Mexico Mexico remains on pace to set best World Cup qualifying run Jon Arnold Click here to see more stories from this author Last updated 2 years ago 12:09 10/7/17 FacebookTwitterRedditcopy Comments(0) YURI CORTEZ Mexico Mexico v Trinidad and Tobago Trinidad and Tobago WC Qualification CONCACAF World Cup After falling behind early on, El Tri rallied for an easy win over Trinidad and Tobago to pick up another three points in the CONCACAF tournament SAN LUIS POTOSI, Mexico —First they threw their cups in frustration, then they filled the air in celebration. Then, twice more they were aloft in joy as fans here celebrated a 3-1 Mexico victory over Trinidad and Tobago.After Shahdon Winchester’s goal that looked like it would condemn Mexico to its first defeat of the Hex, the No. 9 and his celebrating teammates were treated to an unwanted shower from fans in the end of the Estadio Alfonso Lastras. Many in the other stands of the stadium applauded the Soca Warriors’ goal, as if to show they didn’t approve of their fellow fans’ actions. When Hirving Lozano scored with a dozen minutes left to play, no section was spared with the crowd celebrating in its peculiar way by lofting whatever beverage was at hand into the air to celebrate.There were cups in the air again as Chicharito headed in the go-ahead goal late, nudging the ball past Adrian Foncette on a rebound. Article continues below Editors’ Picks Why Barcelona god Messi will never be worshipped in the same way in Argentina Lyon treble & England heartbreak: The full story behind Lucy Bronze’s dramatic 2019 Liverpool v Man City is now the league’s biggest rivalry and the bitterness is growing Megan Rapinoe: Born & brilliant in the U.S.A. It is a credit to the fine beer vendors of San Luis Potosi that there was anything left for fans to throw after Hector Herrera’s stoppage-time free kick. Nevertheless, there was plenty of flying fluid as it became clear that the citizens of San Luis Potosi would see their team earn three points in their first match here since 2007.”The game was a bit complicated, but I think we reacted and the team looked really good,” Lozano said. “We had a lot of chances to score, and thanks to God we scored the last three. That’s how soccer goes. They had a chance and they scored it, we had a lot and we scored three.”The trio of goals were worth cheering, but the earlier performance had left Mexico fans with little to celebrate. Hopes of the best-ever Hex finish remain, and a win in Honduras will secure the top spot in the round and surpass El Tri’s best-ever finish in the final round of World Cup qualification.The team will need to show improvement to make that happen. This was a typical CONCACAF game, with Mexico keeping the ball and finding chances but failing to find the back of the net. The visitors caught Mexico out on a few occasions, one of them resulting in the game’s opening strike. Honduras knows this script and knows it better than Trinidad and Tobago. Mexico manager Juan Carlos Osorio had looked to attack the right side of Trinidad’s defense and while opportunities were forthcoming, finding the final moment again was beyond Mexico in the opening hour.”It’s become something we’ve discussed and mentioned in previous news conferences, tha the team has consistency, is efficient in getting into the final through but we’re lacking finishing above all in trying to finsih off our opportunities to score on the first try,” Osorio said after the contest.Staying unbeaten is a plus, and ultimately what Mexico does in future months is of far more importance than what happened Friday. But there has to be a few blushes among Mexico’s players after they needed a furious late effort to get past the Caribbean side. After all, this group was the best of the best, truly the best group the country has to offer. They were matched up against a Trinidad and Tobago team focusing on the future, looking to 2022 not 2018 as Mexico is.Still, the fans stayed after for several rounds of chants in support of the national team as the team bid farewell to its home country. Then they filled out of the stadium, in search of a drink they’d finish.
This would be the potential successor to the soon to be concluded Major Infrastructure Development Programme (MIDP). Story Highlights This was disclosed by Prime Minister, the Most Hon. Andrew Holness, during his contribution to the 2019/20 Budget Debate in the House of Representatives, on March 19. The Government is to pursue opportunities for competitive sources of financing, to undertake a proposed third infrastructure development programme to significantly improve aspects of Jamaica’s transportation network. The Government is to pursue opportunities for competitive sources of financing, to undertake a proposed third infrastructure development programme to significantly improve aspects of Jamaica’s transportation network.This would be the potential successor to the soon to be concluded Major Infrastructure Development Programme (MIDP).This was disclosed by Prime Minister, the Most Hon. Andrew Holness, during his contribution to the 2019/20 Budget Debate in the House of Representatives, on March 19.He informed that while the scope for the initiative – the Greater Infrastructure Development Programme (GIDP) – remains under discussion, it is anticipated that the final scope would likely follow the framework established with the MIDP.“The projects selected for this second phase of major infrastructure development are based on technical recommendations, our economic development plan, and climate smart considerations, such as our Master Drainage Plan,” Mr. Holness said.Some of the projects being considered and planned include, but are not limited to, a proposal for a Ring Road around the Kingston Metropolitan Area (KMA); extension of the Mandela Highway Improvement Works, from the East West Toll Road Ramp to the Old Harbour roundabout; and improvements to the Half-Way Tree area.The project will also see the construction of several bypasses to both improve travel time and create potential for expansion of several townships. These include Lucea bypass in Hanover; Hopewell bypass in Hanover; Annotto Bay bypass in St. Mary; Long Hill/Anchovy bypass in St. James; and Port Maria bypass in St. Mary.It will also involve drainage projects to include Marcus Garvey Drive and Maxfield Avenue in the Corporate Area; May Pen, Santa Cruz, Port Maria and Montego Bay and various other storm-water drainage projects across the island.The Prime Minister also informed that a component of this new programme is the incorporation of upgrade/restoration works to bring light railway solutions to passenger operations as an economical option for multi-modal transport within and between urban centres.“This will not be a roadworks programme, but a true infrastructure programme, integrating road development, water and waste water, drainage, bridges, transportation and ICT and smart city infrastructure,” he explained.
Jerusalem: Israeli Education Minister Rafi Peretz has spoken of his belief in therapy to convert gays to heterosexuality and claimed he has engaged in the practice, leading to calls for him to be sacked. The comments late Saturday in a television interview were only the latest controversial views voiced by the recently installed minister who heads a far-right party popular with Israeli settlers. Asked by Israel’s Channel 12 whether he was in favour of so-called conversion therapy and if he believed he could change a gay person, Peretz, who is also a rabbi, said “I think you can, I think you can.” “I can tell you that I have a deep knowledge of education, and I have done it too,” he said. Also Read – Imran Khan arrives in China, to meet Prez Xi Jinping He then talked about a student who approached him and told him he was gay. Peretz said he hugged him, was kind to him and sought to help him “understand himself well and then decide on his own.” Israeli Prime Minister Benjamin Netanyahu, who brought Peretz’s Union of Right Wing Parties into his government after April 9 elections, firmly condemned the remarks. But Netanyahu, who heads what is seen as the most right-wing government in Israel’s history, signalled no intention of firing Peretz as members of Israel’s opposition demanded. Also Read – US blacklists 28 Chinese entities over abuses in Xinjiang “The education minister’s remarks about the gay community are not acceptable and do not reflect the stance of the government I head,” he said in a statement. He said he spoke with Peretz “who clarified his remarks and stressed the Israeli education system will continue to accept all of Israel’s children as they are, without any regard to their sexual orientation.” Gay conversion therapy has been widely found, including by Israel’s health ministry, to be unscientific and potentially damaging to young people. In the same interview, Peretz also appeared undeterred by the suggestion Israel would be engaged in “apartheid” if it annexed the occupied West Bank without giving Palestinians the right to vote in national elections. “We’re in a very complicated reality in Israeli society and Israel, and we will have to find the solutions — where sovereignty will be, what will it be applied over, will it apply to people, to territory,” he said. “They certainly won’t be able to vote,” he said of Palestinians in the West Bank. Peretz also caused outrage earlier this month over reported comments to a cabinet meeting. Israel’s Channel 13 reported that he told ministers that Jewish inter-marriage and assimilation, particularly in North America, were like a “second Holocaust”.
Toronto police say a “significant development” is expected today in the case of a neurosurgeon accused of killing his physician wifeMohammed Shamji is charged with first-degree murder in the death of Elana Fric-Shamji, the mother of his three children.Shamji is scheduled to appear at a Toronto courthouse this morning.Jury selection in his case was scheduled to begin this week.Fric-Shamji, a family doctor at Scarborough and Rouge Hospital, was last seen Nov. 30, 2016.Her beaten body was found in a suitcase by the side of a road north of Toronto the following day.Shamji, her husband of 12 years, was arrested a day later. The Canadian Press
WHAT ARE THE LONG-TERM EFFECTS OF VAPING?David Hammond, a professor with the School of Public Health at the University of Waterloo, said it’s important to distinguish between these illnesses and long-term effects. The current reports are cases of acute side-effects of vaping, and not long-term consequences. He said it appears the illnesses are due to an additive to vape juice.He said health officials won’t know just how dangerous it can be for another 10 to 15 years.— With files from the Associated Press.This report by The Canadian Press was first published Sept. 18, 2019.The Canadian Press WHAT ARE THE SYMPTOMS?Health Canada says the symptoms include cough, chest pain, shortness of breath, fatigue and vomiting. Health officials in London, Ont., say they’ve diagnosed the first-known Canadian case of a vaping-related illness. Their counterparts in the United States have reported hundreds of confirmed and probable cases, including at least six deaths.A look at what we know so far about the phenomenon as investigation continues: WHAT’S THE CAUSE?While experts haven’t definitively pinpointed a cause, some researchers are pointing to additives to vape cartridges. New York has focused its investigation on vitamin E acetate, used as a thickener in some cartridges — particularly on the black market. Vitamin E is safe as a vitamin pill or to use on the skin, but inhaling the oily droplets can trigger pneumonia.What’s clear is that it isn’t linked to one product or one brand, Mackie said. HOW SERIOUS ARE THE ILLNESSES?In the U.S., six people have died of vaping-related respiratory conditions. That’s out of 380 confirmed or probable cases, most of which were serious and involved people who had previously been healthy. Many of those sickened were young people.The Canadian case was also extremely serious, said Dr. Christopher Mackie of the Middlesex-London Health Unit. The teen has since recovered, but was once in such bad shape that they were on life support in the Intensive Care Unit.
