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Everything posted by Malcolm

  1. Global markets fall amid slowdown fears ‎Today, ‎March ‎22, ‎2019, ‏‎59 minutes ago The FTSE 100 saw its worst day of trading this year, while US stock markets have also fallen sharply.
  2. March 22, 2019 10:51 am Updated: March 22, 2019 11:04 am WestJet will stick with Boeing 737 MAX 8 as first airline looks to cancel order By Ross Marowits The Canadian Press WestJet Airlines plans to stick with deliveries of Boeing 737 MAX aircraft once regulators approve the plane for re-entry into service.ory continues below The Calgary-based airline says it won’t follow the lead of Indonesia’s flag carrier, which cancelled its multibillion-dollar order for 49 MAX 8 jets, citing a loss of confidence after two deadly crashes in the past six months. READ MORE: Boeing 737 MAX fallout continues as airline seeks to cancel $5B aircraft order WestJet had expected to add two more of the planes this year to increase its fleet to 13, but Boeing has suspended all future deliveries. Spokeswoman Lauren Stewart says the 37 remaining deliveries in its order won’t take place until the grounding is lifted and it thoroughly evaluates any upgrades. WATCH: Some safety features sold as options on Boeing’s 737 MAX jets “If the grounding has been lifted and the aircraft is approved for re-entry into service by all relevant regulatory bodies, we will take all deliveries as intended,” she wrote in an email. Stewart said the narrow-body planes remain “a vital part of the fleet,” having performed “safely, reliably and efficiently” since 2017. “WestJet remains unrelenting in putting safety at the forefront and will thoroughly evaluate processes, procedures and any further required training before these aircraft once again take to the skies.”
  3. Ethiopian ET302 similarities to Lion Air JT610 Reports from Ethiopian investigators have implicated the same Angle of Attack (AoA) sensor malfunction that was observed on Lion Air. Lion Air captain AoA sensor read about 22 degrees higher than the First Officer AoA sensor (a large bias error). Initial assessment of Lion Air AoA failure modes did not reveal any obvious electrical malfunction that could create the bias. The simplest explanation was that the AoA vane had been bent, causing a gross aerodynamic offset in the readings. If ET302 encountered the exact same offset, with the likelihood of it being bent exactly the same way not being conceivable, some other factor must be in play. For example, the ARINC 429 representation of AoA uses two's complement fraction binary notation (BNR). It is interesting to note that bit 26 represents 22.5 degrees which would be the bit "flipping" between the Captain and F/O AoA values (all other bits would match). Is it possible that the ARINC 429 word is getting corrupted (software defect)? If the ET302 offset was something like 20 or 24, this theory falls apart. The document is quite lengthy and contains charts etc. so here is the link:
  4. 'Why didn’t they … fly the airplane?' 'Why didn’t they … fly the airplane?''Why didn’t they … fly the airplane?' Congressman and pilot questions foreign pilot training, standardsCongressman and pilot questions foreign pilot training, standards March 20, 2019 By Jim Moore Two fatal Boeing 737 MAX crashes prompted international grounding, but Rep. Sam Graves, a longtime pilot and Missouri congressman, said foreign pilot training and standards should be scrutinized as much as the aircraft. Graves, a warbird aficionado who holds an airline transport pilot certificate and is the ranking member of the House Transportation and Infrastructure Committee, said in a March 19 telephone interview that he is concerned about the slow pace of facts coming to light since Ethiopian Airlines Flight 302 crashed shortly after takeoff on March 10, killing all 157 people aboard. The FAA, which initially defended the aircraft’s airworthiness, grounded all 380 of the 737 MAX-8 and MAX-9 aircraft delivered to date on March 13, citing similarities that had come to light between the Ethiopian crash and the loss of another Boeing 737 MAX flown by Indonesia’s Lion Air in October 2018. The NTSB has participated in the investigations, though an agency spokesman told The New York Times March 17 that any information gleaned by investigators could be made public only by Ethiopian officials. Boeing took the same position, citing longstanding protocol. Physical evidence and data made public to date strongly suggest a problem with the Maneuvering Characteristics Augmentation System, which was designed to activate the stabilizer trim if the aircraft exceeded a safe angle of attack with the autopilot disengaged. In both crashes, flight telemetry data suggest the pilots fought a losing battle with runaway trim. “We’re concentrating completely on the wrong thing, here,” Graves said. “We’re looking at equipment and equipment failures. You can have that in any aircraft. What I want to concentrate on are the pilots. Why didn’t they just disengage the system and fly the plane?” Graves said he has talked to FAA and Department of Transportation officials daily since the Ethiopian Airlines crash and has yet to hear any indication of concern that a deadly mechanical defect lurks inside the newest iterations of the bestselling passenger jet that first flew in 1967. He said pilots should be expected to cope with the kind of malfunction that appears to have been involved by simply disabling the system. “I don’t care if you have a (Piper) Seneca or a 737 MAX, the first thing (you do) is you disengage the system and you fly the plane,” Graves said. Pilots with 737 experience and other aviation experts told AOPA that the stabilizer trim system can be shut off with switches mounted between the pilots that either can easily reach. It appears U.S. flight crews have done exactly that when responding to similar system problems on the same jets. Pilot and journalist James Fallows, on the same day the FAA grounded the 737 MAX-8 and MAX-9 aircraft, wrote about and republished publicly available Aviation Safety Reporting System submissions from flight crews who had encountered similar situations with very different outcomes—a safe continuation and completion of the flight. The stabilizer trim switches of a Boeing 737 Max 8 aircraft are located on the center pedestal and can be defeated by either the pilot or the first officer, according to a career pilot familiar with the aircraft. Courtesy photo. Graves said acting FAA Administrator Dan Elwell and his staff were aware of these reports, and the FAA assured him that none of the incidents represented a threat to flight safety. Bloomberg reported March 19 that a Lion Air 737 MAX encountered an identical problem the day before the fatal October crash, and a third pilot riding in the jump seat advised the crew to cut power to the malfunctioning system. That flight landed safely. Another longtime pilot and aviation journalist, J. Mac McClellan, wrote in a March 11 article in Air Facts that Boeing engineers must have counted on pilots to quickly disengage any malfunctioning automation feature: “Though the pitch system in the MAX is somewhat new, the pilot actions after a failure are exactly the same as would be for a runaway trim in any 737 built since the 1960s. As pilots we really don’t need to know why the trim is running away, but we must know, and practice, how to disable it.” Graves said the Ethiopian government has an incentive to protect the reputation of its government-owned airline, and that worries him when it comes to fact-finding. “It’s their crown jewel,” Graves said. “They are being very, very careful on who gets to see the data.” As for the NTSB staff dispatched to participate in the probe, “I’m still waiting to hear just how well they’re working with them, how much they’re allowing them to be part of the process. To be quite honest with you, it does worry me. It’s in the best interest of the world flying public to get this information.” Graves said that while Congress may ultimately probe the certification process and the FAA’s decision making, as some have suggested, he is more concerned about the training and competence of foreign pilots. “I’ve got real heartburn when I’m flying on a foreign airline,” Graves said. “If they’re training to U.S. standards, they’re certainly not adhering to U.S. standards.” Graves worries that foreign carriers are under pressure to fill cockpit seats and may not be taking enough time to teach fundamentals. “That’s what I’m concerned about … some of these countries are trying to get pilots in the pipeline so fast that they’re teaching them to fly computers” and not providing adequate real-world aviation training, Graves said. “There’s no doubt that technology has made aviation safer, but you’ve got to wonder … technology … does it correct pilot deficiencies, or is it creating pilot deficiencies?”
