Archive for the 'Aviation' Category

What the Diet’s been up to lately, part 2: rethinking airport policy

Tuesday, August 19th, 2008

For decades Japanese airports have been governed by an Airport Improvement Act (空港整備法) which apportioned control and funding of airport projects between the national and regional governments. Earlier this year, the Diet signed off on an overhaul of the statute which changes its name to the Airport Act (空港法) and focuses the law on promoting the competitiveness, rather than development, of Japan’s airports. After all, the country has already over-developed its airports in many areas ([cough] Osaka [cough]); now it needs to rationalize their existence.

Administrative matters

Under the old law, there were three “categories” of airports: the largest international airports were designated as Category 1, the main city airports as Category 2 and the smaller regional airports as Category 3. Category 1 airports were funded, constructed and controlled solely by the Ministry of Transport unless privatized. Category 2 airports could be centrally controlled, in which case Kasumigaseki would fund 2/3 of construction costs, or could be moved to local control, in which case Kasumigaseki would fund 55%. Category 3 airports were controlled by local governments and construction costs split 50/50 with the state.

The new law has reshuffled these categories a bit and made them more logical. Category 1 is now effectively gone, which makes sense since it has been obsolete for some time: three of the Category 1 airports (Narita, Kansai and Chubu) have been privatized and funded under their own respective statutes for some time, while the other two (Haneda and Itami) currently operate in roles more befitting of Category 2 status.

Categories 2 and 3 are now known as “state-administered airports” and “regionally-administered airports” respectively, and the small collection of regionally-administered Category 2 airports are now lumped in with the Category 3 airports. So now the system is a bit easier to explain: if the Transport Ministry runs the airport, the state pays 2/3 and the prefecture pays 1/3; if the prefecture or municipality runs the airport, costs are split evenly.

Policy matters

The new law also requires the Transport Minister to prepare and publish a Basic Plan (基本方針) for the country’s airports. While the plan is still in development, the Transport Ministry has given some preliminary comments on what will be in there. Among the more interesting specific points raised:

  • International terminal projects at Category 2-level airports such as New Chitose, intended to improve capacity as direct international flights to the regions become more popular. Chitose has really been overdue for some terminal expansion, in this blogger’s lofty opinion.

  • Improved airfreight handling systems to make Japan’s airports more competitive with Asia’s as cargo hubs.

  • More multilingual signage at regional airports, adding Chinese and Korean (and possibly Russian or other languages) to the existing Japanese and English. Some airports are already there but others are apparently lagging.

  • Soundproofing homes in areas adjoining airports—a huge policy issue already around Narita, Itami and other land-locked airfields.

  • Expanding Haneda’s international services to Beijing and Taipei, and permitting scheduled long-range flights from Haneda during the late night and early morning hours when Narita is closed.

  • Maintaining the current status quo in the Kansai region: KIX is the wave of the future for everything, Itami is suffered for as long as people want to use it, and Kobe is heavily restricted so that it doesn’t really compete with the others.

Provisions for “joint-use airports”

One interesting footnote to the new law is that it specifically contemplates joint-use airports; i.e. those split between commercial/private operations and SDF/US military operations. There are a few airfields, such as Misawa Air Base in Aomori, which already operate on this model. The real unwritten target in this instance seems to be Yokota Air Base, the huge US Air Force logistics airfield in west Tokyo: policy wonks and Tokyo politicians have been salivating for a while over the prospect of starting commercial flights there, and there’s even a note or two about it in the Transport Ministry’s planning materials.

Press competition circa 1969

Tuesday, July 15th, 2008

I was just reading a sweet TIME article from May 1969 entitled “Japanese Air Force.” It’s about the fleets of small aircraft which Japanese newspapers used to move reporters and information around at high speeds, back before they had bullet trains or broadband.

This passage is particularly exciting to read, and does a lot to help restore the credibility of a certain everyday newspaper:

Mainichi’s newsmen still gloat about a photo they got of the Rising Sun replacing the Stars and Stripes over Iwo Jima last summer, even though the ceremony marking the return of Japanese sovereignty ended just 15 minutes before the paper’s evening deadline. As the ceremony ended, a Beechcraft took off from Iwo Jima, 775 miles south of Tokyo, and negatives were processed aboard. Another plane sped toward Iwo, received the photos by radio when the planes were 250 miles apart, then turned toward Hachijo Jima, 175 miles south of Tokyo. While still in the air, the second plane radioed the pictures to a ground station at Hachijo, which then transmitted them to Tokyo by undersea cable. No other evening paper pictured that historic event.

