industryterm:airline

  • Boeing’s 737 Max Software Outsourced to $9-an-Hour Engineers - Bloomberg
    https://www.bloomberg.com/news/articles/2019-06-28/boeing-s-737-max-software-outsourced-to-9-an-hour-engineers

    In offices across from Seattle’s Boeing Field, recent college graduates employed by the Indian software developer HCL Technologies Ltd. occupied several rows of desks, said Mark Rabin, a former Boeing software engineer who worked in a flight-test group that supported the Max.

    The coders from HCL were typically designing to specifications set by Boeing. Still, “it was controversial because it was far less efficient than Boeing engineers just writing the code,” Rabin said. Frequently, he recalled, “it took many rounds going back and forth because the code was not done correctly.”

    Boeing’s cultivation of Indian companies appeared to pay other dividends. In recent years, it has won several orders for Indian military and commercial aircraft, such as a $22 billion one in January 2017 to supply SpiceJet Ltd. That order included 100 737-Max 8 jets and represented Boeing’s largest order ever from an Indian airline, a coup in a country dominated by Airbus.

    Based on resumes posted on social media, HCL engineers helped develop and test the Max’s flight-display software, while employees from another Indian company, Cyient Ltd., handled software for flight-test equipment.

    C’est beau comme tout la langue de bois des public relations :

    Boeing said the company did not rely on engineers from HCL and Cyient for the Maneuvering Characteristics Augmentation System, which has been linked to the Lion Air crash last October and the Ethiopian Airlines disaster in March. The Chicago-based planemaker also said it didn’t rely on either firm for another software issue disclosed after the crashes: a cockpit warning light that wasn’t working for most buyers.

    “Boeing has many decades of experience working with supplier/partners around the world,” a company spokesman said. “Our primary focus is on always ensuring that our products and services are safe, of the highest quality and comply with all applicable regulations.”

    In a statement, HCL said it “has a strong and long-standing business relationship with The Boeing Company, and we take pride in the work we do for all our customers. However, HCL does not comment on specific work we do for our customers. HCL is not associated with any ongoing issues with 737 Max.”

    Starting with the 787 Dreamliner, launched in 2004, it sought to increase profits by instead providing high-level specifications and then asking suppliers to design more parts themselves. The thinking was “they’re the experts, you see, and they will take care of all of this stuff for us,” said Frank McCormick, a former Boeing flight-controls software engineer who later worked as a consultant to regulators and manufacturers. “This was just nonsense.”

    Sales are another reason to send the work overseas. In exchange for an $11 billion order in 2005 from Air India, Boeing promised to invest $1.7 billion in Indian companies. That was a boon for HCL and other software developers from India, such as Cyient, whose engineers were widely used in computer-services industries but not yet prominent in aerospace.

    La sous-traitance logicielle peut-elle suivre les modèles de la sous-traitance de l’industrie ?

    HCL, once known as Hindustan Computers, was founded in 1976 by billionaire Shiv Nadar and now has more than $8.6 billion in annual sales. With 18,000 employees in the U.S. and 15,000 in Europe, HCL is a global company and has deep expertise in computing, said Sukamal Banerjee, a vice president. It has won business from Boeing on that basis, not on price, he said: “We came from a strong R&D background.”

    Still, for the 787, HCL gave Boeing a remarkable price – free, according to Sam Swaro, an associate vice president who pitched HCL’s services at a San Diego conference sponsored by Avionics International magazine in June. He said the company took no up-front payments on the 787 and only started collecting payments based on sales years later, an “innovative business model” he offered to extend to others in the industry.

    The 787 entered service three years late and billions of dollars over budget in 2011, in part because of confusion introduced by the outsourcing strategy. Under Dennis Muilenburg, a longtime Boeing engineer who became chief executive in 2015, the company has said that it planned to bring more work back in-house for its newest planes.

    #Boeing #Sous-traitance #Capitalisme #Sécurité #Logiciel

  • How much was pilot error a factor in the #Boeing #737_MAX crashes? | The Seattle Times
    https://www.seattletimes.com/business/boeing-aerospace/how-much-was-pilot-error-a-factor-in-the-boeing-737-max-crashes

    “Pilots trained in the United States would have successfully been able to handle” the emergencies on both jets, said Rep. Sam Graves of Missouri, ranking member of the House Transportation and Infrastructure Committee. He added that preliminary reports about the accident “compound my concerns about quality training standards in other countries.”

    Graves was repeating the main points in a report written by two pilots at a major U.S. airline that pointed to pilot error as “the most consequential factor” in both crashes. Their report was commissioned and paid for by institutional investors with large holdings in Boeing stock.

    That case for pilot error as the major cause of the crashes seems close to a surrogate for what Boeing has only hinted at, and may be a key part of the manufacturer’s legal defense in liability lawsuits.

    Yet two flight-simulator sessions replicating the conditions on the doomed flights contradict Graves’ contention that better trained pilots would have escaped disaster. And some Western-trained pilots criticize the report as based on unverified assumptions and minimizing the intense stress Boeing’s runaway flight-control system imposed on the two flight crews.

    “I’m disappointed with those who sit in their lofty chairs of judgment and say this wouldn’t have happened to U.S. pilots,” said a veteran captain with a major U.S. airline, who asked not to be named to avoid involving his employer.

    #conflit_d'intérêt #intérêts_privés #sans_vergogne #états-unis

  • U.S. denies entry to BDS founder Omar Barghouti
    Noa Landau | Apr 11, 2019 7:22 PM | Haaretz.com
    https://www.haaretz.com/us-news/bds-founder-omar-barghouti-denied-entry-to-the-united-states-1.7110679

    The U.S. government denied entry to co-founder of the boycott, divestment and sanctions movement Omar Barghouti on Thursday.

    Airline staff at Israel’s Ben Gurion International Airport informed Barghouti that he could not fly to the United States, despite holding valid travel documents. He was told that U.S. immigration officials ordered the American consul in Tel Aviv to deny him permission to board the flight.

    Barghouti was told that it is an “immigration matter,” according to a statement by the Arab American Institute, a Washington-based advocacy group. They added that Barghouti often faces travel restrictions from Israel, but not from the United States.

    Barghouti was set to attend his daughter’s wedding, who lives in the United States. He was also set to speak at Harvard, New York University and a Philidelphia bookstore owned by Marc Lemont Hill, whose contract at CNN was terminated last year over his support for Palestinian rights. (...)

    #expulsions #renvois

  • Google says Nest’s secret microphone was ‘never intended to be a secret’ | TechCrunch
    https://techcrunch.com/2019/02/20/nest-secret-microphone

    When Google announced earlier this month that its Nest Secure would double-up as a Google Assistant, it sparked anger. Google hadn’t told anyone that the security hub had a microphone inside to begin with. There was no mention of the microphone on the initial list of tech specifications, nor was it mentioned after the company announced Google Assistant integration. (It’s there now.)

    After Google, which owns Nest, realized its customers didn’t like being deceived or having their privacy violated, the company swallowed its pride and admitted fault.

    “The on-device microphone was never intended to be a secret and should have been listed in the tech specs,” said Google spokesperson Nicol Addison in an email to TechCrunch. “That was an error on our part. The microphone has never been on and is only activated when users specifically enable the option.”

    Business Insider first reported the news.

    Google said that security systems “often use microphones to provide features that rely on sound sensing and included the microphone so it could “potentially offer additional features to our users in the future, such as the ability to detect broken glass.”

    No doubt it’s a smart, if not terribly executed idea.

    You can forgive a company for not wanting to drop the ball on its own future product line-up announcements, but not disclosing the inclusion of a microphone in a device that sits in your home just looks bad. And it couldn’t come at a worst time for tech giants, as they try to clamber back any ounce of respect they have from privacy-conscious consumers.

    It makes you wonder how many other devices you have in your home — and out in the world — that could be used to spy on you.

    Just this week, Singapore Airlines landed itself in hot water after passengers discovered cameras embedded in the in-flight entertainment systems. The airline said in a tweet that the cameras were included as standard by the original manufacturer and that it has “no plans to enable or develop any features using the cameras.”

    No plans doesn’t mean “never.” And, just like the Nest device, the customer would have no way of knowing if it was in use anyway.

    #Google #Surveillance #Microphone #Nest

  • The Secret To Getting Free Drinks, Upgrades And Genuine Smiles When You #travel
    https://hackernoon.com/the-secret-to-getting-free-drinks-upgrades-and-genuine-smiles-when-you-t

    Image Credit: alusruvi/PixabayA very good friend of mine has heard me tell many a tale of trips in which I have been given free drinks, gratis hotel and car rental upgrades and various travel freebies. However, without experiencing my stories first hand, he always suspected there was a degree of embellishment involved to make my stories a bit more entertaining.We eventually had the opportunity to travel together and I was able to show demonstrate the power of a little respect and an authentic smile.It’s Kool To Be KindWe began our trip sitting in the dreary, uncomfortable airport terminal, with ample time before our flight. Bored, I explored the terminal and located the airline’s club lounge. Despite not being a member, I entered and immediately knew where I was going to spend the next (...)

    #entrepreneurship #startup #entrepreneur #travel-upgrades

  • Pan Am Flight 103 : Robert Mueller’s 30-Year Search for Justice | WIRED
    https://www.wired.com/story/robert-muellers-search-for-justice-for-pan-am-103

    Cet article décrit le rôle de Robert Mueller dans l’enquête historique qui a permis de dissimuler ou de justifier la plupart des batailles de la guerre non déclarée des États Unis contre l’OLP et les pays arabes qui soutenaient la lutte pour un état palestinien.

    Aux États-Unis, en Allemagne et en France le grand public ignore les actes de guerre commis par les États Unis dans cette guerre. Vu dans ce contexte on ne peut que classer le récit de cet article dans la catégorie idéologie et propagande même si les intentions et faits qu’on y apprend sont bien documentés et plausibles.

    Cette perspective transforme le contenu de cet article d’une variation sur un thème connu dans un reportage sur l’état d’âme des dirigeants étatsuniens moins fanatiques que l’équipe du président actuel.

    THIRTY YEARS AGO last Friday, on the darkest day of the year, 31,000 feet above one of the most remote parts of Europe, America suffered its first major terror attack.

    TEN YEARS AGO last Friday, then FBI director Robert Mueller bundled himself in his tan trench coat against the cold December air in Washington, his scarf wrapped tightly around his neck. Sitting on a small stage at Arlington National Cemetery, he scanned the faces arrayed before him—the victims he’d come to know over years, relatives and friends of husbands and wives who would never grow old, college students who would never graduate, business travelers and flight attendants who would never come home.

