company:delta airlines

  • Boeing 737Max, l’enchaînement des modifications marginales aboutit à une catastrophe (deux catastrophes ?) Sous la pression de la réduction des coûts, un bricolo dans le logiciel de contrôle de vol a été introduit et de ne pas en informer les pilotes (il aurait fallu les faire repasser au simulateur de vol pour les habiliter au nouveau système…)

    After a Lion Air 737 Max Crashed in October, Questions About the Plane Arose - The New York Times
    https://www.nytimes.com/2019/02/03/world/asia/lion-air-plane-crash-pilots.html


    Boeing’s 737 Max is the latest version of a plane that first went into service half a century ago.
    Credit : Matt Mcknight/Reuters

    But Boeing’s engineers had a problem. Because the new engines for the Max were larger than those on the older version, they needed to be mounted higher and farther forward on the wings to provide adequate ground clearance.

    Early analysis revealed that the bigger engines, mounted differently than on the previous version of the 737, would have a destabilizing effect on the airplane, especially at lower speeds during high-banked, tight-turn maneuvers, Mr. Ludtke said.

    The concern was that an increased risk of the nose being pushed up at low airspeeds could cause the plane to get closer to the angle at which it stalls, or loses lift, Mr. Ludtke said.

    After weighing many possibilities, Mr. Ludtke said, Boeing decided to add a new program — what engineers described as essentially some lines of code — to the aircraft’s existing flight control system to counter the destabilizing pitching forces from the new engines.

    That program was M.C.A.S.
    […]
    The F.A.A. would also determine what kind of training would be required for pilots on specific design changes to the Max compared with the previous version. Some changes would require training short of simulator time, such as computer-based instruction.

    I would think this is one of those systems that the pilots should know it’s onboard and when it’s activated,” said Chuck Horning, the department chairman for aviation maintenance science at Embry-Riddle Aeronautical University.

    That was not the choice that Boeing — or regulators — would make.

    The F.A.A. Sides With Boeing
    Ultimately, the F.A.A. determined that there were not enough differences between the 737 Max and the prior iteration to require pilots to go through simulator training.

    While the agency did require pilots to be given less onerous training or information on a variety of other changes between the two versions of the plane, M.C.A.S. was not among those items either.
    […]
    At least as far as pilots knew, M.C.A.S. did not exist, even though it would play a key role in controlling the plane under certain circumstances.

    Boeing did not hide the modified system. It was documented in maintenance manuals for the plane, and airlines were informed about it during detailed briefings on differences between the Max and earlier versions of the 737.

    But the F.A.A.’s determination that the system did not have to be flagged for pilots gave pause to some other regulators.

    Across the Atlantic, the European Aviation Safety Agency, the European Union’s equivalent of the F.A.A., had qualms, according to a pilot familiar with the European regulator’s certification process.

    At first, the agency was inclined to rule that M.C.A.S. needed to be included in the flight operations manual for the Max, which in turn would have required that pilots be made aware of the new system through a classroom or computer course, the pilot said. But ultimately, he said, the agency did not consider the issue important enough to hold its ground, and eventually it went along with Boeing and the F.A.A.

    • Après avoir tergiversé devant l’énormité de l’enjeu, la FAA a suspendu les vols et Boeing annonce cesser les livraisons. Deux par jour ! comme le dit l’article, il va falloir pousser les murs à Renton…

      Boeing gèle les livraisons des B 737 MAX : près de 2 avions par jour sont concernés !
      https://www.latribune.fr/entreprises-finance/industrie/aeronautique-defense/boeing-gele-les-livraisons-des-b-737-max-pres-de-2-avions-par-jour-sont-co


      Crédits : © POOL New / Reuters

      Boeing annoncé la suspension des livraisons de ses avions moyen-courriers 737 MAX, qui ont été interdits provisoirement de vol dans le monde après deux accidents récents d’appareils de ce type, l’un d’Ethiopian Airlines, l’autre de Lion Air. Mais l’avionneur continue la production en espérant implémenter la solution à ses problèmes une fois qu’elle sera validée.

      Ce jeudi, en début de soirée en France, au lendemain de l’immobilisation totale de la flotte de B 737 MAX qui a suivi l’accident d’Ethiopian Airlines le 10 mars dernier dans des circonstances similaires à celles observées lors du crash de Lion Air en octobre, Boeing a annoncé la suspension des livraisons de ses appareils moyen-courriers.

      « Nous suspendons la livraison des 737 MAX jusqu’à ce que nous trouvions une solution », a déclaré à l’AFP un porte-parole, ajoutant que l’avionneur américain poursuivait en revanche leur production en écartant l’éventualité de réduire les cadences.

      Il va falloir trouver de la place. Boeing construit 52 B737 MAX par mois, quasiment deux par jour.

      « Nous sommes en train d’évaluer nos capacités », c’est-à-dire de savoir où les avions sortis des chaînes d’assemblage vont être stockés, a-t-il admis.

      Boeing entend donc continuer à assembler les avions et introduire la solution à ses problèmes une fois que ces derniers auront été clairement identifiés et que la façon de les résoudre validée.

    • Ça ne s’arrange pas pour Boeing et la FAA qui a délégué une grande partie de la certification de la nouvelle version à …Boeing.

      Flawed analysis, failed oversight: How Boeing, FAA certified the suspect 737 MAX flight control system | The Seattle Times
      https://www.seattletimes.com/business/boeing-aerospace/failed-certification-faa-missed-safety-issues-in-the-737-max-system-im


      A worker is seen inside a Boeing 737 MAX 9 at the Renton plant. The circular sensor seen at bottom right measures the plane’s angle of attack, the angle between the airflow and the wing. This sensor on 737 MAX planes is under scrutiny as a possible cause of two recent fatal crashes.
      Mike Siegel / The Seattle Times

      Federal Aviation Administration managers pushed its engineers to delegate wide responsibility for assessing the safety of the 737 MAX to Boeing itself. But safety engineers familiar with the documents shared details that show the analysis included crucial flaws.

      As Boeing hustled in 2015 to catch up to Airbus and certify its new 737 MAX, Federal Aviation Administration (FAA) managers pushed the agency’s safety engineers to delegate safety assessments to Boeing itself, and to speedily approve the resulting analysis.

      But the original safety analysis that Boeing delivered to the FAA for a new flight control system on the MAX — a report used to certify the plane as safe to fly — had several crucial flaws.

      That flight control system, called MCAS (Maneuvering Characteristics Augmentation System), is now under scrutiny after two crashes of the jet in less than five months resulted in Wednesday’s FAA order to ground the plane.

