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The Verge
2 days ago
- Business
- The Verge
How Trump let Boeing off the hook for the 737 MAX crashes
On July 18th, a federal judge in Texas scheduled what will likely be the final hearing in the case of United States v. The Boeing Company. After five years of litigation, the end result can only be described as a victory for Boeing — and a permanent setback for those who hoped that the company would be held accountable for a decade of safety violations. Last year, Boeing's prospects looked far bleaker. In 2021, the Department of Justice charged the company with conspiracy to defraud the government about the Maneuvering Characteristics Augmentation System (MCAS) software on the 737 MAX, which has been linked to the deaths of 346 people in the crashes of Lion Air 610 and Ethiopian Airlines 302. (The Verge first covered this story in 2019.) After years of legal maneuvering, the company agreed to plead guilty to the conspiracy charge in July 2024 in order to avoid a criminal trial. Under the plea bargain's terms, Boeing would pay nearly $2.5 billion to airlines, families of crash victims, and the government, plus accept three years of monitoring from an independent safety consultant. That agreement was thrown out by a federal judge in December, and a trial date was set for June 2025. If convicted, Boeing would not be able to simply pay its way out of trouble. As a corporate felon, the company would have to permanently accept increased government scrutiny over every part of its business — a return to a regulatory model that Congress repealed in 2005, after significant lobbying by the aviation and defense industries. According to one legal think tank, United States v. Boeing had the potential to be one of the most significant corporate compliance judgments in decades. But then Donald Trump returned to the White House. Many of Trump's strongest political allies have benefited from significant changes in policy under the new administration: the crypto industry, industrial polluters, and Elon Musk, to name a few. Boeing has spent a considerable amount of money building a relationship with Trump, too. It donated $1 million to his inauguration fund, and its CEO accompanied Trump on his recent trip to Qatar. Its payout came last May, when the head of the DOJ's Criminal Division, Matthew Galeotti, announced a change of enforcement strategy. Galeotti directed his division to no longer pursue 'overboard and unchecked corporate and white-collar enforcement [that] burdens U.S. businesses and harms U.S. interests.' Instead, he wanted it to focus on a narrower set of crimes, including terrorism, tariff-dodging, drug trafficking, and 'Chinese Money Laundering Organizations.' 'Not all corporate misconduct warrants federal criminal prosecution,' the memo stated. 'It is critical to American prosperity to acknowledge …companies that are willing to learn from their mistakes.' Boeing has spent a considerable amount of money building a relationship with Trump. Two weeks later, the DOJ agreed to drop the charges against Boeing completely. Instead of pleading guilty, Boeing would now just be liable for a reduced monetary penalty of around $1.2 billion: $235 million in new fines, plus $445 million into a fund for the families of the 737 MAX crash victims. It would also have to invest $455 million to enhance its 'compliance and safety programs,' part of which would pay for an 'independent compliance consultant' for two years of oversight. It avoided a felony charge, and more importantly, it was allowed to continue self-auditing its own products. The DOJ's rationale for the change was that it expects companies to be 'willing to learn from [their] mistakes.' This is not a skill that Boeing seems to possess. The company makes plenty of mistakes. Its 737 MAX has been plagued by computer errors that go far beyond MCAS. Its strategy of outsourcing production to third-party suppliers has been a consistent source of manufacturing errors and delays for almost a decade. Its lack of investment in quality control in its factories have caused new airplanes to be delivered with a variety of severe defects: excessive gaps in airplane fuselages, metal debris near critical wiring bundles or inside fuel tanks, and door plugs installed without security bolts. The latter issue led to the explosive decompression of Alaska Airlines 1282 in January 2024, an incident that went viral thanks to the dramatic passenger video taken from inside the cabin. But Boeing does not seem to be able to learn from its mistakes. According to the DOJ, Boeing has known all of this and has still 'fail[ed] to design, implement, and enforce a compliance and ethics program.' Although the company has brought on two new CEOs in the last six years, each of whom promised to clean things up, Boeing's core culture still remains — which is the root cause of all of its technical problems. The DOJ's rationale for the change was that it expects companies to be 'willing to learn from [their] mistakes.' This is not a skill that Boeing seems to possess. As I wrote in my book about the 737 MAX crashes, Boeing is so large and so firmly entrenched as one of the world's two major commercial airplane makers that it is functionally immune from the market's invisible hand. It is so strategically and economically important that it will always get bailed out, even in the face of a global crisis such as the COVID-19 pandemic. And it makes so much money every year that even the multibillion-dollar fines that the DOJ is willing to impose amount to just a small portion of its annual revenues. 'Boeing became too big to fail,' former FTC chair Lina Khan said in a 2024 speech. 'Worse quality is one of the harms that most economists expect from monopolization, because firms that face little competition have limited incentive to improve their products.' If regulators won't step in and force Boeing to change, then it will continue to prioritize profits over safety — the only rational choice in a consequence-free environment. This might be a good bargain for its shareholders, but not for passengers. Posts from this author will be added to your daily email digest and your homepage feed. See All by Darryl Campbell Posts from this topic will be added to your daily email digest and your homepage feed. See All Aviation Posts from this topic will be added to your daily email digest and your homepage feed. See All Boeing Posts from this topic will be added to your daily email digest and your homepage feed. See All Policy Posts from this topic will be added to your daily email digest and your homepage feed. 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Rakyat Post
