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Indonesia offers to assist in Ethiopia crash investigation

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BEIJING — China’s civilian aviation authority ordered all Chinese airlines to ground their Boeing 737 Max 8 planes indefinitely on Monday after one of the aircraft crashed in Ethiopia.

The Civil Aviation Administration of China said the order is to take effect by 6 p.m. (1000 GMT) Monday.

It said the order, issued Monday morning, was “taken in line with the management principle of zero tolerance for security risks,” because the crash was the second after another of the planes fell into the ocean off the coast of Indonesia in similar circumstances on Oct. 29, killing all aboard.

The head of Indonesia’s national transport safety agency, Soerjanto Thahjono, offered Monday to assist the Ethiopian investigation into Sunday’s crash.

Like the Ethiopian Airlines crash, which happened minutes after the jet’s takeoff from Addis Ababa and killed all 157 people on board, the Lion Air jet that crashed off Indonesia had erratic speed in the few minutes it was in the air.

The crash put global aviation authorities on alert.

Cayman Airways says it was temporarily grounding the two Boeing 737 Max 8 aircraft it operates, as of Monday.

The president and CEO of the Caribbean carrier, Fabian Whorms, acknowledged the cause of the Ethiopian crash was unclear, but said the airline was taking the step because of its “commitment to putting the safety of our passengers and crew first.”

China’s aviation authority said it would issue further notices after consulting with the U.S. Federal Aviation Administration and Boeing.

Eight Chinese nationals on board the Ethiopian Airlines flight that crashed.

The crash in Ethiopia has renewed safety questions about the newest version of Boeing’s popular 737 airliner, since the plane was new and the weather was clear at the time. The pilots tried to return to the airport but never made it.

But safety experts cautioned against quickly drawing too many parallels between the two crashes.

it is very early, and more will be known after investigators find and analyze the Ethiopian plane’s black boxes, said William Waldock, an aviation-safety professor at Embry-Riddle Aeronautical University.

But suspicion will be raised because the same type of plane appeared to crash the same way — a fatal nosedive that left wreckage in tiny pieces.

“Investigators are not big believers in coincidence,” he said.

Waldock said Boeing will look more closely at the flight-management system and automation on the Max.

Boeing representatives did not immediately respond for comment. The company tweeted that it was “deeply saddened to learn of the passing of the passengers and crew” on the Ethiopian Airlines Max airplane.

The Chicago-based company said it would send a technical team to the crash site to help Ethiopian and U.S. investigators.

The 737 is the bestselling airliner in history, and the Max, the newest version of it with more fuel-efficient engines is a central part of Boeing’s strategy to compete with European rival Airbus.

Boeing has delivered about 350 737 Max planes and has orders for more than 5,000. It is already in use by many airlines including American, United and Southwest.

Alan Diehl, a former National Transportation Safety Board investigator, said the similarities in the crashes included both crews encountering a problem shortly after takeoff, and reports of large variations in vertical speed during the Ethiopian jetliner’s ascent, “clearly suggesting a potential controllability problem.”

But there are many possible explanations, including engine problems, pilot error, weight load, sabotage or bird strikes, he said.

Ethiopian has a good reputation, but investigators will look into the plane’s maintenance, especially since that may have been an issue in the Lion Air crash.

Ethiopian Airlines’ CEO told reporters a maintenance check-up did not find any problems with the plane before Sunday’s flight, “so it is hard to see any parallels with the Lion Air crash yet,” said Harro Ranter, founder of the Aviation Safety Network, which compiles information about accidents worldwide.

“I do hope though that people will wait for the first results of the investigation instead of jumping to conclusions based on the very little facts that we know so far,” he said.

The NTSB said it was sending a team of four to assist Ethiopian authorities. Boeing and the U.S. investigative agency are also involved in the Lion Air probe.

Indonesian investigators have not stated a cause for that crash, but they are examining whether faulty readings from a sensor might have triggered an automatic nose-down command to the plane, which the Lion Air pilots fought unsuccessfully to overcome. The automated system kicks in if sensors indicate that a plane is about to lose lift, or go into an aerodynamic stall. Gaining speed by diving can prevent a stall.

The Lion Air plane’s flight data recorder showed problems with an airspeed indicator on four flights, although the airline initially said the problem was fixed.

The director general of Air Transportation in Indonesia, Polana B. Pramesti, said the agency has been following up on an FAA airworthiness directive and is still evaluating the 737 Max 8 following the crash.

Days after the Oct. 29 accident, Boeing sent a notice to airlines that faulty information from a sensor could cause the plane to automatically point the nose down. The notice reminded pilots of the procedure for handling such a situation, which is to disable the system causing the automatic nose-down movements.

Boeing Chairman and CEO Dennis Muilenburg said in December that the Max is a safe plane, and that Boeing did not withhold operating details from airlines and pilots.

Pilots at some airlines, however, including American and Southwest, have protested that they were not fully informed about the new system.

The Lion Air incident appears not to have harmed Boeing’s ability to sell the Max. Boeing’s stock fell nearly 7 per cent on the day of the Lion Air crash. Since then it has soared 26 per cent higher, compared with a 4 per cent gain in the Standard & Poor’s 500 index.

___

AP Business Writer Stephen Wright in Jakarta, Indonesia, and AP Airlines Writer David Koenig in Dallas, Texas, contributed to this story. Koenig can be reached at http://twitter.com/airlinewriter

Christopher Bodeen, The Associated Press


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Taxpayers Federation calling on BC Government to scrap failed Carbon Tax

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From the Canadian Taxpayers Federation

By Carson Binda 

BC Government promised carbon tax would reduce CO2 by 33%. It has done nothing.

