The prize is also meant to recognise all the stakeholders working for peace and reconciliation in Ethiopia and in the East and Northeast African regions.
Jerusalem (CNN)An off-duty police officer was in a playground with his family when he saw two men fighting, according to police accounts, which have been challenged by eye-witnesses. When the officer identified himself, police said the men threw stones at him. Fearing for his life, the officer pulled the trigger, police said. The bullet hit a 19-year-old black man, who later died in hospital.
Worka (R), the father of Solomon Teka, mourns over his body during his funeral.
Source: BBC News By Hana Zeratsyon For Ethiopia’s Orthodox Christians, the ancient city of Aksum is a sacred place, home to the Biblical Queen of Sheba and Ark of the Covenant. The ark is believed to contain the 10 commandments handed down to Moses by God, and is said to be under the guard of […]
via Ethiopia mosque ban: ‘Our sacred city of Aksum must be protected’ — The Muslim Times
Paris Air Show
FILE – In this Monday, April 29, 2019 file photo, Boeing Chief Executive Dennis Muilenburg speaks during a news conference after the company’s annual shareholders meeting at the Field Museum in Chicago. Boeing’s CEO says the company made a “mistake” in handling a problematic cockpit warning system in 737 Max jets ahead of two deadly crashes of the top-selling plane. Chief Executive Dennis Muilenburg told reporters in Paris on Sunday, June 16 that the company’s communication “was not consistent,” calling that “unacceptable.”(AP Photo/Jim Young, file)
PARIS (AP) — The chief executive of Boeing said the company made a “mistake” in handling a problematic cockpit warning system in its 737 Max jets before two crashes killed 346 people, and he promised transparency as the aircraft maker works to get the grounded plane back in flight.
Speaking before the industry-wide Paris Air Show, Boeing CEO Dennis Muilenburg told reporters Boeing’s communication with regulators, customers and the public “was not consistent. And that’s unacceptable.”
The U.S. Federal Aviation Administration has faulted Boeing for not telling regulators for more than a year that a safety indicator in the cockpit of the top-selling plane didn’t work as intended.
Boeing and the FAA have said the warning light wasn’t critical for flight safety. But the botched communication has eroded trust in Boeing as the company struggles to rebound from the passenger jet crashes in Indonesia and Ethiopia.
“We clearly had a mistake in the implementation of the alert,” Muilenburg said.
Pilots also have expressed anger that Boeing did not inform them about the new software that’s been implicated in the fatal crashes.
Muilenburg expressed confidence that the Boeing 737 Max would be cleared to fly again later this year by U.S. and all other global regulators.
“We will take the time necessary” to ensure the Max is safe, he said.
The model has been grounded worldwide for three months, and regulators need to approve Boeing’s long-awaited fix to the software before it can return to the skies.
Muilenburg called the crashes of the Lion Air and Ethiopian Airlines jets a “defining moment” for Boeing, but said he thinks the result will be a “better and stronger company.”
In the United States, Boeing has faced scrutiny from members of Congress and the FAA over how it reported the problem involving a cockpit warning light.
The company discovered in 2017 that a warning light designed to alert pilots when sensors measuring the angle of a plane’s nose might be wrong only worked if airlines had purchased a separate feature.
The angle-measuring sensors have been implicated in the Lion Air crash in Indonesia last October and the Ethiopian Airlines crash in March. The sensors malfunctioned, alerting software to push the noses of the planes down. The pilots were unable to take back control of the planes.
Boeing told the FAA of what it learned in 2017 after the Indonesia crash.
Pilot Dennis Tajer, a spokesman for the union that represents American Airlines pilot, the Allied Pilots Association, said it’s good Muilenburg was willing to revisit the cockpit alert problem and to acknowledge Boeing mishandled conveying information.
But Tajer said he thinks Boeing made a series of unprecedented communication missteps that have “created a massive headwind to rebuilding trust.”
Restoring trust in the Max is Boeing’s No. 1 priority, Muilenburg said — ahead of an upgraded 777 and work on its upcoming NMA long-range jet.
The Max, the newest version of Boeing’s best-selling 737, is critical to the company’s future. The Max was a direct response to rival Airbus’ fuel-efficient A320neo, one of the European plane maker’s most popular jets; Airbus has outpaced Boeing in sales in the category.