    Burned into Mueller’s memory were the small items those victims had left behind, items that he’d seen on the shelves of a small wooden warehouse outside Lockerbie, Scotland, a visit he would never forget: A teenager’s single white sneaker, an unworn Syracuse University sweatshirt, the wrapped Christmas gifts that would never be opened, a lonely teddy bear.

    A decade before the attacks of 9/11—attacks that came during Mueller’s second week as FBI director, and that awoke the rest of America to the threats of terrorism—the bombing of Pan Am 103 had impressed upon Mueller a new global threat.

    It had taught him the complexity of responding to international terror attacks, how unprepared the government was to respond to the needs of victims’ families, and how on the global stage justice would always be intertwined with geopolitics. In the intervening years, he had never lost sight of the Lockerbie bombing—known to the FBI by the codename Scotbom—and he had watched the orphaned children from the bombing grow up over the years.

    Nearby in the cemetery stood a memorial cairn made of pink sandstone—a single brick representing each of the victims, the stone mined from a Scottish quarry that the doomed flight passed over just seconds before the bomb ripped its baggage hold apart. The crowd that day had gathered near the cairn in the cold to mark the 20th anniversary of the bombing.

    For a man with an affinity for speaking in prose, not poetry, a man whose staff was accustomed to orders given in crisp sentences as if they were Marines on the battlefield or under cross-examination from a prosecutor in a courtroom, Mueller’s remarks that day soared in a way unlike almost any other speech he’d deliver.

    “There are those who say that time heals all wounds. But you know that not to be true. At its best, time may dull the deepest wounds; it cannot make them disappear,” Mueller told the assembled mourners. “Yet out of the darkness of this day comes a ray of light. The light of unity, of friendship, and of comfort from those who once were strangers and who are now bonded together by a terrible moment in time. The light of shared memories that bring smiles instead of sadness. And the light of hope for better days to come.”

    He talked of Robert Frost’s poem “Stopping by Woods on a Snowy Evening” and of inspiration drawn from Lockerbie’s town crest, with its simple motto, “Forward.” He spoke of what was then a two-decade-long quest for justice, of how on windswept Scottish mores and frigid lochs a generation of FBI agents, investigators, and prosecutors had redoubled their dedication to fighting terrorism.

    Mueller closed with a promise: “Today, as we stand here together on this, the darkest of days, we renew that bond. We remember the light these individuals brought to each of you here today. We renew our efforts to bring justice down on those who seek to harm us. We renew our efforts to keep our people safe, and to rid the world of terrorism. We will continue to move forward. But we will never forget.”

    Hand bells tolled for each of the victims as their names were read aloud, 270 names, 270 sets of bells.

    The investigation, though, was not yet closed. Mueller, although he didn’t know it then, wasn’t done with Pan Am 103. Just months after that speech, the case would test his innate sense of justice and morality in a way that few other cases in his career ever have.

    ROBERT S. MUELLER III had returned from a combat tour in Vietnam in the late 1960s and eventually headed to law school at the University of Virginia, part of a path that he hoped would lead him to being an FBI agent. Unable after graduation to get a job in government, he entered private practice in San Francisco, where he found he loved being a lawyer—just not a defense attorney.

    Then—as his wife Ann, a teacher, recounted to me years ago—one morning at their small home, while the two of them made the bed, Mueller complained, “Don’t I deserve to be doing something that makes me happy?” He finally landed a job as an assistant US attorney in San Francisco and stood, for the first time, in court and announced, “Good morning your Honor, I am Robert Mueller appearing on behalf of the United States of America.” It is a moment that young prosecutors often practice beforehand, and for Mueller those words carried enormous weight. He had found the thing that made him happy.

    His family remembers that time in San Francisco as some of their happiest years; the Muellers’ two daughters were young, they loved the Bay Area—and have returned there on annual vacations almost every year since relocating to the East Coast—and Mueller found himself at home as a prosecutor.

    On Friday nights, their routine was that Ann and the two girls would pick Mueller up at Harrington’s Bar & Grill, the city’s oldest Irish pub, not far from the Ferry Building in the Financial District, where he hung out each week with a group of prosecutors, defense attorneys, cops, and agents. (One Christmas, his daughter Cynthia gave him a model of the bar made out of Popsicle sticks.) He balanced that family time against weekends and trainings with the Marines Corps Reserves, where he served for more than a decade, until 1980, eventually rising to be a captain.

    Over the next 15 years, he rose through the ranks of the San Francisco US attorney’s office—an office he would return to lead during the Clinton administration—and then decamped to Massachusetts to work for US attorney William Weld in the 1980s. There, too, he shined and eventually became acting US attorney when Weld departed at the end of the Reagan administration. “You cannot get the words straight arrow out of your head,” Weld told me, speaking of Mueller a decade ago. “The agencies loved him because he knew his stuff. He didn’t try to be elegant or fancy, he just put the cards on the table.”

    In 1989, an old high school classmate, Robert Ross, who was chief of staff to then attorney general Richard Thornburgh, asked Mueller to come down to Washington to help advise Thornburgh. The offer intrigued Mueller. Ann protested the move—their younger daughter Melissa wanted to finish high school in Massachusetts. Ann told her husband, “We can’t possibly do this.” He replied, his eyes twinkling, “You’re right, it’s a terrible time. Well, why don’t we just go down and look at a few houses?” As she told me, “When he wants to do something, he just revisits it again and again.”

    For his first two years at so-called Main Justice in Washington, working under President George H.W. Bush, the family commuted back and forth from Boston to Washington, alternating weekends in each city, to allow Melissa to finish school.

    Washington gave Mueller his first exposure to national politics and cases with geopolitical implications; in September 1990, President Bush nominated him to be assistant attorney general, overseeing the Justice Department’s entire criminal division, which at that time handled all the nation’s terrorism cases as well. Mueller would oversee the prosecution of Panamanian dictator Manuel Noriega, mob boss John Gotti, and the controversial investigation into a vast money laundering scheme run through the Bank of Credit and Commerce International, known as the Bank of Crooks and Criminals

    None of his cases in Washington, though, would affect him as much as the bombing of Pan Am 103.

    THE TIME ON the clocks in Lockerbie, Scotland, read 7:04 pm, on December 21, 1988, when the first emergency call came into the local fire brigade, reporting what sounded like a massive boiler explosion. It was technically early evening, but it had been dark for hours already; that far north, on the shortest day of the year, daylight barely stretched to eight hours.

    Soon it became clear something much worse than a boiler explosion had unfolded: Fiery debris pounded the landscape, plunging from the sky and killing 11 Lockerbie residents. As Mike Carnahan told a local TV reporter, “The whole sky was lit up with flames. It was actually raining, liquid fire. You could see several houses on the skyline with the roofs totally off and all you could see was flaming timbers.”

    At 8:45 pm, a farmer found in his field the cockpit of Pan Am 103, a Boeing 747 known as Clipper Maid of the Seas, lying on its side, 15 of its crew dead inside, just some of the 259 passengers and crew killed when a bomb had exploded inside the plane’s cargo hold. The scheduled London to New York flight never even made it out of the UK.

    It had taken just three seconds for the plane to disintegrate in the air, though the wreckage took three long minutes to fall the five miles from the sky to the earth; court testimony later would examine how passengers had still been alive as they fell. Nearly 200 of the passengers were American, including 35 students from Syracuse University returning home from a semester abroad. The attack horrified America, which until then had seen terror touch its shores only occasionally as a hijacking went awry; while the US had weathered the 1983 bombing of the Marine barracks in Beirut, attacks almost never targeted civilians.

    The Pan Am 103 bombing seemed squarely aimed at the US, hitting one of its most iconic brands. Pan Am then represented America’s global reach in a way few companies did; the world’s most powerful airline shuttled 19 million passengers a year to more than 160 countries and had ferried the Beatles to their US tour and James Bond around the globe on his cinematic missions. In a moment of hubris a generation before Elon Musk and Jeff Bezos, the airline had even opened a “waiting list” for the first tourists to travel to outer space. Its New York headquarters, the Pan Am building, was the world’s largest commercial building and its terminal at JFK Airport the biggest in the world.

    The investigation into the bombing of Pan Am 103 began immediately, as police and investigators streamed north from London by the hundreds; chief constable John Boyd, the head of the local police, arrived at the Lockerbie police station by 8:15 pm, and within an hour the first victim had been brought in: A farmer arrived in town with the body of a baby girl who had fallen from the sky. He’d carefully placed her in the front seat of his pickup truck.

    An FBI agent posted in London had raced north too, with the US ambassador, aboard a special US Air Force flight, and at 2 am, when Boyd convened his first senior leadership meeting, he announced, “The FBI is here, and they are fully operational.” By that point, FBI explosives experts were already en route to Scotland aboard an FAA plane; agents would install special secure communications equipment in Lockerbie and remain on site for months.

    Although it quickly became clear that a bomb had targeted Pan Am 103—wreckage showed signs of an explosion and tested positive for PETN and RDX, two key ingredients of the explosive Semtex—the investigation proceeded with frustrating slowness. Pan Am’s records were incomplete, and it took days to even determine the full list of passengers. At the same time, it was the largest crime scene ever investigated—a fact that remains true today.

    Investigators walked 845 square miles, an area 12 times the size of Washington, DC, and searched so thoroughly that they recovered more than 70 packages of airline crackers and ultimately could reconstruct about 85 percent of the fuselage. (Today, the wreckage remains in an English scrapyard.) Constable Boyd, at his first press conference, told the media, “This is a mammoth inquiry.”

    On Christmas Eve, a searcher found a piece of a luggage pallet with signs of obvious scorching, which would indicate the bomb had been in the luggage compartment below the passenger cabin. The evidence was rushed to a special British military lab—one originally created to investigate the Guy Fawkes’ Gunpowder Plot to blow up Parliament and kill King James I in 1605.

    When the explosive tests came back a day later, the British government called the State Department’s ambassador-at-large for combating terrorism, L. Paul Bremer III (who would go on to be President George W. Bush’s viceroy in Baghdad after the 2003 invasion of Iraq), and officially delivered the news that everyone had anticipated: Pan Am 103 had been downed by a bomb.

    Meanwhile, FBI agents fanned out across the country. In New York, special agent Neil Herman—who would later lead the FBI’s counterterrorism office in New York in the run up to 9/11—was tasked with interviewing some of the victims’ families; many of the Syracuse students on board had been from the New York region. One of the mothers he interviewed hadn’t heard from the government in the 10 days since the attack. “It really struck me how ill-equipped we were to deal with this,” Herman told me, years later. “Multiply her by 270 victims and families.” The bombing underscored that the FBI and the US government had a lot to learn in responding and aiding victims in a terror attack.

