Category: Aircraft

The beauty of flight.

Not, perhaps, in quite the way you might be anticipating!

A couple of weeks ago, I forwarded an item to my son, an airline Captain for some years now, that I read on the Big Think website. It was an item called The Accidental Beauty of Flight Paths.

The Accidental Beauty of Flight Paths
by FRANK JACOBS NOVEMBER 5, 2014

There is more between heaven and earth than bird migrations and weather fronts. These maps capture the poetic beauty of something utterly mundane and usually invisible: the flight patterns of the planes that bring us from airport A to airport B.

We live in the age of mass air travel. At any given moment, there are about 10,000 commercial planes airborne, carrying an estimated half a million passengers across the skies. We also live in the era of Big Data. Which means that the movements of those thousands of planes can be followed in real time on websites such as Plane Finder and Flightradar24.

London and the pretty holding patterns around its airports: Heathrow (LHR), Gatwick (LGW), City (LCY), Luton (LTN), Stansted (STN) and Southend-on-Sea (SEN).
London and the pretty holding patterns around its airports: Heathrow (LHR), Gatwick (LGW), City (LCY), Luton (LTN), Stansted (STN) and Southend-on-Sea (SEN).

You can read the full article here.

Alex, my son, then replied with a link to this item on the UK NATS website: Take a guided tour around UK airspace.

The skies above the UK have been brought to life like never before in a video showing a day of air traffic in less than three minutes.

Created from actual radar data showing over 7,000 flights, the video graphically illustrates the daily task facing air traffic controllers and the airspace features that help make it all work.

 

It finishes with an overview of the structure of UK airspace, highlighting the major air routes and showing how this ‘invisible infrastructure’ helps underpin the entire operation.

Matt Mills, NATS Head of Digital Communications, said: “We’ve made data visualisations in the past, but we wanted to now take people on a deeper journey into what makes UK airspace work and some of its important features.

Airspace might be the invisible infrastructure, but it is every bit as important as the airports and runways on the ground.

Created by air traffic management company, NATS, the video takes viewers on a unique tour of some of the key features of UK airspace – from the four holding stacks over London and the military training zones above Wales, to the helicopters delivering people and vital supplies to the North Sea oil and gas rigs.

It is a fascinating video.

Seventy years – Just like that!

1944 to 2014 in what seems like the blink of an eye.

At 7:30am UTC on November 8th, 1944 in the antenatal ward of Hampstead Heath General Hospital,  North-West London, yours truly took his first lung-full of air.

It would be impossible to list all the memorable things that have happened in these last seventy years and, anyway, it would bore your pants off!

So all I want to reflect upon were those first six months, despite me not remembering any moment of them.

For on May 8th, 1945 World War II ended.

Here’s the historic announcement by Sir Winston Churchill.

The Allies accepted the unconditional surrender of the defeated Third Reich on May 8, 1945. This brought an end to the Second World War in Europe after 2074 days.

My mother, still very much alive at the age of 94, recalls that on hearing that announcement from Churchill she looked down at me and knew her young baby boy wasn’t going to be killed by a German bomb.

By no means was this a theoretical concern of hers. For in much of the preceding months the Germans had been hammering London with their V-1 “Buzz Bombs”. As this historic photograph shows.

A V-1, “buzz bomb”, plunging toward central London, 1945.
A V-1, “buzz bomb”, plunging toward central London, 1945.

 

This bomb landed on a side road off Drury Lane blasted several buildings, including the office of the Daily Herald. Known as the Flying bomb, Buzz bomb or Doodlebug, V-1 was the first modern guided missile used in wartime and the forerunner of today’s cruise missile. The V-1 (and later V-2 ) added a new terror to an already terrible war – robot missiles. Once launched, these weapons flew without human intervention to strike distant targets.

Circumstances meant that my mother was living in North-West London when I was born and that’s where I was brought up for the first two years of my life.  Still remember the address: 17 Burnside Crescent, Alperton, North-West London.

Burnside Crescent was close to factories that were being targeted by the Germans.  That meant that at night my mother and I slept in what was called a Morrison shelter.

An indoor Morrison shelter.
An indoor Morrison shelter.

