View allAll Photos Tagged Grounding
It was nice to see a couple of short-eared owls hunting on Saturday at Boundary Bay near the grounding station. The bright sun made for tough lighting conditions although when we got there it was ice cold at -10 celcius with a breeze (December 7, 2013).
Ship grounding is a type of marine accident that involves the impact of a ship on seabed or waterway side. It may result in the damage of the submerged part of the ship’s hull and in particular the bottom structure, potentially leading to water ingress, which may compromise the ship's structural integrity, stability and finally safety. Severe grounding applies extreme loads onto ship structures. In less severe accidents, it might result only in damage to the hull; however, in most serious accidents, it might lead to hull breaches, cargo spills, total loss of the vessel, and, in the worst cases, human casualties.
From a global perspective, grounding accounts for about one-third of commercial ship accidents all over the world and it has the second rank in frequency, after ship–on–ship collision.
Grounding, depending on the maneuvers of the master before the impact, may result in the ship being stranded. Depending on the nature of the relief of the seabed at the location, i.e., being muddy or rocky, different measures have to be taken to release the ship and transport it to a safe harbor.
Investigating the causality of grounding accidents, there are many factors that are believed to contribute to the accident, such as current, darkness, tide, visibility, wave, wind,depth and geometry of the waterway; age, size and type of the vessel; speed, and human and organizational factors; However, the effects of most of the causal factors have been considered anecdotal, without evidential support.
Wirral Peninsular 2014
C-GZSG - Boeing B-737MAX-8 - WestJet
at Hamilton International Airport (YHM)
c/n 60.516 - built in 2018
Currently stored YHM due to the worldwide B-737MAX-grounding
Yoga Philosophy: Grounding and Calming Practices yogaposesfortwo.com/yoga-philosophy-grounding-and-calming...
Robins start to sing and chirp more.
The ground is less frozen and more muddy.
The sun is rising earlier and setting later.
Green buds and leaflike structures are sprouting up.
And there is this rodent that according to the town of Punxsutawney makes the decision on the final 6 weeks of winter.
His name is Phil.
As a rodent I think Phil is undecided .
Remember Phil can’t talk.
Phil is looking for food.
Don’t tell me that the man with the top hat and suit doesn’t have some sort of snack for Phil.
Shadow or not.
Phil is a hungry rodent who is interested more in the pleasure of partaking snacks then shadows.
Just like meteorologists ....even if Phil is wrong with weather or winter everyone still gets paid.
Snacks or money.
Shadows or not.
Winter is here but won’t stay for long.
According to the Robins who are singing along.
PHILIPPINE SEA (March 31, 2021) Seaman Noah Gonzales, from Paris, Calif., holds a helicopter static charge grounding system as an MH-60R Seahawk assigned to the “Warlords” of Helicopter Maritime Strike Squadron 51 approaches for recovery assist landing training aboard the Arleigh Burke-class guided-missile destroyer USS Rafael Peralta (DDG 115). Rafael Peralta is assigned to Task Force 71/Destroyer Squadron (DESRON) 15, the Navy's largest forward-deployed DESRON and the U.S. 7th Fleet's principal surface force. (U.S. Navy photo by Mass Communication Specialist 3rd Class Aron Montano)
A slight navigation error resulted in Starling running aground in the soft clay of a fjord while making a passage from Harstad to Storjord, Norway. Captain Vince worked his way to the end of the boom where his weight provided enough leverage to lift Starling's keel off the bottom. Thankfully there was no damage done.This was a trip from Tromso to Bodo, Norway on the Clipper 60 sailboat Starling with UK-based adventure sailing company Rubicon3. www.rubicon3adventure.com
Manhattan floats with the Empire State building grounding it. From the Rockefeller it stretches into the unknown.
Please Visit my website to view more of my work www.jakemetzgerphotography.com/
RF Shielded Gloves are for those who are experiencing ES symptoms in hands while using electronic gadgets including a computer keyboard, laptop, cell phones, and other devices. The EMF shielding materials used in the gloves create conductive enclosure and effective blocking for radio waves and electric fields. We are manufacturing this product in a way that you can use these gloves as the regular ones by keeping the fabric soft, lightweight, and ribbed cuff. It offers a good tactile sensitivity also. This RF shielding Glove is made of polyester material twisted with the silver fibers. It knits into the gloves’ shapes in basic gray color. Each glove has a 1.7 mm snap for a ground cord. It is hand washable and tested many times to ensure its effectiveness after several washes. The materials used in gloves are conductive with the resistivity of less than 10 Ohm/sq. these gloves are in great demand for the industries of static control where people are working with delicate static sensitive components and can even be used for TENS applications. Grounding of the product is not necessary for the Faraday Cage Shielding effect, but it is necessary for static control. This product can be used while working on the touch screen like gloves. We do not have the ground cord which fits this snap on these gloves.