Leading aircraft cabin lighting company STG Aerospace is today launching saf-Tsign® blu, the world’s first and only blue-glowing photoluminescent aircraft signage.Ideal for emergency, informational and custom signs, the unique and patented saf-Tsign® blu design combines top-class cabin aesthetics with an absolute focus on clarity and safety. Further benefits include minimal maintenance and operational costs.Dr Sean O’Kell, STG Aerospace Business Unit Director, says: “We’re really excited to be launching the world’s first flexible blue-glowing aircraft signage and cabin marking option. It’s not something you can announce every day. We are already talking to many major carriers about the extensive capability offering of saf-Tsign® blu, looking at everything from seat markings and row numbers to galley and washroom signs.”saf-Tsign® blu builds on STG Aerospace’s proven, market-leading saf-Tsign® range of easy-to-install, environmentally friendly, non-powered photoluminescent signage, available for all aircraft types.O’Kell continues: “With the new saf-Tsign® blu, we’re expanding our portfolio, building on our traditional green-glowing signage to add a cool and soothing blue look. Blue signage will also be more ‘on-brand’ than green signage for many airlines and can be easily tailored to match airlines’ CMF palettes.“Photoluminescent signs – in simple terms, ‘glow-in-the-dark’ signs – are 100% fail-safe with no running costs, which makes them perfect for commercial and military aerospace use. saf-Tsign® blu signs, for example, are fully charged by cabin lighting in minutes. The look and operation of this new product line beautifully combines our design and engineering expertise.“Blue is a very calming and aesthetically pleasing colour,” adds O’Kell. “It’s relaxing and refreshing, with an output that won’t disrupt passengers in a darkened cabin. Naturally, therefore, it’s a colour we love and we already offer a blue setting for our liTeMood® cabin lighting system and saf-Tglo blu FPM systems. This way we can offer a cohesive cabin aesthetic to customers.About STG AerospaceEstablished in 1995, STG Aerospace is an award-winning, world leader in aircraft cabin lighting technologies. Its products are currently installed in over 11,000 aircraft worldwide representing one third of the world’s passenger fleet.The company’s product range includes:saf-Tglo®, the pioneering and market-leading photoluminescent emergency floor path systemsaf-Tsign®, the leading brand of photoluminescent emergency and informational signage developed for commercial and military fixed-wing and rotary aircraftliTeMood®, an LED lighting range designed specifically to retrofit commercial aircraft cabins, including a plug-and-play, programmable, mood lighting system together with ancillary cabin lighting products.STG Aerospace has won the Queen’s Award for Enterprise four times, a Boeing Best Performance Excellence Award eight times, the 2016 APEX Award for Best Cabin Innovation, the 2017 PAX International Readership Award for Best Cabin Interior Enhancement and, together with SpiceJet, the 2017 Inflight Asia-Pacific Award in the Interior Retrofit Project category.Counting hundreds of airlines, lessors and MROs among its customers, STG Aerospace is also a supplier to aircraft OEMs, including Boeing, Embraer, BAE Systems, Fokker and Saab.Privately owned, STG Aerospace has its Headquarters and UK manufacturing facilities and a Research and Development centre in Wales (UK) and an office with further manufacturing facilities in Miami serving the US market. The company also has an official presence in China with a Wholly Foreign Owned Enterprise (WFOE) based in Beijing, STG Aerospace (China) Co., Ltd.
Inmarsat, the world leader in global mobile satellite communications, today announced that more than 1,000 terminals have now been installed for its next-generation inflight broadband solutions by customers in the global airline and business aviation markets.The milestone, celebrated at Aircraft Interiors Expo (AIX) in Hamburg, highlights the growing market dominance and adoption of Inmarsat’s three award-winning new connectivity services, GX Aviation, Jet ConneX and European Aviation Network (EAN).GX Aviation and Jet ConneX are the world’s first and only global, high-speed inflight connectivity services delivered through a wholly-owned and operated network of high-throughput satellites, allowing airline and business aviation passengers to seamlessly browse the internet, stream videos, check social media and more during flights.GX Aviation is currently available with leading airlines such as Lufthansa, Air New Zealand, Qatar Airways, Singapore Airlines, Norwegian, Avianca and Citilink. Earlier today, Inmarsat partner SITAONAIR announced that it has now activated GX Aviation on the majority of Philippine Airlines (PAL)’s new-generation aircraft.Jet ConneX has been the most successful launch of an inflight wifi solution in business aviation history. It is currently flying on more than 450 aircraft across the world, offering unprecedented new capabilities and reinforcing Inmarsat’s status as the number one connectivity provider to business aviation customers globally.EAN, developed in partnership with Deutsche Telekom, is a new purpose-built inflight broadband solution that is uniquely suited to the challenges of European airspace; one of the world’s most congested, with more than one billion passengers per year. The innovative network was founded upon a European Union initiative and has been developed by an alliance of Europe’s leading technology companies to deliver the fastest speeds for passengers, installation times for airlines and scalability to meet future demand.Philip Balaam, President of Inmarsat Aviation, said: “GX Aviation, Jet ConneX and EAN are pioneering an exciting new chapter in global inflight connectivity and we are extremely proud that the market has responded so enthusiastically. We look forward to crossing many more milestones in the future, with a large number of installations currently underway and a healthy new business pipeline of around 3,000 aircraft. To meet future demand, we have a fully-funded development roadmap that includes new satellite launches in 2019, 2020 and 2021.“Our success to date would not have been possible without the support of our industry-leading partnership network, which includes the likes of Collins Aerospace, Deutsche Telekom, Honeywell, SATCOM Direct, SITAONAIR, Thales and most recently Panasonic Avionics.”PHOTO CAPTION: A team celebration of the 1,000th installation of Inmarsat Aviation’s next-generation inflight broadband solutions at Aircraft Interiors Expo (AIX) in HamburgAbout InmarsatInmarsat is the world leader in global, mobile satellite communications. It owns and operates the world’s best global portfolio of satellite networks, specifically designed for customer mobility, and holds a multi-layered, global spectrum portfolio, covering L-band, Ka-band and S-band, enabling unparalleled breadth and diversity in the solutions it provides. Inmarsat’s long established global distribution network includes not only the world’s leading channel partners but also its own strong direct retail capabilities, enabling end to end customer service assurance. The company has an unrivalled track record of operating the world’s most reliable global mobile satellite networks, sustaining business and mission critical safety & operational applications for 40 years. It is also a major driving force behind technological innovation in mobile satellite communications, sustaining its leadership through a substantial investment and a powerful network of technology and manufacturing partners. Inmarsat operates across a diversified portfolio of sectors with the financial resources to fund its business strategy and holds leading positions in the Maritime, Government and Aviation satcoms markets, operating consistently as a trusted, responsive and high quality partner to its customers across the globe.
Panasonic Avionics Corporation (Panasonic) and IMG have today announced esports as the latest addition to Sport 24 Extra’s live inflight entertainment programming.This marks the first time that live, organised, competitive gaming has been introduced to aviation. It will be accessible to passengers via the IMG-owned and produced Sport 24 Extra channel, which is available exclusively inflight on Panasonic-equipped aircraft.Introducing esports to the aircraft cabin will enable airlines to enhance the passenger experience by providing more engaging inflight gaming viewing options. It will also improve operational efficiency by providing long lasting value on investment, and drive new business opportunities through advertising and attracting a new audience.The offering marks an extension of the longstanding, successful partnership between Panasonic and IMG, that sees millions of passengers enjoy live sporting action in the skies every year.IMG’s Sport 24 and Sport 24 Extra channels are available exclusively from Panasonic, with live coverage of some of the world’s most popular sporting events including the English Premier League, Bundesliga, Rugby World Cup, Tokyo 2020 Summer Olympics, the Masters, The Open Championship, Ryder Cup, Roland Garros, the Australian Open and Wimbledon.David Bartlett, Chief Technology Officer of Panasonic Avionics Corporation, says: “As passengers get younger and airlines become more digital, the need for new and engaging content is increasingly essential to compete. Esports brings significant value to an airline by enhancing the passenger experience with engaging content that has garnered one of the fastest growing audiences in entertainment. Similar to traditional sports, esports is most valuable when broadcasted live. Past live esports tournaments and matches have seen viewership surpass traditional sports.“For airlines, these innovative solutions provide a game-changing way to differentiate themselves in the market, and a unique way to drive ancillary revenue generation.”Richard Wise, SVP, Content and Channels, IMG Media, said: “Esports is fast becoming some of the most popular and engaging sporting content around the globe, and we are delighted that passengers travelling with Sport 24’s partner airlines will be able to enjoy tournaments live on-board.”Details of Sport 24 Extra’s esports programming will be announced in due course.About Panasonic Avionics Corporation Panasonic Avionics Corporation is the world’s leading supplier of inflight entertainment and communication systems. The company’s best-in-class solutions, supported by professional maintenance services, fully integrate with the cabin enabling its customers to deliver the ultimate travel experiences with a rich variety of entertainment choices, resulting in improved quality communication systems and solutions, reduced time-to-market and lower overall costs.Established in 1979, Panasonic Avionics Corporation, a U.S. corporation, is a subsidiary of Panasonic Corporation of North America, the principal North American subsidiary of Panasonic Corporation. Headquartered in Lake Forest, California with over 5,000 employees and operations in 80 global locations, it has delivered over 14,300 IFE systems and 2,200 inflight connectivity solutions to the world’s leading airlines.About IMGIMG is a global leader in sports, fashion, events and media, operating in more than 30 countries. The company manages some of the world’s greatest sports figures and fashion icons; stages hundreds of live events and branded entertainment experiences annually; and is a leading independent producer and distributor of sports and entertainment media. IMG also specializes in sports training and league development, as well as marketing, media and licensing for brands, sports organizations and collegiate institutions. IMG is part of the Endeavor network.
