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Health

The U.S. Is Getting a Crash Course in Scientific Uncertainty

Als das Coronavirus letztes Jahr auftauchte, war niemand darauf vorbereitet, dass es so lange und heimtückisch in jeden Aspekt des täglichen Lebens eindringt. Die Pandemie hat die Amerikaner in den letzten 18 Monaten jeden Tag gezwungen, mit Entscheidungen über Leben und Tod zu ringen – und ein Ende ist nicht in Sicht.

Das wissenschaftliche Verständnis des Virus ändert sich anscheinend von Stunde zu Stunde. Das Virus verbreitet sich nur durch engen Kontakt oder auf kontaminierten Oberflächen und entpuppt sich dann als luftgetragen. Das Virus mutiert langsam, taucht dann aber in einer Reihe gefährlicher neuer Formen auf. Amerikaner müssen keine Masken tragen. Warte, das tun sie.

Zu keinem Zeitpunkt dieser Tortur schien der Boden unter unseren Füßen so unsicher zu sein. Erst in der vergangenen Woche sagten Bundesgesundheitsbeamte, dass sie in den kommenden Monaten allen Amerikanern Auffrischungsspritzen anbieten würden. Tage zuvor hatten diese Beamten der Öffentlichkeit versichert, dass die Impfstoffe gegen die Delta-Variante des Virus stark halten und dass keine Auffrischungsimpfung erforderlich sein würde.

Bereits am Montag wird erwartet, dass die Food and Drug Administration den Pfizer-BioNTech-Impfstoff, der bereits an Millionen von Amerikanern verabreicht wurde, offiziell genehmigt. Einige Verweigerer fanden es verdächtig, dass der Impfstoff nicht offiziell zugelassen war, aber irgendwie weit verbreitet war. Für sie schien eine „Notgenehmigung“ nie genug zu sein.

Die Amerikaner leben mit der Wissenschaft, wie sie sich in Echtzeit entfaltet. Der Prozess war immer fließend, unvorhersehbar. Aber selten hat es sich in dieser Geschwindigkeit bewegt, so dass sich die Bürger, sobald sie vor der Haustür landen, mit Forschungsergebnissen konfrontiert sehen, einem Strom von Lieferungen, den niemand bestellt und niemand will.

Ist ein Besuch bei meinem erkrankten Elternteil zu gefährlich? Überwiegen die Vorteile einer persönlichen Schulung die Möglichkeit einer körperlichen Schädigung meines Kindes? Wird unser Familientreffen zu einem Superspreader-Event?

Das Leben mit einem launischen Feind ist selbst für Forscher, Beamte des öffentlichen Gesundheitswesens und Journalisten, die an die Veränderlichkeit der Wissenschaft gewöhnt sind, beunruhigend. Auch sie haben sich oft gequält, wie sie sich und ihre Lieben am besten schützen können.

Aber frustrierten Amerikanern, die mit dem umständlichen und oft umstrittenen Weg zur wissenschaftlichen Entdeckung nicht vertraut sind, scheinen Beamte des öffentlichen Gesundheitswesens manchmal die Torpfosten zu verschieben und das Land umzudrehen oder irrezuführen oder sogar zu belügen.

Meistens schreiten Wissenschaftler „sehr inkrementell voran“, sagte Richard Sever, stellvertretender Direktor von Cold Spring Harbor Laboratory Press und Mitbegründer von zwei beliebten Websites, bioRxiv und medRxiv, auf denen Wissenschaftler neue Forschungsergebnisse veröffentlichen.

„Es gibt Sackgassen, in die die Leute gehen, und oft weiß man nicht, was man nicht weiß.“

Biologie und Medizin sind besonders anspruchsvolle Felder. Ideen werden über Jahre, manchmal Jahrzehnte evaluiert, bevor sie akzeptiert werden.

