Posted on 12/12/2007 7:34:05 PM PST by NormsRevenge
SYDNEY (AFP) - A passenger jet has made a historic landing on a new blue ice runway in Australia's Antarctic territory and regular flights are expected to start within a week, officials said Wednesday.
But trips on the Airbus A319 to the Wilkins Runway will be for scientists and research staff only, with no plans to open the airlink to tourists, project manager Charlton Clark told AFP.
The runway is four kilometres (2.5 miles) long, 700 metres thick and moves about 12 metres southwest a year because of glacial drift.
In the first trial landing on Monday, the plane pulled up within 1,000 metres despite the lack of friction to grab the wheels on the ice.
Clark said work had begun on the 10 million dollar (8.7 million US) runway 70 kilometres from Australia's Casey research station in 2005, with crews living in shipping containers.
"Just living in that environment, with conditions of minus 35 degrees and up to a hundred knots of wind, let alone doing the work, was an amazing undertaking," he said.
Using laser levelling technology, they graded and shaved the ice flat and must keep grooming it to keep it snow free.
The runway was named for the adventurer and aviator Sir Hubert Wilkins, who made the first flight in Antarctica 79 years ago.
Scientists and specialists working at Australia's Antarctic field stations, who previously had to spend weeks voyaging to and from the ice by sea, are expected to start flying within a week, he said.
Other nations with Antarctic research stations have been flying to the icy continent for years from countries such as New Zealand and South Africa, but using military aircraft.
The Australian Antarctic Division says its introduction of a modern jet aircraft, which can complete a return journey without refuelling, marks the start of a new era.
Charlton Clark(L), manager of the Antarctic Airlink Project, and Dr Jeremy Smith, Casey station leader, stand by the first Airbus A319 passenger jet to land in Antarctica on the purpose-built Wilkins glacial runway, around 70kms from the Australian Antarctic research station of Casey. Regular flights are expected to start within a week. (AFP/AAD-HO/Tom Delfatti)
What is wrong with these guys. No JETS should be allowed in antarctica.
Just ask Al Gorp!
Thst’s so “cool”
25 or 30 years ago Air New Zealand tried to land a DC onto Mount Erebus.A couple of hundred people died in that one.I almost went on that flight....that’s how I know.
I bet the brake levers in the cockpit have been securely taped off with Aussie Brown Duct Tape!
That must be a Looooooooooooooooong runway ...
They better ramp up their military air functions for cold weather, so they can hide their air force there for a counter attack against the ChiComs.
Ice bunkers anyone?
Sweet! I have two relatives that spent several years (seasonal of course) down there. One with the US Navy then ITT, and the other with ITT. Always had a slideshow worth sitting through on their return!
There’s no indication that the Airbus ever took-off. It might need miles of runway.
I think that is long enough to take off... maybe.
Those cold-hearted Aussies
28 November 1979
While an ice runway would have less friction than a paved one, there would still be considerable friction. Cold ice (anything below zero F) has a lot of friction. Also, from the picture, it appears that the ice surface has been scarified, which would add grip.
I believe they DID land.
Aircraft Accident: DC. 10 ZK-NZP Flight 901
When: 28 November, 1979
Where: Mount Erebus, Antarctica
The front section of the fuselage of Air New Zealand DC 10 Flight 901 which crashed into Mt Erebus, Antarctica 1979, M. Guy, White Out, p 96 - 7 DSIR originalWhat happened:
* At 8:20 am on 28 November, 1979, Flight 901 left Auckland Airport. On board were 237 passengers and 20 crew, looking forward to the 11-hour return flight to Antarctica.
* These sightseeing flights had been operating since February, 1977, and took the passengers on a low-flying sweep over McMurdo Sound, returning to New Zealand on the same day.
* Captain Jim Collins and his co-pilot Greg Cassin had not flown the Antarctic flight before, but the flight was considered to be straightforward and they were both experienced pilots.
* 19 days earlier the pilots had attended a briefing session where they were shown the printouts of a flight plan used by previous flights to the Antarctic.
* The plan gave co-ordinates for the trip to Antarctica and across McMurdo Sound which when entered into the computerised navigation system, would be flown automatically by the plane.
* On the morning of 28 November Collins and Cassin entered the series of latitude and longitude co-ordinates into the aircraft computer.
* Unknown to them two of the coordinates had been changed earlier that morning, and when entered into the computer, changed the flight path of the aircraft 45 kilometres to the east.
* At 12:30 pm Flight 901 was about 70 kilometres from McMurdo Station. Permission was given by the McMurdo radio communications centre to descend to 3050 metres and proceed “visually”.
