|Home||Switchboard||Unix Administration||Red Hat||TCP/IP Networks||Neoliberalism||Toxic Managers|
May the source be with you, but remember the KISS principle ;-)
Bigger doesn't imply better. Bigger often is a sign of obesity, of lost control, of overcomplexity, of cancerous cells
|News||Who Rules America||Recommended books||Recommended Links||Economic costs of American Exceptionalism||American imperialism: the attempt to secure global hegemony||What's the Matter with Kansas|
|Andrew Bacevich on the American militarism||Diplomacy by deception||American imperialism: the attempt to secure global hegemony||Big Uncle is Watching You||Industrial Espionage||Edward Snowden as Symbol of Resistance to National Security State||Damage to the US tech companies|
|National Security State||Corporatism||Resurgence of neofascism as reaction on crisis of neoliberalism and neoliberal globalization||Neoconservatism as a stage of development of Neoliberalism||Anatol Leiven on American Messianism||Understanding Mayberry Machiavellians (Rovism)||The History of Media-Military-Industrial Complex Concept|
|Narcissism as Key American Value||Anti-Americanism||Nation under attack meme||National Socialism and Military Keysianism||Corporatist Corruption: Systemic Fraud under Clinton-Bush-Obama Regime||Authoritarian Corporatism||Terrorism as a smokesreen for National Security State implementation|
|Elite [Dominance] Theory And the Revolt of the Elite||Fighting Russophobia||Is national security state in the USA gone rogue ?||American Exceptionalism as Civil Religion||Fighting Neo-Theocracy||Inside democratization hypocrisy fair||The Unlikely History of American Exceptionalism Walter A. McDougall|
|Quotes||Mark Twain Quotes||Niccolo Machiavelli||Reinhold Niebuhr||Propaganda Quotes||Politically Incorrect Humor||Etc|
|I call it a tribal phenomena. A tribe can be a religion, a nation, a gender, a race, or any group which is different
from the group you identify with. It is not confined to religion.
And it seems to be an inherent trait in the human species that was one aspect of our evolution. Only when we learn that it is better to cooperate with each other rather than kill each other will we be free from this deadly disease which may, in the end, destroy us all.
sheridan44 comment in The Guardian
“[American exceptionalism] is a reaction to the inability of people to understand global complexity or important issues like American energy dependency. Therefore, they search for simplistic sources of comfort and clarity. And the people that they are now selecting to be, so to speak, the spokespersons of their anxieties are, in most cases, stunningly ignorant.”
According to George Soros, the events of 9/11 renewed a "distorted view" of American supremacy that "postulates that because we are stronger than others, we must know better and we must have right on our side." In other words 9/11 was important step to the transformation of the USA in the "National Security State" with the permanent regime of Total survellance" over the population. The next step were events of 2008, which signified crisis of neoliberalism as an ideology. Neoliberalism now can mostly be propagated by brute force, via military intervention or some form of coup d'état (aka color revolutions) much like Trotskyites planned to propagate socialism to other countries via Permanent Revolution. With "Democracy promotion" instead of "liberation of proletariat".
Rise of American exeptionalism is also connected with the reaction to neoliberalism with its redistribution of wealth up by most of US population. Actually this is global phenomenon: neoliberalism gives strong impulse to the rise of neofascism in many countries, not only in the USA. As William I. Robinson noted in his article Global Capitalism Crisis of Humanity and the Specter of 21st Century Fascism
Yet another response [ to globalization] is that I term 21st century fascism.5 The ultra-right is an insurgent force in many countries. In broad strokes, this project seeks to fuse reactionary political power with transnational capital and to organise a mass base among historically privileged sectors of the global working class – such as white workers in the North and middle layers in the South – that are now experiencing heightened insecurity and the specter of downward mobility. It involves militarism, extreme masculinisation, homophobia, racism and racist mobilisations, including the search for scapegoats, such as immigrant workers and, in the West, Muslims.
Twenty-first century fascism evokes mystifying ideologies, often involving race/culture supremacy and xenophobia, embracing an idealised and mythical past. Neo-fascist culture normalises and glamorises warfare and social violence, indeed, generates a fascination with domination that is portrayed even as heroic.
American exceptionalism is unique in many ways as it does not include mass mobilization (see Inverted Totalitarism). "Go shopping" famously recommended George W Bush after 9/11. It should probably be more correctly called US-specific version of far right nationalism. The latter is a milder variant of one that existed in 30th of the last century in national-socialist countries of Europe, such as Italy and Spain, which does not necessarily employ physical violence against political opponents.
The sad fact is that the America of today is even more arrogant than the America in the days of Manifest Destiny and gunboat diplomacy. Indeed, the dissolution of the USSR cemented the national myth of superiority. The establishment of unparalleled industrial might, military victories in two world wars and on both sides of the globe, and the staggering economic defeat of Communism in the Cold War all have combined to cement America’s presumption of chapters in a long history of escalating national illusions of pre-eminence and blind national egoism. The dominant view about the USA from most countries is that it has a split paranoid personality, a “Jekyll and Hyde” America, “a democracy inside, an empire outside.” American policy makers, with their pretensions of global superiority after collapse of the USSR and with ever-increasing power of their military machine moved steadily toward making the whole globe a US preserve. Despite its vulgarity and borderline obsession with pornography (or may be because of that) the US culture made inroad all over the globe, and even in Europe and Russia despite rich cultural traditions of both. While the blatant American imperialism of the turn of the last century is now only a memory, today the nations face policies evidence more insidious brands of imperialism: cultural imperialism, economic imperialism, the imperialism of neoliberal ideology and forced globalization on the US terms. All are spread by the same national arrogance, the same cock-sure certainly that we are right. Many nations fear the United States practices a contemporary brand of “soft imperialism,” enslaving nations with IMF debt meachisms under the auspice of economic globalization. Converting the Third World in debt slaves or simply exploit it. In spite of such fears, and despite the setbacks, Americans remain convinced that eventually all nations are destined to fall into step and adopt “the American way.” All the while, the US politicians decry the rigid fundamentalism of our enemies while we remain utterly blind to our own.
Americans have been, and are today, exposed almost from birth to a particularly virulent strain of nationalism unlike that found in other modern nations. The resulting affliction stems from an unswerving faith in national superiority and uniqueness that is deeply ingrained in the American mind. Historically, these notions of superiority sprang from myths of the visions of chosen-ness, and high destiny; from the myth of frontier self-sufficiency; and finally from the perceived universality of American ideology and dominance of US culture and English language over the globe. While in some of us, nationalist feelings are not that pronounced, few of us are immune, and that is especially visible in times of anger, or fear. In spite of, and perhaps because of, our many strengths, practically all of us as Americans share this particularly prideful, unlovely, and potentially fatal weakness. In one form or another and to some degree or another, we carry national pride across the invisible boundary that separates benign patriotism from malignant far right nationalism. Hillary candidacy demonstrates that this process went too far and became really malignant:
Still, Americans are sure that they, like Woodrow Wilson, have seen “visions that other nations have not seen,” and that, accordingly, the United States’ mission has always been to become the “light of the world.”28 Indeed, from the very beginning, the American national identity was built on audacious visions of chosen-ness, destiny, and mission. Ronald Reagan was not the first nor the last in a long line of entrenched American visionaries to proclaim American exceptionalism, with its missionary implications of the Puritan “city on the hill,” no longer a stationary beacon, but an active force, the “leader of the free world” directing its forces against “empires of evil.”29
With such visions comes a warning: “the adoption of political and social values … as a framework for national identification is possible only if these values are based on some source of apparent ultimate truth which confers on them absolute validity — if they can claim universality.”30 If Americans unflinchingly believe that theirs is the single principle of Absolute Truth representing the universal interests of humankind, then any opposition will appear either criminal or inhuman.31 As Arthur Schlesinger Jr. puts it, “Those who are convinced that they have a monopoly on Truth always feel that they are saving the world when they slaughter heretics. Their object remains the making of the world over in the image of their dogmatic ideology — their goal is a monolithic world, organized on the principle of the infallibility of a single creed.”32 If Americans are so egotistical as to believe that their nation with its gleaming lamp of Ultimate Truth is the envy of the world, then they will perceive no wrong in trying to make the world over in America’s image, by whatever means. However, the world is a very complex and diverse place, and Ultimate Truth is a highly elusive and unstable substance. Thus, these are not only very arrogant ideas; they are also very dangerous ideas.
The way in which American elite as a whole relates with the rest of the world demonstrates a strong nationalistic (as in cultural nationalism) and chauvinistic point of view. That means that mass media presents events only from the particular point of view, that militarism is always encouraged and defended. With the considerable part of brainwashed lemmings (aka American public) believing that their nation, or culture, is superior to all others.
This view involves a unique mixture of prejudice, xenophobia and inter-group and in-group violence, with the latter directed at suppression of dissent. Indeed, the United States’ inflated sense of eminence create additional, non-economic stimulus for the country elite to act in fundamentally ethnocentric ways, and to to strive for unilateral rule of the world using military supremacy as door opener to resources of other nations. And first of all oil.
The other key support of American exeptionalism are large financial institutions, which depend on the success of the US "financial imperialism". We can view imperialism as ethnocentrism in action. And "financial imperialism" is very similar to "old-style" European imperialism, where European nations discovered new lands and imposed capitalism, their system of law and culture on the native peoples usually through violence. Like old colonies were forced to abandon their way of life and adopt a “superior” lifestyle and became resource base of metropolia, financial imperialism impose debt on other nations keeping them in a kind of debt slavery with the same result: they also became resource base for metropolia.
American exceptionalism might also have religious overtones as "citi on the hill" metaphor implies. It is not thus accidental that the first deep analyses of American exceptionalism was done by Niebuhr from the religious positions in his famous book The Irony of American History. Niebuhr as a theologian came to conclusion that it represents a sin that inevitably lead to the false allure of simple solutions and lack of appreciation of limits of power. In his opinion "Messianic consciousness" which constitute the core of American exceptionalism, was partially inherited form religious dogmas of early religious sects which came to colonize America. Those views were later enhanced and developed further by Professor Bacevich. See more details exposition of his views on the subject in the page New American Militarism
Any unbiased analysis of the nationalist activities leads to a disappointing conclusion: nationalists can behave as compradors: as enthusiastic servants of a foreign occupier of their own territory. In this case international banking cartel. Ukraine is one example, Serbia and Georgia are other but very similar examples. In the same way the USA can be viewed as a country occupied by financial oligarchy with most of its citizents converted into "debt slaves".
The policy which oppose exceptionalism is often called Noninterventionism
Noninterventionism is a rather clunky and unappealing label for a set of very appealing ideas: that the U.S. should mind its own business, act with restraint, respect other nations, refrain from unnecessary violence, and pursue peace. If future administrations took just a few of these as guiding principles for the conduct of foreign policy, America and the world would both be better off.
There were several important thinkers who contributed to understand of this complex and multifaceted, like any type of nationalism, phenomena. We will discuss (in breif) just four thinkers that made significant impact in understanding of this very complex concept. Among them:
American neo-conservatism is a closely related phenomenon. In this case the key point is that the pre-eminence of the USA as the sole superpower needs to be maintained at all costs and with wide use of military force. Among prominent neocons we can name Hillary Clinton and most of republican candidates for the presidency in the 2016 presidential race. That means that American exeptionalism is an establishment view, the view of the US elite, not some anomaly.
In his brilliant foreword to Niebuhr's book The Irony of American History Bacevich noted:
In Niebuhr's view, America's rise to power derived less from divine favor than from good fortune combines with a fierce determination to convert that good fortune in wealth and power. The good fortune cane in the form of vast landscape, rich in resources, ripe for exploitation, and apparently insulated from the bloody cockpit of [European] power politics. The determination found expression in a strategy of commercial and territorial expansionism that proved staggeringly successful, evidence not of superior virtue but of shrewdness punctuated with a considerable capacity for ruthlessness.
In describing America's rise to power Niebuhr does not shrink from using words like "hegemony" and "imperialism". His point is not to tag the United States with responsibility for all the world's evils. Rather, it is to suggest that it does not differ from other great powers as much as Americans may imagine.
...Niebuhr has little patience for those who portray the United States as acting on God's behalf. "All men are naturally inclined to obscure the morally ambiguous element in this political cause by investing it with religious sanctity," he once observed. " This is why religion is more frequently a source of confusion then of light in the political realm.". In the United States, he continued "The tendency to equate our political [goals] with our Christian convictions cause politics to generate idolatry."
In the introduction to American Exceptionalism and Human Rights Michael Ignatieff identifies three main types of exceptionalism:
I would add to it
The contributors to American Exceptionalism and Human Rights use Ignatieff's essay as a starting point to discuss specific types of exceptionalism -- America's approach to capital punishment and to free speech, for example -- or to explore the social, cultural, and institutional roots of exceptionalism.
The second important contribution to to the studies of American exceptionalism is Anatol Lieven. He correctly linked American exceptionalism with far right nationalism which Wikipedia defined as
Far-right politics or extreme-right politics are right-wing politics to the right of the mainstream centre right on the traditional left-right spectrum. They often involve a focus on tradition as opposed to policies and customs that are regarded as reflective of modernism. They tend to include disregard or disdain for egalitarianism, if not overt support for social inequality and social hierarchy, elements of social conservatism and opposition to most forms of liberalism and socialism.
"America keeps a fine house," Anatol Lieven writes in his probably best book on the American Exceptionalism (America Right or Wrong An Anatomy of American Nationalism ) "but in its cellar there lives a demon, whose name is nationalism." In a way US neocons, who commanded key position in Bush II and Barack Obama administrations are not that different from Israeli Likud Party.
While neocons definitely played an important role in shaping the US policy immediately after 9/11, the origins of aggressive U.S. foreign policy since 9/11 also reflect controversial character of the US national identity, which according to Anatol Lieven embraces two contradictory features.
Both of those tendencies are much older then 9/11. The first aggressive, expansionist war by the US was the war of 1812. See American Loyalists, The Most Important War You Probably Know Nothing About - By James Traub Foreign Policy
The War of 1812 matters because it was America’s first war of choice. The United States did not have to declare war on Great Britain on June 18, 1812, to survive as a nation and indeed President James Madison did not want to. The newly founded United States was growing westward but the “war hawks” in Congress pressed for a conflict with America’s former colonial masters in the hopes of gaining even more territory to the north. The term “hawk” was coined in the run-up to the War of 1812 and the hawks of U.S. foreign policy have been with us ever since.
The War of 1812 was America’s first neocon war. With an audacity that would become familiar, the war hawks appealed to a combination of personal pride — the British navy was forcibly conscripting Americans — and the prospect of material gain — the absorption of British Canada — wrapped up in love of country. No one said the conquest of Canada would be a “cakewalk,” but the hawks were confident the Americans would be greeted as liberators.
These two mutually-excusive impulses caused wild oscillations of the US foreign policy, especially in the Middle East and influenced the nature of U.S. support for Israel. Due to those oscillations those two contradictory impulses are undermining the U.S. foreign policy credibility in the eyes of the worlds and complicates reaching important national objectives.
Some attribute the term “American Exceptionalism” to Alexis de Tocqueville — though he never penned the phrase. In reality this term originated by German Marxists who were trying to explain weakness of worker movement in the USA. The idiom was popularized by neo-conservative pundits (aka former Trotskyites) soon after WWII.
In reality the term "American Exceptionalism is nothing but a disguised, more "politically correct" reference to America's Janus-faced nationalism. It has some mystical components like long vanished under the hill of financial oligarchy the "American dream" and its German-style refrain "God bless America". What is interesting about "God bless America" is that most founding fathers were Deists, profoundly critical of organized religions and they sought to separate personal -- what many of them described as mythologies -- from government. They were profoundly respectful of personal religious belief, but saw government as necessarily secular if freedom was to prevail. Not until the religious revivals of the 1820s through the 1860s can you find many identifying religion as a component of American exceptionalism.
As Martin Woollacott aptly noted in his review of Anatol Lieven book America, Right or Wrong: An Anatomy of American Nationalism ( Guardian):
He cuts through the conformist political rhetoric of America, the obfuscating special language of the "American dream", or the "American exception", which infects even foreign accounts. Even to use the word "nationalism" to describe an American phenomenon is, as he notes, not normal. Americans are not "nationalist", they are "patriotic". It is a patriotism which too often leaves no room for the patriotism of others, combining a theoretical care for all humanity with, in practice, an "indifference verging on contempt" for the interests and hopes of non-Americans. Nothing could be more distant from "the decent respect to the opinions of mankind" recommended to Americans in the early years of their independent existence
Lieven first paints a picture of an in some ways admirable American "civic nationalism", based on respect for the rule of law, constitutionality, democracy, and social (but not economic) equality, and a desire to spread these values in the world. But because this nationalism unrealistically holds that such "American" values can be exported at will, it blinds Americans to the different nature of other societies, sustaining the mistaken idea that if only particular rulers or classes can be displaced, "democracy" will prevail - a "decapitation" theory which contributed to the decision to attack Saddam. The American campaign to democratize other societies, Lieven says, harshly but fairly, "combines sloppiness of intellect and meanness of spirit". But, while in part mythic and not entirely rational, this side of American nationalism is of some value not only to the United States, but to the world as a whole.
...The result, Lieven argues, is that instead of the mature nationalism of a satisfied and dominant state, American nationalism is more akin to that of late developing and insecure states such as Wilhelmine Germany and Tsarist Russia.
"While America keeps a splendid and welcoming house," Lieven writes in his preface, "it also keeps a family of demons in its cellar.
His book supports Mark Twain quite to the effect that we are blessed with three things in this country, freedom of speech, freedom of conscience and, thirdly, the common sense to practice neither one!
He also points at the very important side effect of Exceptionalism: "America's hypocrisy," (see for example Inside "democracy promotion" hypocrisy fair). An outstanding level of hypocrisy in the US foreign policy also is corroborated by other scholars, among them James Hillman in his recent book "A Terrible Love of War" in which he characterizes hypocrisy as quintessentially American (although British are strong competitors). Now after Snowden, Libya, Guantanamo, Abu Ghraib, etc we might be appear to be entering an new stage on which "The era of easy hypocrisy is over."
The regime of easy hypocrisy means that America position itself as a blessed nation created by God and (here’s the rub) therefore privileged in what actions it can take around the world and the nation that can safely ignore international norms, which are created only for suckers. It is above the international law.
The aide said that guys like me were "in what we call the reality-based community," which he defined as people who "believe that solutions emerge from your judicious study of discernible reality." ... "That's not the way the world really works anymore," he continued. "We're an empire now, and when we act, we create our own reality. And while you're studying that reality—judiciously, as you will—we'll act again, creating other new realities, which you can study too, and that's how things will sort out. We're history's actors…and you, all of you, will be left to just study what we do."
This is pretty precise definition of the idea of introduced by Nazi idea of “decisionism” in which action is seen as a value in itself. Decisionism is a defining feature of any totalitarian state. By extension if you find decisionism exists in particular state, it is rational to expect other F-features of such states. Umberto Eco has listed fourteen attributes along with two major features: irrationalism and decisionism. Eco has them listed as attributes 2 and 3.
The Enlightenment, the Age of Reason, is seen as the beginning of modern depravity. In this sense Ur-Fascism can be defined as irrationalism.
3. Irrationalism also depends on the cult of action for action's sake.
Action being beautiful in itself, it must be taken before, or without, reflection. Thinking is a form of emasculation. Therefore culture is suspect insofar as it is identified with critical attitudes. Distrust of the intellectual world has always been a symptom of Ur-Fascism, from Hermann Goering's fondness for a phrase from a Hanns Johst play ("When I hear the word 'culture' I reach for my gun") to the frequent use of such expressions as "degenerate intellectuals," "eggheads," "effete snobs," and "universities are nests of reds." The official Fascist intellectuals were mainly engaged in attacking modern culture and the liberal intelligentsia for having betrayed traditional values.Fascism has an irrational element that rejects modern thought because it conflicts with traditional beliefs of the Christian religion and because fascism views communist ideology as a child of the Age of Reason and Jewish intellectuals. The Nazis were well aware that Karl Marx was a German Jew. Evolution is seen as modernist and is rejected in favor of Christian creationism. This debate is repeating itself today in American society with Christian fundamentalism attempting to gain control of state education.
Fourteen Ways of Looking at a Blackshirt
Very closely related to irrationalism is “decisionism” in which action is seen as a value in itself. This is an existential element in fascism that elevates action over thought. Action is a sign of unambiguous power, and thought is associated with weakness and indecision. Carl Schmitt, a Nazi Law constitutional jurist, wrote that a decision is “(an actual historical event) and not within that of a norm (an ahistoric and transcendent idea).” The a priori is overshadowed by the posteriori. Actions over abstract principles, Fact over Idea, Power over pure thought, Certainty over ambiguity are the values and ideological norms that are primary in a totalitarian state.
After fleeing Germany, Marcuse wrote in 1934 a critique of German fascist society and attempted to identify those beliefs and philosophical themes found within fascist ideology. Marcuse believed that the seeds of fascism could be found in the Capitalist Democratic Liberal State, which over time mutate as Monopoly Capitalism gain control of the State as in the case of Germany. The evolution of Capitalism is also the concealed dialectic of Fascism. Those mutated liberal democratic ideas and values are betrayed by a totalitarianism based on action and force.
Using Germany as his example of a fascist society Marcuse writes:From what social idea in Capitalistic Liberalism did this decisionism evolve? It is none other than the economic hero, the free independent entrepreneur of industrial capitalism.The idea of the charismatic, authoritarian leader is already preformed in the liberalist celebration of the gifted economic leader, the “born” executive. Negations, page 18.
And within the political sphere all relationships are oriented in turn toward the most extreme “crisis,” toward the decision about the “state of emergency,” of war and peace. The true possessor of power is defined as beyond all legality and legitimacy: “Sovereign is he who decides on the state of emergency.” (Carl Schmitt, Politische Theologie,1922).
Sovereignty is founded on the factual power to make this decision (decisionism). The basic political relationship is the “friend-enemy relationship.” Its crisis is war, which proceeds until the enemy has been physically annihilated.
There is no social relationship that does not in a crisis turn into a political relationship. Behind all economic, social, religious, and cultural relations stands total politicization. There is no sphere of private or public life, no legal or rational court of appeal that could oppose it.
Negations, page 36.
The total-authoritarian state is born out of the Liberal state and the former concept of the economic leader is transformed into a Fuhrer. We can see this mutation of the concept of the “born” executive into the leader-state (Fuhrerstaat) in George Bush’s speech and actions.
An uneducated but privileged man, George Bush, has merged the idea of the CEO with that of the State Leader. But society has also made this same concatenation of ideas. He is a president of action and seen as a “strong” president. He is doer and not a thinker and his followers are proud of this persona. His opponents are “feminine” and members of the “reality based community.” Consequently, the Bush administration has attempted to engineer the executive branch to be the strongest in American history by claiming “inherent” presidential powers. It is precisely the concept of “state of emergency” that Bush has used to grab more and more state power in the name of security.
He has instituted the hyper-surveillance of Americas with the Patriot act, which is based on the same justification Nazi Law used to empower the Fuhrer. A Bush lawyer and advisor, John Yoo, wrote, Just two weeks after the September 11 attacks, a secret memo to White House counsel Alberto Gonzales’ office concluded that President Bush had the power to deploy military force “preemptively” against any terrorist groups or countries that supported them—regardless of whether they had any connection to the attacks on the World Trade Towers or the Pentagon. The memo, written by Justice Department lawyer John Yoo, argues that there are effectively “no limits” on the president’s authority to wage war—a sweeping assertion of executive power that some constitutional scholars say goes considerably beyond any that had previously been articulated by the department. http://www.msnbc.msn.com/id/6732484/site/newsweek/
Carl Schmitt, a Nazi Law constitutional jurist in Hitler’s Third Reich, wrote a similar justification of power for the State Leader using the concept of the “exception” in his work “Political Theology,” Hence, the thundering opening of his treatise: 'The sovereign is he who decides on the exception.' It is a disturbingly 'realistic' view of politics, which, in the manner of Hobbes, subordinates de jure authority to de facto power: autoritas, non veritas facit legem. (The law is made by the one who has authority (i.e. power) and not the one who possesses the truth (the legitimate sovereign).)
The problem of the exception, for the constitutional jurist Schmitt, can only be resolved within the framework of a decision (an actual historical event) and not within that of a norm (an ahistoric and transcendent idea). Moreover, the legal act which decides what constitutes an exception is 'a decision in the true sense of the word', because a general norm, an ordinary legal prescription, 'can never encompass a total exception'. If so, then, 'the decision that a real exception exists cannot be derived entirely from this norm.' The problem of the exception, in other words, demarcates the limit of the rule of law and opens up that trans-legal space, that no-man's land of existential exigency, which is bereft of legal authority and where the decision of the sovereign abrogates the anomaly of the legal void. …against the legal positivism of his times, Schmitt seems to be arguing that not law but the sovereign, not the legal text but the political will, is the supreme authority in a state. States are not legal entities but historical polities; they are engaged in a constant battle for survival where any moment of their existence may constitute an exception, it may engender a political crisis that cannot be remedied by the application of the rule of law. From the existential priority of the sovereign over the legitimacy of the norm, it would also follow that according to Schmitt, law is subservient to politics and not autonomous of it. The Sovereignty of the Political Carl Schmitt and the Nemesis of Liberalism http://www.algonet.se/~pmanzoor/CarlSchmitt.htm
When the Bush administration argues that increased presidential power is needed to fight terrorism by suspending or overriding the constitutional protections against search and seizures, they are arguing the principles of Nazi constitutional law. Vice President Dick Cheney on Tuesday vigorously defended the Bush administration's use of secret domestic spying and efforts to expand presidential powers, saying "it's not an accident that we haven't been hit in four years." Talking to reporters aboard his government plane as he flew from Islamabad, Pakistan to Muscat, Oman on an overseas mission, Cheney said a contraction in the power of the presidency since the Vietnam and Watergate era must be reversed. "I believe in a strong, robust executive authority and I think that the world we live in demands it. And to some extent, that we have an obligation as the administration to pass on the offices we hold to our successors in as good of shape as we found them," he said.
http://www.breitbart.com/news/2005/12/20/D8EK28B82.htmlAgainst these ever expanding powers of the State stand the once traditional individual freedoms upheld by the Liberal Democratic State. The theologian and philosopher of the Age of Reason, Immanuel Kant wrote…Human right must be kept sacred, no matter how great the sacrifice it costs the ruling powers. One cannot go only halfway and contrive a pragmatically conditioned right….All politics, rather, must bend the knee before sacred human right…
The same idea from slightly different angle is reflected in term "Faith-based community" vs. Reality-based community ( Wikipedia )
Reality-based community is a popular term among liberal political commentators in the United States. In the fall of 2004, the phrase "proud member of the reality-based community" was first used to suggest the commentator's opinions are based more on observation than on faith, assumption, or ideology. The term has been defined as people who "believe that solutions emerge from judicious study of discernible reality." Some commentators have gone as far as to suggest that there is an overarching conflict in society between the reality-based community and the "faith-based community" as a whole. It can be seen as an example of political framing.
The source of the term is a quotation in an October 17, 2004, New York Times Magazine article by writer Ron Suskind, quoting an unnamed aide to George W. Bush:
The aide said that guys like me were "in what we call the reality-based community," which he defined as people who "believe that solutions emerge from your judicious study of discernible reality." ... "That's not the way the world really works anymore," he continued. "We're an empire now, and when we act, we create our own reality. And while you're studying that reality—judiciously, as you will—we'll act again, creating other new realities, which you can study too, and that's how things will sort out. We're history's actors…and you, all of you, will be left to just study what we do."
Commentators who use this term generally oppose former President Bush's policies and by using this term imply that Bush's policies (and, by extension, those of the conservative movement generally) were (or are) out of touch with reality. Others use the term to draw a contrast with the perceived arrogance of the Bush Administration's unilateral policies, in accordance with the aide's quote. Its popularity has prompted some conservative commentators to use the term ironically, to accuse the left-leaning "reality-based community" of ignoring reality.
The Republican Party — and more particularly the neo-con wing of the party — is particularly susceptible to imperial outreach. This imperial mentality is well exemplified by Fox News reporting.
For example, Matt Lewis, a conservative political Pundit on MSNBC attacked Barack Obama for saying “Any world order that elevates one nation above another will fall flat.” In response Lewis stated:
“I think that goes against the idea of American exceptionalism…most Americans believe that America was gifted by God and is a blessed nation and therefore we are better.”
For any conservative the concept of “American Exceptionalism” is rather bemusing. America is not more democratic, more free, more enterprising, more tolerant, or more anything else be it Canada, New Zealand or for that matter Australia. America is just a bigger country and due to its size, human resources and industrial potential it the leading Western country and the owner of world reserve currency, after Great Britain became financially exhausted after WWII. That means that American Exceptionalism is simply a politically correct work for a combustible mixture of nationalism (with Christian messianism component similar to Crusades with "democracy" instead Jesus) and Jingoism. In a very deep sense this is negation of the idea "all men are created equal" and as such is anti-American ;-).
America is a blessed nation as everybody in the country is an immigrant, the nation that at some point of time was freer and more prosperous than many others, but as a great Nazarene once said, “The first shall be last and the last shall be first.”
Bill Moyers Journal . Watch & Listen | PBS
Here is one of those neon sentences. Quote,
"The pursuit of freedom, as defined in an age of consumerism, has induced a condition of dependence on imported goods, on imported oil, and on credit. The chief desire of the American people," you write, "is that nothing should disrupt their access to these goods, that oil, and that credit. The chief aim of the U.S. government is to satisfy that desire, which it does in part of through the distribution of largesse here at home, and in part through the pursuit of imperial ambitions abroad."
In other words, you're saying that our foreign policy is the result of a dependence on consumer goods and credit.
Our foreign policy is not something simply concocted by people in Washington D.C. and imposed on us. Our foreign policy is something that is concocted in Washington D.C., but it reflects the perceptions of our political elite about what we want, we the people want. And what we want, by and large - I mean, one could point to many individual exceptions - but, what we want, by and large is, we want this continuing flow of very cheap consumer goods.
We want to be able to pump gas into our cars regardless of how big they may happen to be, in order to be able to drive wherever we want to be able to drive. And we want to be able to do these things without having to think about whether or not the book's balanced at the end of the month, or the end of the fiscal year. And therefore, we want this unending line of credit.
Quite logically the imperial actions is a source of widespread Anti-Americanism. As Ian Tyrrell noted in What is American exceptionalism
It is also important to realize that there is a “negative” version of exceptionalism, i.e. that the US has been exceptionally bad, racist, violent. While this is less a part of the common myths about American history, the attempt to compensate for American exceptionalism by emphasizing unique American evils is equally distorting. We need to think more about this matter, especially when we deal with racial divisions and gender prejudice. Is the US experience a variant on wider racial and gender patterns? While social history has provided new perspectives on the role of women, African Americans, and ethnics in the making of American history, has that new history discredited or qualified ideas of American exceptionalism?
The actual term “American exceptionalism” was originally coined by German Marxists who wished to explain why the US seemed to have by-passed the rise of socialism and Marxism. (Actually the US had much class conflict, some Marxist parties and theorists, and a lively socialist movement, though the latter was not on the scale of, say, France and Germany.) But exceptionalism is much more than about class conflict.
Some historians prefer the terms “differences” or “uniqueness?” Are these suitable substitutes? Whatever the terminology, the implications of American difference/uniqueness have long been debated. Some have said the difference was temporary, and eventually the US would be like other countries. Others have argued that American “specialness” stems from its political, intellectual, and even religious heritage, and is enduring.
Skeptic view on American Exceptionalism is valuable for different reasons some of which were listed by Stephen M. Walt in his The Myth of American Exceptionalism (Foreign Policy, November 2011)
The only thing wrong with this self-congratulatory portrait of America's global role is that it is mostly a myth. Although the United States possesses certain unique qualities -- from high levels of religiosity to a political culture that privileges individual freedom -- the conduct of U.S. foreign policy has been determined primarily by its relative power and by the inherently competitive nature of international politics. By focusing on their supposedly exceptional qualities, Americans blind themselves to the ways that they are a lot like everyone else.
This unchallenged faith in American exceptionalism makes it harder for Americans to understand why others are less enthusiastic about U.S. dominance, often alarmed by U.S. policies, and frequently irritated by what they see as U.S. hypocrisy, whether the subject is possession of nuclear weapons, conformity with international law, or America's tendency to condemn the conduct of others while ignoring its own failings. Ironically, U.S. foreign policy would probably be more effective if Americans were less convinced of their own unique virtues and less eager to proclaim them.
What we need, in short, is a more realistic and critical assessment of America's true character and contributions. In that spirit, I offer here the Top 5 Myths about American Exceptionalism.
Myth 1: There Is Something Exceptional About American Exceptionalism.
Whenever American leaders refer to the "unique" responsibilities of the United States, they are saying that it is different from other powers and that these differences require them to take on special burdens.
Yet there is nothing unusual about such lofty declarations; indeed, those who make them are treading a well-worn path. Most great powers have considered themselves superior to their rivals and have believed that they were advancing some greater good when they imposed their preferences on others. The British thought they were bearing the "white man's burden," while French colonialists invoked la mission civilisatrice to justify their empire. Portugal, whose imperial activities were hardly distinguished, believed it was promoting a certain missăo civilizadora. Even many of the officials of the former Soviet Union genuinely believed they were leading the world toward a socialist utopia despite the many cruelties that communist rule inflicted. Of course, the United States has by far the better claim to virtue than Stalin or his successors, but Obama was right to remind us that all countries prize their own particular qualities.
So when Americans proclaim they are exceptional and indispensable, they are simply the latest nation to sing a familiar old song. Among great powers, thinking you're special is the norm, not the exception.
Myth 2: The United States Behaves Better Than Other Nations Do.
Declarations of American exceptionalism rest on the belief that the United States is a uniquely virtuous nation, one that loves peace, nurtures liberty, respects human rights, and embraces the rule of law. Americans like to think their country behaves much better than other states do, and certainly better than other great powers.
If only it were true. The United States may not have been as brutal as the worst states in world history, but a dispassionate look at the historical record belies most claims about America's moral superiority.
For starters, the United States has been one of the most expansionist powers in modern history. It began as 13 small colonies clinging to the Eastern Seaboard, but eventually expanded across North America, seizing Texas, Arizona, New Mexico, and California from Mexico in 1846. Along the way, it eliminated most of the native population and confined the survivors to impoverished reservations. By the mid-19th century, it had pushed Britain out of the Pacific Northwest and consolidated its hegemony over the Western Hemisphere.
The United States has fought numerous wars since then -- starting several of them -- and its wartime conduct has hardly been a model of restraint. The 1899-1902 conquest of the Philippines killed some 200,000 to 400,000 Filipinos, most of them civilians, and the United States and its allies did not hesitate to dispatch some 305,000 German and 330,000 Japanese civilians through aerial bombing during World War II, mostly through deliberate campaigns against enemy cities. No wonder Gen. Curtis LeMay, who directed the bombing campaign against Japan, told an aide, "If the U.S. lost the war, we would be prosecuted as war criminals." The United States dropped more than 6 million tons of bombs during the Indochina war, including tons of napalm and lethal defoliants like Agent Orange, and it is directly responsible for the deaths of many of the roughly 1 million civilians who died in that war.
More recently, the U.S.-backed Contra war in Nicaragua killed some 30,000 Nicaraguans, a percentage of their population equivalent to 2 million dead Americans. U.S. military action has led directly or indirectly to the deaths of 250,000 Muslims over the past three decades (and that's a low-end estimate, not counting the deaths resulting from the sanctions against Iraq in the 1990s), including the more than 100,000 people who died following the invasion and occupation of Iraq in 2003. U.S. drones and Special Forces are going after suspected terrorists in at least five countries at present and have killed an unknown number of innocent civilians in the process. Some of these actions may have been necessary to make Americans more prosperous and secure. But while Americans would undoubtedly regard such acts as indefensible if some foreign country were doing them to us, hardly any U.S. politicians have questioned these policies. Instead, Americans still wonder, "Why do they hate us?"
The United States talks a good game on human rights and international law, but it has refused to sign most human rights treaties, is not a party to the International Criminal Court, and has been all too willing to cozy up to dictators -- remember our friend Hosni Mubarak? -- with abysmal human rights records. If that were not enough, the abuses at Abu Ghraib and the George W. Bush administration's reliance on waterboarding, extraordinary rendition, and preventive detention should shake America's belief that it consistently acts in a morally superior fashion. Obama's decision to retain many of these policies suggests they were not a temporary aberration.
The United States never conquered a vast overseas empire or caused millions to die through tyrannical blunders like China's Great Leap Forward or Stalin's forced collectivization. And given the vast power at its disposal for much of the past century, Washington could certainly have done much worse. But the record is clear: U.S. leaders have done what they thought they had to do when confronted by external dangers, and they paid scant attention to moral principles along the way. The idea that the United States is uniquely virtuous may be comforting to Americans; too bad it's not true.
Myth 3: America's Success Is Due to Its Special Genius.
The United States has enjoyed remarkable success, and Americans tend to portray their rise to world power as a direct result of the political foresight of the Founding Fathers, the virtues of the U.S. Constitution, the priority placed on individual liberty, and the creativity and hard work of the American people. In this narrative, the United States enjoys an exceptional global position today because it is, well, exceptional.
There is more than a grain of truth to this version of American history. It's not an accident that immigrants came to America in droves in search of economic opportunity, and the "melting pot" myth facilitated the assimilation of each wave of new Americans. America's scientific and technological achievements are fully deserving of praise and owe something to the openness and vitality of the American political order.
But America's past success is due as much to good luck as to any uniquely American virtues. The new nation was lucky that the continent was lavishly endowed with natural resources and traversed by navigable rivers. It was lucky to have been founded far from the other great powers and even luckier that the native population was less advanced and highly susceptible to European diseases. Americans were fortunate that the European great powers were at war for much of the republic's early history, which greatly facilitated its expansion across the continent, and its global primacy was ensured after the other great powers fought two devastating world wars. This account of America's rise does not deny that the United States did many things right, but it also acknowledges that America's present position owes as much to good fortune as to any special genius or "manifest destiny."
Myth 4: The United States Is Responsible for Most of the Good in the World.
Americans are fond of giving themselves credit for positive international developments. President Bill Clinton believed the United States was "indispensable to the forging of stable political relations," and the late Harvard University political scientist Samuel P. Huntington thought U.S. primacy was central "to the future of freedom, democracy, open economies, and international order in the world." Journalist Michael Hirsh has gone even further, writing in his book At War With Ourselves that America's global role is "the greatest gift the world has received in many, many centuries, possibly all of recorded history." Scholarly works such as Tony Smith's America's Mission and G. John Ikenberry's Liberal Leviathan emphasize America's contribution to the spread of democracy and its promotion of a supposedly liberal world order. Given all the high-fives American leaders have given themselves, it is hardly surprising that most Americans see their country as an overwhelmingly positive force in world affairs.
Once again, there is something to this line of argument, just not enough to make it entirely accurate. The United States has made undeniable contributions to peace and stability in the world over the past century, including the Marshall Plan, the creation and management of the Bretton Woods system, its rhetorical support for the core principles of democracy and human rights, and its mostly stabilizing military presence in Europe and the Far East. But the belief that all good things flow from Washington's wisdom overstates the U.S. contribution by a wide margin.
For starters, though Americans watching Saving Private Ryan or Patton may conclude that the United States played the central role in vanquishing Nazi Germany, most of the fighting was in Eastern Europe and the main burden of defeating Hitler's war machine was borne by the Soviet Union. Similarly, though the Marshall Plan and NATO played important roles in Europe's post-World War II success, Europeans deserve at least as much credit for rebuilding their economies, constructing a novel economic and political union, and moving beyond four centuries of sometimes bitter rivalry. Americans also tend to think they won the Cold War all by themselves, a view that ignores the contributions of other anti-Soviet adversaries and the courageous dissidents whose resistance to communist rule produced the "velvet revolutions" of 1989.
Moreover, as Godfrey Hodgson recently noted in his sympathetic but clear-eyed book, The Myth of American Exceptionalism, the spread of liberal ideals is a global phenomenon with roots in the Enlightenment, and European philosophers and political leaders did much to advance the democratic ideal. Similarly, the abolition of slavery and the long effort to improve the status of women owe more to Britain and other democracies than to the United States, where progress in both areas trailed many other countries. Nor can the United States claim a global leadership role today on gay rights, criminal justice, or economic equality -- Europe's got those areas covered.
Finally, any honest accounting of the past half-century must acknowledge the downside of American primacy. The United States has been the major producer of greenhouse gases for most of the last hundred years and thus a principal cause of the adverse changes that are altering the global environment. The United States stood on the wrong side of the long struggle against apartheid in South Africa and backed plenty of unsavory dictatorships -- including Saddam Hussein's -- when short-term strategic interests dictated. Americans may be justly proud of their role in creating and defending Israel and in combating global anti-Semitism, but its one-sided policies have also prolonged Palestinian statelessness and sustained Israel's brutal occupation.
Bottom line: Americans take too much credit for global progress and accept too little blame for areas where U.S. policy has in fact been counterproductive. Americans are blind to their weak spots, and in ways that have real-world consequences. Remember when Pentagon planners thought U.S. troops would be greeted in Baghdad with flowers and parades? They mostly got RPGs and IEDs instead.
Myth 5: God Is on Our Side.
A crucial component of American exceptionalism is the belief that the United States has a divinely ordained mission to lead the rest of the world. Ronald Reagan told audiences that there was "some divine plan" that had placed America here, and once quoted Pope Pius XII saying, "Into the hands of America God has placed the destinies of an afflicted mankind." Bush offered a similar view in 2004, saying, "We have a calling from beyond the stars to stand for freedom." The same idea was expressed, albeit less nobly, in Otto von Bismarck's alleged quip that "God has a special providence for fools, drunks, and the United States."
Confidence is a valuable commodity for any country. But when a nation starts to think it enjoys the mandate of heaven and becomes convinced that it cannot fail or be led astray by scoundrels or incompetents, then reality is likely to deliver a swift rebuke. Ancient Athens, Napoleonic France, imperial Japan, and countless other countries have succumbed to this sort of hubris, and nearly always with catastrophic results.
Despite America's many successes, the country is hardly immune from setbacks, follies, and boneheaded blunders. If you have any doubts about that, just reflect on how a decade of ill-advised tax cuts, two costly and unsuccessful wars, and a financial meltdown driven mostly by greed and corruption have managed to squander the privileged position the United States enjoyed at the end of the 20th century. Instead of assuming that God is on their side, perhaps Americans should heed Abraham Lincoln's admonition that our greatest concern should be "whether we are on God's side."