2 days ago
- Business
- Rakyat Post
Malaysia Airlines Proves You Can Claim New Luggage At KLIA – Passenger Gets 5-Minute Replacement
Subscribe to our FREE A recent incident at Kuala Lumpur International Airport (KLIA) has highlighted an airline service policy that many travellers remain unaware of: immediate luggage replacement for damaged baggage. Malaysian passenger Afiq Zaimi documented his experience with Malaysia Airlines after discovering that one of his suitcase wheels had been damaged during transport. Upon reporting the issue at the airline's service counter at KLIA, he received a replacement suitcase within five minutes. 'Excellent work, Malaysia Airlines! Reported broken wheel at KLIA counter, received new bag in under 5 minutes. Very efficient service,' Zaimi wrote in his social media post, praising the airline's swift response and customer service approach. Standard Airline Compensation Policies The incident has drawn attention to standard airline policies regarding compensation for baggage damage. Industry practice typically allows passengers to request replacement or compensation for luggage damaged during air transport, though many travellers are unfamiliar with these provisions. Most major airlines have policies in place for addressing claims related to damaged luggage. These policies are designed to minimise passenger inconvenience, though replacement items are generally standard-quality luggage rather than premium brands. However, after submitting the required documentation for damaged luggage, you might experience a wait time for a follow-up, which can vary depending on the airline involved. Jika anda bayar tiket pesawat sedikit agak murah, ini yg anda dapatkan: koper2 anda dilempar dari atas ke bawah Saran aja, jika mau naik Lion Air, beli koper yg tahan banting. Jadi bisa hemat biaya tiket. — Pemerhati Hukum Emperan (@SammiSoh) Passenger Response and Industry Recommendations The case has prompted discussion among travellers, with many expressing surprise at the availability of such services. Several commenters thanked Zaimi for sharing the information, stating they had been previously unaware of these compensation options. Passengers who discover luggage damage after flights should immediately report the issue to the relevant airline's service counter. This allows airlines to assess whether the damage qualifies for replacement or compensation under their policies. The Malaysia Airlines response demonstrates how efficient handling of such claims can enhance customer satisfaction while fulfilling standard industry obligations for baggage protection during air transport. READ MORE : Share your thoughts with us via TRP's . Get more stories like this to your inbox by signing up for our newsletter.
Time Business News
16-07-2025
- Business
- Time Business News
Immanuel Ebenezer Fights Diploma Seizure in Indonesia
By Giostanovlatto – Hey Bali Founder Jakarta – In an era where corporate impunity often overshadows human dignity, one Indonesian official is drawing a bold line in the sand. Immanuel Ebenezer, Indonesia's Deputy Minister of Manpower under the Prabowo administration, has emerged as an unexpected champion for workers' rights — tackling head-on one of the most abusive yet underreported labor practices in Southeast Asia: the illegal seizure of employees' diplomas. Across industries, from small businesses to national giants like Lion Air, companies have long imposed a disturbing condition on new hires — submit your diploma, or lose the job offer. Once inside the system, workers quickly learn the real cost of escape. To resign or seek better opportunities, they are forced to 'buy back' their own education — with ransom demands reaching up to 40 million rupiah (approximately USD $2,400). This is not just unethical — it is modern-day bondage masquerading as corporate policy. But for the first time in years, there's someone in power not just talking about reform — but physically reclaiming justice. In recent months, Deputy Minister Immanuel Ebenezer has made headlines for personally retrieving seized diplomas, storming into company offices, confronting executives, and publicly threatening criminal prosecution for violations of Indonesia's labor laws. His message is blunt and non-negotiable: 'This is extortion, and it ends now.' The practice of withholding educational documents has operated in a grey area of Indonesian employment for decades. Framed as a 'guarantee' for training investment or contractual loyalty, it has become a normalized abuse — disproportionately affecting low-income and entry-level workers, many of whom lack the legal literacy or financial means to resist. For companies, it's a tool of control. For workers, it's a cage. And for Immanuel Ebenezer — it's a battle worth fighting. 