I can’t help but think that as technology continues to advance, logistics will become a lost art. Nowadays we can use e-mail and FedEx to get anything done in short time—what will happen when we have, say, networked matter replicators?

Incidentally, a google image search for “japanese air force” turns up the following picture, which according to a humor blog is some sort of Jieitai training:

One foreigner’s perspective on American and Japanese immigration security procedures

Thursday, January 17th, 2008

Jade OC, a long time reader and commenter of MFT, has graciously posted a detailed comparison of his experiences passing through both US and Japanese airline security and immigration checkpoints as a comment on an earlier blog post on the subject. As I suspect that many of our readers look only at the actual posts and not the comments, I thought I would promote this one to the front page.

As promised, here is my short report on the fingerprinting-immigration process in the US and Japan from the POV of a non-citizen of either (though a resident of Japan).

First big complaint. I never wanted to go to the US at all, at least not the first time. But you cannot bloody transit in the US - there’s no such thing as a transit lounge. Everyone who enters a US airport from outside the country, even if, like me, you are just taking a flight to Canada in about 90 minutes, needs to go through Immigration and Customs. This is seriously Fucked Up.

Read the rest of this entry »

More unintended consequences… or were they?

Friday, December 28th, 2007

Several weeks ago I wrote a brief post about how the famous destruction of Korea Air Lines flight 007 by the Soviets led rather directly to the development of commercial GPS technology. I just happened across another surprising result of the same incident, in this Vanity Fair article on, of all people, Larry Flynt.

In 1976, Mr. Flynt, publisher of Hustler and several other pornographic magazines, put out a $1 million bounty for “documentary evidence of illicit sexual relations with a Congressman, Senator or other prominent officeholder.” As the article says, “A few years later, Flynt published pictures of Representative Larry McDonald, a Georgia Republican, in bed with a mistress,” but Rep. McDonald was on the ill-fated KAL007 when it was shot down by the Soviets.

Naturally, the presence of Congressman Larry McDonald on a jet which was shot out of the sky by the USSR was taken by some to be more than a coincidence. While McDonald was, and still is, the only member of Congress killed by the Soviets, there were in fact three other Congresspersons schedule to fly along-side him on KAL007; Republicans Jesse Helms, Senator of North Carolina and Steve Symms, Senator of Idaho and Congressman Carroll Hubbard, a Democrat of Kentucky. All four-McDonald and the three who whose flights were rescheduled-were known for their strident anti-Soviet views, and there were naturally conspiratorial accusations made against the USSR. For example, Wikipedia cites the following quotation of the (despicable) Reverend Jerry Falwell from the September 2, 1983 Washington Post:

There is a real question in my mind that the Soviets may have actually murdered 269 passengers and crew on the Korean Air Lines Flight 007 in order to kill Larry McDonald

Natural responses to this may include the thought that the assassination of either one or four members of the US Congress by the Soviet Union might provoke a rather harsh reaction, or perhaps the thought that there was in fact nothing to gain from the murder of these four relatively minor congresspersons- McDonald was himself not known for legislative accomplishment, and although Jesse Helms might have been a tempting target when he was head of the Senate Foreign Relations Committee, he did not ascend to that post until a decade later, in 1993.

McDonald was himself a well-known conspiracy theorist, who had made the following statement:

The drive of the Rockefellers and their allies is to create a one-world government combining supercapitalism and communism under the same tent, all under their control…Do I mean conspiracy? Yes I do. I am convinced there is such a plot, international in scope, generations old in planning, and incredibly evil in intent.

While more rational thinkers may question the wisdom of this statement, and perhaps of the voters who elected a paranoiac to Congress, it does seem likely that Representative McDonald would have agreed with the Reverend Falwell about the circumstances surrounding his own death.

For the truly sophisticated conspiracy buff, however, we have a more complex, and utterly contradictory theory, brought to us by-of all places- Hustler Magazine. Now, while Playboy is well known for its mix of dull soft-core pornography and oddly serious articles, I had no idea that Hustler printed in-depth political conspiracy articles (much less articles at all) mixed with its rather harder-core pornography. However, if this piece is indicative of the quality of Hustler’s political “reporting” I think I’ll stick with publications more along the lines of The Economist for my real news- although, a paranoid and elaborate conspiracy theory can provide some entertaining flavor to more staid coverage. I will not try and summarize this inane theory, which involves such things as a “$100,000 computer” full of illegal spying data-in a garage, the Moonies, and Reagan’s decision to make a martyr of “the leading anti-Communist in the American government,” I will provide what I thought were a few of the highlights.