On the evening of February 2, 2022, a 35-foot-long vessel named Reel Lucky, registered in New Jersey, grounded on the beach near the north side of Oregon Inlet. Two passengers on the Reel Lucky made it safely to shore without any reported injuries.
Valerian (Valeriana officinalis) root has been used for thousands of years for its calming, grounding, and emotionally balancing influences. Sponsor ID 1069994
From www.history.navy.mil/research/library/online-reading-room...
Typhoons and Hurricanes: Pacific Typhoon at Okinawa, October 1945
On 4 October 1945, a typhoon was spotted developing in the Caroline Islands and tracked as it moved on a predictable course to the northwest. Although expected to pass into the East China Sea north of Formosa on 8 October, the storm unexpectedly veered north toward Okinawa. That evening the storm slowed down and, just as it approached Okinawa, began to greatly increase in intensity. The sudden shift of the storm caught many ships and small craft in the constricted waters of Buckner Bay (Nakagusuku Wan) and they were unable to escape to sea. On 9 October, when the storm passed over the island, winds of 80 knots (92 miles per hour) and 30-35 foot waves battered the ships and craft in the bay and tore into the quonset huts and buildings ashore. A total of 12 ships and craft were sunk, 222 grounded, and 32 severely damaged. [for listing of vessels] Personnel casualties were 36 killed, 47 missing, and 100 seriously injured. Almost all the food, medical supplies and other stores were destroyed, over 80% of all housing and buildings knocked down, and all the military installations on the island were temporarily out of action. Over 60 planes were damaged as well, though most were repairable. Although new supplies had been brought to the island by this time, and emergency mess halls and sleeping quarters built for all hands, the scale of the damage was still very large. If the war had not ended on 2 September, this damage, especially the grounding and damage to 107 amphibious craft (including the wrecking of four tank landing ships, two medium landing ships, a gunboat, and two infantry landing craft) would likely have seriously impacted the planned invasion of Japan (Operation Olympic).
Extract on the Typhoon from Commander in Chief, Pacific Fleet and Pacific Ocean Areas report on the Surrender and Occupation of Japan
Annex A.
Typhoon "Louise" The 9 October 1945 Storm at Okinawa.
On 4 October a typhoon developed just north of Rota as a result of a barometric depression and the convergent flow of equatorial air and tropical air. Guam Weather Central called the storm of apparently weak intensity "Louise" and put out the first weather advisory on it at 041200Z, with further advisories following at intervals of six hours. Up to that time of the 16th advisory (080600Z), the storm was following a fairly predictable path to the NW, and was expected to pass between Formosa and Okinawa and on into the East China Sea. At this time, however, the storm began to veer sharply to the right and head north for Okinawa. The 17th advisory at 081200Z (081100I) showed this clearly, and units began to be alerted for the storm late in the evening of the 8th. The forecast for Okinawa was for winds of 60 knots, with 90 knot gusts in the early morning of 9 October, and passage of the center at 1030(I).
"Louise", however, failed to conform to pattern, and that evening, as it reached 25º N (directly south of Okinawa) it slowed to six knots and greatly increased in intensity. As a result, the storm which struck in the afternoon of the 9th has seldom been paralleled in fury and violence; the worst storm at Okinawa since our landings in April.
The sudden shift of the storm 12 hours before its expected maximum , from a predicted path 150 miles west of Okinawa to an actual path that brought the center of the storm less than 15 miles east of Okinawa's southeast coast, caught many craft in the supposedly safe shelter of Buckner Bay without time to put to sea far enough to clear the storm. The ninth of October found the Bay jammed with ships ranging in size from Victory ships to LCV(P)s. All units, both afloat and ashore, were hurriedly battening down and securing for the storm.