  5. Business News March 21, 2019 / 7:36 PM / Updated 16 minutes ago American Airlines pilots will test 737 MAX software fix in Boeing simulator Tracy Rucinski 3 Min Read CHICAGO (Reuters) - American Airlines pilots will test Boeing Co’s 737 MAX software fix on simulators this weekend, the pilots’ union told Reuters on Thursday, a key step in restoring confidence in the jet after two fatal crashes. Boeing has been working on a software upgrade for an anti-stall system and pilot displays on its fastest-selling jetliner in the wake of the deadly Lion Air crash in Indonesia in October. Similarities between the flight path in the Lion Air incident and a fatal Ethiopian Airlines crash on March 10 have raised fresh questions about the system. The two crashes killed a total of 346 people.
  6. ‎Today, ‎March ‎22, ‎2019, ‏‎31 minutes ago Wilson-Raybould to provide emails, texts and written statement on SNC-Lavalin affair ‎Today, ‎March ‎22, ‎2019, ‏‎31 minutes ago | CBC News Jody Wilson-Raybould says she will provide a written statement and copies of text messages and emails to the Commons justice committee that shut down its probe into the SNC-Lavalin affair.
  7. Garuda looks to scrap Boeing 737 Max 8 order after crashes 7 hours ago Image copyright Getty Images Garuda Indonesia is seeking to scrap its multi-billion dollar order for 49 Boeing 737 Max 8 jets after the plane was involved in two fatal crashes. The move is thought to be the first formal cancellation of an order for the aircraft. A Garuda spokesperson said passengers had "lost trust" in the plane. It comes as investigators work to establish the cause of a recent crash involving a 737 Max 8, which killed 157 people. It was the second fatal disaster involving the jet in five months. A Lion Air flight crashed in October, killing 189 people. "We have sent a letter to Boeing requesting that the order be cancelled," Garuda spokesman Ikhsan Rosan told AFP. "The reason is that Garuda passengers in Indonesia have lost trust and no longer have the confidence" in the plane he said, adding that the airline was awaiting a response from Boeing. Garuda did not immediately respond to a BBC request for comment. A spokesperson for Boeing was "unable to comment on customer discussions". Garuda had already received one of the 737 Max 8 planes, AFP reported, part of a 50-plane order worth $4.9bn (£3.7bn) at list prices when it was announced in 2014. Investigation ongoing Garuda was among Boeing's customers that had indicated they could scrap their orders. for the 737 Max jets but the Indonesian airline appears the first to take action. While there is no conclusive evidence so far that the Ethiopian Airlines and Lion Air disasters are linked, French experts analysing the Ethiopian Airlines' flight data black box say early investigations point to "clear similarities". Experts believe a new automated system in Boeing's aircraft - intended to stop stalling by dipping the nose - may have played a role in both crashes, with pilots unable to override it. The company said a software update is coming following the crash of the Lion Air flight. Investigators intend to to issue a preliminary report into the Ethiopian Airlines disaster by mid-April.
  8. Thanks I took a look at the article and I see that WestJet only purchased the Light and not the angle of attack indicators which I guess, from boestars post, are not critical.
