Alaska
Is air travel really the safest mode of transportation?
Last week, an Alaska Airlines Boeing 737 Max 9 aircraft was forced to make an emergency landing in Portland, the United States, when a cabin panel blew off in midair leaving a gaping hole in the aircraft’s fuselage. Just days before, a Japan Airways Airbus collided with a smaller coastguard plane, resulting in the Airbus catching fire.
The Federal Aviation Administration (FAA) has ordered an inquiry into the incident and several passengers filed a class action lawsuit against Boeing in Washington state on Thursday.
So, is it really safe to travel by air? Here is what we know about the Alaska Airlines incident and the general safety of aviation:
What happened to the Alaska Airlines flight?
On January 5, just moments after takeoff, a cabin door panel blew off in midair during an Alaska Airlines flight from Portland to Ontario, leaving one side of the aircraft’s body with a gaping hole, reducing cabin pressure and prompting an emergency landing. The blown-out door panel was later discovered by a Portland teacher, in his garden.
Federal officials in the US ordered the temporary grounding of all Boeing 737 Max 9 jetliners until they can be inspected.
The cabin panel that flew out was a “door plug” installed over an extra emergency exit door, which had been removed.
Thankfully, no one was seated next to the gaping hole. Additionally, the plane was only 16,000 feet (4,876 metres) above the ground. Planes typically fly more than 31,000 feet (9,448 metres) when they are at their highest. Had the aircraft been much higher, the pressure difference could have become large enough to suck passengers out of the aircraft, former FAA accident investigator Jeff Guzzetti told The Washington Post.
The aircraft, which had departed from Oregon and was heading for California, landed safely in Portland with all 174 passengers and six crew members mostly unharmed. Some passengers sustained minor injuries.
The aircraft is a new Boeing 737 Max 9 which had been delivered to Alaska Airlines in late October and certified as safe by the FAA in early November. It had been in service for just eight weeks.
London-based independent aviation expert John Strickland told Al Jazeera that the panel which flew off is supposed to be a secure part of the aircraft’s structure. “That’s why it’s more surprising and a matter of concern that this blowout happened,” he said.
London-based aviation analyst and consultant Alex Macheras agreed: “This should not be downplayed, that’s for sure. Because in modern commercial aviation, we do not see sections of an aircraft body, of fuselage, becoming separated from the rest of the aircraft, certainly not mid-flight.”
Has Boeing taken responsibility?
As more than 170 planes remained grounded last week, Boeing CEO Dave Calhoun acknowledged errors made by Boeing and provided reassurance. He told staff that the company would ensure an incident like the Alaska Airlines blowout could never happen again. It has not been confirmed what the actual fault in the aircraft was, although experts told Al Jazeera it is most likely down to a manufacturing flaw rather than a design flaw. There has also been speculation about parts coming loose after both Alaska Airlines and United Airlines reported incidents of needing to tighten loose hardware last Monday.
Earlier, the US chief accident investigator, The National Transportation Safety Board (NTSB), said it had received reports that warning lights had been triggered on brand-new Boeing 737 Max 9 crafts on three flights. Two of these alerts happened on consecutive days before the Alaska Airlines blowout.
Richard Aboulafia, aviation industry analyst and managing director of Washington-based AeroDynamic Advisory, told Al Jazeera that the warning lights were likely the result of a technical glitch. “They ignored it because, strangely, the pressure differential came on while it was on the ground, which means it was a glitch. There’s no pressure differential while you’re on the ground,” he explained. The cabin pressure can only vary when the aircraft is in the air, which is why it was acceptable to ignore the warning and fly the plane over land, he said.
The company stopped flying the aircraft over the Pacific Ocean to Hawaii due to the warnings, yet kept it flying over land, the NTSB said.
Who checks the safety of an aircraft?
Aboulafia explained that the FAA typically certifies an aircraft, approving its operations and production.
However, since the Boeing 737 Max has had safety issues before, the FAA announced that it would inspect every single aircraft in the Max series under these unusual circumstances. The details about the exact checks that were carried out are not public.
