¿MAS PISTA PARA EL AEROPUERTO DE CAJAMARCA?

Los Requerimientos en longitud de pista del avión Airbus, Boeing, Bae y otros:

El aeropuerto de Cajamarca, fue privatizado junto con diez aeropuertos mas y a la fecha es operado por la empresa AEROPUERTOS DEL PERU, cualquier extensión de pista, o ampliaciones en el recinto aeroportuario, corresponderían hacerlas a este operador, para luego via compensación - de acuerdo a su contrato privatizador- el Estado Peruano devolvería la inversión. ¿Será absolutamente necesaria la ampliación en 500 metros mas de pista, o...?

Es preciso hacer unas aclaraciones respecto de las necesidades de mayor extensión de pista en los aeropuertos del Perú. Mucho se habla que para Cajamarca se precisaría hacer extensiones de pista, mayor longitud de pista, el actual aeropuerto My. Gral. FAP Armando Revoredo Iglesias, cuenta con una pista de 2500 ml de longitud, adicionalmente en cada cabecera de pista se han añadido 100 mts de zona de seguridad, la operación aérea en Cajamarca es VISUAL, su seguridad depende de la destreza de los pilotos y del procedimiento de vuelo, por tratarse de un aeropuerto de pista única, es decir que solamente se usa una sola cabecera para entrar y salir, ya que la otra cabecera se encuentra interrumpida por los cerros, acá maniobras de aterrizaje interrumpido - al llegar son casi imposibles- es por ello que la destreza de los pilotos, el conocimiento de la zona y las radioayudas son fundamentales para una operación segura. Los pilotos en las maniobras de aterrizaje deben tomar la zona de contacto -al principio de la pista- con precisión, eso asegurará un buen aterrizaje ya que de suceder un aterrizaje largo, es decir fuera de la zona de contacto y mucho mas adelante, contraeria un serio riesgo por la presencia de los cerros al fondo de la pista. Como vemos, mucho tiene que ver la preparación y conocimiento del piloto respecto de la aeronave y del aeropuerto, en el adjunto de este mensaje podemos ver unos datos importantísimos respecto de las aeronaves, longitud de pista y peso de despegue. Depende mucho de quienes diseñan las pistas operacionales, las normas de la FAA y la OACI sobre el particular y los manuales de los constructores de las aeronaves nos proporcionan longitudes necesarias para el aterrizaje y despegue de las aeronaves. Nuestro aeropuerto de Cajamarca fue diseñado teniendo como aeronave crítica el Boeing 737, para la longitud de la pista, y el Boeing 727 (avión mas pesado) para la estructura de la pista. Juzgue el lector si las exigencias de algunas compañías aéreas respecto de las longitudes de pista son las que realmente se necesitan o solamente son pretextos para otros fines.Finalmente conviene conocer que, entre otras, las aeronaves con que opera u operarían las siguientes compañías son:

Aerocondor: Opera para Cajamarca con Boeing 737, Fokker 50 y otras menores.

Star Perú : Ha hecho un vuelo de prueba con una aeronave BAE 146,

LAN: Operaría con aeronaves AIRBUS del tipo 318, 319 y 320

Aerodiana: Operara con aeronaves menores, de pista corta.

El siguiente documento que obra en el MTC, aclara aún mas lo que aseveramos

Plan Intermodal de Transportes del Perú - Ministerio de Transportes y Comunicaciones/OGPP
Informe Final - Parte 4, Apéndice 5/2. BCEOM-GMI-WSA. Junio de 2005 5/2-1