Runway Girl Network is pleased to now provide transcripts of the In Conversation podcast. Please, if you use and appreciate this transcript, email us at firstname.lastname@example.org to tell us that you’re using them, whether the formatting is suitable for your use, and whether there are changes that you would like to see.John Walton: Hello and welcome to Runway Girl Network In Conversation, a deep dive into aviation and the passenger experience. I’m RGN deputy editor John Walton and today I’m in conversation with aviation journalist and storyteller Howard Slutsken. We are both just back from the Airbus Innovation Days briefings in Toulouse. Full disclosure, Airbus brought us there and back and put us up for the event and there’s a lot of interesting news to discuss around the middle of the market. The A321neo XLR, YLR, ZLR and more. The A350 and everything from biomimicry to boundary layer ingestion, but first thanks to our sponsor. In Conversation is brought to you by Boltaron, a SIMONA company, purveyor of high-performance thermoplastics for tomorrow’s aircraft interiors, specializing in an extensive range of film and sheet products tailored to the requirements of the aviation industry. Boltaron is dedicated to providing consistent high quality materials, advanced performance solutions and meeting evolving trends in aircraft interior design. Learn more at boltaron.com. Now Howard, welcome to the show. You’re joining us from Hawai’i, is that correct?Howard Slutsken: Yes it is. I’m actually on the north shore of the beautiful island of Kauai, about a 12 hour time difference from you, I believe.Walton: Yes, indeed. And I’m glad that we arranged the Hawai’ian songbirds to twitter in the background of this recording.Slutsken: As long as the the endemic chickens don’t start crowing, it’ll be lovely.Walton: Endemic chickens. That sounds like a marvelous band name.Slutsken: I think it is.Walton: So Howard, would you describe the Innovation Days for those listeners who might not be familiar please?Slutsken: Well it was interesting because this was my very first Innovation Days, John, I had not been before and I made it onto the radar screens I guess of the folks at Airbus this year and they graciously invited me. It was about 120, 130 international journalists who descended on the Toulouse Airport at about the same time. And we stayed at a very nice hotel nearby and Airbus gave us seminars — or had seminars for us — for a day and a half pretty well as well as making all of their senior executives available for conversations.Walton: Yeah, it was a really interesting event this time around largely given the amount of turnover at the head of Airbus. I mean you’ve got Guillaume Faury up there now you’ve got Christian Scherer in the sales supremo job, the chief commercial officer. And it was great to to put some names to faces and I imagine for them also to get used, in advance of the Paris Air Show coming up next month, to get used to some of the journalists who cover this industry and the kind of questions that people are interested in asking. I find it really interesting the different questions people were asking at this show.Slutsken: Yeah. As did I, but I kind of stepped back and had a look around the room and thought that we’ve got a wide range of folks that cover aviation. Everything from the editors or the writers in a newspaper, who might have four or five different beats in transportation, right up to those of us who are very focused on it and that’s the sector that we work in.Walton: Yeah, absolutely. Well I found really interesting was sort of chatting with other journalists around far too much coffee. Talking to people like Hu Tau of Xinhua News in China. She’s their senior aviation correspondent and just sort of understanding more about what the Chinese market is looking for in aviation, you know, the dynamics of that market, both as passengers and as an industry. I found that, you know, not more fascinating than the presentations, but it was just as interesting. I thought.Slutsken: I completely agree. I had some fabulous conversations on the buses back and forth with folks, a gentleman from India… it’s interesting to see the different perspectives. We are so immersed in it. We sometimes perhaps don’t take the time to step back and see the importance and the perspective that other people have on aviation.Walton: Yeah, absolutely. And also to actually think, well hang on, why do we take this as read? Right? Why is this the accepted wisdom than the industry? That seats should be this size or that aircraft should do that rather than this? You know, really interesting stuff.Slutsken: I thought that it was quite interesting as the lead-off session, there was a lot of love on the innovation side given to the newly, well not that newly, but the Airbus 220, the Bombardier C Series. You know, what was fascinating to me was that they kind of positioned the idea of buying the program as an innovation.Walton: Yeah. It certainly is an innovative way to create an aircraft program I suppose.Slutsken: I suppose!Walton: There were a couple of members there where it didn’t seem entirely politic to a Canadian audience.Slutsken: Well as a Canadian aviation journalist and a proud Canadian and as well a Canadian taxpayer, I have to say that Christian Scherer’s comments about the, the little risk that Airbus took to purchase this program kind of rang a little off for me. And given the fact that the Canadian government invested so much in the program, for him not to acknowledge that fact that really not only is his partner Bombardier a part, but those of us that have contributed to the program have been part of this. And I think that they perhaps could, could use a little bit of a tidy up of their messaging.Walton: Yes. And of course that’s always one of the helpful things about these Innovation Days, coming as they do so closely in advance of the Paris Air Show, right. All the Airbus media people are monitoring the responses that we have and what we talk about in response to the days. And I think that that there will certainly be a slightly different message to discuss at the Le Bourget.Slutsken: Perhaps. But the good news on on the 220 was that somehow, I guess it must be invisible fuel or something, they’ve managed to squeeze another roughly 450 nautical miles of range out of both models of the C Series.Walton: It’s been fascinating to me coming from the passenger experience shows both at APEX in Boston last year and then AIX in Hamburg, where Airbus this really firmly on the A220 bandwagon, you know, very quickly given the life of the program and then very swiftly into saying, well look, here’s what we can do with it. Here’s how it’s changing. Here’s what’s better about it now. Also very interesting to see that the the official 12000th Airbus to be delivered was decided to be an A220.Slutsken: Yeah. And I’m sure you quizzed the Airbus comms folks as I did, because we come into these things with a bit of a healthy dose of skepticism that perhaps, you know, with all the various 320s and 350s and different marks coming out of Hamburg and Mobile and Toulouse that one might think it would have been one of those aircraft that would have been the 12,000.Walton: Well indeed.Slutsken: It was interestingly managed. I would guess.Walton: Yes, yes. Interesting that it managed to indeed be a Delta Air Lines A220. And and that brings us rather neatly to the question about rates, which we got into, and rates and production. A lot of the stuff that we were talking about ended up being around industrialization on day one, so a supply chain and so on. And look, readers of Runway Girl Network will of course be familiar with the extensive issues around the cabin supply chain that in particular Airbus has been encountering — but also Boeing as well — in terms of the seat quality, seat production rates, lavatories and galleys and other monuments not up to spec and so on and so forth. And this is really interesting that Christian Scherer was identifying that as pretty much the number two blocker for increasing the rate of the A320neos, behind the proverbial engine problems. And I thought that was really interesting. I chatted with Philippe Mhun later, who’s the executive VP for programs and services and he says that they’re working on it, but you know they don’t have that sorted yet.Slutsken: It’s interesting that, because you would have thought that after the experience they had gone through with the A350, that on the the neos and the LRs that they would have that locked but it that the rather remarkable rate they’re running at is still causing an impediment.Walton: Well indeed and it’s not just that, I think it’s partly the nature of the suppliers, but also the fact that some of these longer range A321s in particular, and obviously that includes the LR, are getting towards wide body levels of build complexity and that is also creating issues for them.Slutsken: As a seat maven though John, what do you think about the idea of a three class 321LR?Walton: Well, I think we’ve already got three class 321, four class actually, three and a half. The American Airlines 321T, that seems an entirely reasonable thing to have if you’re going to segment your passengers that way. If you have a long, thin route that’s got a fair amount of premium traffic. Yeah, I see no problem with that.Slutsken: It makes sense as long as they’re… I suppose that they figured out that they can generate more revenue by slicing up the cabin into the various segments and charging the various premium rates.Walton: Well exactly and I think premium economy is going to be a big part of that. On the narrow body international side of things. We always say that premium economy is the most profitable per square meter area of the cabin. And as far as we’ve come, there’s not been a lot of narrow body, long haul premium economy out there. You know, I’m thinking of… There are a few, there’s a sort of, the Air Transat sort of Club class thing, you know a sort of old school recliner. There’s a few of that sort of thing.Slutsken: Yeah I understand. I’m also wondering how they’re going to deal with catering and in flight service and something as simple as enough lavs capacity and freshwater on board a narrow body A321LR or XLR flight for that matter, that could be seven, eight hours at a mach 0.78 or whatever the speed might be.Walton: Yeah, absolutely. How do you move that beyond something like JetBlue’s Mint, right? Which is essentially pretty much the longest premium style narrow body that we see these days. But of course though, the industry does have some experience in this. You know, I remember the happy days of OpenSkies, that British Airways Project Lauren subsidiary that ran 757s between Paris and New York. Some of the food there was truly terrible, which was not what you were expecting out of Paris. I always remember the crepes of despair, I christened them.Slutsken: Also a good band name, John also.Walton: Yes, I think so. Some sort of Finnish prog rock group. But no, it is a really interesting question because if you’re selling people premium products, they’re going to expect wide body premium level of service, unless you reset those expectations, of course. And this is going to be something that JetBlue is going to have to do with it’s international Mint. It’s fortunate that it has fairly strong operations already at New York and Boston for when it starts rolling those out. But yes, it’s a really interesting situation in terms of the A321neXLR, and indeed as they were joking this week, the XLR, YLR, ZLR.Slutsken: Yes, I’d like to buy a letter please.Walton: Yes, yes indeed. What’s your take on this, Howard? I think one of the big questions that we’re all asking ourselves at the moment is, is Airbus going to make the move at Le Bourget to further expand the A321neo section of this family?Slutsken: Well when one looks at that, and they’ve stuffed this third fuel tank into the, the LR, the third fuselage fuel tank. Part of me wonders where they have capacity for more fuel or what other enhancements they can do to the aircraft in order to eke out more range. But part of me is also sitting back and thinking, well, do I want to go that far in a narrow body? And will the average passenger care? Will the average passenger plodding along across the North Atlantic at mach 0.78 look out the window and see a Dreamliner or an A350 or a 47 scream by at mach 0.86 and realize that they’re spending, I don’t know, maybe another hour in the air. It’s going to be interesting to see what happens on the passenger experience side of things. Not to mention the operational side, you know, and swinging back for a moment to the 220 with that bump in range. It certainly opens up east coast US and Canada to western Europe routes or city pairs to that aircraft, which could be a benefit to add frequency or create new opportunities, new marketing opportunities for the airlines.Walton: Indeed, and of course, you know, outside just that you see the, the A220 and of course the Boeing Brasil – Commercial.Slutsken: Yes, exactly.Walton: Which are, at time of recording still called the E2 E-Jet formerly of Embraer. You see a lot of the more developing markets in Africa and Asia taking two here, two there to do that long, thin, highly profitable routes. And I think, you know, an extra hour in the sky here and an hour in the sky there and you start really opening up some new options. You know, you’ve got a lot of airlines that were operating, you know, maybe some older 737s or older A320s and now have the opportunity to offer a modern passenger experience, with modern rates of efficiency. And I think that’s really interesting. So, the big question is what does Airbus do at Le Bourget?Slutsken: Exactly, and you know, I look at them just like some of the car manufacturers, a couple of the major premium European ones like to introduce vehicles to fit every single market segment, every niche. And it’s not unlike what Delta has done with their fleet utilization and purchases. They seem to have a plane for every market, every yield factor, every capacity. Airbus seems to be going down that same path, filling in all the little holes, they appear to be marketing the 321 and the 330 as a perfect pair with mixed fleet flying. So pilots can bounce back and forth between the two aircraft. They’re certainly pushing hard, and given the challenges that our friends in Seattle are facing these days, that NMA may be pushed back further.Walton: Yeah, I mean, this is one of those really interesting questions now. I mean, as I was writing for RGN, it’s Boeing’s move in the middle of the market right now. Airbus has fairly comprehensively won the narrow body side of things, you know, you see that with the rate of orders for the 321neo versus the larger 737 MAX aircraft. Right. It’s just the aircraft that has that, you know, capability in terms of performance. On the wide body end, so the hard place of this metaphor that Airbus was testing out, the rock and the hard place, the hard body 60 A330 and that is a hard place actually because the market hasn’t gone wild for the A330neo.Slutsken: I think in large part they’ve been waiting to see what Boeing’s been doing. But when you stand back, I know that Boeing is focusing the NMA on lowering the cost through more efficient manufacturing processes and suppliers. But when you look at what must be a relatively low cost for Airbus to be able to market the 330neo at compared to an all new aircraft, one would think that the longer that Boeing waits, the more interested airlines are going to be in the 330.Walton: Well indeed and Christian Scherer at Airbus was really signaling that that’s part of their plan. You know, calling it, quote unquote, pricing flexibility.Slutsken: Yes. I love that. Lovely. Yeah, lovely metaphor.Walton: And Boeing has obviously been doing that as well. Boeing pulled Hawaiian Airlines’ order right out from underneath the neo, the last year’s Farnborough air show. I think Airbus might well be delighted to do something along those lines this year, for example. I would not be surprised if there are a couple of high profile MAX clients who, not to use military jargon, but you know, defect to the Airbus side of this battle between these two companies. You know, I can see that happening. I can also see a couple of airlines who say actually, if we can get neos at this price, especially if Airbus is able to do something interesting like down rating the engines to reduce the amount that it costs to operate. I can see that there might be some interesting movement there.Walton: You know, if Airbus can move up in terms of either a physical frame stretch of the 321, a physical frame stretch plus extra legs, a fiscal frame stretch with extra extra legs. You know, playing with the capacity and range levers that it has available at, at this point what is a fairly minimal cost. And indeed something that they could then offer back to all of their existing A320 family members. Because let’s not forget there’s an industrialization point to make here as well, in that Airbus and Boeing will love it when someone comes back and says, actually, I’d like to get the next size up. You know, may I please supersize my order for this, for this A320 into an A321, they love it. It takes up the same amount of production line space but it’s more money because those aircraft are more expensive. So that’s not bad news for them. And I think it’s the same if Airbus, you know, creates what we could call the A322, so a longer A321, or indeed an A321 with extra leg room, extra leg room, extra range. Sorry, clearly I’ve got seating on the brain.Slutsken: At the top end of the spectrum, there were a number of questions, some very pointed questions from people about a potential A350-2000, an even greater stretch of the top end of Airbus’s range. And although the answer was