Given the many challenges Americans now face, from persistent unemployment to the burden of winding down two deadly wars, it's unsurprising that they find the idea of their own exceptionalism comforting -- and that their aspiring political leaders have been proclaiming it with increasing fervor. Such patriotism has its benefits, but not when it leads to a basic misunderstanding of America's role in the world. This is exactly how bad decisions get made.
America has its own special qualities, as all countries do, but it is still a state embedded in a competitive global system. It is far stronger and richer than most, and its geopolitical position is remarkably favorable. These advantages give the United States a wider range of choice in its conduct of foreign affairs, but they don't ensure that its choices will be good ones. Far from being a unique state whose behavior is radically different from that of other great powers, the United States has behaved like all the rest, pursuing its own self-interest first and foremost, seeking to improve its relative position over time, and devoting relatively little blood or treasure to purely idealistic pursuits. Yet, just like past great powers, it has convinced itself that it is different, and better, than everyone else.
International politics is a contact sport, and even powerful states must compromise their political principles for the sake of security and prosperity. Nationalism is also a powerful force, and it inevitably highlights the country's virtues and sugarcoats its less savory aspects.
But if Americans want to be truly exceptional, they might start by viewing the whole idea of "American exceptionalism" with a much more skeptical eye.
For the list of top articles see Recommended Links section
Mar 18, 2019 | www.youtube.com
The recent Ethiopian Airlines crash led to the grounding of Boeing's 737 MAX planes across much of the globe. But as new details emerge about the cause of the model's second crash within five months, questions are being raised about how the plane's safety was approved in the first place. John Yang talks to Jeff Wise, a pilot and author of a book about MH370, the flight that vanished in 2014.
Kellie Hickman , 1 day agoRay Quinn , 1 day ago
Hundreds of lives lost...because of nothing more than corporate greed and its enablers at the FAA.Zemli Drakona , 1 day ago
World to Boeing. Safety features are not optional! SMH😑die Macsmannschaft , 23 hours ago
The warning light should be always on and should say "This plane sucks!"LA's Totally Awesome , 1 day ago (edited)
No wonder Airbus become the new prince on the air! No wonder european produce luxurious goods, not the US!K Me , 22 hours ago
So it was like driving a car while the "check engine" light is on X1000CK Man , 1 day ago
Imagine buying a car with ABS, but the ABS failure light was an "optional extra".Africanknight88 , 19 hours ago
$80,000 for a safety warning light! It should have been standard. How could they justify charging $80,000 for a warning light? It's like Ford charging $800 for Brake Fluid warning light, they would never have gotten away with that!Brandon E. Smith , 23 hours ago
LAWSUIT and CRIMINAL CHARGES NEED TO BE FILED!!!! ....Now take that "optional".....my lord 😤🤬GNegasi , 1 day ago
It took only 346 lives to "improve" safety. 🙄 Boeing has always been a horrible, horrible company.Jenny Kevin , 1 day ago
How design or structural problems can be solved in a software update???numbersix100 , 18 hours ago
please don't hide the true, and don't the victim,Armando D'SOUZA , 20 hours ago
I'll never fly on a 737 max, it's inherently unbalanced with its engines so far forward
First make plane stable in flying mode when engines are producing force to move forward.
Mar 24, 2019 | www.youtube.com
Published on Mar 21, 2019
With the 737 Max still grounded after last week's deadly Ethiopian Airlines crash, the focus turns to Boeing. The company offered a warning system that -- for a price -- might have helped prevent the crashes. Kris Van Cleave reports.
Edmund Ming Yip Kwong , 2 days agoArun K P , 2 days ago
This is so evil. Very disappointed at this multi-billion corporationSuprianto , 2 days ago
I didn't know safety features were optional on planes 😂 wtf.Ester F , 2 days ago (edited)
$80 thousand for a warning light??? Unbelievable.... How much money can an indicator light cost? Software for detecting sensor malfunction should've been there in the first place.... For such a critical sensor, those safety systems should've been built into the systems in a $120 million dollar plane in the first place.Schmoo , 2 days ago
Why charge more for safety? It should be included by default. Then they kept saying it was safe for flight but excluded a crucial piece. It's all for profit... smh. 🧐 they are trying to deflect blame on the airline. Those planes should have never been sold in the first place.Rust belt McCLanahan Crawling , 2 days ago
WOW! An add-on safety feature? Are you kidding me? That's just pure evil!Crude Rude , 2 days ago (edited)
Actually they should be charged with manslaughter for both plans ! Enough playing games with just a public court hearing then a fine ! Some Big People need to be held accountable by full law ! Jail time !Wenderz 26 , 1 day ago
Wow.... just wow.... So they're releasing a flawed, unfinished product that requires glitchy software they have to patch and are also offering DLC?The Watchful Hunter , 2 days ago
That is like selling cars with no brakes, airbags, or seat belts, expecting the consumer to pay extra for necessary safety equipment . UNBELIEVABLE!Mr. Sarcastic , 2 days ago (edited)
I bet Boeing has been frantically shredding and wiping documents off hard drives for a week.Hermes Trismegistus , 2 days ago
To bad all Airlines didn't buy the Super Deluxe "I really want to Live Package" from Boeing.Ryan Davis , 2 days ago
Once again, profit over safety! Those Boeing executives are money hungry demons! What a bunch of egotistical beasts!Joseph Holland Pontes , 2 days ago
I would bet that the actual labor and materials are less than $2000. The engineering had already been completed as it is an option. Why then would safety be optional? Criminal greed, or a low value placed on human lives. Whomever is responsible has no moral or social compass and should be punished. Not with a fine but a lengthy prison term in Leavenworth.Dr Evil , 2 days ago
Oh no DLC is also optional to airplanes.jaja smile , 2 days ago
They should never have extra charge on safety features . Evil companygeorge movies , 1 day ago
80K just cost them billions ......David L , 1 day ago (edited)
Boeing and FAA, GUILTY! MASS KILLING . FIRST DEGREE MURDERERS.Q & A , 2 days ago
I never thought capitalism was evil. Boeing: our planes were NOT safe to fly unless you pay extra.105 Wonky , 1 day ago
That's one expensive bulb. 😳Henry kirya , 1 day ago (edited)
You can have these 2 safety features which could potentially save lives, but your gonna have to pay 🤦♂️
if we can have recalls for cars, why cant we have the same for aircraft and force those chaps to install foolproof sensors in triplicate, complete with warning inidicators at no additional cost to the airlines!
Mar 24, 2019 | www.unz.com
If Nietzsche was right, and what doesn't kill us only makes us stronger, we can thank the global capitalist ruling classes, the Democratic Party, and the corporate media for four more years of Donald Trump. The long-awaited Mueller report is due any day now, or so they keep telling us. Once it is delivered, and does not prove that Trump is a Russian intelligence asset, or that he personally conspired with Vladimir Putin to steal the presidency from Hillary Clinton, well, things are liable to get a bit awkward. Given the amount of goalpost-moving and focus-shifting that has been going on, clearly, this is what everyone's expecting.
Honestly, I'm a bit surprised. I was sure they were going to go ahead and fabricate some kind of "smoking gun" evidence (like the pee-stained sheets from that Moscow hotel), or coerce one of his sleazy minions into testifying that he personally saw Trump down on his knees "colluding" Putin in the back room of a Russian sauna. After all, if you're going to accuse a sitting president of being a Russian intelligence asset, you kind of need to be able to prove it, or (a) you defeat the whole purpose of the exercise, (b) you destroy your own credibility, and (c) you present that sitting president with a powerful weapon he can use to bury you.
This is not exactly rocket science. As any seasoned badass will tell you, when you're resolving a conflict with another seasoned badass, you don't take out a gun unless you're going to use it. Taking a gun out, waving it around, and not shooting the other badass with it, is generally not a winning strategy. What often happens, if you're dumb enough to do that, is that the other badass will take your gun from you and either shoot you or beat you senseless with it.
This is what Trump is about to do with Russiagate. When the Mueller report fails to present any evidence that he "colluded" with Russia to steal the election, Trump is going to reach over, grab that report, roll it up tightly into a makeshift cudgel, and then beat the snot out of his opponents with it. He is going to explain to the American people that the Democrats, the corporate media, Hollywood, the liberal intelligentsia, and elements of the intelligence agencies conspired to try to force him out of office with an unprecedented propaganda campaign and a groundless special investigation. He is going to explain to the American people that Russiagate, from start to finish, was, in his words, a ridiculous "witch hunt," a childish story based on nothing. Then he's going to tell them a different story.
That story goes a little something like this
Back in November of 2016, the American people were so fed up with the neoliberal oligarchy that everyone knows really runs the country that they actually elected Donald Trump president. They did this fully aware that Trump was a repulsive, narcissistic ass clown who bragged about "grabbing women by the pussy" and jabbered about building "a big, beautiful wall" and making the Mexican government pay for it. They did this fully aware of the fact that Donald Trump had zero experience in any political office whatsoever, and was a loudmouth bigot, and was possibly out of his gourd on amphetamines half the time. The American people did not care. They were so disgusted with being conned by arrogant, two-faced, establishment stooges like the Clintons, the Bushes, and Barack Obama that they chose to put Donald Trump in office, because, fuck it, what did they have to lose?
The oligarchy that runs the country responded to the American people's decision by inventing a completely cock-and-bull story about Donald Trump being a Russian agent who the American people were tricked into voting for by nefarious Russian mind-control operatives, getting every organ of the liberal corporate media to disseminate and relentlessly promote this story on a daily basis for nearly three years, and appointing a special prosecutor to conduct an official investigation in order to lend it the appearance of legitimacy. Every component of the ruling establishment (i.e., the government, the media, the intelligence agencies, the liberal intelligentsia, et al.) collaborated in an unprecedented effort to remove an American president from office based on a bunch of made-up horseshit which kind of amounts to an attempted soft coup.
This is the story Donald Trump is going to tell the American people.
A minority of ideological heretics on what passes for the American Left are going to help him tell this story, not because we support Donald Trump, but because we believe that the mass hysteria and authoritarian fanaticism that has been manufactured over the course of Russiagate represents a danger greater than Trump. It has reached some neo-Riefenstahlian level, this bug-eyed, spittle-flecked, cult-like behavior worse even than the mass hysteria that gripped most Americans back in 2003, when they cheered on the U.S. invasion of Iraq, and the murder, rape, and torture of hundreds of thousands of men, women, and children based on a bunch of made-up horseshit.
We are going to be vilified, we leftist heretics, for helping Trump tell Americans this story. We are going to be denounced as Trumpenleft traitors , Putin-sympathizers, and Nazi-adjacents (as we were denounced as terrorist-sympathizers and Saddam-loving traitors back in 2003). We are going to be denounced as all these things by liberals, and by other leftists. We are going to be warned that pointing out how the government, the media, and the intelligence agencies all worked together to sell people Russiagate will only get Trump reelected, and, if that happens, it will be the End of Everything.
It will not be the End of Everything.
What might, however, be the End of Everything, or might lead us down the road to the End of Everything, is if otherwise intelligent human beings continue to allow themselves to be whipped into fits of mass hysteria and run around behaving like a mindless herd of propaganda-regurgitating zombies whenever the global capitalist ruling classes tell them that "the Russians are coming!" or that "the Nazis are coming!" or that "the Terrorists are coming!"
The Russo-Nazi Terrorists are not coming. The global capitalist ruling classes are putting down a populist insurgency , delegitimizing any and all forms of dissent from their global capitalist ideology and resistance to the hegemony of global capitalism. In the process, they are conditioning people to completely abandon their critical faculties and behave like twitching Pavlovian idiots who will obediently respond to whatever stimuli or blatantly fabricated propaganda the corporate media bombards them with.
If you want a glimpse of the dystopian future it isn't an Orwellian boot in your face. It's Invasion of the Body Snatchers . Study the Russiagate believers' reactions to the Mueller report when it is finally delivered. Observe the bizarre intellectual contortions their minds perform to rationalize their behavior over the last three years. Trust me, it will not be pretty. Cognitive dissonance never is.
Or, who knows, maybe the Russiagate gang will pull a fast one at the eleventh hour, and accuse Robert Mueller of Putinist sympathies (or appearing in that FSB video of Trump's notorious Moscow pee-party), and appoint a special prosecutor to investigate the special prosecutor. That should get them through to 2020!
C. J. Hopkins is an award-winning American playwright, novelist and political satirist based in Berlin. His plays are published by Bloomsbury Publishing (UK) and Broadway Play Publishing (USA). His debut novel, ZONE 23 , is published by Snoggsworthy, Swaine & Cormorant Paperbacks. He can be reached at cjhopkins.com or consentfactory.org .
Mar 24, 2019 | www.youtube.com
leemsy lazy , 1 week agoMulya hadi purnama , 1 week ago
Imagines if Airbus was crashing in America like that.rocco decrescentis , 4 hours ago
Very Clearly, Unsafety... " Recall " and Grounded all Boeing Type 737 Max 8...Most Dangerous aircraft, almost 400 people's dead in 6 Months !!!Robert Stephens , 1 day ago
No resignation! Like dumbbell n.45 used to say: You are fired!!Zelalem Zemene , 1 week ago (edited)
When you see documentary of broken dreams. You'll be surprised as i was is that Boeing is using lithium batteries on these aircraft.Global Solutions , 6 days ago
Ethiopian Airlines is one of the best known safe reputation. Of course Indonesian Airlines is the best too. The crash was very similar after take off and dive into the ground. Boing is just protecting itself for its market.QECHEW , 4 days ago (edited)
Boeing needs to be sued for $2 billion for each victim of the Lion Air and Ethiopian Airlines plus $300 billion in punitive damages, and jail time for some executives ~ they knowingly put up unsafe planes. In its early days, the 737 also had several cashes.GH1618 , 1 week ago
Obviously Boeing knew about the shortcomings of their design in earlier stages and instead of fixing their design they chose to use a software to fix it without informing the airlines or giving pilots adequate training in order to save costs.Al Bundy , 6 days ago
What is more surprising is that the angle-of-attack sensor system is not fail-safe.Andy Roo , 16 hours ago
Did the pilot's do the mandatory operating system Flash Player updates before takeoff?Kamau Phillip , 1 week ago
Profit before people. Computer says no! Failsafe failed. No manual over ride. Sorry folks. Say Your prayers. The problem maybe rebranded. Best case scenario. Impeccable flying from technical progress made.globalvillager700 , 3 days ago
The American pilots complained of the same issues with the same plane model but Boeing did nothing to correct the situation why????? ???B M , 1 week ago
Totally unnecessary crash that was caused by cutting corners and greed.Shinrin Yoku , 1 week ago
Prediction: Director of the FAA will resign!
The MC-21300 is a much better plane anyway. Why do airlines not order it I wonder.
Mar 24, 2019 | www.youtube.com
Probir Ghosh , 5 days agoEd Estrella , 5 days ago
Its a shame that Boeing didn't tell this little piece of information to the rest of the world.KimsonJohn , 5 days ago
You're telling me that lack of knowledge is what got over 300 people killed.... Beyond disturbing..Weez naz , 5 days ago
Ipad course GTFOH! This is no cooking recipe. ..it's people's lives!sando wando , 1 day ago (edited)
56 minutes with an iPad lesson... Jesus ChristJohn S , 5 days ago
PR stunt proudly paid by Boeing after being in bed with the WP. 😤Carl Johnson , 5 days ago
This piece of PR brought to you by Boeing!David Njabia , 5 days ago (edited)
Nice ad after two crashes in less than six monthsTewoflos Telahun , 5 days ago
Boeing must be lobbying really hard and it's a shame that a respectable entity like Washington Post is helping the narrative to shift the blame to pilots who are now dead. If it's a Boeing, I'll have second thoughts.lucius1976 , 5 days ago
This video is brought to you by Boeing ! Please, Washington Post, be less biased next time.Jason L , 2 days ago
1:39 MCAS = Mass Coffin Automation SystemAb Xarbi , 15 hours ago
'commitment' OH PLEASE.....america was the last to ground their 737s.MrXperx , 4 days ago
I tried to show this video to an Ethiopian, and he almost killed me.Stephen Courton , 5 days ago
1. Boeing wanted a new plane with larger enginers but without spending money on a new fuselage. 2. Sold their planes to customers saying that Max type is same as the NG and that no cost is involved for retraining pilots. 3. Make the MCAS system so that the new and plane and old plane feel theoretically same to the pilot. 4. Not tell pilots about MCAS or hide critical details about the system. 5. 300+ people dead. I hope the Boeing management can sleep well knowing they have blood on their hands.scrimmo , 21 hours ago
Sounds like they created a dangerously unstable craft that requires a computer system to keep from stalling. Even if pilot turns off plane may have already got in situation hard to recover from manually especially near ground. Two planes found this out.ludovicoC , 2 days ago
Time for Boeing and FAA officials to be locked up
To paraphrase Dr. Strangelove: "The whole point of the [MCAS] is lost IF YOU KEEP IT A SECRET! WHY DIDN'T YOU TELL THE [PILOTS], EH
Mar 20, 2019 | www.youtube.com
US Transport Department Looks Into Boeing 737 Max 8's Approval | al Jazeera English
New investigations are starting into the certification of the Boeing 737 Max 8 after two fatal crashes in less than six months.
Damon Reynolds , 3 days agoArdhi Adhary Arbain , 3 days ago
At the root of almost every problem today is 'cost cutting' for short term profits to satisfy roaming vulture capitalist greed. Why is the FAA 'under funded'? Why is it 'too expensive' to give pilots the sim time they need even after hundeds of people are dead??srinivas reddy , 3 days ago
Ask manufacturer's engineers to check the plane for their own certification? That's crazy.MVE , 3 days ago
I think boeing, FAA and US are working for each other I feel no surprise if they find no wrong doingDJ DA VINCI , 3 days ago
profit over safety, that's what it is all aboutMegaTriumph1 , 3 days ago
Did u know that when u turn off the MCAS it reset itself back on. Victims family should sue Boeing and the FAA till their last dime.Major Skies , 3 days ago
Engines too far forward wings too swept back computer and pilot can't find center of balance and it piledrives into earth, its not a mystery. If I wanted to take a perfectly good 737 and turn it into an unflyable plane, well they did it.GreenStorm01 , 3 days ago
Just fix the auto pilot issue. Also, what in all of God's green earth? Pilots only learned about flying this new model with just textual information? No simulation? No wounder pilots of both airlines were confound by the conflicting warnings blaring at them in the cockpit.dinesh prabhu , 3 days ago
Ha ha ha there is no money for the faa, but the government had enough money to go on a bombing run around the world. So now who is responsible ? Boeing faa or other aviation authorities like the icao or others ? Who is going to be jailed for this mass murdering? Since they have accepted it so the faa chief should be put behind bars for lying about the inspection and the certificate !!!!!!
Mar 24, 2019 | www.youtube.com
Leon Eldarion , 5 days agogtud65 cutting , 2 days ago
He is a clown! It is not FAA fault and Boeing was under pressure. If one of your family was in one of those crashes, you would never shill for those corporate murders.Sammy Woo , 2 days ago
If BOEING company is from another country, then USA 🇺🇸 Boeing air plane ✈ crashed The Boeing company will be closed immediatelyRobert May , 13 hours ago
Ex FAA employees have come out and say FAA doesn't have the expertise and have to rely on Boeing for aspects of the certifications, why? because dumb Americans buy politicians ever selling lower taxes. Hey dudes, u gotta spend money to hire good people duh! something gotta give. Cheap government, cheap results. U deserve what u paid for America.You Tube , 2 days ago
The MCAS system was not revealed to the first receivers of the Max 8's, nor was it in the Manuals. Boeing thought it would quietly do it's job in the background, but they were wrong. After the first accident from Lion Air, out of Indonesia, then all airliners were informed of this. The pilots in Ethiopia may or may not have been aware of this, and if they were they lacked insufficient training on how to deal with this problem. The MCAS system works to bring the nose of the plane down so it can fly at a level flight. MCAS get's it's information from AOA sensors that send info to the plane as to what angle the plane is flying at. Pilots have reported that the AOA sensors are faulty and sending "wrong information" and "activating" the MCAS system when it shouldn't have, causing the planes nose to point downward, and causing the plane to go into a nose dive, and this is what happened. Basically the MCAS was needed because Boeing redesigned the engines, that were bigger, and were mounted differently -- more forward and up on the wing, throwing off the center of gravity of the new 737 Max 8.The old 737 does not have this problem. AOA sensors, stands for Angle of Attack, to make sure air flow is right both over and under the wings, to make the plane aerodynamic. According to reports from pilots, you can "disengage" the MCAS SYSTEM, buy pulling back on the yoke, and this will do it. At the same time there are wheels by the throttle that you turn manually, to trim the planes stabilizer manually by yourself. This was done many times by well trained American pilots, who averted crashes with this jet. So, proper training and awareness could have saved a lot of lives. Let's not forget these MAX 8 jets have been flying for a couple years, with thousands of flights in North America and developed countries with "no" accidents, and pilots say the plane flies beautifully. They say it's a very smooth flying aircraft, and a pleasure to pilot. So, who's responsible for this -- well it's Boeing, for non disclosure of the MCAS system, and what to do, if it functions in error, and how to manually disengage the system. In my opinion, all pilots should know how to manually take a plane from takeoff, and land it smoothly with no automation, or computers to help them -- just like in the old days. Over the last 20 years, there have been so very few major aircraft go down. I'm all for automation, but I fully support proper pilot training should some of this automation fail -- like faulty sensors. It's completely crazy to rely on robots or Artificial Intelligence ( AI ) to fly planes, if you don't understand how the computers work, and how they fly the plane, and in the event of a failure of the computer, you can then shut it off, and have "no problem" , and take control of the aircraft yourself,- "manually" with a lot of confidence. I SHOULD ADD - this MCAS system and it's AOA sensors, should all be mandatory on a plane, and not be sold as extras, same as brakes on a car. You don't play around with peoples lives, to make a few extra dollars, selling "options." These features "must be standard equipment", on all these aircraft sold, PERIOD. This is why I'm "very against" self driving cars'. Can you imagine all the accidents that will happen from "faulty sensors." WOW , it will be a nightmare. Faulty sensors could be caused by snow, ice, extreme heat or cold. Are we getting so lazy that we need to have Artificial Intelligence driving our cars. No thanks for me, I'll drive my own car, and hope that people will rebel against this idea, and the makers of these cars, won't sell any of them, and thus, taking them off the market.This Boeing Max 8 should send a good example, of things to come if we allow driverless cars. Not for me, and I hope the general public will agree with this.Jackyboy335 , 3 days ago (edited)
Terrorists aren't needed to bring down airliners and frighten the public. Boeing and a failed Trump policy, that won't staff FAA department with a permanent and qualified leader, are managing the same thing through their fashionable neglect and arrogance.Armando D'SOUZA , 3 days ago
The word Federal is part of this....right ? Profit is king...right ? "...we are a country of laws.."....right ?AJJ Against Jihadi Justin , 5 days ago
Just look at the investigation of sinking and tilting Mellilium Tower in sanfransico. Building concrete Foundation and glasses are cracking and investigators are still studying what caused the two glass windows to crack. Similar investigation is going on how these two Boeing max crashed.Vic Chavez , 5 days ago
The FAA is in Boeings pocket book. Search... problems with Boeing 737 next generation with structural dangers reported on sbs datline australiaWizkin Li , 5 days ago
Trump privatized the faa and this is what happens.osidartaha2 , 4 days ago
No no no, this time it's all A320 neo 's faultbarrych mak , 4 days ago
Deadly strategie from Boeing for quick profits and market shares . Airliners are built to be operated for at least a couple of decades Boeing was providing worldwidely flying coffins made by mixing new technologies (leap engine ) with cheap and old technologies (1/2 century old airframe).A new well designed aircraft is stable, well-balanced without extra software's help.I.P. Knightly , 3 days ago
Check also the Boeing 767-300 nosedive crash on 23 Feb 2019 ! 3 Boeing nosedive crashes in 5 months !!!Peter Wexler , 1 day ago
Trump nominated his personal pilot to head up the FAA. After 2 years, they still have an "acting" director. Tim Boeing shows up at Mar-a-lago every weekend. What could possibly go wrong?yin ng , 5 days ago
I dissented this.Paradigm , 5 days ago
Same as to Ask Wall Street to regulate Wall Street and the Bankers to regulate themselves. Or ask the committed criminals to jail themselves.Paul Forester , 3 days ago
Byproduct of revolving doors.roxar69 , 19 hours ago
This been a long time coming. Who cut the FAA? BOTH PARTIES DID! The system is gonna fall apart because too much damage has been done. Just keep paying people peanuts and have them try to do a skilled job. My cousin quit the airline industry because they don't want people to be able to pay for the education needed for these jobs. Like who program these systems.Marcus Coyle , 5 days ago
So the merica is not really a saint..so now it not america dream but america dreaming..
Looks like I'll be getting that 🚲 sooner than later. I won't be traveling by plane for a few Give it time for all the smoke to clear and heads to roll😳
Mar 23, 2019 | original.antiwar.com
This month marks the 20th anniversary of Operation Allied Force, NATO's 78-day air war against Yugoslavia. It was a war waged as much against Serbian civilians – hundreds of whom perished – as it was against Slobodan Milošević's forces, and it was a campaign of breathtaking hypocrisy and selective outrage. More than anything, it was a war that by President Bill Clinton's own admission was fought for the sake of NATO's credibility.
One Man's Terrorist
Our story begins not in the war-torn Balkans of the 1990s but rather in the howling wilderness of Afghanistan at the end of the 1980s as defeated Soviet invaders withdrew from a decade of guerrilla warfare into the twilight of a once-mighty empire. The United States, which had provided arms, funding and training for the mujahideen fighters who had so bravely resisted the Soviet occupation, stopped supporting the jihadis as soon as the last Red Army units rolled across the Hairatan Bridge and back into the USSR. Afghanistan descended deeper into civil war.
The popular narrative posits that Osama bin Laden and his al-Qaeda network, Washington's former mujahideen allies, turned on the West after the US stationed hundreds of thousands of infidel troops in Saudi Arabia – home to two out of three of Sunni Islam's holiest sites – during Operation Desert Shield in 1990. Since then, the story goes, the relationship between the jihadists and their former benefactors has been one of enmity, characterized by sporadic terror attacks and fierce US retribution. The real story, however, is something altogether different.
From 1992 to 1995, the Pentagon flew thousands of al-Qaeda mujahideen, often accompanied by US Special Forces, from Central Asia to Europe to reinforce Bosnian Muslims as they fought Serbs to gain their independence from the Federal Republic of Yugoslavia. The Clinton administration armed and trained these fighters in flagrant violation of United Nations accords; weapons purchased by Saudi Arabia, Turkey and Iran were secretly shipped to the jihadists via Croatia, which netted a hefty profit from each transaction. The official Dutch inquiry into the 1995 Srebrenica massacre, in which thousands of Bosniak (Bosnian Muslim) men and boys were slaughtered by Bosnian Serb and Serbian paramilitary forces, concluded that the United States was "very closely involved" in these arms transfers.
When the Bosnian war ended in 1995 the United States was faced with the problem of thousands of Islamist warriors on European soil. Many of them joined the burgeoning Kosovo Liberation Army (KLA), which mainly consisted of ethnic Albanian Kosovars from what was still southwestern Yugoslavia. Emboldened by the success of the Slovenes, Croats, Macedonians and Bosnians who had won their independence from Belgrade as Yugoslavia literally balkanized, KLA fighters began to violently expel as many non-Albanians from Kosovo as they could. Roma, Jews, Turks and, above all, Serbs were all victims of Albanian ethnic cleansing.
The United States was initially very honest in its assessment of the KLA. Robert Gelbard, the US special envoy to Bosnia, called it "without any question a terrorist group." KLA backers allegedly included Osama bin Laden and other Islamic radicals; the group largely bankrolled its activities by trafficking heroin and sex slaves. The State Department accordingly added the KLA to its list of terrorist organizations in 1998.
However, despite all its nastiness the KLA endeared itself to Washington by fighting the defiant Yugoslavian President Slobodan Milošević. By this time Yugoslavia, once composed of eight nominally autonomous republics, had been reduced by years of bloody civil war to a rump of Serbia, Montenegro and Kosovo. To Serbs, the dominant ethnic group in what remained of the country, Kosovo is regarded as the very birthplace of their nation. Belgrade wasn't about to let it go without a fight and everyone knew it, especially the Clinton administration. Clinton's hypocrisy was immediately evident; when Chechnya fought for its independence from Moscow and Russian forces committed horrific atrocities in response, the American president called the war an internal Russian affair and barely criticized Russian President Boris Yeltsin. But when Milošević resorted to brute force in an attempt to prevent Yugoslavia from further fracturing, he soon found himself a marked man.
Although NATO called the KLA "the main initiator of the violence" in Kosovo and blasted "what appears to be a deliberate campaign of provocation" against the Serbs, the Clinton administration was nevertheless determined to attack the Milošević regime. US intelligence confirmed that the KLA was indeed provoking harsh retaliatory strikes by Serb forces in a bid to draw the United States and NATO into the conflict. President Clinton, however, apparently wasn't listening. The NATO powers, led by the United States, issued Milošević an ultimatum they knew he could never accept: allow NATO to occupy all of Kosovo and have free reign in Serbia as well. Assistant US Secretary of State James Rubin later admitted that "publicly we had to make clear we were seeking an agreement but privately we knew the chances of the Serbs agreeing were quite small."
Wagging the Dog?
In 1997 the film Wag the Dog debuted to rave reviews. The dark comedy concerns a Washington, DC spin doctor and a Hollywood producer who fabricate a fictional war in Albania to distract American voters from a presidential sex scandal. Many observers couldn't help but draw parallels between the film and the real-life events of 1998-99, which included the Monica Lewinsky scandal, Clinton's impeachment and a very real war brewing in the Balkans. As in Wag the Dog , there were exaggerated or completely fabricated tales of atrocities, and as in the film the US and NATO powers tried to sell their war as a humanitarian intervention. An attack on Yugoslavia, we were told, was needed to avert Serb ethnic cleansing of Albanians.
There were two main problems with this. First, there was no Serb ethnic cleansing of Albanian Kosovars until after NATO began mercilessly bombing Yugoslavia. The German government issued several reports confirming this. One, from October 1998, reads, in part:
The violent actions of the Yugoslav military and police since February 1998 were aimed at separatist activities and are no proof of a persecution of the whole Albanian ethnic group in Kosovo or a part of it. What was involved in the Yugoslav violent actions and excesses since February 1998 was a selective forcible action against the military underground movement (especially the KLA) A state program or persecution aimed at the whole ethnic group of Albanians exists neither now nor earlier.
Subsequent German government reports issued through the winter of 1999 tell a similar story. "Events since February and March 1998 do not evidence a persecution program based on Albanian ethnicity," stated one report released exactly one month before the NATO bombing started. "The measures taken by the armed Serbian forces are in the first instance directed toward combating the KLA and its supposed adherents and supporters."
While Serbs certainly did commit atrocities (especially after the ferocious NATO air campaign began), these were often greatly exaggerated by the Clinton administration and the US corporate mainstream media. Clinton claimed – and the media dutifully parroted – that 600,000 Albanians were "trapped within Kosovo lacking shelter, short of food, afraid to go home or buried in mass graves." This was completely false . US diplomat David Scheffer claimed that "225,000 ethnic Albanian men are missing, presumed dead." Again, a total fabrication . The FBI, International War Crimes Tribunal and global forensics experts flocked to Kosovo in droves after the NATO bombs stopped falling; the total number of victims they found was around 1 percent of the figure claimed by the United States.
However, once NATO attacked, the Serb response was predictably furious. Shockingly, NATO commander Gen. Wesley Clark declared that the ensuing Serbian atrocities against the Albanian Kosovar population had been "fully anticipated" and were apparently of little concern to Washington. Not only did NATO and the KLA provoke a war with Yugoslavia, they did so knowing that many innocent civilians would be killed, maimed or displaced by the certain and severe reprisals carried out by enraged Serb forces. Michael McGwire, a former top NATO planner, acknowledged that "to describe the bombing as a humanitarian intervention is really grotesque."
The other big problem with the US claiming it was attacking Yugoslavia on humanitarian grounds was that the Clinton administration had recently allowed – and was at the time allowing – far worse humanitarian catastrophes to rage without American intervention. More than 800,000 men, women and children were slaughtered while Clinton and other world leaders stood idly by during the 1994 Rwandan genocide. The US also courted the medievally brutal Taliban regime in hopes of achieving stability in Afghanistan and with an eye toward building a gas pipeline from Turkmenistan through Afghanistan to Pakistan. Clinton also did nothing to stop Russian forces from viciously crushing nationalist uprisings in the Caucuses, where Chechen rebels were fighting for their independence much the same as Albanian Kosovars were fighting the Serbs.
Colombia, the Western Hemisphere's leading recipient of US military and economic aid, was waging a fierce, decades-long campaign of terror against leftist insurgents and long-suffering indigenous peoples. Despite horrific brutality and pervasive human rights violations, US aid to Bogotá increased year after year. In Turkey, not only did Clinton do nothing to prevent government forces from committing widespread atrocities against Kurdish separatists, the administration positively encouraged its NATO ally with billions of dollars in loans and arms sales. Saudi Arabia, home to the most repressive fundamentalist regime this side of Afghanistan, was – and remains – a favored US ally despite having one of the world's worst human rights records. The list goes on and on.
Much closer to the conflict at hand, the United States tacitly approved the largest ethnic cleansing campaign in Europe since the Holocaust when as many as 200,000 Serbs were forcibly expelled from the Krajina region of Croatia by that country's US-trained military during Operation Storm in August 1995. Krajina Serbs had purged the region of its Croat minority four years earlier in their own ethnic cleansing campaign; now it was the Serbs' turn to be on the receiving end of the horror. Croatian forces stormed through Krajina, shelling towns and slaughtering innocent civilians. The sick and the elderly who couldn't escape were executed or burned alive in their homes as Croatian soldiers machine-gunned convoys of fleeing refugees.
"Painful for the Serbs"
Washington's selective indignation at Serb crimes both real and imagined is utterly inexcusable when held up to the horrific and seemingly indiscriminate atrocities committed during the NATO air campaign against Yugoslavia. The prominent Australian journalist John Pilger noted that "in the attack on Serbia, 2 percent of NATO's missiles hit military targets, the rest hit hospitals, schools, factories, churches and broadcast studios." There is little doubt that US and allied warplanes and missiles were targeting the Serbian people as much as, or even more than, Serb forces. The bombing knocked out electricity in 70 percent of the country as well as much of its water supply.
NATO warplanes also deliberately bombed a building containing the headquarters of Serbian state television and radio in the middle of densely populated central Belgrade. The April 23, 1999 attack occurred without warning while 200 employees were at work in the building. Among the 16 people killed were a makeup artist, a cameraman, a program director, an editor and three security guards. There is no doubt that the attack was meant to demoralize the Serbian people. There is also no doubt that those who ordered the bombing knew exactly what outcome to expect: a NATO planning document viewed by Bill Clinton, UK Prime Minister Tony Blair and French President Jacques Chirac forecast as many as 350 deaths in the event of such an attack, with as many as 250 of the victims expected to be innocent civilians living in nearby apartments.
Allied commanders wanted to fight a "zero casualty war" in Yugoslavia. As in zero casualties for NATO forces, not the people they were bombing. "This will be painful for the Serbs," Pentagon spokesman Kenneth Bacon sadistically predicted. It sure was. NATO warplanes flew sorties at 15,000 feet (4,500 meters), a safe height for the pilots. But this decreased accuracy and increased civilian casualties on the ground. One attack on central Belgrade mistakenly hit Dragiša Mišović hospital with a laser-guided "precision" bomb, obliterating an intensive care unit and destroying a children's ward while wounding several pregnant women who had the misfortune of being in labor at the time of the attack. Dragana Krstić, age 23, was recovering from cancer surgery – she just had a 10-pound (4.5 kg) tumor removed from her stomach – when the bombs blew jagged shards of glass into her neck and shoulders. "I don't know which hurts more," she lamented, "my stomach, my shoulder or my heart."
Dragiša Mišović wasn't the only hospital bombed by NATO. Cluster bombs dropped by fighter jets of the Royal Netherlands Air Force struck a hospital and a market in the city of Niš on May 7, killing 15 people and wounding 60 more. An emergency clinic and medical dispensary were also bombed in the mining town of Aleksinac on April 6, killing at least five people and wounding dozens more.
Bridges were favorite targets of NATO bombing. An international passenger train traveling from Belgrade to Thessaloniki, Greece was blown apart by two missiles as it crossed over Grdelica gorge on April 12. Children and a pregnant woman were among the 15 people killed in the attack; 16 other passengers were wounded. Allied commander Gen. Wesley Clark claimed the train, which had been damaged by the first missile, had been traveling too rapidly for the pilot to abort the second strike on the bridge. He then offered up a doctored video that was sped up more than three times so that the pilot's behavior would appear acceptable.
On May 1, at least 24 civilians, many of them children, were killed when NATO warplanes bombed a bridge in Lužane just as a bus was crossing. An ambulance rushing to the scene of the carnage was struck by a second bomb. On the sunny spring afternoon of May 30, a bridge over the Velika Morava River in the small town of Vavarin was bombed by low-flying German Air Force F-16 fighters while hundreds of local residents gathered nearby to celebrate an Orthodox Christian holiday. Eleven people died, most of them when the warplanes returned and bombed the people who rushed to the bridge to help those wounded in the first strike.
No One Is Safe
The horrors suffered by the villagers of Surdulica shows that no one in Serbia was safe from NATO's fury. They endured some 175 bombardments during one three-week period alone, with 50 houses destroyed and 600 others damaged in a town with only around 10,000 residents. On April 27, 20 civilians, including 12 children, died when bombs meant to destroy an army barracks slammed into a residential neighborhood. As many as 100 others were wounded in the incident. Tragedy befell the tiny town again on May 31 when NATO warplanes returned to bomb an ammunition depot but instead hit an old people's home; 23 civilians, most of them helpless elderly men and women, were blown to pieces. Dozens more were wounded. The US military initially said "there were no errant weapons" in the attack. However, Deputy Defense Secretary John Hamre later testified before Congress that it "was a case of the pilot getting confused."
The CIA was also apparently confused when it relied on what it claimed was an outdated map to approve a Stealth Bomber strike on what turned out to be the Chinese Embassy in Belgrade. Three Chinese journalists were killed and 27 other people were wounded. Some people aren't so sure the attack was an accident – Britain's Observer later reported that the US deliberately bombed the embassy after discovering it was being used to transmit Yugoslav army communications.
There were plenty of other accidents, some of them horrifically tragic and others just downright bizarre. Two separate attacks on the very Albanians NATO was claiming to help killed 160 people, many of them women and children. On April 14, NATO warplanes bombed refugees along a 12-mile (19-km) stretch of road between the towns of Gjakova and Deçan in western Kosovo, killing 73 people including 16 children and wounding 36 more. Journalists reported a grisly scene of "bodies charred or blown to pieces, tractors reduced to twisted wreckage and houses in ruins." Exactly one month later, another column of refugees was bombed near Koriša, killing 87 – mostly women, children and the elderly – and wounding 60 others. In the downright bizarre category, a wildly errant NATO missile struck a residential neighborhood in the Bulgarian capital Sofia, some 40 miles (64 km) outside of Serbia. The American AGM-88 HARM missile blew the roof off of a man's house while he was shaving in his bathroom.
NATO's "Murderous Thugs"
As the people of Yugoslavia were being terrorized by NATO's air war, the terrorists of the Kosovo Liberation Army stepped up their atrocities against Serbs and Roma in Kosovo. NATO troops deployed there to keep the peace often failed to protect these people from the KLA's brutal campaign. More than 164,000 Serbs fled or were forcibly driven from the Albanian-dominated province and by the summer of 2001 KLA ethnic cleansing had rendered Kosovo almost entirely Albanian, with just a few die-hard Serb holdouts living in fear and surrounded by barbed wire.
The KLA soon expanded its war into neighboring Macedonia. Although NATO Secretary-General Lord Robertson called the terror group "murderous thugs," the United States – now with George W. Bush as president – continued to offer its invaluable support. National Security Advisor Condoleezza Rice personally intervened in an attempt to persuade Ukraine to halt arms sales to the Macedonian army and when a group of 400 KLA fighters were surrounded at Aracinovo in June 2001, NATO ordered Macedonian forces to hold off their attack while a convoy of US Army vehicles rescued the besieged militants. It later emerged that 17 American military advisers were embedded with the KLA at Aracinovo.
The bombing of Yugoslavia was really about preserving the credibility of the United States and NATO. The alliance's saber rattling toward Belgrade had painted it into a corner from which the only way out was with guns blazing. Failure to follow threats with deadly action, said President Clinton, "would discredit NATO." Clinton added that "our mission is clear, to demonstrate the seriousness of NATO's purpose." The president seemed willfully ignorant of NATO's real purpose, which is to defend member states from outside attack. British Prime Minister Tony Blair agreed with Clinton, declaring on the eve of the war that "to walk away now would destroy NATO's credibility." Gary Dempsey, a foreign policy analyst at the libertarian Cato Institute, wrote that the Clinton administration "transformed a conflict that posed no threat to the territorial integrity, national sovereignty or general welfare of the United States into a major test of American resolve."
Waging or prolonging war for credibility's sake is always dangerous and seems always to yield disastrous results. Tens of thousands of US troops and many times as many Vietnamese, Laotian and Cambodian soldiers and civilians died while Richard Nixon sought an "honorable" way out of Vietnam. Ronald Reagan's dogged defense of US credibility cost the lives of 299 American and French troops killed in Hezbollah's 1983 Beirut barracks bombing. This time, ensuring American credibility meant backing the vicious KLA – some of whose fighters had trained at Osama bin Laden's terror camps in Afghanistan. This, despite the fact that al-Qaeda had already been responsible for deadly attacks against the United States, including the 1998 embassy bombings in Kenya and Tanzania.
It is highly questionable whether bombing Yugoslavia affirmed NATO's credibility in the short term. In the long term, it certainly did not. The war marked the first and only time NATO had ever attacked a sovereign state. It did so unilaterally, absent any threat to any member nation, and without the approval of the United Nations Security Council. "If NATO can go for military action without international blessing, it calls into question the reliability of NATO as a security partner," Russian Ambassador Sergey Kislyak, then Moscow's ambassador to NATO, told me at a San Francisco reception.