'This is not just a labor violation,' he said in a recent public address, 'It's a form of oppression, a deeply corrupt mechanism designed to exploit vulnerability. No just society can allow this to continue.' Immanuel Ebenezer Immanuel Ebenezer is no stranger to confrontation. Before entering government, he was a vocal activist and civil society leader known for calling out injustice regardless of political cost. His decision to confront both small businesses and powerful corporations like Lion Air signals not only integrity, but an unshakable commitment to human rights — even if it means going against the grain of political convenience. In a country still battling systemic labor exploitation, his actions represent a seismic shift. No longer are workers' grievances buried in bureaucracy — they are being heard, seen, and acted upon. In an administration widely seen as nationalistic and pro-business, Ebenezer's stance stands out — not as opposition, but as a necessary moral compass. His bold moves have earned him both admiration and enemies. But among the nation's workers — from airline staff to factory operators — he is now being hailed as nothing short of a labor hero. As one garment worker in Jakarta put it: 'For the first time, someone in power is fighting for us. Not with promises, but with action.' The fight is far from over. Indonesia's labor system still faces countless challenges — from informal sector abuse to weak union protections. But with figures like Immanuel Ebenezer leading the charge, the tide may finally be turning. What he's doing is more than enforcement. It's redefining the role of leadership in Southeast Asia's labor movement — and sending a clear message: A diploma should be a key to opportunity — not a tool for corporate ransom. (LTO) TIME BUSINESS NEWS
Qatar Tribune
13-07-2025
- Qatar Tribune
Boeing avoids MAX crash trial with last-minute settlement
Agencies Boeing has reached a settlement with a man whose family died in a 737 MAX crash in 2019, a law firm told AFP on Friday, meaning the U.S. aviation giant will avoid a federal trial slated for Monday. Paul Njoroge, who lost his wife and three children in the Ethiopian Airlines disaster in which 157 people died, was to seek damages from Boeing in a case in Chicago. 'The case has settled for a confidential amount,' said a spokesperson for Clifford Law, the firm representing Njoroge, whose mother-in-law also died in the crash. 'The aviation team at Clifford Law Offices has been working round-the-clock in preparation for trial, but the mediator was able to help the parties come to an agreement on behalf of Paul Njoroge,' added Robert Clifford, a senior partner at Clifford, in a statement. Until now, Boeing has succeeded in avoiding civil trials connected to the 737 MAX crashes of 2018 and 2019, reaching a series of settlements, sometimes only hours before trials were set to begin. The crash of Ethiopian Airlines flight 302 on March 10, 2019 took place six minutes after departing Addis Ababa for Nairobi. Njoroge lost his wife Carolyne, who was 33, his mother-in-law Ann Karanja, and the couple's three children: six-year-old Ryan; Kelli, who was four; and nine-month-old Rubi. Njoroge told a congressional panel in July 2019 he was haunted by ideas of the final moments of the flight, how his children 'must have clung to their mother, crying, seeing the fright in her eyes.' 'It is difficult for me to think of anything else but the horror they must have felt,' he said. 'I cannot get it out of my mind.' The trial set for Monday was expected to last five to seven days. Between April 2019 and March 2021, family members of 155 Boeing victims joined litigation charging the aviation giant with wrongful death and negligence. Boeing has accepted responsibility for the Ethiopian Airlines crash, blaming the design of the Maneuvering Characteristics Augmentation System (MCAS), a flight handling system that malfunctioned. That system was also implicated in the Lion Air crash in 2018, when the 737 MAX 8 fell into the sea after taking
Time of India
12-07-2025
- General
- Time of India
Air India plane crash: Pilots question preliminary probe report's intent, cite ambiguities
Air India plane crash (Picture credit: AP) MUMBAI: What do pilots have to say about the AAIB report? Capt Amit Singh, an air safety expert, commented: "At what stage did the engines actually stop producing thrust? The AI-171 Preliminary Report says: 'After 08:08:42 UTC when Fuel Control Switches were moved to CUT OFF. But in a later paragraph, the report stated the RAT (ram air turbine) was already deployed immediately after take-off. A simple report consisting of the collated data to date would have served the purpose of a preliminary report. This report has raised questions and suspicion about the intent and motive." Capt Sam Thomas, president of the Airline Pilots' Association of India (APAI), said: "The conversation between the pilots enquiring who cut off the fuel control switch is alarming. Another crucial issue is, why did the emergency locator transmitter not work after the accident? It should emit signals if the force of impact is between 3.2 to 3.5 G; the impact of the accident would have been exponentially higher. The AAIB report carries no official signature or attribution, investigations continue to be shrouded in secrecy, undermining credibility, and public trust. Thirdly, qualified, experienced personnel - especially line pilots - are still not being included in the investigation team. by Taboola by Taboola Sponsored Links Sponsored Links Promoted Links Promoted Links You May Like An engineer reveals: One simple trick to get internet without a subscription Techno Mag Learn More Undo ALPA-I renews its request to be included, at the very least as observers, in the investigation process to ensure transparency and accountability. A July 10 report in the "Wall Street Journal" references inadvertent movement of the fuel control switches, ALPA questions how such sensitive investigative details were leaked to international media." Capt Mohan Ranganthan, a former Boeing 737 commander and instructor, claimed: "The pilot cut off the fuel knowingly. The left engine failed several seconds after the right engine, indicating that the fuel control switches were cut off one after the other. The AAIB report has a lot of ambiguity." A senior Boeing commander, requesting anonymity, said: "The argument that since Boeing has not issued an advisory, it indicates the pilot moved the fuel to the cut-off position is flawed. Lack of advisory does not confirm system safety. Several aircraft design flaws were acknowledged only after multiple incidents, history has shown. We know how pilots were the first to be blamed after the Lion Air crash involving the Boeing 737 MAX aircraft in 2018. "