As if to underscore the hazards of early-1945 London, the photograph below is of a young boy, Toni Frisell, the sole family survivor from a V-1 bombing in 1945.

Toni Frissell London bombing 1945 wonder where he is now?
Toni Frissell – wonder where he is now?

So here I am still a living being and still loving my life.

How to close?

By coming all the way forward to modern times and the incredible technology that enables so much. Not just the world of blogging but such things as NASA’s Scientific Visualization Studio from where this compelling video was taken.

I wrote about my first six months that were not remembered one jot!

This quote, therefore, seems an apt statement for the end of today’s post.

“Time moves in one direction, memory in another.”

Quote from the author William Gibson

Thank you, Ben!

A thank you to all those that work so hard to stop fires from getting out of control.

I am drafting this post at a little after noon on the 4th., i.e. early afternoon yesterday.

It is yet another dry, hot day in a long run of hot, dry days. Our local online weather service, GrantsPassWeather.com, informs me that the temperature this afternoon (i.e. yesterday) is forecast to be a high of 93 deg F. or 34 deg C.  We last had monthly rain totals of more than an inch back in March.  At the top of the home page of Grants Pass Weather is a bold red banner proclaiming a Red Flag Warning for three counties: Jackson, Josephine and Eastern Curry.  We live in Josephine County and clicking that banner reveals:

Details:

…RED FLAG WARNING REMAINS IN EFFECT UNTIL 10 PM PDT THIS EVENING FOR COMBINATION OF STRONG WINDS AND LOW RELATIVE HUMIDITIES FOR FIRE WEATHER ZONES 280…281…617…619…620…621…622 AND 623…

* AFFECTED AREA: FIRE WEATHER ZONES 80…281…617…619…620…621…622 AND 623.

* HUMIDITY…MINIMUM RELATIVE HUMIDITY AT 10 TO 20 PERCENT FOLLOWED BY RECOVERIES TONIGHT AT 20 TO 40 PERCENT.

* WIND…NORTHEAST TO EAST WINDS 10 TO 20 MPH THROUGH THIS EVENING THEN 5 TO 15 MPH OVERNIGHT.

* IMPACTS…POSSIBLE PLUME DOMINATED BEHAVIOR ON ACTIVE FIRES AS STRONG WINDS AND LOW RELATIVE HUMIDITIES THROUGH THIS EVENING WILL CAUSE FIRES TO SPREAD VERY RAPIDLY.

* VIEW THE HAZARD AREA IN DETAIL AT HTTP://GO.USA.GOV/ZYV5

Information:

STRONG WINDS AND LOW RELATIVE HUMIDITIES WILL CAUSE FIRES TO SPREAD VERY RAPIDLY.

Little after 7am a few weeks ago - looking out to North-East.
Little after 7am a few weeks ago – looking out to North-East. Picture taken from the rear deck of our house near Merlin, Oregon.

Does this focus the mind?  You bet! The trees in the foreground of the above photograph are within our property. Our house is surrounded by tall oaks, pines and fir trees.

Now stay with me through what, at first, may seem like a disconnected change of topic.

Long, long time ago Jean met Ira Weisenfeld, a young vet making his way in the world.  Jean’s passion for rescuing feral street dogs meant that she was a more active user of a vet’s services than the average pet owner.  Jean and Ira became very good friends.

Earlier on this year, we had the pleasure of the company of Ira’s daughter, Amber, who came to see us with the man in her life, Ben Elkind.

Fast forward to the 1st September and Amber sent us the following email:

Hello Paul and Jean!

Hope you guys are doing well. Here is a BBC story about smokejumpers in Redding, CA where Ben works, he is interviewed too. Thought you might like it! Hope you had a wonderful summer. I just finished the boundary water canoe trip with Dad, it was very good.
Take care,
Amber

That BBC story explains:

Forest fires kept at bay in US by elite ‘smokejumpers’

26 August 2014 Last updated at 00:48 BST

The drought that has gripped much of the American West shows no sign of abating – yet despite the tinder-box conditions, so far less land in the region has been lost to wildfires in 2014 than in recent years.

That is partly due to an aggressive strategy to stop smaller forest fires before they become too big to handle.