By 1000 the wind had risen to 40 knots, and the barometer was down to 989 millibars, visibility was less than 800 yards, the seas were rising, and the rain was coming down in torrents, liberally mixed with salt spray. By 1200, visibility was zero, and the wind was 60 knots from the east and northeast, with tremendous seas breaking over the ships. Small craft were already being torn loose from their anchors, and larger ships were, with difficulty, holding by liberal use of their engines. At 1400 the wind had risen to 80 knots, with gusts of far greater intensity, the rain that drove in horizontally was more salt than fresh, and even the large ships were dragging anchor under the pounding of 30 to 35-foot seas. The bay was now in almost total darkness, and was a scene of utter confusion as ships suddenly loomed in the darkness, collided, or barely escaped colliding by skillful use of engines, and were as quickly separated by the heavy seas. Not all ships were lucky; hundreds were blown ashore, and frequently several were cast on the beach in one general mass of wreckage, while the crews worked desperately to maintain watertight integrity and to fasten a line to anything at hand in order to stop pounding. Many ships had to be abandoned. Sometimes the crews were taken aboard by other ships; more often they made their way ashore, where they spent a miserable night huddled in caves and fields. A few were lost.
By 1600 the typhoon reached its peak, with steady winds of 100 knots and frequent gusts of 120 knots. At this time the barometer dipped to 968.5 millibars. This was the lowest reading that the barometers recorded, and was probably the point of passage of the center of the typhoon, but the maximum winds continued unabated for another two hours, the gusts becoming more fierce, if anything. During this period, the wind shifted to the north, and then to the northwest, and began to blow ships back off the west and north reefs of the Bay and across to the south, sometimes dragging anchor the entire way. These wild voyages by damaged ships caused a nightmare series of collisions and near escapes with other drifting ships and shattered hulks.
A typical experience was that of FLAGLER (AK). Her anchors dragged at 1200, and despite the use of both engines she was blown ashore a mile north of Baten Ko by 1315, colliding with LST 826 on the way. Grounded, she began to pound, and all power was lost. At 1710, as the wind changed, FLAGLER was blown off the reef and back across the bay, grazing a capsized YF and continuing on, with a 13º port list, no power, and the lower spaces and after engine room beginning to flood. One anchor was lost, the other dragged across the bay. By 1800 she had moved two miles across the bay and had grounded on the east side of Baten Ko, alongside a DE hulk. Lines were made fast to the DE, but flooding continued, and AT 0545 ship was abandoned. A small party remained on board, however, and successfully stopped flooding as the typhoon subsided. FLAGLER was later salvaged.
Many other ships had similar stories. SOUTHER SEAS (PY) rammed or was rammed by five other ships, before sinking. NESTOR (ARB) was forced to start maneuvering as early as 1020, in order to avoid INCA (IX), which had started to drag at 0950. In dodging INCA, NESTOR slipped nearer to the beach, and was forced to put all engines ahead one third in order to hold position on her anchor. At 1230 NESTOR again had to maneuver to narrowly avoid a collision with LST 826, which was dragging anchor very rapidly; but in so doing, NESTOR nearly ran down ARD 27. Another LST, the 823, was being slowly driven towards NESTOR. While maneuvering clear of 823, NESTOR's anchor chain fouled the buoy to which an LCI was secured, and NESTOR had to slip her anchor chain. Despite the full use of all engines, NESTOR was being driven on shore by the increasing winds. The starboard anchor was let go but would not hold, and in clearing two more ships dragging anchor (ARD 22 and LCI 463), NESTOR moved perilously close to the beach. At this time the winds were constantly rising, seas were breaking clear over the ship, and the conn was being deluged with salt water and torrents of rain.
No sooner had the last two ships been cleared than YP 289 closed dead ahead, and it became necessary to back all engines to avoid a collision, but this put NESTOR so close to the beach that she soon grounded. It was now 1345, only an hour and a quarter after first dodging LST 826. While grounded, NESTOR was struck by YF 1079, was holed, and began to pound badly. At 1420 a sudden shift of wind drove NESTOR off the beach, flipped her around end for end, and drove her back on the beach alongside OCELOT (IX 110). Breakers 20 to 30 feet high now pounded NESTOR, flooding all starboard compartments aft of frame 25. At 1530 the wind again shifted, driving NESTOR's stern against APL 14, completely crushing the stern, while the bow penetrated the side of OCELOT at frame 10. A few minutes later, NESTOR settled in 24 feet of water. At 1945 all personnel and records were evacuated to APL 14.