VERIFICACIÓN DE LA ADECUACIÓN DE LAS PISTAS CON EL TIPO DE AVIÓN MÁXIMO

El Cuadro 1 adjunto, en el inicio, presenta una hoja de cálculo que resume el análisis de requerimiento de extensión de las pistas de aterrizaje/despegue realizado para los aeropuertos del PIT. Para cada aeropuerto, la hoja de cálculo resume las características actuales de las pistas de aterrizaje/despegue, la altitud sobre el nivel del mar y la longitud que se requiere para la pista de despegue a diferentes temperaturas (día normal y día cálido) en base al modelo de aeronave de diseño usual (737-400 y 757-200). Es importante señalar lo siguiente:
• Este análisis fue realizado en base a las curvas de requerimiento de longitud para pistas de aterrizaje/despegue de los Reglamentos de la Aviación Federal de EE.UU., según provistas por Boeing. Estas curvas representan los requerimientos promedios y se basan en supuestos específicos relacionados con el modelo de aeronave, el tipo de motor, las condiciones del aeropuerto, etc. Los requerimientos de longitud efectivos en cada aeropuerto serán distintos debido a un número de factores que no pudieron incluirse en el análisis, incluyendo el gradiente de la pista de aterrizaje/despegue, las especificaciones del motor/modelo de la aeronave, las preferencias de operación del transportista aéreo, etc.
• Boeing ha desarrollado las curvas de requerimientos de longitud para pistas de aterrizaje/despegue en las siguientes altitudes: a nivel del mar, 610 metros (2,000 pies.), 1,219 metros (4,000 pies), 1,829 metros (6,000 pies) y 2,438 metros (8,000 pies). Debido a que no existe información sobre los requerimientos de longitud para las pistas de aterrizaje/despegue a altitudes mayores (más de 2,438 metros), se utilizó la curva de 2,438 metros para aproximar los requerimientos para Cuzco (3,248 metros) y Juliaca (3,824 metros).
• Para los aeropuertos en altitudes mayores, en vez de presentar los requerimientos de longitud para las pistas de aterrizaje/despegue para las aeronaves de diseño que operan al 100 % y 90 % del peso máximo de despegue, se presentan estimados del peso de despegue con el cual la aeronave de diseño puede operar dada la longitud recomendada de la pista de aterrizaje/despegue.
Como sucede con cualquier cálculo aproximado en la planificación, estos requerimientos de longitud de la pista de despegue no son exactos, pero esta información proporciona una visión global de los requerimientos de longitud de las pistas. Los resultados demuestran que aunque no todos los aeropuertos pueden acomodar las operaciones de la aeronave de diseño con la carga máxima en condiciones cálidas, las restricciones de peso de las aeronaves necesarias para operar bajo la mayoría de las condiciones en el aeropuerto no son extremas y por lo tanto Plan Intermodal de Transportes del Perú - Ministerio de Transportes y Comunicaciones/OGPP 5/2-2 Informe Final - Parte 4, Apéndice 5/2. BCEOM-GMI-WSA. Junio de 2005 en la mayoría de los casos no se recomienda proyectos de extensión de las pistas de aterrizaje/despegue. Además, en base a las etapas de vuelo típicas en las rutas nacionales, se supone que la mayoría de los vuelos nacionales no necesitarán la carga total de combustible, lo que constituye una de las formas en que el peso de despegue de una aeronave puede ser reducido/minimizado. Se debe identificar los requerimientos reales de las pistas de aterrizaje/despegue en los aeropuertos específicos mediante el proceso de planificación maestra que deberá incluir pláticas con los operadores de aeronaves.
La verificación de la adecuación de las pistas con el tipo de avión máximo elegido que se muestra en el Cuadro 1 se hizo en base a las recomendaciones del constructor Boeing, tomando en cuenta la elevación sobre el nivel del mar del aeropuerto y la temperatura del día estándar. Se verificó esta adecuación según otra metodología usando el modelo “Airport Design for Microcomputer” de la FAA de los EE.UU., como se muestra en el Cuadro 2 adjunto al final de este apéndice. Este modelo toma en cuenta, además de la elevación y de la temperatura de referencia, la diferencia de elevación del eje de la pista y adicionalmente la distancia del trayecto (se consideraron las distancias de 800 km para los vuelos domésticos y 1,600 km para los vuelos internacionales). Si se comparan los resultados de los Cuadros 1 y 2, se verifica que los del Cuadro 1 eran más exigentes. Por ello, se propone conservar la verificación inicial.
Se ha verificado también los requerimientos de un avión tipo Airbus en vez de Boeing. Como se muestra en el Cuadro 3 adjunto al final de esta nota, los requerimientos en longitud de pista del avión Airbus A320-200 son más bajos que los de los aviones Boeing B737-400 y B757- 200 que fueron tomados en consideración. Por ello, se propone conservar los requerimientos tomados en consideración.
Plan Intermodal de Transportes del Perú - Ministerio de Transportes y Comunicaciones/OGPP
Informe Final - Parte 4, Apéndice 5/2. BCEOM-GMI-WSA. Junio de 2005 5/2-5

NOTA: Los Requerimientos en longitud de pista del avión Airbus, Boeing y Bae se muestran al inicio.