Twenty years later, Operation Allied force has been all but forgotten in the United States. In a country that has been waging nonstop war on terrorism for almost the entire 21st century, the 1999 NATO air war is but a footnote in modern American history. Serbs, however, still seethe at the injustice and hypocrisy of it all. The bombed-out ruins of the old Yugoslav Ministry of Defense, Radio Television of Serbia headquarters and other buildings serve as constant, painful reminders of the horrors endured by the Serbian people in service of NATO's credibility.
Brett Wilkins is a San Francisco-based author and activist. His work, which focuses on issues of war and peace and human rights, is archived at www.brettwilkins.comRead more by Brett Wilkins
- IHCHR: 11,800 Civilians Killed In US-Led Air Strikes in Syria, Iraq – February 22nd, 2019
- Why Must Ilhan Omar Apologize for Telling the Truth? – February 13th, 2019
- Elliott Abrams: A Human Rights Horror Show in Three Acts – February 1st, 2019
- Former Blackwater Guard Found Guilty of Murder for Role in Nisour Square Massacre – December 20th, 2018
- Afghan Officials: US Air Strike Kills at Least 30 Civilians, Including 16 Children – November 28th, 2018
Mar 20, 2019 | www.nakedcapitalism.com
By Lambert Strether of Corrente .
At some point in the future, I'd like to do failure matrix for the pathways to misfortune ( example of such a matrix here ) that precipitated two deadly Boeing 737 MAX crashes on take-off in five months , but I don't feel that I have enough information yet. (I'm not unsympathathetic to the view that the wholesale 737 MAX grounding was premature on technical grounds , but then trade and even geopolitical factors enter in, given that Boeing is a "national champion.") We do not yet have results from the cockpit voice and flight data recorders of either aircraft, for example. But what we do know is sufficiently disturbing -- a criminal investigation into Boeing had already been initiated after the Lion Air crash, but before the Ethiopian Airlines crash -- that I think it's worthwhile doing a play-by-play on the causes of the crashes, so far as we can know them. About that criminal investigation :
According to the Wall Street Journal, a Washington D.C. grand jury issued a March 11 subpoena requesting emails, correspondence, and other messages from at least one person involved in the development of the aircraft.
"It's a very, very serious investigation into basically, ?" Arthur Rosenberg, an aviation attorney who is representing six families whose relatives died in the Ethiopian Airlines and Lion Air crashes, explained.
"Nobody knows the answer to that yet," Rosenberg cautioned, adding that he had not yet seen the Justice Department's subpoena and therefore could not know its full scope.
Rosenberg expects the criminal probe to question whether Boeing fully disclosed to the FAA the engineering of the 737 Max 8's MCAS flight control system, called MCAS (Maneuvering Characteristics Augmentation System), during the plane's certification process. The flight control system was designed to prevent the plane from stalling.
Bloomberg comments :
. While airline accidents have at times raised criminal issues, such as after the 1996 crash of a ValuJet plane in the Florida Everglades, such cases are the exception.
Before we get to the play-by-play, one more piece of background: CEO Dennis Muilenburg's latest PR debacle, entitled " Letter from Boeing CEO Dennis Muilenburg to Airlines, Passengers and the Aviation Community ." The most salient material:
This overarching focus on safety spans and binds together our entire global aerospace industry and communities. We're united with our airline customers, international regulators and government authorities in our efforts to support the most recent investigation, understand the facts of what happened and help prevent future tragedies. Based on facts from the Lion Air Flight 610 accident and emerging data as it becomes available from the Ethiopian Airlines Flight 302 accident, we're taking actions to fully ensure the safety of the 737 MAX. We also understand and regret the challenges for our customers and the flying public caused by the fleet's grounding.
Boeing has been in the business of aviation safety for more than 100 years, and we'll continue providing the best products, training and support to our global airline customers and pilots. This is .
Soon we'll release a software update and related pilot training for the 737 MAX that will address concerns discovered in the aftermath of the Lion Air Flight 610 accident.
Fine words. Are they true? Can Boeing's "commitment to everyone to ensure " safe and reliable travel" really be said to be "absolute"? That's a high bar. Let's see!
I've taken the structure that follows from a tweetstorm by Trevor Sumner (apparently derived from a Facebook post by his brother-law, Dave Kammeyer ). However, I've added topic headings, changed others, and helpfully numbered them all, so you can correct, enhance, or rearrange topics easily in comments (or even suggest new topics). Let me also caveat that this is an enormous amount of material, and time presses, so this will not be as rich in links as I would normally like it to be. Also note that the level of abstraction for each topic varies significantly: From "The Biosphere" all the way to "Pilot Training." A proper failure matrix would sort that out.
* * *
(1) The Biosphere : The 737 MAX story beings with a customer requirement for increased fuel efficiency. This is, at bottom, a carbon issue (and hence a greenhouse gas issue , especially as the demand for air travel increases, especially in Asia). New biosphere-driven customer demands will continue to emerge as climate change increases and intensifies, and hence the continued 737 MAX-like debacles should be expected, all else being equal. From CAPA – Centre for Aviation :
The main expected impacts of climate change on aviation result from changes in temperature, precipitation (rain and snow), storm patterns, sea level and wind patterns. In addition, climate change is expected to lead to increased drought, impacts on the supply of water and energy, and changes in wildlife patterns and biodiversity. Consequences for aviation include reduced aircraft performance, changing demand patterns, potential damage to infrastructure, loss of capacity and schedule disruption.
All of these factors will affect aircraft design, manufacturing, maintenance, and use, stressing the system.
(2) Choice of Airframe : The Air Current describes the competitive environment that led Boeing to upgrade the 737 to the 737 MAX, instead of building a new plane:
Boeing wanted to replace the 737. The plan had even earned the endorsement of its now-retired chief executive. We're gonna do a new airplane," Jim McNerney said in February of that same year. "We're not done evaluating this whole situation yet, but our current bias is to not re-engine, is to move to an all-new airplane at the end of the decade." History went in a different direction. Airbus, riding its same decades-long incremental strategy and chipping away at Boeing's market supremacy, had made no secret of its plans to put new engines on the A320. But its own re-engineered jet somehow managed to take Boeing by surprise. Airbus and American forced Boeing's hand. .
Why? The earlier butchered launch of the 787:
Boeing justified the decision thusly: There were huge and excruciatingly painful near-term obstacles on its way to a new single-aisle airplane. In the summer of 2011, the 787 Dreamliner wasn't yet done after billions invested and years of delays. More than 800 airplanes later here in 2019, each 787 costs less to build than sell, but it's still running a $23 billion production cost deficit. .
The 737 Max was Boeing's ticket to holding the line on its position "both market and financial" in the near term. Abandoning the 737 would've meant walking away from its golden goose that helped finance the astronomical costs of the 787 and the development of the 777X.
So, we might think of Boeing as a runner who's tripped and fallen: The initial stumble, followed by loss of balance, was the 787; with the 737 MAX, Boeing hit the surface of the track.
(3) Aerodynamic Issues : The Air Current also describes the aerodynamic issues created by the decision to re-engine the 737:
Every airplane development is a series of compromises, but to deliver the 737 Max with its promised fuel efficiency, Boeing had to fit 12 gallons into a 10 gallon jug. Its bigger engines made for creative solutions as it found a way to mount the larger CFM International turbines under the notoriously low-slung jetliner. It lengthened the nose landing gear by eight inches, cleaned up the aerodynamics of the tail cone, added new winglets, fly-by-wire spoilers and big displays for the next generation of pilots. It pushed technology, as it had done time and time again with ever-increasing costs, to deliver a product that made its jets more-efficient and less-costly to fly.
In the case of the 737 Max, with its nose pointed high in the air, the larger engines "generating their own lift" nudged it even higher. The risk Boeing found through analysis and later flight testing was that under certain high-speed conditions both in wind-up turns and wings-level flight, that upward nudge created a greater risk of stalling. It's now at the center of the Lion Air investigation and stalking the periphery of the Ethiopian crash.
(4) Systems Engineering : Amazingly, there is what in a less buttoned-down world that commercial aviation would be called a Boeing 737 fan site, which describes the MCAS system in more technical terms :
MCAS was introduced to counteract the pitch up effect of the LEAP-1B engines at high AoA [Angle of Attack]. The engines were both larger and relocated slightly up and forward from the previous NG CFM56-7 engines to accomodate their larger diameter. This new location and size of the nacelle causes it to produce lift at high AoA; as the nacelle is ahead of the CofG [Center of Gravity] this causes a pitch-up effect which could in turn further increase the AoA and send the aircraft closer towards the stall. MCAS was therefore introduced to give an automatic nose down stabilizer input during steep turns with elevated load factors (high AoA) and during flaps up flight at airspeeds approaching stall.
Unfortunately for Boeing and the passengers its crashed aircraft were carrying, the MCAS system was very poorly implemented. Reading between the lines (I've helpfully labeled the pain points):
Boeing have been working on a software modification to MCAS since the Lion Air accident. Unfortunately although originally due for release in January it has still not been released due to both engineering challenges and differences of opinion among some federal and company safety experts over how extensive the changes should be.
Apparently there have been discussions about potentially adding [A] enhanced pilot training and possibly mandatory [B] cockpit alerts to the package. There also has been consideration of more-sweeping design changes that would prevent [C] faulty signals from a single sensor from touching off the automated stall-prevention system.
[A] Pilot training was originally not considered necessary, because MCAS was supposed to give 737 MAX the same flight characteristics as earlier 737s; that's why pilots weren't told about it. (This also kept the price low.) [B] Such alerts exist now, as part of an optional package, which Lion did not buy. [C] The single sensor was the result of regulatory capture, not to say gaming; see below.
(The MCAS system is currently the system fingered as the cause of both the Lion Air and Ethiopian crashes; we won't know for sure until the forensics are complete. Here, however, is the scenario for an MCAS-induced crash :
Black box data retrieved after the Lion Air crash indicates that a single faulty sensor -- a vane on the outside of the fuselage that measures the plane's "angle of attack," the angle between the airflow and the wing -- triggered MCAS multiple times during the deadly flight, initiating a tug of war as the system repeatedly pushed the nose of the plane down and the pilots wrestled with the controls to pull it back up, before the final crash.
(5) Regulatory Capture : Commercial aircraft need to be certified by the FAA before launch. The Washington Post labels today's process "self-certification":
The FAA's publication of pilot training requirements for the Max 8 in the fall of 2017 was among the final steps in a multiyear approval process carried out under the agency's now 10-year-old policy of entrusting Boeing and other aviation manufacturers to certify that their own systems comply with U.S. air safety regulations.
In practice, one Boeing engineer would conduct a test of a particular system on the Max 8, while another Boeing engineer would act as the FAA's representative , signing on behalf of the U.S. government that the technology complied with federal safety regulations, people familiar with the process said.
(Note that a 10-year-old process would have begun in the Obama administration, so the regulatory process is bipartisan.) I understand that " safety culture " is real and strong, but imagine the same role-playing concept applied to finance: One bankers plays the banker, and the other banker plays Bill Black, and after a time they switch roles . Clearly a system that will work until it doesn't. More:
The process was occurring during a period when the Transportation Department's Office of Inspector General was warning the FAA that its oversight of manufacturers' work was insufficient.
Four years after self-certification began, fires aboard Boeing's 787 Dreamliner jets led to the grounding of the fleet and a wave of questions about whether self-certification had affected the FAA's oversight.
Why "self-certification"? Investigative reporting from the Seattle Times -- the article is worth reading in full -- explains:
The FAA, citing lack of funding and resources, has over the years delegated increasing authority to Boeing to take on more of the work of certifying the safety of its own airplanes.
Alert readers will note the similarity to the Neoliberal Playbook , where government systems are sabotaged in order to privatize them, but in this case regulatory capture seems to have happened "by littles," rather than out of open, ideological conviction (as with the UKs's NHS, or our Post Office, our Veteran's Administration, etc.).
(6) Transfer of Authority to Boeing : In the case of the 737 Max, regulatory capture was so great that certification authority was transferred to Boeing. In order to be certified, a "System Safety Analysis" for MCAS had to be performed. The Seattle Times :
The safety analysis:Understated the power of the new flight control system, which was designed to swivel the horizontal tail to push the nose of the plane down to avert a stall. When the planes later entered service, MCAS was capable of moving the tail more than four times farther than was stated in the initial safety analysis document.
Failed to account for how the system could reset itself each time a pilot responded, thereby missing the potential impact of the system repeatedly pushing the airplane's nose downward. Assessed a failure of the system as one level below "catastrophic."
But even that "hazardous" danger level should have precluded activation of the system based on input from a single sensor -- and yet that's how it was designed.
So who certified MCAS? Boeing self-certified it. Once again The Seattle Times :
Several FAA technical experts said in interviews that as certification proceeded, managers prodded them to speed the process. Development of the MAX was lagging nine months behind the rival Airbus A320neo. Time was of the essence for Boeing .
"There wasn't a complete and proper review of the documents," the former engineer added. "Review was rushed to reach certain certification dates."
In this atmosphere, the System Safety Analysis on MCAS, just one piece of the mountain of documents needed for certification, was delegated to Boeing .
(I'm skipping a lengthy discussion of even more technical detail for MCAS, which includes discrepancies between what Boeing self-certified, and what the FAA thought that it had certified, along with the MCAS system acting like a ratchet, so it didn't reset itself, meaning that each time it kicked in, the nose was pitched down even lower. Yikes. Again, the article is worth reading in full; if you've ever done tech doc, you'll want to scream and run.)
(7) Political Economy : This tweet is especially interesting, because even I know that Muddy Waters Research is a famous short seller:MuddyWatersResearch Verified account @ muddywatersre Mar 18
What's the result? Two
$BA planes have been grounded: 787 and Max. Last FAA grounding of a type of plane was 1979. In the case of the Max, FAA outsourced more than planned bc BA was 9 months behind Airbus 320neo 3/4 2 replies 4 retweets 19 likes
This is a great example of real short-termism by a corporate. It's clearly in
$BA LT interest to have robust cert system, but those chickens come home to roost years later, allowing mgmt to meet ST expectations. BTW, semi-annual reporting would do NOTHING to fix this mentality. 4
And here we are! There are a myriad of other details, but many of them will only prove out once the black boxes are examined and the forensics are complete.
* * *
It should be clear at this point that the central claims of Muilenburg's letter are false. I understand that commercial aviation is a business, but if that is so, then Muilenburg's claim that Boeing's commitment to safety is "absolute" cannot possibly be true; indeed, the choice to re-engine the 737 had nothing to do with safety. Self-certification makes Boeing "a judge in its own cause," and that clearly contradicts Muilenburg's absurd claim that "safety" -- as opposed to profit -- "is at the core of who we are."
The self-certification debacle that allowed MCAS to be released happened on Muilenburg's watch and is already causing Boeing immense reputational damage, and a criminal case, not to mention the civil cases that are surely coming, will only increase that damage. Mr. Market, the Beltway, and even Trump, if his trade deals are affected, will all soon be bellowing for a sacrificial victim. Muilenburg should recognize the inevitable and gracefully resign. Given his letter, it looks unlikely that he will do the right thing.
John A , , March 19, 2019 at 4:34 pm
Maybe they should have appointed aviation expert Nikki Haley to the Boeing board earlier.
Yikes , , March 19, 2019 at 4:35 pm
Sacrificial Victims were spread over land and sea in Kenya and Indonesia. Muilenburg and Obbie The Wan both are the criminals who profit.
dcrane , , March 19, 2019 at 4:36 pm
That should be "five months" not "five weeks" in the first sentence. Lion Air crashed on 29 October 2018.
Howard Beale IV , , March 19, 2019 at 4:39 pm
IIRC, one of the big constraints that was leveled was the need to keep the 737, regardless of version, into the same height relative to all other generations of the 737, whereas Airbus kept their height a lot higher than the 737.
If you look at many 737's over the years, some of the engine's nacelles were flat at the bottom to accommodate larger engine. Why? Boeing kept the height the same in order to maintain built-in stairs that, with virtually all airports having adjustable jetways, was basically redundant.
When you compare an A320xeo against a B737, you'll find that the Airbus rides higher when it comes to the jetways.
Michael Hudson , , March 19, 2019 at 4:42 pm
It seems to me that the Boeing 737-Max with the heavier, larger fuel-saving engines is so unbalanced (tilting over and then crashing if not "overridden" by a computer compensation) that it never should have been authorized in the first place.
When Boeing decided to add a much larger engine, it should have kept the airplane in balance by (1) shifting it forward or backward so that the weight did not tip the plane, and (2) created a larger landing-gear base so that the large engines wouldn't scrape the ground.
The problem was that Boeing tried to keep using the old chassis with the larger engines under the wings – rather than changing the wings, moving them forward or aft, and expanding the plane to permit a more appropriate landing gear.
The computer system has been blamed for not being a "smart enough" workaround to tell the plane not to plunge down when it already is quite close to the ground – with no perception of altitude, not to mention double-checking on the wind speed from both sensors.
Beyond that ultimate problem is the ultimate regulatory problem: regulatory capture of the FAA by the airline companies. As a result, the FAA represents "its customers" the airplane makers, not the public users and customers. This is like the banks capturing the Fed, the Justice Dept. and Treasury to promote their own interests by claiming that "self-regulation" works. Self-regulation is the polite word for fraudulent self-indulgence.
I would be surprised if the European Airbus competitors do not mount a campaign to block the 737-Max's from landing, and insisting that Boeing buy them back. This gives Airbus a few years to grab the market for these planes.
This probably will throw Trump's China trade fight into turmoil, as China was the first country to ground the 737-Max's and is unlikely to permit their recovery without a "real" federal safety oversight program. Maybe Europe, China and other countries henceforth will each demand that their own public agencies certify the plane, so as to represent users and stakeholders, not only stockholders.
The moral: Neoliberalism Kills.
Lambert Strether Post author , , March 19, 2019 at 5:13 pm
Rule #2 of Neoliberalism: Go die.
> "Maybe Europe, China and other countries henceforth will each demand that their own public agencies certify the plane."
As if the 737 MAX were the chlorinated chicken of aircraft.
* * *
I'm not sure about redesigning the wing and the landing gear. That might be tantamount to designing a new plane. (I do know that the landing gear is so low because the first 737s needed to accommodate airports without jetways, and so there may be other facets of the design that also depend on those original requirements that might have to be changed.)
Synoia , , March 19, 2019 at 7:45 pm
Correct – redesign the wing = new plane.
Cal2 , , March 19, 2019 at 7:45 pm
Rule #3 of Neoliberalism:
Their profits = Your cancer, which presents even more profit taking. I.e. Bayer makes the carcinogenic pesticides AND the chemotherapy drugs.
Carey , , March 20, 2019 at 10:19 am
Precisely this. Thank you.
John Zelnicker , , March 19, 2019 at 7:46 pm
March 19, 2019 at 4:42 pm
-- -- -
"This gives Airbus a few years to grab the market for these planes."
That would be great for Mobile as the Airbus A320neo is assembled here.
Octopii , , March 20, 2019 at 7:38 am
And provides time for the A220 to ramp up in Mobile as well. Not a direct competitor for the 737 but a very good airplane developed by Bombardier.
Carey , , March 20, 2019 at 11:20 am
Also, the MC-21 is in final testing now; still using Western engines, for the moment. One to watch, maybe.
Which is worse - bankers or terrorists , , March 20, 2019 at 4:17 am
Engineering logs seem to indicate that larger landing gear cannot be added without re-engineering the plane.
115 kV , , March 20, 2019 at 8:15 am
Regulatory capture is rampant throughout the economy. Boeing self-certification being delegated by the FAA is not unlike the situation with electric transmission utilities.
After the 2003 northeast & Canada blackout, Congress passed the Energy Policy Act of 2005. It directed FERC to create an "electric reliability organization". Previously there were voluntary organizations set up after the 1966 blackout to establish operating standards in the industry. One of them was the North American Electric Reliability Council which morphed into the North American Electric Reliability Corporation (NERC) in 2006.
NERC is headquartered in Atlanta and employs hundreds of people. The standards setting generally takes place in NERC Committees and Subcommittees and sometimes from FERC itself. These are typically packed with industry people, with a patina of diversity that includes some governmental types and large industrial consumers. Let it suffice to say the electric transmission industry itself largely sets the rules how it operates.
Now consider the article in yesterday's NYT " How PG&E Ignored California Fire Risks in Favor of Profits ". The transmission circuit featured in the article (the Caribou-Palermo line) that caused the destruction of Paradise is a transmission line that is subject to both FERC and NERC regulation. As described in the article the circuit had many previous failures and was well beyond its design life.
However, both FERC and NERC have a laser focus on "market players" (think Enron or JP Morgan) and system operations (e.g., prevent collapses like the blackout of 2003). AFIK, neither FERC or NERC have prescriptive standards for routine maintenance or inspection and replacement (i.e., very expensive capital replacement that was not done on the Caribou-Palermo line), these are left to the discretion of the transmission owner. While substantive information about electric reliability is maintained by industry trade groups and submitted to FERC, what is available to the public is generally useless and subjected to scrubbing and polishing (often under the guise of Critical Energy Infrastructure Information).
We can see how self-policing work, can't we??? Rent-seeking market players can arbitrage markets, inflating prices consumers pay and make billions in profits, while California burns.
The neglectful rot in California is endemic in the industry as a whole.
A little bit of dignity , , March 19, 2019 at 4:47 pm
How about seppuku for the entire top management?
Robert Hahl , , March 20, 2019 at 7:14 am
If an airplane crashes in the forest, and no American were killed, did it make a sound?
Carolinian , , March 19, 2019 at 5:07 pm
That Seattle Times investigative story is indeed very good and a rare instance of newspaper writers troubling to carefully and cogently explain a technical issue.
In hindsight Boeing would have perhaps been better off to leave off the MCAS altogether and depend on pilot retraining to cover the altered handling.
One reason they may not have was that crash several years ago of a commuter plane in upstate NY where the plane started to stall and the confused pilot pulled up on the controls rather than making the airplane dive to regain speed. Still one has to believe that no automation is better than badly designed or malfunctioning automation.
allan , , March 19, 2019 at 5:31 pm
"depend on pilot retraining to cover the altered handling"
IANAP, but maybe the problem is that "nose up" situations can go south very quickly. For those with the stomach for it, there are videos on youtube of the 747 freighter that went nose up at Bagram a few years ago (perhaps due to loose cargo shifting backwards on takeoff). It was over very quickly.
ChrisPacific , , March 19, 2019 at 5:37 pm
Yes, I was impressed with it. Unfortunately the investigation precludes Boeing from responding as they did indicate they would have had something to say about it otherwise. But the analysis looks pretty cut and dried:
- Boeing underestimated the risk rating for the sensor, excluding the possibility of a catastrophic failure as occurred in the two incidents to date;
- Boeing also failed to implement the redundancy that would have been required even for their lower risk rating;
- Manual correction by the pilot as a possible risk mitigation was constrained by the fact that pilots weren't trained on the new system due to commercial factors.
Fixing any one of those three issues would have averted the disasters, although #3 is pretty precarious as you're relying on manual pilot actions to correct what is a clear systems defect at that point.
It sounds like #1 was partly because they failed to account for all the scenarios, like repeat activation raising the risk profile in certain circumstances. This is very easy to do and a robust review process is your best defense. So we could add the tight timelines and rushed process as a contributing factor for #1, and probably the others as well.
XXYY , , March 20, 2019 at 12:08 pm
People who work on accident investigation would probably agree on 2 things:
- (o) Accidents are invariably a confluence of a myriad of factors that all happened to line up on one day. There is never a single cause of an accident.
- (o) A minor change to some part of the system would have prevented the accident.
So while there is much to be profitably learned by investigating everything here, an effective "fix" may be surprisingly (or suspiciously) small in scope. There will be much clamoring for the whole plane to be resigned or scrapped, for better or worse.
anon in so cal , , March 19, 2019 at 6:28 pm
The Colgan crash, whose pilot, Renfrew, was chatting with the co-pilot below the allowed altitude? And who had apparently lied about his background, and had a pay-to-play pilot's license?
I think the Air France Airbus 447 also had a high-altitude stall (due to a faulty air speed sensor) and needed its nose pushed down, not up (which the copilots didn't realize).
Also, very informative article / OP, thanks for posting.
Synoia , , March 19, 2019 at 7:47 pm
MCAS was added to change the behavior of the plane from to tend to stall as speed increases. That is stall and crash, because such a high speed stall makes polit recovery very, very difficult.
In addition the MCAS driven amount of elevator change was initially 0.6 to 2.5, which indicates the 0.6 increment was found to be too low.
Carolinian , , March 19, 2019 at 8:07 pm
Well they are planning to keep it but
According to a detailed FAA briefing to legislators, Boeing will change the MCAS software to give the system input from both angle-of-attack sensors.
It will also limit how much MCAS can move the horizontal tail in response to an erroneous signal. And when activated, the system will kick in only for one cycle, rather than multiple times.
Boeing also plans to update pilot training requirements and flight crew manuals to include MCAS.
So apparently the greater elevator setting is not so necessary that they are not willing to reduce it. Also the max power setting would normally be on take off when the pilots are required to manually fly the plane.
Synoia , , March 20, 2019 at 12:12 pm
It is about speed, not power. I presume that MCAS was developed to solve a problem, nose up behaviour.
Carey , , March 20, 2019 at 10:28 am
Yes, that was an excellent Seattle times piece. Surprising to see that kind of truth-telling and, especially, *clarity* in an MSM piece these days. So what's the angle?
voislav , , March 19, 2019 at 5:48 pm
Reports I've read indicates that Boeing ignored even the clearly inadequate certification. "Documentation provided to the FAA claims that the MCAS system can only adjust the horizontal tail on the plane by 0.6 degrees out of a maximum of five-degrees of nose-down movement. But that limit was later increased to 2.5-degrees of nose-down movement. Boeing didn't communicate the change from 0.6-degrees to 2.5-degrees until after Lion Air."
Apparently this was done after simulations showed that 0.6 degrees was inadequate and the new 2.5 degree setting was not extensively tested before the planes were rolled out. IANAL, but this may be a serious problem for Boeing. Boeing could also be liable for damages due to 737 groundings and due to delays in delivery of contracted planes.
Big question is how 737 issues will affect 777X rollout, due at the end of the year. If 777X certification is called into question, this may cause further delays and put it at a further disadvantage against A350.
Lambert Strether Post author , , March 20, 2019 at 3:17 am
The 777 has been a great plane. Let's all pray the MBAs didn't fuck it up, too.
If I were Boeing, I'd have a team looking into the 777 certification process right now. And I'd set up a whistleblower line (so the Seattle Times doesn't get to the story first).
The analogy has been made between this the 737 MAX story and the Tylenol story. J&J got out in front of the problem and saved the product (and their company). Boeing's problem is of that order, and Muilenberg -- that letter! -- seems incapable of understanding that; insular, arrogant. One more reason to fire the dude toot sweet. If he comes out of his next review with a raise -- Everything Is Like CalPERS™ -- consider shorting Boeing
Chris , , March 20, 2019 at 1:35 pm
Thanks, Lambert, for post and comments. I don't know if this angle has been covered or explored: the relatively new way that Boeing now "manufactures" "tests" and "assembles" parts of its planes. I had dinner with new acquaintance, Boeing engineer for decades (I live near a plant in WA state). For the last few years, this engineer is stationed half year in Russia annually to oversee assembly there. In this newish, more profitable manufacturing system for Boeing, the parts come in from around the world with sketchy quality control, are then assembled by Russian workers this engineer (and other Boeing employees sent from States) supposedly oversees. But the engineer doesn't speak Russian and has too little access to translators .Needless to say, this engineer is planning an exit as soon as possible. Having grown up in WA state for 60 years with neighbors/friends who were Boeing engineers, assemblers, line workers, etc it makes me heart sick to see the current decimation of talent, rigor and wages with additional far-flung assembly factories (Russia with few translators?! who knew?). Might these manufacturing/assemblying "improvements" also be a contributing factor in these terrifying woes for Boeing?
PlutoniumKun , , March 19, 2019 at 5:57 pm
Thanks for this Lambert, fantastically informative and interesting post.
Self regulation only works when liability is transferred with it – over example, in construction whereby certification by the engineers or architects designing the building are also taking on liability in the event something goes wrong. It seems unlikely that this is the situation with Boeing.
Allowing this to happen seems the ultimate in short term thinking by Boeing. US manufacturers have always had an advantage over competitors because the FAA was held in such high regard worldwide that it was the de facto world safety regulatory body – every country followed its lead. But this chipping away of its authority has led to a near fatal loss of faith, and will no doubt lead to European and Asian regulatory authorities being strengthened. And no doubt commercial realities will mean they will look much more closely at US manufactured aircraft if there is some benefit to their own manufacturers.
Airbus will no doubt try to take advantage – just as Boeing (with some justification) tried to focus attention on the Air France Airbus loss which was attributed at least in part to excessive automation. China is pushing hard with its new Comac aircraft, but they seem to be poorly regarded worldwide (only Chinese airlines are buying). The Canadians have missed their chance with the Bombadier C-series.
JBird4049 , , March 19, 2019 at 6:07 pm
The more I read of this the more baffling it is. What was there stopping Boeing from just highlighting the changes and installing an easy manual override instead of this hidden change with effectively no way to permanently do so? Especially when in crisis mode? One could make a case of no extra training needed so long as the pilot knows about it and can easily turn it off.
Darius , , March 19, 2019 at 6:30 pm
I didn't see this before I posted my response. A more concise statement of my thoughts. This plus more robust redundant sensors. Penny wise and pound foolish.
The Times thinks Boeing is too big to fail. Without a blockbuster Max, I don't see how Boeing maintains its current status in the industry.
Synoia , , March 19, 2019 at 7:52 pm
One could make a case of no extra training needed so long as the pilot knows about it and can easily turn it off.
That's the expensive re-certification Boeing wanted to avoid.
Robert Hahl , , March 20, 2019 at 7:52 am
That would entail simulator training, that would entail modifying the simulators and the curriculum.
Darius , , March 19, 2019 at 6:22 pm
I am leaning towards thinking the kludgy design of the 727 Max could have been rolled out with no major problems if Boeing had been up front about design changes, made a robust and conservative MCAS, fully at the command of the pilot, and provided ample training for the new aircraft.
They still could have saved billions on the airframe. They would have had to acknowledge the significant modifications to the airlines with the attendant training and other costs and delays. They would have lost some sales. They still would have been far ahead of Airbus and light years ahead of where they are now.
I also think they have been completely afflicted by the defense contractor mentality.
Lambert Strether Post author , , March 20, 2019 at 3:08 am
> I also think they have been completely afflicted by the defense contractor mentality.
Yes, the famous McDonnell-Douglas reverse takeover , where financial engineers inserted their sucking mandibles into an actual engineering culture. The merger took place in 1997, 22 years ago, which is not so long, really. Note also that the finance guys drove the decision to outsource as much 787 manufacturing as possible , which creates headaches for real engineering, so the initial stumble with the 787 that led to the 737 fall is down to them, too.
Note that Muilenberg came up through the defense side of the company not the commercial aircraft side. He may simply not have been equipped to understand FAA regulation at any deep level, hence the rot that finally surfaced.
VietnamVet , , March 19, 2019 at 6:50 pm
The 737 Max crashes and Brexit are the chickens coming home to roost. NC is a treasure for your coverage of both.
Clearly upper management in Chicago only knows short term finance. Boeing stuck with old fashion hydraulic controls in the 737 but faced with an unacceptable flight characteristics of the larger more efficient engines added a fly-by-wire system to compensate for it.
The criminal charges are that besides being a faulty design (it relies on one fragile exposed sensor that if out of position keeps triggering dives until switched off) but Boeing hid it and self-certified that it was safe. Adding a discrepancy warning and position indicator for the two independent flight sensors to the cockpit video display is an extra cost feature.
Neither of the planes that crashed had the added safety display. All are cost saving measures. Finally, if a faulty sensor triggers dives, the pilot at the controls is busy with both hands on the yoke forcing the airplane to stay in the air with stall and proximity warnings are sounding. The second pilot also must realize what's going on, immediately turn off the electricity to the screw jack motor and manually turn the stabilizer trim wheel to neutral.
You can't learn this on an iPad. Both pilots should practice it together in a Flight Simulator. If the co-pilot was experienced, unlike the one in the Ethiopian crash; just maybe, they could have survived the repeated attempts by the airplane to dive into the ground on takeoff.
The tragedy is that corporate media in pursuit of profits will keep us up to date but will never mention the 6 or 8 minutes of terror for the 346 souls aboard the two flights. They will cover the criminal negligence trial if there are ever indictments. But, the news reports never will say that neoliberalism, deregulation, and privatization are the root causes of the deaths.
Lambert Strether Post author , , March 20, 2019 at 3:01 am
> if a faulty sensor triggers dives, the pilot at the controls is busy with both hands on the yoke forcing the airplane to stay in the air with stall and proximity warnings are sounding. The second pilot also must realize what's going on, immediately turn off the electricity to the screw jack motor and manually turn the stabilizer trim wheel to neutral. You can't learn this on an iPad. Both pilots should practice it together in a Flight Simulator. If the co-pilot was experienced, unlike the one in the Ethiopian crash; just maybe, they could have survived the repeated attempts by the airplane to dive into the ground on takeoff.
That's what I mean by horrid UI/UX. Might as well as both pilots to pat their heads and rub their tummies in synch. And since the two pilots have to both understand what's going on, we've multiplied the chances for failure.
Boeing also clearly did not know its customers . It should be engineering for the sort of pilots who are going to be hired by Lion Air, or any rapidly expanding airline in what we used to all the Third World. Hegemony, it seems, makes you insular and provincial.
EoH , , March 20, 2019 at 4:54 pm
Added cost, "mandatory" safety feature. Does not seem to square with the [soon to be former?] CEO's apology-industry written claim to be committed to absolute safety.
You can't make this stuff up.
dearieme , , March 19, 2019 at 7:03 pm
"The FAA, citing lack of funding and resource": I don't suppose I'll survive to see any arm of government not blame lack of funds for its boneheaded or corrupt incompetence.
But the bigger picture: suppose the FAA is to do its job properly. From where is it going to recruit its staff?
Smaller picture: it doesn't really matter whether the cocked-up MCAS killed all those people or not. Even if it's innocent of the charge, the account of its development and application is a horror story.
Bigger picture: what other horrors have been hidden by Boeing?
Lambert Strether Post author , , March 20, 2019 at 2:48 am
> the account of its development and application is a horror story.
That's how I feel. The tech doc department at Boeing sounds like a horrible place to work; MBAs or their goons telling you all the time to do stuff you know is wrong. It's not surprising people were willing to talk to the Seattle Times; I bet there are more people. (Hey, Seattle Times! How about people testing the 737 MAX in simulators (assuming this is done)).
Sounds like the MBAs in Chicago have been busy planting land mines everywhere. Somebody stepped on this one; there are others.
oaf , , March 19, 2019 at 7:05 pm
The unfortunate pilots were made test pilots; the unsuspecting passengers: Guinea pigs. Lab rats. And paid for the privilege. Some others may share this opinion. Change one little thing? Chaos Theory Rules. Same with weather/climate; folks. That rant is for later.
dcrane , , March 19, 2019 at 7:08 pm
Boeing stuck with old fashion hydraulic controls in the 737 but faced with an unacceptable flight characteristics of the larger more efficient engines added a fly-by-wire system to compensate for it.
Interestingly, and maybe relevant to the problem of confusion for the pilots, is that Boeing has had another automatic trim-modifier operating on its 737s for some time, the speed-trim system (STS):
This system also modifies the stabilizer position during manual flight. Like MCAS, it was brought in to improve stability under certain flight conditions (the reasons for which are far beyond my knowledge). There is an indication that the pilots on the flight before the Lion Air crash misinterpreted MCAS actions for STS behavior.
Synoia , , March 19, 2019 at 7:55 pm
Safety is at the core of who we are at Boeing
Yes, after money.
drumlin woodchuckles , , March 19, 2019 at 8:08 pm
At what point does "crapification" become insufficient to describe Boeing's product and process here? At what point do we have to speak of " ford-pintofication"?
barrisj , , March 19, 2019 at 8:15 pm
OK, I'm told to resubmit my crib re: "Boeing options" from the ZeroHedge "tweetstorm" by Trevot Sumner, and include a link got it:
Economic problem. Boeing sells an option package that includes an extra AoA vane, and an AoA disagree light, which lets pilots know that this problem was happening. Both 737MAXes that crashed were delivered without this option. No 737MAX with this option has ever crashed
Ooops! "Options package"? Wait, a "package" that in the interim corrects a potentially catastrophic mfg. defect and airlines have to pay for it? Whoa, here's your late capitalism in play.
Lambert Strether Post author , , March 20, 2019 at 2:45 am
> Boeing sells an option package that includes an extra AoA vane, and an AoA disagree light
This is one of the details I could not get to (and we don't 100% know this is an issue until the forensics are done. Right now, we have narrative. Truly excellent narrative to be sure -- if only we thought of government the same way as pilots think of their aircraft! -- but narrative nonetheless).
Let me see if I have this right. Pilots, chime in!
"Authority" is one of the big words in this discussion; MCAS takes authority away from the pilot (and can do in such a drastic fashion as to crash the plane). Worse, the default case is that it can do so on the basis of a single sensor reading. In a design appropriate to the consequences for failure (i.e., a different design from that described in the "System Safety Analysis" that Boeing self-certified) MCAS would take readings from two sensors, and if they disagreed, authority would revert to the pilot . That's a general principle at Boeing, and so it's reasonable for pilots to assume that they retain authority of MCAS has not told them they don't have it any more.
Hence, the disagree light, which tells the pilots to take back authority because the sensors are confused. However, I think there are UI/UX issues with that, given that the 737 cockpit is extremely noisy and pilots have a lot to do on take-off. So a light might not be the answer. (The light also strikes me as a kludge; first, MCAS feels to me like a kludge, in that we're making the aircraft flyable only through software.* Fine for fighter jets, which can be inherently unstable, but perhaps not so fine for commercial aircraft? Then we have a second kludge, a light to tell us that the first kludge has kicked in. I dunno.)
NOTE * However, it's also true that automation affects flight characteristics all the time. So I'm not sure how savage to make this indictment.
rowlf , , March 20, 2019 at 6:00 am
The AOA indication is Service Bulletin 737-31-1650 (there may be others) and is on the both Pilot Flight Displays (PFDs). Pilots would likely abort a takeoff if they saw the indication come on before getting airborne.
California Bob , , March 19, 2019 at 8:20 pm
In hindsight, it appears Boeing should have made Mulally CEO. He appears to be competent.
Cal2 , , March 19, 2019 at 8:25 pm
"Boeing has been in the business of aviation safety for more than 100 years, "
How many years ago did Wall Street take over the fortunes of the company? Why did they move their headquarters from their birthplace of Seattle to Chicago? Why did they start assembling planes in South Carolina and China? Was it to improve aviation safety? Or, to allow the profiteering parasites to feed off the carcass of the company?
I want to fly on Boeing planes put together by well paid members of the Seattle Machinists Union, not low wage peons. Let's not even mention the maintenance of American aircraft in China and El Salvador.
President Trump, here's a reelection tip: "Today I am declaring that all American registered aircraft flying in American airspace must be maintained in the U.S."
Lambert Strether Post author , , March 20, 2019 at 2:32 am
> President Trump, here's a reelection tip:
> "Today I am declaring that all American registered aircraft flying in American airspace must be maintained in the U.S."
Amazingly, Trump seems to have done OK on this. First, he didn't cave to Muilenberg's (insane, goofy, tone-deaf) request to keep the 737 flying; then he frames the issue as complexity (correct, IMNSHO), and then he manages to nominate a Delta CEO as head of the FAA .
And your suggestion is very good one. I wonder if he could do that by executive order? And I wonder how many grey-beards would come off the golf courses to help out? I bet a lot.
oaf , , March 19, 2019 at 8:47 pm
The aircraft is NOT CRAP!!! However. It should have been flown A WHOLE LOT MORE before receiving certification.
*Real* test pilots should have their a–es on the line ; operating for a lot more hours at *the edge of the envelope*, as it is known. Stability should be by design; not software*patch*. Patch this!
What portion of its' MCAS system flight testing was in computer simulation? Like the so-called Doppler Radar; which *magically* predicts what the future will bring; while the experts pitch it as fact? And make life-or-death decisions on the theoretical data???
Rush to market; markets rule. We can die.
dcrane , , March 19, 2019 at 9:19 pm
The aircraft is NOT CRAP!!!
Agreed, but I think we're seeing signs that a crapification process has begun on the safety side in this industry. (It has been proceeding for years on the service/amenities side.)
Lambert Strether Post author , , March 20, 2019 at 2:25 am
> The aircraft is NOT CRAP!!!
Didn't say it was. The headline reads "Boeing Crapification," not "737 Crapification."
That said, the 737 clearly has issues, as Boeing itself knew, since if they'd had their druthers, they would have launched a new plane to replace it. See point #2.
> What portion of its' MCAS system flight testing was in computer simulation?
That is a very good question. If I understand the aerodynamics issues aright, MCAS would be most likely to kick in at takeoff, which raises a host of UI/UX issues because the pilots are very busy at that time. So was MCAS not tested in the simulators? If so, how on earth was a scenario that included sensor failure not included? It may be that there are more issues with Boeing's engineering process than the documentation issues raised by the Seattle Times, though those are bad enough.
Ron D , , March 20, 2019 at 4:18 pm
I say the 737-whatever is a flying Turd, and always has been. It has a bad wing design which means it has to fly nose up compared to other models( I always remember that when going to the restroom while going somewhere on one). And because of its poor design it has to takeoff and land at higher speeds. So when flying into someplace like Mexico City it can be quite a harrowing experience, and the smell of cooking brakes is relatively normal.
Boeing never should have let go of the 757. Now that was a good plane that was simply ahead of its time.
The Rev Kev , , March 19, 2019 at 8:53 pm
Considering the fact that all these 737s are grounded as no airline trust them to not kill a plane load of passengers and crew, this is a really big deal. Putting aside the technical and regulatory issues, the fact is that the rest of the world no longer trusts the US in modern aviation so what we have here is a trust issue which is an even bigger deal.
We now know that the FAA does not audit the work done for these aircraft but the airlines themselves do it. It cannot be just Boeing but the other aircraft manufacturers as well. Other countries are going to be asking some very hard questions before forking over their billions to a US aircraft manufacturer in future. Worse is when Ethiopia refused to hand over the black boxes to the US but gave them instead to a third party.