Die Forscher formulieren zuerst die Hypothese und entwerfen dann Experimente, um sie zu testen. Daten aus Hunderten von Studien, oft von konkurrierenden Teams, werden analysiert, bevor die Expertengemeinschaft zu einem Ergebnis kommt.

In der Zwischenzeit präsentieren Wissenschaftler ihre Ergebnisse häufig auf Nischenkonferenzen, die für Journalisten und die breite Öffentlichkeit tabu sind, und verfeinern ihre Ideen anhand des Feedbacks, das sie erhalten. Es ist nicht ungewöhnlich, dass die Teilnehmer dieser Treffen – manchmal hart – auf jeden Fehler in den Methoden oder Schlussfolgerungen einer Studie hinweisen und den Autor für weitere Experimente ins Labor zurückschicken.

Von der Beschreibung der ersten HIV-Fälle bis zur Identifizierung zweier Proteine, die das Virus benötigt, um Zellen zu infizieren, vergingen fünfzehn Jahre – ein für die Heilungsforschung entscheidender Befund. Auch nach einem zufriedenstellenden Abschluss einer Studie muss sie einer strengen Begutachtung bei einer wissenschaftlichen Zeitschrift unterzogen werden, die ein weiteres Jahr oder länger dauern kann, bevor die Ergebnisse veröffentlicht werden.

Gemessen an dieser Skala haben sich Wissenschaftler blitzschnell mit dem Coronavirus vertraut gemacht, auch indem sie bereits eingeleitete Änderungen dieses Prozesses beschleunigt haben.

Behandlungsergebnisse, epidemiologische Modelle, virologische Entdeckungen – die Forschung zu allen Aspekten der Pandemie wird fast so schnell online, wie Autoren ihre Manuskripte fertigstellen können. „Preprint“-Studien werden online, insbesondere auf Twitter, oder in E-Mails zwischen Experten seziert.

Was die Forscher nicht getan haben, ist, auf eine Weise zu erklären, die der Durchschnittsmensch verstehen kann, dass die Wissenschaft immer so funktioniert hat.

Die öffentlichen Meinungsverschiedenheiten und Debatten, die in der Öffentlichkeit statt auf obskuren Konferenzen ausgetragen werden, erwecken den falschen Eindruck, dass Wissenschaft willkürlich ist oder Wissenschaftler sich Dinge ausdenken.

„Was einem Nicht-Wissenschaftler oder Laie nicht bewusst ist, ist, dass es eine riesige Menge an Informationen und Konsens gibt, auf die sich die beiden streitenden Personen einigen werden“, sagte Dr. Sever.

Ist es dann wirklich so überraschend, dass sich die Amerikaner durch die sich schnell ändernden Regeln, die tiefgreifende Auswirkungen auf ihr Leben haben, verwirrt und verwirrt, sogar wütend sind?

Bundesbehörden haben eine wenig beneidenswerte Aufgabe: Richtlinien zu erstellen, die notwendig sind, um mit einem unbekannten und sich schnell ausbreitenden Virus zu leben. Aber die Gesundheitsbehörden haben nicht klar oder oft genug anerkannt, dass sich ihre Empfehlungen mit der Entwicklung des Virus und ihres Wissens darüber ändern können – und sehr wahrscheinlich würden.

“Seit Beginn dieser Pandemie war es ein ekelhafter Job, um es auf die netteste Art zu sagen”, sagte Dr. Syra Madad, Epidemiologin für Infektionskrankheiten am Belfer Center for Science and International Affairs in Harvard.

Die Staats- und Regierungschefs in den Vereinigten Staaten und Großbritannien haben zu früh zu viel versprochen und mussten einen Rückzieher machen. Gesundheitsbeamte haben es versäumt, geänderte Ratschläge als notwendig zu formulieren, wenn Wissenschaftler mehr über das Virus erfahren.