  • “So let’s assume that the CIA, FBI and all federal agencies that worked with McDonald – particularly the Pentagon – wanted him silenced immediately.”

  • “A more likely possibility is that the crew had been the victim of hypnosis and mind control – receiving instructions in advance, before they left Anchorage, that could not be picked up on any messages recorded later.”

  • “His response to what was going to happen, given his years of experience and expertise, was that of a programmed zombie instructed to fly continuously – disregarding any external sights or sounds on the flight equipment.:

  • “The upshot of these reports is that the Pentagon had the capability, if it so desired, to link mind control with satellite defense systems. And a logical use of mind control, of course, would be to program a pilot – perhaps even turning a normal flight into a kamikaze mission.”

  • “After McCarthy died in 1957, it is reasonable to assume that Larry McDonaid – through Louise Bees – took over the massive computerized files [known as Odessa, which was formed (by the Nazis) between 1943 and 1945 when it became obvious the Third Reich could not win the war against the Soviet Union]that now contain millions of names worldwide.”

As implausible as all of this is, the fact most destructive to the theory that President Reagan ordered the plane led off-course into Soviet airspace so that the plane would be shot down, killing Congressman Larry McDonald, is perhaps Reagan’s action described in my previous post on KAL007: namely the opening of the formerly military-exclusive GPS network to civilian use. While I might not put it past the Reagan administration to commit assassination, if murder-by-Soviet-airspace-intrusion-disguised-as-navigation-error was such an effective and untraceable method of assassination, why then immediately turn around and introduce protocols that would make further use of the tactic implausible? Naturally, the conspiracy fan will turn around and say “that’s just what they want you to think; it’s the ultimate cover-up!” But credulity has its limits, and Occam’s Razor is powerful.

McDonald may have had a powerful hate for the USSR, but he was certainly was not important enough to deserve such elaborate machinations, the blood-enmity of a Soviet Premiere or an American President, and secret mind control rays from space itself. Like the other 268 passengers on KAL007, he was simply a victim of bad luck and incompetence, like so many others.

And this brings us to the heart, the essential nature of what conspiracy theories are all about: a fear of powerlessness. There is a common misconception that the conspiracy theorist is a cynic of the highest order, but in fact nothing could be further from the truth. The conspiracy theorist is actually a romantic. Unable to accept the reality of a chaotic universe in which all of us humans come from dust only to return to dust, the conspiracy theorist, somewhat like the believer in divine preordination, requires a conscious actor in all things to explain the misery in the world, and to alleviate the crushing fear of oblivion and hopelessness that lies within themselves.

Perhaps the most popular subject for conspiracy theorization in our time is the coordinated hijacking/kamikaze attacks of September 11, 2001. Details vary, including theories that the Pentagon was hit not by a jet but by a military cruise missile, or that the Twin Towers were felled not by steel girders whose tensile strength could not hold up to burning jet fuel but by a controlled demolition triggered by the CIA at the instant of airplane impact, or that the the hijackers were not in fact Islamic fanatics belonging to a shadowy terrorist network with a history of rhetorical and physical attacks against the United States, but Israeli Mossad agents, working in concert with the highest levels of US intelligence. The exact details are not really important, because all of these conspiracies share a common theme and a common purpose. The common theme is the attribution of enormous, almost supernatural, levels of power to the United States and other well understood state actors such as Israel, combined with the discrediting of obscure and occult non-state actors such as Al-Qaeda. The purpose is the reinforcement of their conventional world view to the extent that they can maximize a feeling of safety.

This may seem counterintuitive to some, but I believe that there is a misconception regarding what exactly conspiracy theorists are scared of. One might logically think that bu attributing such nefarious intent and grand power to our government, their primary fear is in fact the government. I would argue that the opposite is true. It is apparent to anyone that a world in which planes are shot out of the sky or crashed into buildings is more dangerous than one in which they do not, but anyone with even the most tenuous grasp on reality will accept that we live in a world in which these things happen; the distinction is over why, and how. If a world of death and pain is taken as a given, then how is fear of that minimized? By reducing the randomness and chaos with which that death is meted out. Conspiracy theorists ascribe nigh-omnipotence to the government not because they are so scared of the government but because they are far more terrified of the alternative- that terrorism, assassination, airplane failure, and so on, are the products of forces unpredictable and uncontrollable.