At the frontline of this effort are the smokejumpers, airborne firefighters who parachute into the wilderness to get the blazes under control.

It’s a dangerous job for an elite group of highly-trained men and women. The BBC spoke to three smokejumpers – Ben Elkind, Gretchen Stumhofer and Luis Gomez – at their base in Redding, California.

Produced by the BBC’s Jack Garland.

Additional footage courtesy of Ben Elkind and Tye Erwin

Here is that film report.

Aviation nostalgia alert!

The fabulous story of the restoration of a British Navy Supermarine Seafire Mk.XV

From time to time I let on that in the past I was a keen private pilot and before that a glider (sailplane) pilot.  My son has been a commercial airline pilot for many years.  Inevitably, one gets to know other pilots, a few of whom become firm friends.  One such friend is Bob Derham who recently sent me this story about the restoration of a Supermarine Seafire.  For anyone interested in classic aircraft, the story of this particular aircraft is fascinating.

Seafire Mk. XV
Seafire Mk. XV

While WikiPedia has a good description of the type, there’s a fine description of this particular aircraft over at the Salute website, (the photo above came from that website) from which I offer:

Supermarine Seafire Mk. XV

This airplane is one of only four known Seafire Mk. XVs to exist in the world and it may be the only flying Supermarine Seafire Mk. XV in the world. Dr. Wes Strickler’s immaculate Supermarine Seafire Mk. XV (also known as the “hooked Spitfire”) is based in Columbia, MO, was restored by Jim Cooper, and made its first post-restoration flight in 2010. The Supermarine Seafire was a naval version of the Supermarine Spitfire specially adapted for operation from aircraft carriers. The Seafire’s mission was primarily as a short range interceptor. The name Seafire was derived by abbreviating the longer name “Sea Spitfire”.

The Mk XV variant of the Seafire was powered by a Griffon VI (single-stage supercharger, rated at 1,850 hp driving a 10 ft 5 in Rotol propeller. It appeared to be a naval Spitfire F Mk XII but was an amalgamation of a strengthened Seafire III airframe and wings with the wing fuel tanks, retractable tailwheel, larger elevators and broad-chord “pointed” rudder of the Spitfire VIII. The engine cowling was from the Spitfire XII series, being secured with a larger number of fasteners and lacking the acorn shaped blister behind the spinner. A vee-shaped guard forward of the tailwheel prevented arrestor wires getting tangled up with the tailwheel.

One problem which immediately surfaced was the poor deck behavior of this mark, especially on take-off. At full power the slipstream of the propeller, which swung to the left (as opposed to the Merlin, which swung to the right), often forced the Seafire to swing to starboard, even with the rudder hard over on opposite lock. This sometimes led to a collision with the carrier’s island. The undercarriage oleo legs were still the same as the much lighter Merlin engined Spitfires, meaning that the swing was often accompanied by a series of hops. This undercarriage also gave it a propensity of the propeller tips “pecking” the deck during an arrested landing and occasionally bouncing over the arrestor wires and into the crash barrier.

Wing span: 36ft 10in. Max takeoff weight: 7,640 lb. Max speed: 359 mph. Power: 1,850 hp.

This is an example of incredible dedication!
This is an example of incredible dedication! Jim Cooper in front of the Seafire.

When you watch the film, Jim Cooper makes it clear that there were others on the restoration project.  But the film also makes it clear that without Jim this beautiful aircraft would never have been restored, let alone restored to a flying machine.

Settle back and enjoy!

Uploaded on Aug 18, 2010 by Scott Schaefer

“While Sarah Hill and I were taping the first Central Missouri Honor Flight special in the Ozark Hangar at Columbia Regional Airport in January 2009, I noticed Jim Cooper working on a plane in the corner of the hangar. I love airplanes and this sight piqued my interest.

The corner was enclosed by plastic from floor to ceiling and inside sat a plane, wings folded toward the ceiling and a paint job that left more to be desired. It was the Seafire XV – one of only a handful still in existence. As soon as I saw the plane and learned a few facts about it, I knew I wanted to do a story on it and follow Cooper through the rest of the restoration process.