      Current and former engineers directly involved with the evaluations or familiar with the document shared details of Boeing’s “System Safety Analysis” of MCAS, which The Seattle Times confirmed.

      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.

      The people who spoke to The Seattle Times and shared details of the safety analysis all spoke on condition of anonymity to protect their jobs at the FAA and other aviation organizations.

      Both Boeing and the FAA were informed of the specifics of this story and were asked for responses 11 days ago, before the second crash of a 737 MAX last Sunday.
      […]
      Delegated to Boeing
      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.

      Early on in certification of the 737 MAX, the FAA safety engineering team divided up the technical assessments that would be delegated to Boeing versus those they considered more critical and would be retained within the FAA.

      But 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.

      A former FAA safety engineer who was directly involved in certifying the MAX said that halfway through the certification process, “we were asked by management to re-evaluate what would be delegated. Management thought we had retained too much at the FAA.

      There was constant pressure to re-evaluate our initial decisions,” the former engineer said. “And even after we had reassessed it … there was continued discussion by management about delegating even more items down to the Boeing Company.

      Even the work that was retained, such as reviewing technical documents provided by Boeing, was sometimes curtailed.
      […]
      Inaccurate limit
      In this atmosphere, the System Safety Analysis on MCAS, just one piece of the mountain of documents needed for certification, was delegated to Boeing.

      The original Boeing document provided to the FAA included a description specifying a limit to how much the system could move the horizontal tail — a limit of 0.6 degrees, out of a physical maximum of just less than 5 degrees of nose-down movement.

      That limit was later increased after flight tests showed that a more powerful movement of the tail was required to avert a high-speed stall, when the plane is in danger of losing lift and spiraling down.
      […]
      After the Lion Air Flight 610 crash, Boeing for the first time provided to airlines details about MCAS. Boeing’s bulletin to the airlines stated that the limit of MCAS’s command was 2.5 degrees.

      That number was new to FAA engineers who had seen 0.6 degrees in the safety assessment.
      […]
      System failed on a single sensor
      The bottom line of Boeing’s System Safety Analysis with regard to MCAS was that, in normal flight, an activation of MCAS to the maximum assumed authority of 0.6 degrees was classified as only a “major failure,” meaning that it could cause physical distress to people on the plane, but not death.

      In the case of an extreme maneuver, specifically when the plane is in a banked descending spiral, an activation of MCAS was classified as a “hazardous failure,” meaning that it could cause serious or fatal injuries to a small number of passengers. That’s still one level below a “catastrophic failure,” which represents the loss of the plane with multiple fatalities.
      […]
      Boeing’s System Safety Analysis assessment that the MCAS failure would be “hazardous” troubles former flight controls engineer Lemme because the system is triggered by the reading from a single angle-of-attack sensor.

      A hazardous failure mode depending on a single sensor, I don’t think passes muster,” said Lemme.

      Like all 737s, the MAX actually has two of the sensors, one on each side of the fuselage near the cockpit. But the MCAS was designed to take a reading from only one of them.

      Lemme said Boeing could have designed the system to compare the readings from the two vanes, which would have indicated if one of them was way off.

      Alternatively, the system could have been designed to check that the angle-of-attack reading was accurate while the plane was taxiing on the ground before takeoff, when the angle of attack should read zero.

      They could have designed a two-channel system. Or they could have tested the value of angle of attack on the ground,” said Lemme. “I don’t know why they didn’t.

      The black box data provided in the preliminary investigation report shows that readings from the two sensors differed by some 20 degrees not only throughout the flight but also while the airplane taxied on the ground before takeoff.

      No training, no information
      After the Lion Air crash, 737 MAX pilots around the world were notified about the existence of MCAS and what to do if the system is triggered inappropriately.

    • VF

      Crashs de 737 MAX : la justice américaine se saisit du dossier
      https://www.lemonde.fr/international/article/2019/03/19/crashs-de-737-max-la-justice-americaine-s-en-mele_5438002_3210.html


      Les Boeing 737 Max sont collés au sol à Phoenix, dans l’Arizona (Etats-Unis).
      Matt York / AP

      La justice américaine a décidé de faire la lumière sur les relations entre Boeing et les autorités fédérales chargées de certifier ses appareils 737 MAX, à la suite de deux accidents qui ont fait 346 morts à moins de cinq mois d’intervalle.
      Le 11 mars, soit au lendemain de la tragédie du vol d’Ethiopian Airlines, la justice a assigné au moins une personne impliquée dans le développement du programme 737 MAX à fournir des documents, incluant des lettres, des courriels ou d’autres messages, révèle le Wall Street Journal lundi 18 mars, qui cite des sources proches du dossier.
      […]
      L’affaire « prend un tour entièrement nouveau avec l’enquête criminelle », a réagi Scott Hamilton, expert aéronautique chez Leeham Company. « Contrairement à la France, où les enquêtes criminelles sont habituelles quand il y a un accident d’avion, c’est très, très rare aux Etats-Unis », souligne-t-il, se souvenant d’un seul précédent, celui de ValuJet. Le 11 mai 1996, l’accident d’un DC-9 de cette compagnie en Floride avait fait 110 morts.

      Parallèlement, le département américain des transports mène une enquête sur le processus d’approbation par le régulateur du transport aérien (FAA) des 737 MAX, a également dévoilé le WSJ dimanche. Il se penche en particulier sur le système de stabilisation de l’avion destiné à éviter le décrochage, dit « MCAS » (Maneuvering Characteristics Augmentation System).
      […]
      Des documents disponibles sur le site de la FAA montrent que le 737 MAX a été certifié comme une variante du 737 NG, son prédécesseur. Autrement dit, il n’a pas été inspecté dans son intégralité, la FAA estimant qu’il n’était pas nécessaire d’examiner certains systèmes. Cela n’est pas inhabituel dans l’aéronautique s’agissant d’un avion qui n’est pas entièrement nouveau.

      Plus gênant, selon des sources concordantes, le régulateur, confronté à des coupes budgétaires et manquant d’expertise, a délégué à des employés de Boeing la certification du MCAS. Or ce système a, lui, été spécialement conçu pour le 737 MAX, afin de compenser le fait que ce nouvel aéronef dispose de moteurs plus lourds que ceux équipant le 737 NG et qu’il présentait, de ce fait, un risque plus élevé de décrochage.