Once the aircraft is in use by an airline, regular maintenance checks called A, B, C and D checks are carried out, Aboulafia explained. While an A check is typically a cursory investigation of a plane’s moving parts, exterior wear and tear and of oil and fuel, a D-check is rigorous and involves a teardown and detailed inspection of the aircraft.
These checks are carried out at dedicated intervals based on the number of years an aircraft has been in service or its number of flight hours. Some airlines have their own in-house capabilities to carry out these checks and while many airlines are able to do A or B checks, only certain airlines are able to do C or D checks themselves. Others use third-party services.
“This is an unprecedented production ramp and, clearly, there needs to be more resources provided for it, whether it’s at the manufacturing level or the inspections level,” Aboulafia added, referring to how aeroplanes are now manufactured in large numbers. He called for a greater number of people to be assigned more time for inspections.
Aboulafia added that it is imperative to identify where and how the Alaska aircraft passed its safety checks, and whether it was Boeing, Spirit Aerosystems or the FAA that cleared the jetliner without detailed inspection. There is no information about the level of detail of inspection that took place before the plane was cleared for flying.
At some or at multiple stages in the process, there needed to be more time allowed for workers or inspectors to “do their job”, however, Aboulafia said, adding: “We don’t know yet, but clearly, there was a gap in how things should have been done.”
Have Boeing 737 aircraft had problems before?
Yes. The jets were grounded worldwide for about two years after a crash killed 189 people in Indonesia in October 2018 and another killed 157 in Ethiopia five months later.
In both instances, a design flaw was found in the automated flight control software, which activated erroneously. Boeing 737s were cleared to fly again once the aircraft had been revamped with an improved flight control system.
Aboulafia said the crashes in Indonesia and Ethiopia had been caused by design defects in the flight control system, while the recent incident was a defect in manufacturing, with loose hardware on aircraft, however.
United Airlines and Alaska Airlines have both reported loose hardware that needed additional tightening on multiple grounded Boeing 737 Max 9 aircraft on Monday, raising new concerns among industry experts about the manufacturing process.
If a design issue occurs, the design defect must be fixed on the aircraft before the plane model is cleared to fly again, he explained.
For manufacturing defects, “you have to identify where the mistakes were made, and then it’s an easy inspection, especially since it’s structural rather than software or anything like that”, he added.
Why is turbulence on the rise?
A June 2023 study by the UK’s Reading University showed that severe air turbulence had increased by 55 percent at an average point over the North Atlantic between 1979 and 2020.
The study concluded that turbulence will become worse with climate change, and the calculated rise is consistent with the expected effects of changes in climate. Hence, the rise in turbulence is not due to poor design or the manufacturing of aircraft.
Is air travel still the safest mode of transportation?
Harvard University research has found that the odds of being in a plane crash are one in 1.2 million, while the odds of dying in such a crash are one in 11 million. Meanwhile, the odds of dying in a car accident are significantly higher at one in 5,000.
“Is any form of transport always safe? No, but if you choose not to fly and instead take a car, that’s a far more dangerous way of travelling,” said Aboulafia.
Alaska
Alaska Sees Coldest December In Years | Weather.com
2 Feet Of Snow Traps Drivers In Michigan
Do you think that Alaska is cold during winter? Of course it is! However, the type of cold the state is experiencing right now if unprecedented. How about having consecutive days of temperatures colder than 40 degrees below zero!
This is true for much of the Alaskan interior, particularly near Fairbanks and in between the Alaska and Brooks mountain ranges.
Over the last four days in Fairbanks, temperatures have struggled to reach 40 degrees below zero, with organizers in Fairbanks even postponing their annual New Year’s Eve fireworks show due to the extreme cold.

The temperature in the final few minutes of 2025 in Fairbanks was 43 degrees below zero.
In other words, conditions are unbearably and dangerously cold, even by local standards in Central Alaska.
In Chicken, Alaska, located near the Canadian Border, temperatures dropped as low as 62 degrees below zero! Numerous other locations in the eastern Alaskan Interior have seen temperatures between 50 and 60 degrees below zero.
On top of bringing dangerously cold minimum temperatures, this most recent cold snap has also been more prolonged than usual.
Temperatures in much of Alaska have been largely colder than usual since roughly December 5th, 2025
Some regions in eastern Alaska and the neighboring Yukon Territory in Canada have seen combined December temperatures up to 30 degrees below the climatological average.