The Canadian Taxpayers Federation is calling on the British Columbia government to scrap the carbon tax as new data shows the province’s carbon emissions have continued to rise, despite the oldest carbon tax in the country.

“The carbon tax isn’t reducing carbon emissions like the politicians promised,” said Carson Binda, B.C. Director for the Canadian Taxpayers Federation. “Premier David Eby needs to axe the tax now to save British Columbians money.”

Emissions data from the provincial government shows that British Columbia’s emissions have risen since the introduction of a carbon tax.

Total emissions in 2007, the last year without a provincial carbon tax, stood at 65.5 MtCO2e, while 2022 emissions data shows an increase to 65.6 MtCO2e.

When the carbon tax was introduced, the B.C. government pledged that it would reduce greenhouse gas emissions by 33 per cent.

The Eby government plans to increase the B.C. carbon tax again on April 1, 2025. After that increase, the carbon tax will add 21 cents to the cost of a litre of natural gas, 25 cents per litre of diesel and 18 cents per cubic meter of natural gas.

“The carbon tax has cost British Columbians a lot of money, but it hasn’t helped the environment as promised,” Binda said. “Eby has a simple choice: scrap the carbon tax before April 1, or force British Columbians to pay even more to heat our homes and drive to work.”

If a family fills up the minivan once per week for a year, the carbon tax will cost them $728. The carbon tax on natural gas will add $435 to the average family’s home heating bills in the 12 months after the April 1 carbon tax hike.

Other provinces, like Saskatchewan, have unilaterally stopped collecting the carbon tax on essentials like home heating and have not faced consequences from Ottawa.

“British Columbians need real relief from the costs of the provincial carbon tax,” Binda said. “Eby needs to stop waiting for permission from the leaderless federal government and scrap the tax on British Columbians.”

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The problem with deficits and debt

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From the Fraser Institute

By Tegan Hill and Jake Fuss

This fiscal year (2024/25), the federal government and eight out of 10 provinces project a budget deficit, meaning they’re spending more than collecting in revenues. Unfortunately, this trend isn’t new. Many Canadian governments—including the federal government—have routinely ran deficits over the last decade.

But why should Canadians care? If you listen to some politicians (and even some economists), they say deficits—and the debt they produce—are no big deal. But in reality, the consequences of government debt are real and land squarely on everyday Canadians.

Budget deficits, which occur when the government spends more than it collects in revenue over the fiscal year, fuel debt accumulation. For example, since 2015, the federal government’s large and persistent deficits have more than doubled total federal debt, which will reach a projected $2.2 trillion this fiscal year. That has real world consequences. Here are a few of them:

Diverted Program Spending: Just as Canadians must pay interest on their own mortgages or car loans, taxpayers must pay interest on government debt. Each dollar spent paying interest is a dollar diverted from public programs such as health care and education, or potential tax relief. This fiscal year, federal debt interest costs will reach $53.7 billion or $1,301 per Canadian. And that number doesn’t include provincial government debt interest, which varies by province. In Ontario, for example, debt interest costs are projected to be $12.7 billion or $789 per Ontarian.

Higher Taxes in the Future: When governments run deficits, they’re borrowing to pay for today’s spending. But eventually someone (i.e. future generations of Canadians) must pay for this borrowing in the form of higher taxes. For example, if you’re a 16-year-old Canadian in 2025, you’ll pay an estimated $29,663 over your lifetime in additional personal income taxes (that you would otherwise not pay) due to Canada’s ballooning federal debt. By comparison, a 65-year-old will pay an estimated $2,433. Younger Canadians clearly bear a disproportionately large share of the government debt being accumulated currently.

Risks of rising interest rates: When governments run deficits, they increase demand for borrowing. In other words, governments compete with individuals, families and businesses for the savings available for borrowing. In response, interest rates rise, and subsequently, so does the cost of servicing government debt. Of course, the private sector also must pay these higher interest rates, which can reduce the level of private investment in the economy. In other words, private investment that would have occurred no longer does because of higher interest rates, which reduces overall economic growth—the foundation for job-creation and prosperity. Not surprisingly, as government debt has increased, business investment has declined—specifically, business investment per worker fell from $18,363 in 2014 to $14,687 in 2021 (inflation-adjusted).

Risk of Inflation: When governments increase spending, particularly with borrowed money, they add more money to the economy, which can fuel inflation. According to a 2023 report from Scotiabank, government spending contributed significantly to higher interest rates in Canada, accounting for an estimated 42 per cent of the increase in the Bank of Canada’s rate since the first quarter of 2022. As a result, many Canadians have seen the costs of their borrowing—mortgages, car loans, lines of credit—soar in recent years.

Recession Risks: The accumulation of deficits and debt, which do not enhance productivity in the economy, weaken the government’s ability to deal with future challenges including economic downturns because the government has less fiscal capacity available to take on more debt. That’s because during a recession, government spending automatically increases and government revenues decrease, even before policymakers react with any specific measures. For example, as unemployment rises, employment insurance (EI) payments automatically increase, while revenues for EI decrease. Therefore, when a downturn or recession hits, and the government wants to spend even more money beyond these automatic programs, it must go further into debt.

Government debt comes with major consequences for Canadians. To alleviate the pain of government debt on Canadians, our policymakers should work to balance their budgets in 2025.

Tegan Hill

Director, Alberta Policy, Fraser Institute

Jake Fuss

Director, Fiscal Studies, Fraser Institute
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