    INVESTIGATORS MOVED TOWARD piecing together how a bomb could have been placed on board; years before the 9/11 attack, they discounted the idea of a suicide bomber aboard—there had never been a suicide attack on civil aviation at that point—and so focused on one of two theories: The possibility of a “mule,” an innocent passenger duped into carrying a bomb aboard, or an “inside man,” a trusted airport or airline employee who had smuggled the fatal cargo aboard. The initial suspect list stretched to 1,200 names.

    Yet even reconstructing what was on board took an eternity: Evidence pointed to a Japanese manufactured Toshiba cassette recorder as the likely delivery device for the bomb, and then, by the end of January, investigators located pieces of the suitcase that had held the bomb. After determining that it was a Samsonite bag, police and the FBI flew to the company’s headquarters in the United States and narrowed the search further: The bag, they found, was a System 4 Silhouette 4000 model, color “antique-copper,” a case and color made for only three years, 1985 to 1988, and sold only in the Middle East. There were a total of 3,500 such suitcases in circulation.

    By late spring, investigators had identified 14 pieces of luggage inside the target cargo container, known as AVE4041; each bore tell-tale signs of the explosion. Through careful retracing of how luggage moved through the London airport, investigators determined that the bags on the container’s bottom row came from passengers transferring in London. The bags on the second and third row of AVE4041 had been the last bags loaded onto the leg of the flight that began in Frankfurt, before the plane took off for London. None of the baggage had been X-rayed or matched with passengers on board.

    The British lab traced clothing fragments from the wreckage that bore signs of the explosion and thus likely originated in the bomb-carrying suitcase. It was an odd mix: Two herring-bone skirts, men’s pajamas, tartan trousers, and so on. The most promising fragment was a blue infant’s onesie that, after fiber analysis, was conclusively determined to have been inside the explosive case, and had a label saying “Malta Trading Company.” In March, two detectives took off for Malta, where the manufacturer told them that 500 such articles of clothing had been made and most sent to Ireland, while the rest went locally to Maltese outlets and others to continental Europe.

    As they dug deeper, they focused on bag B8849, which appeared to have come off Air Malta Flight 180—Malta to Frankfurt—on December 21, even though there was no record of one of that flight’s 47 passengers transferring to Pan Am 103.

    Investigators located the store in Malta where the suspect clothing had been sold; the British inspector later recorded in his statement, “[Store owner] Anthony Gauci interjected and stated that he could recall selling a pair of the checked trousers, size 34, and three pairs of the pajamas to a male person.” The investigators snapped to attention—after nine months did they finally have a suspect in their sights? “[Gauci] informed me that the man had also purchased the following items: one imitation Harris Tweed jacket; one woolen cardigan; one black umbrella; one blue colored ‘Baby Gro’ with a motif described by the witness as a ‘sheep’s face’ on the front; and one pair of gents’ brown herring-bone material trousers, size 36.”

    Game, set, match. Gauci had perfectly described the clothing fragments found by RARDE technicians to contain traces of explosive. The purchase, Gauci went on to explain, stood out in his mind because the customer—whom Gauci tellingly identified as speaking the “Libyan language”—had entered the store on November 23, 1988, and gathered items without seeming to care about the size, gender, or color of any of it.

    As the investigation painstakingly proceeded into 1989 and 1990, Robert Mueller arrived at Main Justice; the final objects of the Lockerbie search wouldn’t be found until the spring of 1990, just months before Mueller took over as assistant attorney general of the criminal division in September.

    The Justice Department that year was undergoing a series of leadership changes; the deputy attorney general, William Barr, became acting attorney general midyear as Richard Thornburgh stepped down to run for Senate back in his native Pennsylvania. President Bush then nominated Barr to take over as attorney general officially. (Earlier this month Barr was nominated by President Trump to become attorney general once again.)

    The bombing soon became one of the top cases on Mueller’s desk. He met regularly with Richard Marquise, the FBI special agent heading Scotbom. For Mueller, the case became personal; he met with victims’ families and toured the Lockerbie crash site and the investigation’s headquarters. He traveled repeatedly to the United Kingdom for meetings and walked the fields of Lockerbie himself. “The Scots just did a phenomenal job with the crime scene,” he told me, years ago.

    Mueller pushed the investigators forward constantly, getting involved in the investigation at a level that a high-ranking Justice Department official almost never does. Marquise turned to him in one meeting, after yet another set of directions, and sighed, “Geez, if I didn’t know better, I’d think you want to be FBI director.”

    The investigation gradually, carefully, zeroed in on Libya. Agents traced a circuit board used in the bomb to a similar device seized in Africa a couple of years earlier used by Libyan intelligence. An FBI-created database of Maltese immigration records even showed that a man using the same alias as one of those Libyan intelligence officers had departed from Malta on October 19, 1988—just two months before the bombing.

    The circuit board also helped makes sense of an important aspect of the bombing: It controlled a timer, meaning that the bomb was not set off by a barometric trigger that registers altitude. This, in turn, explained why the explosive baggage had lain peacefully in the jet’s hold as it took off and landed repeatedly.

    Tiny letters on the suspect timer said “MEBO.” What was MEBO? In the days before Google, searching for something called “Mebo” required going country to country, company to company. There were no shortcuts. The FBI, MI5, and CIA were, after months of work, able to trace MEBO back to a Swiss company, Meister et Bollier, adding a fifth country to the ever-expanding investigative circle.

    From Meister et Bollier, they learned that the company had provided 20 prototype timers to the Libyan government and the company helped ID their contact as a Libyan intelligence officer, Abdelbaset Ali Mohmed Al Megrahi, who looked like the sketch of the Maltese clothing shopper. Then, when the FBI looked at its database of Maltese immigration records, they found that Al Megrahi had been present in Malta the day the clothing was purchased.

    Marquise sat down with Robert Mueller and the rest of the prosecutorial team and laid out the latest evidence. Mueller’s orders were clear—he wanted specific suspects and he wanted to bring charges. As he said, “Proceed toward indictment.” Let’s get this case moving.

    IN NOVEMBER 1990, Marquise was placed in charge of all aspects of the investigation and assigned on special duty to the Washington Field Office and moved to a new Scotbom task force. The field offce was located far from the Hoover building, in a run-down neighborhood known by the thoroughly unromantic moniker of Buzzard Point.

    The Scotbom task force had been allotted three tiny windowless rooms with dark wood paneling, which were soon covered floor-to-ceiling with 747 diagrams, crime scene photographs, maps, and other clues. By the door of the office, the team kept two photographs to remind themselves of the stakes: One, a tiny baby shoe recovered from the fields of Lockerbie; the other, a picture of the American flag on the tail of Pan Am 103. This was the first major attack on the US and its civilians. Whoever was responsible couldn’t be allowed to get away with it.

    With representatives from a half-dozen countries—the US, Britain, Scotland, Sweden, Germany, France, and Malta—now sitting around the table, putting together a case that met everyone’s evidentiary standards was difficult. “We talked through everything, and everything was always done to the higher standard,” Marquise says. In the US, for instance, the legal standard for a photo array was six photos; in Scotland, though, it was 12. So every photo array in the investigation had 12 photos to ensure that the IDs could be used in a British court.

    The trail of evidence so far was pretty clear, and it all pointed toward Libya. Yet there was still much work to do prior to an indictment. A solid hunch was one thing. Having evidence that would stand up in court and under cross-examination was something else entirely.

    As the case neared an indictment, the international investigators and prosecutors found themselves focusing at their gatherings on the fine print of their respective legal code and engaging in deep, philosophical-seeming debates: “What does murder mean in your statute? Huh? I know what murder means: I kill you. Well, then you start going through the details and the standards are just a little different. It may entail five factors in one country, three in another. Was Megrahi guilty of murder? Depends on the country.”

    At every meeting, the international team danced around the question of where a prosecution would ultimately take place. “Jurisdiction was an eggshell problem,” Marquise says. “It was always there, but no one wanted to talk about it. It was always the elephant in the room.”

    Mueller tried to deflect the debate for as long as possible, arguing there was more investigation to do first. Eventually, though, he argued forcefully that the case should be tried in the US. “I recognize that Scotland has significant equities which support trial of the case in your country,” he said in one meeting. “However, the primary target of this act of terrorism was the United States. The majority of the victims were Americans, and the Pan American aircraft was targeted precisely because it was of United States registry.”

    After one meeting, where the Scots and Americans debated jurisdiction for more than two hours, the group migrated over to the Peasant, a restaurant near the Justice Department, where, in an attempt to foster good spirits, it paid for the visiting Scots. Mueller and the other American officials each had to pay for their own meals.

    Mueller was getting ready to move forward; the federal grand jury would begin work in early September. Prosecutors and other investigators were already preparing background, readying evidence, and piecing together information like the names and nationalities of all the Lockerbie victims so that they could be included in the forthcoming indictment.

    There had never been any doubt in the US that the Pan Am 103 bombing would be handled as a criminal matter, but the case was still closely monitored by the White House and the National Security Council.

    The Reagan administration had been surprised in February 1988 by the indictment on drug charges of its close ally Panamanian dictator Manuel Noriega, and a rule of thumb had been developed: Give the White House a heads up anytime you’re going to indict a foreign agent. “If you tag Libya with Pan Am 103, that’s fair to say it’s going to disrupt our relationship with Libya,” Mueller deadpans. So Mueller would head up to the Cabinet Room at the White House, charts and pictures in hand, to explain to President Bush and his team what Justice had in mind.

    To Mueller, the investigation underscored why such complex investigations needed a law enforcement eye. A few months after the attack, he sat through a CIA briefing pointing toward Syria as the culprit behind the attack. “That’s always struck with me as a lesson in the difference between intelligence and evidence. I always try to remember that,” he told me, back when he was FBI director. “It’s a very good object lesson about hasty action based on intelligence. What if we had gone and attacked Syria based on that initial intelligence? Then, after the attack, it came out that Libya had been behind it? What could we have done?”

    Marquise was the last witness for the federal grand jury on Friday, November 8, 1991. Only in the days leading up to that testimony had prosecutors zeroed in on Megrahi and another Libyan officer, Al Amin Khalifa Fhimah; as late as the week of the testimony, they had hoped to pursue additional indictments, yet the evidence wasn’t there to get to a conviction.