  9. I wonder what options WestJet purchased for theirs?
  10. Media bailout puts chill in spine Not appropriate for government in a democracy Calgary Herald 21 Mar 2019 ANDREW COYNE If you weren’t careful, you might have missed it: a brief 160-word item, tucked deep inside the budget, labelled Supporting Canadian Journalism. Mostly it was a rehash of the measures already announced in November’s Fall Economic Statement: a labour cost subsidy (in the form of a tax credit — presumably this sounds more palatable) for journalism organizations, a tax credit/subsidy for digital news subscribers, and charitable tax status for news organizations that register as non-profits. Only if you turned back further still, to an annex marked Tax Measures: Supplementary Information, would you find the details. What you would discover, if you did, was how a bad idea in principle was likely to be infinitely worse in practice. There are any number of objections to the government getting into the game of propping up failing news organizations: that taking money from the people we cover will place us in a permanent and inescapable conflict of interest; that it will produce newspapers concerned less with appealing to readers than to grantsmen; that it will not only leave us dependent on government, but without standing to oppose such dependence in others; that it will solve none of our problems, but only encourage us to put off dealing with them; that it is all so bloody unnecessary. But the most potent objection is that, as the government cannot possibly bail out everybody — for in the internet age what was formerly a tidy little constellation of newspapers and other outlets has exploded into a vast universe of what could plausibly be called news organizations — it must inevitably get into choosing who should receive its blessing and who should not. Whether this is done directly by the prime minister or by his designates, whether the preference is based on partisanship, or ideology, or connections, or mere incumbency, it is not an appropriate role for government in a democracy. Subsidizing speech the government likes is not materially different from suppressing speech it doesn’t like, and indeed may have much the same effect. You might understand that in the abstract, but it’s when you see the details of how they propose to go about it that the chill really sets in. Henceforth, if this goes ahead, the Canadian journalism business will be divided into two groups: on the one hand, a coterie of government-approved trough-feeders adorned with little merit badges identifying them as Qualified Canadian Journalism Organizations, and on the other, everyone else. Eligibility for QCJO status is ostensibly to be decided by an “independent panel” of journalists, but the government has already dictated a list of its own not-so-independent criteria in advance. Thus, a QCJO would have to be “organized as a corporation, partnership or trust” (no sole proprietorships), incorporated in Canada and 75-per-cent Canadian-owned (no foreign-based or -owned publications); and “primarily engaged,” not only in producing “original news content,” but news content of a particular kind: “matters of general interest and reports of current events, including coverage of democratic institutions and processes,” but not “primarily focused on a particular topic such as industry-specific news, sports, recreation, arts, lifestyle or entertainment.” So: the government will subsidize department stores, but not boutiques. Why? The same reason the 25-per-cent wage subsidy, like the 15-percent subscription subsidy, is restricted to news organizations that “primarily” produce “written content.” Because that description neatly excludes anyone outside the existing Canadian newspaper industry. And that’s who this policy is designed for: not the future of news but the past; not the scrappy startups who might save the business, but the lumbering dinosaurs who are taking it down. That’s, as I say, before the independent panel has even been struck. What additional criteria its members will come up with can only be guessed at — the November statement suggested they would also be asked to “define and promote core journalism standards” and “define professional journalism,” which sounds even more ominous. How independent will the panel be? How will its members be chosen, and by whom? If previous such exercises, for example the Senate selection model, are any guide, they will not be partisan Liberals, as such — just reliably progressive in outlook. Of course they will be. For they will have already selected themselves: not just by their enthusiasm for the idea of a government body picking which news organizations live or die, but by the firm conviction that they are just the sort of person who ought to be a member of that body. And why not? Membership on the panel, as on the (presumably separate) administrative body that will “evaluate” organizations according to how well they adhere to the panel’s criteria, will carry with it extraordinary power — over businesses, over careers. Possibly news organizations will be prohibited from lobbying panel members, but nothing can prevent them from sucking up to them, whether in the issues they cover or the stances they take. But then, again, their work would be half-done before they had started: self-selection would have already winnowed the field. What sort of news organization do you think would operate as a non-profit, the kind that charitable tax status would benefit? Would it be likely to be, say, a strong believer in the profit motive? What sort of organization would be most likely to apply for the labour subsidy? The kind that advocates for less government intervention in the economy? And yet, those organizations that refused to apply would find themselves at a competitive disadvantage relative to those that did. The inevitable result will be to tilt the field, gradually perhaps but irreversibly, in favour of progressives and of progressive views — not necessarily congenial to the government of the day, but certainly to government, and absolutely certainly within the ambit of “acceptable” opinion. The radical, the unorthodox, the unsettling or unappealing — to some, though not to others — need not apply. You say something like this is already in place, in broadcasting? Yes it is. I’m not sure the CBC is really an advertisement for the wonders of subsidized newsgathering. But that’s not the point. Maybe there’s a place for the CBC, or something like it, as one offering among others. The point is, if this goes through, everything will be subsidized: print, broadcast, the works — a whole industry of CBCs. If you were searching for a way to kill the news business, you couldn’t do a better job. TO KILL THE NEWS BUSINESS, YOU COULDN’T DO A BETTER JOB.
  11. Well, look who’s talking tough on border security Calgary Herald 21 Mar 2019 CHRIS SELLEY ERNEST DOROSZUK/POSTMEDIA NEWS Border Security Minister Bill Blair says he is talking to lawmakers in the United States about closing a loophole in Canada’s border agreement with the U.S. The federal Liberals have always bristled at the suggestion that tens of thousands of “irregular” border crossers from the United States might constitute a problem. The system, they insist, works just fine. “This process is working to keep us safe,” Prime Minister Justin Trudeau told The Canadian Press before Christmas, and he accused the Conservatives of deliberately trying to frighten Canadians into believing otherwise. “It’s always easier to try and scare people than to allay fears in a time of anxiety,” he said. In January, Immigration Minister Ahmed Hussen accused the Conservatives of planning “to militarize the border,” which is certainly not an example of trying to scare people rather than allaying their fears. One of the ideas the Conservatives have long supported is “closing the loophole” in the Safe Third Country Agreement (STCA) that allows “irregular” arrivals — those who cross between official border posts — to claim asylum. (There’s no point blaming them: If they tried to arrive “regularly,” they would be turned back.) The idea has long been dismissed as unworkable, if not unconstitutional. But wouldn’t you know it, in an interview with The Globe and Mail this week, Border