dodged, I understand that there was a wink given here and there to a couple of journalists.Walton: Well, yes. I mean, it would surprise me very much if Airbus wasn’t going to create a a double stretch A350. but in the meantime, there seems to be a big push within Airbus to crystalize something that they were sort of talking about four, five years ago, which is changing up the economy class cabin to move from what is the very comfortable nine abreast that pretty much everybody apart from, you know, French leisure carriers, like Air Caraïbes and French Bee have taken as 10 abreast. They’re really moving their rhetoric on this. They say they’re going to do some sidewall sculpting. They can do the usual, you know, razor thin armrests. I am entirely unconvinced that is good passenger experience.Slutsken: Well, look at what’s happened with every single airline that’s gotten 10 abreast on the triple seven. It’s the same. It’s the same scenario basically isn’t it?Walton: Well, yeah, except worse because the A350s even narrower. And I wrote a piece for RGN a while back talking about you know, Boeing and Airbus, and their wide bodies are offering airlines a different set of binary choices. Right. Sort of ‘exceedingly comfortable or not entirely the worst thing I’ve ever sat in’ or ‘reasonably comfortable and the absolute pits, you would only choose it if you don’t like your passengers’ sort of thing. And this is that latter option. This is a tight configuration and the A350 is really new. I’m not sure it has that much sidewall to sculpt out.Slutsken: Well after so many years of Airbus crowing on in their marketing about the seat width and the seat width and the seat width in the A350, for them to suggest that that’s not important anymore. Then I’m not sure.Walton: Yeah, I don’t necessarily buy that one, I have to say. But apparently there was a mock up somewhere, that we were not shown in advance of La Bourget. I would be very surprised if it came to La Bourget, this mock up. That’s not usually the kind of thing that they include there.Slutsken: So John, what did you think on day two? I was most impressed with Airbus’s CTO, Grazia Vittadini who may be the hardest working person they’ve got thereWalton: She has a lot of things on her plate.Slutsken: She does indeed.Walton: And I think won the informal poll for most engaging presenter, that was a really interesting, almost too much of a pelt through a whole bunch of different things. I’d have loved to stop and ask questions about, you know, boundary layer ingestion, you know, return to rear-engined twin jets. You know, that was fascinating to even touch the science there.Slutsken: Yeah. And she discussed rather in depth the idea of the practical applications of electrically powered aircraft including ground ops and how do you deal with recharging? And then touched on AI and automation in what may be part of the solution for the shortage of pilots that we’re facing, to look at single pilot operations with smart systems assisting.Walton: Yeah. I’m not sure this is potentially the time to be talking about single pilot operations, but you know, I think there’s definitely something to be said around increasing levels of assistance, increasing sensibly and with reference to pilots perhaps, increasing the amount of information that pilots are presented with to do their decision making. That’s certainly very interesting. There was also this fabulous biomimicry Albatross ONE concept where I guess the end quarter of the wing basically flaps up and down like the… Are those pinion feathers of a bird? I’m no ornithologist. The end bit of a bird’s wings. That was really fascinating. And that helps it deal with turbulence, with different air currents and all that kind of thing. That was really interesting.Slutsken: I also thought that, and I hope I get his name right, Airbus’s head of urban air mobility. Eduardo Dominguez Puerta, did I get that right?Walton: I think so.Slutsken: I think I got that right. So he was very pragmatic and I really appreciated that approach in looking at what’s going on in the urban air mobility sector, given the hundred plus variants that different innovators and inventors are coming up with, and making the definite distinction between an invention and an innovation. Where an innovation actually becomes something that is marketed. And when he said thinking about answering his own question about whether we’re going to see UAM aircraft common by, oh say the 2030s, you know, 10 years out, he really said, “I don’t know”. And he also acknowledged that there’s going to be a heck of a consolidation or fallout of those systems that work and those that don’t. And Airbus has their City Airbus, which they’ve done a test hop with now. And really I think we’re all looking at this and saying the issue isn’t so much the technology of the vehicle, it’s going to be integrating it into the system, some sort of air traffic control system and making it as safe as current air travel or getting into a car.Walton: Yeah, absolutely. I mean, obviously in the last couple of weeks we’ve seen the Lilium aircraft take wing out of Munich, but I think it’s really interesting to see Airbus as this, kind of industrialization partner. And I feel like we’ve talked about industrialization several times at this point, but really look back and say, actually, Yep, okay, we’ve done this project. You know, whether it’s the city Airbus or Vahana. Okay, we’ve done this project, we learned some things, not gonna make it.Slutsken: And they’re prepared to say, okay, we learn. Move it over to the side. Let’s move forward.Walton: Yeah. Look, and I think that’s very mature. I don’t think there’s a huge appetite at this point for people jetting around in what are essentially drones at this point. You know, until people are, I think we need a couple more cycles of drone normalization, whether that’s people getting their delivery packages arriving on their doorstep by drone or what, until we actually start getting a familiarization with I guess more… A greater proximity of flying vehicles around our-Slutsken: Indeed, and one of the flying vehicles that I found fascinating that Airbus is backing and it’s technology for technology’s sake and for the creative impetus of it is the America’s Cup yacht that they’re supporting technology for. And we had a visit from the captain of that program, of the yacht and this amazing monohull that actually flies like a hydrofoil that Airbus is involved within the design of it. It’s just amazing. Just as the Perlan project, the pressurized glider that’s going to hopefully break 90,000 feet this year is also an Airbus backed project where these are things that, whether one stands back and decides for their own analysis if it’s something that is exciting and fascinating, and pushing the bounds of creativity. Or if it’s just technology for technology’s sake and why are they doing it? Whatever the case, it’s still amazing that there is this work being done.Walton: Well absolutely and I think the America’s Cup thing is partly a fairly large advertising to yacht fans exercise. But also, I mean it reminds us all that that aviation is a matter of fluid dynamics. You know, air is a fluid.Slutsken: We’re in an ocean of air. As I’m looking out over the ocean, we also are in ocean of air.Walton: Indeed. And you know, I think that it’ll be fascinating to me in a few years to go back and ask Airbus the question of, okay, what did you learn from, from your involvement with the America’s Cup? That was taken in back to the Airbus family. You know, what’s going to change in the aircraft in five, 10 years down the road as a result of your involvement with what some might think of as a frivolous boat racing experience? And I think that’s some fascinating questions to ask. I mean, you look at the material science in these boats alone, it’s just absolutely fascinating.Slutsken: Completely, completely. And it was nice that they brought the captain in to speak to that, as I think we saw him in January in Mobile, didn’t we?Walton: Indeed. Indeed, indeed. And then, from a different perspective, you had things really coming from theoretical into reality. So the Airbus Connected Experience, which is the Internet Of Things within the cabin, popped up after it’s visits to the Aircraft Interiors Expo in Hamburg. And I thought it was very interesting to see that as well, as probably the largest thing in the Marketplace, which is the sort of bits of kit you can climb on and hold section of the event. Just to sort of explain some of the interesting technologies around Airbus and so on. And I thought that was really fascinating. That’s the kind of thing that they’re bringing forwards, you know, both the connected experience, which of course is them working initially with Stelia, the sort of Airbus group seat maker with Recaro, largely an economy class specialist, and with gategroup, you know, and it’s a very interesting sort of way to present this to non passenger experience journalists.Slutsken: I agree. The only caution, as both you and I know, is that sometimes these are technologies looking for an application, and whether they ultimately do end up enhancing the passenger experience still remains to be seen. And as well, they have to be created in such a way to make the flight crew’s work far more efficient rather than adding another layer of technological babysitting.Walton: Indeed. And of course something that no one in this space is really talking about. There’s a question of user privacy and data security. Airlines are atrocious at this. You know, it feels like a month doesn’t go by until I get an email saying that some airline that has compromised my personal information, or potentially done so or they set up a Twitter account to tell me that they’ve done so. You know, this does not give one a huge amount of reassurance that airlines are going to be on top of this. And they do hold an awful lot of personal and potentially sensitive information about us. Whether that’s meal preferences that have religious basis, or passport details, or eventually in flight entertainment.Walton: You know, if I am traveling for example, to a country that takes a dim view of LGBT people, and somehow they can figure out that I have watched five LGBT related films on airline such and such, that starts to be a a real problem for people’s real lives. You know, if you have a CEO for example, who is traveling and someone can do a little bit of industrial espionage and figure out, well the CEO didn’t sleep very well and we know that because the sensors in the seat won’t activate in the right way and oh, we can tell that they ordered a five drinks on that one flight. Oh gosh, they’ll probably arrive and they’re a bit exhausted. So now we’ll take advantage of that. You know, that’s…Slutsken: Yeah. Not unlike the flight tracking software that’s out there when those in the business world, the corporate world, track their competitors’ movements in their corporate aircraft.Walton: Yeah, absolutely. Absolutely. And no one really had good answers for me on that one. I spoke with Airbus’s Didier Nasarre just before the Innovation Days and, and yet it doesn’t seem to me like there’s a set of ISO standards or anything like the SAE standards that are being worked on for seats. Nothing coming out of IATA, I’m not aware of anything coming out of APEX. So you Howard?Slutsken: There is a focus on security overall, and I know that it’s been a discussion point at APEX Tech quite regularly, passenger privacy, security of the information. It really is a bit of a Pandora’s box and as we’re moving further and further into biometrics, those protections have to be there in one way or another in order to protect people’s personal information.Walton: Yeah, and I think there’s a little bit too much of, oh well it’s the airlines’ to deal with. And actually, I’m not entirely sure if I buy that. I think that those who are designing these systems—Slutsken: I think it’s everybody up and down in the system, to be honest with you, right from the second you check in, for those that might use some sort of biometric recognition to pay for their airfare on their phone, through to checking in and using iris scanners or who knows what other kinds, face recognition, facial recognition. There are so many technologies that are coming on board to streamline the process, which is, as we both I’m sure would agree, it makes it a whole lot easier to be able to walk fairly seamlessly and without… Frictionless, that’s the word I was looking for. A frictionless experience where you come into the airport and you basically walk right through to your gate. Ultimately that could happen, but at what cost?Walton: Right, exactly. And I think public opinion is gradually seeing what this sort of automation and indeed technology can do. And partly that’s because you know, you have facial recognition built into every new iPhone now. Partly it’s because you have the rise of electronic biometric immigration gates, you know, the French have got those in a number of airports now under the Parafe system. The UK has got that, although I was an early guinea pig of the UK’s iris system years and years ago, which was frankly just as good as what they’ve got now, except it wasn’t rolled out quite as much. And actually my trip to Innovation Days was via London and Helsinki and London again. And it was all, you know, a bit of a marathon. But I was so interested in the number of times like, oh thank god there’s automated gates and I don’t have to wait to see a person.Walton: And now the parts of the passenger experience where I do have to wait and see a person like security, like bag drop, and I think, oh well it’s a bit of a faff isn’t it? You know, especially automated bag drop. You know, and the regular listeners will now I’m a big fan of the way that Japan designs passenger experience, whether it’s train or plane or bus or whatever, but the Japanese were really early on with the automated bag drop. And there are times when I would pay cash money to be able to not wait in that queue for bag drop, and just roll my bag up, put it in the little thing and tag it myself and off I go. You know those are some times that you think actually I could easily save this five, 10 minute wait in a queue and just do this myself.Slutsken: Yes, yes. Just like self serve gas.Walton: Indeed. So to round us out. What was the most interesting innovation that you saw at the Airbus Innovation Days?Slutsken: I quite like the work that one of Airbus’, I believe he’s an engineer, did repurposing some of the aircraft components into quite remarkable furniture and other items. There were a number of items on display there, and I believe they also have a website and maybe John you can dig that up later. You know I picked up a catalog that’s not with me here in Hawai’i, but sitting on my desk at home and they showed some beautiful tables and things like using a window frame off of an A320 that was being parted out as a mirror frame. And other items like that. It just really caught my eye. Now from the passenger experience side, I mean there’s any number of things on the connectivity area that may prove to be of some use, like smart galleys and smart galley cards to follow inventory control in a more efficient way.Slutsken: At least that’s what’s what’s being said. Although one one might stand back and wonder whether an efficient barcode system will do the same thing without having to have a smart card eating up some level of bandwidth. The other thing that that I thought was a fun thing to see was the LED lights indicating where there is room in the overhead compartment. Given the fact that everybody brings their entire closets on board these days. It’s always nice to know where there is space, but it might also end up being frustrating. So green for empty, orange for a little bit of space, and red, don’t open this —Walton: Items may have shifted during flight, yes. Yeah absolutely, I think that that’s something that we’ve seen at the passenger experience shows a bit by this point, you know, three or four shows at this point, but it’s again, it’s really interesting to see that this is starting to hit the, mainstream of the So-and-so City Times and the So-and-so National Post level of aviation communications, and I think that’s…Slutsken: And I guess wrapping it up John, that’s exactly why Airbus invited 120 or 130 aviation writers from around the world to come to this, because they know that it isn’t just those of us who are deeply focused on the sector, but those who are writing generally for general audiences that can get their messaging out.Walton: Yeah, absolutely. So that’s it for today’s conversation. We certainly hope you enjoyed it listeners, and we are always keen to find out what you think including about our new transcriptions available at runwaygirlnetwork.com. Please do feel free to email me and let me know what you think at email@example.com with any suggestions. Now, thank you to our guest, Howard Slutsken. How can folks continue the conversation with you online?Slutsken: Best way is send me a DM on Twitter. I’m at @HowardSlutsken, or you can visit my website, which is wingborn.com that’s W-I-N-G-B-O-R-N, and there’s a Contact Me page on that as well, as well as my story archive of all of my various pieces that I’ve written for a whole bunch of different outlets over the years.Slutsken: And John, it’s been a pleasure. Lots of fun. Even though we’re 12 hours apart, it feels like you’re just sitting next to-Walton: 12 hours and several flights of an A321XLR, I feel.Slutsken: Definitely.Walton: As ever listeners, You can find me on Twitter @thatjohn, and everything from RGN on Twitter, @RunwayGirl, and of course at runwaygirlnetwork.com. If you’re enjoying these conversations, please leave a rating and review wherever you get your podcasts, and thanks for listening.