      Note que l’explication fournie est au minimum rapide, voire carrément fausse (cf. supra, la modification des moteurs (plus gros) a surtout entrainé un changement de leur position – surélévation et déplacement vers l’avant - ce qui modifie fortement le centrage de l’avion)

      Et la Chambre s’y mettrait aussi…

      Peter DeFazio, le président de la commission parlementaire des transports à la Chambre des représentants, envisage, lui, de lancer une enquête sur la certification du 737 MAX, selon des sources parlementaires, ajoutant que des auditions publiques de responsables de la FAA ne sont pas exclues.

    • Washington lance un audit sur la certification du Boeing 737 MAX
      https://www.latribune.fr/entreprises-finance/industrie/aeronautique-defense/washington-lance-un-audit-sur-la-certification-du-boeing-737-max-811302.ht

      [La] secrétaire américaine aux Transports, Elaine Chao, a annoncé mardi qu’elle avait demandé à ses services de vérifier la procédure de certification du Boeing 737 MAX par l’aviation civile américaine. Par ailleurs, un nouveau patron a été nommé à la tête de la FAA, la direction de l’aviation civile américaine. Boeing a également [re]manié l’équipe dirigeante de l’ingénierie.

      Confirmant des informations de presse, le ministère américain des Transports (DoT) a indiqué mardi avoir lancé un audit sur le processus de certification du Boeing 737 MAX 8 par la Federal Administration Agency (FAA), la direction générale de l’aviation civile américaine, après les accidents de Lion Air fin octobre 2018 et d’Ethiopian Airlines le 10 mars denier, faisant au total 346 morts. Dans les deux cas, le 737MAX, un avion mis en service en mai 2017, était flambant neuf. Dans les deux cas, ils se sont écrasés peu après le décollage après avoir connu des montées et des descentes irrégulières lors de la phase de montée.
      […]
      Par ailleurs, Donald Trump a annoncé mardi son intention de nommer Steve Dickson, un ancien pilote de chasse et pilote de ligne, à la tête de la FAA. Steve Dickson doit être nommé comme administrateur de la FAA pour une période de cinq ans et comme président du Comité des services du trafic aérien au département du Transport. Steve Dickson, qui a pris récemment sa retraite, a une longue expérience du transport aérien puisqu’il était responsable de la sécurité et des services opérationnels au sein de la compagnie américaine Delta Airlines. Il était en outre instructeur. En tant que pilote de ligne, il a l’expérience des avions moyen-courriers : Airbus A320, Boeing 727, 737, 757. Steve Dickson était également, au début de sa carrière, pilote sur l’avion de combat F-15.

      La division d’aviation commerciale de Boeing a selon Reuters remanié l’équipe dirigeante de l’ingénierie. John Hamilton, qui occupait les fonctions de vice-président et d’ingénieur en chef, va se concentrer uniquement sur le rôle d’ingénieur en chef, a déclaré le PDG de la division d’aviation commerciale, Kevin McAllister, dans un email envoyé aux employés. Lynne Hopper, jusque-là en charge de l’unité test et évaluation, est nommée vice-présidente de l’ingénierie, a-t-il ajouté.

      La réorganisation va permettre à Hamilton de « focaliser toute son attention sur les enquêtes en cours sur l’accident », écrit McAllister, soulignant que des changements étaient nécessaires alors que l’avionneur américain « dédie des ressources supplémentaires » à ces enquêtes.

    • Boeing a le droit de faire voler ses 737 MAX (pour les stocker ailleurs qu’à Seattle)
      https://www.latribune.fr/entreprises-finance/industrie/aeronautique-defense/boeing-a-le-droit-de-faire-voler-ses-737-max-pour-les-stocker-ailleurs-qu-

      Malgré l’interdiction des vols des 737 MAX la direction de l’aviation civile américaine a autorisé à Boeing à les faire [voler] pour parquer quelque part les avions assemblés qui ne pourront plus être stockés sur le site de production de Seattle, faute de place.

      Les Boeing 737 MAX peuvent reprendre les airs sans attendre les conclusions de l’enquête de l’accident d’un appareil de ce type d’Ethiopian Airlines, faisant 157 victimes à bord le 10 mars. Mais sans passagers à bord. Si les vols reprennent effectivement, ce sera uniquement pour aller parquer quelque part les appareils qui sortent de la chaîne d’assemblage et qui ne pourront plus être stockés sur le site de production de Renton, près de Seattle. Si Boeing a interrompu les livraisons, l’avionneur a maintenu la production dans le but d’introduite la solution à ses problèmes sur tous les avions stockés et livrer rapidement ces derniers.

      Selon les autorités américaines, de telles dispositions ont été accordées à Boeing par la Federal Administration Agency (FAA), la direction générale de l’aviation civile, lorsque cette dernière a interdit les vols des 737 MAX la semaine dernière. « La FAA a décidé d’interdire les opérations, mais n’a pas retiré le certificat de navigabilité de l’avion qui aurait décrété que l’avion n’était pas en mesure de voler », a expliqué surpris à La Tribune, un expert européen des questions de sécurité. En attendant, si Boeing décidait de faire voler ses avions pour aller les parquer ailleurs qu’à Renton, la décision pourrait en surprendre plus d’un. Comment pourrait-on autoriser un avion cloué au sol pour des raisons de sécurité reprendre les airs avec des pilotes à bord ?

      Avec une cadence de production de 52 appareils par mois, l’avionneur est confronté au défi du stockage de ces avions qu’il ne peut pas livrer aux compagnies aériennes. Selon nos informations, Boeing a des solutions pour absorber deux mois de production, soit plus de 100 appareils.

      (note, les chapeaux des articles sont rédigés au lance-pierre, il y manque des mots ou des bouts de mots…)

  • Shadowy Black Axe group leaves trail of tattered lives - The Globe and Mail
    https://www.theglobeandmail.com/news/national/shadowy-black-axe-group-leaves-trail-of-tattered-lives/article27244946

    Canadian police say they are fighting a new kind of criminal organization.

    The signs began to appear two years ago: photos on Facebook of men wearing odd, matching outfits.

    Then there were stories, even old police files, attached to the people in the photos: a kidnapping, a man run over by a car, brutal beatings over what seemed to be a small slight.

    Mapping a secret criminal hierarchy for the first time is a rare kind of detective work. So when two Toronto police officers and an RCMP analyst in British Columbia started documenting the existence of something called the “Black Axe, Canada Zone,” they could not have predicted it would take them to funerals, suburban barbecue joints and deep into African history before they understood what they were seeing.