That was saying that based on how you treated the whole crash, we do not trust you to do the job right and not to change some of the results. It has been done before, ironically enough by France who the Ethiopians gave the black boxes to. And when you lose trust, it takes a very long time to gain it back again – if ever. But will the changes be made to do so? I would guess no.
notabanker , , March 19, 2019 at 9:44 pm
But if the discount foreign airlines had just trained their pilots and paid for the non-crashintothegroundat500mph upgrade, all of this could have been avoided.
The Rev Kev , , March 20, 2019 at 12:55 am
Do you think that there was an app for that?
Lambert Strether Post author , , March 20, 2019 at 2:23 am
> we have here is a trust issue which is an even bigger deal
Loss or at least wobbliness of imperial hegemony, like. It's not just the aircraft, it's US standards-setting bodies, methods, "safety culture," even -- dare we say it -- English as the language of aviation. French is no longer the language of diplomacy, after all, though it had a good run.
Because markets. Neoliberalism puts everything up for sale. Including regulation. Oversimplifying absurdly: And so you end up with the profit-driven manufacturer buying the regulator, its produce killing people, and the manufacturer canceling its future profits. That's what the Bearded One would call a contradiction.*
NOTE * There ought to be a way to reframe contradiction in terms of Net Present Value which would not be what we think it is, under that model.
Synoia , , March 19, 2019 at 10:05 pm
Thank you Lambert, this is very complete.
Can Boeing survive? Yes, as a much smaller company. What is upsetting to me, is that the Boeing management has sacrificed thousands of Jobs.
Lambert Strether Post author , , March 20, 2019 at 2:10 am
> Thank you Lambert, this is very complete.
I wish it were as complete as it should be! There are a ton of horrid details about sensors, the UI/UX for the MCAS system, 737 cockpit design, decisions by the marketing department, and training and maintenance for Asian airlines that I just couldn't get to. (Although most of those presume that the forensics have already been done.) But I felt that dollying back for the big picture was important to. Point #1 is important, in that all the factors that drove the 737 decision making are not only still in place, they're intensifying, so we had better adjust our systems (assuming Boeing remains a going concern -- defenestrating Muilenberg would be an excellent way to show we accept the seriousness of customer and international concern).
Bill Smith , , March 19, 2019 at 10:56 pm
Bloomberg is reporting that : "The Indonesia safety committee report said the plane had had multiple failures on previous flights and hadn't been properly repaired."
And the day before when the same plane had the problem that killed everyone the next day: "The so-called dead-head pilot on the earlier flight from Bali to Jakarta told the crew to cut power to the motor driving the nose down, according to the people familiar, part of a checklist that all pilots are required to memorize."
Lambert Strether Post author , , March 20, 2019 at 2:14 am
There's an enormous expansion of air travel in Asia. The lower end -- not flag -- carriers like Lion Air and also Air Asia are in that business to be cheap ; they're driven by expansion and known to be run by cowboys.
That said, know your customer . I would translate this into an opportunity for Boeing to sell these airlines a service package for training their ground operations. But it seems that cutting costs is the only thing the MBAs in Chicago understand. Pilots, pipe up!
Bill Smith , , March 20, 2019 at 7:13 am
Pilot training and requirements are in the hands of the country, not Boeing. If the story that the copilot of the Ethiopian Airlines plane had only 200 hours of experience that is astounding.
In the US that requirement is 1500 hours. In addition most US airlines would require more than that. And then they slot 'beginning' pilots for flights in good (better) weather as high minimums pilot.
Bill Smith , , March 20, 2019 at 7:17 am
"sell these airlines a service package" That won't help an airline that is in the business to be cheap. The Indonesia airplane was repeatedly reported for problems in prior days/flights that was never fixed.
Basil Pesto , , March 20, 2019 at 2:42 am
indeed I was just about to mention this same story. The link is here: https://www.bloomberg.com/news/articles/2019-03-19/how-an-extra-man-in-cockpit-saved-a-737-max-that-later-crashed?utm_campaign=news&utm_medium=bd&utm_source=applenews
and this quote makes an interesting follow-on to the thread yesterday with 737 Pilot (which Lambert linked to in the first paragraph here):
"The combination of factors required to bring down a plane in these circumstances suggests other issues may also have occurred in the Ethiopia crash, said Jeffrey Guzzetti, who also directed accident investigations at FAA and is now a consultant.
"It's simply implausible that this MCAS deficiency by itself can down a modern jetliner with a trained crew," Guzzetti said."
Setting aside Mr Guzzetti's background (dismissing his claim here as tendentious right off the bat would strike me as uncharitable), and without wishing to exculpate anyone, it does lend some credence to the idea that Ethiopia Airlines may have some contributory negligence here, staffing the flight with such an inexperienced first officer.
JBird4049 , , March 20, 2019 at 12:25 pm
Setting aside Mr Guzzetti's background (dismissing his claim here as tendentious right off the bat would strike me as uncharitable), and without wishing to exculpate anyone, it does lend some credence to the idea that Ethiopia Airlines may have some contributory negligence here, staffing the flight with such an inexperienced first officer.
One can often point to inexperience, incompetence, stupidity, incompetence or just bad luck when some disaster happens, but Boeing counted on perfect performance from flight crews to successfully work with a workaround needed for other workarounds that needed perfect performance to not catastrophically fail. I know enough about complexity that you cannot depend on perfection because something will always fail.
BillC , , March 20, 2019 at 7:25 am
Your excellent summary lacks some MCAS details that are not widely reported by the general-audience press.
Like you, I am a retired software engineer, so I have followed an aviation blog discussion of this issue quite closely since it emerged as a probable software and system design failure. As the blog is open to all, its signal-to-noise ratio is pretty low, but it seems not too difficult for any technically-minded person to separate the wheat from the chaff. My current understanding, which I believe others here are in a position to correct, if necessary:
A. The requirement for MCAS apparently emerged very late in the MAX's development, when it became clear that the upper cowling around the larger engines, being moved up and forward with respect to earlier 737 versions, adds nose-up force as the angle of attack (AoA) approaches the upper limits of the MAX's operating envelope because at such angles, the cowling itself generates lift beyond that of the wing.
B. As perceived by a pilot flying manually (not on autopilot), this added nose-up force makes it easier to pull back on the control column ("stick"), increasing the AoA further. This is like a car running off the asphalt onto a muddy shoulder: the steering wheel wants to turn the wrong way (toward the ditch) rather than the right way (back on the road).
C. An FAA regulation prohibits certification of an aircraft that presents the pilot with changing stick forces near stall that nudge the pilot toward the wrong reaction, 14 CFR 25.203(a) , IIRC (unfortunately, I can't find the original blog citation).
D. MCAS was put in place to satisfy this certification requirement -- not to automagically correct stalls without pilot action.
E. Other means of meeting this requirement exist, ranging from an airframe redesign that avoids the extra nose-up effect of the larger repositioned engines down to a "stick pusher" that increases the force a pilot would need to pull the stick back further in this situation.
F. Any of the other options would negate one or both of the MAX's chief selling points: little cost or schedule impact to Boeing (in a rush to meet the Airbus 320 NEO challenge) and to its customers ("No new flight crew training necessary, because to the pilot, the MAX feels just like its 737 predecessors.") That is, all the other options introduce new hardware to a completed design and the more fundamental changes could require new type certification.
G. The easiest fix was pure software: at high indicated AoA, under manual control, and with flaps up, automatically rotate the horizontal stabilizer a little bit nose-down, which increases the pressure needed to pull the stick back (nose-up). No need to tell the pilot about this in training or real time, since it's just to make MAX feel like any other 737.
H. The design presented for certification described a single small rotation. Testing showed this was insufficient to provide the tactile feedback necessary for certification in all cases, so the software fix was obvious: if the trigger conditions still hold after a 5 sec. pause, do it again.
I. Apparently nobody asked at that point, "What if the AoA indication is stuck high?" We're under schedule and cost pressure, so who wants to complexify things by (1) adding additional sanity-checking to the aircraft's AoA computations or (2) limiting how many times we add a little bit of nose-down.
J. When these details combine with a consistently erroneous AoA reading, MCAS can -- if not repeatedly countermanded or disabled and manually reversed -- eventually rotate the horizontal stabilizer to its maximum nose-down position, where it was found in both recent incidents, IIRC.
Even if the pilots figure out that's what's happening amid a cacophony of seemingly contradictory instrument readings and warnings (stick-shaker, trim wheel clacking, alarm chimes, and synthesized voices), the pilots still have to (1) cut power to the electrical trim systems and (2) restore the required trim, which may then require as many as 50 manual turns of a trim wheel. If you're near the ground, time is short
A minority of commenting pilots assert that any competently trained cockpit crew should be able to identify MCAS misbehavior quickly and power off automatic trim per the same checklist that was prescribed for "runaway automatic trim" on every 737 variant, MAX included. Most seem to agree that with aircraft control difficulties, multiple alarms, and disagreement among the pilot's and first officer's airspeed and AoA readings almost from the moment of takeoff (not yet officially confirmed), an MCAS-commanded runaway trim event may feel very different from the runaway trim flavors for which pilots have had simulator training, making problem identification difficult even given knowledge of the earlier Lion Air incident.
I imagine most software developers and engineers have seen cost/schedule pressures lead to short cuts. If their life was at stake, I doubt that many would think self-certification that such a project complies with all relevant safety requirements is a good idea.
ShamanicFallout , , March 20, 2019 at 12:59 pm
Thank you for that. And just 'wow'. I don't really know anything about aircraft/flying but this story is really fascinating and seems to be true a sign of the times. I guess we'll know what the current 'temperature' is out there when the fallout (civil liability, criminal liability, plane orders cancelled/ returned, etc) manifests. If Boeing skates, we'll know we've got a long way to go.
Cheryl from Maryland , , March 20, 2019 at 8:15 am
The Post's article on the FAA and Regulatory Capture is incomplete. The process for the FAA (and probably MANY government agencies) started under Reagan, did not revert to safety under Clinton (make government smaller and all that), and then accelerated under Bush II in 2005 (not a bi-partisan time). In particular, big changes to the FAA were made in 2005 that were executive in nature and did not require Congressional approval. CF: https://www.seattletimes.com/business/delegating-aircraft-safety-assessments-to-boeing-is-nothing-new-for-the-faa/
drfrank , , March 20, 2019 at 9:22 am
Yes, but. Part of what we are seeing in this case is a rush to judgement based on less than full evidence and analysis, and so prejudices and ideological positions (which I share actually) are plainly to be seen (and perhaps worth analyzing). "Crapification," says the headline.
Yet, I cannot say that I disagree with BA's business decisions as such in a highly competitive environment as regards the tradeoffs in the development of the MAX and there is a certain absurdity in the idea that Boeing would knowingly take a high reputational risk, in an industry where failure is front page news (contrast banking or pharma failures).
I have no reason to believe that an FAA fully in charge of all aspects of certification would have prevented these crashes, as banking and drug regulators have not kept us safe either. What seems worthy of note is that neither the airlines that buy the product nor the foreign aviation regulators nor pilots' associations do their own testing and certification, in an area where more redundancy would be good. Nor is there any kind of private third party watchdog testing, like a Moody's or S&P, evaluating potentially toxic products and services for a price.
Finally, I suppose we have to ask ourselves why the price of the stock is holding up fairly well even as the news flow on these tragedies is helping the short sellers. Lest we forget that Boeing is the 5th largest defense contractor in the US.
oaf , , March 20, 2019 at 10:01 am
Is engine throttle automated in the flight regime where these accidents occurred? Or are the pilots controlling power? Is the lag in thrust response interacting with the MCAS in an unanticipated way? Aerodynamic lift of nacelles is mentioned several times; there is another lift factor relating to the thrust angle; which is not necessarily aligned with the fuselage axis in flight. Departure procedures often require speed limits and altitude changes; so it is likely multiple power demand levels get set through takeoff and climb until cruise altitude is reached. Does Autopilot/Flight Director integrate with MCAS; or are they independent systems? Even without touching flight controls; power changes affect pitch forces. I am wondering if consequences of manual power changes on an otherwise automated departure were adequately investigated in the certification of the MCAS. Please excuse my ignorance of these details.
oaf , , March 20, 2019 at 11:18 am
Regulatory elements that have been getting attention include the use of *standard* weights for passengers; IIRC, 170 lbs for US (and possibly ICAO) passengers comes to mind . Many aircraft accidents have an element of disregard for proper weight distribution, either accidental, or negligent. For instance: Tail-heavy bad! Intentional loading outside of subsequently approved C.G. and/or max weight limits is a common, if not ubiquitous part of determining certification limits.There is a safety factor in the certificated limits; but banking on this; using estimates; is proven risky or disastrous when actual weights, and distribution thereof, is uncertain. Cargo with false weight values could also occur. One might find incentive to claim lower weights than actual to save on freight charges. How many 170 lb passengers do you know? I am not familiar with scales being used to check aircraft weight and balance before takeoff; only calculations; based on formulas and charts.
Scales ARE USED during certain maintenance procedures; for airworthiness certificates; and following certain modifications.
Jack , , March 20, 2019 at 11:50 am
Here is an interesting article by a professional pilot blogger Patrick Smith. He calls the 737, "the Frankenplane", and traces its history all the way back to the 707 in 1959. According to Smith, "We wonder if the 737 MAX even needed to exist in the first place. Somewhere deep down, maybe the heart of this whole fiasco is Boeing's determination to keep the 737 line going, variant after variant, seemingly forever. I'm not saying this is the reason for what happened in Indonesia or Ethiopia, but the whole 737 program just seems misguided and unnecessary. Instead of starting from scratch with a new airframe, they took what was essentially conceived as a regional jet in the mid-1960s, and have pushed and pushed and pushed the thing -- bigger and bigger engines, fancier avionics and more seats -- into roles it was never intended for. The "Frankenplane," I call it.
See the article here .
As a pilot myslef, I feel the airlines have a lot to answer for as well. Their constant "dumbing down" of pilots, which comes from making pilots work long hours for low pay, results in pilots not being the best of the best. And training is a cost to airlines. Training doesn't result in revenue. Better to have the pilots actually flying, hence Boeing selling this new version of the 737 as not requiring further training. But, training and practice is everything in flying. Flying a plane is actually a relatively easy skill to acquire. Most people can learn to fly a trainer in 5 hours or so. Most people solo (fly the plane without an instructor) with only 10-20 hours of instruction. It takes a lot longer to learn how to drive a car for most people (45 hours is the average). So it really isn't that difficult .until something goes WRONG. That is when the training kicks in. An often quoted flying truism, is that flying is "99% boredom and 1% stark terror". What happened with these two crashes is that you had some inexperienced pilots who were not fully trained on the systems (a lot of that blame goes to Boeing). When things start going wrong, information overload can easily occur if you have not been properly trained, even with two pilots.
Carey , , March 20, 2019 at 1:44 pm
Maybe this is the link mentioned above:
allan , , March 20, 2019 at 11:57 am
"you had some inexperienced pilots"
The captain, Yared Getachew, had more than 8,000 hours of flying under his belt.
(It is true that the first officer only had 200.)
You have to wonder how the average US commercial pilot would have done under the circumstances.
(Reply to Jack at 11:50 am)
EoH , , March 20, 2019 at 3:15 pm
Thanks for that correction. We can expect a deluge of blame-the-other-guy PR from the aircraft manufacturer and certification agencies. Billions are on the line for Boeing if a cascade of judgments it made materially contributed to these crashes. The usual strategic corporate bankruptcy might follow. I presume Boeing is considered much TBTF by the USG.
JerryDenim , , March 20, 2019 at 12:19 pm
Great job summarizing and connecting dots Lambert. I might add one more bullet point though. Items #5 and #6 were aided, abetted and perhaps somewhat necessitated by 'ye ole NeoLiberal playbook' you spoke of, but more specifically, the current regulatory FAA/Boeing milieu is attributable to years of budget cuts and strategically applied austerity. The old Grover Norquist, ' not destroyed, but small and weak enough to be drowned in a shallow bath' saw. Exact same thing we've witnessed with other formally effective regulators like the EPA, the SEC or the IRS.
I remember having a conversation with an FAA maintenance inspector, an old timer, about ten years ago. He looked to be upwards of seventy, and he told me he was eight years beyond eligibility for a full retirement. He informed me that a few years back he was supervising a team of ten people that was now down to two. Their positions had been cut outright or eliminated after they resigned or transferred when the remaining positions were made miserable by the increased workload and bureaucratic headaches. The inspector said he had not retired yet because he knew he would not be replaced and he felt the work was important. I asked him if his department was atypical and he said it was not. Same thing, across the board, with the exception of the executive level desk jobs in DC and Oklahoma City. Readers can draw their own conclusions but when it comes to funding Federal regulators, I believe you should never attribute anything to incompetence that you could attribute to malice.
No doubt Neo-Liberal ideologues in high places pushing the corrosive "customer/client" model of regulating along with the requisite deference and obsequious to industry played a large role as well.
"Chickens coming home to roost" Indeed.
EoH , , March 20, 2019 at 2:44 pm
I understand the published materials to boil down to this possible scenario:
To remain competitive and profitable, Boeing needed to improve the fuel efficiency and flight characteristics of a mainstay medium-haul aircraft. Instead of designing a new aircraft, it modified an existing airframe. Among other changes, it added more powerful engines, new lift and control surfaces, and enhanced computerized controls.
The modified Max aircraft **did not** fly like the earlier version. That meant Boeing would have to disclose information about those changes. It would need to train pilots in them, in how to integrate new protocols into existing ones, and in what to do if the enhanced computer controls malfunctioned, requiring the pilot to regain manual control.
These steps could have increased cost and time to market, might have involved new certifications, and might have reduced sales. Boeing appears to have relied on enhanced computer flight controls to avoid them.
The newly enhanced computerized controls meant that the computer would do more of the actual flying – the part that was different from the pre-Max version – and the pilot less. It gave the pilot the virtual – but not real – experience of flying the older aircraft, obviating the need, in Boeing's judgment, for additional disclosures and training. That worked except when it didn't. (See, driverless car development.)
One possible failure mode derives from the Max's reliance on a single sensor to detect its angle of attack, the aircraft's nose-up or nose-down deviation from level flight. Reliance on a single sensor would make it harder to detect and correct a fault. (Boeing's version of commitment to "absolute" safety.)
In these two crashes, the sensor may have given a faulty reading, indicating that the aircraft's nose was higher than it should have been for that stage of flight, an attitude that risked a stall. The programmed response was to drop the nose and increase power. A normal reaction to a real stall, this response can become catastrophic when unexpected or when the pilot cannot correct it.
In both crashes, it appears that the pilot did attempt to correct the computer's error. Doing so, however, reset the automated control, leading the computer to reread the faulty sensor to mean "stall." It again dropped the nose and increased speed. The pilot recorrected the error in what would become a deadly loop, a tug of war that ended in a powered dive into the ground.
Seal , , March 20, 2019 at 3:52 pm
This is like #Immelt at #GE
VietnamVet , , March 20, 2019 at 4:17 pm
What is interesting is what comes next. The FAA was drowned in the bath tub along with the EPA, FDA, SEC, etc. It doesn't have the money or staff to recertify the 737 Max. An incompetent Administration that is interested only in extracting resources is in charge. It is clear that Boeing hid the changes to save money and time. Adding a warning indicator that the flight sensors are not in the correct position to the pilot's display, including it in the preflight checklist, plus flight training would have prevented the Indonesian crash. But these changes would have raised questions on the adequacy of the new flight critical system and may have delayed certification overseas. It is easy to overlook problems if your paycheck is at risk. The Boeing managers who pushed this through deserve jail time for manslaughter.
Canada said it will recertify the 737 Max before it flies in their airspace. China won't recertify the Max until the Trump Trade War is over. Also, a delay boosts their replacement airliner. If Chicago and DC paper this over like the 2008 Great Recession; the final nails will have been hammered into the coffin of the hegemon. Trust is gone
Mar 23, 2019 | tech.slashdot.org
The Other Recent Deadly Boeing Crash No One Is Talking About (nymag.com) 65 Posted by EditorDavid on Saturday March 23, 2019 @01:34PM from the searching-for-answers dept. New York magazine's Intelligencer remembers last month's crash of a Boeing 767 carrying cargo for Amazon and the U.S. Postal Service -- and shares a new theory that its cause wasn't a suicidal pilot or an autopilot malfunction:
In online pilot discussion forums, a third idea has been gaining adherents: that the pilots succumbed to a phenomenon called somatogravic illusion, in which lateral acceleration due to engine thrust creates the sensation that one is tipping backward in one's seat .
The effect is particularly strong when a plane is lightly loaded, as it would be at the end of a long flight when the fuel tanks are mostly empty, and in conditions of poor visibility, as Atlas Air 3591 was as it worked its way through bands of bad weather. The idea is that perhaps one of the pilots accidentally or in response to wind shear set the engines to full power, and then believed that the plane had become dangerously nose-high and so pushed forward on the controls.
This would cause a low-g sensation that might have been so disorienting that by the time the plane came barreling out of the bottom of the clouds there wasn't enough time to pull out of the dive.
It has been speculated that this might have been the cause of another bizarre and officially unsolved accident from three years ago: Flydubai Flight 981, which crashed 2016 in Rostov-on-Don, Russia....
While it's still too early to draw any kind of conclusions about Atlas Air 3591, the possibility exists that a firm conclusion will never be drawn -- and if it is, the cause could turn out not to be a design flaw or software malfunction that can be rectified, but a basic shortcoming in human perception and psychology that cannot be fixed as long as humans are entrusted with the control of airplanes.
BobC ( 101861 ) , Saturday March 23, 2019 @02:26PM ( #58321314 )Re:Flying by Instruments? ( Score: 5 , Informative)
Yes, commercial pilots are taught to "fly their instruments". General aviation pilots may enjoy more "seat-of-the-pants" flying, but even they are taught to trust instruments over human perceptions, which are easily fooled, as even simple demos will show.
I used to work for an aircraft instrument maker, and our user interfaces, everything the pilot interacts with, got more care and attention than the rest of the instrument. Of course we had to display nothing but totally accurate data, and do so promptly, but we also had to do so in ways that were obvious and clear, so the pilot can take in the most important information with a quick glance.
The pilot's standard "scan" is perhaps the most-trained skill. To look at everything on the instrument panels and outside the windows often enough to not miss anything, yet slow enough to take in all vital information.
When things get hectic, the pilot still does this scan, interrupting it as needed to deal with situations, but still doing it. Because, as the saying goes, "trouble often comes in threes": Stopping everything to handle an initial situation may mask what's really going on, and lead to a cascade of failures.
With ever more data being aimed at the pilot, there is a distinct risk of information overload, especially when tired, or during tense but otherwise normal situations, such as take-off, landing, or flying through turbulence. This overload often encourages the pilot to rely more on signals from the body, which need less conscious processing, rather than focus on all that data.
Here, again, is where commercial pilots receive extra training, but perhaps not often enough. This is one of the factors that keep commercial pilot mandatory retirement ages so low: The risk of overload increases with age, even when all other factors match those of a younger person.
Plus, staying in peak training for decades is fatiguing, and relatively few can do so "naturally". Which is one of the reasons we're running out of commercial aircraft pilots.
It may seem counter-intuitive, but this overload risk is often handled by adding more automation, more automatic systems to "help" the pilot. So much so that actually manually "driving" a commercial aircraft, with hands on the controls, is an increasingly rare part of a normal flight.
Our instruments also tried to take pilot fatigue into account, saving our brightest and loudest alarms only for the most desperate situations, to punch-through that overload to help ensure prompt and correct reactions.
One product I worked on was a TAWS (Terrain Awareness and Warning System) instrument, which basically stayed quiet unless there was a risk of the pilot flying into the ground, to help prevent "CFIT" accidents (Controlled Flight Into the Ground). It has special modes for take-off and landing, though our instrument was designed to actually *avoid* making the pilot depend on it's display: Useful for information as part of the scan, but not to be used to navigate the aircraft. Our main function was to provide visual and audible alerts only when needed.
I believe 100% of US commercial aircraft (and perhaps now even biz-jets) are required to have TAWS on-board and active. Any TAWS-equipped plane approaching the ground outside of an approved approach path for a know airport will give the pilot "Terrain ahead. Pull up! Pull up!" alerts until the hazard no longer exists.
Unfortunately, if a stall is also immanent, the pilot will simultaneously receive an alert to push the nose down. And increase power. And other things as well. An overload of alerts, which a skilled and calm pilot will respond to with the most correct action. But which can overload a stressed or tired pilot, or one with the beginnings of a cold or flu.
The thing is, every alert can be silenced, to reduce the confusion and distractions. But an overloaded pilot can forget even this simple aid to keeping full awareness and control.
This is a big part of why pilots are so often blamed for crashes: Because, for whatever reason, they failed to take the appropriate action demanded by the situation.
As a former aircraft instrument developer, I was always well aware of my instruments' contribution to the pilot's mental load. Our teams agonized over tiny changes to font selection and sizes and colors and contrast. And how many button presses were needed to accomplish a function. And how easy it was to switch modes or silence an alert. Which is why we had a massive alpha test system that got even the earliest versions of our instruments in front of pilots with experimental aircraft and ratings. (Experimental aircraft and the pilots who fly them are rare and precious things to instrument developers, even when we owned and operated our own corporate test aircraft.)
Fortunately, our efforts paid off, and pilots (and the FAA) loved our instruments. Some of our design innovations were adopted into instrument regulations by the FAA, so all manufacturers had to build to our standard. But always hovering over our success was the fear of news of the crash of a plane flying our instruments. And the fear that information overload from our instruments would be shown to be a contributing factor.
Which is why part of our required reading was any and all reports (mainly NTSB and NASA) that even mention pilot overload. Even a decade after leaving that industry, I still read these reports.rnturn ( 11092 ) , Saturday March 23, 2019 @01:55PM ( #58321174 )Oh... Are we back to t"pilot error" excuses again? ( Score: 2 )``...the cause could turn out not to be a design flaw or software malfunction that can be rectified, but a basic shortcoming in human perception and psychology that cannot be fixed as long as humans are entrusted with the control of airplanes.''
On the other hand, we have two recent examples of what can happen when a flight computer is given control of the plane and it is unable to avoid doing something stupid like -- as the old euphemism goes -- `make inadvertent contact with the terrain'.
Until we know more about how this was supposed work and exactly why it didn't , I think I'll trust the human with his hands on the controls more than the flight computer.
(Thankfully, the occasions for my needing to fly are few and far between.)Futurepower(R) ( 558542 ) writes: < MJennings.USA@NOT_any_of_THISgmail.com > on Saturday March 23, 2019 @01:39PM ( #58321082 ) HomepageDesign errors in the 737 MAX-guidance system ( Score: 2 )
Everything I've been able to learn has indicated that there are major design errors in the guidance system of the Boeing 737 MAX-8ebonum ( 830686 ) , Saturday March 23, 2019 @02:02PM ( #58321206 )Artificial horizon? ( Score: 3 )
If you look at it and you are headed down (and you have good airspeed), you don't need to keep trying to nose down - regardless of what your senses are telling you.
What about looking at how the altimeter is changing?
The artificial horizon gives you a lot of information when your sense of direction is playing tricks on you (in the clouds and feeling like you are going up,down, rolling, etc.)
Kouros , , March 21, 2019 at 11:39 pm
Mar 20, 2019 | www.theamericanconservative.com
As usual, Trump made the announcement of recognizing Israel's claim to the Golan Heights without any consultation with any of the relevant administration officials:
President Donald Trump's tweet on Thursday recognizing the Golan Heights as Israeli territory surprised members of his own Middle East peace team, the State Department, and Israeli officials.
U.S. diplomats and White House aides had believed the Golan Heights issue would be front and center at next week's meetings between Trump and Israel's Prime Minister Benjamin Netanyahu at the White House. But they were unprepared for any presidential announcement this week.
No formal U.S. process or executive committees were initiated to review the policy before Trump's decision, and the diplomats responsible for implementing the policy were left in the dark.
Even the Israelis, who have advocated for this move for years, were stunned at the timing of Trump's message.
After more than two years of watching Trump's impulsive and reckless "governing" style, it doesn't come as a surprise to anyone that he makes these decisions without advance warning. There is no evidence that Trump ever thinks anything through, and so he probably sees no reason to tell anyone in advance what he is going to do.
Trump almost never bothers consulting with the people who will be responsible for carrying out his policies and dealing with the international fallout, and that is probably why so many of his policy decisions end up being exceptionally poor ones. The substance of most of Trump's foreign policy decisions was never likely to be good, but the lack of an organized policy process on major decisions makes those decisions even more haphazard and chaotic than they would otherwise be.
There is absolutely no upside for the United States in endorsing illegal Israeli claims to the Golan Heights. It is a cynical political stunt intended to boost Netanyahu and Likud's fortunes in the upcoming election, and it is also a cynical stunt aimed at shoring up Trump's support from Republican "pro-Israel" voters and donors.
Whatever short-term benefit Israel gains from it, the U.S. gains nothing and stands to lose quite a bit in terms of our international standing.
There has been no consideration of the costs and problems this will create for the U.S. in its relations with other regional states and beyond because Trump couldn't care less about the long-term effects that his decisions have on the country.
Once again, Trump has put narrow political ambitions and the interests of a foreign government ahead of the interests of the United States. That seems to be the inevitable result of electing a narcissist who conducts foreign policy based on which leaders flatter and praise him.
Trump's bad decision can be traced back to Bolton's visit to Israel earlier this year:
Administration officials said that National Security Advisor John Bolton was instrumental to the decision, after visiting Israel in January to assure officials there that the United States would not abandon them in Syria despite Trump's sudden withdrawal of troops from the battlefield.
Nervous Israeli officials saw an opportunity. "It was an ask," one Israeli source said, "because of the timing -- it suddenly became a relevant issue about Iran."
Bolton is usually the culprit responsible any destructive and foolish policy decision over the last year, and his baleful influence continues to grow. We can also see the harmful effects of the administration's Iran obsession at work. In the end, the Syria "withdrawal" hasn't happened and apparently isn't going to, but Trump nonetheless gives Israel whatever it wants in exchange for nothing so that they will be "reassured" of our unthinking support.
SF Bay March 21, 2019 at 10:28 pmWell, of course Trump puts America last. There is one and only one person he is interested in -- himself. As you say this is his narcissistic personality at work.
My never ending question is always, "Why does any Republican with a conscience remain silent? Are they really all this shallow and self absorbed? Is there nothing Trump does that will finally force them to put country before party and their own ambition?"
It's a really sad state of events that has put this country on the road to ruin.
I wonder what Mr. Kagan has to say now about "authoritarian" regimes?!Trump 2016 , , March 22, 2019 at 1:45 am
Trump is making one hell of a mess for the next president to clean up. Straightening out all this stupidity will take years. Here's hoping that Trump gets to watch his foreign policy decisions tossed out and reversed from federal prison.Grumpy Old Man , , March 22, 2019 at 3:29 am
He ought to recognize Russia's seizure of Crimea. Why not? Кто кого?Tony , , March 22, 2019 at 8:50 am
The decision to leave the INF treaty was taken in a similar way and with a total disregard for the consequences. The leaders of the European NATO countries have shown utter spinelessness in going along with it.Some Perspective , , March 22, 2019 at 9:08 am
The administration says that a Russian missile violates the treaty but it will not tell us what the range of the missile is. Nor will it allow its weapons inspectors to go and look at it.
The reason is clear: Fear that the weapons inspectors' findings would contradict the administration's claims.
I voted Republican ever since I started voting. I voted for Bush I, Dole, Dubya, and McCain. I couldn't vote for either Obama or Romney, but I voted for Trump because of Hillary Clinton.Sid Finster , , March 22, 2019 at 10:22 am
I am shocked and horrified by what I've seen under Trump. I am deeply disappointed that so few Republicans (or Democrats, for that matter) have stood up to him on foreign policy, and I will never vote Republican again. This GOP/Israel connection stinks to high heaven. Anyone who studied or remembers our problem with Communist spies back in the '50s has got to be hearing alarm bells ringing in their ears. Worries about Soviet spying and Russian meddling pale in comparison to what's now going on in plain sight with Israel.
We're losing our country. We're losing America.
To be fair, it ain't just Team R that has the sloppy crush on Israel. Team D is just as bad, even if they don't gush quite so publicly. In fact, episodes such as this one are useful in a way, as they make it hard to pretend that this is just a one-off, a misguided decision that we have to go along with to appease a powerful friend.G-Pol , , March 22, 2019 at 11:15 am
Europoliticians tell that last one a lot. "We really don't want to but the Americans twisted our arms ZOMG Special Relationship so sorry ZOMG!" Only with a lot more Eurobureaucratese.
I agree with the article's premise, but not because of this move regarding Israel.
Personally, I believe this move will have little impact on the outcome of the crisis in the Middle East. Saudi Arabia and the other Arab monarchies are too focused on containing Iran and Turkey to give a crap about what Israel does. The only Arab states that I can see objecting to this move are Syria (obviously) and the others who were already allied with Iran and/or Turkey to begin with.
Right now, the REAL center of attention in the region should be Northern Syria. THAT's where the next major war likely will begin. In that area, Saudi Arabia and to a lesser extent Turkey and the United Arab Emirates are the ones doing the major escalations, while Israel has virtually no role at all aside from sideline cheer-leading. And of course, Trump is doing nothing to stop what could become the next July Crisis. What's "America First" about that?
Nevertheless, Israel should be very concerned about Northern Syria. If war breaks out and the US is forced to go to war with its own NATO ally as a result, Israel should prepare to kiss its alliance with the US goodbye.
There is no way our international reputation will come out of this war unscathed, and odds are we'll be in a far worse position diplomatically than we were at any point in our history, even during the Iraq war. When that happens, the American people will be out to assign blame. Many (rightfully or not) will blame Israel due to its connections to neoconservatism and Saudi jingoism, and consequently we may end up seeing BOTH parties becoming unfriendly to Israel over the subsequent generation.
All of this could be prevented if President Trump would just tell Saudi Arabia to STOP the nonsense. But no. He's too focused on MIC profits. He's not America First. And quite frankly, I'm starting to think Benjamin Netanyahu is not Israel-first either, because if he were he'd be warning Trump about the mess he's going to end up getting America, Israel, and much of Europe and the Middle East into.
Mar 21, 2019 | jacobinmag.com
- BRANKO MARCETIC
The people who died in last Sunday's plane crash were not just killed by Boeing. Their deaths stemmed from an ideology that puts business interests above human life.
... ... ...
Boeing is not just a lobbying juggernaut that donates prodigiously to politicians all over the country; it's also a company in which numerous members of Congress are personally invested, and it cultivates mutually beneficial financial relationships with top officials . Meanwhile, as William McGee of Consumer Reports told Amy Goodman , these issues are rooted in the FAA's lax, business-friendly oversight of the very industry it's meant to regulate, a case of regulatory capture that stretches back long before this administration.
Whatever the black box from the Ethiopian Airlines flight reveals, the lives put at risk by lax regulations are not apolitical tragedies; they are caused by an administration that time and again has shown itself to be callous and indifferent to the lives of the people it claims to fight for, whether Puerto Ricans left to fend for themselves in the wake of natural disaster, or federal workers used as bargaining chips in a game of political brinkmanship.
But more than that, they are victims of an ideology that tells us the greatest insult to human life is not the death and misery that comes from unchecked greed, but efforts to democratically control it through public institutions. The real problems aren't unsafe products, pollution, dangerous chemicals, and the like, we're told, but "red tape" and the taxes used to fund the bodies regulating them. Meanwhile, activists like Nader have long been painted as " wacky " extremists in the pursuit of some quixotic ideological crusade simply for trying to do things like prevent people from dying in cars without seat belts .
When social-democratic policies are enacted, wealthy people take less home after taxes, and businesses are inconvenienced by regulations meant to secure the common good. But when neoliberal policies are put in place, people and their families go hungry, they lose their homes, they get injured on the job, they get sick, and, sometimes, they die. The public should be enraged by the actions of governments like Trump's and Trudeau's; but we should also be angry at a political narrative that tells us trying to stop such tragedies is "ideological" instead of common sense. We owe it to the crash victims to create no more of them.
Mar 21, 2019 | www.counterpunch.org
On May 12, 2010, the New York Times ran an article by economics editor Catherine Rampell titled "The New Poor: In Job Market Shift, Some Workers Are Left Behind"that focused on the largely middle-aged unemployed who will probably never work again. For example, 52 year old administrative assistant Cynthia Norton has been working part-time at Walmart while sending resumes everywhere but nobody gets back to her. She is part of a much bigger picture:
Ms. Norton is one of 1.7 million Americans who were employed in clerical and administrative positions when the recession began, but were no longer working in that occupation by the end of last year. There have also been outsize job losses in other occupation categories that seem unlikely to be revived during the economic recovery. The number of printing machine operators, for example, was nearly halved from the fourth quarter of 2007 to the fourth quarter of 2009. The number of people employed as travel agents fell by 40 percent.
But Ms. Rampell finds the silver lining in this dark cloud:
This "creative destruction" in the job market can benefit the economy.
Pruning relatively less-efficient employees like clerks and travel agents, whose work can be done more cheaply by computers or workers abroad, makes American businesses more efficient. Year over year, productivity growth was at its highest level in over 50 years last quarter, pushing corporate profits to record highs and helping the economy grow.
The term "creative destruction" might ring a bell. It was coined by Werner Sombart in his 1913 book "War and Capitalism". When he was young, Sombart considered himself a Marxist. His notion of creative destruction was obviously drawn from Karl Marx, who, according to some, saw capitalism in terms of the business cycle. With busts following booms, like night follows day, a new round of capital accumulation can begin. This interpretation is particularly associated with Volume Two of Capital that examines this process in great detail. Looking at this material, some Marxists like Eduard Bernstein drew the conclusion that capitalism is an infinitely self-sustaining system.
By 1913, Sombart had dumped the Marxist commitment to social revolution but still retained the idea that there was a basis in Karl Marx for upholding the need for "creative destruction", a view buttressed by an overly positive interpretation of this passage in the Communist Manifesto:
The bourgeoisie cannot exist without constantly revolutionizing the instruments of production, and thereby the relations of production, and with them the whole relations of society. Conservation of the old modes of production in unaltered form, was, on the contrary, the first condition of existence for all earlier industrial classes. Constant revolutionizing of production, uninterrupted disturbance of all social conditions, everlasting uncertainty and agitation distinguish the bourgeois epoch from all earlier ones.
By the 1930s, Sombart had adapted himself fairly well to the Nazi system although he was not gung-ho like Martin Heidegger or Carl Schmitt. The wiki on Sombart notes:
In 1934 he published Deutscher Sozialismus where he claimed a "new spirit" was beginning to "rule mankind". The age of capitalism and proletarian socialism was over and with "German socialism" (National-Socialism) taking over.
But despite this, he remained critical. In 1938 he wrote an anthropology text that found fault with the Nazi system and many of his Jewish students remained fond of him.
I suspect, however, that Rampell is familiar with Joseph Schumpeter's use of the term rather than Sombart since Schumpeter was an economist, her chosen discipline. In 1942, he wrote a book titled Capitalism, Socialism and Democracy that, like Sombart, retained much of Karl Marx's methodology but without the political imperative to destroy the system that utilized "creative destruction". He wrote:
The opening up of new markets, foreign or domestic, and the organizational development from the craft shop and factory to such concerns as U.S. Steel illustrate the same process of industrial mutation–if I may use that biological term–that incessantly revolutionizes the economic structure from within, incessantly destroying the old one, incessantly creating a new one. This process of Creative Destruction is the essential fact about capitalism. It is what capitalism consists in and what every capitalist concern has got to live in. . . .
The wiki on Schumpeter claims that this theory is wedded to Nikolai Kondratiev's "long wave" hypothesis that rests on the idea that there are 50 year cycles in which capitalism grows, decays and enters a crisis until a new round of capital accumulation opens up. Not only was the idea attractive to Schumpeter, it was a key part of Ernest Mandel's economic theories. Unlike Schumpeter, Mandel was on the lookout for social agencies that could break the cycle and put development on a new footing, one based on human need rather than private profit.
Returning to Rampell's article, there is one dimension entirely missing. She assumes that "creative destruction" will operate once again in order to foster a new upswing in the capitalist business cycle. But how exactly will that manifest itself? All the signs point to a general decline in business activity unless there is some kind of technological breakthrough equivalent to the computer revolution that fueled growth for decades. Does anybody believe that "green manufacturing" will play the same role? I don't myself.
One thing does occur to me. Sombart's book was written in 1913, one year before WWI and was even titled eerily enough "War and Capitalism". One wonders if the Great War would be seen as part and parcel of "creative destruction". War, after all, does have a knack for clearing the playing field with even more finality than layoffs. Schumpeter wrote his in 1942, one year into WWII. My guess is that he did not theorize war as the ultimate (and necessary?) instrument of creative destruction but history will record that WWII did introduce a whole rafter of new technology, including aluminum, radar, nuclear power, etc., while bombing old modes of production into oblivion. What a great opportunity it was for capitalism to rebuild Japan, especially after firebombing and atomic bombs did their lovely work.
In my view, there's something disgusting about this "creative destruction" business especially when it is articulated by a young, pro-capitalist Princeton graduate like Catherine Rampell who wrote for Slate, the Village Voice and other such b-list publications before crawling her way up into an editorial job at the NYT. She clearly has learned how to cater her reporting to the ideological needs of the newspaper of record, growing more and more reactionary as the crisis of capitalism deepens.
Mar 21, 2019 | jacobinmag.com
hen United Airlines flight 1462 made an unexpected landing in Chicago last month, it was not due to mechanical issues, weather conditions, or flight logistics, but a battle over legroom in the aisles. As one passenger tried to recline her seat and another used a $20 device called a Knee Defender to prevent the occupant ahead of him from leaning back, the battle over personal space descended into a scuffle. The pilot opted to make an additional stop to remove the unruly passengers.
Flight 1462 hasn't been alone. Not just the random dispute of irate travelers, similar flights have been diverted because of the airlines' frenzied drive to wring as much money out of customers as possible. Airlines are increasingly cramming more passengers onto each flight, termed "densification," and regularly overbooking flights. Any aspect of a flight that was once provided free of charge -- from a checked bag to a complementary drink to using a credit card to pay for a ticket -- can now be charged ŕ la carte.
So relentless has this nickel and diming been that when news reports claimed the discount airline Ryan Air was about to start charging for in-flight bathroom use, many people took them seriously. But the story wasn't true -- it was all a ploy for free press from a company unwilling to pay for advertising, help disabled passengers, or provide ice for drinks.
Such frugality is only one of the problems wrought by airline deregulation. If the greatest benefit of deregulation has been that more people can afford to fly, it has come at the cost of increased tumult within the industry and reduced pay for workers.