For reference, the average December temperature in Fairbanks from 1904 to 2025 is 22 degrees below zero with much of central Alaska having similarly cold December temperatures on average. The city has seen a temperature departure of 18.5 degrees below average for December 2025, ranking as the 8th coldest December on record.
This means that much of east-central Alaska has been stuck between 40 and 50 degrees below for nearly an entire month!
While many factors affect the severity of winters in Alaska, one notable statistic is the unusually high snowfall in portions of Alaska this past December. Fairbanks saw more than double its usual snowfall for the month of December.
Juneau, Alaska’s capital, located in far-southeast Alaska, has seen nearly its entire annual snowfall in December alone, at over 80 inches.
Snowfall promotes cold temperatures by reflecting light from the sun back to space. In Alaska, there is already very little sunlight during the winter due to its positioning on and near the Arctic Circle.
What little sunlight snow-covered portions of Alaska have seen has been quickly reflected back to space by the unusually heavy snowpack.
In Central Alaska, located between the Alaska and Brooks ranges, the heavy snowpack, lack of sunlight, and lack of transport of air from warmer locations have led to the development of an arctic high pressure system, leading to stable conditions and light winds. These conditions cause the land to rapidly lose heat, becoming even colder. With this arctic high pressure is in place, central Alaska has remained cold. However, a slight breakdown in the strength of the high will allow temperatures to warm somewhat (see forecast for next 3 days below).

Fortunately, this pattern will break down as we approach mid-January. A more active storm track from the Pacific is poised to bring wetter and warmer conditions to portions of Alaska, especially towards the middle to second half of the month. While this wetter pattern means snow for most, temperatures will improve, being far more bearable than the current temperatures in the 40 to 50 degree below zero range.
Hayden Marshall is a meteorologist intern and First-Year-Master’s Student at the Georgia Institute of Technology. He has been following weather content over the past three years as a Storm Spotter and weather enthusiast. He can be found on Instagram and Linkedin.
Alaska
Alaska’s delegation responds to situation in Venezuela
ANCHORAGE, Alaska (KTUU) – Officials say Venezuela’s president, Nicolás Maduro, and his wife are in New York Saturday night after they were captured in a U.S. military operation that came amid strikes in the country’s capital.
Alaska’s delegation has responded to the situation.
Senator Dan Sullivan commented on the situation saying, “In the aftermath of last night’s remarkable operation, America and the world are safer.”
He continued, saying in-part, “Maduro was an illegitimate, indicted dictator who has been leading a vicious, violent narco-terrorist enterprise in our Hemisphere that was responsible for the deaths of tens of thousands of Americans. He will now face American justice. The interim Venezuelan government must now decide that it is in their country’s and people’s interest to cooperate with the United States and reject Maduro’s legacy of violence and narco-terrorism.”
Senator Lisa Murkowski said the U.S. does not recognize Maduro as the legitimate leader of Venezuela.
She said in-part, “While I am hopeful that this morning’s actions have made the world a safer place, the manner in which the United States conducts military operations, as well as the authority under which these operations take place, is important. When the Senate returns to Washington next week, Congress has been informed that we will receive additional briefings from the administration on the scope, objectives, and legal basis for these operations.”
Representative Nick Begich posted his statement on Facebook. He called the situation a “lawful arrest” and said it was “a powerful and flawless execution of American power and capability.”
Begich continued, saying in-part, “Stability and accountability in the Western Hemisphere are core U.S. national interests. For far too long, criminal networks operating in our own hemisphere have exploited weak governance and corruption. The result has been poisoned streets, overwhelmed borders, and countless American lives lost to fentanyl and other illicit drugs.”
See a spelling or grammar error? Report it to web@ktuu.com
Copyright 2026 KTUU. All rights reserved.
Alaska
Opinion: Before Alaska becomes an AI data farm, be sure to read the fine print
Artificial intelligence is driving a revolution in the economy and culture of the United States and other countries. Alaska is being pitched as the next frontier for one of the most energy-intensive industries: data centers, with their primary purpose of advancing AI, socially disruptive to a degree as yet unknown.