    The Black Axe is feared in Nigeria, where it originated. It is a “death cult,” one expert said. Once an idealistic university fraternity, the group has been linked to decades of murders and rapes, and its members are said to swear a blood oath.

    Most often, the group is likened to the Mob or to biker gangs, especially as it spreads outside Nigeria.

    An investigation by The Globe and Mail that included interviews with about 20 people found that “Axemen,” as they call themselves, are setting up chapters around the world, including in Canada.

    Like any criminal organization, it focuses on profit, police say. But instead of drug or sex trafficking, it specializes in a crime many consider minor and non-violent: scamming.

    What police have also learned is that, when done on an “industrial” level as part of a professional global network, scams ruin lives on a scale they have rarely seen.

    Two weeks ago, at a news conference attended by FBI officers, Toronto police announced they had taken part in an international crackdown on a money-laundering network through which more than $5-billion flowed in just over a year. Two local men charged with defrauding a Toronto widow of her life’s savings will eventually face extradition to the United States on money-laundering charges, they said.

    Online fraud is fluid, global and hard-to-track, but it often requires local operatives. Several Toronto-area residents have been defrauded of at least $1-million each in the past two years, and police allege the money was wired with the help of Canadian residents linked to the Black Axe, and sometimes it was handed to the group’s associates in person. The recipients then sent the money ricocheting through bank accounts around the globe, with trusted members in countries on every continent helping with the transfers before it disappeared.

    The sophistication of the money-laundering scheme reflects the efficiency of the scams, in which several people assume false identities and mix reality – bank accounts, real names and real websites – with fake documents.

    The police added an extra charge for one of the men they arrested, Akohomen Ighedoise, 41: “participating in a criminal organization.”

    Officers said in an interview they seized documents that will prove in court that Mr. Ighedoise separately helped a network of fraudsters launder money, that the fraudsters are members of the Black Axe and that he is their bookkeeper. The charge is the first time a Canadian has been publicly linked to the group.

    Interviews with police, gang experts and Nigerian academics paint a picture of an organization both public and enigmatic, with an ostensible charitable purpose as well as secret codes and a strict hierarchy. Police say it has grown to 200 people across Canada.

    Officers in Canada first heard the name “Black Axe” less than two years ago, said Tim Trotter, a detective constable with the Toronto Police Service. They are working quickly, trying to stop the group from becoming entrenched.

    “I mean, 100 years ago, law enforcement dealt with the same thing, the Sicilian black hand, right? It meant nothing to anybody except the Sicilian community,” Det. Constable Trotter said. “And that’s what we have here – that’s what we believe we have here.”

    **

    Many scam victims lose a few thousand dollars. Soraya Emami, one of Toronto’s most recent victims, lost everything, including many friends.

    In 1988, Ms. Emami fled her native Iran with her four sons. Her husband was jailed by the regime and his passport was held for years. Ms. Emami flew to Canada and became a real estate agent in North York.

    It took 30 years to save for a nice house in quiet Stouffville, Ont. The rest of her earnings went to her boys, who grew up to be a doctor, an engineer, a computer engineer and a bank manager. Last year, the youngest – a fifth son, born in Canada – began university. She and her husband had never reunited, and for the first time in decades, Ms. Emami thought about dating.

    “My kids grow up, and I feel lonely,” said the 63-year-old, who has long, wavy black hair. “I didn’t know how, and because I’m not [used to] any relationship, I feel shy.”

    Ms. Emami saw a TV commercial for Match.com and joined, hesitantly. A few days later, she told a friend she had heard from a tanned, white-haired, very nice geologist. Fredrick Franklin said he lived just 45 minutes away, in Toronto’s wealthy Bridle Path neighbourhood.

    He had spent years in Australia, and when they talked on the phone, she could not always understand his thick accent at first. He called her several times a day from Vancouver, where he was on a business trip, then from Turkey, where he travelled on a short contract. He was to fly home via Delta airlines on May 5. She would pick him up from the airport, and they would finally meet.

    “I am a simple man in nature, very easy going,” he wrote in an e-mail, telling her about his son and granddaughters. “I have done the Heart and Stroke ride in Toronto for the past 2 years, have also done the MS ride from London to Grand Bend.”

    A few days before his return date, Mr. Franklin called Ms. Emami in a panic. His bank had told him someone had tried to gain access to his account, he said. He could not clear it up from rural Turkey, so would she mind calling the bank and reporting back with his balance? He e-mailed the phone number for SunTrust bank, a 10-digit account number and a nine-digit tax ID number.

    She spoke to a bank teller. The balance, she was told, was $18-million.

    A few days later, Mr. Franklin asked for a small favour – could she send him a new phone and laptop – saying he would repay her upon his return. She acquiesced, believing he could pay her back.

    Within a few weeks, she lost half a million dollars, and the scam would cost her the home in Stouffville.

    What perplexes police about some of the Toronto romance frauds is not how the victims could be so naive, but how the fraudsters could be so convincing.

    The SunTrust account appears to be real, The Globe determined after retracing the steps Ms. Emami took to access it. The bank said it could not verify the account’s existence, as that was client-related information.

    In the course of the scam, Ms. Emami spoke to at least five people other than the Aussie geologist, including two in person.

    In June, in what they called Project Unromantic, York Regional Police charged nine local people in several cases, including that of Ms. Emami, that added up to $1.5-million. They considered the criminals to be internationally connected. “We don’t know who’s at the top, but there seems to be a hierarchy,” Detective Courtney Chang said.

    The Toronto police believe the crimes that led to their charges against Mr. Ighedoise are linked to the ones in York Region.

    *

    Canadian police came across the Black Axe by happenstance. In 2013, an RCMP analyst in Vancouver was investigating a West Coast fraud suspect and found a photo of him on Facebook with another man, said Det. Constable Trotter (the analyst would not speak to The Globe). Both were wearing unusual clothes and seemed to be at a meeting in Toronto.

    The analyst discovered the second man was under investigation by Toronto financial crimes detective Mike Kelly, an old partner of Det. Constable Trotter. The analyst e-mailed Det. Constable Kelly to ask if he knew the significance of what the two men in the photo were wearing.

    The uniform of the Black Axe is a black beret, a yellow soccer scarf and high yellow socks. These items often have a patch or insignia showing two manacled hands with an axe separating the chain between them, which sometimes also says “Black Axe” or “NBM,” standing for “Neo-Black Movement,” another name for the group. They often incorporate the numbers seven or 147.