Before the airlines were deregulated under President Jimmy Carter, the Civil Aeronautics Bureau (CAB) maintained flight pricing structures, airport gate access, and flight paths. There were rules that stipulated which airlines could compete in which market and what prices they could charge. Loosening restrictions meant abandoning the CAB and its pricing structures, and allowing an unmediated flow of competition.
With fewer restrictions, upstart fly-by-night airlines could compete against major airlines like American/US Airways, United, Delta, Alaskan, and Hawaiian Airways. Such competition, conservative and liberal advocates claimed, would bring down flight costs, providing more savings and convenience to the customer.
But allowing this level of competition also unleashed chaos. While the discount airlines would win over passengers for a time by offering flights half as expensive, the major airlines would respond by slashing their prices in an attempt to drive the upstarts out of business.
By drastically reducing ticket costs, the major airlines would take on an unsustainable amount of debt that, combined with the loss of business to the new entrants, would lead to layoffs or bankruptcy. Pension funds were then raided and labor contracts voided to pay for the price wars. With each airline company collapse, thousands of employees were laid off, decimating union membership.
To compete, the legacy airlines also drove down the salaries of their pilots, and cut benefits and vacation time. Besides a reduction in compensation, a two-tiered pay system has been set up with decent pay for incumbent pilots and markedly low wages for new entrants. Starting salaries for pilots are now as low as $15,000 a year, even as CEO pay rises inexorably. Remarking on a career in which he had seen his pay cut in half and his pension eliminated, captain Sully Sullenberger told the BBC in 2009 that he did not know "a single professional pilot who wants his or her children to follow in their footsteps."
While unions were still strong in the industry, they were constantly embroiled in bitter labor disputes. Between the voided contracts and the hemorrhaging membership caused by regular bankruptcy, they were left fighting to maintain wage standards in an unnecessarily competitive industry.
The only way discount airlines could offer such low prices was by paying their workers less, using less experienced pilots and sometimes non-unionized labor, offering fewer frills, and running spartan operations that only serviced a handful of routes with a single type of jet liner (thus simplifying pilot and mechanic training). Instead of a single union representing employees across the industry -- typified by the Air Line Pilots Association (ALPA), which represented a majority of pilots -- some discount airlines maintained relationships with offshoot unions with smaller membership rolls and less leverage.
The discount airlines also depended on secondary, class-B airports that charged less in landing fees. But those discounts eventually disappeared when the secondary airports no longer needed to cut their fees to attract business.
To maintain their dominance over the market, the major airlines shifted from a direct city-to-city flight standard to the hub-and-spoke system of today. The hub-and-spoke setup allowed large centralized airports like Dallas-Ft. Worth and Atlanta to be ruled by a single company that determines which flights can use which terminals and at what cost.
While the hub-and-spoke system has some benefits, it's largely inefficient, dependent as it is on multi-stage connecting flights. Combined with the need to cut costs, it would also cause longer airport delays as planes were left waiting on the tarmac to make sure all passengers from connecting flights made it aboard. A single delay in a connecting flight could throw passengers' itineraries askew, leaving them stuck in a random airport overnight.
The major airlines used other tricks to keep out nascent airlines. They paid off travel agents and travel reservation sites to give preference to their particular airline. They introduced frequent flier miles to maintain brand allegiance.
Upstart discount airlines like Southwest were able to survive the vicious price wars by leaning on quality of service and direct flights, but most did not. The list of companies that were liquidated, temporarily or permanently, as a result is impressively long considering what it takes to start an airline: America West, PanAm, TransWorld, Western, Piedmont, Frontier, Northwest, National, Texas International, People Express, ValuJet, Air Florida, Eastern, Braniff, Skytrain, Pacific Southwest, Western Pacific, and many more.
Once bankrupt, the major airlines then bought the upstarts, creating an effective oligopoly. So much for competition.
Already on a spending spree during the heady years of the 1990s dot-com boom, buying up failed companies only saddled major airlines with more debt. While most people assume that the airlines had to be bailed out in 2001 because of the decrease in traffic after the September 11 attacks, it was also because the airlines were insolvent from previous financial problems, largely as a result of the price wars.
The actions of the major airlines may seem ruthless, but they were largely protecting their position in a deregulated industry that allowed the discount airlines to undercut labor standards just to offer cheaper prices to customers. They were defending themselves from disruption.
Considering the skill, education, and investment needed to maintain a safe and reliable airline, it is not exactly a business that needs to be disrupted. Running an airline is labor intensive, and it only turns a profit at random intervals. There's little money to be skimmed off.
With profit margins so thin, tickets on a half-empty flight have to cost twice as much as a fully booked one. Which is why, for a time, smaller cities that weren't necessarily travel hubs bore the brunt of deregulation. Routes that weren't fully booked experienced skyrocketing flight costs, which, for small-town travelers, was a huge disincentive to fly.
The bilking of transportation costs to and from smaller cities after a run of chaotic competition is eerily similar to what happened during the railway mania of the 1800s. Investors rushed to build rail lines everywhere and anywhere while money was flush. But once cash became tight, the rail industry used their monopoly power to charge exorbitant prices for anybody trying to ship in and out of smaller towns like Cincinnati. Such predatory pricing is what led to transportation regulation in the first place.
Since the 2001 airline bailout, things have calmed down a bit. It no longer costs $600 to fly from New York to Pittsburgh. Fewer discount airlines are entering the market, and the handful that are still in operation work with the major airlines on various routes (e.g. "flight provided by Frontier"). The price wars have settled to a quiet struggle played out on online travel registration websites like Kayak.com and Hipmunk.com, which have wholly replaced the job of travel agents.
But for airlines, the lower revenue from cheaper tickets has to be made up somewhere, and convenience may be the easiest element to remove. Airlines are pushing petty indignities on passengers and flight attendants by way of a million miscellaneous charges. Half the time, the discounts saved by cheaper tickets from deregulation are recouped in add-on fees. Eventually airlines may just offer extra-saver flights devoid of the most basic accommodations and simply force passengers who can't afford first-class seats to be stacked in the cargo hold like cord wood.
So what's the alternative? The airline industry is close to being a natural monopoly, there's little reason to foster competition. Indeed, the industry would benefit from nationalization or a well-regulated public option. At the very least, more regulation is necessary.
Without subsidization and some rules about flight costs, there is little incentive for the airline industry to provide affordable flights to locations that aren't fully booked. The irony is that we already subsidize airline travel. It just occurs through bailouts and bankruptcies after each airline has fought tooth and nail for market dominance. Public funds wind up paying for a wasteful, inefficient system characterized by irrational, destructive competition.
Through regulation or more aggressive means, it's quite possible to ensure good wages and working conditions and safe, affordable, reliable service -- all without blackout dates, three layovers, or all-out battles for legroom.
Mar 21, 2019 | www.wsj.com
He has long been a vocal critic of the Federal Aviation Administration, saying the agency lacks the resources and willpower to aggressively police airlines and manufacturers.
Mr. Nader said Boeing may be exposed to civil and possibly criminal liability. After the first fatal crash in October -- a Lion Air flight that crashed into the Java Sea minutes after takeoff -- company officials "were put on notice about the problem" with an automated stall-prevention system that can misfire and override pilot commands by repeatedly pushing down an aircraft's nose, he said.
The Justice and Transportation Departments are scrutinizing Boeing's dealings with the FAA over safety certifications, people familiar with the matter have said.
... ... ...
Mr. Nader has expressed his concerns to lawmakers and former regulators, and called for congressional hearings. Before the U.S. grounded the planes last week, he championed the idea of a sweeping boycott of all versions of 737 MAX aircraft. He also has stressed the importance of having Mr. Muilenburg, Boeing's CEO, testify on Capitol Hill about safety issues with the fleet.
Criticizing Boeing's original design of the automated flight-control feature, dubbed MCAS, Mr. Nader said it reflected a misguided view driven by engineering overconfidence and called it "the arrogance of the algorithms."
Mar 21, 2019 | www.democracynow.org
... ... ...
RALPH NADER : Boeing is used to getting its way with the patsy FAA . And this time, however, it's in really hot water. If it continues to dig its heels in, it's going to expose itself and its executives to potential criminal prosecution, because they are now on notice, with two crashes -- Indonesia and Ethiopia. There's probably a lot more to come out in terms of the technical dissent, in the, what was called, "heated discussions" about the plane software between the FAA , the pilots' union, Boeing. And you can't suppress technical dissent forever. And Senators Markey and Blumenthal are calling for the release of all the relevant information. And while that happens, the planes must be grounded. You see, they're on notice now. This is the future of passenger business for Boeing. They've got orders for over 3,000 planes from all over the world. They've produced and delivered about 350. Southwest is the leading owner and operator of these planes. It's digging its heels in, and so is American Airlines, I believe, and Air Canada. And Boeing is not going to get away with this, because this is not some old DC-9 about to be phased out. This is their future strategic plan. And they better own up. 2013, they grounded the 787 because of battery fires, and they had about 50 or 60 of those planes. So, there's plenty of precedent.
And the most important thing that people can do is: Do not fly this plane, the 737 MAX 8 and 9. Ask the airline, when you book the flight, whether it's that plane. The airline should not dare charge you for reservation changes. And I'm calling for a boycott of that plane. If several hundred thousand air passengers boycott that plane and there are more and more empty seats, that will do more to bring Boeing around than the patsy FAA and a rather serene Congress, which, by the way, gets all kinds of freebies from the airlines that ordinary people don't get. We've sent a survey last year, twice, to every member of Congress, asking them to disclose all these freebies. We didn't get one answer. And that helps account for, over the years, the total reluctance of members of Congress even to do such things as deal with seat size, restroom space and other conveniences, never mind just the safety of the aircraft. So, this is important for consumers. Just don't fly 737 MAX 8 or 9. Make sure that you're informed about it. And for up-to-date information, you can go to FlyersRights.org . That's run by Paul Hudson, who lost his daughter in the Pan Am 103, 30 years ago, and has been a stalwart member of the FAA Advisory Committee. And that's where you get up-to-date information, FlyersRights.org .
JUAN GONZÁLEZ: Well, we're also joined by William McGee, who's the aviation adviser for Consumer Reports . Could you give us your perspective on what's happened here? And also, could you expand on what Ralph Nader was talking about, about the use of artificial intelligence in these new planes?
WILLIAM McGEE: Sure, absolutely, Juan. You know, there are so many unanswered questions here, but many of them are focused on the time period between the first crash in late October with Lion Air and the crash on Sunday with Ethiopian. Again, for perspective here, as Ralph noted, we're not talking about old aircraft. This is an airplane that's only been in service since 2017. This is the Boeing 737 MAX 8, a recent derivative of the 737. Now, in that time period, the aircraft that crashed in October was 2 months old; the one that crashed on Sunday was 4 months old. This is really unprecedented in all the years that I've been in this industry. We don't see brand-new airplanes crash on takeoff like this under similar circumstances.
... ... ...
WILLIAM McGEE: Absolutely. And, you know, this goes back many years. Ralph mentioned that the FAA is known throughout the industry, even among some of its own employees and to airline employees, as the "tombstone agency." And that phrase comes from the fact that the FAA has shown time and time again that it is reluctant to act unless there's a tragedy and, unfortunately, unless there are fatalities. Now, we have seen this as recently as last year, when, you may recall, over Philadelphia, a Southwest 737 had a major engine malfunction that punctured a hole in the fuselage and killed a woman who was nearly sucked out of the aircraft. Well, what wasn't as well reported was that two years prior, that same engine type and that same airline, Southwest, same aircraft type, 737, also had an uncontained engine failure. But in 2016, there were no injuries, and there were no fatalities. Instead of the FAA stepping in and saying, "We need to, you know, have all of these engine blades inspected on this engine type, on all the carriers that are operating it," the FAA asked the industry, "What would you like to do? How long would you like to take to look at this?" And the industry dragged its heels, not surprisingly, and said, "We need more time." Two years later, in 2018, there was a fatality. And then, two days after that, last April 2018, two days after that woman was killed, the FAA issued what's called an AD, an airworthiness directive. That's what should have been issued in 2016, where that death wouldn't have happened. So, we have seen this time and again.
And you mentioned Attention All Passengers , my book. Much of the book, about a third of it, is devoted to the issue of the FAA oversight of airline maintenance. We could easily talk about it for two or three more days. But the bottom line is that the entire model of how the airline industry works in the United States has been changed dramatically in the last 15 years or so. All airlines in the United States -- without question, all of them -- in 2019, outsource some or most or just about all of their maintenance, what they call heavy maintenance. Much of it is done outside of the United States -- El Salvador, Mexico, Brazil, China, Singapore. Again, we're talking about U.S. airlines. And although the FAA , on paper, says there is one standard for maintenance of U.S. airlines, the reality is there isn't. There are waivers given all the time, so that when work is done outside the United States, there are waivers so that there are no security background checks, there are no alcohol and drug screening programs put in place. And, in fact, many -- in some cases, most -- of the technicians cannot even be called mechanics, because they're not licensed. They're not licensed as they're required to be in the U.S. So, basically, you have two sets of rules. You have one that's for in-house airline employees and another for the outsourced facilities. And this all leads back to the FAA . I have sat in a room with FAA senior officials and asked them about this, and they say that they don't think it's a problem. It is a problem.
JUAN GONZÁLEZ: And what impact --
WILLIAM McGEE: I've spoken to --
JUAN GONZÁLEZ: What impact have the mergers, of the constant mergers of airlines, had, so we basically have a handful of U.S. airlines now, on all of this?
WILLIAM McGEE: Oh, no question. We have an oligopoly now. And, you know, even just going back as far as 2001, you know, there were four or five major carriers that we don't have anymore: America West, Continental, US Airways, TWA . You know, so what we have now is effectively an oligopoly. And this is unprecedented in the history of the aviation industry here in the United States. And so, you know, even when -- Ralph was talking about boycotts, and, you know, it's an excellent idea. But it's more challenging now than it would have been a few years ago. You know, there might have been more pressure on Southwest and American 10 or 15 years ago, when consumers had more choices. Now it's getting harder and harder for consumers to express their displeasure. We saw this after the Dr. Dao incident, where that passenger was dragged off United. In the long term, it didn't really affect United's bookings. It would have in another time, but so many people are locked in, particularly outside New York, Washington, Los Angeles. They're locked in, where they don't have a lot of choice on carriers.
AMY GOODMAN : Ralph Nader, I wanted to get your response both to this news that they were working on a fix -- they know there's a software glitch, that somehow, when on automatic pilot, when the plane is taking off, it takes this precipitous dive, and the way to deal with it is to take it off automatic and put it on manual. Now, AP has been doing a deep dive into the database of pilots complaining over and over again about this problem and saying they have to quickly switch to manual to prevent the plane from nosediving into the ground. And this latest news from The Wall Street Journal that while they're talking about this glitch being fixed in the next five weeks or so, that five weeks were lost in January because of the government shutdown.
RALPH NADER : Well, that's what Paul Hudson wrote in his press release at Flyers Rights. The focus has got to be on inaccurate or nonexisting information in Boeing's training manuals and inadequate flight training requirements. They sold this plane on the basis, among other things, of having larger engines. It's supposed to be 10 percent more fuel-efficient. But they sold it on the grounds that "You don't have to really train your pilots, airlines. This is really just a small modification of the reliable 737 that's all over the world." The question really comes down to cost cutting. They tantalize the airlines by saying, "This isn't really a new plane. It's very easy to fly, if you can fly a 737." And that turned out to be quite false...
... ... ...
Mar 21, 2019 | finance.yahoo.com
The Pentagon's inspector general has formally opened an investigation into a watchdog group's allegations that acting Defense Secretary Patrick Shanahan has used his office to promote his former employer, Boeing Co.
Citizens for Responsibility and Ethics in Washington filed an ethics complaint with the Pentagon's inspector general a week ago, alleging that Shanahan has appeared to make statements promoting Boeing and disparaging competitors, such as Lockheed Martin.
Shanahan, who was traveling with President Donald Trump to Ohio on Wednesday, spent more than 30 years at Boeing, leading programs for commercial planes and missile defense systems. He has been serving as acting Pentagon chief since the beginning of the year, after James Mattis stepped down.
The probe comes as Boeing struggles to deal with a public firestorm over two deadly crashes of the Boeing 737 Max 8 jetliner within the last five months. And it focuses attention on whether Trump will nominate Shanahan as his formal pick for defense chief, rather than letting him languish as an acting leader of a major federal agency.
Dwrena Allen, spokeswoman for the inspector general, said Shanahan has been informed of the investigation. And, in a statement, Pentagon spokesman Tom Crosson said Shanahan welcomes the review.
"Acting Secretary Shanahan has at all times remained committed to upholding his ethics agreement filed with the DoD," said Crosson. "This agreement ensures any matters pertaining to Boeing are handled by appropriate officials within the Pentagon to eliminate any perceived or actual conflict of interest issue(s) with Boeing."
During a Senate hearing last week, Shanahan was asked by U.S. Sen. Richard Blumenthal, D-Conn., about the 737 Max issue. Shanahan said he had not spoken to anyone in the administration about it and had not been briefed on it. Asked whether he favored an investigation into the matter, Shanahan said it was for regulators to investigate.
On Wednesday, Blumenthal said that scrutiny of Shanahan's Boeing ties is necessary. "In fact, it's overdue. Boeing is a behemoth 800-pound gorilla -- raising possible questions of undue influence at DOD, FAA and elsewhere," said Blumenthal.
Shanahan signed an ethics agreement in June 2017, when he was being nominated for the job of deputy defense secretary, a job he held during Mattis' tenure. It outlined the steps he would take to avoid "any actual or apparent conflict of interest," and said he would not participate in any matter involving Boeing.
The CREW ethics complaint, based to a large part on published reports, including one by Politico in January, said Shanahan has made comments praising Boeing in meetings about government contracts, raising concerns about "whether Shanahan, intentionally or not, is putting his finger on the scale when it comes to Pentagon priorities."
One example raised by the complaint is the Pentagon's decision to request funding for Boeing 15EX fighter jets in the 2020 proposed budget. The Pentagon is requesting about $1 billion to buy eight of the aircraft.
Shanahan, 56, joined Boeing in 1986, rose through its ranks and is credited with rescuing a troubled Dreamliner 787 program. He also led the company's missile defense and military helicopter programs.
Trump has seemed attracted to Shanahan partially for his work on one of the president's pet projects -- creating a Space Force. He also has publicly lauded Shanahan's former employer, Boeing, builder of many of the military's most prominent aircraft, including the Apache and Chinook helicopters, the C-17 cargo plane and the B-52 bomber, as well as the iconic presidential aircraft, Air Force One.
This is only the third time in history that the Pentagon has been led by an acting chief, and Shanahan has served in that capacity for longer than any of the others.
Presidents typically take pains to ensure the Pentagon is being run by a Senate-confirmed official, given the grave responsibilities that include sending young Americans into battle, ensuring the military is ready for extreme emergencies like nuclear war and managing overseas alliances that are central to U.S. security.
3 hours ago Why did Trump appoint a former Boeing executive and industry lobbyist to the the Secretary of Defense to replace General Mattis? What in Shananhan's background makes him qualified to lead our nation's military forces? 3 hours ago WITHOUT A DOUBT HE DID., ALSO INVESTIGATE NIKKI HALEY'S APPOINTED ON BOEING'S BOARD TO REPLACE SHANAHAN. FOLLOW THE HOEING KICKBACKS(MONEY), TO DONALD TRUMP'S FAMILY. 3 hours ago Shanahan probably helped Boeing on the promise of a later payback just like Ms. Nikki Haley did while Gov of SC where Boeing built a new plant on her watch. She helped big time to keep the Unions out of the new Boeing plant and now Boeing is going to put her on their board of directors. Nothing like a bit of an obvious payoff. 2 hours ago Reminds me of the Bush Jr days in the White House. During the Gulf War (#2) Vice President #$%$ Cheney awarded oil company Halliburton (Cheney was CEO before accepting the VP job) to deliver meals for the troops. The contract was ?No Bid.? Why was an oil company delivering food to troops with a no bid contract? After Cheney?s Job was over being VP he went back to being CEO at Halliburton and moved Halliburton?s headquarters to Dubai. What an American! 2 hours ago Now we understand why Boeing & the FAA hesitated to ground those planes for few days despite many countries who did grounded those plane which is a precedent for a country to ground & NOT wait for the manufacturer. ONLY after Canada grounded those planes Boeing & the FAA & that's because Canada IS a the #1 flight partner of the US ! 4 hours ago Years ago there was a Boeing procurement scandal and Trump does love the swamp he claims to hate.
Mar 20, 2019 | www.moonofalabama.org
FFS , Mar 20, 2019 2:26:33 PM | linkOT: Reuters natch, are trying to pretend it's somehow the pilot's or airline's fault, but the their own reporters show it ain't
Mar 18, 2019 | www.asiatimes.com
he crash of the Ethiopian Max-8 Flight 409 on March 10, 2019, resulted in the grounding of all the Boeing 737 Max series aircraft – even the last hold-out, the United States, belatedly grounded them when President Trump acted and overruled the Federal Aviation Administration (FAA) that opposed any halt to flights.
In the United States, the FAA certifies aircraft as airworthy, puts out bulletins and advisories on problems and fixes and often is the "go to" agency for many aviation flight authorities around the world.
The 737 Max series is a new version of the venerable 737, equipped with new engines and other modifications that have impacted the aircraft's performance in good ways and bad.
Almost every expert today puts the blame for both flight disasters on faulty software that took over running the plane's flight control system. Many have pointed to Boeing's alleged lack of transparency in telling pilots what to do if the software malfunctioned. In addition, there had been at least eight pilot-reported flight control incidents prior to the first Lion Air crash.Experienced pilots
Three of the pilots on the two doomed planes each had more than 8,000 hours flying experience – quite a lot – and the pilots of the Ethiopian airlines had additional information on the plane's flight characteristics and what to do in an emergency.
While we are still awaiting a final report on last year's Lion Air crash, we do have a quite informative initial report, although it lacks hard findings. In the Ethiopian case, we only have flight track information from ground radar and some incomplete reporting on what the pilots were saying to ground control. More will become available as the flight recorders are analyzed.
Yet despite this, we can understand some of what happened and clearly it is more than a single software glitch. This may help explain why Boeing did not meet its proposed deadline of January for installing updated software. Now in March Boeing says the replacement software will be available in April. But even if it is, there are more issues involving both hardware and software.
The software which so far has received virtually all the attention is called MCAS, for Maneuvering Characteristics Augmentation System. MCAS was added to the Max-8 series because new, heavier and larger engines replaced the old engines and as a result, the updated Max planes had a strong tendency to pitch nose up.
The new engine, CFM Leap-1B, was selected by Boeing because it was much more fuel efficient than the older models, one of the big reasons customers want the 737 Max.
The new engines forced re-engineering of parts of the 737.
Fitting the new engines meant moving them forward and lengthening the front landing gear to keep the engines from scraping on the ground. In turn, this changed the plane's center of gravity and also altered the air flow on the wings.
MCAS was a band-aid to fix the pitch up problem caused by the relocated and heavier new engines. MCAS is designed to push the nose down and prevent the aircraft from going into a stall. MCAS was intended to deal only with a specific flight risk.The problems
Here are some of the problems one finds when reviewing the Preliminary Air Accident Investigation Report on the Lion Air crash.
1. MCAS operates by receiving information from a special sensor that measures the flying angle of the plane and takes over the flight controls if the angle is too great – meaning the aircraft could stall. A stall happens when a plane has too low an airspeed and not enough lift and the plane will literally fall out of the air.
There are two sensors that measure the angle of attack or nose-up condition of the Boeing 737 Max, one that provides data to the pilot and another that provides data to the copilot. The sensors are known as Angle of Attack Sensors, or AoA.
In the Lion Air aircraft, the pilot's AoA sensor had been found to be faulty on an earlier flight as reported by the pilot. That AoA sensor was replaced and tested by aircraft maintenance before the fatal flight.
The pilot gets no console or other warnings that his AoA sensor might be faulty. The pilot can ask his copilot what reading he is getting and see if there is a difference. That is exactly what happened on the Lion Air flight.
It would appear that the MCAS software is driven by information from the pilot's sensor. If the sensor itself is not at fault, there could still be wiring and connection problems that could feed bad information to MCAS. These conditions cannot be determined in flight.
If it is true that MCAS relies on information from only one sensor, that could be a design error. Modern aircraft are famous for built-in flight system redundancy, but apparently not in the case of MCAS. In addition, the pilot cannot manually change the MCAS choice of sensor.
2. No one has yet explained why the pilot's stick shaker was running on from the start of the flight and never stopped. The stick shaker is a motor with an unbalanced flywheel that is attached to the pilot's control stick, and another is attached to the co-pilot's stick. The stick shaker is supposed to warn the pilot of a potential stall. But why was it on nearly the whole time? And why was the co-pilot's stick shaker not on?
3. The pilots are supposed to be able to shut down MCAS, which only operates when the aircraft is manually operated, by switching the electronic trim control to off. The trim control is what MCAS uses to change the nose pitch of the 737 Max. But in the Lion Air case, we know the pilots turned off the electronic trim control. But MCAS kept adjusting the trim nose down, against the pilots' wishes. Or possibly something else was driving the trim control nose down, such as a shorted circuit or bad wiring.
4. The pilots also tried turning the aircraft's autopilot on, according to the report. MCAS is only supposed to work when the autopilot is off, that is only when the plane is operated under manual pilot control. The autopilot should have disabled MCAS but apparently it did not – in fact, the Lion Air autopilot would not turn on. There is no explanation for this. Was the autopilot locked out by MCAS? Or was there some other software or hardware foul up?
5. Pilots also had a very difficult time handling the aircraft stick, meaning that the flight control stick required a great deal of force to operate, especially when the pilots were, repeatedly, trying to recover the plane that was headed nose down, gaining speed and losing altitude. Stick force "feel" in 737s is artificial and is controlled by a couple of pitot tube sensors at the rear of the aircraft above the horizontal stabilizer.
There have been repeated problems on older 737s with the planes forward and rear pitot tubes, due partly to icing conditions and to pitot tube heater problems which are supposed to remove ice. Some pitot tubes have failed because of fouling. Pitot tubes detect aircraft speed and they do this by comparing the force of incoming air on the pitot tubes to what are called static ports located elsewhere on the plane. Accidents have been attributed to faulty or fouled pitot tubes.
It is not clear how the flight speed information from the pitot tubes is integrated into the MCAS if it is. But speed information is fed into the flight computer and if it is faulty it could create ambiguities in the MCAS and the flight computer.
6. Would better pilot training have helped pilots avoid disaster? Boeing has been criticized for not initially providing information about MCAS to Max pilots, and only later issuing a bulletin on how to deal with some MCAS anomalies. Boeing also apparently did not offer any additional pilot training, leaving pilots to find their way through a morass of complex problems made worse by possible hardware and software faults.
As it is, it appears the Lion Air pilots acted in the best way they could but were unable to overcome the instability of the aircraft as it headed nose down to disintegrate in the ocean. We don't yet know how the Ethiopian Airline pilots performed, but they had the advantage of advisories from Boeing and the FAA. Still, the same final result.
What is clear is that there is more than one single cause for the two aircraft crashes. And we know that other planes experienced control problems but recovered. These disasters suggest there was a complex of problems that caused the two disasters.
Boeing's engineers need to assess the entire flight control system, the electronics and mechanics, before a satisfactory solution is at hand.
Mar 20, 2019 | www.breitbart.com
David Kramer, a long-time advisor to late Senator John McCain, revealed that he met with two Obama administration officials to inquire about whether the anti-Trump dossier authored by former British spy Christopher Steele was being taken seriously.
In one case, Kramer said that he personally provided a copy of the dossier to Obama National Security Council official Celeste Wallander.
In a deposition on Dec. 13, 2017 that was recently posted online, Kramer said that McCain specifically asked him in early December 2016 to meet about the dossier with Wallander and Victoria Nuland, a senior official in John Kerry's State Department. Senator McCain asked me to meet with both of them to see if this was being taken seriously in the government," Kramer said.
"And Senator McCain asked you to meet with them?" Kramer was asked to clarify.
"Yes, just to see if this was being taken seriously. I think he wanted to do -- this was his kind of due diligence before he went to Director Comey."
Kramer testified that in his conversations with Nuland and Wallander he was told by both of them that each were aware of the dossier and that Nuland "thought Steele was a serious person."
Kramer revealed that he gave a copy of the dossier to Wallander, who was familiar with the contents but did not have a copy.
"I had a subsequent conversation with Ms. Wallander in which I gave her a copy of the document. That was probably around New Year's," he said.
"She had not seen it herself until I had shown it to her," Kramer added. "She had heard about it. And she didn't know the status of it."
In the same testimony, the McCain associate revealed that he held a meeting about the dossier with a reporter from BuzzFeed News who he says snapped photos of the controversial document without Kramer's permission when he left the room to go to the bathroom. That meeting was held at the McCain Institute office in Washington, Kramer stated.
BuzzFeed infamously published Steele's full dossier on January 10, 2017 setting off a firestorm of news media coverage about the document.
Prior to his death, McCain admitted to personally handing the dossier to then-FBI Director James Comey but he refused repeated requests for comment about whether he had a role in providing the dossier to BuzzFeed, including numerous inquiries sent to his office by this reporter.
In his book published last year, McCain maintained he had an "obligation" to pass the dossier charges against Trump to Comey and he would even do it again. "Anyone who doesn't like it can go to hell," McCain exclaimed.
Kramer, meanwhile, also said that he briefed others reporters on the dossier contents, including CNN's Carl Bernstein, in an effort to have the anti-Trump charges verified.
The same day BuzzFeed released the full dossier, CNN first reported the leaked information that the controversial contents of the dossier were presented during classified briefings inside classified documents presented one week earlier to then-President Obama and President-elect Trump.
Kramer said that he believed McCain was sought out in order to provide credibility to the dossier claims.
"I think they felt a senior Republican was better to be the recipient of this rather than a Democrat because if it were a Democrat, I think that the view was that it would have been dismissed as a political attack," Kramer stated.
The controversial Fusion GPS firm hired Steele to do the anti-Trump work that resulted in the compilation of the dossier. Fusion GPS was paid for its anti-Trump work by Hillary Clinton's 2016 campaign and the Democratic National Committee via the Perkins Coie law firm.
Kramer's testimony sheds a new light on the role of the Obama administration in disseminating the largely-discredited dossier that was reportedly involved in the FBI's initial investigation into the Trump campaign and unsubstantiated claims of Russian collusion. Also Comey cited the dossier as evidence in a successful FISA application to obtain a warrant to conduct surveillance on Carter Page, a former adviser to President Trump's 2016 campaign. The testimony also revealed how McCain was utilized to give the wild dossier charges a credibility boost.
Nuland and dossier
Nuland's specific role in the dossier episode has been the subject of some controversy for her.
In their book , "Russian Roulette: The Inside Story of Putin's War on America and the Election of Donald Trump," authors and reporters by Michael Isikoff and David Corn write that Nuland gave the green light for the FBI to first meet with Steele regarding his dossier's claims. It was at that meeting that Steele initially reported his dossier charges to the FBI, the book relates.
Steele sought out Rome-based FBI Special Agent Michael Gaeta, with whom he had worked on a previous case. Before Gaeta met with Steele on July 5, 2016, the book relates that the FBI first secured the support of Nuland, who at the time was assistant Secretary of State for European and Eurasian Affairs specializing in Russia.
Regarding the arrangements for Steele's initial meeting with the FBI about the dossier claims, Isikoff and Corn report:
There were a few hoops Gaeta had to jump through. He was assigned to the U.S. embassy in Rome. The FBI checked with Victoria Nuland's office at the State Department : Do you support this meeting ? Nuland, having found Steele's reports on Ukraine to have been generally credible, gave the green light.
Within a few days, on July 5, Gaeta arrived and headed to Steele's office near Victoria station . Steele handed him a copy of the report. Gaeta, a seasoned FBI agent, started to read . He turned white. For a while, Gaeta said nothing . Then he remarked, "I have to report this to headquarters."
The book documents that Nuland previously received Steele's reports on the Ukrainian crisis and had been familiar with Steele's general work.
Nuland faced confirmation questions prior to her appointment as assistant secretary of state over her reported role in revising controversial Obama administration talking points about the 2012 Benghazi terrorist attacks. Her reported changes sought to protect Clinton's State Department from accusations that it failed to adequately secure the woefully unprotected U.S. Special Mission in Benghazi.
Nuland's name surfaced in a flurry of news media reports last year about the dossier and Kerry's State Department.
An extensive New Yorker profile of Steele named another former official from Kerry's State Department for alleged involvement in circulating the dossier. The magazine reported that Kerry's chief of staff at the State Department, John Finer, obtained the contents of a two-page summary of the dossier and eventually decided to share the questionable document with Kerry.
Finer received the dossier summary from Jonathan M. Winer, the Obama State Department official who acknowledged regularly interfacing and exchanging information with Steele, according to the report. Winer previously conceded that he shared the dossier summary with Nuland.
After his name surfaced in news media reports related to probes by House Republicans into the dossier, Winer authored a Washington Post oped in which he conceded that while he was working at the State Department he exchanged documents and information with Steele.
Winer further acknowledged that while at the State Department, he shared anti-Trump material with Steele passed to him by longtime Clinton confidant Sidney Blumenthal, whom Winer described as an "old friend." Winer wrote that the material from Blumenthal – which Winer in turn gave to Steele – originated with Cody Shearer, who is a controversial figure long tied to various Clinton scandals.
Nuland, Winer Give Conflicting Accounts
There are seeming discrepancies between Winer and Nuland about actions taken involving the dossier.
Nuland described in a Politico podcast interview what she claimed was her reaction when she was presented with Steele's dossier information at the State Department.
She said that she offered advice to "those who were interfacing with" Steele, immediately telling the intermediary or intermediaries that Steele "should get this information to the FBI." She further explained that a career employee at the State Department could not get involved with the dossier charges since such actions could violate the Hatch Act, which prevents employees in the executive branch of the federal government from engaging in certain kinds of political activities.
In a second interview, this one with CBS's Face The Nation, Nuland also stated that her "immediate" reaction was to refer Steele to the FBI.
Here is a transcript of the relevant section of her February 5 interview with Susan B. Glasser, who described Nuland as "my friend" and referred to her by her nickname "Toria":
Glasser: When did you first hear about his dossier?
Nuland: I first heard -- and I didn't know who his client was until much later, until 2017, I think, when it came out. I first heard that he had done work for a client asserting these linkages -- I think it was late July, something like that.
Glasser: That's very interesting. And you would have taken him seriously just because you knew that he knew what he was talking about on Russia?
Nuland: What I did was say that this is about U.S. politics, and not the work of -- not the business of the State Department, and certainly not the business of a career employee who is subject to the Hatch Act, which requires that you stay out of politics. So, my advice to those who were interfacing with him was that he should get this information to the FBI, and that they could evaluate whether they thought it was credible.
Glasser: Did you ever talk about it with anyone else higher up at the department? With Secretary Kerry or anybody else?
Nuland: Secretary Kerry was also aware. I think he's on the record and he had the same advice.
Nuland stated that Kerry "was also aware" of the dossier, but she did not describe how he was made aware. She made clear that she told "those who were interfacing" with Steele to go to the FBI since any State Department involvement could violate the Hatch Act.
Her Politico podcast interview was not the only time she claimed that her reaction was to refer Steele to the FBI.
On Face The Nation on February 4, Nuland engaged in the following exchange in which she stated her "immediate" reaction was to refer Steele to the FBI (emphasis added):
MARGARET BRENNAN: The dossier.
VICTORIA NULAND: The dossier, he passed two to four pages of short points of what he was finding, and our immediate reaction to that was, "This is not in our purview. This needs to go to the FBI, if there is any concern here that one candidate or the election as a whole might be influenced by the Russian federation. That's something for the FBI to investigate."
And that was our reaction when we saw this. It's not our -- we can't evaluate this. And frankly, if every member of the campaign who the Russians tried to approach and tried to influence had gone to the FBI as well in real time, we might not be in the mess we're in today.
Nuland gave the two interviews after her name started surfacing in news media reports involving Kerry's State Department and the dossier. Her name also came up in relation to a criminal referral of Steele to the Justice Department in the form of a letter authored last year by Sen. Chuck Grassley, who at the time chaired the Senate Judiciary Committee, and Lindsey Graham (R-SC).
The Grassley-Graham criminal referral contains redacted information that Steele received information from someone in the State Department, who in turn had been in contact with a "foreign sub-source" who was in touch with a redacted name described as a "friend of the Clintons."
Numerous media reports have since stated that the source of information provided to the State Department that was in turn passed on to Steele was Cody Shearer, a controversial figure tied to the Clintons who is also an associate of longtime Clinton friend Sidney Blumenthal. According to sources who spoke to CNN, Shearer's information was passed from Blumenthal to Winer, who at the time was a special State Department envoy for Libya working under Kerry. Winer says that Kerry personally recruited him to work at the State Department.
It is Winer's version of events that seems to conflict with Nuland's.
In an oped published in the Washington Post, Winer identified Nuland as the State Department official with whom he shared Steele's information. Winer writes that Nuland's reaction was that "she felt that the secretary of state needed to be made aware of this material." He does not relate any further reaction from Nuland.
Winer wrote in the Washington Post (emphasis added):
In the summer of 2016, Steele told me that he had learned of disturbing information regarding possible ties between Donald Trump, his campaign and senior Russian officials. He did not provide details but made clear the information involved "active measures," a Soviet intelligence term for propaganda and related activities to influence events in other countries.
In September 2016, Steele and I met in Washington and discussed the information now known as the "dossier." Steele's sources suggested that the Kremlin not only had been behind the hacking of the Democratic National Committee and the Hillary Clinton campaign but also had compromised Trump and developed ties with his associates and campaign.
I was allowed to review, but not to keep, a copy of these reports to enable me to alert the State Department. I prepared a two-page summary and shared it with Nuland, who indicated that, like me, she felt that the secretary of state needed to be made aware of this material.
That was the extent of Winer's description of Nuland's reaction upon being presented with Steele's dossier claims. Nuland's public claim that her "immediate" response was to refer Steele to the FBI since State involvement could violate the Hatch Act seems to conflict with the only reaction that Winer relates from Nuland – that she felt Kerry should be made aware of the dossier information.
In Winer's Washington Post oped, he writes that Steele had a larger relationship with the State Department, passing over 100 reports relating to Russia to the U.S. government agency through Winer. Winer wrote that Nuland found Steele's reports to be "useful" and asked Winer to "continue to send them."
In 2013, I returned to the State Department at the request of Secretary of State John F. Kerry, whom I had previously served as Senate counsel. Over the years, Steele and I had discussed many matters relating to Russia. He asked me whether the State Department would like copies of new information as he developed it. I contacted Victoria Nuland, a career diplomat who was then assistant secretary of state for European and Eurasian affairs, and shared with her several of Steele's reports. She told me they were useful and asked me to continue to send them. Over the next two years, I shared more than 100 of Steele's reports with the Russia experts at the State Department, who continued to find them useful. None of the reports related to U.S. politics or domestic U.S. matters, and the reports constituted a very small portion of the data set reviewed by State Department experts trying to make sense of events in Russia.
Kramer and the dossier
In his book, "The Restless Wave," McCain provided an inside account of how he says he came across the dossier.
He wrote that he was told about the claims in the document at a security conference in Canada in November 2016, where he was approached by Sir Andrew Wood, a former British ambassador to Moscow and friend of ex-British spy Christopher Steele, the author of the dossier.
McCain wrote that Wood told him Steele "had been commissioned to investigate connections between the Trump campaign and Russian agents as well as potentially compromising information about the President-elect that Putin allegedly possessed."
McCain, however, did not address the obvious question of whether he was told exactly who "commissioned" Steele to "investigate" the alleged Russian ties. The dossier was paid for by Clinton's campaign and the DNC.
McCain goes on to describe Wood as telling him Steele's work "was mostly raw, unverified intelligence, but that the author strongly believed merited a thorough examination by counterintelligence experts."
The politician says the dossier claims described to him were "too strange a scenario to believe, something out of a le Carré novel, not the kind of thing anyone has ever actually had to worry about with a new President, no matter what other concerns."
Still, McCain says he reasoned that "even a remote risk that the President of the United States might be vulnerable to Russian extortion had to be investigated."
McCain concedes Wood told him he had not actually read the dossier himself, and writes that he wasn't sure if he ever met Wood before and couldn't recall previously having a conversation with Wood. Still, McCain took Wood's word for it when Wood vouched for Steele's credibility. "Steele was a respected professional, Wood assured us, who had good Russian contacts and long experience collecting and analyzing intelligence on the Kremlin," McCain wrote.
Present at the meeting with Wood and McCain was Kramer, who McCain writes agreed to "go to London to meet Steele, confirm his credibility and report back to me."
McCain doesn't detail Kramer's visit to London beyond simply writing, "When David returned, and shared his impression that the former spy was, as Sir Andrew had vouched, a respected professional, and not to outward appearances given to hyperbole or hysteria, I agreed to receive a copy of what is now referred to as 'the dossier.'''
McCain leaves out exactly where Kramer obtained his dossier copy.
The Washington Post reported last February that Kramer received the dossier directly from Fusion GPS after McCain expressed interest in it. Those details marked the clearest indication that McCain may have known that the dossier originated with Fusion GPS, meaning that he may have knowingly passed on political material to the FBI.
Also, in a New York Times oped in January, GPS co-founders Glenn Simpson and Peter Fritch wrote that they helped McCain share their anti-Trump dossier with the Obama-era intelligence community via an unnamed "emissary."
In his own testimony, Kramer relates conversations with Simpson about the dossier.
Aaron Klein is Breitbart's Jerusalem bureau chief and senior investigative reporter. He is a New York Times bestselling author and hosts the popular weekend talk radio program, " Aaron Klein Investigative Radio ." Follow him on Twitter @AaronKleinShow. Follow him on Facebook.
Mar 20, 2019 | www.unz.com
Colin Wright says: March 19, 2019 at 4:50 am GMT 100 Words
@Willie ' They are engaged in a battle for Jewish self determination in a sea of Muslim only countries, they are going to fight to the death, too bad if civilians get in the way, wars are not fair.'
What a farcical distortion. The last actual Jewish civilian actually killed within the actual borders of Israel died over two years ago. It's not a battle for 'Jewish self-determination' but an endless exercise in vicious oppression. It's about as morally edifying as the Nazi occupation of Poland.
And you support it.