Airlines don’t always move quickly to address airworthiness directives. And on occasion, some carriers miss AD deadlines altogether. That’s why air travelers will be heartened to learn that most Honeywell Phase 3 display units on Boeing 737NG and 777 aircraft have been upgraded since the US Federal Aviation Administration in 2014 issued an AD to address their susceptibility to RF transmissions.“We have already upgraded 8,000 DUs, leaving less than 400 to be converted under the AD at no cost to our customers,” says Honeywell spokesman Scott Sayres.The remaining 400 units “might represent 70 or fewer aircraft” and “many of them could be on retired aircraft or simulators”, Honeywell notes in a statement.Industry is working against a 5 November 2019 deadline to convert any remaining affected DUs still flying.Honeywell Phase 3 DUs first showed themselves susceptible to “blanking” several years ago on the ground, during electro magnetic interference certification testing of wireless broadband systems on 737NG aircraft. The news – which was first exclusively reported in 2011 by your author for her then employer Flightglobal – stymied certain inflight connectivity installs for a spell.As a condition for receiving supplemental type certification for inflight connectivity systems, some 737NG operators placed placards on the flight decks, instructing crew that Wi-Fi devices had to be powered off. That inhibited them from bringing Wi-Fi capabilities to pilots’ electronic flight bags, which is considered a key way to drive operational benefits from inflight connectivity.The FAA “approved certain STCs with such limitations as a means of compliance until a permanent solution was available”, the agency admitted in its 2014 AD. “However, we intended those limitations as interim action until permanent corrective actions for the unsafe condition became available for the baseline airplanes. We do not consider it adequate to leave those operating limitations in place permanently as the sole corrective action for the unsafe condition.”As such, 737NG and 777 operators with Phase 3 DUs were incentivized to get moving on the avionics upgrade.To wit, even though all-737 operator Southwest Airlines saw a negligible level of risk, it was among the first carriers to begin retrofitting its flight decks with new avionics, starting as early as 2013 when the FAA issued a notice of proposed rulemaking in advance of the AD.Southwest spokeswoman Michelle Agnew says the airline removed the last affected display unit in September 2018. Asked by RGN if Southwest has ever observed blanking on the ground or in-flight due to Wi-Fi or cell interference, Agnew says, “We’re not aware of any reports of interference.”Importantly, as Honeywell said in 2011 – and as the aerospace giant reiterates now – there “has never been a report of our DUs blanking in-flight because of HIRF/Wi-Fi interference”.That message may have been lost when Bloomberg on 19 July published an article that, among other assertions, appeared to conflate the Phase 3 DU issue with reports found in the Aviation Safety Reporting System (ASRS) database about avionics blanking in-flight.These pilot reports “are completely unrelated to the Wi-Fi and cell phone issue”, insists Honeywell in a strongly worded response to Bloomberg‘s article.“Pilots have reported blanking incidents that could arise from a variety of causes, including aircraft power interruptions or display reconfigurations. Upon learning of these incidents earlier this year – which were reported at a small number of remote airports and only on a particular flight path – Honeywell swiftly and extensively investigated the issue, which has been remedied through operating manual updates and pilot training for those affected airports. We have already developed a software update that is currently in flight testing and we expect it to be FAA certified this year,” says the firm.Moreover, the ASRS reports are difficult to verify since most of the data that Honeywell needs is scrubbed. “There is no way for us to tell the specific instances Bloomberg mentions are actually issues related to our units,” notes Honeywell’s Sayres to RGN.So do cell phones pose a safety risk on aircraft due to interference with avionics? It seems careless to answer with a definitive ‘no, that’s impossible’ given that an admittedly limited number of aircraft still carry the Honeywell Phase 3 DUs, which were shown to be susceptible to RF transmissions during on-ground testing.Equally, however, Bloomberg seems to have taken some speculative liberties in its article, and has since corrected the piece, though a fair amount of information in its report has been known for years.It should be noted that the FAA received pushback when it first proposed rulemaking on the issue, including from airline trade group A4A. This prompted the agency to respond that: “We do not agree that no problems have occurred on in-service airplanes, since the Wi-Fi STC testing that disclosed this susceptibility was conducted on an in-service airplane equipped with phase 3 DUs.”Related Articles:Lufthansa Captain’s log shows near 8-year connected EFB effortHoneywell eyes thousands more tails for Primus Epic integrated cockpitCabin monitoring system takes aim at electromagnetic interferenceLine in the sand shifts between cabin & flight deck connectivitySouthwest begins replacing certain Honeywell displaysIFC cost benefit analysis changes when emissions, ops factored inHoneywell works with Inmarsat to make black box in the cloud a realityAs Boeing forms new avionics unit, where will broadband connectivity fit?Press Release: Rockwell Collins display upgrade for 767 certified by EASAJetBlue, Delta first to gain approval for PEDs gate-to-gate
While Safran Passenger Innovations (SPI) packages traditional Inmarsat GX connectivity hardware with its RAVE and RAVE Ultra IFE system – the latter of which is now linefit offerable on the Boeing 787 and the 777X, boasting four and three linefit customers, respectively – the company formerly known as Zii has stayed well and truly clear of the service side of inflight connectivity.Looking back, SPI feels it made the right decision. “For right now, yeah, and instead of slugging it out with all of the VARs and everybody else. You know there is the race to the bottom, which is never a good thing,” said chief commercial officer Larry Girard.SPI cherishes its strong relationship with Inmarsat, and, as reported by RGN in April, fully expects its new ARINC 792-compliant flat panel antenna – built in cooperation with Jet-Talk – to be the first antenna certified for nextgen Inmarsat GX transmissions. “Well that’s because we are not competing with them,” said Girard in reference to the company’s positive collaboration with Inmarsat. “We are not a service provider. And right now, there’s no plans to be.”That means SPI can focus on its electronically steerable antenna (ESA) hardware. Pointing to the nextgen flat panel antenna on display at the recent APEX EXPO in Los Angeles, Girard said some key changes have occurred since SPI first displayed the new antenna. “One is that the corporation has approved a very heavy investment in getting this on an airplane,” said Girard.Another notable change is that SPI has created a larger array to solve the problem of look angle, because the disadvantage of this style antenna is “as we get high up, it gets harder”, he noted. “So, we actually created a larger array to sort of solve that problem. It’s a 10,000-element array.”But beyond SPI’s internal work, he said, “it turns out that Inmarsat has, lo and behold, done a couple of things that I think combined will make this [solution] absolutely transformational.”Chief among them is Inmarsat’s decision to provide Arctic coverage, with the planned launch in 2022 of two new GX payloads. “Now that we have that coverage, the one disadvantage of this antenna has gone away,” said the SPI executive, noting that the antenna can track multiple satellites at the same time, “so now all of a sudden, with the two Elliptical polar orbiting satellites, we will be able to deliver unprecedented connectivity to aircraft flying over the poles. So, I’m exceedingly excited. I mean, Phil Balaam, the president over at GX [Inmarsat Aviation], basically when we chatted his words were, ‘with these satellites and this terminal it becomes transformational.’ And I really believe it.”He added, “Also because of these satellites we can now make this [array] smaller again. So I can reduce this, which reduces heat, reduces power, reduces weight. I mean everything just starts to get crazy good.”The blue is the elliptical orbit of the two new GX satellites, which will launch in 2022.Could SPI make the antenna talk to Ku-band satellites to support dual-band functionality?“That’s part of the reason I am saying this” that SPI can make the array smaller, said Girard. “So if this array becomes a third of the size, now I have room for a Ku array. So now, I’m Ku, Ka all in the same panel. And we are not working towards that right now, okay, we are focused on Ka and we are focused on getting GX up and running with this. I think we have 600 aircraft in backlog in GX [traditional Honeywell JetWave installs].”While the SPI nextgen antenna is being built to be 792 compliant for linefit offerability, the antenna footprint displayed at EXPO was ARINC 791 “and so the idea behind this is, again, we have like 600 aircraft in service and the idea behind this is that we can pull off whatever existing [antenna] might be on there, put a new antenna and use the same radome. And then if you’re going on a new installation, this [would be] 792.”Because SPI’s RAVE Ultra IFE system is now offerable on the 777X and on the 787, the OEMs “are getting also very, very excited about how we accelerate this, including Inmarsat” to ensure the flat panel antenna will be linefit offerable with the new IFE system, he said.On an aside, SPI (then Zii) was the first company selected by Airbus as a High Bandwidth Connectivity (HBC) provider for traditional GX hardware, which meant that its particular package – inclusive of the JetWave terminal – is provided as buyer furnished equipment on Airbus types. SPI’s solution is also provided as linefit for the A350 platform, and is paired with RAVE IFE. So the firm is increasingly well positioned on both sides of the pond.“We like what we are doing here,” admitted Girard. He added teasingly: “We are going to try and get into more services but still not in a competitive way with Inmarsat. So there is some brand, brand new stuff – and I really am not ready to talk to you about it but I will soon – but I think for us it starts to become a game changer. It starts to become the next thing in how we start to really create an experience for passengers.”Related Articles:Airlines set to benefit as Inmarsat commits to even more GX payloadsSafran offers upscaling solution to low-def IFE content problemSafran expects its new antenna to be first nextgen cleared for GXThree birthday presents for Airbus as Inmarsat signs for GX satellitesViasat bridges the gap to global Ka-band coverageGloves are off as Viasat CEO talks IFC opportunitiesViasat shares narrowbody IFC growth expectation for North AmericaHow Inmarsat GX resellers are offering differentiated IFC solutionsLufthansa Technik presses for inflight connectivity SLA standardsHoneywell readies to support Inmarsat GX service for airlinesLufthansa talks GX connectivity teething pain, uncoupling IFECRAVE wows with new screens and cloud storage upgradeHoneywell strategically positioned as it begins to sell GX to airlinesZodiac Inflight Innovations readies for RAVE 777X/787 linefitCarlisle eager to work with Inmarsat, Panasonic for nextgen GX installsUPDATE: Airbus to ultimately uncouple IFE and connectivity on A350Polar positioning could take a number of flavors as Viasat eyes MEOCarlisle eager to work with Inmarsat, Panasonic for nextgen GX installs