    The group tries to maintain a public image of volunteerism. It has been registered as a corporation in Ontario since 2012 under the name “Neo-Black Movement of Africa North America,” with Mr. Ighedoise among several people listed as administrators. In the United Kingdom, said Det. Constable Trotter, it has been known to make small donations – to a local hospital, for example – and then claim to be in a “partnership” with the legitimate organization.

    In the GTA, the group got itself listed publicly in 2013 as a member of Volunteer MBC, a volunteer centre serving Mississauga, Brampton and Caledon. But after expressing an interest in recruiting volunteers, the group involved never posted an ad, and staff at the centre said when they tried to follow up, they found the three yahoo.com addresses on file were no longer working.

    Police found plenty of photos on social media of men in Axemen uniforms at what were said to be conferences or events.

    Det. Constable Kelly and Det. Constable Trotter compiled a list of people in Canada photographed wearing Axemen outfits. From a car, they watched some of them attend a funeral. One mourner had yellow socks and a yellow cummerbund with NBM on it, Det. Constable Trotter said. The rest were dressed normally. Near the end of the ceremony, “all of a sudden the berets and everything came out, and then they put the coffin into the earth,” he said.

    As they added names to their list, the investigators checked each one for connections to previous cases.

    What they found were 10 to 20 episodes of serious violence over the past few years clearly linked to members of the group, many of them at a Nigerian restaurant in northwest Toronto, Det. Constable Trotter said. One man had been run over by a car; another was allegedly kidnapped and beaten with a liquor bottle for a day in an abandoned building; a man was knocked to the ground for refusing to fetch another man a beer. Witnesses generally refused to talk.

    In one incident, a group of men had insulted another man’s girlfriend, and when he objected, they “beat the living hell” out of him, leaving him with cranial fractures, Det. Constable Trotter said.

    “Without the understanding of the context, it’s just a bar fight,” he said. “But when we understand who those people were, and we realize, oh, they’re all affiliated to the group … that’s why no one called [911]. And that’s why, when the police came, suddenly, oh no, those cameras don’t work. And that’s why, out of a bar full of people, the only witness was his girlfriend.”

    That case and the kidnapping case are before the courts, Det. Constable Trotter said. The Globe tried to search for all court records linked to the bar’s address over the past few years, but was told such a search is impossible.

    Police have six criteria to identify members of the group, Det. Constable Trotter said. If a person meets three of the six, he is considered a likely member.

    Police have documents that show when certain people were “blended” or initiated into the group, including some in Toronto, he said. Members live mostly in Toronto, Calgary and Vancouver.

    “There’s evidence that they’ve been active since 2005, so that’s a decade’s worth of ability to lay under the radar and become ensconced in the criminal community,” he said.

    To set up scams, they work from cafés or home and are “fastidious” about deleting their online history, Det. Constable Kelly said.

    “They have names, titles, they show respect,” Det. Constable Trotter said. “They pay dues to each other. Individuals are detailed by higher-ranking individuals to do things.”

    As they learned of the group’s fearsome reputation in Nigeria, the officers began to equate it more with established Canadian organized crime. At Afrofest in Woodbine Park one summer, a group of Axemen walked through in full uniform – not something anyone from the Nigerian community would do lightly, Det. Constable Trotter said. “I wouldn’t wear a Hells Angels vest if I wasn’t a Hells Angel.”

    He began to worry the group’s brazenness would signify to the community that “Axemen are here. And they’re open about it, and the police are doing nothing.”

    *

    Fraternities such as the Black Axe were born during an optimistic time in Nigeria’s recent history, and at first they reflected it. In the postcolonial 1970s, they were modelled after U.S. fraternities. They attracted top students and were meant to foster pan-African unity and Nigeria’s future leaders.

    When the country descended into widespread corruption after its oil boom, the fraternities split into factions and violently sought power on campuses, trying to control grades and student politics and gain the loyalty of the richest, best-connected students.

    Through the 1990s and 2000s, the groups inspired terror: Students were hacked to death or shot in their sleep, and professors were murdered in their offices in what seemed to be random attacks. Researchers say such crimes were often assigned to new members in their late teens to prove their allegiance after a painful hazing in an isolated cemetery or forest.

    “Sometimes, they are given some tough assignments like raping a very popular female student or a female member of the university staff,” Adewale Rotimi wrote in a 2005 scholarly article.

    Raping the daughters of rich and powerful families, or the girlfriends of enemies, was another tactic of the groups to prove their dominance, Ifeanyi Ezeonu wrote in 2013.

    In addition to innocent victims, one West African organization fighting cult violence says more than 1,700 fraternity members died in inter-group wars in a 10-year span. The groups were outlawed, and much of their ritualistic element – night-time ceremonies, code words – seemed to evolve to avoid detection, said Ogaga Ifowodo, who was a student in Nigeria during the 1980s and later taught at Cornell and Texas State universities.

    “Early on … you could distinguish them by their costume,” he said. “The Black Axe, they tended to wear black berets, black shirt and jeans.”

    The transformation was not a coincidence, Mr. Ifowodo said.

    “At that time, we were under military dictatorships, and they had actually propped up the now-secret cults as a way of weakening the students’ movements,” he said. “It violates something that I think is sacred to an academic community, which is bringing into campus a kind of Mafia ethos.”

    But this does not explain whether, or how, the fraternities could morph into a sophisticated global crime syndicate.

    In Nigeria, the groups are not associated with fraud, said Etannibi Alemika, who teaches at Nigeria’s University of Jos. Mr. Ifowodo agreed. However, he also backed Toronto Police’s conclusion that Black Axe is one and the same as the Neo-Black Movement. In a briefing document posted online, Canada’s Immigration and Refugee Board says the two are closely linked, but speculates that the Black Axe is a “splinter group” of the NBM.

    The NBM is known to carry out fraud, said Jonathan Matusitz, a professor at the University of Central Florida who has studied Nigerian fraternities. He said the group’s members have also been linked, mostly in Nigeria, to drug trafficking, pimping, extortion, and the falsification or copying of passports and credit cards.

    “I think that the NBM movement is more about scamming people, and it has some associations with the Black Axe, which kills people,” he said. “Have they joined forces to have like a super-group? I hope not.”

    Despite police fears, several people interviewed by The Globe, mostly business owners, said they had never heard of the Black Axe before the police news conference last week.

    Kingsley Jesuorobo, a Toronto lawyer who has many Nigerian-Canadian clients, said he has never heard of anyone being intimidated by the group.