Robert Dolan , says: March 19, 2019 at 5:21 am GMTIsrael is a racist apartheid state and I resent that my tax dollars are sent there to buy bombs to slaughter Palestinians that have never done anything to harm me.Moishe , says: March 19, 2019 at 5:50 am GMT" They are engaged in a battle for Jewish self determination in a sea of Muslim only countries, they are going to fight to the death, too bad if civilians get in the way, wars are not fair.'"Wizard of Oz , says: March 19, 2019 at 7:03 am GMT
The cure is diversity, mass immigration and equality. That is what the Jewish media, academia, judiciary, US rabbis say, yes to their white hosts in the diaspora. It is virtuous and noble to listen to Jewish media and do exactly as they wish.
Israel, do unto thy selves as your diaspora insists is the moral thing to do. Make yourselves a minority in Eretz Yisroel as you wish unto white goyim. KILL YOURSELF.
... ... ...Recognising the West Bank as part of Israel without risking Arab numbers and fertility having the consequences to be expected in a modern democratic country would make it impossible for Israel to escape the description of apartheid state. How is that consideration going to affect outcomes in the near future?Anonymous  Disclaimer , says: March 19, 2019 at 7:39 am GMTThe Jewish Firster colonization of the United States has been incremental. It is now nearing completion. Few countries if any, colonized by other (usually more powerful) countries appear to have accepted colonization with such alacrity as have many Americans in their colonization by Israel. Most have resisted colonial rule and even launched wars to rid themselves of their colonial masters.Anonymous  Disclaimer , says: March 19, 2019 at 7:51 am GMT
Question is, if Israel were to be a 51st American state, would she get away with so many crimes as she does outside the Union? Or is this a case of an informal union of two criminal gangster nations? We have read in the UR of the compelling evidence of Jewish collusion in history's two most devastating world wars. The Third one -- and mother of all wars, is sure to be instigated by Zionist Israel. BTW, this post is not addressed to paid Hasbara trolls.Zionist pigs are nothing but FAKE Jews, they are the STATE, and DO NOT represent the majority of the Israeli people. This action is nothing more than criminal FASCISM with an Imperialist agenda!mark green , says: March 19, 2019 at 8:01 am GMT
It is not the pig that is disgusting and filthy, it is the Zionist State and the rodents that control it, such as the Premier. The USA is nothing more than a filthy shit bag whore to Israel, as is the rest of the West!
Where is the UN and ICC? Eating their pork chops laughing all the way to bank. The sooner Israel is bombed to rubble, the better the world will be. Hitler new the truth about these filthy scum, that is why he wanted to remove them from planet earth. The Lords day is coming, but the Zionist scum's are coming to an end!AIPAC's annual star-studded gala demonstrates once again that Zio-Israeli influence in American life is alive and well and operating unopposed.anon  Disclaimer , says: March 19, 2019 at 8:27 am GMT
No foreign or domestic lobby comes even close to The Lobby's baleful impact on American independence. This includes its shameless role in the manufacture of Zionist-friendly Fake News, Congressional waste and murderous appropriations, as well as Zio-Washington's blood-soaked war machinery that rewards one 'democratic ally' way over yonder while it relentlessly targets that same ally's foes, rivals, and outcasts.
Is this any way to run an Empire?
In any case, one is expected to not examine this phenomena too critically as it's already Badthink to do so (and possibly even verging on 'anti-Semitism'!)
Just. Don't. Go. There.
Thus the great majority of middle-of-the-road, 'centrist-seeking' Americans have learned to bow their collective heads in a show of deference when the activist offspring and well-heeled advocates of a certain downtrodden tribe of Glorious Survivors gather in DC to make political whoopee by praising the Zionist juggernaut and raising boatloads of influence-buying shekels for America's next class of political prostitutes. It's who we are.
And as for you HATERS out there, we have this to say:
Six Million! Six million you Nazi scum! We are coming for you!
Therefore Do Not talk back. Do Not get out of line.
Bear in mind that those who do get out of line tend to disappear rapidly from public life. (worth keeping in mind, eh?)
It is advised therefore to not examine this phenomena too aggressively. (Just be quiet)
This is America and compromises must be made!
Israel's pampered, moneyed, exclusive, and relentlessly militarized agenda therefore must get special, praised, and privileged treatment on every DC stage and from the mouth of every pundit and tastemaker on every American TV.
It's unanimous! Gotta love em!
Why spoil the party with needless dissent, unpleasant facts, or contrary opinions?
Thus when AIPAC's in town, there's glorious bipartisanship and wondrous unanimity. Zionism is great!
To make political matters even more surreal, Democrat attack-dog, Robert Mueller (with forward assistance of our Israeli-centric news and entertainment media) is still sniffing around Google and still turning over rocks on Facebook and elsewhere in hopes of finding those dastardly Russian fingerprints that will 'prove' (once and for all!) that Putin and a handful of underpaid Russian propagandist tricked the American people into voting the WRONG WAY.
The Russkies stole the whole damn election on behalf of Trump and his deplorable base of rednecks and white supremacists. Just check with the attendees at this season's AIPAC soiree, they'll splain it to ya. It's Russia!
However, when one considers that the Russian/US cold war has only escalated since the election of Donald J. Trump, this far Left conspiracy theory does not entirely hold water.
Thank goodness Israel is intervening here and helping and orchestrating for the good of America (and for democracy in general) and that the Israeli people stand united and for all things righteous and democratic and free.
Go Bibi go!Circumspect, thoughtful and well done. Unfortunately, religion in general, and its relation to Israel specifically, seem to function as areas of inactivity in our President's otherwise well-functioning intellect.Ilya G Poimandres , says: March 19, 2019 at 8:30 am GMTIt is not Otzma Yehudit that some fascist fraction of Israel or Judaism, no – exceptionalism is fascism by a simpler name, and those that self declare themselves as the chosen people of God are all fascists.Germanicus , says: March 19, 2019 at 9:22 am GMT@Colin Wright Israel has no borders defined.Z-man , says: March 19, 2019 at 10:33 am GMT
The jews regard greater Israel the borders, Euphrates and Nile, the two blue strips on their flag.
It is in plain sight, but many can't see it.Depressing as usual Philip Giraldi, thanks for brightening up my day, lol.Johnny Rottenborough , says: Website March 19, 2019 at 10:37 am GMT
Other leading American politicians who will be at AIPAC in supporting rolls include the slimy Senate Majority Leader Mitch McConnell, Senate Minority Leader Chuck Schumer, House Speaker Nancy Pelosi, Minority Leader Kevin McCarthy and the despicable former U.N. Ambassador Nikki Haley.
A who's who of Zionist lackeys.
It will also include numerous other congressmen, administration officials and the usual scumbags who gravitate to these events, including pardoned criminal Elliott Abrams and unindicted felon Senator Robert Menendez. Abrams, who believes that Jews and gentiles should not intermarry, is currently engaged in destroying Venezuela and just might be otherwise occupied.
I live in the Garden State and can't believe Menendez got re-elected, but really I do.
As for Abrams I have to agree with him there, Jews and Gentiles shouldnt be allowed to intermarry or have children.
There are many reasons for this, some good and some maybe not so good (in your eyes). Let me cut to the chase and be as offensive , to some, as I can. Infesting gentile blood lines (white Christian) with Jew-ish ones only muddies the waters even more in the battle or right and wrong, from deep philosophical and religious grounds, Christianity versus Judaism and Islam, to the earthly issue of landing the Zionist Entity right smack on top of Palestine.
Going back to the big picture, I'm may not be a very good Christian but as a follower of Christ and knowing of the Book of Revelation and even less of the works of Nostradamus, it seems that Christian Zionists, for all their stupidity, may be on to something especially with the approximate timelines of Nostradamus.
I will just hope for the best and that 'the truth shall set me free.'He has entered into a coalition with the openly racist Kahanist party Otzma Yehuditjacques sheete , says: March 19, 2019 at 11:31 am GMT
Racist and anti-Christian. Its leader, Michael Ben-Ari, tore up a New Testament, describing it as a despicable book which should be in history's trash can. Activist Benzi Gopstein has called for churches in Israel to be burned down and has described Christians as blood-sucking vampires who should be expelled from Israel.
The New Observer has the story . Ben-Ari's racism was too much even for Israel and he has been banned from standing in next month's election.jacques sheete , says: March 19, 2019 at 11:43 am GMT
Senator Lindsey Graham intends to initiate legislative action to compel the United States to actually recognize Israel's sovereignty over the Golan Heights which has not been recognized as part of Israel by any other country or international body.
The US has a record of recognizing scumbag regimes, and here's another example.:
Even after Woody Wilson's attorney general Mitchell Palmer's "Great Red Scare*" of 1919 in the USA and much opposition to International Commienizm, Stalin-stlye, 'Ol FDR couldn't wait to recognize the USSR which is something he did shortly after getting elected in 1933 after getting a meaningless "promise" from Stalin that he'd stop supporting Red terror* in the US. It must not have mattered to him that Lenin and Stalin had been terrorizing their own for over a decade, and in fact, Stalin had just finished engineering a slow death-by-starvation holocaust of up to 10 million Ukrainians. He also deported many adults, leaving their children to starve in the streets.
... ... ...@Willie
Americans support Jews and Israel over Muslims, Arabs and Palestine, because they identify with Jews, and feel a kinship*.
My, how tender. But keep dreaming and scheming; why else do you think AIPAC et al exist? Thanks for the laughs. It has nothing to do with kinship, but rather much to do about knowing who's "boss," at least for now.
Mar 20, 2019 | www.unz.com
AIPAC is a seriously threatening organization with income of more than $100 million per annum, nearly 400 employees, 100,000 members, seventeen regional offices, and a "vast pool of donors." It clearly includes a lot of smart and savvy folks who know a lot about what is going on in the Middle East, but its panels will not include a single word about shooting unarmed protesters, declaring Israel to be a "nation state for Jews alone," its own acceptance of laws attacking freedom of speech, or its use of Jewish donated money to corrupt the American political system encouraging "allegiance to a foreign country" on the part of U.S. citizens. Bibi will undoubtedly pick up on AIPAC's cozy theme of inclusiveness by taking the opportunity to burnish his credentials as the leader who can continue to deliver on unlimited and uncritical support from the United States. He will almost certainly meet with President Donald Trump and the two will undoubtedly mention the terrible wave of anti-Semitism that is sweeping the globe, justifying still more ethnic cleansing of the diminishing number of Arabs living in Greater Israel and the bombing of Iran.
Other leading American politicians who will be at AIPAC in supporting rolls include the slimy Senate Majority Leader Mitch McConnell, Senate Minority Leader Chuck Schumer, House Speaker Nancy Pelosi, Minority Leader Kevin McCarthy and the despicable former U.N. Ambassador Nikki Haley. It will also include numerous other congressmen, administration officials and the usual scumbags who gravitate to these events, including pardoned criminal Elliott Abrams and unindicted felon Senator Robert Menendez. Abrams, who believes that Jews and gentiles should not intermarry, is currently engaged in destroying Venezuela and just might be otherwise occupied.
A number of the "American" government attendees at the event are actually Israeli citizens. Sigal Mandelker, a committed Zionist who holds the perpetually Jewish position of Under Secretary for Terrorism and Financial Intelligence in the United States Department of Treasury, is an Israeli by birth and it is widely believed that a number of Jewish congressmen and government officials who will be attending the AIPAC conference have dual citizenship. On the conference website's roster of attendees, it is amusing to see the official photos in which the U.S. legislators and officials are standing in front of the American flag, seemingly disinterested in the irony that what AIPAC is doing is destructive of democracy in America and a sell-out to Israeli interests, undermining those of the United States.
Netanyahu's most serious opposition in the election appears to be a centrist coalition headed by former Israeli Defense Force chief General Benny Gantz, who has spoken of his pride in killing 1,364 "terrorists" in Gaza, and former Finance Minister Yair Lapid. It is the principal challenge to incumbent Prime Minister Benjamin Netanyahu's re-election hopes. Israeli courts have also meanwhile banned several Arab parties while allowing extreme right-wing Jewish parties to appear on the ballot
Willie , says: March 19, 2019 at 3:14 am GMTWell they are swinging for the fences, what would you like them to do, invite Hezbollah for tea, these Islamist make no small talk about destroying the Jewish state completely IE the Jews.Grace Poole , says: March 19, 2019 at 4:06 am GMT
So what would you have them do. If you are in favor of the Jewish state going down, you are in the minority not because of dual loyalty evil AIPAC.
Americans support Jews and Israel over Muslims, Arabs and Palestine, because they identify with Jews, and feel a kinship. Jews fought in both World wars, I mean search thru a microscope for a muslim, and lets face it Shira is anti capitalist, anti women, and anti separation of church and state.
Nothing like the obvious reasons, yet you like to make it all about the Jews.
They are engaged in a battle for Jewish self determination in a sea of Muslim only countries, they are going to fight to the death, too bad if civilians get in the way, wars are not fair.@WillieBeefcake the Mighty , says: March 19, 2019 at 4:12 am GMT
They are engaged in a battle for Jewish self determination in a sea of Muslim only countries,
Such a shame the zionists did not know about that sea of Muslim only countries in 1897 when they started plotting to take over Palestine.
All those Muslims. who knew?Straight from the horse's mouth:RobinG , says: March 19, 2019 at 4:29 am GMT
https://m.jpost.com/US-Elections/US-Jews-contribute-half-of-all-donations-to-the-Democratic-party-468774@WillieRobinG , says: March 19, 2019 at 4:41 am GMT
So what would you have them do.
RFLMAO. That's EXACTLY the line the PR advisers coached you to say, right?
Good boy, Willie. LOL. There's a great film about Israeli propaganda, FREE online. Watch the Israeli spokesman bleat, "What would you do?"
THE OCCUPATION OF THE AMERICAN MIND
Israel's Public Relations War in the United States
Full length or 20 min. version –
https://www.occupationmovie.org/Netanyahu rival thinks Trump could recognize Golan Heights to swing Israeli electionColin Wright , says: March 19, 2019 at 4:42 am GMT
Israeli Prime Minister Netanyahu's main political opponent Benny Gantz, who is heading the "Blue and White" party that leads in the polls, thinks President Trump could recognize Israeli sovereignty in the Golan Heights in order to help Netanyahu win the April 9 elections, three Gantz aides told me.
Why it matters: Israel has occupied the Golan Heights from Syria since 1967. U.S. recognition of Israeli sovereignty in the Golan Heights would be a huge diplomatic win for Netanyahu -- no less significant than the moving of the U.S. embassy to Jerusalem. In the last year, Netanyahu and other Israeli politicians, including Gantz's political ally Yair Lapid, have started calling for U.S. recognition of the Golan Heights.
•Gantz's aides told me they think Trump could announce U.S. recognition of the Golan Heights during Netanyahu's visit to the White House two weeks from now. Gantz's aides told me that if Trump does this, it will give Netanyahu a huge achievement to campaign on.
Driving the news: Netanyahu discussed the possibility of U.S. recognition of the Golan Heights during a visit to the territory on Monday with Sen. Lindsey Graham. U.S. Ambassador to Israel David Friedman attended all of Netanyahu's talks with Graham.
•After the talks, Graham stood next to Netanyahu in front of cameras and said that once he arrives back to Washington, he will help push Sen. Ted Cruz's initiative to pass a bill in the Senate for U.S. recognition in the Golan Heights.
The White House refrained from commenting and a State Department official told me there is no change to the U.S. position on the Golan Heights for the moment.We could recognize the West Bank as part of Israel -- then demand that Israel give the inhabitants the vote.
You know, they're being a democracy and all.
Mar 16, 2019 | www.youtube.com
Subscribe to Vesti News https://www.youtube.com/channel/UCa8M...
Today, Russia, following Europe and America, banned the flights of Boeing 737 MAX. Dozens of countries have stopped using this aircraft after the Sunday crash in Ethiopia.
The United States held out to the last. Trump personally requested to ground the flagship aircraft of the American company only late evening yesterday, when Canada joined the interdiction.
Putin The Great , 2 days ago (edited)orderoutofchaos621 , 2 days ago
737 is out of date considering the modern bigger fuel efficient engines don't fit it.They're just applying band aid to fix it's short coming. Airbus A320 has no problems with these new engines as it sits higher.Richie Blackmore. , 3 days ago
Sukhoi superjet 100 and MC 21 should be prioritised by Russian airlines.0pTicaL823 , 2 days ago
40 countries banned these aircraft from their airspace..... Comparable to the vicious, aggressive, malign, thoughtless, selfish and self aggrandising SANCTIONS the US regime and its vassals slap on innocent countries in attempts to impoverish or/and change their governments!!!!!!!!!
But this is self inflicted!!!!!! I hope the US regime can see the irony in this!!!!statinskill , 2 days ago (edited)
Boeing should thank China for being the first to ground it's entire fleet, if one of the 96 planes that China operated, god forbid, had gone down, Boeing is done, 3-strikes you're out
Something is wrong with these planes and it is a good thing that they're being grounded world-wide until the problem is fixed. It is prudent both from the side of Rosaviatsiya and the FAA to not permit these planes to fly in the meanwhile to prevent further potential tragedies. However this is no reason to simply write off the huge fleet of Boeing 737 MAX planes in service world-wide. Right now engineers at Boeing are working on the problem and then those planes will be retrofitted asap. Personally I have no particular concerns flying in a Boeing 737 MAX once the problem is fixed.
Mar 18, 2019 | finance.yahoo.com
Zacks Equity Research , Zacks • March 18, 2019
The Boeing Company BA recently won a $250 million contract to offer weapon system integration for the Long Range Stand-Off (LRSO) Cruise Missile. Work related to the deal is scheduled to be completed by Dec 31, 2024.
The contract was awarded by the Air Force Nuclear Weapons Center, Eglin Air Force Base, Florida. Per the terms of the deal, this aerospace giant will provide aircraft and missile carriage equipment development and modification, engineering, testing, software development, training, facilities and support necessary to fully integrate the LRSO Cruise Missile on the B-52H bomber platform.
Attributes of LRSO
The LRSO is a nuclear-armed air-launched cruise missile, under development. It is set to replace the current AGM-86 air launched cruise missile (ALCM). LRSO, might be up to about 50% longer than Joint Air-to-Surface Standoff Missile-Extended Range (JASSM-ER) and still be suitable for internal carriage by the B-2 and B-52.
AGM-86 ALCM has been serving the U.S. Air Force quite efficiently. However, with increasingly sophisticated air defense systems developed by America's nemeses, especially Russia, demand for a new stealth nuclear-armed cruise missile capable of either destroying these defenses or penetrating them has been increasing consistently. In this scenario, the LRSO comes as the most credible stealthy and low-yield option available to the United States (according to Strategic Studies Quarterly Report).
Boeing's B-52, which has been the U.S. Air Force's one of the most preferred bombers, is completely dependent on long-range cruise missiles and cannot continue in the nuclear mission beyond 2030 without LRSO. As B-52 is expected to play a primary role in the U.S. nuclear mission for at least next decade and ALCM is already well beyond its originally planned end of life, we may expect more contracts similar to the latest one to usher in from the Pentagon in the coming days. This, in turn, should prove conducive to Boeing.
In a year's time, shares of Boeing have gained about 16.5% against the industry's 2.2% decline.
Mar 18, 2019 | www.zerohedge.com
In the latest blow to both Boeing and the Federal Aviation Administration, the WSJ reported overnight that Federal prosecutors and Department of Transportation officials are scrutinizing the development of Boeing 737 MAX jetliners and in particular its anti-stall (MCAS) system, inquiries described as "unusual" and which come amid probes of regulators' safety approvals of the new plane.
The Seattle Times separately reported that Boeing's safety analysis of a new flight control system on 737 MAX jets had several crucial flaws.
According to the WSJ , a "grand jury in Washington, D.C., issued a broad subpoena dated March 11 - a day after the Ethiopian Airlines crash a week ago - to at least one person involved in the 737 MAX's development, seeking related documents, including correspondence, emails and other messages." The subpoena, with a prosecutor from the Justice Department's criminal division listed as a contact, sought documents to be handed over later this month.
It wasn't immediately clear if the Justice Department's probe is related to scrutiny of the FAA by the DOT inspector general's office, reported earlier Sunday by The Wall Street Journal and that focuses on a safety system that has been implicated in the Oct. 29 Lion Air crash that killed 189 people, according to a government official briefed on its status. Aviation authorities are looking into whether the anti-stall system may have played a role in last week's Ethiopian Airlines crash, which killed all 157 people on board . The WSJ sources add that the inspector general's inquiry focuses on ensuring relevant documents and computer files are retained.
The Justice Department probe involves a prosecutor in the fraud section of the department's criminal division, a unit that has brought cases against well-known manufacturers over safety issues, including Takata Corp.
The news comes at a sensitive time for both the FAA, which was among the last regulators to ground the 737 Max following a broad global response (led by China) and for Boeing, whose stock has tumbled in the aftermath of the latest crash, and as the WSJ notes, "it is highly unusual for federal prosecutors to investigate details of regulatory approval of commercial aircraft designs, or to use a criminal probe to delve into dealings between the FAA and the largest aircraft manufacturer the agency oversees."
Probes of airliner programs or alleged lapses in federal safety oversight typically are handled as civil cases, often by the DOT inspector general. The inspector general, however, does have authority to make criminal referrals to federal prosecutors and has its own special agents.
Ironically, over the years, U.S. aviation companies and airline officials have been sharply critical of foreign governments, including France, South Korea and others, for conducting criminal probes of some plane makers, their executives and in some cases, even individual pilots, after high-profile or fatal crashes. The FAA's current enforcement policy stresses enhanced cooperation with domestic airlines and manufacturers -- featuring voluntary sharing of important safety data -- instead of seeking fines or imposing other punishment.
News of the U.S. government scrutiny comes shortly after Ethiopia's transport minister, Dagmawit Moges, said there were "clear similarities" between the two crashes. U.S. officials cautioned that it was too early to draw conclusions because data from the black boxes of the Ethiopian Airlines plane still need to be analyzed. The two crashes - which may be linked to the same structural defect on the airliner - have sparked the biggest crisis Boeing has faced in about two decades, threatening sales of a plane model that has been the aircraft giant's most stable revenue source and potentially making it more time consuming and difficult to get future aircraft designs certified as safe to fly.
The FAA said Sunday that the 737 MAX, which entered service in 2017, was approved to carry passengers as part of the agency's "standard certification process," including design analyses; ground and flight tests; maintenance requirements; and cooperation with other civil aviation authorities. Agency officials in the past have declined to comment on various decisions regarding specific systems. Sunday's statement said the agency's "certification processes are well established and have consistently produced safe aircraft."
Earlier, a Boeing spokesman said: "The 737 MAX was certified in accordance with the identical FAA requirements and processes that have governed certification of all previous new airplanes and derivatives. The FAA considered the final configuration and operating parameters of MCAS during MAX certification, and concluded that it met all certification and regulatory requirements."
Boeing Chief Executive Dennis Muilenburg said in a statement Sunday the company continues to support the Ethiopian investigation, "and is working with the authorities to evaluate new information as it becomes available." Muilenburg added: "As part of our standard practice following any accident, we examine our aircraft design and operation, and when appropriate, institute product updates to further improve safety."
Governments world-wide have grounded the MAX, an updated version of the decades-old 737, while investigators and engineers seek clues.
And so, as 737 Max scrutiny grows and as Boeing and the FAA now seek to deflect increased government attention to one another - Boeing stock is once again tumbling, and is down 3% in premarket trading...
Mar 18, 2019 | www.unz.com
Become a Patron/Premium Member: https://www.patreon.com/jimmydore & http://bit.ly/JDPremium Schedule of Live Shows: http://bit.ly/2gRqoyL
PeterMX , says: March 16, 2019 at 12:16 am GMTThe problem with Jimmy Dore is he has some kind of mental block or is somehow completely unaware of the reasons we bomb countries that are hostile to Israel and located right on their border or at least near them. You also have to be completely unaware of the power of the Jewish lobbies and their obvious bias towards their own interests to ignore Jews role in promoting wars that benefit Israel. It's not the "military industrial complex" Jimmy, it's who controls that complex. Jeff Zucker, the head of CNN is a Jew, that like Jake Tapper (also a Jew) sees any destruction of Syria as beneficial to Israel. The neo-Con Max Boot was born in Russia and still wants to bomb Russia because he's a Jew that doesn't want Putin preventing Jewish controlled US from destroying Syria. I can level some similar criticism at Jimmy that he levels at the mainstream media.
Dec 09, 2016 | www.unz.com
Before the election, Rachel Maddow pointed out new polling that showed a strong shift towards Democrats in key "toss up" states, all states Trump won. Jimmy Dore breaks it down. Subscribe...
Mar 16, 2019 | www.bloomberg.com
Tom Enders just couldn't resist the swipe at the competition. It was June 2011, and the chief executive officer of Airbus SE was on a stage at the Paris air show after the planemaker won in a matter of days an unprecedented 600 orders for its upgraded A320neo airliner, while Boeing Co. stood on the sidelines.
"If our colleagues in Seattle still maintain we're only catching up with their 737, I must ask myself what these guys are smoking," Enders blurted out, to the general amusement of the audience, while Boeing representatives at the back of the room looked on.
Boeing had wavered on its decision whether to follow Airbus's lead and re-engine the 737 or go with an all-new aircraft. Customers were willing to wait for "something more revolutionary," as Jim Albaugh, at the time Boeing's head of commercial aircraft, said then.
But the European manufacturer's blow-out success with the A320neo, essentially a re-engined version of its popular narrow-body family, would soon force Boeing's hand.
As the A320neo became the fastest-selling plane in civil aviation history as Airbus picked off loyal Boeing customers like American Airlines Group Inc. , the U.S. company ditched the pursuit of an all-new jet and responded in July 2011 with its own redesign, the 737 Max.
"The program was launched in a panic," said Sash Tusa, an analyst at Agency Partners , an equity research firm in London. "What frightened Boeing most of all was losing their biggest and most important customer. American Airlines was the catalyst."
It turned out that Chicago-based Boeing wasn't too late to the party in the end: While the Max didn't quite replicate the neo's order book, it did become the company's fastest seller as airlines scrambled to cut their fuel bills with new engines that promised savings of 20 percent or more. All told, the Max raked in about 5,000 orders, keeping the playing field fairly level in the global duopoly between Airbus and Boeing.Close Scrutiny
Now the 737 Max is grounded globally, after two almost factory-fresh jets crashed in rapid succession. As a result, the repercussions of Boeing's response to Airbus's incursion are under the microscope. Getting particular scrutiny are the use of more powerful, fuel-saving engines and automated tools to help pilots control the aircraft.
After the grounding, Boeing said that it "continues to have full confidence in the safety of the 737 Max, and that it was supporting the decision to idle the jets "out of an abundance of caution." The company declined to comment beyond its public statements.
In late October, a plane operated by Lion Air went down minutes after taking off in Jakarta, killing all 189 people on board. Then on March 10, another 737 Max crashed, this time in Ethiopia en route to Kenya. Again, none of the 157 people on board survived the impact.
There are other similarities that alarmed airlines and regulators and stirred public opinion, leading to the grounding of the 737 Max fleet of more than 350 planes. According to the Federal Aviation Administration , "the track of the Ethiopian Airlines flight was very close and behaved very similar to the Lion Air flight."
How Boeing Safety Feature Became a Suspect in Crashes: QuickTake
After decades of steadily declining aircraft accidents, the question of how two identical new planes could simply fall out of the sky minutes after takeoff has led to intense scrutiny of the 737 Max's systems. Adding to the chorus in the wake of the crash was President Donald Trump, who lamented the complexities of modern aviation, suggesting that people in the cockpit needed to be more like nuclear physicists than pilots to command a jet packed with automated systems.
"Airplanes are becoming far too complex to fly. Pilots are no longer needed, but rather computer scientists from MIT," the president said in the first of a pair of tweets on March 12, darkly warning that "complexity creates danger."Analog Machine
Automation plays a limited role in the 737 Max. That's because the aircraft still has essential analog design and layout features dating back to the 1960s, when it was conceived. It's a far older concept than the A320, which came to market at the end of the 1980s and boasted innovations like fly-by-wire controls, which manipulate surfaces such as flaps and horizontal tail stabilizers with electrical impulses and transducers rather than heavier hydraulic links.
Upgrading the 737 to create the Max came with its own set of issues. For example, the 737 sits considerably lower to the ground, so fitting the bigger new engines under the wings was a structural challenge (even with the squished underbelly of the engine casing). In response, Boeing raised the front landing gear by a few inches, but this and the size of the engines can change the plane's center of gravity and its lift in certain maneuvers.
Boeing's technical wizardry for the 138- to 230-seat Max was a piece of software known as the Maneuvering Characteristics Augmentation System, or MCAS. It intervenes automatically when a single sensor indicates the aircraft may be approaching a stall. Some pilots complained, though, that training on the new system wasn't sufficient and properly documented.
"The benefits of automation are great, but it requires a different level of discipline and training,'' said Thomas Anthony, director of the Aviation Safety and Security Program at the University of Southern California. Pilots must make a conscious effort to monitor the plane's behavior. And reliance on automation means they will take back control only in the worst situations, he said.Errant Sensor
With the Lion Air crash, data from the recovered flight recorders points to a battle in the cockpit between the software and the pilots who struggled in vain to keep control. The data showed that an errant sensor signaled the plane was in danger of stalling and prompted the MCAS to compensate by repeatedly initiating a dive. The pilots counteracted by flipping a switch several times to raise the nose manually, which temporarily disabled MCAS. The cycle repeated itself more than two dozen times before the plane entered its final deadly dive, according to the flight data.
With the flight and cockpit voice recorders of the Ethiopian plane now in France for analysis, the interaction between the MCAS system and the pilots will again be under close scrutiny, probably rekindling the broader debate about who or what is in control of the cockpit.
That man-versus-machine conundrum has been central to civil aviation for years. Automation has without doubt made commercial flying much safer, as planemakers added systems to help pilots set engine thrust, navigate with greater precision and even override human error in the cockpit.
For example, automation on modern aircraft keeps pilots within a so-called flight envelope to avoid erratic maneuvers that might destabilize the aircraft. Analyses of flight data show that planes have more stable landings in stormy, low-visibility conditions when automation is in charge than on clear days when they land by sight.Sully's Miracle Landing
The most daring descent in recent memory, Chesley "Sully" Sullenberger's landing of US Airways Flight 1549 in the Hudson River in early 2009, is Exhibit A of how an interconnected cockpit worked hand-in-hand with an experienced pilot. Automatic pitch trim and rudder coordination assisted manual inputs and kept the Airbus A320 steady on its smooth glide into the icy water. The drama showed that automation can play a crucial support function, provided a pilot is fully trained and the aircraft properly maintained.
"Some people are saying modern aircraft such as the 737 Max are too complex," said Dave Wallsworth, a British Airways captain on the Airbus A380 double-decker. "I disagree. The A380 is a far more complex aircraft and we fly it very safely every day. Pilots are capable of understanding aircraft systems so long as the manuals contain the information we need."
Airbus traditionally has pushed the envelope on automation and a more modern cockpit layout, with larger screens and steering by joystick rather than a central yoke, turning pilots into something akin to systems operators. Boeing's philosophy, on the other hand, has been to leave more authority in the hands of pilots, though newer designs also include some computerized limits. Like Airbus planes, the latest aircraft from Seattle -- where Boeing makes most of its jetliners -- are equipped with sophisticated autopilots, fly-by-wire controls or systems to set speed during landings.
"The big automation steps came in the 1980s with the entry into service of the A320 and the whole fly-by-wire ethos," said John Strickland, an independent aviation analyst. "I don't think automation per se is a problem, we see it in wide-scale use in the industry, and as long as it is designed to work hand-in-hand with pilots and pilots understand how to use it, it shouldn't be an issue."Erratic Movements
But the counter-argument is that increasingly complex systems have led computers to take over, and that many pilots may have forgotten how to manually command a jet -- particularly in a moment of crisis. That criticism was leveled at Airbus, for example, after the mid-Atlantic crash of Air France Flight 447 in 2009 that killed all 228 people on board. Analysis of the flight recorders showed the crew was confused by stall warnings and unreliable speed readings, leading to erratic maneuvers that ended in catastrophe.>
"I grew up on steam gauges and analog, and the modern generation on digital and automation," said Jon Weaks, president of the Southwest Airlines Pilots Association and a Boeing 737 captain for the Dallas-based airline. "No matter what you grew up on, you have to fly the plane. If the automation is doing something you don't want it to do or that you don't understand, you have to disconnect it and fly the plane."
A 2013 report by the FAA found more than 60 percent of 26 accidents over a decade involved pilots making errors after automated systems abruptly shut down or behaved in unexpected ways. And the 2016 inspector general's report at the FAA noted that as the use of automation increases, "pilots have fewer opportunities to use manual flying skills."
"As a result, the opportunities air carrier pilots have during live operations to maintain proficiency in manual flight are limited and are likely to diminish," the report found.
The grounding of the 737 Max fleet has left Boeing in crisis. The company couldn't get through with its message that the plane was safe to fly, as the group of regulators and airlines idling the jet kept expanding. The 737 program is Boeing's cash cow, accounting for a third of its profit, and Boeing's stock dropped sharply in the days after the disaster.Get in Line
The Max gave Boeing a relatively cheap path back into the narrow-body game that it was at risk of losing to the Airbus neo. At the time, Boeing had to make a quick decision, as it was still burdened financially by the 787 Dreamliner wide-body that was over budget and behind schedule.
Both manufacturers have said they won't come out with an all-new single-aisle model until well into the next decade, preferring to wait for further technological advancements before committing to massive spending. The success of both the neo and the Max bought the companies that extra time, with orders books stretching years into the future.
Half a century after it was launched almost as an afterthought, the 737 program has become the lifeblood of Boeing that helps finance the rest of the corporation -- the biggest U.S. exporter. It's the one aircraft that Boeing cannot afford to give up.
"The Max was the right decision for the time," said Richard Aboulafia, an aviation analyst with the consultancy Teal Group . "Yes, there may be an issue with MCAS needing a software patch. Yes, there may need to be some additional training. But these are not issues that cause people to change to the other guys' jet. The other guys have a waiting line, and when you get to the back of that line, you burn more fuel."
-- With assistance by Alan Levin, Benjamin D Katz, Margaret Newkirk, Michael Sasso, and Mary Schlangenstein
Mar 15, 2019 | www.unz.com
The dark horse candidate of the 2020 Democratic primary is entrepreneur Andrew Yang , who just qualified for the first round of debates by attracting over 65,000 unique donors. [ Andrew Yang qualifies for first DNC debate with 65,000 unique donors , by Orion Rummler, Axios, March 12, 2019]
Yang is a businessman who has worked in several fields, but was best known for founding Venture for America , which helps college graduates become entrepreneurs. However, he is now gaining recognition for his signature campaign promise -- $1,000 a month for every American.
ORDER IT NOW
Yang promises a universal entitlement, not dependent on income, that he calls a "freedom dividend." To be funded through a value added tax , Yang claims that it would reduce the strain on "health care, incarceration, homeless services, and the like" and actually save billions of dollars. Yang also notes that "current welfare and social program beneficiaries would be given a choice between their current benefits or $1,000 cash unconditionally."
As Yang himself notes, this is not a new idea, nor one particularly tied to the Left. Indeed, it's been proposed by several prominent libertarians because it would replace the far more inefficient welfare system. Charles Murray called for this policy in 2016. [ A guaranteed income for every American , AEI, June 3, 2016] Milton Friedman suggested a similar policy in a 1968 interview with William F. Buckley, though Friedman called it a "negative income tax."
He rejected arguments that it would cause indolence. F.A. Hayek also supported such a policy; he essentially took it for granted . [ Friedrich Hayek supported a guaranteed minimum income , by James Kwak, Medium, July 20, 2015]
It's also been proposed by many nationalists, including, well, me. At the January 2013 VDARE.com Webinar, I called for a "straight-up minimum income for citizens only" among other policies that would build a new nationalist majority and deconstruct Leftist power. I've retained that belief ever since and argued for it here for years.
However, I've also made the argument that it only works if it is for citizens only and is combined with a restrictive immigration policy. As I previously argued in a piece attacking Jacobin's disingenuous complaints about the "reserve army of the unemployed," you simply can't support high wages, workers' rights, and a universal basic income while still demanding mass immigration.
Yang is justifying the need for such a program because of automation . Again, VDARE.com has been exploring how automation may necessitate such a program for many years . Yang also discussed this problem on Tucker Carlson's show , which alone shows he is more open to real discussion than many progressive activists.
Yang is also directly addressing the crises that the Trump Administration has seemly forgotten. Unlike Donald Trump himself, with his endless boasting about "low black and Hispanic unemployment," Yang has directly spoken about the demographic collapse of white people because of "low birth rates and white men dying from substance abuse and suicide ."
Though even the viciously anti-white Dylan Matthews called the tweet "innocuous," there is little doubt if President Trump said it would be called racist. [ Andrew Yang, the 2020 long-shot candidate running on a universal basic income, explained , Vox, March 11, 2019]
Significantly, President Trump himself has never once specifically recognized the plight of white Americans.
Of course, Yang has foolish, even flippant policies on other issues. He wants to make Puerto Rico a state . He supports a path to citizenship for illegal aliens, albeit with an 18-year waiting period and combined with pledges to secure the border and deport illegals who don't enroll in the citizenship program. He wants to create a massive bureaucratic system to track gun owners, restrict gun ownership , and require various "training" programs for licenses. He wants to subsidize local journalists with taxpayer dollars, which in practice would mean just paying Leftist activists to dox people in their communities.
(Though as some have pointed out, with a thousand dollars a month no matter what, right-wingers wouldn't have to worry as much about being targeted by journofa ).
Indeed, journalists, hall monitors that they are, have recognized that President Trump's online supporters are flocking to Yang, bringing him a powerful weapon in the meme wars. (Sample meme at right.) And because many of these online activists are "far right" by Main Stream Media standards, or at least Politically Incorrect, there is much hand-waving and wrist-flapping about the need for Yang to decry "white nationalists." So of course, the candidate has dutifully done so, claiming "racism and white nationalism [are] a threat to the core ideals of what it means to be an American". [ Presidential candidate Andrew Yang has a meme problem , by Russell Brandom, The Verge, March 9, 2019]
But what does it mean to be an American? As more and more of American history is described as racist, and even national symbols and the national anthem are targets for protest, "America" certainly doesn't seem like a real country with a real identity. Increasingly, "America" resembles a continent-sized shopping mall, with nothing holding together the warring tribes that occupy it except money.
President Trump, of course, was elected because many people thought he could reverse this process, especially by limiting mass immigration and taking strong action in the culture wars, for example by promoting official English. Yet in recent weeks, he has repeatedly endorsed more legal immigration. Rather than fighting, the president is content to brag about the economy and whine about unfair press coverage and investigations. He already seems like a lame duck.
The worst part of all of this is that President Trump was elected as a response not just to the Left, but to the failed Conservative Establishment. During the 2016 campaign, President Trump specifically pledged to protect entitlements , decried foreign wars, and argued for a massive infrastructure plan. However, once in office, his main legislative accomplishment is a tax cut any other Republican president would have pushed. Similarly, his latest budget contains the kinds of entitlement cuts that are guaranteed to provoke Democrat attack ads. [ Trump said he wouldn't cut Medicaid, Social Security, and Medicare . His 2020 budget cuts all 3 , by Tara Golshan, Vox, March 12, 2019] And the president has already backed down on withdrawing all troops from Syria, never mind Afghanistan.
Conservatism Inc., having learned nothing from candidate Donald Trump's scorched-earth path to the Republican nomination, now embraces Trump as a man but ignores his campaign message. Instead, the conservative movement is still promoting the same tired slogans about "free markets" even as they have appear to have lost an entire generation to socialism. The most iconic moment was Charlie Kirk, head of the free market activist group Turning Point USA, desperately trying to tell his followers not to cheer for Tucker Carlson because Carlson had suggested a nation should be treated like a family, not simply a marketplace .
President Trump himself is now trying to talk like a fiscal conservative [ Exclusive -- Donald Trump: 'Seductive' Socialism Would Send Country 'Down The Tubes' In a Decade Or Less , by Alexander Marlow, Matt Boyle, Amanda House, and Charlie Spierling, Breitbart, March 11, 2019]. Such a pose is self-discrediting given how the deficit swelled under united Republican control and untold amounts of money are seemingly still available for foreign aid to Israel, regime change in Iran and Venezuela, and feminist programs abroad to make favorite daughter Ivanka Trump feel important. [ Trump budget plans to give $100 million to program for women that Ivanka launched , by Nathalie Baptiste, Mother Jones, March 9, 2019]
Thus, especially because of his cowardice on immigration, many of President Trump's most fervent online supporters have turned on him in recent weeks. And the embrace of Yang seems to come out of a great place of despair, a sense that the country really is beyond saving.
Yang has Leftist policies on many issues, but many disillusioned Trump supporters feel like those policies are coming anyway. If America is just an economy, and if everyone in the world is a simply an American-in-waiting, white Americans might as well get something out of this System before the bones are picked clean.
National Review ' s Theodore Kupfer just claimed the main importance of Yang's candidacy is that it will prove meme-makers ability to affect the vote count "has been overstated" [ Rise of the pink hats , March 12, 2019]. Time will tell, but it is ominous for Trump that many of the more creative and dedicated people who formed his vanguard are giving up on him.
Mar 15, 2019 | www.theamericanconservative.com
In 2019, it is.
When President Donald Trump announced in December that he wanted an immediate withdrawal of U.S. troops from Syria, there was more silence and opposition from the Left than approval. The 2016 election's highest-profile progressive, Senator Bernie Sanders, said virtually nothing at the time. The 2018 midterm election's Left celeb, former congressman Beto O'Rourke, kept mum too. The 2004 liberal hero, Howard Dean, came out against troop withdrawals, saying they would damage women's rights in Afghanistan.Advertisement
The liberal news outlet on which Warren made her statement, MSNBC, which had already been sounding more like Fox News circa 2003, warned that withdrawal from Syria could hurt national security. The left-leaning news channel has even made common cause with Bill Kristol and other neoconservatives in its shared opposition to all things Trump.
Maddow herself has not only vocally opposed the president's decision, but has become arguably more popular than ever with liberal viewers by peddling wild-eyed anti-Trump conspiracy theories worthy of Alex Jones. Reacting to one of her cockamamie theories, progressive journalist Glenn Greenwald tweeted , "She is Glenn Beck standing at the chalkboard. Liberals celebrate her (relatively) high ratings as proof that she's right, but Beck himself proved that nothing produces higher cable ratings than feeding deranged partisans unhinged conspiracy theories that flatter their beliefs."