Aktualisiert

August 22.02.2021, 4:41 Uhr ET

Und das Ende der Pandemie haben die Beamten nicht wirklich definiert – zum Beispiel, dass das Virus endlich seinen Würgegriff lockert, sobald die Infektionen unter eine bestimmte Marke fallen. Ohne ein klar umrissenes Ziel kann es so aussehen, als ob Beamte die Menschen auffordern, ihre Freiheiten auf unbestimmte Zeit aufzugeben.

Ein erschreckender Rückschritt war die Maskenanleitung der Zentren für die Kontrolle und Prävention von Krankheiten. Die Agentur sagte im Mai, dass geimpfte Personen ihre Masken fallen lassen könnten, ein Rat, der dazu beitrug, die Voraussetzungen für eine nationale Wiedereröffnung zu schaffen. Beamte betonten nicht oder zumindest nicht genug, dass die Masken wieder benötigt werden könnten. Jetzt, mit einem neuen Anstieg der Infektionen, sind sie es.

„Es kann für die öffentliche Wahrnehmung und das öffentliche Verständnis wirklich schwierig sein, wenn diese großen Organisationen auf eine Weise umzukehren scheinen, die wirklich nicht klar ist“, sagte Ellie Murray, Wissenschaftskommunikatorin und Expertin für öffentliche Gesundheit an der Boston University.

Es hilft nicht, dass die CDC und die Weltgesundheitsorganisation, die beiden führenden öffentlichen Gesundheitsbehörden, sich so häufig wie in den letzten 18 Monaten nicht einig sind – über die Definition einer Pandemie, über die Häufigkeit asymptomatischer Infektionen, über die Sicherheit Covid-19-Impfstoffe für Schwangere.

Die meisten Amerikaner haben ein gutes Verständnis für grundlegende Gesundheitskonzepte – Bewegung ist gut, Junk Food ist schlecht. Aber vielen wird nie beigebracht, wie die Wissenschaft voranschreitet.

Im Jahr 2018 belegten 15-Jährige in den Vereinigten Staaten den 18. Platz in ihrer Fähigkeit, wissenschaftliche Konzepte zu erklären, und blieben nicht nur in China, Singapur und Großbritannien, sondern auch in Polen und Slowenien hinter ihren Altersgenossen zurück.

In einer Umfrage des Pew Research Center aus dem Jahr 2019 identifizierten viele Amerikaner fossile Brennstoffe und die zunehmende Bedrohung durch Antibiotikaresistenzen richtig, waren jedoch über den wissenschaftlichen Prozess weniger gut informiert.