TLC, WHAT WE WAITING

TLC, WHAT WE WAITING. The treaty of free trade, TLC /"NAFTA", not only refer to trade between the United States and Peru, but also a treaty on investment - clearly refers to investments that will make Americans or their companies or their partners in Peru. Above all, the materials and the results of the North American Free Trade Agreement have remained hidden from the public and those affected. The document of more than 1000 pages of tedious reading, for the common people, it is virtually unknown and it is likely that only come to know their generalities, but not the fundamental aspects of the negotiation. Such generalities are: There will be more work for most Peruvians, we will sell more, Peruvians will benefit, we will have at our disposal the market for more power in the world. We already know that these generalities are not financed rural residents living in extreme poverty, or who live disconnected from the reality city life, compensate them quickly and urgently is a moral imperative of the State. A SUPRA LEGISLATION AND THE CUSTOMARY LAW The Treaty will be over our Constitution, and that the United States gives higher than national laws. For example, if they happen to exist disputed some of the points covered by the agreement, the Americans can sue the state in foreign courts, governed by Customary Law. On this point there are issues that are extremely sensitive, let's see what he says Chapter Investment in relation to complaints or arbitrations: Rule 10.16: Submission of a Claim to Arbitration 1. In the event that a party contender, say an American or an American company-believes that can not be resolved a dispute concerning an investment through consultation and negotiation: (A) the applicant on his own behalf, may submit to arbitration a claim alleging that (i) That the respondent has violated (A) an obligation pursuant to Section A (B) an authorization of investment, or (C) an investment agreement, and (ii) that the plaintiff-the American-has suffered loss or damage by virtue of such violation or as a result thereof, and (b) the plaintiff-the American or his lawyer (Peruvian) , on behalf of an American company-that the defendant is a person. Let us take an example to interpret this content: If an investor-American contender feels a controversy over an investment in the future Peru, the figure of breach of duty (as a), investment authorization, or that seeks to invest but not yet invested and only enough to provide that claim and say he was not serving a municipal license or similar (depending B), and finally breached an investment agreement (as C), may refer the dispute to arbitration, if equally it comes to lodge complaints before the courts, govern the Customary Law, in the right amount American. As you see, eye, institutions and national institutions, the sword of Damocles hanging over their heads and fines and compensatory sanction hanging over the Peruvian government. The experiences of Mexico and Canada show us how dangerous that could be NAFTA. These countries have had to pay hundreds of millions of dollars in compensation. For the Mexicans were promised the same thing to us today offered to us and then increased poverty and unemployment, there was no growth, depredaron environment, failed to respect the rights and tied to the rural people. Previously, the powers used to open markets to free trade through the expeditious use of gunfire. Today seems bastarles smiling attend the pathetic spectacle of hugging, IUPstudent complacent and mutual congratulations of presidents, ministers and businessmen from countries in the corner with ocean view, who believe that they have found the key to access to the first world through the expedited appeal delivered body and soul to the power shift, as at the time did yanaconas with shiny armor of the invaders from across the pond. The ardent enthusiasm of the political class and the business leadership should alert workers and Peruvians in the street, who have not received invitation card to the party, even though inevitably bear the effects of the hangover. The irritating chauvinism of the official discourse proclaims that the Free Trade Agreement with the United States establishes a turning point after which the history of Peru will change irrevocably. The task of the moment is to make them feel the vendors of sovereignty, that the adoption of a treaty of such nature, without the necessary discussion and participation of all Peruvians, and without adequate safeguards the national interest, imported a crime against homeland why be held accountable before history, not the treaty itself, but by the way they did, without an adequate framework for negotiations, without the knowledge of the discussions, without preparing a more favorable scenario at the national level and continental (South America), without having created conditions for greater equity, competitiveness and drag. One thing is the integration of national economies into an expanded market for the development of the productive forces, and quite another to do it in subordinate status as a van tailed imperial needs, as diver oxygen, liberalising markets for the triple process of expropriation of value through the absorption of raw materials, the placement of surplus production and circulation expanded financial capital. MODEL PRIMARY EXPORTER Carrying raw material prices egg and return it with added value is the big business acopiadores and intermediaries, and with the advantages that back to a product made with raw material Peruvian-by which low-paid return label with American prices gain. Of the many implications involved, which not only advise, but demanded a democratic discussion on the scope of the FTA with the United States, or rather with the USA, this review will take over some aspect. The first of these refers to the primary exporter petrificación model, based on the comparative advantages of natural resources, such as development strategy, or more properly, growth associated with the cycles of central capitalism. It is amazing to revise the cheerful accounts about products benefited from NAFTA: one that other fruit, asparagus, asparagus and more asparagus, possibly some products manufacturing and handicraft prodigy oh! Products