    Mr. Jesuorobo said he is familiar with the Black Axe in the Nigerian context, but cannot imagine it posing a real threat in Canada. It is more likely that former members gravitate to each other for social reasons, he said.

    “It would be a case of comparing apples and oranges to look at how these guys operate – the impunity that characterizes their actions – in Nigeria, and then sort of come to the conclusion that they can do the same thing here,” he said.

    For Nigerian-Canadians, a cultural minority working hard to establish themselves, the idea is very troubling, he said.

    “If these things are true, it would be a bad omen for our community,” he said.

    *

    After confirming her love interest’s $18-million bank balance, Ms. Emami did not hear from him for a few days. When they spoke again, she told him she had worried. He responded that it was a sign of how close they had become; she had sensed something had happened.

    The geologist said that during his contract in Turkey, he had been in a mining accident. He was injured and could not get to Istanbul to replace his phone and laptop, which had been destroyed, so would she buy new ones and send them by courier? Ms. Emami went to the Apple Store at Fairview Mall and called him, asking if he could pay with his credit card over the phone. He said the store would not allow it, and the employee agreed. So she bought the $4,000 laptop and phone and shipped them.

    A few days later, he called again: He needed $80,000 to pay the salary of an employee, promising to repay with interest. She told him she would have to borrow from her son, but he reassured her, and she wired the money in several instalments.

    The day of his flight, a man called and said he was Mr. Franklin’s lawyer and was with him at the Istanbul airport. Someone injured in the mining accident had died, he said, and Mr. Franklin owed $130,000 to his family or he would go to jail.

    “He’s calling me, he’s crying to me,” she said. “I didn’t have any choice. I go to friends and everybody I know. Because you know, when you’re trying to be a good person, everybody trusts you. …Whatever I asked, they give me.”

    Even a friend of a friend, a cab driver, lent her thousands. “He told me, you know, dollar by dollar I collected this money,” she recalled.

    Mr. Franklin sent her details of his rebooked flight, and she promised to pick him up and cook a meal. He would love that, he said; he liked chicken.

    “You don’t believe how much food I make for him,” she said.

    She was waiting with the packed-up meal the morning of his flight when the phone rang again. It was another lawyer, this time at the Frankfurt airport, he said. Mr. Franklin owed $250,000 in tax before he could leave the country with a valuable stone.

    “My heart is just – crash,” she said. “I was crying on the phone. I said, ’Please don’t do this to me. … Why are you doing this to me? I told you from the first day, I’m borrowing this money from people.’”

    A man saying he was Mr. Franklin’s son, who also had an Australian accent, called and told her he had remortgaged his house to save his father and might lose custody of his children because of it. Ms. Emami pulled together $158,000. When her bank would not let her transfer the money, she was instructed to meet a man and a woman in person who deposited it into their accounts.

    Ms. Emami’s son and her manager at work persuaded her to go to police. When officers told her Mr. Franklin was not real and the money was likely gone for good, they called a psychiatrist to help her grasp the news.

    She cannot pay her bills or afford groceries, her credit rating is destroyed and she is hunting for work despite crippling headaches. On Oct. 27, she was served with notice that she will lose her house in Stouffville in 20 days.

    “I can’t sleep,” she said recently, crying.

    She had always considered it her “duty” to help people in need, she said. Now her friends, even her sons, are angry that the scam impoverished them as well.

    “It’s my life, it’s my relationships,” she said. “And after 30 years living here with five kids, you know, I can’t live in the street. I can’t go to the shelter.”

    *

    Other local women describe the lengths fraudsters went to to blend truth and fiction. One received a forged Ontario provincial contract. Two victims in York said the scammers impersonated an Edmonton mining executive. The fraudsters build Facebook and LinkedIn accounts that seem to be populated by friends and family.

    “When we Google them, they do seem real,” one woman said.

    Daniel Williams of the Canadian Anti-Fraud Centre, a federal intelligence-gathering agency on fraud, said the scammers profit from economies of scale. “What they did to you, they were doing to 8,000 people that day,” he said.

    The agency gets more calls from fraud victims a day than it can answer, sometimes exceeding 2,000. Staff look for waves of calls complaining of the same methods.

    Authorities estimate they are only ever aware of about 1 per cent to 5 per cent of fraud committed globally, Mr. Williams said. Many victims do not believe they have been scammed or will not report it out of embarrassment.

    Fraudsters, sometimes using credit checks, also home in on well-off victims for special treatment, Det. Constable Kelly said.

    “It’s just like, oh, we’ve got somebody on $100,000 level, let’s steer this to this person,” he said.

    The amount taken from Toronto victims alone is “absolutely astonishing,” he said.

    “If you were going to distribute cocaine, for example, you have to buy that cocaine from another smuggler somewhere, and you have to put up money for that,” he said.

    “In fraud, what is your put-up? What is your overhead? Your commodity that you’re trading in, that you’re selling, is BS. BS is cheap, it’s abundant, it’s infinite. You know, it can be replicated again and again and again and again. … And that’s why it’s a better business.”

    Fraudsters based in Canada work with people in Kuala Lumpur, in Tokyo, in Lagos, Det. Constable Kelly said.

    At the turn of the 20th century in New York, Italian-owned banks started suffering bombings, and homes were mysteriously burned down. Police heard the incidents happened after warnings from something called the “black hand.” But no officers spoke Italian, and investigations were stymied.

    It was not until the 1950s that widespread police crackdowns began. By that time, the group now known as the Mafia had spread around the world and made new alliances. The FBI estimates the organization has about 25,000 members and a quarter-million affiliates worldwide, including about 3,000 in the United States.

    Police hope the charge against Mr. Ighedoise will send an early message to Canada’s Axemen. York and Toronto officers are working to confirm connections between the fraud ring that impoverished Ms. Emami and the ring that Mr. Ighedoise is alleged to help lead.

    At their recent press conference, they appealed to the Nigerian community to report instances where the Black Axe has “intimidated” others.

    They want to know how ambitious the group really is, Det. Constable Trotter said, and how much it is feared.

    If Axemen rely on selling stories, he said, the most important one is for their own community: “That [they] have all the power and authority and the propensity for violence that [they] have back home, here in Canada.”

    #Canada #scam #Nigeria #Black_Axe

  • La géographie, sujet explosif en Chine
    http://www.lemonde.fr/economie/article/2018/02/03/la-geographie-sujet-explosif-en-chine_5251316_3234.html

    En janvier, le groupe Marriott a provoqué l’ire de Pékin en représentant sur son site Web Hongkong, Macao, le Tibet et Taïwan comme quatre Etats indépendants.