Gov. Mike Dunleavy, the state’s biggest promoter, has invited more than a dozen high-tech firms, including affiliates of Microsoft, Facebook and Amazon, to establish “data farms” in Alaska. He has personally toured executives around potential sites in the Anchorage and Fairbanks areas. The Alaska Legislature has been a bit more circumspect, though its House Concurrent Resolution 3 (HCR 3) states that “the development and use of artificial intelligence and the establishment of data centers in the state could stimulate economic growth, create job opportunities and position the state as a leader in technological innovation.” True, however, the resolution makes no mention of drawbacks stemming from data center development.
The Northern Alaska Environmental Center (NAEC), based in Fairbanks, is examining the known and potential benefits, costs and risks of data center growth in the state. It urges a well-informed, unhurried, transparent and cautious approach.
First, though, what are data centers? They are facilities that house the servers, storage, networking and other computing infrastructure needed to support AI and other digital services, along with their associated electrical and cooling infrastructure.
Generally speaking, there are two categories of data centers. One is the massive hyperscale facility, typically operating at multi-megawatt scale and designed to scale much higher. An example is the proposed Far North Digital (FND) Prudhoe Bay Data Center. It would start with a capacity of 120 megawatts with “significant expansion potential.” Natural gas would power it.
The other kind is the micro or microgrid data center. A good example is Cordova’s Greensparc Corp/Cordova Electric Cooperative 150-kilowatt facility. It is powered by 100% renewable energy from the nearby hydroelectric plant. We concur with the University of Alaska Fairbanks’ Alaska Center for Energy and Power (ACEP) analysis that contends that such smaller and sustainable data centers, sometimes integrated into existing microgrids, are more feasible for Alaska, particularly in underserved or remote communities.
The main problem with data centers is their high to huge energy demands, especially hyperscale ones that can consume as much electricity as 100,000 homes. Cooling can account for about 40% of a facility’s energy use, though it varies. While Alaska’s cold climate is an environmental advantage, reducing the need for energy-intensive mechanical cooling systems, cooling still requires a lot of water. The NAEC advocates that any new data centers be required to minimize use and thermal pollution of waters and reuse waste heat for local heating.
The Railbelt grid already faces constraints and expensive upgrade needs. The NAEC believes that if new data centers are developed, regulatory safeguards must be in place to ensure they do not exacerbate grid shortages and raise household electricity costs.
Most electricity powering data centers still comes from fossil fuels, even as operators sign renewable contracts and add clean generation. Building fossil fuel-powered data centers would lock in high-emissions infrastructure for decades, contradicting global decarbonization efforts. NAEC suggests that any new data center be required to build or contract for an equivalent amount of clean energy generation (wind, solar, hydro or geothermal) to match its consumption.
There are many other concerns that need to be addressed when considering data centers and AI development. One is the problem of electronic waste, or e-waste. Needed upgrades to data centers result in e-waste, which contains hazardous materials. Given Alaska’s remote potential sites and limited recycling infrastructure, the cost of appropriately dealing with e-waste should be factored into data center decisions.
In their haste to recruit data centers, several states have granted substantial tax abatements and subsidies, often with limited public benefit. Alaska must learn from the mistakes made elsewhere. Before considering approval of any new data centers, legislation should be in place that ensures that the corporations that will profit do not get discounted power rates or tax breaks and pass additional costs to ratepayers, including costs for needed upgrades.
Yes, data centers provide some much-needed diversification to Alaska’s economy, but not much. They are highly capital intensive and employ many in the construction phase, but few for operation. Companies should be required to train and hire local residents to the degree practical.
Then there is the profound but scarcely recognized issue that transcends energy, economics and the environment. Data centers expand the compute available for increasingly capable AI systems. Some researchers and industry leaders argue this could accelerate progress toward AI that matches or exceeds human capabilities, along with new risks. Ultimately, the greatest cost of data centers and AI may be the changes wrought to our humanity and society, for which we are woefully unprepared.
Roger Kaye is a freelance writer based in Fairbanks and the author of “Last Great Wilderness: The Campaign to Establish the Arctic National Wildlife Refuge.” He sits on the Issues Committee of the Northern Alaska Environmental Center.
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