with some degree of preparation, while other producers , as the dairy and agro-industrial products in general are given for not having succeeded in stabbing export quotas or deadlines for relief under the same conditions as the first. So far everything is perfect in the best of worlds, except for the small detail that a primary exporter model based on the comparative advantages of natural resources is the most convenient and easy with regard to capital formation, which by Otherwise falls as the ring finger at the rentier mentality that has historically distinguished the myopic and narrow elite national solidarity and the most unequal income distribution in, the less intensive generation workforce, the most vulnerable to capital swallow and more dependent on external cycles of the international economy and uncontrollable variables such as price levels and competition from other economies with higher comparative advantages, such as large areas of crop or less pay to manpower, classic example of This is the case of China. NO EXPORT VALUE ADDED For the simple weight of its internal logic, a free trade agreement with the United States on the conditions publicly known, tend to fix this growth strategy as the only possible model primary exporter in the same way as closing insurmountable obstacles to alternative strategies, such as industrialization, the aggregate value or the development of certain areas of technology. This is true for the simple effect of the law of gravity. Peru may put some great products acopiadores and other pelotudeces the like, only possible to produce by landowners in the attractive North American market, especially in contraciclos seasonal, but is unlikely to export appliances, and office products industry graphics and printing, software development in all its areas, products metalmecánicos and in general, any production associated with the incorporation of value or capital goods. By contrast, under the same law of gravity, these products and services will fall as avalanche on the small domestic market prices and without competition possible occasion. This is so obvious that it could not but be noticed in the small print of jubilant presidential message: "export more, we will get our products to market largest in the world, and we also have to accept that Peruvians come here more products from abroad." LESS WORK FOR MORE PERUANOS This point leads to the second aspect of interest for purposes of this comment: what capital enthusiastically welcomed as the best, it is equally detrimental to the working class and salaried. The approval of a free trade agreement with the United States on the conditions known, it would be highly prejudicial to the interest of workers by several orders of reasons. Firstly, the indiscriminate opening up to all kinds of production will tend to settle what little remains of medium and small-scale industries, which as everyone knows, accounts for more than eighty percent of the occupation. But, in essence, because the clumsy and narrow national entrepreneurs tend to adapt to the new competitive conditions for the only mechanism that dominates to perfection, namely structural adjustment, which, as everyone knows, is nothing more than transfer The cost savings to the reduction of the participation of work. In this way, and it may be on the safe side, on the pretext of improving productivity required by the new competitive conditions imposed by NAFTA, right and the business would soon replace force with the requirement of "labor flexibility", the euphemism fashionable to conceal the manotazo against all aspects of labour legislation which tend to protect workers' rights. From what has been said so far can not be inferred from an opposition closed for integration, a process which otherwise corresponds to the current stage of historical evolution. But what it should be doing is in a position to benefit the entire national community, and not just those that tend to reproduce and deepen the inequities and imbalances of the current model. NO NO INFRASTRUCTURE COMPETITIVENESS We understand the competitive ability of an organization whether public or private, profit or not, to maintain systematic comparative advantages to achieve, sustain and improve a certain position in the socio-economic environment. So, the questions that come by themselves are: How are we competitive? Do we have comparative advantages? As we can see, only a small sector of the Peruvian production, read, large employers, who have developed or agribusiness export industry could have some sort of comparative advantage, not necessarily having to produce with technology, ie technology infrastructure and communications , roads, airports, ports, etc.. And the rest of the country? For more effort made to produce at lower costs, to gain competitiveness, if there is no transport infrastructure in optimal conditions, the products produced will not reach markets in due time, at the risk of having to come to naught or take higher production costs for the purposes of special treatment of cold and heat, in special chambers. Hence, another reflection is why the state led to the generation and development of large enterprises in the coastal strip and not in the mountains or jungle? Answer, lack of communications infrastructure and technology infrastructure. The neglect and abandonment of "cholos" and "jungle". What is smart and easy for buddies and potentates, the rest to be joda. But for the rest, the majority should offer a major redistribution of quotas infrastructure, basically with the construction of excellent lines of communication, roads first order rolling surface with a proper uninterrupted transitabilidad, ports and airports, rural electrification, mass communications technology and the Internet-based information, training programs, teaching and learning-long sustained amount in a compromise despartidarizado by the State National, Regional and Local with the national development of infrastructure, which is a form redistribute wealth for all. Only then look light at the end of the tunnel, in the end we know and invest resources is the key and the crux of the matter. Economist: Francisco Chavez. Fchavez16@hotmail.com Source: Information Web diverse comments and additions own