    Mueller traveled to London to meet with the Peter Fraser, the lord advocate—Scotland’s top prosecutor—and they agreed to announce indictments simultaneously on November 15, 1991. Who got their hands on the suspects first, well, that was a question for later. The joint indictment, Mueller believed, would benefit both countries. “It adds credibility to both our investigations,” he says.

    That coordinated joint, multi-nation statement and indictment would become a model that the US would deploy more regularly in the years to come, as the US and other western nations have tried to coordinate cyber investigations and indictments against hackers from countries like North Korea, Russia, and Iran.

    To make the stunning announcement against Libya, Mueller joined FBI director William Sessions, DC US attorney Jay Stephens, and attorney general William Barr.

    “We charge that two Libyan officials, acting as operatives of the Libyan intelligence agency, along with other co-conspirators, planted and detonated the bomb that destroyed Pan Am 103,” Barr said. “I have just telephoned some of the families of those murdered on Pan Am 103 to inform them and the organizations of the survivors that this indictment has been returned. Their loss has been ever present in our minds.”

    At the same time, in Scotland, investigators there were announcing the same indictments.

    At the press conference, Barr listed a long set of names to thank—the first one he singled out was Mueller’s. Then, he continued, “This investigation is by no means over. It continues unabated. We will not rest until all those responsible are brought to justice. We have no higher priority.”

    From there, the case would drag on for years. ABC News interviewed the two suspects in Libya later that month; both denied any responsibility for the bombing. Marquise was reassigned within six months; the other investigators moved along too.

    Mueller himself left the administration when Bill Clinton became president, spending an unhappy year in private practice before rejoining the Justice Department to work as a junior homicide prosecutor in DC under then US attorney Eric Holder; Mueller, who had led the nation’s entire criminal division was now working side by side with prosecutors just a few years out of law school, the equivalent of a three-star military general retiring and reenlisting as a second lieutenant. Clinton eventually named Mueller the US attorney in San Francisco, the office where he’d worked as a young attorney in the 1970s.

    THE 10TH ANNIVERSARY of the bombing came and went without any justice. Then, in April 1999, prolonged international negotiations led to Libyan dictator Muammar Qaddafi turning over the two suspects; the international economic sanctions imposed on Libya in the wake of the bombing were taking a toll on his country, and the leader wanted to put the incident behind him.

    The final negotiated agreement said that the two men would be tried by a Scottish court, under Scottish law, in The Hague in the Netherlands. Distinct from the international court there, the three-judge Scottish court would ensure that the men faced justice under the laws of the country where their accused crime had been committed.

    Allowing the Scots to move forward meant some concessions by the US. The big one was taking the death penalty, prohibited in Scotland, off the table. Mueller badly wanted the death penalty. Mueller, like many prosecutors and law enforcement officials, is a strong proponent of capital punishment, but he believes it should be reserved for only egregious crimes. “It has to be especially heinous, and you have to be 100 percent sure he’s guilty,” he says. This case met that criteria. “There’s never closure. If there can’t be closure, there should be justice—both for the victims as well as the society at large,” he says.

    An old US military facility, Kamp Van Zeist, was converted to an elaborate jail and courtroom in The Hague, and the Dutch formally surrendered the two Libyans to Scottish police. The trial began in May 2000. For nine months, the court heard testimony from around the world. In what many observers saw as a political verdict, Al Megrahi was found guilty and Fhimah was found not guilty.

    With barely 24 hours notice, Marquise and victim family members raced from the United States to be in the courtroom to hear the verdict. The morning of the verdict in 2001, Mueller was just days into his tenure as acting deputy US attorney general—filling in for the start of the George W. Bush administration in the department’s No. 2 role as attorney general John Ashcroft got himself situated.

    That day, Mueller awoke early and joined with victims’ families and other officials in Washington, who watched the verdict announcement via a satellite hookup. To him, it was a chance for some closure—but the investigation would go on. As he told the media, “The United States remains vigilant in its pursuit to bring to justice any other individuals who may have been involved in the conspiracy to bring down Pan Am Flight 103.”

    The Scotbom case would leave a deep imprint on Mueller; one of his first actions as FBI director was to recruit Kathryn Turman, who had served as the liaison to the Pan Am 103 victim families during the trial, to head the FBI’s Victim Services Division, helping to elevate the role and responsibility of the FBI in dealing with crime victims.

    JUST MONTHS AFTER that 20th anniversary ceremony with Mueller at Arlington National Cemetery, in the summer of 2009, Scotland released a terminally ill Megrahi from prison after a lengthy appeals process, and sent him back to Libya. The decision was made, the Scottish minister of justice reported, on “compassionate grounds.” Few involved on the US side believed the terrorist deserved compassion. Megrahi was greeted as a hero on the tarmac in Libya—rose petals, cheering crowds. The US consensus remained that he should rot in prison.

    The idea that Megrahi could walk out of prison on “compassionate” ground made a mockery of everything that Mueller had dedicated his life to fighting and doing. Amid a series of tepid official condemnations—President Obama labeled it “highly objectionable”—Mueller fired off a letter to Scottish minister Kenny MacAskill that stood out for its raw pain, anger, and deep sorrow.

    “Over the years I have been a prosecutor, and recently as the Director of the FBI, I have made it a practice not to comment on the actions of other prosecutors, since only the prosecutor handling the case has all the facts and the law before him in reaching the appropriate decision,” Mueller began. “Your decision to release Megrahi causes me to abandon that practice in this case. I do so because I am familiar with the facts, and the law, having been the Assistant Attorney General in charge of the investigation and indictment of Megrahi in 1991. And I do so because I am outraged at your decision, blithely defended on the grounds of ‘compassion.’”

    That nine months after the 20th anniversary of the bombing, the only person behind bars for the bombing would walk back onto Libyan soil a free man and be greeted with rose petals left Mueller seething.

    “Your action in releasing Megrahi is as inexplicable as it is detrimental to the cause of justice. Indeed your action makes a mockery of the rule of law. Your action gives comfort to terrorists around the world,” Mueller wrote. “You could not have spent much time with the families, certainly not as much time as others involved in the investigation and prosecution. You could not have visited the small wooden warehouse where the personal items of those who perished were gathered for identification—the single sneaker belonging to a teenager; the Syracuse sweatshirt never again to be worn by a college student returning home for the holidays; the toys in a suitcase of a businessman looking forward to spending Christmas with his wife and children.”

    For Mueller, walking the fields of Lockerbie had been walking on hallowed ground. The Scottish decision pained him especially deeply, because of the mission and dedication he and his Scottish counterparts had shared 20 years before. “If all civilized nations join together to apply the rules of law to international terrorists, certainly we will be successful in ridding the world of the scourge of terrorism,” he had written in a perhaps too hopeful private note to the Scottish Lord Advocate in 1990.

    Some 20 years later, in an era when counterterrorism would be a massive, multibillion dollar industry and a buzzword for politicians everywhere, Mueller—betrayed—concluded his letter with a decidedly un-Mueller-like plea, shouted plaintively and hopelessly across the Atlantic: “Where, I ask, is the justice?”

    #USA #Libye #impérialisme #terrorisme #histoire #CIA #idéologie #propagande

  • What is Salesforce? Four days, 170,000 people, and one Metallica concert later, I figured out what Salesforce is — Quartz
    https://qz.com/1500717/what-is-salesforce-four-days-170000-people-and-one-metallica-concert-later-i-fig

    I had not registered for this session, and had to convince the conference bouncers that my press pass allowed me entry. They allowed me to attend on the condition that I wouldn’t take up a precious chair.

    What dawned on me over the course of this discussion was the sheer ubiquity of software.
    I agreed and sat in a chair at the far end of the room. Slowly, several people, all of them white, nearly all of them women, joined our table. One worked for a community bank in Wisconsin. Another for Freddie Mac. Two of the women, it turned out, worked for the company my brother co-founded, which often helps financial firms with Salesforce.

    This was the closest I had come to understanding what Salesforce is actually good for, beyond throwing swanky parties. Everyone at the table had used Salesforce to solve problems at their companies. It had worked well. They had many more problems, and wanted to figure out the best way to use the platform to solve those, too. As they discussed how best to “leverage Financial Services Cloud,” their heads nodded.

    What dawned on me over the course of this discussion was the sheer ubiquity of software. Yes, it is several years now since Marc Andreessen wrote that “software is eating the world.” But it’s not just the smartphones and websites that we have come to be familiar with as “software.” It’s literally everything. Do anything in a modern city and it will trigger a long string of computational processes. Test-drive a car, express interest in an insurance plan, apply for a loan, contribute to a nonprofit, use a credit card, call airline customer service, change a t-shirt order from “large” to “medium,” and you will be entered into a database, added to annual reports, sent automated emails, plugged into “people who buy X also buy Y” algorithms. This is obviously true for hip startups like AirBnb. It is also true for boring, ancient, bailed-out behemoths like Freddie Mac.

    Usually, the software that runs in the dark server rooms of non-tech companies either comes with hefty license fees or is barely functional, hacked together over years by in-house coders who have come and gone. Information relevant to the company may be spread across hundreds of spreadsheets and thousands of emails, accessible only from certain computers or networks. One of the chief complaints of the woman from Freddie Mac was that the company has “a lot of legacy systems” that need to be modernized.

    “Enterprise software”—specifically “customer relationship management” software—aims to solve, or at least alleviate, such problems. Benioff’s insight was to do so using the “cloud.” Instead of charging people for a license to use your software, a la Windows XP, have them pay for a subscription to use your service, which can be accessed anywhere. It’s like Gmail, but for all of the mind-numbing tasks of the modern salesperson, customer service representative, or middle manager, like inputting what happened on a call with a customer or generating inventory reports. No more understaffed IT departments, no more inaccessible spreadsheets, no more massive upfront costs.

    These days, most people use several cloud-based services, like Spotify or Dropbox. It’s why the Google Chromebook can be a thing, and why Jack Dorsey, Twitter’s CEO, can get by without ever using a computer. It’s why Salesforce can count among its several mascots SaaSy, named after “Software as a Service,” a dancing white circle with arms and legs, but no face, that displays the word “software” in a red circle with a red line crossing it out. Nothing to install, just the cloud. That is sassy.

    But Benioff was onto the idea early. Less than 20 years have passed since he staged a sassy fake protest at the annual conference of the incumbent CRM giant, Siebel Systems, with protesters chanting, “The internet is really neat, software is obsolete!” Now 89 of the companies on the Fortune 100 use Salesforce. For the past three years, Salesforce has grown over 20% year-over-year every single quarter.