Security Minister Bill Blair said he was in negotiations with Washington on precisely this point. “If, for example, there was an agreement of the United States to accept back those people that are crossing at the end of Roxham Road (in Champlain, N.Y.), then Canadian officials … could theoretically take them back to a regular point of entry … and give effect to (the STCA) regulations at that place,” Blair said — i.e., would-be asylum seekers actually apprehended crossing the border would be sent back. It’s not clear why the Americans would agree to this: If thousands of non-citizens want to decamp and take their chances in Canada’s refugee determination system, one suspects President Donald Trump would be most inclined to let them. But it’s intriguing enough the Canadian government now wants to be seen pursuing the idea. “Closing the loophole” might be difficult to negotiate, but unlike everything else the Liberals have tried, it would almost certainly accomplish the goal they can never quite admit to having: To keep these people away. The most resourceful and desperate migrants would try to sneak across the border and claim asylum inland, once it couldn’t be proven how they arrived — a dangerous and potentially deadly undertaking and an invitation to human smugglers, Liberals would argue if they were in opposition. But that’s infinitely more complex an undertaking than packing your suitcases, bundling up the kids and clambering over the border into a waiting RCMP car. The vast majority of people would be dissuaded. The federal budget’s section on border security, meanwhile, is altogether extraordinary. It claims that “elevated numbers of asylum seekers, including those that have crossed into Canada irregularly, have challenged the fairness and effectiveness of Canada’s asylum system.” It proposes to target “individuals who cross Canadian borders irregularly and try to exploit Canada’s immigration system.” It moots “legislative amendments … to better manage, discourage and prevent irregular migration.” This is the same government that has sworn blind no one is jumping any queue, that everyone is entitled to equal treatment under the system no matter whence they arrive, that the system is working perfectly — all repudiated in a single paragraph. It adds up to a $1.18 billion commitment over five years. And the proposals are vague enough that Finance Minister Bill Morneau doesn’t seem to understand what they entail: “If someone comes across the border (and) claims asylum, we want to make sure we process that quickly so they either are moved back to where they came from, if it’s inappropriate, or in the case where they are legitimately seeking asylum, we deal with them in a compassionate and rapid way,” he told reporters on Tuesday. That’s baffling. How do you decide what’s an “appropriate” or “legitimate” claim without adjudicating the damn thing? Nevertheless, it’s clear enough heading into the election campaign that the Liberals want to be seen fighting irregular border crossers rather than managing them as the legitimate asylum seekers they always insisted they were. The way to do the latter would be to spend scads more money hiring scads more people than they already have to adjudicate asylum claims as normal — only much, much quicker. That was what refugee advocates argued for nearly 20 years ago, when hundreds of people headed north for fear of a post-9/11 immigration crackdown. Refugee advocates lost the argument; the STCA, ratified under Jean Chrétien’s Liberal government, put an end to the northbound queues at border crossings; and most everyone in Canada instantly forgot those people ever existed. A significant political headache had been expertly healed. It’s both telling and appropriate, as Trudeau’s government rapidly abandons its touchy-feely shtick, that the Liberals would land again on a “get tough” approach at the border.
  12. March 21, 2019 / 8:34 AM / Updated an hour ago Boeing to add extra safety alarm in 737 MAX jets: FT (Reuters) - Boeing Co will install an extra safety alarm in the cockpits of all its 737 MAX aircraft after intense criticism in the wake of two fatal crashes, the Financial Times reported on Thursday. The planemaker will include a warning light in the new 737 Max planes and retrofit all existing ones, according to the report. The light will tell pilots if two key sensors do not agree, the FT reported, citing a person familiar with the situation. Boeing did not immediately respond to a request for comment. Shares of the company were down about 1 percent at $372.49 in morning trade
  13. I didn't know there was such a thing as Google Flights but tried it out. For April 6 with a return on the 10th, here is what it offered.
  14. Swoop teams up with Google Flights ‎Today, ‎March ‎21, ‎2019, ‏‎24 minutes ago | Canadian Aviation News Provided by Swoop/CNW Fares and flights are now displayed on popular search engine CALGARY, March 21, 2019 /CNW/ – Swoop flights are now showcased on the industry’s leading search engine, Google Flights. The addition of the distribution channel promotes the visibility of Swoop flights, which can also be booked direct through its website “Teaming up with Google Flights is key to sharing our ultra-low-fares with more travellers,” said Karen McIsaac, Senior Advisor of Communications at Swoop. “All of our flights are non-stop. This, in combination with our fares, is sure to surface Swoop flights as the most attractive option quite regularly in the markets we serve. We’re especially excited about the fare-compare functionality, proving just how affordable we are.” The agreement is great news for travellers, who can now use an interface they know and love to book Swoop Flights. To learn more about Swoop’s destinations, schedule and ultra-low-cost model visit or connect with Swoop on Facebook, Twitter and Instagram.
  15. Science & Environment Science & Environment Bloodhound: Land speed record car is relaunched By Jonathan Amos BBC Science Correspondent Media playback is unsupported on your device Ian Warhurst: "My kids kept saying I should buy a fast car, so I bought the fastest" Exit player Media captionIan Warhurst: "My kids kept saying I should buy a fast car, so I bought the fastest" The Bloodhound supersonic car is back, under new management and preparing to renew its pursuit of the land speed record. The project went into administration last year, unable to secure the financing needed to go racing - even though the vehicle was all but built. But with the purchase of the car by entrepreneur Ian Warhurst, Bloodhound has been put on a new footing. Engineers are looking to start high-speed trials "as soon as possible". These could take place in the South African desert later this year, although team-members are being cautious about giving hard timelines for the re-booted venture. Mr Warhurst is determined, however, that the new set-up should keep its promises and deliver on its objectives. "My kids kept saying I should buy a fast car, so I bought the fastest," he joked. "I knew that I could buy the car, save it and put it in a museum. But once I'd bought it we looked into whether we could run it, whether we could resurrect it as effectively a new project. "It is commercially viable. We believe the value of the sponsorship will easily pay for the project," he told BBC News. Bloodhound supersonic car project saved First public runs for 1,000mph car Image copyright BLOODHOUND LSR Image caption Bloodhound, in its new livery, arrives at the university technical college in Berkeley What remains the same? Casual observers may not notice much of a difference. Yes, the car has a new white and red livery but it's exactly the same vehicle that made its inaugural slow-speed (200mph/320km/h) runs at Newquay airport in October 2017. It will still be powered by a Rolls-Royce EJ200 jet engine and a Nammo rocket, and RAF man Andy Green (the current land speed record holder - 763mph/1,228km/h) will do the driving. Mark Chapman, too, the engineering director, remains in charge of the technical side of the project. And Ron Ayers, the aerodynamicist and legend of land speed record design, is still involved. But there are some significant changes behind the scenes. Media playback is unsupported on your device The Bloodhound car got up