The Trump derangement that has so enveloped the Left on everything, including foreign policy, is precisely what makes Democratic presidential candidate Warren's Syria withdrawal position so noteworthy. One can safely assume that Sanders, O'Rourke, Dean, MSNBC, Maddow, and many of their fellow progressive travelers' silence on or resistance to troop withdrawal is simply them gauging what their liberal audiences currently want or will accept. Warren could have easily gone either way, succumbing to the emotive demands of the Never Trump mob. She instead opted to stick to the traditional progressive position on undeclared war, even if it meant siding with the president.
Mar 14, 2019 | www.unz.com
Conventional wisdom is that it is too early to speculate why in the past six months two Boeing 737 Max 8 planes have gone down shortly after take off, so if all that follows is wrong you will know it very quickly. Last night I predicted that the first withdrawals of the plane would happen within two days, and this morning China withdrew it. So far, so good. (Indonesia followed a few hours ago).
Why should I stick my neck out with further predictions? First, because we must speculate the moment something goes wrong. It is natural, right and proper to note errors and try to correct them.(The authorities are always against "wild" speculation, and I would be in agreement with that if they had an a prior definition of wildness). Second, because putting forward hypotheses may help others test them (if they are not already doing so). Third, because if the hypotheses turn out to be wrong, it will indicate an error in reasoning, and will be an example worth studying in psychology, so often dourly drawn to human fallibility. Charmingly, an error in my reasoning might even illuminate an error that a pilot might make, if poorly trained, sleep-deprived and inattentive.
I think the problem is that the Boeing anti-stall patch MCAS is poorly configured for pilot use: it is not intuitive, and opaque in its consequences.
By the way of full disclosure, I have held my opinion since the first Lion Air crash in October, and ran it past a test pilot who, while not responsible for a single word here, did not argue against it. He suggested that MCAS characteristics should have been in a special directive and drawn to the attention of pilots.
I am normally a fan of Boeing. I have flown Boeing more than any other plane, and that might make me loyal to the brand. Even more powerfully, I thought they were correct to carry on with the joystick yoke, and that AirBus was wrong to drop it, simply because the position of the joystick is something visible to pilot and co-pilot, whereas the Airbus side stick does not show you at a glance how high the nose of the plane is pointing.
Pilots are bright people, but they must never be set a badly configured test item with tight time limits and potentially fatal outcomes.
The Air France 447 crash had several ingredients, but one was that the pilots of the Airbus A330-203 took too long to work out they were in a stall. In fact, that realization only hit them very shortly before they hit the ocean. Whatever the limitations of the crew (sleep deprived captain, uncertain co-pilot) they were blinded by a frozen Pitot air speed indicator, and an inability to set the right angle of attack for their airspeed.
For the industry, the first step was to fit better air speed indicators which were less likely to ice up. However, it was clear that better stall warning and protection was required.
Boeing had a problem with fitting larger and heavier engines to their tried and trusted 737 configuration, meaning that the engines had to be higher on the wing and a little forwards, and that made the 737 Max have different performance characteristics, which in turn led to the need for an anti-stall patch to be put into the control systems.
It is said that generals always fight the last war. Safety officials correct the last problem, as they must. However, sometimes a safety system has unintended consequences.
The key of the matter is that pilots fly normal 737s every day, and have internalized a mental model of how that plane operates. Pilots probably actually read manuals, and safety directives, and practice for rare events. However, I bet that what they know best is how a plane actually operates most of the time. (I am adjusting to a new car, same manufacturer and model as the last one, but the 9 years of habit are still often stronger than the manual-led actions required by the new configuration). When they fly a 737 Max there is a bit of software in the system which detects stall conditions and corrects them automatically. The pilots should know that, they should adjust to that, they should know that they must switch off that system if it seems to be getting in the way, but all that may be steps too far, when something so important is so opaque.
What is interesting is that in emergencies people rely on their most validated mental models: residents fleeing a burning building tend to go out their usual exits, not even the nearest or safest exit. Pilots are used to pulling the nose up and pushing it down, to adding power and to easing back on it, and when a system takes over some of those decisions, they need to know about it.
After Lion Air I believed that pilots had been warned about the system, but had not paid sufficient attention to its admittedly complicated characteristics, but now it is claimed that the system was not in the training manual anyway. It was deemed a safety system that pilots did not need to know about.
This farrago has an unintended consequence, in that it may be a warning about artificial intelligence. Boeing may have rated the correction factor as too simple to merit human attention, something required mainly to correct a small difference in pitch characteristics unlikely to be encountered in most commercial flying, which is kept as smooth as possible for passenger comfort.
It would be terrible if an apparently small change in automated safety systems designed to avoid a stall turned out have given us a rogue plane, killing us to make us safe.
Anatoly Karlin , says: Website March 11, 2019 at 2:36 pm GMTJames Thompson , says: Website March 11, 2019 at 3:09 pm GMT
Pilots are used to pulling the nose up and pushing it down, to adding power and to easing back on it, and when a system takes over some of those decisions, they need to know about it.
I have read that Boeing kept MCAS out of the limelight as otherwise the 737 MAX would need to be certified as a new plane and airlines would need to do $$$ pilot retraining, making their product less competitive.@Anatoly Karlin Interesting. It is certainly hard to understand why MCAS was shrouded in secrecy, when it was potentially lethal.Captain 737 , says: March 11, 2019 at 7:38 pm GMTInteresting response from a "by-stander", who compares a sophisticated aircraft with a new model car !!!Dieter Kief , says: March 11, 2019 at 7:38 pm GMT
As an experienced captain on 737s (not the MAX) I say, let the investigation begin; and let us not have by-standers giving their penny worth. A normal 737 . is there also an abnormal 747 or 777 or 787, or a 737 ??
Pilots carry the can . but, are the most respected profession in the world. What ever happened, let the investigation decide the outcome, and not the "un-trained" (is there such a term !!!!).
If one takes a look at the (released to date) information about the Lion Air crash – "unreliable airspeeds" (the airspeed indicator is providing erroneous information during a critical phase of flight (like climb out after take-off)) could have been the cause of that aircraft crash – not AI.
A simple explanation – the airspeed indicator is "unreliable", as one moment the indication is under-speed, then overspeed, followed by under-speed, and so it goes; like a yoyo going up and down; the indicated speed is erroneous and the pilots cannot rely on what is presented on the airspeed indicator. Pilots, according to the Boeing Training Manual, are trained to handle unreliable airspeeds – the key is to fly the plane based solely on pitch attitude and thrust (there are memory items for unreliable airspeed occurrences, along with the reference items in aircraft's Quick Reference Handbook – the QRH (Boeing term) is the pilots "bible" for any issues and problems when the aircraft is in the air !! ).
The point of the above paragraph is to enlighten the 'un-trained' as to not speculate too soon with ideas and a "hypothesis" of what may have happened, until the knowledgeable ones – the aircraft manufacturer (probably being the most knowledgable), the country's aviation authority, the engine manufacturer, and (dear I say) the FAA (the Yanks just cannot help themselves delving into other countries' affairs; when for 9/11 not one minutes was spent by anyone (FAA, Boeing, no one) investigating the so-called crashes of four aircraft – on one day, within one and a half hours of each other, and in the most protected airspace in the world (got the hint !!) – I have digressed, though for reason .. have completed their investigations.
I can assure you that no pilot wants to crash a plane we (pilots) all want to live to 100, and beyond.
Humans make mistakes, but technology needs humans to correct technology's mistakes. Boeing build reliable and trustworthy aircraft; pilots undertake their duties in a safe and controlled manner (according to training and aircraft manufacturer stipulated standards); but errors happen – and the investigator is there to establish what happened, so that these do not happen again. Unfortunately, it is just possible that the cause of the first MAX accident is the same as the second. But, let the knowledgable ones determine that fact – and let me, and us, not speculate.
AI in the MAX hhmmmmm – let Boeing release that information, before we start speculating again (on AI – is an auto pilot AI; the B737 I fly has two auto pilots; is that double AI ??).
To the rest of the travelling public – airline travel remains, and has been, the safest form of transport for decades. I am confident that the status quo will remain.
Time will reveal the answers to these two accidents, when the time is right – when the investigators (for both) have concluded their deliberations.
My guess is, the majority of people will have forgotten these two MAX events (but, for those who have lost loved ones), as some other crisis/event will have occurred in their lives and/or in the world.@Anatoly KarlinThe Anti-Gnostic , says: Website March 11, 2019 at 7:45 pm GMT
737 MAX would need to be certified as a new plane and airlines would need to do $$$ pilot retraining, making their product less competitive.
Short sighted businessmen – Nothing lasts for long
Joni Mitchell – – – Chinese Cafè on Wild Things Run FastI think the problem is that the Boeing anti-stall patch MCAS is poorly configured for pilot use: it is not intuitive, and opaque in its consequences.Simply Simon , says: March 12, 2019 at 12:26 am GMT
I think that's the case with a lot of current technology. Human factors and tactileness don't seem to get much weight in current engineering.@Captain 737 I respect your analysis especially coming from a seasoned 737 captain. I have over 5,000 flying hours in single and twin-engine, conventional and jet, all military. I have not flown since 1974 so the advances in auto-pilot technology are beyond my comprehension. My question to you is simple–I think. If the aircraft took off in VFR conditions I assume the pilots knew the pitch attitude all during the takeoff phase. Is there no way to manually overpower the auto-pilot once the pilots knew the pitch attitude was dangerously high or low?kauchai , says: March 12, 2019 at 2:37 am GMTIf this is a made in china airplane, the empire would mobilize the whole world to ground the entire fleet. The diatribes, lies, cruel sick jokes, lawsuits, etc, etc, would fly to the heavens.Anonymous  Disclaimer , says: March 12, 2019 at 3:41 am GMT
But NO, this is an empire plane. Designed, built and (tested?) in the heart of the empire. And despite the fact that more than 300 people had died, IT IS STILL SAFE to fly!
LOL! LOL!Quite a short and to-the-point article, although the link to "artificial intelligence" is tenuous at best.Anonymous  Disclaimer , says: March 12, 2019 at 4:16 am GMT
What is sold as Artificial Intelligence nowadays is massive statistical processing in a black box (aka as "Neural Network Processing"), it's not intelligent. The most surprising fact is that it works so well.
Neural Networks won't be in high-assurance software soon. No-one knows what they really do once configured (although there are efforts underway to attack that problem ). They are impossible to really test or design to specification. Will someone underwrite that a system incorporating them does work? Hardly. You may find them in consumer electronics, research, "self driving cars" that never really self-drive without surprises and possibly bleeding edge military gear looking for customers or meant to explode messily anyway.
But not in cockpits. (At least I hope).
Check out this slideshow about the ACAS-X Next Generation Collision Airborne Collision Avoidance System. It has no neural network in sight, in fact if I understand correctly it doesn't even have complex decision software in-cockpit: it's all decision tables precomputed from a high-level, understandable description (aka. code, apparently in Julia) to assure safe outcome in a fully testable and simulatable approach.
In this accident, we may have a problem with the system, as opposed to with the software. While the software may work correctly and to specification (and completely unintelligently) the system composed of software + human + physical machinery will interact in interesting, unforeseen, untested ways, leading to disaster. In fact the (unintelligent software + human) part may disturbingly behave like those Neural Networks that are being sold as AI.A disquieting item on your morning cereal box:Anonymous  Disclaimer , says: March 12, 2019 at 4:46 am GMT
https://www.stripes.com/news/air-force/air-force-won-t-accept-any-more-boeing-tankers-until-manufacturing-process-is-cleaned-up-1.571108@Anatoly Karlin I'm guessing that it would require a change in the TCDS and possibly a different type rating, which would be anathema for sales.dearieme , says: March 12, 2019 at 12:00 pm GMT
I'm a little airplane person, not a big airplane person (and the 737 is a Big Airplane even in its smallest configuration) but I know there have been several instances where aircraft had changes that required that pilots of the type have a whole different type rating, even though the changes seemed minor. I'm guessing airlines are training averse and don't want to take crews off revenue service beyond what is statutorily required. The margins in airline flying are apparently much leaner now than in the glory days.
I never approved of allowing fly by wire in commercial airliners, I never even really liked the idea of FADEC engine control (supervisory DEC was fine) because a classical advantage of gas turbines (and diesels) was that they could run in an absolutely electrically dead environment once lit. Indeed, the J-58 (JT11-D in P&W parlance) had no electrical system to speak of beyond the instrumentation: it started by mechanical shaft drive and ignited by triethyl borane chemical injection. The Sled could make it home on needle-ball and alcohol compass, and at least once it did. Total electrical failure in any FBW aircraft means losing the airplane. Is the slight gain in efficiency worth it? I'm told the cables, pulleys, fairleads and turnbuckles add 200 pounds to a medium size airliner, the FBW stuff weighs 80 or so.
The jet transports we studied in A&P school had a pitot head and static port on either side of the flight deck and the captain and F/O had inputs from different ones, though IIRC the altimeter and airspeed were electrically driven from sensors at the pitot head or inboard of it. I have a 727 drum-pointer (why are three pointer altimeters even legal anymore??) altimeter and it has no aneroids, just a couple of PCBs full of TTL logic and op amps and a DB style connector on the back. Do crews not cross check airspeed and altitude or is there no indicator to flag them when the two show something different?
Also, not being a jet pilot myself, my understanding is that anyone with T-38 experience is forever after thinking in terms of AOA and not airspeed per se, because that airplane has to be flown by AOA in the pattern, and classically a lot of airline pilots had flown Talons. Is there no AOA indicator in the 737? Flying in the pattern/ILS would make airspeed pretty dependent on aircraft weight, and on a transport that can change a lot with fuel burn, do they precisely calculate current weight from a totalizer and notate speeds needed? (I presume airliners don't vary weight other than fuel burn, not being customarily in the business of throwing stuff out of the airplane, although they used to fly jumpers out of a chartered 727 at the parachute meet in Quincy)@Captain 737 Why are you pretending to be a pilot, and a pompous one at that?dearieme , says: March 12, 2019 at 12:06 pm GMTMany problems in the world arise because many computing people reckon themselves very clever when they are merely rather clever. And often they combine what cleverness they have with a blindness about humans and their ways. I shouldn't be at all surprised if programmers at Boeing decided that they always knew better than pilots and doomed the planes accordingly.dearieme , says: March 12, 2019 at 12:51 pm GMT
I saw recently an expression that made me grin: "midwits". It describes rather well many IT types of my acquaintance.Another human cost of midwittery:Fabian Forge , says: March 12, 2019 at 4:55 pm GMT
https://www.dailymail.co.uk/news/article-6797193/More-500-village-postmasters-wrongly-hounded-stealing-millions-system.html@fish And that's the problem, as Mr. Kief also points out. The individuals at the decision making level (let's call them "executives") don't or can't think that far ahead, at least when the corporation they run is concerneed.Fabian Forge , says: March 12, 2019 at 5:06 pm GMT
It really is a time-preference problem.@dearieme One corollary is that the Midwits take such joy in their cleverness that they assume their wit has value in and of itself. This is most evident when they design clever solutions to invented problems. Billions of dollars of venture capital have been set on fire in that way, when technical and financial midwittery combine.Dieter Kief , says: March 12, 2019 at 10:55 pm GMT@Andrei Martyanov It's almost nitpicking. But – James Thompson says it above: The MCAS in this Boing model 737 MAX 8 is used to cover up a basic construction flaw. This has undoubtedly worked for quite some time – but it came with a risk. And this risk might turn out to have caused numerous deaths. In this case, if it will turn out, that the MACS system didn't do what it was supposed to do and thus caused numerous deaths – will this then be looked upon as a problem of the application of artificial intelligence? Yes, but not only . It was a combination of a poorly built (constructed) airliner and software, which might not have been able to compensate for this flawed construction under all conditions.Eagle Eye , says: March 12, 2019 at 11:25 pm GMT
It's cheaper to compensate via software – and this might (might) turn out to be a rather irresponsible way to save money. But as I said: Even in this case, the technical problem would have to be looked upon as twofold: Poor construction plus insufficient software compensation. I'd even tend to say, that poor construction would then be the main (=basic) fault. With the zeitgeisty (and cheap!) software-"solution" for this poor construction a close second.@Captain 737 Curiously, this is "Captain 737″'s first and only comment here.Anonymous  Disclaimer , says: March 13, 2019 at 12:00 am GMT
It's almost as if Boeing hired a high-priced PR firm whose offerings include pseudonymous online "messaging" to "shape opposition perceptions" etc. Note the over-obvious handle. (Just like globalist shills like to pretend to be regular blue-collar guys in small fly-over towns.)
By their words shalt ye know them.
PREDICTION: In 3-4 years, we will "discover" a long paper trail of engineers warning early on about the risk of hastily kludging a half-assed anti-stall patch MCAS onto a system that had undergone years of testing and refinement WITHOUT the patch.
Only somebody PAID not to see the problem could fail to perceive that this means that as so altered, the ENTIRE SYSTEM goes back to being technically immature.@Dieter Kief What "basic construction flaw" are we discussing here? The 737 airframe is pretty well established and has a good record-there have been incidents but most have been well dealt with.Dieter Kief , says: March 13, 2019 at 12:39 am GMT@Anonymous I've read today, that in the aviation world there is a consensus, that what James Thompson says in his article is right:Sparkon , says: March 13, 2019 at 1:54 am GMT
"Boeing had a problem with fitting larger and heavier engines to their tried and trusted 737 configuration, meaning that the engines had to be higher on the wing and a little forwards, and that made the 737 Max have different performance characteristics, which in turn led to the need for an anti-stall patch to be put into the control systems."
– A German engineer wrote in a comment in the Berlin daily Die weLT, this construction flaw makes the 737 MAX 8 something like a flying traktor . He concluded, that Boing proved, that you can make a tractor fly, alright. But proper engineering would have looked otherwise – and would for sure had come at a higher cost.
(The different performance charactersitics mentioned by James Thompson is an extraordinarily nice way to express, that the 737 MAX 8 is a tad more likely to stall, just because of the very design-changes, the bigger turbines made necessary. And this is a rather nasty thing to say about an airplane, that a new design made it more likely to stall! ).@Anonymous
What "basic construction flaw" are we discussing here? The 737 airframe is pretty well established and has a good record.
I 'm not so sure about the good record, and I too suspect the underlying problem is the 737 itself – the entire 737 airframe and avionics.
Worst crash record
LET 410 – 20
Ilyushin 72 – 17
Antonov AN-1 – 17
Twin Otter – 18
CASA 212 – 11
DC-9/MD80 – 10
B737-100 / 700 – 10
Antonov 28 – 8
Antonov 32- 7
Tupolev 154- 7
[a/o 2013 – my bold]
The 737 family is the best selling commercial airliner series in history with more than 10,000 units produced. However, this airplane in its various configurations has had many crashes since it first entered service in 1968.
Mar 14, 2019 | www.unz.com
fenestol , says: March 12, 2019 at 11:07 am GMT
An Artificial Intelligence Event?
No, a lesson in the perils of kludge engineering. The 737-MAX is the equivalent of a 1990 Mexican VW Beetle retrofitted with a modern V8 and electronic stability control.
Mar 13, 2019 | www.moonofalabama.org
Boeing, The FAA, And Why Two 737 MAX Planes Crashed psychohistorian , Mar 12, 2019 4:55:32 PM | link
On Sunday an Ethiopian Airlines flight crashed, killing all on board. Five month earlier an Indonesian Lion Air jet crashed near Jakarta. All crew and passengers died. Both airplanes were Boeing 737-8 MAX. Both incidents happened shortly after take off.
Boeing 737 MAX aircraft are now grounded about everywhere except in the United States. That this move follows only now is sad. After the first crash it was already obvious that the plane is not safe to fly.
The Boeing 737 and the Airbus 320 types are single aisle planes with some 150 seats. Both are bread and butter planes sold by the hundreds with a good profit. In 2010 Airbus decided to offer its A-320 with a New Engine Option (NEO) which uses less fuel. To counter the Airbus move Boeing had to follow up. The 737 would also get new engines for a more efficient flight and longer range. The new engines on the 737 MAX are bigger and needed to be placed a bit different than on the older version. That again changed the flight characteristics of the plane by giving it a nose up attitude.
The new flight characteristic of the 737 MAX would have require a retraining of the pilots. But Boeing's marketing people had told their customers all along that the 737 MAX would not require extensive new training. Instead of expensive simulator training for the new type experienced 737 pilots would only have to read some documentation about the changes between the old and the new versions.
To make that viable Boeing's engineers had to use a little trick. They added a 'maneuver characteristics augmentation system' (MCAS) that pitches the nose of the plane down if a sensor detects a too high angle of attack (AoA) that might lead to a stall. That made the flight characteristic of the new 737 version similar to the old one.
But the engineers screwed up.
The 737 MAX has two flight control computers. Each is connected to only one of the two angle of attack sensors. During a flight only one of two computer runs the MCAS control. If it detects a too high angle of attack it trims the horizontal stabilizer down for some 10 seconds. It then waits for 5 seconds and reads the sensor again. If the sensor continues to show a too high angle of attack it again trims the stabilizer to pitch the plane's nose done.
MCSA is independent of the autopilot. It is even active in manual flight. There is a procedure to deactivate it but it takes some time.
One of the angle of attack sensors on the Indonesian flight was faulty. Unfortunately it was the one connected to the computer that ran the MCAS on that flight. Shortly after take off the sensor signaled a too high angle of attack even as the plane was flying in a normal climb. The MCAS engaged and put the planes nose down. The pilots reacted by disabling the autopilot and pulling the control stick back. The MCAS engaged again pitching the plane further down. The pilots again pulled the stick. This happened some 12 times in a row before the plane crashed into the sea.
To implement a security relevant automatism that depends on only one sensor is extremely bad design. To have a flight control automatism engaged even when the pilot flies manually is also a bad choice. But the real criminality was that Boeing hid the feature.
Neither the airlines that bought the planes nor the pilots who flew it were told about MCAS. They did not know that it exists. They were not aware of an automatic system that controlled the stabilizer even when the autopilot was off. They had no idea how it could be deactivated.
Nine days after the Indonesian Lion Air Flight 610 ended in a deadly crash, the Federal Aviation Administration (FAA) issued an Emergency Airworthiness Directive.
The 737 MAX pilots were aghast. The APA pilot union sent a letter to its members:"This is the first description you, as 737 pilots, have seen. It is not in the AA 737 Flight Manual Part 2, nor is there a description in the Boeing FCOM (flight crew operations manual)," says the letter from the pilots' union safety committee. "Awareness is the key with all safety issues."
The Ethiopian Airlines plane that crashed went down in a similar flight profile as the Indonesian plane. It is highly likely that MCAS is the cause of both incidents. While the pilots of the Ethiopian plane were aware of the MCAS system they might have had too little time to turn it off. The flight recorders have been recovered and will tell the full story.
Boeing has sold nearly 5,000 of the 737 MAX. So far some 380 have been delivered. Most of these are now grounded. Some family members of people who died on the Indonesian flight are suing Boeing. Others will follow. But Boeing is not the only one who is at fault.
The FAA certifies all new planes and their documentation. I was for some time marginally involved in Airbus certification issues. It is an extremely detailed process that has to be followed by the letter. Hundreds of people are full time engaged for years to certify a modern jet. Every tiny screw and even the smallest design details of the hardware and software have to be documented and certified.
How or why did the FAA agree to accept the 737 MAX with the badly designed MCAS? How could the FAA allow that MCAS was left out of the documentation? What steps were taken after the Indonesian flight crashed into the sea?
Up to now the FAA was a highly regarded certification agency. Other countries followed its judgment and accepted the certifications the FAA issued. That most of the world now grounded the 737 MAX while it still flies in the States is a sign that this view is changing. The FAA's certifications of Boeing airplanes are now in doubt.
Today Boeing's share price dropped some 7.5%. I doubt that it is enough to reflect the liability issues at hand. Every airline that now had to ground its planes will ask for compensation. More than 330 people died and their families deserve redress. Orders for 737 MAX will be canceled as passengers will avoid that type.
Boeing will fix the MCAS problem by using more sensors or by otherwise changing the procedures. But the bigger issue for the U.S. aircraft industry might be the damage done to the FAA's reputation. If the FAA is internationally seen as a lobbying agency for the U.S. airline industry it will no longer be trusted and the industry will suffer from it. It will have to run future certification processes through a jungle of foreign agencies.
Congress should take up the FAA issue and ask why it failed.
Posted by b on March 12, 2019 at 04:39 PM | Permalink
Comments next page " @ b who wrote
But the engineers screwed up.
I call BS on this pointing of fingers at the wrong folk
Engineers get paid to build things that accountants influence. The West is a world in which the accountants have more sway than engineers.
It is all about the money b and to lead folks in some other direction is not like what I think of you.
The elite that own global private finance and everything else killed those people in the planes because they set the standards that the accountants follow and then force the engineers to operate within
The profit narrative is bad for humanity.
bj , Mar 12, 2019 4:57:15 PM | linkA whistleblower at Boeing would have been nice.bevin , Mar 12, 2019 5:00:23 PM | link
"Congress should take up the FAA issue and ask why it failed."Lochearn , Mar 12, 2019 5:00:42 PM | link
If there had been any chance of that happening, the planes would probably still be flying and dead passengers alive.
This, if you are right and I suspect that you are, is symptomatic of an empire dying of corruption. It is no accident that both the new secretary of defence and the neo-con cult itself were born of Boeing. A fact memorialised in the UK where the Blairites rally in the Henry Jackson society.Last night I wrote on a previous thread:David Park , Mar 12, 2019 5:01:36 PM | link
Over the space of a few months 2 almost new Boeing 737 MAX aircraft have crashed. Rather than going to the expense of designing an entirely new fuselage and normal length landing gear for its larger and much more powerful 737 MAX engines Boeing stuck with the now ancient 737 fuselage design that sits only 17 inches from the ground – necessitating changes to the positioning of the engines on the wing, which together with the vast increase in power, created aerodynamic instability in the design that Boeing tried to correct with software, while not alerting pilots to the changes.
Through the 1980s and early 1990s Boeing executives had largely resisted pressure from Wall Street to cut staff numbers, move plant to non-union states and outsource. The 777 was the last real Boeing, though significant outsourcing did take place – but under the strict control and guidance of Boeing engineers. After the "reverse" takeover of MacDonnell Douglas in 1997 the MDD neoliberal culture swamped Boeing and its HQ was moved from the firm's home near Seattle to Chicago so executives could hobnob with speculators. Wall Street had taken down another giant.
The story I have most interest in, at the moment, is the state of the power blackout in Venezuela and whether this was a cyber attack by the United States. If it was, it is, in my opinion, a weapon of mass destruction and a very major war crime. The story seems to be fading from the news so I'm hoping b. will be able to gather more information about it.Ghost Ship , Mar 12, 2019 5:04:07 PM | link
But I find every story by b, worthwhile!I don't know if this is true by my sister who was an engineer working on military jets said that she'd heard that because of various design requirements, the 737-MAX was inherently unstable but stability was provided by the fly-by-wire system. In military jets, this feature provides greater maneuverability and survivability but has no place on civilian aircraft as the outcome of a system failure would be catastrophic with the pilots being unable to do anything about it. Anyone heard anything similar?james , Mar 12, 2019 5:09:31 PM | linkb - thanks for addressing this.. subservient canada is also flying them still..) canada is going the same way as the usa-faa - into a ditch long term... it is really sad for the people who have died and for the fact that as @1 psychohistorian notes - the decisions are being put in the hands of the wrong people...Barbara Ann , Mar 12, 2019 5:11:56 PM | linkExcellent piece b.karlof1 , Mar 12, 2019 5:13:53 PM | linkGotta agree with psychohistorian @1, that the engineers aren't totally responsible. Deregulation pukes at FAA, bean counters at Boeing and their managers who approved it all are morally culpable. Airline executives aren't immune either, although many will likely plead ignorance.mourning dove , Mar 12, 2019 5:17:18 PM | linkIf the US were a sane country, a Congressional investigation would follow, but it's not, and Congress is going to be more concerned with Boeing's bottom line than in public safety or the integrity of the FAA. That's probably why the planes haven't been grounded in the US. Congress is much more likely to impede investigation and accountability.dave , Mar 12, 2019 5:17:28 PM | linkkarlof1 , Mar 12, 2019 5:19:49 PM | link
the dreamliner is the plane of the future barack hussein obarmie
The Boeing Broken Dreams Al Jazeera Investigations
https://www.youtube.com/watch?v=rvkEpstd9osDavid Park @5--Steven , Mar 12, 2019 5:26:50 PM | link
You'll want to read this !You omit important facts: the pilots know by heart how to quickly cut off electronic control of the stabilizers and fly manually. The pilots on the preceding lion air flight had had the same problem, and immediately solved it. The defective sensor should have been immediately replaced, and would have in the United States. On the next flight, the pilots (the copilot being quite unexperienced) spent 10 minutes not doing what they were trained to do in an emergency where the stabilizers are out of control: disable them.Lochearn , Mar 12, 2019 5:30:48 PM | link
When some flight crews get it right, but others don't, it's not a design flaw but a problem with the flight crews.
I can't agree with your conclusions.Through the history of Boeing senior executives lived in modest middle-class houses. They traveled on Boeing aircraft to get pilot's responses. But when Phil Condit (Wall Street's man) took over he immediately bought private jets and started living the lifestyle. The difference between productive capitalism and financial capitalism.Tom Welsh , Mar 12, 2019 5:34:56 PM | link"How or why did the FAA agree to accept the 737 MAX with the badly designed MCAS?"dave , Mar 12, 2019 5:36:39 PM | link
Because it would be against the state religion to stop, or delay, a huge corporation earning even more money.the broken dreams documentary above spells it out very clearly the documentary is from 2014.Zachary Smith , Mar 12, 2019 5:39:20 PM | link
it even has undercover folks in the boeing factory saying they would not fly on one.
if you fly you should watch that old al jazeera investigation.
the company does not pay tax and
the head of boeing paid himself 100s of millions of dollars
could beTom Welsh , Mar 12, 2019 5:39:22 PM | linkBut the bigger issue for the U.S. aircraft industry might be the damage done to the FAA's reputation.
I'd counter this by asking "what reputation?"
I've known for years how it took take a "smoking hole" for the FAA to get off the can and actually do something about a problem with an airplane or airline. But things evolve, and here we have TWO such smoking holes and the FAA still allows it to fly. I'm not trying to pick on the current FAA leader, for the man is utterly typical of the people who are allowed to gain his position. From his wiki:But the bigger issue for the U.S. aircraft industry might be the damage done to the FAA's reputation.
Elwell joined Airlines for America (A4A) in 2013 where he was the Senior Vice President for Safety, Security, and Operations. Elwell left this role in 2015.(Skipping to the A4A wiki:) Airlines for America
Officially, the A4A has announced five "core elements" of a national airline policy include reducing taxes on the industry, reducing regulation , increased access to foreign markets, making the industry more attractive for investors , and improving the air traffic control system.
I suspect that grounding the 737-MAX would contradict the goal of "making the industry more attractive for investors".
More on the FAA's Tombstone Mentality
About an hour ago I sent out an all-points email suggesting my family members avoid boarding a 737 MAX until the facts are better known and solutions are in place. The FAA may not care about them taking risks, but I sure do.Boeing has a get-out-of-jail-free card.Jen , Mar 12, 2019 5:39:56 PM | link
"Boeing is among the largest global aircraft manufacturers; it is the fifth-largest defense contractor in the world based on 2017 revenue, and is the largest exporter in the United States by dollar value".
https://en.wikipedia.org/wiki/BoeingI agree with Psychohistorian @ 1 in less forthright terms: the engineers did not "screw up". On the contrary they most likely did what they could with the money and the time deadline they were given to carry out what essentially was a patch-up job that would make Boeing look good, save money and maintain its stock in sharemarkets.Lochearn , Mar 12, 2019 5:45:36 PM | link
Probably the entire process, in which the engineers played a small part - and that part in which they had no input into whoever was making the decisions - was a disaster from start to finish. The engineers should have been consulted at an early stage in the re-design of the aircraft's flight and safety features. Only when the appropriate re-design has been tested, changed where necessary and given the thumbs-up by relevant pilots' unions and other organisations with regard to passenger safety can the marketing department go ahead and advise airlines who buy the redesigned planes what training their pilots need.
That the marketing department has more say than the engineers who design and test the hardware and the software in passenger jets tells us a great deal about the Potemkin-style workplace culture that prevails in Boeing and similar large US corporations. The surface sheen is more important than the substance. The marketing brochures and manuals are no different from mainstream news media in the level of BS they spew.
One can think of other organisations where the administration has more power in the corporate decision-making process and eats up more of the corporate budget while the people who do the actual work are increasingly ignored in boardrooms and their share of the budget correspondingly decreases. Hospitals and schools come to mind.@ 19viking3 , Mar 12, 2019 5:55:18 PM | link
Boeing got taken over Wall Street, which means cheapest solution to anything. Engineers are stuck with what they are given. What part of that do you still not understand.A mitigating factor to the flightcrew is the take-off to 10,000ft is the busiest time. There is enough going on without having to deal with runaway stab. This is especially true for new crew to a new aircraft. Rode in many cockpits before 9.11.01 when company employees were allowed and the standing rule was no conversations below 10,000 and keep you eyes open for traffic. I also include my Maintenance brethren in that equation. Spent 30 years as a Avionics Tech. on both military and commercial aircraft so I am not really fond of giving flightcrew a break but I might this time.karlof1 , Mar 12, 2019 5:59:13 PM | linkJen @19--ancientarcher , Mar 12, 2019 5:59:44 PM | link
Dilbert , the comic strip , from today and yesterday nails the marketing angle. And this isn't the first time Scott Adams has targeted marketers.Good point @4 Lochearndh-mtl , Mar 12, 2019 6:00:43 PM | link
Why is Boeing suffering from this design problem and not A320neo is that 737's wings are much lower to the ground than the A320. Unfortunately, more fuel-efficient engines require a larger air inlet, so the newer generation engines are much larger than the previously installed V2500 or CFM56 (anyone can verify that - the older engines are much, much smaller than the newer ones).
When Airbus introduced the Pratt & Whitney GTF on its A320s (calling it the neo - new engine option), it led to an increase (high single digits %) increase in fuel efficiency. Boeing had to respond to that. If they wanted to increase the height of the wings of the 737 from the ground, they would have had to redesign the fuselage which would have cost billions (and which they should have done, in hindsight). Instead, they listened to the investors and the bean counters as you have called them here and they jiggled the position of the wings a bit and introduced the new automatic stabiliser.
The people at Boeing are good or at least the engineers are. Imagine how many times this problem would have been brought up by someone for him/her to be shut down. It's not like they were not aware of the issue, but they were unwilling to let their bottom line suffer. Instead, they were okay with carrying the risk of killing hundreds of people.
That is what boggles my mind!Lochearn | Mar 12, 2019 5:00:42 PM | 4;Jen , Mar 12, 2019 6:02:28 PM | link
Posted by: Ghost Ship | Mar 12, 2019 5:04:07 PM | 6
Agree with both of your comments. It looks like the 55 year old 737 air-frame design, which is very low to the ground when compared to more modern designs, is incompatible with the bigger engines required for fuel efficiency.
Being very low to the ground, Boeing was forced to put the engines out in front, which upset the airplane's balance, making the plane essentially unstable. To counter the instability they added the 'MCAS?' control system.
This solution violates a fundamental tenant of design for safety-critical systems. The tenant of 'fail-safe'. If something goes wrong the system is supposed to fail in a manner that preserves safety. For the 737 Max, when the this stability control system fails, the plane is fundamentally unstable. For this system it is not 'fail-safe'. It is 'fail-crash'.
Why would Boeing do this? Because Bombardier was building a clean sheet design, that would eat the 737's lunch. Boeing (and Airbus) were desperate to do something quick to minimize the 20% fuel burn advantage of the C-series. The more modern Airbus 320 air frame allowed it to re-engine their plane. Boeing's did not. But Boeing went ahead anyway and built an fundamentally unstable airplane, because the alternative was to walk away from their most important market.
To me, this looks like it could be catastrophic for Boeing. It reminds me of G.M.'s 'Corvair' moment (Unsafe at any speed), from the 1960s.Steven @ 13: The Indonesian Lion Air jet still crashed with all onboard dying, even after the pilots did as you said. B's post explains why: the MCAS system has to be deactivated separately as it is still active when autopilot is off and the pilots are flying manually. The Indonesian pilots did not have the time to figure out and realise that something else was controlling the plane's flight, much less deactivate what is effectively a second autopiloting system.james , Mar 12, 2019 6:09:41 PM | linkhow is this for reassuring? press release from boeing today... this info is from someone else, and i haven't verified it..witters , Mar 12, 2019 6:10:37 PM | link
"For the past several months and in the aftermath of Lion Air Flight 610, Boeing has been developing a flight control software enhancement for the 737 MAX, designed to make an already safe aircraft even safer.""Boeing got taken over Wall Street, which means cheapest solution to anything. Engineers are stuck with what they are given. What part of that do you still not understand."james , Mar 12, 2019 6:11:02 PM | link
Why they colluded with and indeed implemented what they knew to be - and now proven to be - a mass killing system. What do you not understand here?very un- assuring.. https://gizmodo.com/boeing-promises-to-release-software-update-for-737-max-1833224836Whozhear , Mar 12, 2019 6:15:58 PM | linkGreat article B.Whozhear , Mar 12, 2019 6:19:12 PM | link
There is much more behind the covering up of this "design flaw" from the start. The concept that, in this day and age, sensors used in the aviation field and close to brand new are defective is a stretch of the imagination. The current effort by Boeing to do a software upgrade, I suspect, is cover for something more damaging.
How easy is it these days to access the MAX's operation and flight control computers? Can it be done via WI-fi or Bluetooth from the airfield? We are well aware that in the newer heavies Seattle can take basic control via satellite.@ 5Steven , Mar 12, 2019 6:24:25 PM | link
You may also find this interesting........ https://colonelcassad.livejournal.com/4837334.html@jen @jamesJonathan , Mar 12, 2019 6:35:04 PM | link
You clowns don't understand what you're telling me I'm "getting wrong." MCAS ISN'T part of the autopilot, and I never said it was.
737 pilots have to be able to do about 10 procedures in their sleep. One is when the electrical control of the horizontal stabilizers doesn't work; Aa few steps but basically pull a breaker and revert to manual control only, no power assist.
The crew on the previous flight did this and flew on with zero problem.
It's outrageous that lionair didn't find out why emergency procedures had had to be used and fix them before they let the airplane fly again.
If airlines do not adhere to Minimal safety standards, it's not Boeing's fault if it's planes crash.@35 Steven,Kadath , Mar 12, 2019 6:41:49 PM | link
Is Boeing paying you to miss this part:"This is the first description you, as 737 pilots, have seen. It is not in the AA 737 Flight Manual Part 2, nor is there a description in the Boeing FCOM (flight crew operations manual)," says the letter from the pilots' union safety committee. "Awareness is the key with all safety issues."Well it's good to know that Canada is still allowing this death trap to fly, I couldn't bare the thought that Boeing might lose more stock value merely because of a defective product that kills! Seriously though, the silence from the Canadian media on this subject is deafening. CBC news didn't even cover the banning of these planes in the rest of the world until an hour ago and even then they seemed more concerned about the impact on Boeing then the you know 300 people killed because of this flawed plane. Eventually (before Friday) I think Canada will be forced to ground it's fleet of 737-8s. With the current corruption scandal, Trudeau is too weak right now to stand up in Question period and claim the 737-8s are safe to fly. Even Trump is getting in on the action and blaming Boeing for the accidents. FAA may end up being the biggest loser from this situations with a huge hit to its' trustworthiness, I remember when the FAA would issue emergency maintenance/inspection orders after any crash suspected to be caused by maintenance issues and ground entire fleets of aircraft if two planes crashed within 2 years. You know, the FAAs behaviour now reminds me of the old Soviet joke, "our planes never crash, their just indefinitely delayed"Meshpal , Mar 12, 2019 6:46:17 PM | linkThese people did not die they were murdered. Long ago, I had worked with Boeing on a computer project and I had the highest respect for the company and engineers. Facts and reality were paramount for Boeing. Things started a slow downhill slope when that TWA flight that was accidentally shot down by a missile. I noticed how uncomfortable the engineers were to talk about it – just a short comment that the fuel tank was not the cause. When politics and management go away from reality and facts, it is just a matter of time. But for the life of me I do not understand how Boeing can come to this:JohnT , Mar 12, 2019 6:51:38 PM | link
Fault 1: As B says, it should never have been designed like this.
Fault 2: Don't tell the pilots about MCSA.
Fault 3: Real time flight tracking altitude data show wild swings – red light ignored. No need to wait for a plane to crash.
Fault 4: Lion Air Flight 610 crash showed that this MCSA system is at fault and nothing much was done. The murder of 189 people.
Fault 5: Ethiopian Airlines Flight 409 murdering an additional 157 people.
Fault 6: FAA says everything is ok.
Especially the Ethiopian Flight 409 crash should never have happened. This issue became well known to engineers and flight crews world wide after Lion Air. A good question is: was the disable MCSA switch now a memory item or a check list item for the flight crew? Or did Boeing want to wait for the final report of Lion Air?
I noticed that the Ethiopian pilot was not western, but looks like from Indian decent. I would not doubt his abilities, but rather say that he would follow the rules more than a western pilot. Western pilots would network and study this thing on their own and would not wait for Boeing. They would have penciled this into their flight deck routine - just to be safe.David Park #5Alpi57 , Mar 12, 2019 6:54:45 PM | link
I read this yesterday regarding the Venezuela power outages. Possible Stuxnet infestation ala Iran 2010?
https://www.strategic-culture.org/news/2019/03/11/trump-regime-electricity-war-in-venezuela-more-serious-than-first-believed.htmlOne can always find a benefit in the sanctions, albeit coincidental. Iran avoided a lot of damage from Boeing. They had ordered 140 of 737's. All got canceled. Congratulations.ancientarcher , Mar 12, 2019 6:59:53 PM | link@40 Alpi57Likklemore , Mar 12, 2019 7:07:19 PM | link
Iran always has the option of buying the Irkut MC-21 which in my opinion is the best narrowbody plane that anyone can buy now. Fully redesigned body with significantly higher composite percentage and comes with the best engine in the world for narrowbodies - the P&W GTF. And Russia will be happy.