Cooper had already been working on the Seafire for nearly a year and half by the time we met, but there was still plenty of work that had to be done. I started shooting that night and throughout the next year and half, whenever Cooper would move to a different stage in the restoration, he’d call and I would head to the hangar to shoot video. I didn’t shoot every part of the process, but tried to capture the big ones ?cleaning the plane, painting, revealing the paint job, testing the landing gear, testing the engine and of course the first flight.

After 10 trips to the airport, 130 miles and nearly 6 hours of video, it was time to start the editing process. Once all the video was in the system, I spent 14 hours typing the details from of every sound and interview captured in the video. That log was essential in writing the story. I needed to know exactly what was said in order to organize everything into a story that would hopefully hold people’s interest. After I had a rough script written, I began to edit the video. After about 15 hours in the edit bay tweaking every little audio and video cut? then re-tweaking them? I was finally finished. Nineteen months later. It was a tough job picking the best four minutes from six hours of video, but in the end, I think I accomplished what I set out to do.”

Leave you with another photograph.

One of a kind!
One of a kind!

 

If you wanted to see the aircraft in the air, then it will be at this year’s EAA OSHKOSH.  I’ve always wanted to go but never made it! Anyone fancy baby-sitting some dogs and horses around the end of July? 😉

Thanks Bob for sending me the video link.

Nostalgic times.

Flying the Piper Super Cub

Last Saturday, I posted an item that included a great video about the Air-Cam sports aircraft.  I succumbed to a bout of nostalgia in that I dipped into both my old gliding and flying log-books.  As I wrote:

 My last (powered) flight was in a Piper Super Cub, registration R-151, a flight of 1 hr 40 mins from Kemble returning to Watchford Farm, where the Cub was based.

I ‘warned’ readers that today’s post would offer some more about that wonderful aircraft; Piper Super Cub R-151.

ooOOoo

Approaching home in South Devon, England
Approaching home airfield in South Devon, England

Piper Super Cub, L-21B, R-151

A/C Construction No. 18-3841, Frame No. 18-3843

Original Engine, Lycoming 135 Type 0-290-D2, 54/2441

R-151 was one of a batch of 298 L-21’s delivered in 1954. There were 584 L-21B’s produced by Piper for military use, the ‘L’ standing for Liaison. The L-21B’s were PA-18-135’s with civil Lycoming 0-290-D2 engines, glasswork as most L-21A’s and L-18’s and a gross weight of 1760 lbs.

This aircraft was delivered to Koninklijke Luchtmacht, Dutch Air Force, on the 1st July, 1954 and registered R-151. After various homes, R-151 transferred to the Dutch civil register as PH-GER, on the 1st April 1976 with 4,458 hours. Shortly thereafter the aircraft was registered to Vliegclub Hoogeveen, Certificate Number 2380.  Amazingly, the club is still in existence as their website shows.

On the 27th March, 1981 the aircraft was delivered to the UK with a total time of 5,043 hours and in September, 1981 became G-BIYR. In April, 1983 G-BIYR was the first of type to be given a Public Transport CofA (Certificate of Airworthiness) and was used for training at Tollerton; Nottingham. G-BIYR reverted to a Private CofA in January, 1984 when purchased by Mike and Barbara Fairclough from Devon at 5,120 hours.

In 1992, the aircraft was re-engined with a Lycoming 150HP, 0320-A2B No. L49809-27A (zero hours). Finally on the 2nd June, 1995 the aircraft was repainted in original Dutch insignia and given CAA (UK Civil Aviation Authority) permission to use the original call-sign, Romeo 151.

The aircraft is based in South Devon, England and owned by the five members of the Delta Foxtrot Flying Group.

More pictures.

Flying in the French Alps, Mt Blanc in sight
Flying in the French Alps, Mt Blanc in sight

oooo

9,300 ft up in the French Alps
9,300 ft up in the French Alps

oooo

This last photograph was taken shortly after Pharaoh decided to jump into the passenger’s seat.  The year was 2006 when Pharaoh was 3 years old.  As much as I was tempted, I resisted the urge of taxying him around the airfield!

P1000357.s
Rather like the view from here, Dad!

Now for something completely different!

Echoes of a past life.