While there are other tickets listed, we are interested in the first one, the Tokyo Metro 24-Hour Ride Ticket (東京メトロの24時間券). First, find the ticket machine at the station. The Tokyo Metro 24-Hour Ticket officially went on sale on March 26th, 2016. A 24-Hour Ticket means that, for the 24 hours following your purchase, you can use the Tokyo Metro lines all you want! This ticket is a more efficient, more reasonable way to travel around the greater Tokyo area.But, just how do you get one? Where? Here we’ve gathered all the relevant information for you, so please read on!What is the Difference Between It and a Daily Ticket?The 24H Ticket is a companion to the previously sold Tokyo Metro 1-Day Ticket (1 Day Ticket), which was discontinued from March 25th, 2016. Those who have a previously purchased a 1 Day Ticket but have not used it may take their ticket to any ticket window (*1) from March 26th 2016 to September 30th 2016 and have it exchanged for a 24-Hour Ticket.*1: May not be exchanged at Nakano station, Nishifunabashi station, Fukutoshin line Shibuya station.Now, let’s take a look at what the differences are between the 24-Hour Ticket and the old 1-Day Ticket.What Hasn’t Changed1. PriceThe price remains the same: 600 yen for adults, 300 yen for children.2. VarietyWith this ticket there are still only 2 varieties: advance purchase tickets and same-day tickets.What Has Changed1. NameThe ticket was formerly called the Tokyo Metro 1-Day Ticket, but has been replaced with the Tokyo Metro 24-Hour Ticket.2. SystemThe biggest change is that this new ticket lasts for 24 hours. The old 1-Day Ticket became invalid at midnight on the day of use. On the other hand, the 24-Hour Ticket may be used for 24 hours; for example, if you start using it at 10 am, you may continue to use it until 10 am the next day. If you want to add a new ticket, you do not need to pay any extra fees in order to do so.Where Can I Get One?For both advance purchase and same-day, the ticket’s function and return destination do not have to be the same. Now this ticket can be checked in advance and matched to your schedule.Advance PurchaseMay be purchased at any Tokyo Metro ticket window (*2).*2: May not be exchanged at Nakano station, Nishifunabashi station, Fukutoshin line Shibuya station.You may purchase advance 24-Hour Tickets to be used within 6 months and you can choose when you want to use the ticket. These tickets are valid for 24 hours from their first use within the 6 month validity period so you don’t need to choose a date on which to activate the card, it is already active.Same-day PurchaseThese may be directly bought from the automatic ticket machines at the station. These tickets are valid for 24 hours from the time of purchase, if you do not use them during this time the ticket will expire and become invalid, even if it has not been used. Please be very careful!How To PurchaseNow let’s take a look at how to buy a 24-Hour Ticket at the machine. On the ticket machine screen, touch the third button down on the left-hand side that says ‘Discount Tickets’ (おトクなきっぷ). It costs 600 yen. The machine accepts small change or bills. If you have a Suica or Pasmo card, you can also insert your card and charge the 600 yen to your IC card instead.More InformationIf you would like a refund for your unused advance purchase ticket, you may get one if you go to the Tokyo Metro ticket window before the expiry date printed on the ticket. The handling fee for your refund is 220 yen.You don’t need to show your passport to buy a 24-Hour Ticket as these are available to anyone and everyone in Japan. For more details, please visit the Tokyo Metro English information page for details.You May Also LikeGet Around With Ease: How To Buy Your Own SuicaHow To Charge Your SuicaLuggage-free Sightseeing! How To Use IC Card Coin LockersGet On The Right Train! Explaining Japanese Train TypesHow To Escape The JR Shinjuku Station Yamanote Line Platform!
2 Days in Osaka – A Short Trip Plan for Amusement, Sightseeing, and Local Food Day 1, Afternoon and Night: Iconic Tsutenkaku Tower and Local Cuisine in Shinsekai Osaka Castle Park – A History Walk Through Nature’s Timeless Beauty Read also Okonomiyaki Tsuruhashi Fugetsu – Osaka Comfort Food With A Great View! Day 2, Mid-Morning: Shop for Souvenirs in Namba, Osaka’s Premier Shopping Area Kushikatsu and dipping sauce.One thing Shinsekai is famous for its mouthwatering kushikatsu. Kushikatsu is any type of skewered meat, vegetables, or seafood that is dipped in batter, then deep-fried until crispy. To enjoy this local dish, dip it once in the savory sauce. It also tastes delicious with a glass of refreshing beer and is great for enjoying an evening in Osaka.You’ll find many kushikatsu specialty restaurants where you can indulge in this fried delicacy. A popular restaurant is Kushikatsu Daruma (Japanese). With a variety of options on menus, this is a meal option suitable for groups with different food preferences.Directions to ShinsekaiVia JR Train: Osaka Station (Osaka Loop Line, bound for Tennoji) → Shin-Imamiya StationVia Osaka Subway: Midosuji Line Umeda Station (JR Kansai Airport Express, bound for Kansai Airport) → Dobutsuen-mae StationAddress: Osaka, Osaka, Naniwa, Ebisuhigashi 2-1Google MapWebsite: http://tsutenkaku-hondori.com/ (Japanese)Evening, Day 1: Gaze at the Cityscape from the HEP FIVE Ferris Wheel UNIVERSAL STUDIOS JAPAN® – Prices, Access, Attractions And Tips UNIVERSAL STUDIOS – Meet Your Anime Heroes At UNIVERSAL COOL JAPAN! Read also Japanese Foods You Absolutely Must Try Day 2, Afternoon: Snack and Stroll in Dotonbori and ShinsaibashiDotonbori and ShinsaibashiDotonbori is an area where there used to be many traditional theaters and is now a major entertainment district in Osaka. The iconic Glico sign and giant crab (Kani Doraku) are located here, so be sure to bring your camera.TakoyakiDotonbori also has many shops where you can find inexpensive and delicious Osaka food of all varieties, like takoyaki (cooked batter balls filled with octopus and other ingredients). We recommend strolling around the area with a light snack in hand. Be sure to take plenty of photos, too!Directions to DotonboriVia Osaka Subway: Umeda Station (Midosuji Line, bound for Nakamozu) → Namba Station (use exit 14)Address: Osaka, Osaka, Chuo, Dotonbori 1-9Google MapWebsite: http://www.dotonbori.or.jp/en/Read also Day 1, Morning and Afternoon: Universal Studios JapanUniversal Studios JapanFirst, head to Universal Studios Japan, a popular amusement park in Osaka. It is a destination filled with a number of rides, performances, and shopping, making it fun for all ages. It is ideal especially for traveling in a group or with family. You will be enchanted by the bright, imaginative atmosphere everywhere in the park. Osaka Guide: Information On Access And The City’s 5 Main Areas 11 Budget-Friendly Shopping Spots In Osaka Top 5 Local Osaka Foods You Should Try In Dotonbori Read also How To Travel To Osaka From Tokyo A view of The Wizarding World of Harry Potter. Picture from UNIVERSAL STUDIOS JAPAN® – Prices, Access, Attractions And TipsA major attraction is The Wizarding World of Harry Potter, a zone in the park that is transformed into a mysterious world straight out of the novels and films. Drink butter beer, buy a wand, and walk around the area filled with Harry Potter magic.Universal Studios Japan is also known for its seasonal attractions, which have included spectacular shows and rides inspired by anime series, like “Evangelion” and “Detective Conan,” and also include popular figures, like the musician and cultural idol Kyary Pyamu Pyamu.This is a very popular amusement park, so it is suggested to plan your visit on a weekday and not during public holidays to avoid waiting in long lines. To make the best use of your time, arrive early and with a plan on which rides and shows to do. You can use your remaining time exploring the park, taking pictures, and going shopping. Universal Studios Japan requires between a half day and full day for most visitors.Directions to Universal Studios JapanVia JR Line: Osaka Station (JR Kansai Airport Express, bound for Kansai Airport)→Nishikujo Station (JR Yumesaki Line, bound for Sakurajima)→Universal City StationAddress: Osaka, Konohana, Sakurajima 2-1-33Google MapHomepage: https://www.usj.co.jp/e/ No Chopsticks? No Problem! Eating Okonomiyaki Kansai-Style Osaka Complete Guide: Travel Tips, Dining, Shopping, And More Osaka is the largest city in the Kansai region and is a major destination for travel and leisure in Japan. This metropolis is brimming with sightseeing and things to do, making it easy to spend multiple days here during a trip.However, travelers with less time can also enjoy the major sites in Osaka. Continue reading for an activity-filled 2-day trip itinerary that includes entertainment at Universal Studios Japan, enjoying regional cuisine downtown, learning history at Osaka Castle, and shopping the city’s most famous neighborhoods. Osaka Castle and its surrounding moat. Picture from Everything You Need To Know About Osaka Castle, The Symbol Of Osaka!Spend the morning in nature and experiencing history at the iconic Osaka Castle. This castle was originally constructed in the 16th century. Toyotomi Hideyoshi, a military lord famous for helping unify Japan at the time, made his residence here. The castle has been rebuilt due to fires, but is considered one of the most stunning castles in Japan.In addition to its beauty and history, the castle surroundings and park are stunning with cherry blossoms in the spring and foliage in the fall. However, the castle is lovely to visit year-round. Have a relaxing morning strolling around the park and visiting the castle museum.Directions to Osaka CastleVia JR Train: Osaka Station (Osaka Loop Line, outer loop) → Osakajo Koen StationVia Osaka Subway: Umeda Station (Midosuji Line, bound for Tennoji)→Honmachi Station(transfer to Chuo Line, bound for Nagata or Gakken Nara-Tomigaoka) → Tanimachi 4-chome StationAddress: Osaka, Chuo, OsakajoGoogle MapWebsite: https://www.osakacastle.net/english/Read also Read also ShinasaibashiShinsaibashi is just north of Dotonbori, located within walking distance. It’s an area popular with young residents, with its shopping streets and various casual fashion shops.Amerika-mura, ShinsaibashiIn Shinsaibashi, be sure to check out Amerika-mura in the western area of Shinsaibashi. Here, there are many thrift shops and stores selling imported goods. This area is even referred to as the Harajuku of Osaka. If you’re in the Shinsaibashi area, we recommend stopping by Amerikamura as well.HorieIn between your shopping, you might want to take a break in the Horie area, which is comparatively less crowded than the main streets of Shinsaibashi. Many fashionable cafes and shops are found in Horie, so sit down and have some tea when you find a cafe to your liking. There is also a small park where you can relax.Directions to Shinsaibashi and Horie AreasVia Osaka Subway: Umeda Station (Midosuji Line, bound for Nakamozu) → Shinsaibashi StationAddress: Osaka, Osaka, Chuo, ShinsaibashiGoogle MapDay 2, Evening: View Osaka at Twilight From Abeno Harukas Shinsekai, Osaka. Picture courtesy of pixtaIn the late afternoon or evening, head to Shinsekai, a lively downtown area in Osaka filled with small, local shops. With many older restaurants and drink establishments decorated with flashy signs and lights, the retro townscape of Osaka is very enjoyable. This is a go-to spot if you want to experience the local atmosphere.The famous tower, Tsutenkaku, is also located here. There is an observatory in the tower (700 yen for adult admission*) that provides a great view of the surrounding downtown area.