    Vu de Shanghaï. Pas question de dépasser ni d’utiliser la mauvaise couleur ! Les entreprises étrangères qui opèrent sur le sol chinois sont prévenues : les cartes de Chine qu’elles présentent à leurs clients doivent être impeccables, autrement dit correspondre aux revendications territoriales du pays jusqu’au moindre îlot.

    En janvier, plusieurs sociétés, dont Zara, Audi, Muji ou Delta Airlines, en ont fait les frais, à la suite d’un scandale impliquant la chaîne d’hôtels de luxe Marriott. Sur son site Internet, Hongkong, Macao, le Tibet et Taïwan étaient représentés comme quatre Etats indépendants, ce qui n’a pas manqué de provoquer l’ire des internautes chinois.

    En la matière, le droit à l’erreur n’existe pas, surtout quand ladite erreur porte sur des territoires contestés. Si le Tibet et Hongkong sont officiellement des zones chinoises, ils ont un statut particulier. Quant à Taïwan, l’île revendiquée par Pékin possède les caractéristiques d’un Etat, avec un gouvernement indépendant et une armée propre, mais pas de reconnaissance internationale. Le sujet de l’appartenance à la mère patrie provoque des réactions épidermiques chez la plupart des citoyens chinois.

    • @reka, tu taggues « manipulation » et « chantage », et ça m’intéresse :) Est-ce que la Chine est la seule dans ce cas là ? Je me dis qu’on doit avoir les mêmes règles ici, sauf qu’on a réussi nos invasions plus tôt et que les territoires conquis ne sont pas disputés par d’autres puissances. Mais que ce passe t-il si des entités publies des cartes dans lesquelles la Corse ou des DOM-TOMs ne sont plus français ?

    • @nicolasm Pour des pays comme la France, le Royaume-Uni ou ls États-unis, puissances qui ont encore des possessions post-coloniales, les représentations qui « oublient » les territoires lointains ne posent pas de problèmes particuliers au niveau officiel. Ces états admettent très bien des représentations uniquement « métropolitaines » parce que pour eux, ces possessions lointaines sont d’importance stratégique surtout et ne servent aucune volonté nationaliste exubérante, aucun objectif émotionnel de propriété territoriale. En clair, ils ne font jamais chier personne pour des représentation cartographiques uniquement métropolitaines.

      Par contre des pays comme la Grèce, le Maroc, la Corée, le Japon, la Chine, l’Inde, le Pérou et l’Équateur, l’Arabie saoudite, l’Iran, le Vietnam sont beaucoup plus sensibles aux représentations n’incluant pas certains territoires excentrés, ou des territoires joints au territoire métropolitain mais contestés. L’oubli d’une île, ou d’une région occupée ou administré par un pays voisin, u !ne frontière contestée en trop ou en moins déclenche souvent des grosses colères ds états concernés qui considère les « représentations cartographiqus » non conforme comme ds insultes, exigent des xcuses voire des réparations, censures les journaux ou les livres qui publient ces fausses cartes" etc... Pour certains états comme la Corée, c’est une question émotionnelle très sensible débattue quasi-quotidiennement : la forme du pays, la manière de nommer un lieu, c’est l’identité nationale, ne pas se conformer aux exigences du pays (même si c’est en contradiction avec celles du pays voisin) relève de l’insulte suprème. C’est ’équivalent de bruler le drapeau ou s’essuyer les pieds dessus.

      J’ai des dizaines d’exemples, décrits ça et la entre autre sur visions carto si ça t’intéresse, on pourrait en faire une liste. Les tags, c’est pour les retrouver facilement

    • Pratiquement tous les pays qui ont des contentieux territoriaux ne tolèrent de cartes que conformes à leur revendication.

      Ainsi pour la Crimée, entre la Fédération de Russie et l’Ukraine, pour la Guyane Esequibo entre le Venezuela et Guyana, pour l’Aksaï Chin entre l’Inde et la Chine, le Cachemire entre l’Inde et le Pakistan, etc. (tous pbs déjà abordés ici). Pour la France, il y a contentieux pour les Îles Eparses (avec Madagascar) ce dont tout le monde ou presque se tape ici (mais pas forcément là-bas).

      Le problème a aussi été abordé ici à propos de Google Maps qui trace les frontières en fonction du pays correspondant à l’adresse IP.

    • @reka, j’imagine que dans le cas de la France, évidemment il n’y a pas de contencieux, mais également les territoires où il y a le plus de revendications indépendantistes sont insulaires, donc effectivement une représentation métropolitaine ne choque pas plus que ça car beaucoup de raisonnements s’appliquent de toute façon à l’hexagone qui a une continuité terrestre. Mais si des cartes commencent à apparaître où il manque un bout de l’hexagone et éditée par des entreprises, ça risque de coincer j’imagine ?

    • Thatcher à envoyé la Marine pour les récupérer dans les années 1980 :) c’est stratégiquement intéressant pour eux, mais les british s’en foutent complètement que ce soit représenté ou pas sur une carte du Royaume-Uni. Par contre si tu ne représente pas une île coréenne contestée ou vietnamienne dans la mer de chine méridionale, tu t’exposes au courroux et à la censure, à la colère etc...de ces pays.

    • Que ce soit représenté ou non ils s’en foutent peut être, mais si une entité basée en UK sort une carte où c’est attribué à l’Argentine ? Encore une fois l’exemple n’est pas le meilleur car on parle d’un territoire qui est loin géographiquement, donc qui a peut de chance de ce retrouver sur une carte, mais j’avais envie de voir les réactions des états « du bien », car je soupçonne qu’on ferait pareil dans un cas de figure similaire

  • Is #Taiwan a Country? What About #Tibet? China Says They Aren’t—and Wants Foreign Companies to Fall in Line · Global Voices
    https://globalvoices.org/2018/01/17/is-taiwan-a-country-what-about-tibet-china-says-they-arent-and-wants-f

    Despite what people may say, #Hong_Kong (#Hongkong), #Macau, Taiwan and Tibet are not countries. At least not in the eyes of mainland China.

    This week, a smattering of multinational corporations publicly apologized for listing Hong Kong, Macau, Taiwan and Tibet as countries on their websites, at the behest of Chinese authorities.

    The wave of apologies from JW Marriott Hotels, Zara, Delta Airlines and Medtronic, among others, was sparked by a January 9 email questionnaire sent by Marriott to its Chinese members, in which the four territories were listed separately from China in one of the questions about residence.