A few days ago, dear friend Suzann, sent me an item about a wonderful new light aircraft.  (It was Su and Don who invited me to Mexico in December, 2007 that resulted in me and Jeannie meeting!)

Before I explain what Su sent me, allow me a few moments of nostalgia.

'K7' glider.
‘K7’ glider.

I have a gliding (sailplaning in US speak) log book that has the following entry at the top of page 1:

Flights 1 & 2. June 7th 1981. K7 dual seat glider. Rattlesden Gliding Club, Suffolk. Winch launch. Total flight time 12 minutes.

Those flights started a love affair with flying.

I have a powered-flight log book that has the following entry at the top of page 1.

March 3rd, 1984. Cessna 150. Reg: G-BGAF. Capt: Martin Lowe. Ipswich Airport – local flight 1325 – 1355. Exercises 4,5.

I continued glider flying, becoming an instructor along the way, until my last flight, flight number 1,424, on the 19th December, 1992; again from Rattlesden.

I continued power flying until the 4th August, 2008, a short time before I left the UK to be with Jean in Mexico.  My last flight was in a Piper Super Cub, registration R-151, a flight of 1 hr 40 mins from Kemble returning to Watchford Farm, where the Cub was based.

My son, Alex, shared my love of flying as a young man and is now a Senior Captain with a British airline.

G-EWFN, a Socata TB20.
G-EWFN, a Socata TB20.

Anyway, all of which is a rather long preamble to this.

What a fabulous aircraft!  The relevant website is, unsurprisingly, the Air-Cam site.

(Come back on Monday for some more recollections about flying the Piper Super Cub!)

Interesting few days!

Well at least it isn’t boring!

Last Friday, the 26th, the area where we live in Oregon, that is Merlin just to the North-West of Grants Pass, Oregon, experienced a significant thunder and lightning storm.  The challenge was that the storm had very little associated rain and, as a consequence, a number of fires were started in the tinder-dry forest.

We were not really aware of these fires over the week-end.

Then on Monday morning, our microwave internet linked failed.  I went next door to our neighbours (thanks Dordie and Bill) and borrowed their PC to post a Loss of Service notice around 2pm on that Monday.  That’s also when I heard that one of the fires, named the Brimstone Fire, had started less than a couple of miles away from where we live – h’m-mm!

The edge of the smoke cover.
The edge of the smoke cover.

Later on that evening, the first of a great number of helicopter fire dousing flights flew by overhead.

Returning to refill at Grants Pass Airport.
Returning to refill at Grants Pass Airport.

The wind was creating some interesting cloud waves in the smoke cover.

Wave cloud - in the smoke cover.
Wave cloud – in the smoke cover.

Then as each day passed the air became more and more smoke filled.  Reliable reports had said that the smoke cover had expanded to Northern California.

Here’s a picture taken yesterday morning of the ground that drops away from the house!

About a quarter-mile visibility, frequently worse!
About a quarter-mile visibility, frequently worse!

But at least our internet service has been restored enabling me for the first time to access the Fire Incident website, from which I read at 4:40 pm yesterday, the following.

Incident Overview

The 1,600-acre Brimstone Fire, located 5 miles west of Sunny Valley, made no significant movement late Tuesday or overnight. Crews coming in from night shift said planned fireline improvement on the north and southeast corners was completed, and burnouts in those same areas were successful. Nearly 800 people are assigned to the Brimstone Fire’s suppression effort. Specifically, 29 crews, 26 wildland fire engines, seven bulldozers and nine water tenders are divided between the day and night shifts. The weather has been calm and this has helped reduce fire activity.  However, the heavy smoke layer has made it impossible to use helicopters on the fire.No evacuations have been announced for residential areas around the fire area, but structural fire protection personnel have assessed homes should an evacuation become necessary. To find out more about evacuation planning, call the Josephine County Emergency Operations Center (EOC) at (541) 474-5305.Firefighters ask that the public not use roads in the Upper Quartz Creek Rd and Hogs Creek Rd areas because these roads are narrow and are being heavily used by fire engines, trucks hauling water, and bulldozers.