* Air safety regulations were against dropping lower than a height of no less than 1830 metres even under good weather conditions, but Collins believed the plane was flying over low, flat ground. Other pilots regularly flew low over the area to give their passengers a better view.
* At 12.45 Collins advised McMurdo Centre he was dropping further to 610 metres. At this point he locked onto the computerised navigational system, but Flight 901 was not where either McMurdo Centre or the crew thought it was.
* The change in the two co-ordinates had put Flight 901 on a path not across the flat ground of McMurdo Sound, but across Lewis Sound and towards the 3794 metre-high active volcano, Mount Erebus.
* Because the air was clear and beneath the cloud layer, the white of the ice blended with the white of the mountain, with no contrast to show the sloping up of the land - a whiteout.
* At 12:49 pm the deck altitude device began to blare a warning but there was no time for Collins to save the situation from disaster. Six seconds later Flight 901 hit the side of Mount Erebus and disintegrated.
* From 12:50 pm McMurdo Centre kept trying to contact Flight 901, and finally informed Air New Zealand headquarters in Auckland that communication with the aircraft had been lost. US search and rescue aircraft were put on standby.
* At 10:00 pm (New Zealand time), about thirty minutes after the DC-10 would have used the last of its fuel, the airline told reporters that it had to be assumed that the aircraft was lost. Searches were made over the usual flight path, but nothing was found.
* Just before 1:00 am (New Zealand time) the crew of a United States Navy plane found some unidentified wreckage on the side of Mount Erebus. There were no signs of survivors.
* 20 hours after the crash, helicopter search parties were able to land at the site and confirm that the wreckage was the remains of Flight 901. All 257 people on board had died.
How many died: 257 (237 passengers and 20 crew)
The impact site and spread of the wreckage, P. Mahon, Verdict on Erebus, p 88.Other events and outcomes:
* The wreckage made a 600-metre trail across the lower slopes of Mount Erebus. As the fuel tanks exploded a fireball ripped through what was left of the fuselage. The force of the impact would have knocked the passengers out or killed them immediately.
* The task of recovering and identifying the bodies of the passengers and crew (200 New Zealanders, 24 Japanese, 22 Americans, 6 British, 2 Canadians, 1 Australian, 1 French, 1 Swiss) was made more difficult because of the numbers involved.
* Over 60 people worked on the accident site, most in body recovery. 213 victims were eventually identified.
* On 22 February 1980 a burial service was held for the 44 unidentified victims.
* Early in the investigation into the causes of the disaster, it became clear that there was no mechanical reason for the crash.
* The information on the flight recorder tapes showed there had been no emergency in the cockpit of the aircraft.
* Attention was then focussed on the possibility of pilot error, pointing to the inexperience of the two pilots in flying in the Antarctic.
* A report by the chief inspector of aircraft accidents, Ron Chippindale, came out in May 1980. It stated that the decision of the captain in dropping to a height below the approved level, and continuing at that height when the crew was not sure of the plane’s position, had been the main cause of the accident.
* Only weeks before Chippindale’s report came out, the government announced a one-man Royal Commission of Inquiry. On 27 April, 1981, Justice Peter Mahon, released his report.
* This report placed the blame for the accident on the airline systems that had allowed the aircraft to be programmed to fly on the path which led directly to Mount Erebus.
* Mahon found that Captain Collins had been authorised by McMurdo to descend to 450 metres, and could not be said to have been guilty of unauthorised “low flying”.
* Air New Zealand and the Civil Aviation Division were ordered to pay the costs of the inquiry, and the airline had to pay an extra fee of $150,000.
* The chief executive of Air New Zealand resigned a week after the report was released to the public.
* Debate on where the blame for the crash should be placed continued. The changed flight path was in line with Mount Erebus but would have been safe if there had been no drop in height below the recommended level.
* Later court decisions questioned the way in which Mahon conducted his investigation.
* Public opinion has remained divided on where the blame for the disaster should rest.
* A wooden cross was erected above Scott Base to commemorate the disaster. It was replaced in 1986 with an aluminium cross after the original one was eroded by ice and snow.
* The Mount Erebus disaster was New Zealand’s biggest single tragedy, with one more death than in the 1931 Napier Earthquake.
Wow, that sucks, same day as my 21st Birthday
Generally need longer runways in hot areas. With the cold, dense air, they probably can take off without much trouble.
Not too much different than normal 'long' runways. On ice, you just need a plane that does not need 'long' runways.
They won't be putting any 747s in there soon.
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