static system repair, etc., and the inevitable loss of revenue due to aircraft down-time while the foregoing is accomplished. Delays to aircraft and their rerouting around volcanic ash has caused considerable expense to airlines operating in regions prone to volcanic eruptions. Also to be included is the cost of volcanic ash clearance from airports and the damage caused to equipment and buildings on the ground. Various estimates have been made, most citing costs to aviation well in excess of $250 million since 1982”.
These figures are small compared with recent estimates of the cost of the 2010 disruption, "EU Transport Commissioner Siim Kallas said the economic impact of the weeklong crisis had caused losses of estimated between a1.5–a2.5 billion"[18].
A well documented example occured on 15 December 1989 when a KLM Boeing 747-400 encountered flameout of its engines due to ash when flying near an eruption of Mount Redoubt in Alaska[16]. The damage was estimated to have cost some US $80m to repair. There was 80kg of ash in each turbine and the calculated ash density was 2g/m3. Given the air ingestion rate above and if all the ingested ash was retained, then 62/3 minutes exposure would have been sufficient to collect 80kg. However for the limiting density on which the no fly ban was initiated, 4mg/m3, only 160g would have been ingested, emphasising the huge range of densities from the flame out magnitude down to the level of the flying ban.
But safety is not the only consideration. In 2007, it was stated that[17] “the economic cost of volcanic ash to international civil aviation is staggering. This involves numerous complete engine changes, engine overhauls, airframe refurbishing, window re-polishing and/or replacement and pitot-static system repair, etc., and the inevitable loss of revenue due to aircraft down-time while the foregoing is accomplished. Delays to aircraft and their rerouting around volcanic ash has caused considerable expense to airlines operating in regions prone to volcanic eruptions. Also to be included is the cost of volcanic ash clearance from airports and the damage caused to equipment and buildings on the ground. Various estimates have been made, most citing costs to aviation well in excess of $250 million since 1982”.
These figures are small compared with recent estimates of the cost of the 2010 disruption, "EU Transport Commissioner Siim Kallas said the economic impact of the weeklong crisis had caused losses of estimated between a1.5–a2.5 billion"[18].
The disproportionate reaction of the authorities in banning all movements by air caused far more disruption and loss than the volcano would have if everything had been left as it was.
Don't forget, all flying was stopped, i.e. recreational and other forms of private aviation, not just that of airliners, which, it could be argued, are most likely to be badly affected.