*Admission will be 800 yen from July 1, 2019 Abeno HarukasIn the evening, head to Abeno Harukas by Abeno Station. The building boasts a height of 300 meters and is known as the tallest building in Japan.Abeno Harukas has a 360-degree, glass-walled observatory called Harukas 300 between the 58th and 60th floors. From here you’ll be able to enjoy a spectacular sunset view over Osaka.Directions to Abeno HarukasVia JR Train: Osaka Station (Osaka Loop Line, bound for Wakayama) → Tennoji StationVia Osaka Subway: Umeda Station (Midosuji Line, bound for Tennoji) → Tennoji StationAddress: Osaka, Osaka, Abeno, Abeno Suji 1-1-43 Google MapWebsite: https://www.abenoharukas-300.jp/en/Day 2, Night: Indulge in OkonomiyakiOkonomiyakiOkonomiyaki is a Japanese dish known globally. It is cooked on a hot plate and is made from flour, water, seafood, vegetables, and various fillings. It is cooked into a circular shape and then topped with sauce, mayonnaise, and other ingredients. The result is something like a savory pancake, full of flavor. Okonomiyaki has been eaten for decades, mainly in Osaka and the Kansai area. This is a must-try food when visiting the Osaka area.There are many okonomiyaki specialty restaurants in Osaka. At some restaurants, the cooks will prepare your okonomiyaki right in front of you, and at some establishments, you can even make your own. Okonomiyaki Tsuruhashi Fugetsu near Umeda Station is a specialty okonomiyaki shop with a multi-lingual menu in a convenient location. There is also a nice view of the HEP Five building and surrounding area.This traditional Japanese dish will leave your tastebuds and stomach very satisfied. It is highly recommended to try this unique Japanese dish. Enjoy 2 Days in Osaka, the Lively Center of KansaiThis itinerary contains some of the main sightseeing activities in Osaka, from local food to amusement and stunning views. As Osaka is the largest city in the Kansai region, it can be challenging with limited time for travel, but the city can be seen in just two days with some planning.After spending time in Osaka, Osaka’s central location allows for easy access to Kyoto, Nara, and Kobe–all places with sightseeing, history, and much to offer travelers. Continue to experience the Kansai area and continue your travels.Main image courtesy of pixta Dotonbori, Osaka’s Downtown – Things To Do For First Timers Namba is a spot in southern Osaka and is known for its great shopping. In front of Namba Station, there are large shopping complexes like Namba Marui and Namba Parks. In addition to these prominent malls, there are countless shops underground, like Namba Walk, which are great to visit on rainy days, and nationwide-famous stores, like Tokyu Hands and Don Quijote.After shopping to your heart’s desire for gifts and souvenirs at Namba, head north to go to Shinsaibashi on foot. It is around a ten-minute walk depending on where you are in Namba.Directions to NambaVia Osaka Subway: Umeda Station (Midosuji Line, bound for Nakamozu) → Namba StationAddress: Osaka, Osaka, ChuoGoogle MapRead also Check Out These Unique Snacks! 5 Recommended Osaka Souvenirs Six Namba Stations!? How to Navigate Osaka’s Namba Area Explore Osaka’s Lively Downtown! Top 10 Spots To Visit In Namba Everything You Need To Know About Osaka Castle, The Symbol Of Osaka! HEP FIVE Ferris WheelAfter you’ve had your fill of kushikatsu, end the night with a Ferris wheel ride. HEP FIVE in the Kita and Umeda area of northern Osaka. HEP FIVE, a major shopping and entertainment complex popular with young customers, has a giant red Ferris wheel on its upper levels. A ride provides a spectacular view of the city.The Ferris wheel runs until 22:45 and costs 500 yen per ride. After enjoying the stunning night cityscape, return to your lodging to prepare for the second day.Directions to HEP FIVEFollow signs for HEP FIVE from Umeda and JR Osaka stations. You can reach the building in around five minutes on foot.Address: Osaka, Kita, Kakuda 5-15 7FGoogle MapWebsite: https://www.hepfive.jp/language/Day 2, Morning: Encounter Japanese History at Osaka Castle
LAS VEGAS — Nevada gambling regulators say they will fine Wynn Resorts after an investigation found former executives failed on multiple occasions to investigate allegations of sexual misconduct against former CEO and founder Steve Wynn.A complaint and settlement released Monday by the Nevada Gaming Control Board detailed at least seven allegations of misconduct by Wynn dating to 2005 where the board says former executives and managers failed to act.The control board’s settlement with Wynn Resorts does not revoke or limit its gambling license but requires the company to pay a fine. The amount will be set by the Nevada Gaming Commission.Wynn Resorts calls the settlement “an important remedial step” and says the company looks forward to finalizing the matter.Wynn resigned in 2018 and has denied allegations of misconduct.The Associated Press
Rabat – With many undocumented Moroccans migrating to Europe, the Moroccan youth minister has said Morocco has “enough assets to provide spaces suitable” for Moroccan youth.Journalists asked Minister Rachid Talbi Alami about emigration from Morocco on the sidelines of the opening ceremony of the second annual University of Independent Youth on Friday, September 21, in Marrakech.The minister of sports and youth told the press, “It is not the migration of these young people to neighboring countries that is a problem, but the way they try to immigrate, which puts their lives in danger.” Government Spokesperson Mustapha El Khalfi spoke about migration on Thursday in the press conference after the government council’s weekly meeting.He said, “At the end of August 2018, 54,000 attempts of emigration were aborted in Morocco [compared to] 39,000 during the same period of 2017.”According to El Khalfi, Moroccans account for 13 percent of undocumented migrants who attempted to reach Europe in 2018 (7,100 Moroccans).He added that 8,2000 Moroccans attempted to migrate to Europe in 2017.The official said that Morocco is increasing efforts to combat immigration networks “which continue to develop their methods.”According to the International Organization for Migration (IOM), more than 6,000 Moroccans arrived in Spain by sea in 2018 as of September 9.In the same period in 2017, up to September 10, 2,683 Moroccans arrived in Spain, according to IOM.Talbi Alabi said that Moroccan youth trying to immigrate are looking for a better life. “Can not this ‘better life’ be granted to Morocco or are there things that prevent this?”He added that Morocco has potential to offer youth a better life and opportunities.“But this energy and these opportunities are not well exploited to give good results,” Talbi Alami concluded.On Tuesday, Secretary General of the Unified Socialist Party (PSU) Nabila Mounib said that Moroccans emigrate to seek job opportunities due to “monopoly” and “theft” in Morocco.She said the situation also prevents youth from voting and that 70 percent of Moroccans prefer not to vote because they see no point in it.Figures of undocumented migrants differ from a source to another. In August, Spain’s Ministry of Interior released a report estimated the number of Moroccan undocumented migrants who arrived in Spain between 2016 and 2018 at 10,104.The Spanish Ministry of Interior also indicated that more than 250,000 undocumented Moroccans are currently living in Spain, with close to 5,000 identified as “unaccompanied minors.”
OTTAWA — The number of cannabis confiscations at the Canadian border increased more than 60 per cent year-over-year in the first six weeks after pot legalization, new statistics show.The Canada Border Services Agency is linking the rise to the fact it began asking people last fall whether they were bringing cannabis into the country.The border agency says there were 329 instances of cannabis either being seized by — or forfeited to — Canadian border officers from Oct. 17 to Nov. 30 of last year.That compares to 204 such confiscations in the same period of 2017. Immigration lawyers, cannabis executives bracing for outright bans from entering U.S. for pot use Cannabis industry players weigh benefits of crossing border after latest U.S. inadmissibility warning What you need to know about legal cannabis and crossing the border These numbers include both undeclared cannabis seized by the border agency and declared cannabis forfeited to officers. But the agency could not break the figures down further to indicate how many instances of each type of confiscation occurred.As of last Oct. 17, adults in Canada can possess and share up to 30 grams of legal cannabis.However, taking pot across Canada’s international borders remains illegal and can result in serious criminal penalties.As a result, bringing cannabis into Canada is against the law even when travelling from places that have loosened their laws on marijuana use, and despite the fact recreational consumption is now permitted in Canada.Taking pot across Canada’s international borders remains illegal and can result in serious criminal penalties. Christopher Katsarov/The Canadian Press In the weeks before legalization, the border agency advised the public that officers would be asking visitors and returning Canadians whether they have any cannabis with them. They hoped the question would reduce the risk of unintentional violations of the law.If you are carrying pot when you enter Canada, it must be declared to the border agency. Otherwise, you may face arrest and prosecution, the agency says.The newly released statistics do not indicate how many charges resulted from the 329 confiscations in the six-week period last fall.The increase “doesn’t mean necessarily that it’s leading to a negative outcome for these folks,” said Mark Belanger, a lawyer with Border Solutions Law Group in Vancouver.Belanger suggested it is too early to detect such post-legalization trends, and over the next year or two he will have “better anecdotal evidence” as to what is happening.The border agency also saw a massive year-over-year jump in the number of cannabis interceptions through searches of parcels sent to Canada by mail during the six-week period.The agency detected 1,980 packages containing cannabis from Oct. 17 to Nov. 30, 2018 — up from just 241 interceptions during the same period the previous year.But the reason for that appears to have little to do with cannabis legalization.The agency says the postal disruption last fall resulted in lower volumes of mail at postal centres, allowing it to work on tackling shipment backlogs.“Due to this focused effort, there was an increase in cannabis interdiction reporting in the postal mode during this period,” the agency said in response to questions from The Canadian Press.“Travellers, mail, courier and commercial shipments continue to be subject to the Customs Act and examined for prohibited goods, including cannabis and cannabis products.”