to 200mph in about eight seconds Exit player Media captionThe Bloodhound car was tested in Newquay, Cornwall, in 2017 What has changed? People might notice that the patchwork of sponsors' logos has gone. Previous statements of support were all contracted through the old holding company, Bloodhound Programme Ltd, which no longer exists. The new legal entity is Grafton LSR Ltd, which has Mr Warhurst as its CEO. The HQ has moved. It's no longer in the Bristol suburb of Avonmouth and has shifted along the Severn Estuary to the university technical centre in the Gloucestershire town of Berkeley. What fans really want to hear, however, is that the financial underpinning of the project has changed. It's understood Bloodhound will still pursue a sponsorship and partnership model, but Mr Warhurst will act as a kind of guarantor, ready to step in if cashflow faces a bottleneck. Depending how successful the project is in raising funds, the Barnsley entrepreneur, who made his money in turbochargers, could be putting his hand deep into his pocket, or not much at all. But that "safety net" was never there in the past, which meant that when cash coming into the project slowed, it would often be forced into hibernation. Momentum was lost. There is another key departure from the past approach. Sponsorship opportunities now include the project title and the car's livery. Bloodhound may not stay white and red for long. Media playback is unsupported on your device Mark Chapman: "The ambition is to start running as soon as possible - but only when we're ready" Exit player Media captionMark Chapman: "The ambition is to start running as soon as possible - but only when we're ready" Technically, where is Bloodhound? As it was - very nearly complete, certainly in the guise required to begin high-speed trials, which would take the car into the 500-600mph region. That's the realm where airflows get interesting and the team can learn about the vehicle's handling and how to operate it when an attempt is made to go through the sound barrier and on to 800mph+. There are currently some body panels missing, which anyone who saw the car run in Newquay will recognise. The most obvious are the wheel fairings. There's some electronics work to do, the brakes need to be switched from carbon to steel, the parachutes to slow the car have to be installed, and the near-200 sensors across Bloodhound must be hooked up. "It sounds daft but the longest items are going to be the paperwork," said Mr Chapman. "All our assets are now owned by Grafton and the switch comes with a lot of bureaucracy that needs to be gone through if we're to take things like an EJ200 to South Africa. We'd like to get there before this year's weather window closes, but if we can't - so be it. We'll only announce a date when we know we can hit it." Image copyright BLOODHOUND LSR Image caption World's fastest car driver: Andy Green still aims to break his own record What happens now? The project will move forward in two phases. The first is simply to try to break the land speed record set by Andy Green in Thrust SSC way back in 1997 - the first and only time a car has been taken through the sound barrier. In the past, Bloodhound has always been spoken about as a 1,000mph vehicle - and its engineers firmly believe it can really go that fast. But to achieve this phase two goal, modifications would be required at the rear of the vehicle to improve the aerodynamics and to make room for the most powerful version of Nammo's rocket technology. So, for the time being the major focus is just on getting phase one done. Phase two is for a later conversation. "We are in a fantastic position with a mostly finished car which has already proved its basic performance with the runs it had at Newquay," Wing Commander Andy Green told BBC News. "We're still trying to achieve an astonishing global engineering adventure by getting the most advanced, straight-line racing car in history to a new land speed record. But Ian, sensibly, has said 'let's make this as manageable as possible by doing it in two bites'." Image
  16. March 20, 2019 3:04 pm U.S. Senate aviation panel to hold hearings with Boeing, FAA after fatal crashes By Staff Reuters WATCH: Boeing CEO says company determined to improve 737 MAX A U.S. Senate panel plans a hearing on March 27 on aviation safety after two fatal Boeing 737 MAX 8 aircraft crashes since October, and said it will also schedule a hearing with Boeing and other manufacturers, officials said on Wednesday. READ MORE: Pentagon watchdog to probe whether acting defense secretary used office to promote Boeing The hearing on federal oversight on commercial aviation by the Senate Commerce subcommittee on aviation and space will include the U.S. Federal Aviation Administration’s acting administrator Dan Elwell, National Transportation Safety Board chairman Robert Sumalt and Transportation Department Inspector General Calvin Scovel. On Wednesday, the Seattle Times, citing unidentified sources familiar with the matter, reported the FBI was joining the criminal investigation into the MAX’s certification. The U.S. Justice Department is looking at the U.S. Federal Aviation Administration’s (FAA) oversight of Boeing, a person briefed on the matter said on Monday. WATCH: Growing calls for an investigation into how the Boeing 737 MAX was deemed safe to fly in first place Meanwhile, the Pentagon Inspector General said on Wednesday it would investigate a complaint that Acting United States Secretary of Defense Patrick Shanahan, a former Boeing executive, violated ethical rules by allegedly promoting Boeing while in office. Facing such high-profile scrutiny, Boeing, one of the United States’ most prestigious exporters, reshuffled executives in its commercial airplanes unit to focus on the crash fallout
  17. March 20, 2019 / 10:11 AM / Updated 35 minutes ago Driver hijacks, sets ablaze school bus in Italy, children flee unharmed 3 Min Read MILAN (Reuters) - A bus full of schoolchildren was hijacked and set on fire by its own driver on Wednesday in an apparent protest against migrant drownings in the Mediterranean, Italian authorities said. The wreckage of a bus that was set ablaze by its driver in protest against the treatment of migrants trying to cross the Mediterranean Sea, is seen on a road in Milan, Italy, March 20, 2019. Local Team via Reuters TV/Reuters All 51 children managed to escape unhurt before the bus was engulfed in flames on the outskirts of Milan, Italy’s business capital. Police named the driver as Ousseynou Sy, a 47-year-old Italian citizen of Senegalese origin. “He shouted, ‘Stop the deaths at sea, I’ll carry out a massacre’,” police spokesman Marco Palmieri quoted Sy as telling police after his arrest. A video posted on Italian news sites showed the driver ramming the bus into cars on a provincial highway before the fire took hold. Children can be seen running away from the vehicle screaming and shouting “escape”. One of the children told reporters that the driver had threatened to pour petrol over them and set them alight. One of group managed to call the police, who rushed to the scene and broke the bus windows to get everyone to safety. Palmieri said some children were taken to hospital as a precautionary measure because they had bruises or were in a state of shock, but none suffered serious injuries. A teacher who was with the middle school children was quoted by Ansa news agency as saying that the driver had said he wanted to get to the runway at Milan’s Linate airport. An unnamed girl was also quoted as saying that Sy blamed deputy prime ministers Matteo Salvini and Luigi Di Maio for the deaths of African migrants at sea. The United Nations estimates that some 2,297 migrants drowned or went missing in the Mediterranean in 2018 as they tried to reach Europe. A Libyan security official said on Tuesday that at least 10 migrants died when their boat sank off the Libyan coast near the western town of Sabratha. Advertisement The Italian government has closed its ports to charity rescue ships that pick up migrants off the Libyan coast. Salvini says this has helped reduce deaths because far fewer people are now putting to sea. Human rights groups say deaths might have increased with hardly any boats now searching for the would-be refugees.