    What is Salesforce? Four days, 170,000 people, and one Metallica concert later, I figured out what Salesforce is — Quartz
    https://qz.com/1500717/what-is-salesforce-four-days-170000-people-and-one-metallica-concert-later-i-fig

    Giving more people access to high-paying tech jobs. Looks great.

    Soon after that, though, a darker, less altruistic interpretation of “inclusive capitalism” began to emerge. One that sees it not primarily as a way to bring in the excluded, but to boost the Salesforce brand, to fortify the cult, to attract talent and investors. To establish a place in history.

    After the PepUp Tech video, another told the story of billionaire Italian fashion designer Brunello Cucinelli, who uses Salesforce at his company. Cucinelli was himself in attendance. After the video finished, he took the microphone and spoke directly to Benioff in rapid-fire Italian, through an interpreter, as if he were the effusive prognosticator of an ancient king.

    “For your birthday,” Cucinelli pronounced, “I have a special request to submit to you.” This was how I learned that the keynote speech was happening on the day of Benioff’s 54th birthday.

    If “inclusive capitalism” has any chance of succeeding, one could hope for no better agent than Benioff.
    “I would like you, in this special world, which is the cradle of genius, you should envision something that lasts for the next 2,000 years,” Cucinelli continued. “In ancient Greece, Pericles 2,500 years ago stated, ‘as long as our Parthenon is standing, our Athens will be standing, too.’ In ancient Rome, Hadrian stated, ‘I feel responsible for the beauty in the world,’ and he states, ‘my Rome will be there forever.’ In my Florence, during the Renaissance, there is Lorenzo the Magnificent, another genius, who basically sits around the same table, Michelangelo, Leonardo, all together, and they design and plan for eternity…I think you, Marc, you could be the new Lorenzo the Magnificent of this side of the world.”

    Benioff was certainly positive about the first video, but this speech appeared to affect him in a deeper way. Salesforce Tower is now the tallest building in San Francisco. There is a children’s hospital in the city with his name on it. Maybe not quite 2,000 years, but those will last. And with Time under his belt, Benioff is in a position to become known as the guy who figured out how to improve the world while making loads of cash. He has deflected suggestions that he intends to run for political office by saying he can do even more good as a CEO.

    If “inclusive capitalism” has any chance of succeeding, one could hope for no better agent than Benioff. He’s a large, imposing, wealthy white man with ties to cultural icons and A-level politicians, but also to community leaders and local activists. Instead of making grand, world-changing gestures to “cure all diseases,” his focus is local, on things he has a personal stake in and can observe, like the well-being of the Bay Area. He has a chief philanthropy officer. Salesforce develops tools that make charitable giving easier for companies and organizations. His intentions appear to be good.

    But it’s also true that Benioff probably couldn’t have bought Time magazine, or built such a tall tower, if not for the exclusive capitalism that he hopes to rid the world of. This is the hard thing about being a billionaire who wants to do good: they only feel responsible for the beauty in the world so long as they still get to have lots and lots and lots of money. Benioff can donate tens of millions of dollars, marginally expanding the set of people who benefit from the status quo, without really losing any of his own wealth. And if anything, it raises his status even further.

    But if “inclusive” and “capitalism” turn out to be incompatible, would he be willing to give it all up for the greater good?

    #USA #capitalisme #action_charitable #affaires

  • How Investments will Change in the Near #future
    https://hackernoon.com/how-investments-will-change-in-the-near-future-671161d4176e?source=rss--

    How Investments Can Change in the Near FutureToday, it is very important that we realize that we are on the verge of the fourth technological revolution, which means we are standing at the very beginning of tremendous changes which will affect all aspects of the life of human society as a whole.SourceIn our daily lives, we have become accustomed to things and phenomena that were difficult to imagine even 10–15 years ago: we don’t use cameras to take photos, and we don’t worry about how many more photos we can take; we don’t use paper encyclopedias; we don’t hail taxis on the street; we don’t search pharmacies for medication; we don’t go to the bank; we don’t buy airline tickets at a travel agency; we don’t use expensive international roaming; we’re not surprised when a search engine knows our (...)

    #investing #predictions #alternative-investments #technology

  • No man’s land at Paris airport: Where France keeps foreigners who’ve been refused entry

    Every day, foreigners suspected of trying to enter France illegally are taken to a special area of Paris’s Charles de Gaulle airport where they are held at a facility dubbed #ZAPI. Located just a stone’s throw away from the airport’s runways, the ultra-secure area is closed to the general public. NGOs say ZAPI is just another name for a prison, where foreigner’s rights are flouted and where expulsions are fast-tracked. InfoMigrants was granted exclusive access to it.

    Audrey is pulling funny faces at the little girl she’s holding in her arms. “She’s not mine,” she says, and points to the girl’s mother who is sitting on another bench just a few metres away. “I’m just playing with her to pass the time,” she says. Twenty-eight-year-old Audrey from Gabon currently lives inside the four walls of the Charles de Gaulle airport’s “waiting zone”, or ZAPI, where people who have been refused entry onto French territory are being held while authorities decide what to do with them.

    Audrey’s laugh is barely audible. Neither is that of the little girl. The loud noise of the aircraft that just touched down some 50 metres away from them have drowned out all the surrounding sounds. “The noise, it’s hard… It prevents us from sleeping, we hear the planes all the time…,” the young woman complains without even looking at the giant aircraft whose wings are now gracing the fence of ZAPI.

    This tiny piece of no man’s land lies just next to one of the airport’s runways. “ZAPI is a bit like a protrusion of the international zone,” Alexis Marty explains, who heads up the immigration department at the French border police (PAF). In legal terms, the zone is not deemed to be a part of French territory. “It’s a zone where people end up when they’ve been refused entry into France and the Schengen area” by not having a visa, or because there are suspicions that their travel documents have been forged… Audrey, who’s been there for nearly a week, recalls how she was intercepted just as she was getting off the plane. She says she was placed at ZAPI because she didn’t have a “hotel” and “not enough money”.

    To visit France for a period lasting up to three months, foreigners need to fulfill certain conditions before being allowed to touch French ground: They need to have a valid passport, a visa (depending on the nationality), a medical insurance covering their stay, proof of lodging (hotel reservation or with family members), enough funds to cover their stay as well as a return ticket.

    Ill-prepared tourists or illegal immigrants?

    Foreigners who are stopped by customs officers because they don’t fulfill the conditions linked to their stay generally end up at ZAPI. “We don’t send everyone there,” Marty explains, however, pointing to certain nuances. “There are confused tourists who’ve just prepared their vacations really poorly, and who’ve forgotten essential documents. But there are also those who have different intentions, and who produce forged documents to try to enter European territory illegally.”

    It’s difficult to tell an ill-prepared tourist and a potential illegal immigrant apart. This is why the verification is done in several steps. “We don’t send people to ZAPI right away, we first carry out an initial check. When a suspicious person steps out of the plane, we bring them into a separate room to verify their documents, to ask them questions, listen to their replies and to verify any additional information they give us. If all goes well, we release them after a few hours,” he explains. “But if the incoherencies and the doubts persist, if the person produces fake documents or no documents at all, if a ‘migration risk’ exists for the person, we place them in ZAPI.”

    On this particular October day, the airport’s “waiting zone” houses a total of 96 people, of which one is an unaccompanied minor. The number of people changes on a daily basis. “Generally, a person spends four and a half days at ZAPI, so the rotation is pretty fast,” police commander Serge Berquier, who is the head of ZAPI, says. The maximum time a person can stay there is 20 days. Men, women and children – even minors traveling on their own – may be sent there. There is no age limit.

    After a three-week stay, a so-called “ZAPIst” is left with three options: Either they are finally granted entry into France (with a safe conduct), they are sent back to the country they traveled from, or a legal case is opened against them (for refusing to board, for forging documents, etc.). In 2016, some 7,000 people were held at the airport at some point, of which 53 percent were immediately refused entry into France.

    While “ZAPIsts” wait for their fates to be decided, they do what they can to kill time. They stroll in the outdoor space, they stay in their rooms, or they hang out in the TV room. The PAF makes a point of clarifying that the “ZAPIsts” are not “detainees” but rather “retainees”. This means that they have rights; family members can visit, they have access to catering services and can get legal and humanitarian assistance from the Red Cross which has a permanent presence at the facility.

    “It’s not a prison,” Marty says. “Here, you can keep your personal belongings, your mobile phone, you can go in and out of the rooms as much as you like. The only restriction is that you’re not allowed to exit the premises.”

    It may not be a prison, but it’s definitely a place of deprivation. Not all mobile phones are allowed, and those equipped with a camera are confiscated automatically.

    It’s 11.45am, but no one seems to be around on the ground floor. The TV is on in the communal room, but there’s no one there to watch it. No one is using the public payphones which are available to the “ZAPIsts” 24/7. On the first floor, where the rooms are located, the hallways are more or less empty. “They’re most likely downstairs, in the canteen, lunch will be served soon,” a police officer says. “Otherwise they might be outside, in the garden, talking or smoking.”

    The police presence is fairly discrete on the floor with the rooms, but every now and then the police officers can be heard calling someone through the loud-speakers that have been installed in the building. “We use it to call people who have a visit or a meeting. It helps us avoid having to run through the hallways to find them,” Berquier, the head of ZAPI, explains while showing us around the premises. “There are 67 rooms. Some are reserved for families, and others for people with reduced mobility […] There’s also an area reserved for unaccompanied minors and an area with games for them and for families.”

    La ZAPI compte au total une soixantaine de chambres Crdit InfoMigrants

    ‘Things can be improved’

    The atmosphere at ZAPI is calm, almost peaceful. Until Youssef, an Algerian who’s been held there for four days, turns up. He seems to be on his guard, and appears quite tense. “I’m still waiting for my suitcase, I don’t have any clothes to change with,” he complains and lights a cigarette. “The Red Cross is helping me out.” It can take several days for a person who’ve been placed in ZAPI to have their personal belongings returned to them. Checked-in luggage first has to be located and then controlled… During this period, the Red Cross does what it can in terms of clothing, offering T-shirts and underwear.

    Marty finds the situation with the luggage deplorable. “It’s evident that not everything is perfect, there are things that can be improved,” he admits. “To have a suitcase speedily returned to someone at ZAPI is among the things where progress can be made.”