Conditions on shore were no better. Twenty hours of torrential rain soaked everything, made quagmires of roads, and ruined virtually all stores. The hurricane winds destroyed from 50% to 95% of all tent camps, and flooded the remainder. Damage to Quonset huts ran from 40% to 99% total destruction. Some of these Quonsets were lifted bodily and moved hundreds of feet; others were torn apart, galvanized iron sheets ripped off, wallboarding shredded, and curved supports torn apart. Driven from their housing, officers and men alike were compelled to take shelter in caves, old tombs, trenches, and ditches in the open fields, and even behind heavy road-building machinery, as the wind swept tents, planks, and sections of galvanized iron through the air.
At the Naval Air Bases some 60 planes of all types were damaged, some of which had been tossed about unmercifully, but most of which were reparable. Installations suffered far more severely. The seas worked under many of the concrete ramps and broke them up into large and small pieces of rubble. All repair installations were either swept away or severely damaged. At Yonobaru, all 40' by 100' buildings were demolished, the same being true at the NATS terminal. Communication and meteorological services were blown out at most bases by 1900.
The storm center of typhoon "Louise" passed Buckner Bay at about 1600, from which time until 2000 it raged at peak strength. The storm was advancing at the rapid rate of 15 knots in a northerly, then northeasterly, direction, and by 2000 the center was 60 miles away. The winds gradually began to subside. Conditions in Buckner Bay were at this time somewhat improved by the wind's having veered to the northwest across the land mass of Okinawa, which reduced the size of the seas, and probably saved many more damaged ships from being driven off the reefs and sunk in deep water. Nevertheless, the subsidence at 2000 was a relative one, from "super-typhoon" to typhoon conditions, with steady winds of 80 and 60 knots throughout the night, and some gusts of higher velocity. A wild, wet, and dangerous night was spent by all hands, afloat or ashore. It was not until 1000 on the 10th that the winds fell to a steady 40 knots and rains slackened.
Having left Okinawa, the storm proceeded NNE on a curving track. Ships of occupation groups anchored in Amami O Shima anchorage had a rough time, with winds over 70 knots; and Japan, from Nagasaki to Tokyo, was alerted for the storm. On the night of 10-11 October, "Louise" ran into cold air from over Japan; as a result the center of the typhoon occluded, moved aloft to the north, and eventually dissipated. Our forces from Nagasaki to Wakayama experienced winds of 40 to nearly 60 knots on the 11th and 12th. Ships at sea were enabled to maneuver clear of the worst of the storm, and sustained only minor damage, despite heavy seas.
This ended typhoon "Louise", but the damage it left behind on Okinawa was tremendous. Approximately 80% of all housing and buildings were destroyed or made unusable. Very little tentage was salvageable, and little was on hand as a result of previous storms. Food stocks were left for only 10 days. Medical facilities were so destroyed that an immediate request had to be made for a hospital ship to support the shore activities on the island.
Casualties were low, considering the great numbers of people concerned and the extreme violence of the storm. This was very largely due to the active and well directed efforts of all hands in assisting one another, particularly in evacuation of grounded and sinking ships. By 18 October, reports had been sifted and it was found that there were 36 dead and 47 missing, with approximately 100 receiving fairly serious injuries.
The casualty list of ships was far greater. (See Appendix III following). A total of 12 ships were sunk, 222 grounded, and 32 damaged beyond the ability of ships' companies to repair. ComServDiv 104 under Commodore T.J. Keliher, was assigned to the salvage work. By 19 November, 79 ships had been refloated, and 132 were under repair. The remaining 53 badly damaged vessels still afloat had been, or were being, decommissioned, stripped, and abandoned. On 14 November, ComServPac, (Vice Admiral W. W. Smith) inspected the damage, and decided that only 10 ships were worth complete salvage, out of some 90 ships with major work to be done on them. This decision was made chiefly because similar types of ships were rapidly being decommissioned in the United States, and the cost of salvage would have been excessive for unneeded ships.
Repair work went on rapidly ashore. As a result of the experience in the earlier typhoon in September, extra stocks of food and tentage were to be stored on Okinawa. These were enroute on 9 October, and in less than a week after the storm, supplies were fairly well built up; emergency mess halls and sleeping quarters had been erected for all hands, and 7500 men had been processed for return to the United States.
Parked at Ontario since the FAA grounding of all MD-11s following the deadly crash of UPS/5X 2976 at Louisville.