Verstehen Sie den Stand der Impf- und Maskenpflicht in den USA

    • Maskenregeln. Die Zentren für die Kontrolle und Prävention von Krankheiten im Juli empfahlen allen Amerikanern, unabhängig vom Impfstatus, Masken an öffentlichen Orten in Innenräumen in Gebieten mit Ausbrüchen zu tragen, eine Umkehrung der im Mai angebotenen Leitlinien. Sehen Sie, wo die CDC-Richtlinien gelten würden und wo Staaten ihre eigenen Maskenrichtlinien eingeführt haben. Der Kampf um Masken ist in einigen Bundesstaaten umstritten, wobei einige lokale Führer sich den staatlichen Verboten widersetzen.
    • Impfvorschriften. . . und BFabriken. Private Unternehmen verlangen zunehmend Coronavirus-Impfstoffe für Mitarbeiter mit unterschiedlichen Ansätzen. Solche Mandate sind gesetzlich zulässig und wurden in gerichtlichen Anfechtungen bestätigt.
    • Hochschule und Universitäten. Mehr als 400 Hochschulen und Universitäten verlangen eine Impfung gegen Covid-19. Fast alle befinden sich in Staaten, die für Präsident Biden gestimmt haben.
    • Schulen. Am 11. August kündigte Kalifornien an, dass Lehrer und Mitarbeiter sowohl öffentlicher als auch privater Schulen sich impfen lassen oder sich regelmäßigen Tests unterziehen müssen, der erste Staat der Nation, der dies tut. Eine im August veröffentlichte Umfrage ergab, dass viele amerikanische Eltern von Kindern im schulpflichtigen Alter gegen vorgeschriebene Impfstoffe für Schüler sind, aber Maskenpflichten für Schüler, Lehrer und Mitarbeiter, die nicht geimpft sind, eher unterstützen.
    • Krankenhäuser und medizinische Zentren. Viele Krankenhäuser und große Gesundheitssysteme verlangen von ihren Mitarbeitern einen Covid-19-Impfstoff, was auf steigende Fallzahlen aufgrund der Delta-Variante und hartnäckig niedrige Impfraten in ihren Gemeinden, selbst innerhalb ihrer Belegschaft, zurückzuführen ist.
    • New York. Am 3. August kündigte Bürgermeister Bill de Blasio von New York an, dass von Arbeitern und Kunden beim Essen in Innenräumen, Fitnessstudios, Aufführungen und anderen Indoor-Situationen ein Impfnachweis verlangt wird . Mitarbeiter des städtischen Krankenhauses müssen sich ebenfalls impfen lassen oder sich wöchentlichen Tests unterziehen. Ähnliche Regeln gelten für Angestellte des Staates New York.
    • Auf Bundesebene. Das Pentagon kündigte an, die Coronavirus-Impfungen für die 1,3 Millionen aktiven Soldaten des Landes „spätestens“ bis Mitte September verpflichtend zu machen. Präsident Biden kündigte an, dass alle zivilen Bundesangestellten gegen das Coronavirus geimpft werden müssten oder sich regelmäßigen Tests, sozialer Distanzierung, Maskenpflicht und Reisebeschränkungen unterziehen müssten.

Und die Grundprinzipien der öffentlichen Gesundheit sind oft noch rätselhafter: Wie wirkt sich mein Verhalten auf die Gesundheit anderer aus? Warum sollte ich mich impfen lassen, wenn ich mich als risikoarm einschätze?

„Die Leute waren vorher nicht darauf vorbereitet, viele dieser Konzepte zu verstehen“, sagte Dr. Madad. “Wir hätten wissen müssen, dass wir nicht erwarten konnten, dass die Öffentlichkeit ihr Verhalten im Handumdrehen ändert.”

Sowohl Informationen als auch Desinformationen über Covid-19 tauchen im Internet, insbesondere in den sozialen Medien, viel mehr auf als in früheren Krisen der öffentlichen Gesundheit. Dies stellt für viele Amerikaner eine großartige Gelegenheit dar, die Wissenslücken zu schließen.

Aber die Gesundheitsbehörden haben nicht den vollen Nutzen daraus gezogen. Der Twitter-Feed der CDC ist ein Roboterstrom von Ankündigungen. Agenturexperten müssen nicht nur Nachrichten übermitteln, sondern auch Fragen dazu beantworten, wie die sich entwickelnden Fakten auf das amerikanische Leben zutreffen.

Und Gesundheitsbeamte müssen flinker sein, damit schlechte Akteure die Erzählung nicht definieren, während echte Ratschläge von einer traditionell schwerfälligen Bürokratie verzögert werden.

„Sie bewegen sich nicht mit der Geschwindigkeit, mit der sich diese Pandemie bewegt“, sagte Dr. Murray. „Das erzeugt in der Öffentlichkeit offensichtlich den Eindruck, dass man sich nicht nur auf diese offizielleren Nachrichtenquellen verlassen kann.“

Inmitten einer Pandemie haben die Gesundheitsbehörden eine gewisse Verantwortung, den vielen falschen Stimmen auf Twitter und Facebook entgegenzuwirken, die alles von Pseudowissenschaft bis hin zu Lügen verbreiten. Risikokommunikation während einer Krise der öffentlichen Gesundheit ist eine besondere Fähigkeit, und gerade jetzt brauchen die Amerikaner den Balsam.