What's not to likeBefore you guys and gals bash b, hop over to Zerohedge citing Dallas Morning News revealing FAA database Pilots on Boeing 737Max complained for months...Manual inadequate ...criminally insufficient .just for starters.karlof1 , Mar 12, 2019 7:10:30 PM | linkjames @32--Hoarsewhisperer , Mar 12, 2019 7:28:54 PM | link
That Canada didn't is crazy :
"In a remarkable rebuke, nations from the U.K. to Australia have rejected public reassurances from the FAA and grounded Boeing's 737 Max."I was a big fan of the 6-part BBC doco series Black Box from the 1990s. The main conclusion drawn was that the industry is way too fond of blaming as many mishaps as possible on Pilot Error, and way too slow to react to telltale signs that a particular aircraft model might have a fatal flaw. There was a tendency to ignore FAA edicts for inspection of a suspected design weakness. Two cases that come to mind were incorrectly locked DC 9 cargo doors ripping off with a big chunk of the plane plus half a dozen occupied seats, and a tendency of 727s to nose-dive into the "surface" at Mach 0.99.World 3 - USA 0 , Mar 12, 2019 7:31:57 PM | link
I'll be very surprised if any part of b's analysis, conclusions and predictions turns out to incorrect.Lights in Venezuela on. US Boeing stocks down. More evidence for the Lockheed f-16 downing. Reports it was a dogfight between an old MiG-21 (with modernised radar and missiles) that brought the modern US Lockheed f-16 down and maybe not from a launch of MiGs modern bvr missile.Zachary Smith , Mar 12, 2019 7:33:32 PM | link
Things are looking up.@ ancientarcher @41psychohistorian , Mar 12, 2019 7:40:55 PM | link
The problem with a "new" airplane is the Western Content. Over a certain percentage, the US basically controls the situation. Another issue is servicing the things. If an airplane is sitting in Podunk Airport with a broken widget, the airline wants it fixed right now! Some planes like the 737 have been around for decades and there are probably parts for it - even at Podunk. A new plane will probably be grounded until a new part is transported in - a process which will take many hours even in the best of circumstances. Advantage to the 737 and other 'legacy' airplanes.
Just saw an interesting headline at Reuters - I'd suppose it is some friendly advice from Wall Street disguised as "news".
Breakingviews - Boeing needs to think faster than its watchdog
Change "watchdog" to "lapdog" and that would be about right. It seems to me a sensible proposal, for if Boeing must take a beating out of this, the company ought to at least adopt a pose of "really caring" and "doing the right thing". Try for the brownie points.@ Zachary Smith who wroteaspnaz , Mar 12, 2019 7:54:05 PM | link
It seems to me a sensible proposal, for if Boeing must take a beating out of this, the company ought to at least adopt a pose of "really caring" and "doing the right thing".
China is coming to teach the West morals which are currently ranked below profit and ongoing private control of global finance@35 StevenEV , Mar 12, 2019 8:07:08 PM | link
The Ethiopian airlines flight was an international flight, so the pilots will have been certified to international standards. I don't know the details of international standards for type training, but you are basically saying that the fault is not with Boeing, it is with the type training of international pilot crews. Can you elaborate and does this mean that we are equally in danger regardless of the aircraft model and that it is just coincidence that both these crew failures were on 737 Max models?The evidences and recognizably legitimate information (there is always a lot of through-the-hat blather-yap from internet-"engineers") suggests thrust angle, not structure or CG destabilization. "larger" engines are not necessarily significantly heavier, but, today, and if more efficient, will be larger diameter for more fan, for more thrust (which in jet and fan engines is more power). Larger diameter nacelles will require modification of placement, higher, lower, larger weight will require modification of placement, forward, backward. Clearance restrictions may require modification of engine thrust-line angle, relative to fuselage, and fuselage-fit control surface lines (which include flight surfaces). Thrust changes with thrust changes, which means thrust-angle change will change thrust-effect at differing thrust amounts: Take-off and climb thrusts are near maximums, wherefore angular component will be near max then (cruise maximums are less, or less effective, or radical, for altitude air thinning).Jen , Mar 12, 2019 8:19:36 PM | link
What this means is that if larger engines on a 737 MAX, for larger bulk are slightly angled for clearance,the angling may have little effect except in specific instances and attitudes, such as take-off and climb. It sounds as if Boeing angled thrust slightly for engine fitting, and assumed a computer control fix could handle the off-line thrust component effect during the short duration times it was sufficient to effect flight characteristics, which, if the thrust-angling was up, would add a nose-up tail-down thrust rotation component, greater at greater power. to compensate which the software would add nose-down control surface counteraction, as incident described.
What it sounds like the pilot in the first, non-crash, case most likely did, that saved the aircraft, was not 'disable' an automatic system he had no information about, for it being not intended for disablement, but was reduce power, reducing the off-line thrust effect, so the auto system backed off. In the other incidents, especially if the airports were get-em-high-fast airports (to 'leave' the noise at the airport) the pilots would incline to not reduce power, and would be more likely to get into a war with the too automated auto-system, the way Tesla drivers can do with their over-automated systems.
All auto-control "AI" systems need human-override options built in, so that human-robot stand-offs to impact cannot occur. The real culprits in stand-off accident situations are the techie-guppies who think robotic control can always do everything better, and fail to think of the situation where the "right" response is wrong.Steven @ 35:fast freddy , Mar 12, 2019 8:26:15 PM | link
Lion Air's engineers had previously identified and tried to fix issues with the jet that crashed in October 2018.
The day before the jet took off from Jakarta airport and crashed, killing all 189 onboard, one of its Angle of Attack sensors had been replaced by engineers in Denpasar. Unfortunately the source I checked (see link below) doesn't say if this replacement AoA sensor was the one linked to the computer running the MCAS on the flight.
https://aviation-safety.net/database/record.php?id=20181029-0Bean Counters:psychohistorian , Mar 12, 2019 8:40:43 PM | link
Delta once initiated a fuel saving measure whereby aircraft were insufficiently topped off with fuel to prevent pilots from wasting fuel. Once this information began to leak, the measure was ended.@ fast freddy with the Bean Counters examplePnyx , Mar 12, 2019 8:41:19 PM | link
Thanks for Bean Counters! I so much wanted to use Bean Counters in my rant but thought I should stick to their standard appellation....
Bean Counters need to be taken seriously because they are not going to go away in any form of social organization and represent where the rubber meets the road when it comes to social decision making/risk management
Bean Counters (along with their bosses) need to be required to place morals as a higher value than profit and forced to operate with maximum public transparency and input; then, all will be good.Thank you for the accurate information. The basic problem seems to be that the low-consumption engines protrude too far. A well-designed, reliable aircraft becomes a faulty design. To try to solve this using software is a precarious approach. The FAA should have rejected this in principle. But because to design an aircraft completely from scratch naturally takes longer and would have given the competitor Airbus time to take over the to much market share, this 'solution' was accepted. This type of corruption will cost the u.s. a lot.Kiza , Mar 12, 2019 8:49:51 PM | link
But first let's wait for Tronald's tweet, which will certainly be aired by tomorrow at the latest, in which he states that the 737 Max is a great, great aircraft - if not the best ever...There is no doubt that both Boeing and FAA are to blame, but we pay the Government to ensure safety. Businesses have always chased profit, some more ruthlessly than others. But when the real corruption sets in then the Government regulator works for the businesses at the expense of the public . Regarding FAA reputation, there was a time when US was the leader in aviation, military as well as commercial. This means that the best experts were in US and thus FAA had the best and the most knowledgeable people. It is similar with FDA, all countries in the World used to follow the touchstone drug approvals by FDA. Now the "Federal" in any US acronym has become a synonym for "Corruption" (FBI anyone?).
The expertise does not matter any more, only greasing of the hands does. In the old times, anyone from FAA whose signature was on this planes approval to fly would get a life sentence in jail. But 330 people dead is less than a days worth of US global victims - business as usual for US. It is just that these victims are getting much more publicity than the silent victims. We will be lucky if anyone influential from FAA even resigns let alone goes to jail. There will be many more dead before the World understands this new reality.
Would you fly on any Boeing plane designed or delivered after the company was taken over by the Wall Street wizards in the 90s?
Peter AU 1 , Mar 12, 2019 8:53:28 PM | linkRe the engineers - they agreed to build an out of balance aircraft (thrust vs weight and drag) and to try and rectify this with software. What we will do for money. Both the bean counters and engineers are at fault, perhaps the beancounters and shiney butts more so as they did not inform buyers and pilots of the faults.Hoarsewhisperer , Mar 12, 2019 8:56:22 PM | linkPosted by: fast freddy | Mar 12, 2019 8:26:15 PM | 52Clueless Joe , Mar 12, 2019 8:58:46 PM | link
QANTAS once decreed that pilots rely on brakes and treat reverse thrust as emergency-only procedure, until a 747 skidded off the end of a runway with the nose-wheel inside the cabin and bruised engines = lots of down-time + very large repair bill.Fast Freddy:bevin , Mar 12, 2019 9:19:41 PM | link
Not just Delta; Ryanair did the same, at least until there was a major storm in Spain (Valencia, I think) and all flights had to be rerouted to other airports. That was fine, with dozens of planes flying around waiting for a window to land, until the handful of Ryanair planes that had been rerouted to Madrid and other places called for emergency landings, because they didn't have enough fuel to fly for even 30 minutes longer than planned flights.
I'm still amazed that the EU regulators and EU fucking commission didn't downright dismantle such a bloody greedy and downright criminal company. That they basically did nothing is proof enough, imho, of the insane level of capitalism-worship and of corruption going on in Brussels (of course it's even worse in Washington DC, but that's basically a given).the toronto star is carrying this storyPft , Mar 12, 2019 9:51:59 PM | link
"Ottawa exempts Boeing 737 Max jets from standards meant to minimize passenger injuries"
"Air Canada and WestJet are flying the Boeing 737 Max aircraft exempt from regulatory standards meant to limit passenger injuries in the event of an accident, the Star has learned."
What does it mean?B is right. This is a criminal act of deception and fraud thats cost hundreds their lives. Boeing executives responsible should be prosecuted and then jailed.El Cid , Mar 12, 2019 9:57:08 PM | link
Instead the safety agency regulating them will cover it up, backed by the criminal congress.
We see similar crimes against humanity being committed in many other areas. FDA, CDC, EPA, FCC , USDA, etc covering up for Big Agra, Big Pharma, Big Telecom with dangerous products like vaccines, glyphosate,4G/5G, GMO foods, gene edited livestock, etc. Safety standards are lax and inadequate, safety testing is minimal and in some cases fraudulent or completely lacking. Defects and adverse effects are covered up. A revolving door between these agencies and the industry they cover presents significant conflict of interest. These industries finance congressional members campaigns. Public safety is sacrificed for the greater good (profits and personal gain). Whistleblowers are muzzled, attacked or ridiculed as the MSM are their lap dogs.
That said, the airline industry has had a remarkable safety record over the last 30 years if you can overlook their failure to have adequate locks on cockpit doors in 2001. However, the lack of competition and increasing corruption and continuing moral decay we see in society , government and industry has obviously taken its toll on the industry. This is inexcusable. Heads should roll (dont hold your breath).Congress flies on these aircraft to and fro from Washington to their districts. It is to their interests to have these Boeing 737 permanently grounded.ben , Mar 12, 2019 10:13:18 PM | linkpsycho @1 said;"The West is a world in which the accountants have more sway than engineers."Kadath , Mar 12, 2019 10:23:36 PM | link
Case closed, and anyone who thinks senior execs should be prosecuted and jailed are right.
BUT, never would happen in today's pro-corporate U$A mentality..
Profits uber alles!!Re: 59 Bevin, "Ottawa exempts Boeing 737 Max jets from standards meant to minimize passenger injuries"paul , Mar 12, 2019 10:28:00 PM | link
- what this means is that Washington called Ottawa and ordered little Justin that he had to allow the 737 8's to fly and Justin said yes sir! However, someone at the Transportation Safety Board of Canada, told Justin that the threat these plane pose to travellers was so obvious that they couldn't just ignore it and that they would instead have to issue a waiver to show that they have done due diligence - apparently this person or someone else within the department then called the Star in order to leak the information and embarrass Justin into reversing his decision. I imagine tomorrow at 4:00pm during the question hour, Justin will get raked through the coals over his - Justin's whole defense of his actions during the Lavin scandal has been "I needed to protect Canadian jobs", I imagine the NDP or Conservatives will then retort something along the lines of "you'll break the law to protect Jobs, why won't you obey the law to protect Canadian lives!", I should point out that 8 Canadians were killed in the most recent crash in EthiopiaSteven @ 35: watch thisacementhead , Mar 12, 2019 10:39:09 PM | link
from 2014: 32min in john woods aerospace engineer whistle blower https://www.youtube.com/watch?v=rvkEpstd9osSteven is correct. Totally correct. I suspect that he is an airline pilot, as am I. Everybody else is wrong at least in part and most between 50% and 100%(The description of the cause of the QANTAS hull loss).Bob , Mar 12, 2019 10:47:40 PM | link
Pilots MUST know all about aircraft systems operation. It is crazy for Boeing to have functions not in the AFM.
The system in question is not operative with autopilot engaged. In manual flight if at any time one gets an uncommanded stab trim movement one should immediately disable electrical trim(One switch, half a second, no "procedure" required. In manual flight if the trim wheel moves and you hadn't touched the trim switches you have uncommanded trim. Immediately disable electrical trim.
There is procedure for reestablishment of electrical trim, that does take time. The defeat of the runaway trim does not take time. B737 has provision for manual trim(but it's very slow.Also a very interesting read about the JT610 Flight https://www.satcom.guru/2018/11/first-look-at-jt610-flight-data.htmlVietnamVet , Mar 12, 2019 10:47:49 PM | linkI grew up reading Boeing's weekly employee newspaper. Times have changed too much since then. Moving the headquarters from Seattle to Chicago and a second 787 assembly line in South Carolina to bust their unions are proof that Boeing is a multinational corporation superior to national governments. The company is the Empire's armorer for profit. It is criminal to design an unstable passenger airplane that must be controlled by fly by wire sensors and computers to stay in the air. The problem is the aircraft industry duopoly and deregulation. Airbus has lost at least three aircraft to problems with the pilot computer interface. I was shocked when NBC put this first last night. I though it would be silenced. I blame Trump Derangement Syndrome. His trade wars and dissing have ticked off the world. When China grounded the 737 Max 8 everybody followed to show what they really think about the North American Empire. This could be devastating to the last manufacturing industry left in the USA.Deal , Mar 12, 2019 10:58:29 PM | linkBoeing in my view took a cynical decision. That is, there would only be a few crashes within a set period. Thus the insurance companies would pick up the tab for their profits. However the loss of two planes so close together could destroy the company. The aforesaid insurance companies will not pay a single dime if they can stick corporate murder charges onto Boeing.Kalen , Mar 13, 2019 12:25:40 AM | link
This smells of the Ford Pinto scandal where Ford knew that there was a problem with the fuel system if the car was rear-ended ( the vehicle burst into flames ) but it was cheaper to pay the compensation than fix the problem.B is missing the point that fitting new engines caused airplane to take off close to stalling horizontal speeds and angles at very low altitude and more steeply ascending to flight altitude and that has left little time for pilots to react. That is very dangerous as much weaker tail wind may confuse pilots and sensors. To remedy that without recertification AI software was installed to react faster and overriding actions of pilot who was assumed not be aware of situation at the moment he had to immediately react at the latest.Pft , Mar 13, 2019 1:01:16 AM | link
Lack of sensor redundancy is also criminal as determination of sensor malfunction is critical for pilot. That is AI application correcting "human" physical mental deficiencies and that is deadly trap.
If it goes to court, interesting case will be, whose error was that as MCAS system acted correctly against pilot based on faulty sensor causing pilot to make mistake recovering from correct but suicidal software actions.
People must be warned of cultish trust in technology and AI which is ultimate guilty party together with greed that killed those people.Frances@70Grieved , Mar 13, 2019 1:02:08 AM | link
There are unlimited dollars for any intervention they choose, publicly allocated or not. There is a reason 21 trillion in pentagon spending is unaccounted for. This does not count dark money from illicit means used to fund covert operations.
The fact its public just means Trump wants congress to sanction it, which they will. Seized Venezuela assets will serve as collateral for future reimbursement.@65 acementhead - "It is crazy for Boeing to have functions not in the AFM"snake , Mar 13, 2019 1:07:41 AM | link
No, it's criminal. And while all the technical discussion around how to fly a plane is truly interesting, what's really at issue here is corporate and institutional betrayal of trust.
The corporate aspect is Boeing, obviously. The institutional aspect is FAA, which used to lead the world in trust when it came to life and death matters.
But now, in what Bloomberg, even while trying to support FAA, has no choice but to report as a "stunning rebuff" to FAA's integrity, countries around the world are grounding this flawed plane. Germany, among others, has closed its airspace to the 737.
This situation has only a little to do with how to fly a plane. It has vastly more to do with the face of capitalism we see leering at us as our families live their last few moments, on the way to the ground. It has to do with how the corporate spin departments will attempt to cover up and evade responsibility for these crimes.
And it has to do with how the global consumer market will start to book its flights based not on price or time or seat location but on make of plane.
And despite your claim that "Everybody else is wrong at least in part..." , I doubt very much that most of the commenters here are wrong in their appreciation of the situation.@68 No DealV , Mar 13, 2019 1:43:43 AM | link
I don't think Boeing made a decision, they had little choice (stockholders were first, the jobs were essential to the politicians, and market share would become competitive if Boeing dropped out), it was the pressure of the system that charted their course.
Capitalism is about competition in a just, fairly well managed government regulated environment. In order for capitalism not to over step the bounds of competitive capitalism; government must remain present, to prevent foul play and to deny all hints of monopoly power...
Capitalism without an honest government becomes organized crime or, worse, it degenerates to allow private enterprise and special interest to dictate how the rule making and military arms of government should be used, against domestic and foreign competition. . Economic Zionism is what I call this last degenerative stage.
Defensively EZ teaches the winner to completely and totally destroy the infrastructure, the resources and the people (including competitive personnel with the brains to develop competition) of those who refuse to conform or those who insist on competing; offensively , EZ teaches the winner to take all and to take-over, own and keep the goodies taken from those destroyed, and in the matter of profit making and wealth keeping EZ teaches only winners are allowed to produce-and -profit everyone else is to be made to feed the monopoly that eliminated competition produced. The residual of eliminated, decimated competitive opposition = monopoly power
It is the king of the mountain monopoly that produces the wealth and power and feeds the corruption that makes the rich richer.
I think this case makes clear, privatization of government responsibility nearly always turns sour . The Government should take over and keep the operation of all of the Airlines strictly in government hands (privatization is proven to be problematic). When I grew up all of the airlines were so tightly regulated they were part of the government; the airlines were investors and operators following government rules and regulations. pricing was based on point to point fixed in price and terms (and the same for all airlines) and that was a time when aircraft design was not so accurate, meals were served and jets were nearly not existent but still there were very few accidents. Same for the Trucking Industry and the railroad.. Why should roads be government obligations, but rail, trucks and planes be privately owned?
I am not a communist or a socialist, I just know that private influence will always find a way to wrongly influence public sector employees when private interest wants something from government.VietnamVet | Mar 12, 2019 10:47:49 PM | 67Circe , Mar 13, 2019 2:17:54 AM | link
For a number issues/reasons, I quit flying in 2007, vowing never to set foot in an aircraft again. Trains or ships, okay. So far so good; the 737 Max just firms my rsolve...The aircraft did not undergo piece by piece certification or type certification . It underwent supplemental type certification that shortens the investigative process.Hoarsewhisperer , Mar 13, 2019 2:21:34 AM | link
max 8 Certification
This is a potential disaster for Boeing. The stock is falling and it'll go into free fall if decision is made to ground this aircraft. FAA will also face a legal tsunami. If this is the reason they didn't ground the planes yet; it's going to look really damning when the find themselves in court later.This is shaping up to be unnecessarily messy for the industry. Yesterday's Oz edition of PBS Newshour went over most of the topics touched on in b's posting but stopped short of finger-pointing although it insinuated that Boeing had blundered. Today's edition posed a question I was going to pose here...james , Mar 13, 2019 2:39:06 AM | link
"Should anyone be flying 737MAXes before the black box data has been evaluated?"
The answer, delivered by a female ex-Inspector General (of precisely what I didn't hear) is "No. Absolutely not!"@35 steven... i will take that as a compliment, referring to me as a clown.. i have high regard for clowns, although i don't think there is anything funny about the topic at hand.. innocent people dying and it being based on a corporation that might be negligent in it's responsibility to it's passengers, is something we will have to wait and find out about.. i am definitely not thinking it is pilot error here, as you suggest.. i saw what the canadian airpilot association said - essentially they don't believe Canada should be flying them either, as i read it..acementhead , Mar 13, 2019 2:48:25 AM | link
@43 karlof1.. as i pointed out in the link @7 - the fact canada allows them to continue to be flown makes no sense to me..poor judgment call is what it looks like to me.. the canuck gov't and etc are living in the shadows of what b has described about the FAA.. a lot of credibility is on the line here as i see it..
i apologize for not reading all the comments, as i was out most of the day and just got back..Peter AU 1 , Mar 13, 2019 3:16:03 AM | link
"...fitting new engines caused airplane to take off close to stalling horizontal speeds and angles at very low altitude and more steeply ascending to flight altitude and that has left little time for pilots to react. That is very dangerous as much weaker tail wind may confuse pilots and sensors. ..."
This is absolute garbage. Nothing but a "word salad" it has nothing to do with reality.
The Ethiopian crash is due to a useless pilot. A different crew, on the same plane, the day before had the same problem. They handled it correctly, which is EASY, and completed the day's flying without problem. Third world airlines have HUGE numbers of absolutely incompetent pilots.
Anyone interested in the operational aspects of this should go to an aviation site. PPRUNE has some good discussion of this event. There are a few idiots posting but very few. Most people there are very knowledgeable. I had a look at Airliners.net mostly rubbish.Kalen 69psychohistorian , Mar 13, 2019 3:24:41 AM | link
Installing the new engines changed the angle of thrust. In a balanced aircraft, engine thrust is pushing centrally on wight and drag.
If the thrust is below center of weight, it will nose up while accelerating. If thrust is below center of drag, the aircraft will be trying to nose up while cruising.
The original aircraft was most likely balanced, with thrust centered to weight and drag. Mounting new engines lower means the aircraft will tend to nose up when accelerating, and nose up during cruise. Relying on sensors and software to keep an unstable aircraft stable is not a good thing. To not notify pilots of this problem is worse than not a good thing.@ acementhead with insistence that the pilot was at error.Kiza , Mar 13, 2019 3:45:44 AM | link
Without the black box data you are sticking your **ck out a long way. I find it interesting that in both your comments you are insistent that the pilot was the problem. You wrote in your first comment
Pilots MUST know all about aircraft systems operation. It is crazy for Boeing to have functions not in the AFM.
The 2nd sentence is your only criticism of Boeing but then you spend the rest of the comment describing what the pilot should have done.....before black box data says what happened.When a relative asked me recently why did the new Ethiopian plane crash, I generated a sound-bite like explanation. Before, the civilian airliners were falling out of the sky because of an immature technology, that is because of the learning curve. Now that the technology involved is fully mature the airliners are falling out of the sky for profit taking.Kiza , Mar 13, 2019 4:01:48 AM | link
The scariest thing is that 737MAX model was a botched Boeing reaction to the market change towards budget flight. If the plane manufacturer and the approval authority were prepared to cut corners so badly to remain "market competitive", one can only imagine the compromises that budget airlines are making to sell cheap whilst increasing profits. Some airlines must be treating planes worst than buses are treated by the bus companies.
US citizens entrust their wallets to the private bank, The Federal=Corrupt Reserve, which prints money and gives it to the most exceptional among the exceptional (did you think that there was no hierarchy within the exceptionality?). We entrust our heads to the Federal=Corrupt Aviation Administration whose bureaucrats work for the porky revolving door consulting jobs that come after a stint in the Corrupt.@Peter AU 1b , Mar 13, 2019 4:01:57 AM | link
As Aussies would say: using software to solve a hardware problem is like putting lipstick on a pig. More than 300 people dead are a terrible testament to this wisdom.
Yet, it is fascinating that you are blaming the engineers and some others are asking in the comments for whistleblowers in Boeing and FAA.
Well, if I were an engineer at Boeing I would probably have resigned if asked to do this design monstrosity of putting unfitting engines on a differently designed plane - creating a Lego airplane, but I never had a home mortgage over my head. Regarding whistleblowing, we all know how suicidal it is, why do supposedly intelligent people expect other to be so dumb to commit one? Before you expect others to self-sacrifice ask yourself if you would do so in their shoes.It seems that the U.S. now wants to manipulate the investigation of the Ethiopian Airlines crash. WSJ U.S., Ethiopia Maneuver Over Crashed Plane's Black Boxes Washington wants NTSB to download data from recorders, while African nation's officials prefer U.K. experts.Peter AU 1 , Mar 13, 2019 4:15:37 AM | linkU.S. air-safety investigators on Tuesday engaged in intense behind-the-scenes discussions with their Ethiopian counterparts regarding where the black-box recorders found amid the wreckage of Ethiopian Airlines Flight 302 will be downloaded, according to people familiar with the matter.Kiza 85 "Before you expect others to self-sacrifice ask yourself if you would do so in their shoes."Kalen , Mar 13, 2019 4:16:24 AM | link
"Self sacrifice" ... Most of my life I have been self employed, but for a few years when I was young and then as I got older and ill health slowed me down, I have worked for others.
If told to do a job that I believed was destined to fail, I would pull out. What you call self sacrifice simply comes down to money, and as I put in an earlier comment "what we do for money" Engineers that put this schumozzel together were simply putting in the hours to received their pay check at the end of the week with no thought as to the people hurt or killed when this bodge job failed. The fault is equally with engineers who sell their souls for money and the bean counters who did not inform purchasers or pilots.@aceme..Peter AU 1 , Mar 13, 2019 4:27:42 AM | link
What you wrote is asinine garbage, my friend. Everybody except for bribed FAA dumped B737 Max 8 until notice. It is simply too dangerous to fly.
It is you who are trolling for Boeing, the problem was discovered five months ago never fixed, blamed pilots despite previous complaints. Now FAA admitted that fact by demanding software fix in April or they will ground the fleet. PILOT ERROR????? Of course not and they know it.
Not only worldwide airlines dumped this model so far but also they closed the airspace for them in EU, China, HK etc.,because the plane is dangerous and may require recertification of plane and pilots since Boeing lied about it and its flight parameters,p the trust was broken, they were cheating with deadly consequences was revealed. Expect hundreds of lawsuits, as American were also onboard.
Interestingly that anti-stalling software cannot be disabled on the ground only in flight in manual mode only after it was engaged exactly for reasons I mentioned about near-stalling dangerous flight parameters.b 86Kiza , Mar 13, 2019 6:14:40 AM | link
US Boeing are very much competing with France airbus and also the coming Chinese Russian airliner. The US is very much batting for the home team (as the mad monk told the Australian Broadcasting Commission to do so).Is it really so hard to connect the secrecy about MCAS and why it was needed in the first place? The lawyers will have a ball of the decade with this: the defendant created a secret software solution to turn a Lego airplane into a real airplane, made the software dependent on a single sensor, and made it difficult to switch the software off.
The networked Western pilots learned how to compensate for the faulty design, but non-networked foreign pilots never got in on the flying tricks needed for this new plane because it was never been in their training. Also, the critical sensor may not be available on an airport in Ethiopia or Indonesia or .....
I cannot believe that Boeing shares dropped only 7.5%, this is a statement of how untouchable Boeing is and how protected it will be by the Corrupt.
Mar 13, 2019 | www.unz.com
Virologists are working around the clock to map the genome of this scurrilous scourge, about which very little is known, other than that it has a sudden onset, and attacks the language center of the brain, causing the sufferer to express opinions about "Zionism," "globalism," "the Israel lobby," "banks," and other code words for "Jews." Patients appear to be unaware that they are spouting these anti-Semitic code words until they are told they are by the corporate media, or their colleagues, or some random account on Twitter, at which point their symptoms alter dramatically, and they suffer a series of petit mal seizures, causing them to repeatedly apologize for unintentionally advocating the extermination of the entire Jewish people and the establishment of a worldwide Nazi Reich.
At the moment, Britain is taking the brunt of it. Despite the best efforts of the ruling classes and the media to contain its spread, several new cases of anti-Semitism have been reported throughout the Kingdom, or at least among the Labour Party, which, at this point, has been so thoroughly infected that it resembles a neo-Nazi death cult .
Jeremy Corbyn, who contracted the virus more or less the moment he assumed the leadership, is now exhibiting symptoms of late-stage disease. Reliable sources close to the party, reached for comment at a brunch in Qatar with Tony Blair and a bunch of Saudis, report that Corbyn is running around Momentum HQ in full Nazi regalia, alternately heiling Hitler and looking for journalists to apologize to.
Another Labour MP, Chris Williamson, had to be summarily quarantined after publicly apologizing for not apologizing for inciting a gathering of Labour members to stop apologizing for refusing to apologize for being disgusting anti-Semites or something basically along those lines. Owen Jones is fiercely denying denying that the party is a hive of Nazis, and that he ever denied that denying the fact that there is zero actual evidence of that fact is essential to preserving what is left of the party, once it has been cured of anti-Semitism, or disbanded and reconstituted from scratch.
Emergency measures are now in effect. A full-scale Labour Party lockdown is imminent. Anyone not already infected is being advised to flee the party, denounce anyone who hasn't done so as "a Hitler-loving Corbyn-sympathizer," and prophylactically apologize for any critical statements they might have made about Israel, or "elites," or "global capitalism," or "bankers," or anything else that anyone can construe as anti-Semitism ( preferably in the pages of The Guardian ).
Nor has the Continent been spared! What at first appeared to be a series of spontaneous protests against Emmanuel Macron, economic austerity, and global capitalism by the so-called "Yellow Vests" in France has now been officially diagnosed as a nationwide anti-Semitism outbreak. In a heroic attempt to contain the outbreak, Macron has dispatched his security forces to shoot the eyes out of unarmed women , pepper spray paraplegics in wheelchairs , and just generally beat bloody hell out of everyone . Strangely, none of these tactics have worked, so France has decided to join the USA, the UK, Germany, and the rest of the empire in defining anti-Zionism as form of anti-Semitism , such that anyone implying that Israel is in any way inherently racist, or a quasi-fascist Apartheid state, or making jokes about "elites" or "bankers," can be detained and prosecuted for committing a "hate-crime."
Meanwhile, in the United States (where Donald Trump, "U.S. patient zero," had already single-handedly infected the vast majority of the American populace, and transformed the nation into an unrecognizable, genocidal Nazi Reich), the anti-Semitism virus has now spread to Congress, where Representative Ilhan Omar (reputed to be a hardcore member of the infamous " Axis of Anti-Semitism ") has apparently totally lost her mind and started talking about the Israel lobby, and the billions of dollars the U.S. government provides to Israel on an annual basis, and other Israel-related subjects one simply does not talk about (unless one writes for The New York Times and isn't a hijab-wearing Muslim, in which case it's completely fine to characterize support for Israel as being " bought and paid for by the Israel lobby ").
OK, I know, you're probably questioning the fact that this anti-Semitism pandemic just sprang up out of the ether one day, more or less in perfect synch with the Russian plot to destroy democracy that Vladimir Putin set in motion the moment the Global War on Terror seemed to be running out of steam. If you are, you need to close this essay, pull up either MSNBC or The Guardian website on your phone, and inoculate yourself against such thoughts. That conspiratorial type of thinking is one of the early warning signs that you have been infected with anti-Semitism! Unless you act now to protect yourself, before you know it, you'll be raving about "the ruling classes," "globalist elites," "austerity," "neoliberalism," "the Israel lobby," or even "Palestinians."
... ... ...
C. J. Hopkins is an award-winning American playwright, novelist and political satirist based in Berlin. His plays are published by Bloomsbury Publishing (UK) and Broadway Play Publishing (USA). His debut novel, ZONE 23 , is published by Snoggsworthy, Swaine & Cormorant Paperbacks. He can be reached at cjhopkins.com or consentfactory.org .
Edward Huguenin , says: March 11, 2019 at 3:08 pm GMT"Anti-semite" has lost its sting, because every justified criticism of the fully nuclear armed, viciously apartheid, theocratic Zionist Israeli government is declared to be anti-semitism. The word is so overused and misapplied as to be useless. Indeed, to be declared "anti-semite" by the Israel Lobby is to be declared a person of high moral conscience.August , says: March 11, 2019 at 3:53 pm GMT
Long live BDS!Anti-Semitism is a myth, anti-non-semitism is real.kikz , says: March 11, 2019 at 4:03 pm GMT"Another Labour MP, Chris Williamson, had to be summarily quarantined after publicly apologizing for not apologizing for inciting a gathering of Labour members to stop apologizing for refusing to apologize for being disgusting anti-Semites or something basically along those lines. Owen Jones is fiercely denying denying that the party is a hive of Nazis, and that he ever denied that denying the fact that there is zero actual evidence of that fact is essential to preserving what is left of the party, once it has been cured of anti-Semitism, or disbanded and reconstituted from scratch."
brilliant!!!!!!!!!!!!!!!!!!!!!!! y, it's much the same here across the pond.
Mar 13, 2019 | www.unz.com
RobinG , says: March 12, 2019 at 8:11 pm GMT@ChuckOrloski Chelsea Manning is imprisoned (from the article you cited) "for refusing to testify in front of a secretive Grand Jury." The regime is after Julian Assange, so they're trying to squeeze Manning. Not happening!
BTW, Tulsi Gabbard on WikiLeaks' Julian Assange
Mar 13, 2019 | www.unz.com
ChuckOrloski says:March 12, 2019 at 5:25 pm GMT • 200 Words @AnonFromTN Superfluously impossible, AnonfromTN said: "It is simple, really. The US needs a law prohibiting anyone with dual citizenship to hold public office."
Hard to comprehend how you persist to deny how the "US law" is Zionized. (Zigh) Israeli "dual citizenship and holding "Homeland" public office is an irretractable endowment lawlessly given to US Jews by ruling international Jewry.
They barged into our Constitution like a cancer and feast upon The Bill of Rights.
What's worse now is how livin' the "American dream" has reversed, and at present, President t-Rump demands huge increases in war funding.
No one gets informed that future wars converge with Israel's will.
Please consider looking at the Wikileaks video linked below? It illustrates a barbaric type of war crime-free & unaccountability to "international law," including a lawless US military Rules of Engagement modus operandi, which governed the serial killing activity of an Apache attack chopper crew in the Baghdad sky. Look close at the posed threat!
Tell me AnonfromTN? As you likely know, Bradley Chelsea Manning is, and under "Homeland" law, in-the-klink for exposing the war crimes to America. Is their one (1) US Congressman raising objection to the imprisonment? Fyi, you can look at the brave writing of Kathy Kelly on the Manning case, and which appears at Counterpunch.org.
AnonFromTN , says: March 12, 2019 at 6:01 pm GMT@ChuckOrloski I can only agree. The patient (the US political system) is too far gone to hope for recovery. As comment #69 rightly points out, our political system is based on bribery. Lobbyism and donations to political campaigns and PACs are perfectly legal in the US, while all of these should be criminal offenses punished by jail time, like in most countries. Naturally, desperate Empires losing their dominant position resort to any war crimes imaginable, and severely punish those who expose these crimes.
I can add only one thing: you are right that greedy Jews are evil, but greedy people of any nationality are just as evil as greedy Jews. Not all greedy globalists and MIC thieves are Jews, but they are all scum. I watch with dismay the US Empire heading to its crash. Lemmings running to the cliff are about as rational as our degenerate elites. Israel influence is toxic, but that's not the only poison the Empire will die from.
Mar 13, 2019 | www.unz.com
Paul , says: March 12, 2019 at 8:38 am GMTThe new congresswoman Ilhan Omar is experiencing what happens to one who will not grovel before the Zionist Lobby and its Washington henchmen.Anonymous  Disclaimer , says: March 12, 2019 at 9:05 am GMTIs there any other nation that wields such a stranglehold on any other as Israel does the United States? Is there any other nation that has so completely surrendered its sovereignty to another as has the United States to Israel. Does any other country (size of Israel) strike fear and dread into the hearts of its lawmakers to the point of complete serfdom as Israel does the US? Can any other country allow any foreign country to override its head of state to address lawmakers as Israel has done to the US in the case of Obama, despite his complete servility to Israel, thereby rendering himself a victim of dual abuses: racism and disregard of American sovereignty? Has any other country sacrificed so many of its citizens for wars on behalf of any other country as we have done for Israel? Can any other country receiving billions of dollars of taxpayers money in aid and military hardware shamelessly call the shots as Israel does with America, with America not as much as questioning orders from Israel? Can we realistically celebrate Independence Day with so much fanfare when another country has us so completely by the balls as to make a mockery of the word "independence". Can any country strip any other of its sovereignty as Israel has done to the US, including undermining its constitutional guarantees of freedom of expression, with our total collusion? Having raised all these questions, can there be realistic grounds for hoping for a ray of light at the end of the tunnel, short of a comprehensive revolution that would rehabilitate a nation led by quislings into one of principled men and women?EliteCommInc. , says: March 12, 2019 at 10:08 am GMTAllow me to state for the record . . .TimeTraveller , says: March 12, 2019 at 10:10 am GMT
anyone here who chooses to hate me. I recognize that that you have the right to do so. And that that right s Constitutionally protected. You are entitled to your feelings.
What I must object to and call into question is your attempt to engage in acts that in any threaten, thwart, disrupt my right as a US citizen to access every aspect of what is guaranteed to me by the US constitution. That includes manufacturing false claims to undermine the same.
I will defend your right to your feelings and your right to express them in a manner in accordance with the first amendment. I cannot support acts that deprive myself my constitutional rights in any manner.
I am not a promoter of hate, but I certainly recognize the right that people have for their feelings and the desire to one's express them.jacques sheete , says: March 12, 2019 at 11:47 am GMT
[Bret Stephens] attributes to her "insidious cunning" and "anti-Jewish bigotry" observing how "she wraps herself in the flag, sounding almost like Pat Buchanan when he called Congress "Israeli-occupied" territory."
If what Rep. Omar said wasn't too different from what Mr. Buchanan said previously, why haven't we heard a peep out of him on this issue?
The silence is deafening.JC , says: March 12, 2019 at 12:17 pm GMT
a liar and a hypocrite, and that alone should disqualify them for office.
Where the bleep have you been, Pardner? You got that exactly backwards; mendacity and hypocrisy are mandatory minimum qualifications for the positions.
Ms. Omar is dis qualified because she is honest enough to speak the truth.
Now, go learn to shoot straight before shooting off yer mug, and you can start with this,
I must take issue with your observation that Mr. Truman is an habitual liar, not because I disagree with you, but because I disagree with your manner in presenting it as a derogatory statement. Is not the ability of lying necessary to political leadership ?
-EUSTACE MULLINS, In Our Readers' Opinion, The American Mercury, November 1951, pp. 51-54
And this, which illustrates several points regarding politicians, their characteristics and motives.:
Two candidates for political office in a debate
No, Cleon, little you care for his reigning in Arcadia, it's to pillage and impose on the allies at will that you reckon; you wish the war to conceal your rogueries as in a mist, that Demos may see nothing of them, and harassed by cares, may only depend on yourself for his bread. But if ever peace is restored to him, if ever he returns to his lands to comfort himself once more with good cakes, to greet his cherished olives, he will know the blessings you have kept him out of, even though paying him a salary; and, filled with hatred and rage, he will rise, burning with desire to vote against you. You know this only too well; it is for this you rock him to sleep with your lies.
– Aristophanes, The Knights, 424 BC
Do you really believe Ms. Omar is rocking us to sleep with her lies about Israel?until there is a much larger block of anti israel congresspeople nothing is going to change. What is the USs interest? They sure are not interested in making things better for the majority/middle class. All the while continuing to enrich the already too wealthy ever more. Media is a lying POS and yet people still watch Fox or Cnn or msnbc. All of them produce nothing but propaganda garbage. Unfortunately, it seems like most in the USA just don't care. In Venezuela look at the protesters the US media sets up and/or loves so much, try that in the USA and you'll end up in jail.Anon23 , says: March 12, 2019 at 12:25 pm GMTFor me, Ilhan Omar's statements were the most exciting political event in decades. I'm not surprised that she is being punished, but the viciousness of the attacks have certainly gone up a notch.anarchyst , says: March 12, 2019 at 1:14 pm GMT
America's big mistake: allowing all the media to congeal into one big bullhorn that is controlled by Jewish interests. As long as they control the media there will be no national debate of zionist power in America.
Another great article by Giraldi. He is consistently the most forceful and articulate writer regarding the subversion of America's national interests to Israel.As much as I despise Omar's politics, in this case she is right to expose the dirty politics that Israel uses on it's "friend and ally" the United States of America.DESERT FOX , says: March 12, 2019 at 1:44 pm GMT
AIPAC is the most powerful foreign lobby in the United States and has done more to influence and damage the American political process than just about any other lobby. It is a loosely-guarded secret that, in order to garner jewish support, prospective politicians must sign a loyalty oath promising support for Israel. This, in itself is un-American and borders on treason. Failure to sign the loyalty oath almost always assures a political death. AIPAC will spend millions to elect a candidate as long as he "toes the Israeli line".
Remember the USS Liberty (GTR-5), the American naval vessel that was deliberately attacked with massive loss of American lives (an act of war) by "our friend and ally" Israel on June 8, 1967. If I had my way, Israel would have been turned into a "glass parking lot" on June 9, 1967.
As an aside, we must constantly hit our politicians with charges of treason, citing the "loyalty oaths" to Israel that almost all of them have signed.Dual citizens of Israel are through out the US government and have given America unending wars and debt and an unconstitutional FED and IRS. No dual citizen from any nation should be able to hold office in any government or state or county or city government in the US, no one can serve two masters and citizens of Israel serve Israel and that is why America has been at war for 18 years and counting in the Mideast!APilgrim , says: March 12, 2019 at 1:53 pm GMTNo government official, for ANY NATION, should have dual citizenship.
No one with Caliphate, or Communist sympathies, should serve in high-level positions.
Dual Citizens should be driven from the land.
Mar 13, 2019 | www.unz.com
Bardon Kaldian , says: March 12, 2019 at 7:34 p m GMTThere you are:
Israel was everywhere at the Jewish day school I attended in New York. The Israeli and American flags were proudly displayed together, no matter that I, like the majority of my classmates, was not Israeli.
This alone might be innocuous, a loose cultural affinity that would be familiar in a French or German language academy. But in Jewish day school life, outright political mobilization for Israel and its policies was a requirement.
Every year we would be "strongly encouraged" to attend the Salute to Israel parade on New York's Fifth Avenue. Teachers were marshals, and mocking stories about pro-Palestinian activists we