    Returning home

    Audrey from Gabon and Youssef from Algeria, who have both found themselves blocked in this no-man’s land, have more or less the same story to tell. Both of them claim they came to France to visit family, insisting they did not intend to enter the country illegally. “But now, my situation isn’t very good,” the young woman says. Did she really come for the “tourist visit” she claims? Or did she try her chance at entering France by sneaking through the controls (customs)? It’s hard to know. The police have the same doubts when it comes to Youssef. “I came here to visit family, but I had a problem with my return ticket which didn’t match my visa,” he explains. Youssef says he wants to try to regularize his documents – “to buy a return ticket that conforms to the conditions” – in order to leave ZAPI and thereafter enter France. Audrey, on the other hand, says she has “given up”. She wants to go home now.

    The PAF sometimes comes across “people who ask to go home because they understand that their entry into France is compromised,” Marty explains. The costs of such returns are normally taken out of the pocket of the airline that flew the foreigner in question to France in the first place, and is undoubtedly a way for authorities to sanction the airlines and force them to be more vigilant when it comes to checking their passengers’ travel documents.

    The risk of failing an attempt to enter a country illegally is often higher for those who try to do so via air travel. “It’s an expensive trip, you have to pay for the ticket as well as the forged passport you need to fool the authorities, and this is before having to take the rigorous controls at the airports into account,” Marty says.

    The nationalities of migrants arriving by plane are often different from those who try to reach Europe by sea or by land. “The people at ZAPI are mainly from South America, Honduras, Brazil, and Nicaragua. Also from China and Russia. Some also come from North Africa and Sub-Saharan Africa, but they are fewer in numbers.” On this particular day, the people in ZAPI’s courtyard are from Gabon, Chad, Sri Lanka, Turkey, Morocco, Tunisia, Algeria, and South America.

    ’The aim is to deport’

    ZAPI also houses people seeking asylum. “There are people who demand protection in France as soon as they step off the plane,” Marty explains. “They tell border police […] Everything has been organized so that they know they have the right to demand asylum and that we’re ready to help them in their attempt to do so.”

    Charlene Cuartero-Saez works for Anafé, an association that helps foreigners who have been blocked between borders, and which has an office at ZAPI. She almost chokes when she hears the “model” description of the facility that Marty has given, saying it is far from the benevolent place he has been talking about.

    Cuartero-Saez has her desk in room 38 of the building, which has been converted into an Anafé office, Cuartero-Saez lists the different dysfunctions of the place: the poor ventilation, the restricted outdoor access, cameras in the communal areas, no laundry room… “It’s true that here, the material conditions are less difficult than elsewhere. Charles de Gaulle’s ZAPI is a bit like the display window for other ‘waiting zones’ in France. But that doesn’t prevent people from having their rights flouted, especially here.”

    ’Some are sent back just a few hours after their arrival in France’

    “[Police] say that people are informed of their rights in their native language, but in my opinion that is not always true. Many [officers] work on the principle that if the migrants speaks a few words of English, he or she doesn’t need an interpreter.”

    Anafé is also alarmed over the fast-speed returns of “ZAPIsts” – despite the existence of a “clear day” which normally gives a person 24 hours of respite at ZAPI. “This ‘clear day’ exists, yes, but you only get it if you ask for it! Many people don’t even know what it is,” Cuartero-Saez says. “There have been cases where people have been sent back to their countries just a few hours after arriving in France.”

    The law stipulates that asylum request can be filed at any moment – and thereby suspending an imminent deportation. In those cases, an Ofpra official comes to ZAPI to carry out a pre-assessment of the person’s request. The interview doesn’t decide on the asylum application itself, but evaluates the pertinence of the demand. A decision should be made within 20 days. If the demand is rejected, a deportation is imminent. A person filing a demand for asylum while at ZAPI can therefore receive a definite response within just a few days, whereas the average waiting time in France is between two and eight months or even more, depending on the case.

    Ces trois jeunes Sri-Lankais ont dpos une demande dasile aux frontires Crdit InfoMigrants

    “The aim of keeping [people in] this waiting area is to be able deport them, Cuartero-Saez states, and gives three asylum-seeking Sri Lankans who are currently staying at ZAPI as an example. The three men – all under the age of 30 – are in the courtyard and explain how they fear for their lives because they’re members of the separatist Tamil Tigers (LTTE) movement. All three have just been notified that their demands for asylum have been rejected.

    They show their rejection letters while seated on a bench in the sunshine. They speak neither French nor English and they don’t seem to know what to do next. They’ve been there for two weeks now. “We told them that they can appeal the decision. They didn’t know they could do that, no one had informed them of that,” Cuartero-Saez says.

    The three Tamils appear to be quite lost. They don’t seem to understand that they could face imminent deportation. In five days’ time, their retention at ZAPI will expire. “We don’t want to go back to Sri Lanka,” they say smiling. “We want to stay in France.”

    Aja, from Chad, and her two small daughters are in the same situation. They have been held at ZAPI for four days. Aja doesn’t want them to be returned to Chad, but she doesn’t want to demand asylum either. “I think I had a problem with money… That’s why they’re keeping me here. I’m here as a tourist,” she says, but adds that she “would very much like” to stay in France if it was possible. Because of this deadlock, she and her daughters also risk deportation.

    For those staying at ZAPI, the place is not synonymous with neither violence nor mistreatment but rather anxiety. At any given moment, PAF officers can try to force someone at ZAPI onboard a plane. “We have examples of people who don’t manage to register their asylum request in time,” Cuartero-Saez at Anafé says. “When the demand hasn’t been registered, the process is never launched… And so, without recourse, a person can be sent back in less than four days without even knowing his or her rights.”

    http://www.infomigrants.net/en/webdoc/146/no-man-s-land-at-paris-airport-where-france-keeps-foreigners-who-ve-be
    #Paris #aéroport #zone_de_transit #limbe #asile #migrations #réfugiés #déboutés #renvois #expulsions #détention #rétention #détention_administrative

  • How we respond to racist hatred matters more than ever | Chitra Ramaswamy

    https://www.theguardian.com/lifeandstyle/2018/oct/22/i-have-been-racially-abused-no-one-intervened-ryanair-story-shows-why-t

    Voilà #ryanair without any other comment

    The outcome? The woman is moved. The man remains locked in his white privilege, his racist hatred, and his seatbelt. Ryanair, which once ordered five black musicians to leave a flight at gunpoint after a passenger complained they looked like terrorists, has referred the matter to Essex police. At the time of writing, the airline had not contacted the woman to apologise.

    –------

    Patrick Barkham meets the men ejected from a Ryanair flight for fear of terrorism | UK news | The Guardian
    https://www.theguardian.com/travel/2008/feb/12/terrorismandtravel

    We’re the terrorist steel band," says Michael Toussaint with a laugh. “People have been calling us the Talipan,” chortles Jason Constantine. It is, they now admit, a funny story, but they weren’t laughing at the time. The four friends who formed Caribbean Steel International had been rapturously received when they played a world music festival in Sardinia at the end of 2006. “It was mind-blowing,” says Toussaint, the band’s cheerful tenor pan - the lead drummer - who also happens to be blind.

  • Toux, fièvre, vomissements… une étrange épidémie dans un avion Emirates reliant Dubaï à New York
    https://www.ouest-france.fr/economie/transports/avion/toux-fievre-vomissements-une-etrange-epidemie-dans-un-avion-emirates-re


    Foto : Cortesía
    Alerta bacteriológica en Nueva York : Avión aterriza con 100 pasajeros enfermos

    À leur arrivée à New York, mercredi, plus 500 passagers d’un A380 de la compagnie Emirates ont été examinés. Une centaine d’entre eux présentaient de la fièvre, de la toux et certains étaient pris de nausées. Dix personnes ont été hospitalisées.

    Dix personnes hospitalisées, plus de 100 passagers se plaignant de toux et de fièvre. Le rappeur Vanilla Ice, parmi les 521 personnes bloquées sur le tarmac à New York : l’aéroport John F. Kennedy, s’est mobilisé mercredi face à une alerte santé d’une rare ampleur, probablement due à un épisode grippal.

    L’alerte a été donnée vers 09 h du matin (13 h GMT) à l’atterrissage du vol EK203 de la compagnie Emirates en provenance de Dubaï, assuré par un A380 avec 521 personnes à bord.

    Toux, fièvre et vomissements
    « On nous a informés qu’un grand nombre de passagers étaient malades : 106 présentaient des symptômes allant de la toux à de la fièvre et des vomissements », a expliqué Oxiris Barbot, responsable des services de santé de New York.

    L’appareil a alors été conduit « à distance » des terminaux, et des équipes médicales, dont des spécialistes de l’agence fédérale des Centres de contrôle et de prévention des maladies (CDC), sont montées à bord pour examiner les 521 passagers.

    Parmi eux, le rappeur Vanilla Ice, qui a informé ses fans qu’il était assis à l’étage supérieur de l’A380. « C’est dingue. Apparemment il y a plus de 100 personnes malades à l’étage inférieur, je suis content d’être en haut », a-t-il notamment tweeté.

    • Du coup, on en inspecte d’autres…
      #EK203 (au cas où…)

      These flights have been quarantined and evaluated over sick passengers | Deseret News (article du 9/09/2018)
      https://www.deseretnews.com/article/900030842/these-flights-have-been-quarantined-and-evaluated-over-sick-passengers.

      Several flights across the country have been quarantined and evaluated over the past few days after some passengers showed signs of sickness.

      On Wednesday, a flight from Dubai to John F. Kennedy Airport was quarantined after at least 19 passengers suffered from a confirmed case of the flu, according to ABC News.

      The CDC quarantined the Emirates aircraft, which held 520 passengers. The CDC evaluated 100 passengers, who said they suffered from coughs, headaches, sore throats and fevers, ABC News reported.

      At least 10 people were hospitalized as a “precaution.” The rest were cleared.

      Given the symptoms that we are seeing in the patients and given the history that they present, it looks like this is probably influenza,” acting New York City Health Commissioner Dr. Oxiris Barbot said. “But again, until we have our final results late tonight we won’t be able to give a final determination on what the underlying cause is of this illness.

      Similarly, Southwest Airlines passengers on four flights between Dallas, Houston and Harlingen, Texas, may have been exposed to #measles, the airline company told KTRK-TV.

      The airline said it contacted customers who traveled on the plane two weeks ago to see if anyone onboard had the highly contagious virus.

      The Houston Health Department is working with the Centers for Disease Control and Prevention to speak with the passengers.

      The department told KTRK that the passenger who had the virus did not visit the airport after their flight. They stayed in a waiting room for an hour after the flight.

      And, as The Verg_e reported, two more international flights were evaluated after passengers were caught coughing and showing signs of sickness.