Basic Information
Incident Type: Wildfire
Cause: Lightning
Date of Origin: Monday July 29th, 2013 approx. 02:00 AM
Location: 10 miles northwest of Merlin, OR
Incident Commander: Chris Cline
Current Situation
Total Personnel: 773
Size: 1,600 acres
Percent Contained: 10%
Fuels Involved: Mixed conifer and hardwood trees of widely varied ages, snags (dead, standing trees), brush and logging slash.
Fire Behavior: Torching and short-range spotting. The fire is difficult to see due to smoky conditions.
Significant Events: Three roads are closed because fire engines and other equipment are using the roads. The closed roads are Hog Creek, Quartz Creek and Angora Creek.
Outlook
Planned Actions: Improve the fire line and strategically burn out unburned areas inside the fire line.
Growth Potential: High
Terrain Difficulty: High
Current Weather
Wind Conditions 10 mph NW
Temperature 85 degrees
Humidity 31%

Well at least I can settle down and work my way through 130+ emails!!

AGW – summing up.

“If there’s any doubt, there’s no doubt!”

I opened the first post on Monday with the sub-heading: “Certainty is perfect knowledge secure from error or doubt.” going on to write that, “Whatever your views on the effect of man’s behaviours on our planet’s climate, it’s a long way from the logical idea of ‘2 + 2‘!”

Within that very strict definition, I remain unmoved.  The argument that mankind is the cause of the present change in the climate of Planet Earth is not certain!

However, if only life was that simple! The change in our planet’s atmosphere is possibly the most emotionally-laden topic of all time.  For some reason that quotation attributed to Hiram Johnson comes to mind, “The first casualty when war comes is truth.” because the supporters and deniers of AGW are engaged in what amounts to a verbal war.

Each side can draw on much information.

For example, a very recent article in The New York Times by their Justin Gillis offered this:

The rise in the surface temperature of earth has been markedly slower over the last 15 years than in the 20 years before that. And that lull in warming has occurred even as greenhouse gases have accumulated in the atmosphere at a record pace.

The slowdown is a bit of a mystery to climate scientists. True, the basic theory that predicts a warming of the planet in response to human emissions does not suggest that warming should be smooth and continuous. To the contrary, in a climate system still dominated by natural variability, there is every reason to think the warming will proceed in fits and starts.

But given how much is riding on the scientific forecast, the practitioners of climate science would like to understand exactly what is going on. They admit that they do not, even though some potential mechanisms of the slowdown have been suggested. The situation highlights important gaps in our knowledge of the climate system, some of which cannot be closed until we get better measurements from high in space and from deep in the ocean.

As you might imagine, those dismissive of climate-change concerns have made much of this warming plateau. They typically argue that “global warming stopped 15 years ago” or some similar statement, and then assert that this disproves the whole notion that greenhouse gases are causing warming.

Rarely do they mention that most of the warmest years in the historical record have occurred recently. Moreover, their claim depends on careful selection of the starting and ending points. The starting point is almost always 1998, a particularly warm year because of a strong El Niño weather pattern.

Dan Gomez, a long-time friend of over 40 years and a regular contributor to items on Learning from Dogs, wrote in a recent email,

I’m not sure what is meant by “believer”, Paul.  The Universe unfolds as it should.  Because many have been led to “believe” that AGW is inevitable and that all the facts are the ‘Truth”, we’ve created a religious substitute, almost a new “industry” with significant “tithing” obligations, etc. (e.g. Cap and Trade). Presumptions and facts are being manipulated to fulfill the prophecy.

Interesting to note in our daily lives, that weather prediction is very good 24-36 hrs out.  This drops precipitously just a few days out.  More than 7-10 days is nearly impossible. Even though both Europe and the USA have decreased CO2 levels by multiple percentage points over the last 20 years, the rest of the world does not care and the impact is very problematic.  Recently, CO2 gas has increased overall but heat has not. In the past, warming has occurred followed by CO2 levels increasing. Global politics and redistribution of wealth schemes continue to interfere with common sense.

Let’s just deal with the facts as Science reveals its secrets. New information is discovered every day about the interaction of the  Earth/Sun/Atmosphere/Lithosphere/Hydrosphere. New information is learned every day about the Universe.  These are not closed subjects. Climatology, meteorology, geology and solar system dynamics will continue to shape the Earth’s future for millennia to come whether Man is involved or not.