    #chine #territoires #différends_frontaliers #frontières

  • Overcomplicated : vers des systèmes « excessivement complexes »
    http://www.internetactu.net/2016/09/07/overcomplicated-vers-des-systemes-excessivement-complexes

    Cet été, des centaines de milliers de voyageurs aériens de Delta Airlines ont été retardés par une importante panne du réseau. L’été dernier un incident du même type a touché United Airlines. Des problèmes qui deviennent de plus en plus courants dans un monde qui fonctionne avec des systèmes informatiques (...)

    #Articles #Technologies #complexité

  • Conflit israélo-palestinien : la compagnie aérienne Air France suspend ses vols vers Israël
    http://www.romandie.com/news/Conflit-israelopalestinien-la-compagnie-aerienne-Air-France/500056.rom

    Paris - La compagnie aérienne Air France a confirmé mardi à l’AFP qu’elle suspendait jusqu’à nouvel ordre ses vols vers Israël en raison des tensions dans la région, suivant les compagnies américaines Delta, US Airways et United Airlines qui ont annulé plusieurs vols un peu plus tôt dans la journée.

    La décision fait suite à la chute d’une roquette près de l’aéroport international de Tel Aviv, la compagnie française précisant suivre au plus près la situation sur place, alors que l’Agence fédérale de l’aviation américaine (FAA) a interdit un peu plus tôt aux compagnies américaines de voler vers ou depuis Israël.

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    Swiss annule ses vols vers Tel Aviv pour 36 heures
    http://www.tdg.ch/monde/compagnie-us-delta-suspend-vols-israel/story/15025449

    Suite aux violences, Lufthansa a annoncé l’annulation de ses vols vers Tel Aviv, une décision qui concerne également tous les vols de ses filiales Germanwings, Austrian Airlines et Swiss.

    • Aucune raison d’annuler les vols vers Israël (ministre israélien)
      http://www.lorientlejour.com/article/877371/aucune-raison-dannuler-les-vols-vers-israel-ministre-israelien.html

      AFP

      Le ministre israélien des Transports a affirmé mardi qu’il n’y avait « aucune raison » pour que les compagnies aériennes annulent leurs vols vers Israël, selon des déclarations rapportées par le porte-parole de l’autorité aéroportuaire civile israélienne.
      « Le ministre des Transports Israël Katz a appelé ce soir les compagnies américaines pour leur expliquer que le décollage et l’atterrissage à l’aéroport Ben Gourion (de Tel-Aviv) ne présentaient aucun problème de sécurité ni pour les appareils ni pour les passagers », a-t-il indiqué, ajoutant : « Il n’y a aucune raison pour que les compagnies américaines annulent leurs vols ».

    • De nombreux vols vers Israël annulés mercredi et jeudi
      AFP, 23/07 21:52 CET

      De nombreux vols de compagnies européennes et nord-américaines vers Tel Aviv ont été à nouveau annulés, jusqu‘à jeudi, en raison des risques que font courir les tirs de roquettes de la bande de Gaza vers l’aéroport international Ben-Gourion.

      L’Agence fédérale de l’aviation américaine (FAA) a prolongé mercredi de 24 heures l’interdiction faite aux compagnies aériennes américaines de voler vers et depuis Tel Aviv, en raison d’une “situation potentiellement dangereuse” en Israël et dans la bande de Gaza.

      La FAA avait déjà interdit mardi aux compagnies américaines de voler vers Israël pour une durée de 24 heures, craignant pour la sécurité des passagers après la chute d’une roquette à proximité de Ben-Gourion.

      Après des pressions au plus haut niveau de l’Etat en Israël pour lever cette interdiction, l’agence américaine a pris soin de préciser dans son communiqué qu’elle “travaillait étroitement” avec le gouvernement israélien pour “analyser les nouvelles informations qu’il a fournies et déterminer si les risques potentiels pour l’aviation civile américaine sont amoindris”.

      Le département d’Etat a également souligné que le chef de la diplomatie américaine John Kerry, au Proche-Orient pour tenter d’arracher un cessez-le feu à Gaza, avait atterri en Israël mercredi sans problèmes et que son équipe se sentait “très à l’aise” malgré la menace de tirs de roquettes près de l’aéroport.

      “Le Hamas a bel et bien en sa possession des roquettes susceptibles d’atteindre l’aéroport Ben-Gourion (...) mais la précision de ces roquettes reste limitée”, a commenté la porte-parole adjointe du département d’Etat Marie Harf devant la presse à Washington.

      Avant même la décision de l’agence de prolonger cette interdiction mercredi, les principales compagnies aériennes américaines avaient toutefois déjà choisi d‘éviter le ciel israélien pour la deuxième journée consécutive.

      Delta Airlines a ainsi indiqué que ses vols depuis l’aéroport John F. Kennedy de New York à destination de Ben-Gourion restaient suspendus jusqu‘à nouvel ordre.

      “Nous faisons cela par prudence”, a déclaré sur CNBC le PDG de Delta, Richard Anderson.

      United Airlines a également assuré à l’AFP que ses “vols restaient suspendus jusqu‘à nouvel ordre” et US Airways a dit espérer reprendre ses vols depuis Philadelphie jeudi.

      – Les compagnies européennes prudentes –
      En Europe nombre de compagnies, y compris les plus importantes, ont également annulé leurs vols dès mardi.

      Air France a annoncé mercredi que ses vols étaient toujours suspendus “jusqu‘à nouvel ordre”.

      La Lufthansa a quant à elle précisé avoir prolongé de 24 heures, soit durant toute la journée de jeudi, la suspension de ses vols en provenance et vers Tel Aviv, estimant “qu‘à l’heure actuelle, il y a pas de nouvelles informations suffisamment fiables qui justifieraient une reprise du trafic”.

      Austrian Airlines, Brussels Airlines, Finnair, Iberia et SAS ont aussi indiqué avoir annulé leurs vols vers Israël pour la journée.(...)

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      http://www.youtube.com/watch?v=eryzp0Pklc8

      A mesur’ que je deviens vieux
      Je m’en aperçois mieux
      J’ai le cerveau qui flanche
      Soyons sérieux disons le mot
      C’est même plus un cerveau
      C’est comm’ de la sauce blanche
      Voilà des mois et des années
      Que j’essaye d’augmenter
      La portée de ma bombe
      Et je n’me suis pas rendu compt’
      *Que la seul’ chos’ qui compt’
      C’est l’endroit où s’qu’ell’ tombe

      *