  18. Another Female MP turns her back on Justin. March 20, 2019 12:41 pm Updated: March 20, 2019 1:00 pm Outspoken MP Celina Caesar-Chavannes quits Trudeau’s Liberal caucus By Amanda Connolly National Online Journalist Global News News: Trudeau confirms Whitby MP Celina Caesar-Chavannes quit Liberal caucus, will sit as Independent Prime Minister Justin Trudeau appears to have lost the confidence of another female member of his team, following two high-profile resignations from female cabinet ministers over the last month. READ MORE: PMO denies that Trudeau yelled at Liberal MP Celina Caesar-Chavannes Trudeau told reporters on his way into question period on Wednesday that he learned from his office that Whitby MP Celina Caesar-Chavannes has decided to sit as an independent for the remainder of the parliamentary session. Caesar-Chavannes is a first-term MP who announced earlier this year that she will not be running for re-election. WATCH: ‘Remember your reactions?’ MP Caesar-Chavannes says in cryptic tweet after PM Trudeau remarks (March 7) She pushed back at questions over whether her decision was linked to the allegations of attempted political interference at the heart of the SNC-Lavalin affair. That controversy saw former attorney general Jody Wilson-Raybould and former Treasury Board president Jane Philpott resign, citing a lack of confidence in Trudeau’s handling of the matter. READ MORE: ‘You think the world revolves around your skin colour’: Liberal and Conservative MP tangle on Twitter Both have so far remained in the Liberal caucus and appear set to run again under the banner this fall. Caesar-Chavannes, however, accused Trudeau in a cryptic tweet earlier this month of failing to live up to the leadership expectations he espoused of openness and teamwork. READ MORE: Liberal MP says racial microaggressions ‘happen all the time’ on Parliament Hill She later said in an interview with the Globe and Mail he had raised his voice with her when she told him on the day of Wilson-Raybould’s resignation that she would not run again. She said he later apologized.
  19. Looking at the MSNBC web page, they are not exactly fans of Trump either. Perhaps just more muted?
  20. Justin who is looking after us middle class citizens made this list. Net worth: $13M Country: Canada Position: Prime Minister Canada’s second-youngest leader was perhaps always destined for politics. After all, his father was Canada’s 15th prime minister. Following studies in environmental geography and literature, Trudeau’s first true step into politics probably began with the delivery of his father’s eulogy. The speech is often cited as a significant historical moment in Canadian politics. Trudeau spent several years leading Canada’s Liberal Party, culminating in his electoral victory in 2015 as Canada’s newest prime minister. In this role, he’s advocated a consistently progressive platform. Much of his personal wealth was inherited from a prestigious political family lineage. His many fans also consider Trudeau to be one of the most “charming” politicians on the global stage. Little do they know: he’s also one of the richest!
  21. March 19, 2019 2:48 pm Updated: March 20, 2019 7:59 am Who are the winners and losers in the 2019 federal budget? Here’s what you need to know By Amanda Connolly National Online Journalist Global News ABOVE: Here are the goodies found in the 2019 federal budget. Finance Minister Bill Morneau unveiled the Liberal government’s final budget before the fall election on Tuesday. It offers up a mixed bag of both benefits and potential consequences for Canadian stakeholders across a wide range of backgrounds. Housing was a major focus of the budget with new measures proposed that the government argues will make it easier for millennials and first-time buyers to purchase a home. While economists and critics differ on whether those measures will do what Morneau says they will, there are also a number of other ways the budget proposals will help — or potentially hurt — other Canadians. Here are some of the winners and losers. WINNERS People with student loans Budget 2019 proposes lowering the floating interest rate, which most people with Canada Student Loans have among their debt loads, to prime. Currently, it sits at prime plus 2.5 per cent. That change will go into effect this year and will mean people with student loans end up paying less on interest as they pay them back. For the minority of those with Canada Student Loans on a fixed interest rate of prime plus five per cent, the government plans to lower those rates to prime plus 2.5 per cent. The budget also proposes amending the Canada Student Financial Assistance Act so that borrowers do not accrue debt on their student loans in the six-month period after their leave school. Officials estimate that could save student loan borrowers roughly $2,000. People with rare diseases Canadians with any of the roughly 7,000 rare diseases identified by the Canadian Organization for Rare Diseases can have hope they will get help dealing with the costs of their medications. Budget 2019 proposes spending up to $1 billion over two years starting in 2022-2023 to help Canadians with rare diseases access the drugs they need. Up to $500 million would be made available each year ongoing. The plan is to have the federal government partner with provinces and territories with come up with a strategy to improve access to drugs for rare diseases across the country and negotiate better prices with drug manufacturers. People looking to reduce their carbon footprint Canadians who want to buy a zero emission vehicle or retrofit their homes to be more energy efficient will likely see things they like in the budget. The government proposes spending $130 million over five years, starting this year, to install new recharging and refuelling stations for electric and hydrogen fuel cell vehicles in remote locations, workplaces, public parking spots and commercial and residential buildings. It also proposes offering $300 million over three years, starting this year, to create an incentive of up to $5,000 for people buying an electric or hydrogen fuel cell vehicle with a retail price of less than $45,000. Transport Canada will also get $5 million over three years to work with auto manufacturers to get them to set voluntary sales targets for zero-emission vehicles to keep up with anticipated demand. Budget 2019 also includes a plan to spend $1.01 billion in 2018-2019 through the Green Municipal Fund to help the Federation of Canadian Municipalities to make large community buildings more energy efficient, help homeowners with the costs of retrofitting their homes, and provide financing to improve energy efficiency in affordable housing developments. Federal Budget 2019: Liberals announce changes to allow seniors to keep more money Media and people who pay for it Media and people who pay for their news will also likely see some benefits from the budget. The government had proposed in the fall economic statement a fund worth $50 million over five years to support local news in underserved communities. While that proposal is no longer on the table, the budget does propose three new tax measures. First, subscribers to Canadian digital news will be able to claim up to $500 in costs towards eligible digital subscriptions for a maximum tax credit of $75 per year.Second, qualified Canadian journalism organizations will be able to claim a 25 per cent credit on the salaries or wages paid to eligible newsroom employees, subject to a cap of $55,000 per employee for a maximum tax credit of $13,750 per year per eligible employee. According to the budget, organizations “carrying on a broadcast undertaking” will not qualify for the tax credit. Third, qualified Canadian journalism organizations will be able to apply to be a new category of tax-exempt qualified donee that will let them issue charitable tax credits or donation deductions. They will have to file yearly returns with the Canada Revenue Agency and disclose the names of any donors giving more than $5,000, as is the case for other charitable organizations. LOSERS People with employer stock options