There is much in what Dan writes that has me nodding my head; stimulates my recollection of what Luther Haave and Derek Alker wrote in 2009:

With the explosion of knowledge, particularly in the past 100 years, each of us has found it a requirement for being successful, and to being able to earn a living, to concentrate our knowledge in an ever increasingly narrow field. Just as we have come to expect others to defer to our expertise in our narrow area, we have come to assume that we need to defer to others who have a deeper comprehension of seemingly complex topics such as the science related to climate change. [Apologies, can’t find the web link for this.]

However, if we broaden the perspective from that tight definition of certainty to an analysis of probabilities, then it all changes for me and I can embrace the views so strongly put forward by Martin Lack.

For example, Martin left a comment on Monday, “ACD is not a matter of opinion or belief; it is a matter of probability. As such, all that matters now is the extremely high probability that the scientific consensus is real, reasonable and reliable.”  That comment included a link to a discussion on the website Skeptical Science, Is the science settled? Let me quote from that:

Some aspects of the science of AGW are known with near 100% certainty. The greenhouse effect itself is as established a phenomenon as any: it was discovered in the 1820s and the basic physics was essentially understood by the 1950s. There is no reasonable doubt that the global climate is warming. And there is also a clear trail of evidence leading to the conclusion that it’s caused by our greenhouse gas emissions. Some aspects are less certain; for example, the net effect of aerosol pollution is known to be negative, but the exact value needs to be better constrained.

What about the remaining uncertainties? Shouldn’t we wait for 100% certainty before taking action? Outside of logic and mathematics, we do not live in a world of certainties. Science comes to tentative conclusions based on the balance of evidence. The more independent lines of evidence are found to support a scientific theory, the closer it is likely to be to the truth. Just because some details are still not well understood should not cast into doubt our understanding of the big picture: humans are causing global warming.

In most aspects of our lives, we think it rational to make decisions based on incomplete information. We will take out insurance when there is even a slight probability that we will need it. Why should our planet’s climate be any different?

That, ultimately, delivers for me what truly counts.

I am not a scientist; just a Brit living in Southern Oregon trying to make sense of the world while I still have a functioning head and body – time is not on my side! 😉  The powerful common-sense in the sentence, “Outside of logic and mathematics, we do not live in a world of certainties.” is beyond argument.

In the year 2012, the total number of passengers carried by US Airlines and other carriers in and out of the USA was a staggering 815 million people. 815,000,000 people!

Remember the sub-heading from the start of this post!  “If there’s any doubt, there’s no doubt!” Years ago I heard that from Bob Derham, a long-time friend and a commercial airline Captain since the time God was a boy!  It’s that cautious, safety-focused attitude that has made airline transport such an amazing mode of transport for all those millions of passengers.

Should we not travel with the same cautious, safety-focused attitude on the ‘vehicle’ that carries every man, woman and child; every animal, plant and living thing: Planet Earth!

The answer is obvious – more than obvious!

More on Pharaoh’s life.

What a wonderful relationship it has been.

Years ago if I was ever to own a dog, it had to be one breed and one breed only: a German Shepherd Dog.

The reason for this was that back in 1955 my father and mother looked after a German Shepherd dog called Boy.  Boy belonged to a lovely couple, Maurice and Marie Davies.  They were in the process of taking over a new Public House (Pub); the Jack & Jill in Coulsdon, Surrey.  My father had been the architect of the Jack & Jill.

Jack & Jill, Longlands Avenue, Coulsdon, Surrey
Jack & Jill, Longlands Avenue, Coulsdon, Surrey

As publicans have a tough time taking holidays, it was agreed that the move from their old pub to the Jack & Jill represented a brilliant opportunity to have that vacation.  My parents offered to look after Boy for the 6 weeks that Maurice and Marie were going to be away.

Boy was the most gentle loveable dog one could imagine and I quickly became devoted to him; I was 11 years old at the time.  So when years later it seemed the right time to have a dog, there was no question about the breed.  Boy’s memory lived on all those years, and, as this post reveals, still does!

