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willde

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About willde

  • Rank
    Cool Cruiser

About Me

  • Location
    Colorado, USA
  • Interests
    travel
  • Favorite Cruise Line(s)
    still deciding
  • Favorite Cruise Destination Or Port of Call
    any
  • If you have a personal or hobby CRUISE or TRAVEL BLOG, include the url here:
    willde2019-cruise@yahoo.com

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  1. It is for 2019, printed in top right corner of poster. We used the shuttle both ways on June 11.
  2. Green dates are those on which the shuttle is in operation.
  3. I sent the following email inquiry to Marseille Port Authority: I understand there is a free Cruise Shuttle that operates at the port between La Joliette and the Môle Léon Gourret, and would like to know the status and current schedule ... and received the following reply on 5/22/19: "Bonjour, ... Free shuttle is available during all day. Schedule is every 30 minutes maximum."
  4. Your link references the same accident as Post #110 earlier today. Related to the accident of original topic? Same operator, so yes, technically. Related practically? Not very likely. Different type of flight, different phase of flight, different aircraft type (in regards to Taquan operations), almost certainly different pilot. This link also has mis-information stating that Taquan Air operated both the aircraft which collided last week. 🧐
  5. Actually, curling irons and flat irons are permitted, clothes irons are not. Likely due to differences in the rates of heat production and temperature limits. From the link in post #517: Prohibited Items Electrical and household appliances containing any kind of heating element, such as irons, clothes steamers, immersion heaters, heating blankets, water heaters, coffee machines, hot plates, toasters, heating pads, humidifier, etc. (All Carnival ships provide facilities with ironing boards and irons; fleet-wide valet laundry service is also available for a nominal fee.) Exemptions and other considerations Personal grooming devices such as hair dryers, flat irons, curling irons, shavers, and other electrical devices, such as fans, power strips, multi plug box outlets/adaptors, and extension cords (without surge protectors) are allowed when used with proper caution. However, if such devices are determined to pose a hazard, they will be removed and returned on debarkation morning
  6. There is nothing inherently dangerous about traveling with an iron. Assuming the intent is to use it at your destination, and if your destination is a cruse ship, you may be unaware that they are prohibited: https://help.goccl.com/app/answers/detail/a_id/4090/~/carnival-cruise-line-prohibited-items%2C-exemptions-and-other-considerations https://www.royalcaribbean.com/faq/questions/prohibited-items-onboard-policy
  7. An understandable response to a very tragic and unusual occurrence. It will be interesting to hear what comes out of the investigations, but worth highlighting the NTSB statement, which is appropriate: "It is unusual for an operator to have two accidents in a short time but that alone does not infer there is a safety issue with the company, their pilots or type of aircraft ... they are two separate accidents and that's the way that they'll be investigated: as separate accidents."
  8. Speculation is inevitable, though the line between speculation and assumption is often blurred.
  9. https://www.aopa.org/news-and-media/all-news/2017/march/23/ads-b-installations-what-you-need-to-know-about-ads-b-in Another perspective on ADS-B, with excerpt from the article: While the rest of the world exclusively uses ADS-B In (on 1090 MHz) for traffic, the United States created a second ADS-B network on 978 MHz (UAT), which includes both traffic (TIS-B) and weather (FIS-B) data streaming into the cockpit from ground stations. … However, there is a limitation to only receiving ADS-B on 978 MHz—if you are only listening on 978 MHz, you won’t receive traffic information directly from aircraft transmitting on 1090 MHz. To address this limitation, the ADS-B ground stations do the translation for you and “rebroadcast” the data on both frequencies (ADS-R). The ground stations also broadcast traffic that air traffic control gets from non-ADS-B sources (such as aircraft with only Mode C/S transponders), which is very important at the moment. As long as you are within range of a ground station, you don’t have to worry about which frequency your system receives on. However, if you are out of range of a ground station, you will only see ADS-B-equipped aircraft broadcasting their positions on frequencies you receive directly. This is why higher-end ADS-B systems transmit on 1090 MHz, but receive on both978 MHz and 1090 MHz. This way, you are guaranteed to at least see all local ADS-B-equipped traffic, regardless of the frequency they are using. Would be interesting to know: what specific ADS-B equipment was in each aircraft whether either was dependent upon ground stations for traffic information whether ground stations exist in the accident area what limitations the terrain might have created
  10. I'm curious what you ended up deciding to do, and what the cost or billing process was?
  11. I don't think we know what equipment and capabilities were present in each aircraft, nor the operational status of such.
  12. NTSB is certainly interested in knowing the type of transponder equipment, and in what mode it was operating. I'm not sure whether the latter can be determined in the case of equipment controlled by buttons rather than knobs. When altitude and position information is transmitted by an aircraft transponder, the availability and utility of that information to surrounding pilots depends upon the receiving equipment present in their aircraft. Transponders do not record information like the "black box" flight recorders present in larger commercial passenger aircraft. I have no familiarity with the Medallion Foundation efforts, and found this article which provides additional perspective: https://www.adn.com/alaska-news/aviation/2017/05/14/time-to-ask-whether-the-medallion-foundation-saves-pilots-and-passengers-lives/ "System" in a very broad sense, perhaps; navigation equipment that would be a basis to ground a fleet, unlikely. Transponders and collision avoidance equipment might be loosely considered "navigation" equipment, but play little role to a pilot in locating the position of their own aircraft in "space". Such is done first visually, supplemented by GPS and an older network of directional radio transmitters. The highest precision instrument navigation procedures that exist are used for landing under instrument weather conditions, and do not permit aircraft separation of less than perhaps a mile or so. Such procedures do not exist in the airspace northeast of Ketchikan, where George Inlet is located; and navigation procedures outside of airport traffic areas under instrument weather conditions would also not put aircraft close enough to conflict. In visual weather conditions, those procedures do not apply to a pilot who is not on an instrument flight plan. Considering this, and that the flights were sightseeing tours, it is highly likely both were operated under visual flight rules. The collision was most likely due to a combination of operational decisions by each pilot. It is possible neither was truly "at fault".
  13. Extremely unlikely a mid-air collision between two aircraft is the result of a mechanical issue relevant to either aircraft. No presumptive basis to ground other aircraft of the same types, and implications of doing so would be crippling to life throughout Alaska.
  14. Why?? From the news report: "there is no way to make assumptions about the cause of the collision based on that preliminary information"
  15. Maybe a reflection of those individuals' experiences...
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