      Both flights were from American Airlines, flying from Munich and Paris to Philadelphia International airport. About 12 people on each flight felt sick, according to a statement from the airport.

      The airport said “_all passengers on the two flights — totaling about 250 plus crew — were held for a medical review and the CDC was notified.

      Allen Parmet, an aerospace medicine expert, told The Verge, “It’s actually pretty common to have somebody coughing in a plane.

      If it turns out to be the flu, this could be an early forecast of the flu season ahead. And the CDC has some tips for keeping the virus from spreading: get vaccinated, and stay home when you’re sick, if you can,” according to The Verge.

      #grippe #flu #influenza
      #rougeole

      les consignes du CDC :
      #se_faire_vacciner
      #rester_chez_soi
      #ne_pas_tousser_dans_l'avion (bon, ça c’est de moi…)

    • C’est un coup des musulmans du pèlerinage #Hajj

      Health Scares At Two U.S. Airports Linked To Pilgrims Arriving From Muslim Hajj In Mecca
      https://www.inquisitr.com/5064809/health-scares-at-two-us-airports-linked-to-pilgrims-arriving-from-muslim-

      U.S. health officials revealed on Friday that major health scares at two U.S. airports involving inbound flights are tied to pilgrims returning from Hajj, the pilgrimage to Mecca that Muslims take at least once in their lifetime, and which ended in late August.

      Health officials on Wednesday sent an emergency response team to the John F. Kennedy International Airport in New York after more than 100 Emirates passengers from Dubai showed flu-like symptoms.

      In an interview with Reuters, Martin Cetron, director for the division of Global Migration and Quarantine at the U.S. Centers for Disease Control and Prevention, said that 11 of the nearly 549 passengers evaluated at the airport were sent to a local hospital for further testing.

      Ten were tested for respiratory pathogen in an attempt to rule out serious infections that may pose health threats to the public.

      Our most critical issue was to rule several respiratory illnesses of urgent public health significance,” Cetron said.

      Two tested positive for a virulent type of the influenza A virus. One of the two was found gravely ill with pneumonia and also infected with another respiratory virus. Another passenger was positive for the cold virus.

      Seven crew members of the flight who were not at the pilgrimage tested negative for respiratory infections that could be of public health concern.
       
      Another health scare happened at the Philadelphia International Airport the next day. Medical teams had to screen passengers who boarded two American Airlines flights from Europe when 12 passengers showed flu-like symptoms. One of the sick passengers visited Mecca for the Muslim pilgrimage.

      Of the 11 passengers taken to the hospital for evaluation, 10 had respiratory symptoms and one exhibited signs of food poisoning. The 10 patients were also tested for Middle East Respiratory Syndrome, but none was positive. MERS is a highly contagious viral respiratory illness first reported in Saudi Arabia in 2012.

      The incident prompted a medical review of 250 passengers from the two flights. Authorities said that this was done as a precautionary measure.

      While airport operations were not affected, out of an abundance of caution, officials performed medical evaluations and assessments,” the Philadelphia International Airport said on Twitter.

      CDC spokesman Benjamin Haynes said that CDC and public health officers worked with emergency medical service personnel and officials from the Customs and Border Protection to evaluate the sick passengers.

      Twelve were found to have coughs and sore throats, and one tested positive for flu. The CDC said that this is not unusual since flu is a year-round virus.

      #MERS-CoV (ça faisait longtemps, tiens !)

  • BA customers’ credit card details ’probably already for sale’
    https://www.theguardian.com/business/2018/sep/07/ba-british-airways-customers-hacked-credit-card-details-dark-web

    Hacked data – including CVV codes – worth about £20m on dark web, cybersecurity experts say The credit card details of 380,000 British Airways customers could already be on sale on the internet after the airline suffered a “malicious” data breach, experts have warned. Customers were scrambling to change their credit card details on Friday, after BA said it was investigating the theft of passengers’ financial data from its website and app over a two-week period between 21 August and 5 September. (...)

    #BritishAirways #carte #hacking

    https://i.guim.co.uk/img/media/375a540b1de3dae1ddd53ce8e1bf8e40d4c4c51a/0_102_3000_1800/master/3000.jpg

  • Smartphones Are Killing The Planet Faster Than Anyone Expected
    https://www.fastcodesign.com/90168628/the-airplane-saddle-is-a-standing-seat-for-super-economy-flight

    There’s nothing inherently bad about the design of the Skyrider 2.0, a new compact seat that allows airlines to fit more passengers in less space with a hypothetical super-economy class. Engineered by Italian aerospace interior design company Aviointeriors and introduced at Hamburg’s Airplane Interiors Expo in earl April, the seat positions a willing passenger almost completely upright on a polyester saddle and back support. It seems well thought out, it’s reportedly very functional, and it even looks good. But I’ll still never sit on one.

    The Skyrider 2.0 makes a lot of sense for airlines trying to squeeze as much value as they can from every pound of fuel and inch of cabin space. Decreasing seat space is an easy way to do so, and even major companies like Airbus have toyed with unconventional seat designs like this butt-destroying bike seat. The new saddle-style seat is a twist on the company’s previous high-capacity seat prototype, which came out in 2010 and was never installed by any airline–perhaps out of fear after the backlash Ryanair received for similar plans. This new version is an aesthetic improvement over the original (which looked like a squeezed version of a normal seat), but it seems to be more clever, as well: positioning a passenger almost upright, with a saddle and a foot panel to support part of their body weight, takes up only 23 inches of pitch (“the space between a point on one seat and the same point on the seat in front of it”).
    [Photo: Avio Interiors]

    Aviointeriors calls Skyrider 2.0 “the new frontier of low cost tickets and passenger experience” and claims that the design allows a 20% increase in passengers per flight. It also weighs 50% less than standard economy class seats–after all, it’s half the size–lowering the fuel cost per passenger. So it seems likely that such a design could lower the cost of travel for consumers–but at what price when it comes to the experience?

    A reviewer at the travel review site The Points Guy tried one at the expo, spending 10 minutes in versions of the seat in both front and back rows. “The front row wasn’t bad, but at 5 foot 11 inch tall,” he says, “my knees were firmly planted against the seat back for the entire time in the rear row.” He claims that the saddle itself “didn’t seem to be bad.” The director general of Aviointeriors had an explanation for the saddle-style design decision back in 2010, pointing out to USA Today that, “cowboys ride eight hours on their horses during the day and still feel comfortable in the saddle.” True, though cowboys also enjoy total freedom of movement on a horse, and are not tightly sandwiched between other cowboys and their flatulence. Also, have you ever played The Oregon Trail? But I digress.

    So how far are we from seeing the Skyrider 2.0 on real airplanes? Companies have been talking about these “high-capacity seats” for a while, but at this point, no airlines have announced plans to install this particular solution, though Aviointeriors says interest is “really strong.” If airlines truly believe that are willing to trade their suffering on an airborne inquisitorial torture device for a major airfare discount, it’s just a matter of time.

    #design

  • [l] (https://blog.fefe.de/?ts=a42dc83b) Wo kommen eigentlich Viren ...
    https://diasp.eu/p/7019779

    [l] Wo kommen eigentlich Viren her? Die fallen aus dem Himmel!

    Scientists have surmised there is a stream of viruses circling the planet, above the planet’s weather systems but below the level of airline travel. Very little is known about this realm, and that’s why the number of deposited viruses stunned the team in Spain. Each day, they calculated, some 800 million viruses cascade onto every square meter of the planet.

    Most of the globe-trotting viruses are swept into the air by sea spray, and lesser numbers arrive in dust storms.

  • Why does Virgin find “Palestinian couscous” offensive?
    https://electronicintifada.net/content/why-does-virgin-find-palestinian-couscous-offensive/23276

    Virgin Atlantic has removed the word “Palestinian” from the description of a dish on its in-flight menu, following complaints from Israel-supporting customers.

    The airline acknowledged that the dish was a Palestinian recipe, but simultaneously apologized for “offense caused” by its use of the word.

    The dish was offered on the airline’s menu for economy class passengers in late 2017 and was described as “Palestinian couscous salad.”

    One customer giving the name Dani Williams took to social media to accuse the company of being “terrorist sympathizers” for using the descriptor. In a tweet, Williams posted a photograph of the menu and wrote: “last time you get my money.”

    Other pro-Israel social media users responded to the in-flight meal by claiming couscous was not Palestinian.

    One tweet suggested that the dish should be called “Jewish salad.”
     
    A photograph of the menu was also posted on the Facebook page of a group called the Israel Advocacy Movement. An accompanying comment read: “I thought this was an Israeli salad.”

    David Garnelas, the man who made the comment, also accused Richard Branson, Virgin Atlantic’s founder, of “showing his true colors,” adding that “Israelis must boycott Virgin and Israel must ask for an explanation.”

    Since these complaints were made, Virgin Atlantic has renamed the dish “couscous salad,” with the word “Palestinian” deleted.

  • U.S. Firm Ocean Infinity Says it’s Hopeful of Getting #MH370 Search Contract Soon – gCaptain
    http://gcaptain.com/u-s-firm-ocean-infinity-says-its-hopeful-of-getting-mh370-search-contract-


    Ocean Infinity’s vessel Seabed Constructor serves as host for six AUVs to conduct its seabed survey. Photo: Swire Seabed/Ocean Infinity

    U.S.-based seabed exploration firm Ocean Infinity on Wednesday said it was moving a vessel closer to a possible search area for missing Malaysia Airlines flight MH370 as it soon expects to be awarded a contract by Malaysia to resume the search.

    The disappearance of the aircraft en route from Kuala Lumpur to Beijing in March 2014 with 239 people aboard ranks among the world’s greatest aviation mysteries. Australia, China and Malaysia ended a fruitless A$200-million ($156.62 million) search in January last year.

    But in October, Malaysia said it was in talks with Ocean Infinity to resume the search on a “no-cure, no-fee” basis, meaning it will only get paid if it finds the plane.

  • Ryanair chief claims he can force pilots to give up a week of leave | Business | The Guardian

    https://www.theguardian.com/business/2017/sep/21/ryanair-boss-holiday-plans-michael-oleary-flight-cancellations

    En fait je me trompe, même en grande difficulté, O’Leary trouve encore le moyen de la jouer petit chef cruel :

    “I don’t even know how there would be industrial action in Ryanair,” O’Leary said. “There isn’t a union.

    The airline had “some goodies” to discuss with pilots, but warned: “If pilots misbehave, that will be the end of the goodies.”