Pharaoh was born June 3rd, 2003 at Jutone Kennels up at Bovey Tracy, Devon, on the edge of Dartmoor.  As the home page of the Jutone website pronounces,

The Kennel was established in 1964 and it has always been the aim to breed the best German Shepherd Dogs for type and temperament. To this end the very finest German bloodlines are used to continue a modern breeding programme.

and elsewhere on that website one learns:

Jutone was established by Tony Trant who was joined by Sandra Tucker in 1976. Sandra continues to run Jutone since Tony passed away in 2004. Both Tony and Sandra qualified as Championship Show judges and Sandra continues to judge regularly. Sandra is the Secretary and a Life Member of the German Shepherd Dog Club of Devon.

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Tony Trant

Turning to Pharaoh, here are a few more pictures over the years.

Pharaoh, nine months old.
Pharaoh, nine months old.

oooOOOooo

One year old: June 3rd 2004.
One year old: June 3rd 2004.

The next picture of Pharaoh requires a little background information.

For many years I was a private pilot and in later days had the pleasure, the huge pleasure, of flying a Piper Super Cub, a group-owned aircraft based at Watchford Farm in South Devon.  The aircraft, a Piper PA-18-135 Super Cub, was originally supplied to the Dutch Air Force in 1954 and was permitted by the British CAA to carry her original military markings including her Dutch military registration, R-151, although there was a British registration, G-BIYR, ‘underneath’ the Dutch R-151.  (I wrote more fully about the history of the aircraft on Learning from Dogs back in August 2009.)

Piper Cub R151
Piper Cub R151

Anyway, every time I went to the airfield with Pharaoh he always tried to climb into the cockpit.  So one day, I decided to see if he would sit in the rear seat and be strapped in.  Absolutely no problem with that!

Come on Dad, let's get this thing off the ground!
Come on Dad, let’s get this thing off the ground!

My idea had been to fly a gentle circuit in the aircraft.  First I did some taxying around the large grass airfield that is Watchford to see how Pharaoh reacted.  He was perfectly behaved.

Then I thought long and hard about taking Pharaoh for a flight.  In the Cub there is no autopilot so if Pharaoh struggled or worse it would have been almost impossible to fly the aircraft and cope with Pharaoh.  So, in the end, I abandoned taking him for a flight.  The chances are that it would have been fine.  But if something had gone wrong, the outcome just didn’t bear thinking about.

So we ended up motoring for 30 minutes all around the airfield which, as the next picture shows, met with doggie approval.  The date was July 2006.

That was fun!
That was fun!

What a dear dog he has been over all the years and, thankfully, still is!

As if to reinforce the fabulous dog he still is, yesterday it was almost as though he knew he had to show how youthful he still was.

Because, when I took his group of dogs out around 7.30am armed with my camera, Pharaoh was brimming over with energy.

First up was a swim in the pond.

Ah, an early birthday dip! Bliss!
Ah, an early birthday dip! Bliss!

Then in a way he has not done before, Pharaoh wanted to play ‘King of my Island’, which is in the middle of the pond.

Halt! Who goes there!
Halt! Who goes there!

ooo

This is my island! So there!
This is my island! So there!

Then a while later, when back on dry land, so to speak, it was time to dry off in the morning sunshine.

Actually, this isn't a bad life!
Actually, this isn’t a bad life!

Long may he have an enjoyable and comfortable life.

Bears and duct tape!

With grateful thanks to Cynthia G. who sent this to me.

(Going to take a break from the serious writing for this long week-end)

So, what's the story here?
So, what’s the story here?

The place: The Alaskan Wilderness

Just a bear wanting some food!
Just a bear wanting some food!

The event: A private “fly-in” fishing excursion to that Alaskan wilderness.

Well, a bear would, wouldn't it!
Well, a bear would, wouldn’t it!

The mistake: The pilot and fishermen left a cooler and bait in the plane.

Now what?
Now what?

The consequence: The bear went exploring for food!

Nothing if not ingenious!
Nothing if not ingenious!

The smart thinking: The pilot used his radio and had another pilot bring him 2 new tires, 3 cases of duct tape, and a supply of sheet plastic.

And they all happily went home!
And they all happily went home!

The result: The pilot patched the plane together, and they all flew home!

duct tape

The moral of this story: Duct Tape? Never Leave Home Without It