To a conspiracy theorist there is always a larger cause. Take the assassinations of Presidents Abraham Lincoln and John F. Kennedy, each of which was the premiere subject of conspiracy theorizing for many years, and remain popular subjects to this day. In both cases the official, and most widely accepted, version of the story is that a lone troubled soul, albeit one whose sympathies were shared by many others, shot and killed the President of the United States, the most powerful man in what was, at least during the time of JFK, the most powerful country in the world. If such random tragedy could strike such a man, how can any of us possibly feel safe? In a world in which even presidents are murdered and airplanes are crashed into buildings or explode in the sky due to fuel tank errors (the TWA 800 tragedy, which has its own crop of conspiracy theories) how can any of us feel safe on an airplane, or going to the theatre, or simply riding their car down an open street?

There are a few alternatives. For most people the answer is simply to be realistic; while tragedy can be random, it is also rare and a life lived in perpetual terror is a poor life indeed. Others do live in fear, barely functioning, and living a terrible agoraphobic life of isolation. And others find solace in a false order, of complex constructed narratives in which they either assign enormous power to the relatively powerless actor behind such tragedies, or assign an entirely imaginary actor in cases that truly were due to chance or sloppiness. It is easier to sleep at night when you believe that JFK was killed as a result of a vast and shadowy conspiracy, because by extension that is what it would take. If tragedy requires such incredible effort and resources, then we are all relatively safer, because who would bother with us? By arguing with such venom for the existence of a reality in which all of the world’s random accidents and low-tech terrorism are in fact the result of elaborate conspiracies conducted by the ostensibly powerful, conspiracy theorists are actually choosing order over chaos: a world in which they can sleep at night, because the knife in the shadow never misses its intended target.

Unintended benefits

Wednesday, October 3rd, 2007

Joe’s post on the history of East/West flight routes led me to read the Wikipedia article on Korean Air Lines Flight 007, which was shot down by the USSR for entering Soviet airspace without authorization. The article then linked to this US State Department history of the Global Positioning System (GPS), which you may remember was built by the United States military, which contained the following fascinating bit of info.

In 1983, Soviet jet interceptors shot down a Korean Air civilian airliner carrying 269 passengers that had mistakenly entered Soviet airspace.

Because crew access to better navigational tools might have prevented the disaster, President Ronald Reagan issued a directive guaranteeing that GPS signals would be available at no charge to the world when the system became operational. The commercial market has grown steadily ever since.


So in short, if KAL007 had not accidentally strayed into Soviet airspace (their registered flight plan took them within 17 miles of the boundary) the US government might never have opened up the GPS network to unrestricted civilian use, and might even have restricted its use to military/government use, or perhaps only to large corporate customers in the private sector, or used the little-known GPS encryption capabilities (which are built into the network, and only supposed to be invoked for military reasons.) While GPS probably would have made its way into commercial aircraft like KAL007, it is unlikely that the unfettered, unencrypted, subscription-free access that allows us to our automobile navigators and GPS-equipped cell phones and digital cameras would have been granted. I’m not saying that every one of us who enjoys consumer GPS should be thanking the Soviet military for their Sept 1, 1983 massacre of civilians, but this is a good example of how so much progress is based on unexpected and unplanned connections.

Recalling the “golden age” of air travel: when the quality of the booze was the only thing that made you forget how long the trip was taking

Wednesday, October 3rd, 2007

Since I’m between jobs this week I have a lot of time to catch up on some of my passions: Japan, history and airplanes. One of my recent wastes of time online (taking up some of the time I would have otherwise spent blogging) is FlyerTalk, a massive online message board system populated by people who are excessively interested in travel and flying. Many of the fogeys in the crowd constantly complain about how bad airline service has become in recent years, and how they pine for the “good old days” when the stewardesses would carve ice sculptures at their seats.

JAL route map, 1968There is an awesome article on Japanese Wikipedia which talks about airline routings between Japan and Europe. Until 1991, it was basically impossible to do this directly, because the Soviet Union was in the way and they would not let planes fly over unless they were approved to fly into a Soviet airport. You can see the effect this had on routing in the 1968 JAL route map shown to the right (click to enlarge—courtesy of the awesome Airchive site—also note how they were using the dorky “Japanese government publication font” even back then).