or big earnings Anyone who makes more than $250,000 and was hoping for a break on their taxes is out of luck. There are no measures in the budget to lower personal income tax rates, including for high earners. As well, the government is proposing to limit the use of employee stock options by changing the tax regime around them. Stock options give employees the right to get shares in their employing company at a special rate, are essentially an alternate form of compensation. Federal Budget 2019: Andrew Scheer says Liberal spending plan ‘has no legitimacy’ They are currently taxed at the same rate as capital gains, which are roughly half the rate of personal income. The government says that tax regime sees benefits go “disproportionately” to a small number of high-income people and “does not believe that employee stock options should be used as a tax-preferred method of compensation for executives of large, mature companies.” On a similar note, small business owners hoping for a tax break are also likely to be disappointed in the budget. There are no small business tax breaks included in Budget 2019. READ MORE: No plan for balanced budgets even if Trudeau wins second majority People hoping to buy edible cannabis products The measures proposed in Budget 2019 are not so much a negative as a change to the tax structure around new categories of cannabis products. Right now, cannabis products are subject to a flat rate on the amount of cannabis in the product purchased by the consumer. But after legalizing marijuana in October 2018, three new legal categories of cannabis products will be available in Canada, and those will be subject to a different rate of tax. Cannabis edibles, cannabis extracts and cannabis topicals will instead be taxed on the concentration of THC they contain rather than the quantity of the cannabis plant. THC is the psychoactive component of marijuana that produces the effect of a high. READ MORE: No pharmacare in federal budget, but funding for a national drug agency
  22. Caution thrown to the wind Liberals gamble on sunny skies — and no recession Calgary Herald 20 Mar 2019 KEVIN CARMICHAEL National Business Columnist ADRIAN WYLD / THE CANADIAN PRESS Prime Minister Justin Trudeau walks with Finance Minister Bill Morneau to the House of Commons Tuesday, where they delivered the final budget before the writ drops for the upcoming federal election. Paul Martin, where have you gone? In 2015, the deficit slayer appeared with Justin Trudeau on the campaign trail, lending instant credibility to the Liberal upstart’s economic policy. Trudeau has repaid Martin for his support by frittering away the previous Liberal prime minister’s legacy for fiscal prudence. Martin, as finance minister in Jean Chrétien’s government, perfected the budgetary art of underpromising and overdelivering. He regularly found himself with revenue windfalls, all of which he used to erase a record deficit and reduce the debt. Frankly, the constant “surprises” got ridiculous after awhile, but the effort did have the effect of instilling confidence in Ottawa’s oversight of the economy. Times have changed. Bill Morneau, the former executive who has served as Trudeau’s finance minister since the Liberals unexpectedly won the last election, keeps finding himself with more money than he expected. His latest budget, released on March 19, includes additional revenue of about $30 billion through 2024, compared with October’s economic update. Unlike Martin, Morneau’s habit is to spend the windfall — all of it — on initiatives that will play well with his party’s base. Balanced budgets, rainy-day funds, and debt reduction no longer are features of the Liberal brand. From a purely economic perspective, the strategy could result in reduced poverty and narrower wealth gaps, which would have long-term societal benefits. The worry is that too little is being done to prepare for an economic downturn, but that appears to be a risk that the Trudeau government is willing to take, especially months before an election. “The most important promise we made to Canadians is to invest in their future,” Morneau said at a press conference in Ottawa before he tabled his fourth budget. In the House of Commons, he congratulated himself for making these investments while moving the books back “towards” balance. The deficit will be about $20 billion in the fiscal year that ends a year from now, and about $10 billion in 2024, according to Morneau’s latest financial plan. If the economy continues to roll, those deficits won’t be a problem; they amount to one per cent of gross domestic product or less, entirely manageable and low by international standards. But there is reason to be wary about Canada’s economic prospects. The budget assumes economic growth of about 1.8 per cent over the next five years, which is about as fast as the Bank of Canada reckons the economy can grow without causing inflation. That’s a reasonable outlook, but one that some forecasters will see as optimistic. GDP barely grew in the fourth quarter, and the first quarter probably won’t be much better. The soft patch could be temporary, the result of an unusually large convergence of headwinds that converged over the second half of last year that have since begun to relent. The future of the North American Free Trade Agreement no longer is in doubt, for example. That should be good for investment, as executives will have one less thing to worry about. But what if something else is going on? Canada might already be in a recession, if only a shallow one, according to David Wolf, a former adviser at the Bank of Canada who now is a portfolio manager at Fidelity Investments in Toronto. Household debt is about 174 per cent of disposable income, a record and one of the highest levels in the world. The surprise in the fourth quarter was a dramatic slowdown in consumer spending, suggesting that all that debt could finally be weighing on domestic demand. At the same time, national home prices declined in 2018 for the first time in records that date to 1990, according to Bloomberg News. A slump could cause the value of the currency to drop to record lows of around US$0.65, creating a new headwind, according to Wolf. The country’s economy remains uncompetitive, so there is little to offset weaker household spending. “There’s a good chance that those stars are going to be misaligned,” Wolf told Bloomberg News in an interview earlier this week. Balance-sheet recessions tend to drag. The U.S. recovery from the financial crisis was weaker than anyone expected, and Japan still is digging out from under the debt that crashed its economy in the 1990s. Indebted households and companies are unable to help with the recovery because they owe so much to their creditors. If Canada found itself in a downturn, the federal government alone would be in a position to do something about it, according to David Dodge, the former Bank of Canada governor and the deputy minister at Finance when Martin balanced the budget in the 1990s. The biggest provinces all spent heavily to help reverse the Great Recession. None of them have the fiscal room to do so now, especially Ontario, the country’s biggest provincial economy, Dodge and Richard Dion, a former economist at the central bank, said in a pre-budget report published by Bennett Jones, the Toronto-based law firm for which both now work as advisers. “In his spring budget, the federal minister of finance should take no spending or tax actions which would further compromise a future government’s room to take the necessary discretionary action to support growth and public investment in the event of a major economic downturn, unless these actions are aimed directly and demonstrably at enhancing productivity and investment to promote the potential growth of the economy,” Dodge and Dion wrote. Morneau pledged incentives to ensure all of rural Canada has a broadband connection by 2030 and promised about $2 billion over five years for new training initiatives. The rest of the windfall was used on initiatives such as pharmacare and enhanced pension benefits. Nice initiatives. Let’s hope a recession doesn’t wreck them.