    Rob Davies and agencies @ByRobDavies

    Thursday 21 September 2017 13.26 BST
    First published on Thursday 21 September 2017 11.45 BST

    The Ryanair chief executive, Michael O’Leary, has escalated the airline’s dispute with pilots, saying they do not have a “difficult job” and claiming he can force them to defer their time off.

    O’Leary is scrambling to prevent more disruption to Ryanair’s schedule after cancelling up to 50 flights a day due to a rota “mess-up” that left it short of pilots.

    Speaking at the airline’s AGM in Dublin on Thursday, he dismissed suggestions of industrial action from disgruntled pilots seeking improved employment terms.

    “I don’t even know how there would be industrial action in Ryanair,” O’Leary said. “There isn’t a union.”

    #ryanair

    • Tout est là en fait :

      On Wednesday, a group of pilots turned down an offer of up to £12,000 to keep flying during their scheduled leave, many of them putting their names to a letter demanding full employment contracts instead.

  • Ryanair backs down over passenger rights for cancellations - BBC News

    http://www.bbc.com/news/business-41445663

    Avis de gros temps pour Ryanair et peut-être les limites du modèle brutalissime sur lequel fonctionne - comme son nom l’indique si bien - le hard discount ou low cost.

    Ryanair has bowed to regulator demands and spelled out more options on offer to passengers affected by its planned flight disruption.

    It has avoided possible legal action by emailing those affected by more than 20,000 flight cancellations.

    On its site, Ryanair acknowledges it is required to offer those on cancelled flights full refunds or comparable tickets on rival carriers.

    Civil Aviation Authority boss Andrew Haines said Ryanair had “capitulated”.

    Earlier this week, Mr Andrew Haines said he was “furious” the airline had not been complying with the law by failing to offer to re-route passengers on rival airlines.

  • #Ryanair : 25 avions de moins que prévu entre novembre et mars
    https://www.rtbf.be/info/economie/detail_ryanair-annonce-de-nouvelles-annulations-25-avions-de-moins-que-prevu-en

    La compagnie aérienne irlandaise Ryanair a annoncé de nouvelles annulations de vols, en opérant avec 25 avions de moins que prévu entre novembre et mars. Environ 400 000 passagers seraient touchés, précise la compagnie.

    Ryanair, Europe’s largest airline today (27 Sept) confirmed it will slow its growth this winter (Nov 17 to Mar 18), by flying 25 less aircraft (of its 400 fleet) from November, and 10 fewer aircraft (of 445) from April 2018. By reducing its flying schedule in this controlled manner Ryanair will eliminate all risk of further flight cancellations, because slower growth creates lots of spare aircraft and crews across Ryanair’s 86 bases this winter . . . .
    http://corporate.ryanair.com/news/ryanair-to-end-rostering-cancellations-by-slowing-growth-this-win

  • As a British EU negotiator, I can tell you that Brexit is going to be far worse than anyone could have guessed | The Independent
    http://www.independent.co.uk/voices/brexit-eu-negotiator-europe-euratom-airline-safety-negotiations-there

    The Government keeps saying it ‘didn’t realise’ the problems, but they had the experts at Whitehall – they just refused to listen to them. Now we’re facing a breakdown in airline safety, medicine, animal welfare, security, international aid and so much more

    #brexit #royaume-uni

  • The hidden environmental impacts of ‘platform capitalism’ - The Ecologist
    http://www.theecologist.org/News/news_analysis/2989189/the_hidden_environmental_impacts_of_platform_capitalism.html

    The environmental impact of platform capitalism is yet to become a major focus. One reason for this is that it remains difficult to understand the environmental impact of using the internet. 
     
    In particular, there is a lack of clarity about the complex supply chains involved. For example, many online services run on Amazon Web Services, meaning it can be difficult to find out whether they are powered by renewable energy or fossil fuels. 
     
    What we do know is that on a smaller scale, it has been estimated that “an average website with 10,000 page views per month could be responsible for emitting up to 4,700 lbs of CO2, equivalent to driving a car for over 5,000 miles”. 
     
    While on a larger scale, server ‘farms’ of 150,000 square metres consume vast amounts of energy to power and cool them. 
     
    The rapid growth in these operations saw them consume three percent of the global electricity supply last year, while producing two percent of total greenhouse gas emissions, meaning they have “the same carbon footprint as the airline industry.”

    #climat #ges #capitalisme #internet

    • وكانت منظمة الطيران المدني الدولي طالبت في 31 تموز/ يوليو الماضي، في أعقاب اجتماع طارئ لها في كندا بناء على طلب قطر، كل الدول الأعضاء فيها إلى الالتزام باتفاقية شيكاغو والامتثال لها لجهة مواصلة التعاون في ما يتعلق بسلامة الطيران وأمنه وكفاءة الطيران المدني الدولي واستدامته.

    • Le tweet d’Alex Macheras, expert sur le sujet
      https://twitter.com/AlexInAir/status/894471686065713156

      et l’image du #NOTAM (Notice To AirMen) concernant la FIR OBBB (de Bahrein, donc)
      (yapuka décrypter, l’onglet Plain Language n’étant pas actif, l’info - standardisée - est compréhensible par tous les intéressés)


      (on y voit une modif temporaire du 17 à 0h au 30/08 à 23h59, impliquant un point géographique à 25°20’ N, 51°39’ E et un FL (flight level) 66, soit 6600 pieds, à quelques kilomètres au NE de l’aéroport de Doha.
      #FIR_OBBB

    • Traduction en carte : un couloir spécifique ouvert aux avions de Qatar Airways.

      Bahrain, UAE partly reopen airspace to Qatar - Doha News
      https://dohanews.co/bahrain-uae-partly-reopen-airspace-to-qatar
      @alexinair / Twitter

      Qatar Airways aircraft can now access limited Bahraini and the UAE airspace after the nations approved a new route for the airline.

      The move follows a directive from a UN aviation body to Gulf states, telling them to honor their airspace agreements with Qatar.

      The route opening is being seen as a significant step, some two months after the introduction of punitive airspace restrictions were put into place.

      The countries made the announcement through NOTAMs (information notices for pilots). The route is effective from Aug. 7 until Nov. 6 this year.

      Only aircraft heading into Doha can use the airway, but it should make flight planning a little easier for Qatar Airways.

      The carrier must currently route all of its aircraft through very limited air corridors in and out of Doha.

      Access to Bahrain’s airspace is critical for the airline, as it actually encircles Qatar.

      Bahrain has also signaled further changes to airspace access in another NOTAM it published effective Aug. 17, but has not yet given any more details about it.

      The decision to open up the new airway comes a week after the International Civil Aviation Organization met at Qatar’s request to discuss the legality of closed air links.

      In a statement today, Qatar Civil Aviation Authority (QCAA) Chairman Abdullah bin Nasser Turki Al-Subaie said that new route was a direct result of the ICAO meeting.

      The airway is over international waters, an area which is supposed to be available to everyone, the statement added.

      However, it’s important to note that Qatar Airways aircraft are still not allowed to fly over UAE and Bahrain directly.

      Since the blockade began, Qatar Airways aircraft have been unable to fly over or into Saudi Arabia, Bahrain, Egypt and the UAE.


      flightservicebureau.org

  • These four things will get you barred from entering Israel under its new BDS travel ban

    After BDS activists pulled off plane to Israel, senior minister warns, ’The rules of the game have changed’

    Judy Maltz Jul 25, 2017
    read more: http://www.haaretz.com/israel-news/.premium-1.803427

    A day after five activists in the Boycott, Divestment and Sanctions (BDS) movement were pulled off a flight from the United States bound for Israel, senior government ministers published an official statement explaining their decision to keep them out of the country.
    “These were prominent activists who continuously advocate for a boycott and who sought to come [to Israel] as part of a delegation of extremist boycott organizations whose entire purpose is to harm Israel,” Interior Minister Arye Dery and Strategic Affairs Minister Gilad Erdan said in a joint statement. 
    In March, the Knesset passed a law that bars from Israel any foreigners who have publicly expressed support for boycotting Israel. In their statement, Dery and Erdan said the BDS supporters were pulled off the plane because of this new law.
    Separately, Erdan said that “the rules of the game have changed” and that organizations seeking to harm Israel’s “national security” through boycotts would be denied entry to the country. “We will not let key boycott activists in here to harm us,” he said.

    The interior minister is responsible for enforcing the new law. A spokeswoman said that decisions are made on a case-by-case basis, usually in compliance with recommendations from the Ministry of Strategic Sffairs, which monitors the international boycott movement.
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    “The Interior Ministry prevented in this case and will also prevent in the future the entry of boycott activists whose key objective is to work against the State of Israel,” said Dery.
    The five activists pulled off the flights were part of a 22-member interfaith delegation. They were about to board a Lufthansa flight from Dulles Airport when a representative of the airline notified them that instructions had been received from Israeli immigration authorities not to allow them on the flight. The activists prevented from flying with the group were members of three organizations that support the boycott: Jewish Voice for Peace, American Muslims for Palestine and Presbyterian Peace Fellowship.
    On Monday, the Interior Ministry published a list of criteria that determine which organizations and activists fall under the controversial new ban. The organizations that will be targeted, according to these criteria, are those that promote a boycott “actively, consistently and continuously.”
    The document notes, however, that just because an organization is “anti-Israel or pro-Palestinian, or has an agenda that is critical of Israeli government policy” is not an excuse to ban its members from the country.
    The ban on BDS activists, the document said, will apply to activists in those organizations that have been targeted as well as to independent activists who meet one of the following criteria:
    1. They hold senior-level positions in the targeted organizations;
    2. They are key activists in the boycott movement, whether or not they operate independently or through the targeted organizations;
    3. They are establishment figures (such as mayors) who openly support a boycott;
    4. They operate on behalf of targeted organizations.
    A complete list of organizations that have been targeted by the new law will be published in the near future, a spokeswoman for the Ministry of Strategic Affairs said.

    #BDS #Israël

  • BDS ban: Five Jewish, Muslim, and Christian leaders denied entry to Israel for supporting Palestinian human rights – Mondoweiss
    Jewish Voice for Peace on July 24, 2017
    http://mondoweiss.net/2017/07/christian-supporting-palestinian

    ive leaders on an interfaith delegation to Israel/Palestine were refused permission to board their plane in the United States, in what appears to be an implementation of Israel’s travel ban on supporters of Palestinian rights and Boycott, Divestment Sanctions (BDS).

    Rabbi Alissa Wise: “We were told at check-in that the airline has a letter from the Israeli government saying we are not allowed to fly to Israel. I wasn’t even able to get as far as checking my bag.”(...)