The Max crashes, a slowing global economy, and damage from tariffs and trade fights threaten to cloud the mood at the Paris Air Show. Along with its alternating-years companion, the Farnborough International Airshow near London, the Paris show is usually a celebration of cutting-edge aviation technology.
Muilenburg forecast a limited number of orders at the Paris event, the first major air show since the crashes, but said it was still important for Boeing to attend to talk to customers and others in the industry.
He also announced that Boeing was raising its long-term forecast for global plane demand, notably amid sustained growth in Asia.
Boeing expects the world’s airlines will need 44,000 planes within 20 years, up from a previous forecast of 43,000 planes.
Muilenburg projected that within 10 years, the overall aviation market — including passenger jets, cargo and warplanes — would be worth $8.7 trillion, compared to earlier forecasts of $8.1 trillion.
Both estimates are higher than the ones from Airbus, which sees slower growth ahead.
However, Airbus is heading into the Paris show with confidence. It is expected to announce several plane sales and unveil its A321 XLR long-range jet. Airbus executives said the Max crashes aren’t affecting their sales strategy, but are a reminder of the importance to the whole industry of ensuring safety.
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Rachel Lerman in San Francisco contributed to this report
On 10 March 2019, the Boeing 737 MAX 8 aircraft which operated the flight crashed six minutes after takeoff, near the town of Bishoftu, killing all 157 people aboard. It is also the deadliest aircraft accident to occur in Ethiopia, surpassing the crash of an Ethiopian Air Force Antonov An-26 in 1982, which killed 73.
On October 29 last year, a Boeing 737 MAX airplane operated by Lion Air crashed shortly after takeoff in Indonesia, killing 189 passengers and crew. In the days after the incident, Dominic Gates, an aerospace reporter at The Seattle Times, learned from a source that Boeing, which has a huge presence around Seattle, was preparing to warn airlines of a possible instrument failure that could tip 737 MAXs into dangerous dives. Gates continued to report on potential problems with the model. What he found out was extraordinary. Managers at the Federal Aviation Administration let Boeing safety-test features of the 737 MAX itself. And current and former Boeing engineers familiar with the checks told Gates they had major flaws.
On March 6, Gates sent requests for comment to Boeing and the FAA outlining his findings about a flawed safety assessment. Boeing said it would work on providing answers. Then, on March 10, another 737 MAX, this time operated by Ethiopian Airlines, crashed six minutes after lifting off from Addis Ababa, the Ethiopian capital. Boeing quickly found itself at the center of a global media storm. Countries around the world grounded the planes; last Wednesday, the US, belatedly followed suit. Around the same time, Gates finished writing his piece about the flawed safety check—but Boeing and the FAA had still not commented, and the links between the Lion Air and Ethiopian crashes remained murky. On Thursday, Gates and three colleagues learned about, then reported, a potential similarity between the incidents based on evidence found at the Ethiopian crash site and relayed by an expert. On Friday, Gates finalized the safety-test story he’d been working on since last year, and it was published on Sunday.
Like many local news reporters in the US, Gates—a former math teacher who is now in his 16th year with The Seattle Times—works a beat dedicated to a dominant local company or industry. “To survive as a regional paper, The Seattle Times has to offer readers news it cannot get elsewhere,” Gates tells me in an email. “Since this is the home of Boeing, Microsoft, Amazon and Starbucks, it strives to own coverage of those mega corporations. Coverage of Boeing has historically been huge for The Seattle Times.”
There’s no shortage of national coverage of those companies—Bloomberg, The Wall Street Journal, and others have broken important stories on the Boeing beat. But Gates feels his local base offers him a distinct advantage. “I have sources aerospace reporters elsewhere can only dream about,” he says. “Not just inside Boeing but also its suppliers and its unions. And the FAA office responsible for certifying Boeing planes. And our readers include a very large, knowledgeable aerospace base.”
In a dire economic climate for local news, specialized beats and the reporters on them, are, logically, under threat. Reporters like Gates are reminders that America’s local newspapers can be crucial repositories of public-interest journalism. When they falter, national titles are sometimes able to pick up the slack. But we shouldn’t rely on that. The logical endpoint of America’s local-news crisis isn’t just less reporting on local courthouses and councils—it’s less scrutiny for major companies and arms of the federal government, too.
Below, more on local news:
The New York Times
Ethiopian Airlines Had a Max 8 Simulator, but Pilot on Doomed Flight Didn’t Receive Training