  23. Liberals unveil tax breaks for media firms Credit for those who subscribe to digital news Calgary Herald 20 Mar 2019 Postmedia News MARIE-DANIELLE SMITH WITHOUT GOVERNMENT INTERVENTION, THERE MAY BE A DECLINE IN THE QUANTITY AND QUALITY OF JOURNALISM. OTTAWA • Buried within the federal budget Tuesday were details of how the federal government plans to prop up Canada’s struggling print media industry. Last year’s budget announced $50 million over five years to support “local journalism,” after media companies lobbied the government to mitigate the corrosive effects of the internet on their businesses. In November’s fall economic statement, the government announced three tax measures costing $595 million over five years. (Postmedia, which owns this newspaper, was among the companies lobbying for assistance.) “Concerns have been expressed that, without government intervention, there may be a decline in the quantity and quality of journalism available to Canadians, including a significant loss of local news coverage,” said the government’s statement last November. However, many of the specifics of the measures — and definitions of what the government considers “qualified Canadian journalism organizations” and “eligible newsroom employees” — were not made public until Tuesday. Tax breaks fall under three categories: allowing non-profit journalism organizations to register for something similar to charitable status, so they can receive donations and be exempt from income tax; giving news organizations a labour tax credit applied to the salaries of journalists they employ; and offering a tax credit to Canadians who subscribe to “Canadian digital news.” The labour tax credit, which applies as of Jan. 1, allows journalism employers to apply a 25-per-cent refundable tax credit to the salaries of editorial employees at a cap of $55,000 per person, or a maximum credit of $13,750. Broadcasters and outlets that receive funding from the Canada Periodical Fund will not be eligible. Canadians who buy digital news subscriptions between 2019 and 2025 will be able to claim an annual 15-per-cent tax credit on up to $500 in costs, for a maximum credit of $75. This credit, too, isn’t applicable to content produced by broadcasters. The way definitions are set out in the budget, news outlets will only benefit from tax measures if they are registered as a corporation, partnership or trust; if they are incorporated and resident in Canada; if their chairperson and at least 75 per cent of directors are Canadian citizens; and in the case of partnerships or trusts, if they own at least a 75-per-cent share. The organizations must employ at least two journalists who operate at an “arm’s length” from management and be “primarily engaged in the production of original news content.” The news must fit into “matters of general interest and reports of current events, including coverage of democratic institutions and processes.” Publications focused on industry-specific news, sports, arts or entertainment are excluded. There are further requirements that organizations have a board of directors or trustees that operate independently of one another and of journalists and that they “not be factually controlled” by an individual or group. The definition stipulates that any additional business the organization conducts be related to journalism. As of 2020, the non-profit news outlets that qualify as donees must publicly report large donations and issue tax receipts to donors. Any one source of gifts or donations can’t be responsible for more than 20 per cent of total revenue — unless it’s by bequest, or the minister of finance specifically approves it. For the labour tax credit, additional criteria apply. Public corporations must be listed on a stock exchange in Canada and not be controlled by non-Canadian citizens. Private corporations must be at least 75-per-cent owned by Canadian citizens or by public corporations described above. The budget document also sets out what constitutes an “eligible newsroom employee” for the purposes of that credit — the journalist needs to work for the organization at least 26 hours a week, and must be, or expected to be, an employee for a minimum of 40 consecutive weeks. The “eligible” journalists must spend at least 75 per cent of their time “engaged in the production of news content, including by researching, collecting information, verifying facts, photographing, writing, editing, designing and otherwise preparing content.” The definitions are not necessarily set in stone. An “independent panel,” about which few details are yet available, will have the ability to make recommendations on eligibility criteria. It is expected to be formed soon, more likely within weeks rather than months.
  24. Boeing makes personnel changes in wake of 737 crashes 20 March, 2019 SOURCE: Flight Dashboard BY: Greg Waldron Singapore Boeing has implemented changes among its top engineering team as it works to deal with the fallout of two recent crashes and subsequent grounding of the 737 Max 8. John Hamilton has been named chief engineer, whereas previously he was both a vice-president and chief engineer. In his changed role, he will focus on the crash investigations into Lion Air flight JT610, which crashed on 29 October 2018, and Ethiopian Airlines flight ET302, which crashed on 10 March. "In this capacity, Hamilton is responsible for bringing the necessary engineering resources and capabilities together from across the company to work through the major accident investigations and other technical risks impacting Commercial Airplanes products and businesses," says the company's website. Close X The twin disasters claimed a total of 346 lives, with the Ethiopian crash sparking a global grounding of the world’s 737 Max fleet. Lynne Hopper has also moved to the vice-president of engineering role, having previously led Boeing Test & Evaluation. Until the middle of 2013, says the Boeing site, Hamilton was the vice-president/chief project engineer for the 737 programme. This position covered design integrity, strategy, and compliance with Boeing and regulatory standards.