OSU junior forward Nick Schilkey (7) during a game against Michigan State on Jan 29. at the Schottenstein Center. Credit: Samantha Hollingshead | Photo EditorWith a juicy home matchup against a last-place Michigan State team at home, the Ohio State men’s ice hockey team (8-14-2, 3-5-2) came into the weekend with a two-game sweep on its mind. After dropping Friday night’s game, however, it had to scramble to hold off the Spartans on Saturday night to hold onto the split.Michigan State (6-18-2, 2-8-0) got on the board first in Game 1 just over three minutes in the first period. A poor clearance by junior defenseman Drew Brevig was picked up by junior forward Joe Cox. Cox then played it in to sophomore forward Dylan Pavelek, who sneaked the puck through multiple bodies and under OSU junior goaltender Christian Frey.The Spartans would double their lead a little under six minutes later. Sophomore forward Luke Stork was dispossessed by junior forward Mackenzie MacEachern in the defensive zone. MacEachern then centered a pass for Spartans senior forward and captain Michael Ferrantino, who fired the puck into the upper-righthand corner of Frey’s net.“First and foremost, you tip your cap to Michigan State. They came in here and dictated the play, especially for the first two periods, a lot in the second period,” OSU coach Steve Rohlik said. “We didn’t play well, and again that has a lot to do with those guys in (Michigan State’s) locker room. For whatever reason we just weren’t on our game and we couldn’t find it.”The Buckeyes would reply with a goal from junior forward and co-captain Nick Schilkey. Schilkey collected a pass from sophomore forward Matthew Weis off a faceoff, and launched the puck from long range behind senior goalie Jake Hildebrand, bringing the score to 2-1 at the conclusion of the first period.The second period was looking to finish scoreless, but Michigan State would regain its two-goal advantage with under two minutes remaining in the period. Freshman forward Brennan Sanford’s shot was inadvertently deflected past Frey by OSU freshman defenseman Tommy Parran for the friendly-fire goal.“We’ve just got to be better in all phases. Really, to be honest with you, a couple of bad giveaways on our part they ended up in the net,” Rohlik said about the defensive miscues. “But overall, it just wasn’t our best effort for whatever reason, and certainly we’ve got to clean that up.”Frustrations began to boil over when Weis got tangled with junior forward Thomas Ebbing in front of Hildebrand’s goal. Both players were sent to the box for roughing after the whistle as the second period ended.“We talked all week that this is a good hockey team in Michigan State. Their record, don’t let that record fool you. They’re very capable of beating anybody on any night,” Rohlik said.The Buckeyes once again cut the lead to one goal four and a half minutes into the third period. Freshman forward Mason Jobst picked up a pass from junior forward David Gust and fired a short-range effort into Hildebrand’s goal.Gust’s assist extended his point streak to 12 games, while Jobst’s seventh goal of the season ranks him second among Big Ten rookies.“It’s on us, us leaders to play the right way. Just as a forward group we got to get pucks in and we’ve got to play better as a whole,” co-captain Nick Schilkey said. “Pucks might find the back of the net for us here and there, but we’ve got to clean up a lot of things ourselves.”The Spartans would put the game away, however, with a little over a minute left in the period. The Buckeyes left an empty net in a last-ditch effort to find an equalizer, but it would be MacEachern who would score for Michigan State, putting the match away at a score of 4-2.“We gave one away tonight, but we’ve got to turn the page and come back tomorrow and just get back our game,” Schilkey said.The following evening, the Buckeyes looked to have gotten their game back after a scoreless first period, limiting Michigan State to just eight shots.Goals finally came in the second period. Freshman forward Miguel Fidler fired the Buckeyes into the lead at the 4:40 mark with his second goal of the season. Jobst would double the lead for the Scarlet and Gray with just a little under five minutes remaining in the period.“No question. Guys forget (the bad game). That’s a very good hockey team over there, and they can beat anybody in the country on any given night,” Rohlik said about his team’s bounceback performance. “This is certainly a step in the right direction.”Gust would connect with Jobst again, stretching his point streak to 13 games. Jobst tacked on another point toward his 1.86 points per game, which ranks him fifth in the nation.Michigan State would bring a goal back courtesy of MacEachern with just over 15 seconds left in the period.The third period was dominated by defense, with neither side finding the back of the net. The Spartans would pull their goalie entering the final minute of the period, but neither side could score, ending the contest 2-1.There was a bit of a scare when sophomore forward Christian Lampasso was sent flying head first into the boards by junior forward Thomas Ebbing. Lampasso was attempting to collect a loose puck behind Michigan State’s net when both players hit the deck. He skated off under his own power. There was controversy regarding the lack of an icing call on the play.“Tough call. The hard part about it is my understanding of the icing rule was to eliminate those kinds of hits or plays,” Rohlik said. “To be going full speed, those boards aren’t giving, so it was a dangerous play. There guy was trying to go for the puck, I’m not saying he’s in there trying to hit our guy, but it’s a tough play.”Senior defenseman and co-captain Craig Dalrymple echoed the words of his coach.“I fired (the puck) down and I honestly thought it was icing,” Dalrymple said. “That last two minute sequence, as a defenseman, as a team, we’re not going to give this one up. We’re just happy we got the job done.”OSU is set to complete its three-weekend homestand following a week off against Penn State on Feb. 12 and 13 against Minnesota. Puck-drop is scheduled for 6:30 p.m. and 7 p.m., respectively.
Ohio State redshirt junior center Trevor Thompson catches the ball on the block against Northwestern’s Dererk Pardon on Jan. 22 at the Schottenstein Center. Credit: Jacob Myers | Assistant Sports EditorOhio State survived a road game on Thursday — one could argue the Buckeyes stole it. The last thing the team needed was a flop at home against a Northwestern team that is currently projected in the NCAA field and on the cusp of being ranked in the top 25 — but flop is just what they did.Northwestern walked away from the Schottenstein Center with a 74-72 victory on Sunday. It marked the first time since 1977 the Wildcats beat OSU in Columbus.In the first half, OSU could not find its way to the charity stripe, as the Buckeyes had just one attempt from the free throw line — a miss from sophomore guard JaQuan Lyle. Even with some extremely physical defense on display from Northwestern, only one foul sent OSU to the line in the first.Even after having a lead, OSU allowed a 10-0 run and a 9-0 run in the first that erased the lead.The Wildcats were led by Scottie Lindsey, who racked up 21 points, who also lead the team with time on the court with 35 minutes. The Buckeyes had little answer for him, leading to the Wildcat win. OSU was led in scoring by junior forward Jae’Sean Tate, who earned 14 points. Sophomore guard JaQuan Lyle had 13 points, and hit two of his three 3-point attempts. “There was times in the game where we started on a run, but we just couldn’t capitalize,” Tate said following the loss. “First half, at the end we just didn’t work together as a team, and (Northwestern) got that little run. We just didn’t have it tonight.”OSU had a bit of a scare during the first half, as sophomore guard C.J. Jackson fell hard in front of the Northwestern bench and was helped to the locker room during a timeout, putting little to no weight on his right knee. He later returned, and finished the game with seven points and six rebounds, but was visibly limping for much of the game.Each side traded blows in the early goings of the second, before a 3 by Northwestern guard Bryant McIntosh brought the Wildcats’ lead to five with 13:59 left in the game.Contrary to the first half, Northwestern was guilty of a plethora of fouls, allowing 22 second-half chances at the line, and put the Buckeyes in the bonus with 12:29 left in the game. Of those, OSU converted just 12 for a 52 percent mark from the free throw line.Junior center Trevor Thompson took advantage of a noticeable height advantage over anyone was guarding him, pulling down 15 boards and picking up 11 points. Sunday marked his sixth double-double this season, all of which have been with points and rebounds.“It’s just frustrating,” Thompson said. “We have to play harder. Biggest thing, this last three games, has been competing, competing, competing. All in. There was moments today where we just split apart and wasn’t a team and didn’t compete.”A basket by Jackson with 9:05 remaining tied the game at 52-52, before he found space on the next possession in the right corner and nailed a 3 to give OSU the lead. Northwestern pushed ahead off back-to-back plays by guard Isiah Brown, who knocked down a tough layup before grabbing a steal and scoring on a fast break. After a Tate 3 from the corner and a defensive stop, the junior forward went to the line looking to tie the game, but missed one of his shots.After getting close, OSU fouled Northwestern on three separate trips, giving the Wildcats an easy chance to stretch out their lead. All six free throws were converted.“I thought our half court defense was pretty decent in terms of what we were trying to do and what we were trying to take away,” OSU coach Thad Matta said. “But Northwestern’s too good to give them free points, that’s for sure.”OSU fought back with 3-point shots from Lyle and freshman center Micah Potter, and had the chance to pull within one after Loving made a layup and was fouled. But it wasn’t meant to be for OSU, as his foul shot clanked off the back of the rim, and Northwestern converted two more from the free throw line. The loss puts OSU at 2-5 in the Big Ten, and 12-8 overall. Northwestern is now 5-2 in conference play, and is 16-4 overall.The Buckeyes will face Minnesota at home on Wednesday at 7 p.m. in their next game
Ohio State defensive coordinator Greg Schiano gives junior defensive end Jonathon Cooper (18) a high-five as he comes off the field in the fourth quarter of the game against Michigan State on Nov. 10. Ohio State won 26-6. Credit: Casey Cascaldo | Photo EditorGreg Schiano had things to talk about heading into the Maryland game. The Ohio State defensive coordinator discussed his defense’s improvement on limiting missed tackles, the play of sophomore safety Brendon White, the stability of the linebacker position and the return of redshirt senior Dante Booker. But there was something he knew he had to address. According to a report by Brett McMurphy, a staff writer from Stadium, Ohio State head coach Urban Meyer covered up a verbal altercation between former wide receivers coach Zach Smith and former wide receiver Trevon Grimes that allegedly took place during a practice in September 2017. The report stated that Smith had used racial slurs when speaking to Grimes, leading to his transfer to Florida in December 2017. When asked about this, Schiano wanted to make something perfectly clear. “One thing I learned a long time ago in coaching is Saturday is going to come,” Schiano said. “Whatever time kickoff, this week, it’s noon. Noon is coming. Whether you are ready or not, nobody cares.” That does not mean the players and the coaching staff are ignoring the allegations made in this report. Meyer said in the Big Ten Coaches Teleconference Tuesday that he was “irate” and the players were “over-the-top irate” when they heard about the report. “They were extremely upset that that kind of accusation would be made about something that is absolutely not tolerated, and quite honestly, the most preposterous thing I ever heard being involved in college athletics,” he said. Ohio State offensive coordinator Ryan Day echoed Meyer’s feelings from the teleconference, saying, “all of that stuff is foolishness.” But he said the team came out Tuesday and practiced like it always did. However, for the offensive coordinator, he saw there were clearly things on the minds of the players and the coaching staff. “Today was just one of those things where a lot of people were just shaking their head like they don’t quite understand where that all comes from,” Day said. “But this team is strong. This team is galvanized from a lot of different reasons, but yeah, this would be another example of that.” This is something Day is used to. He was the interim head coach for Meyer when he was placed on paid administrative leave on Aug. 1 and through the first three games of the season when Meyer was suspended after reports claimed he knew about domestic violence allegations made against Smith. Smith was dismissed from the program on July 23. He said, despite the off-the-field storylines Ohio State has gone through, it has not bothered the team, giving credit to the culture and the leadership of its captains. But the players did not stay quiet when the report was released. “There are a lot of guys that are angry about that,” Day said. “You can tell right when it happened. People came out and said a lot of stuff and denied any of that stuff, but I think in this situation here, everybody was just kind of appalled by the whole thing.” Ohio State redshirt senior wide receivers Parris Campbell and Johnnie Dixon were quick to rally support against the report, saying they witnessed the altercation between Smith and Grimes and the report of the use of a racial slur was false. “You think a group of African American young men will sit there and let something like this happen?” Dixon said in a tweet. “Say what you want but this isn’t true at all.” When asked about the report, junior defensive end Jonathon Cooper stated his allegiance to Ohio State and the football program. “All I have to say to that is I love my teammates, I love this university,” Cooper said. “I know we have good people here and good guys and it’s a really great program.” There are players and coaches angry in response to McMurphy’s report. But Schiano said, with the formula Meyer has set up in the Ohio State football program, it takes an extreme situation to “break you out of your routine.” The defensive coordinator said the best way to deflect attention about the report is to not get involved because, he said, there are bigger things to worry about. According to Schiano, there is a difference in this report and the allegations made in it from McMurphy. But when Saturday arrives, it does not matter. “On Saturday at noon, nobody cares about that,” Schiano said. “All they care about is do we do our job and do we win the game. So you can get distracted, but get ready because you are going to get it a week from now.”
Telecommunications giant Digicel Guyana has sponsored a number of children, selected from Kingston, Georgetown and its environs, to attend an all-expenses-paid computer summer camp at Global Technology.“We wanted to do something that will have a lasting impression on their minds,” said Digicel’s Communications Manager Vidya Sanichara.“At Digicel, we have been committed to youth development and empowerment, whether it’s through sports, education or academia. We are as delighted as they (are) to be able to give them this opportunity and expand their horizons,” she said.The computer summer camp for children, which will run for approximately three weeks, beginning on August 6 and ending on August 20, will offer the children experience in the fundamentals of computer and scratch programming.The children, between the ages of five and 12, are excited to learn about computers. “I am excited to learn about computers because I think it will help me with my homework”, one of the recipients has said.Digicel has procured the assistance of Junior Forrester to coordinate transportation to take the children to and from summer camp. Forrester is a very active member of the Kingston community, and is also the Founder-Principal of Kingston Football Development Academy.Over the 12 years that Digicel has been operating in Guyana, the company has contributed significantly to youth development.This has been done through several countrywide youth initiatives, like its schools’ football championships, youth basketball, track and field, squash, special Olympics, and back-to-school dental outreach programme, just to mention a few. Share this:Click to share on Twitter (Opens in new window)Click to share on Facebook (Opens in new window)RelatedCPL idols departing cricket knowledge before tournament gets underwayJuly 26, 2018In “latest news”DIGICEL appoints Usain Bolt as Chief Speed Officer (CSO)August 25, 2016In “Regional”$18M up for grabs as Digicel launches Christmas promotionDecember 3, 2017In “Local News”