Electromagnetic exposure causes so many health issues. But, we have a little option to avoid this radiation. You cannot stop the advancement of technologies because it stalls the growth of a nation. You need to find a middle way that allows you to welcome new-age technologies and devices that do not pose a threat to your health. Do you know that your head stays in continuous exposure to EMF? When you are talking over your phones or listening to your favorite music through headphones, your head exposes to electromagnetic fields. We all know about EMF and health issues. So, you must take necessary measures that keep you away from the harmful radiation.
Gladly Zyanya gently grapples through the new green growth, looking gorgeous in the green glade of Grounding Grass
Even boats need regular grounding for safety sake! Prov 29:17 says
"Discipline your son, and he will give you rest; he will give delight to your heart." (ESV)
The beginning of 2024 has not been a good start to The Boeing Company after suffering a major setback following the accident involving an Alaska Airlines Being 737 MAX 9 on 5th January 2024, which saw the aircraft suffering a rapid decompression when the aft door plug blew out on climb out from Portland, Oregon. The resulting accident saw the US FAA issue an emergency airworthiness directive which were also implemented by other aviation agencies, and the eventual grounding of Boeing 737 MAX 9s featuring the plugged doors.
The investigation relating to Alaska Airlines Flight 1282 remains ongoing with the US NTSB being the lead investigators of the accident; however, information continues to come out relating to the accident and the wider issues surrounding Boeing and the use of subcontractors, in this case, Spirit AeroSystems who manufacture the Boeing 737 fuselages.
Since the accident, both Alaska Airlines and United Airlines, the biggest operators of the Boeing 737 MAX 9 at the time of writing noted loose bolts where the plug door assembly is located. Prior to the accident, there have issues relating to missing rivets from select Boeing 737 fuselages that were manufactured by Spirit AeroSystems leading to Boeing's Renton factory to delay deliveries for additional inspections to fuselages when they undergo final assembly.
The case of the incident airframe recently came to light and has been reported by the reputable The Air Current aviation news site; essentially this airframe was amongst the number of fuselages that were inspected by Boeing during final assembly which also saw the aft plug door being removed and incorrectly reinstalled following inspection and prior to delivery... At no time following delivery did Alaska Airlines inspect or remove the plug door during inauguration into traffic.
As airlines have continued to inspect the Boeing 737 MAX 9s and Boeing issuing guidance to resolve these issues, the US FAA have recently lifted the grounding of the Boeing 737 MAX 9s, on the proviso that they have been thoroughly inspected and there are no defects with the plug door. As of 25th January 2024, Copa Airlines were the first airline to reintroduce select Boeing 737 MAX 9s back into service, with Alaska Airlines expected to return their Boeing 737 MAX 9s into service as early as 26th January 2024, and United Airlines reintroducing theirs no later than 28th January 2024.
The grounding has caused further damage to Boeing's reputation, the company still grappling following the 2 previous Boeing 737 MAX 8 accidents in late-2018 and early-2019, the ongoing delayed certification of the Boeing 737 MAX 7, Boeing 737 MAX 10 and the Boeing 777X, as well as slow deliveries of the Boeing 787 following the restarting of their production. Airlines have gone on record to express their dissatisfaction with Boeing over recent issues. Alaska Airlines have also faced criticism for not inspecting the aircraft following delivery from Boeing, and the subject to joke in a sketch by Saturday Night Live.
The FAA as a result of the accident will increase oversight relating to the production of Boeing 737 MAX airframes, to ensure due diligence with quality control inspections; any increase in production rate to the narrow-body jet won't go-ahead unless meeting requirements by the FAA. This year will be make or break for Boeing...
Currently, Alaska Airlines operates 232 Boeing 737s, which includes which includes 11 Boeing 737-700s, 3 Boeing 737-700BDSFs, 59 Boeing 737-800s, 2 Boeing 737-800BCFs, 12 Boeing 737-900s, 79 Boeing 737-900ERs, one Boeing 737 MAX 8 and 65 Boeing 737 MAX 9s. Alaska Airlines have 14 Boeing 737 MAX 8s, 15 Boeing 737 MAX 9s and 102 Boeing 737 MAX 10s on-order.
November Nine Two Zero Alpha Kilo is one of 65 Boeing 737 MAX 9s operated by Alaska Airlines, delivered new to the carrier on 20th September 2021 and she is powered by 2 CFM International LEAP-1B28 engines.
Boeing 737-9 MAX N920AK powers out from Runway 25R at Los Angeles (LAX), California on AS1263 to Redmond Municipal-Roberts Field (RDM), Oregon.