Here’s a brief history of how things progressed:

  • 1952: BOAC (the predecessor of British Airways) inaugurates Japan-Europe service using de Havilland Comets, the very first jet airliners, now principally remembered for busting open at their poorly-designed windows. The routing is Tokyo – Manila – Bangkok – Rangoon – Calcutta – New Delhi – Karachi – Bahrain – Cairo – Rome (- London). Eight stops! It almost sounds like a pleasure cruise, except that it’s being conducted in a big aluminum pipe filled with mustard-yellow burlap seats.
  • 1957: SAS says “screw that” and begins service from Copenhagen to Tokyo via Anchorage. Several other airlines decide that Anchorage is a good stopping point—among them JAL, KLM, Alitalia and Lufthansa. Although it’s out of the way, it’s slightly more convenient than avoiding Russia to the south. Once travel restrictions are lifted in the early 1960s, the airport in Anchorage becomes a little hub of Japanese tourist activity.
  • 1961: Air France begins service in Boeing 707s (which are basically like today’s Boeing 757s except louder and less efficient) on Tokyo – Bangkok – Calcutta – Karachi – Kuwait – Cairo – Rome ( – Frankfurt – Paris). That brings it down to five stops, which I suppose is progress.
  • 1967: Japan and the Soviet Union negotiate to permit JAL to fly to Moscow, allowing connections to Europe through the Aeroflot network. Which would be cool, except that the service is actually operated by Aeroflot, using a dodgy Russian aircraft that looks like this, and as well as Japanese consumers avoid US airlines nowadays you’d better believe they wouldn’t touch a Russian one.
  • 1979: Air France manages to cut the southern route down to three stops: Tokyo – Beijing – Karachi – Athens (- Paris).
  • 1983: Finnair finally manages the first nonstop flight from Japan to what can almost be considered Western Europe: Helsinki. They accomplish this using DC-10 aircraft, by flying all the way across the pole, through the Bering Strait and back to Japan nonstop. Other airlines eventually figure there is no reason to continue stopping in Anchorage and follow suit. Also this year, KAL 007 was shot down, proving that the Soviets were serious about not letting airliners fly over Siberia.
  • 1991: The Soviet Union collapses. Airspace restrictions cease to be an issue. Schedule-sensitive executives rejoice.
  • 2007: The food sucks and the stewardesses are all pushing sixty, but I appreciate the fact that nobody wants to shoot me down. Besides Bin Laden. And maybe some ex-girlfriends.

JAL joins oneworld. Yawn

Thursday, March 8th, 2007

On April 1, Japan Airlines is joining the oneworld airline alliance, whose largest members include American Airlines, British Airways, Cathay Pacific and Qantas.

This is not really news, because JAL has been in the process of joining oneworld for years. They just happened to run into a number of issues, chief among them an oddly-structured merger with JAS, and barely compatible booking systems that required an overhaul of how JAL sells its tickets. (ANA, on the other hand, has been an integral member of the Star Alliance for years now with no major issues. Not to mention a much better safety record.)

Anyway, the main effect of the JAL-oneworld consummation is that you can include JAL on one of oneworld’s special round-the-world-type tickets. All the other benefits (frequent flyer mile sharing, code sharing, lounge sharing, etc.) were already more or less in place.

Nonetheless, JAL took out a full-page ad in US FrontLine, one of the weekly Japanese tabloids published in the US, to announce how totally awesome this transaction is. Opening line: “JAL’s New World Begins!”

Who are they kidding? I’m really into the airline industry, and I’m freaking yawning here. Get a life, JAL. The rest of us already defected to Star Alliance.

Lame “no liquids” rule coming to Japan airports

Tuesday, February 27th, 2007

From Bloomberg:

South Korea, Japan to Limit Liquids on All Overseas Flights

By Seonjin Cha

Feb. 27 (Bloomberg)—South Korea and Japan will expand restrictions on carrying liquids on board international flights from Thursday, to thwart terrorist attacks.

Passengers on all international flights from South Korea, including transit flights, will only be allowed to bring in liquids, gels and aerosol items in containers no larger than 100 milliliters (3.38 oz.), which must be placed in transparent plastic bags, the Ministry of Construction and Transportation said yesterday on its Web site.

The same restrictions will go into effect for all international flights from Japan, the country’s Ministry of Land, Infrastructure and Transport said on its Web site on Dec. 19.

The move is an expansion of current restrictions on flights to the U.S. and EU countries that began last year based on guidelines from the International Civil Aviation Organization, the Korean ministry said.

Food for infants and medicines will be exempt from the restrictions but must be reported to security staff in advance, the ministry said.

I thought the “liquid bomb” theory was already discredited! There needs to be some kind of multilateral negotiating body where cooler heads can veto very bad ideas like this liquid rule and infinite copyright term extension.