„Es gibt Menschen, deren Selbstvertrauen ihr Wissen überwiegt, und sie sagen gerne Dinge, die falsch sind“, sagte Helen Jenkins, Expertin für Infektionskrankheiten an der Boston University.

„Und dann gibt es andere Leute, die wahrscheinlich das ganze Wissen haben, aber schweigen, weil sie Angst haben, Dinge zu sagen, was auch schade ist, oder einfach keine guten Kommunikatoren sind.“

Gesundheitsbeamte könnten bereits jetzt mit zweiminütigen Videos beginnen, um grundlegende Konzepte zu erklären; Informations-Hotlines und öffentliche Foren auf lokaler, Landes- und Bundesebene; und eine reaktionsschnelle Präsenz in den sozialen Medien, um Desinformation entgegenzuwirken.

Der vor uns liegende Weg wird schwierig. Das Virus hält weitere Überraschungen bereit, und die Mythen, die sich bereits verfestigt haben, werden schwer zu löschen sein.

Aber es ist nicht zu viel zu hoffen, dass die Lehren aus dieser Pandemie den Experten helfen werden, zukünftige Krankheitsausbrüche sowie andere dringende Probleme wie den Klimawandel zu erklären, bei denen einzelne Maßnahmen zum Ganzen beitragen.

Der erste Schritt, um die Öffentlichkeit aufzuklären und ihr Vertrauen zu gewinnen, besteht darin, Pläne zu schmieden und sie dann ehrlich zu kommunizieren – Fehler, Unsicherheit und alles.

Categories
Business

2 Killed in Driverless Tesla Automotive Crash, Officers Say

Mitchell Weston, chief investigator at the Harris County Fire Marshal’s Office, said that while the batteries are “generally safe”, high-speed shock can cause “thermal runaway,” which is “uncontrolled contact” between various materials in the batteries Batteries caused.

Thermal runaway can lead to fires and “battery reignition” even after an initial fire is extinguished, the security agency warned in its report. Mitsubishi Electric warns that “thermal runaway can lead to catastrophic consequences, including fire, explosion, sudden system failure, costly damage to equipment and possible personal injury.”

The firefighter’s office investigated the fire in the crash, a spokeswoman said. Constable Herman said his department was working with federal agencies to investigate.

He said police officers contacted Tesla on Saturday to “advise on some matters” but refused to discuss the nature of the talks.

Tesla, which has disbanded its PR team, didn’t respond to a request for comment.

Elon Musk, Tesla’s managing director, had published a recently released safety report from the company on Saturday and wrote on Twitter that “Tesla is busy with autopilot and is now approaching a ten times lower chance of an accident than the average vehicle”.

Tesla, which describes autopilot as the “future of driving” on its website, says the feature enables its vehicles to “automatically steer, accelerate and brake in their lane”. However, it is warned that “current autopilot functions require active driver monitoring and do not make the vehicle autonomous”.

In 2016, a driver in Florida was killed in a Tesla Model S who was in autopilot mode and unable to brake for a tractor-trailer that turned left in front of him.

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World News

Tesla faces one other NHTSA investigation after deadly driverless crash in Texas

Elon Musk, CEO of Tesla Motors, unveils a new all-wheel drive version of the Model S on October 9, 2014 in Hawthorne, California.

Lucy Nicholson | Reuters

On Monday, the National Highway Traffic Safety Administration said it had “immediately” opened another investigation into Tesla after a fatal crash occurred over the weekend in Spring, Texas.

Two men died in the crash on Saturday night and, according to several press interviews with local police, no one was apparently behind the wheel.

The electric vehicle, a Tesla 2019 Model S, hit a tree and went up in flames. One person was in the passenger seat and another was in the passenger seat of the vehicle.

Another federal agency, the National Transportation Safety Board, said it is also sending two investigators to Texas and will focus its analysis on the operation of the vehicle and the post-accident fire.

The police and federal vehicle safety authorities have not yet completed their extensive investigations. A preliminary report is not final and questions remain as to whether Tesla’s advanced driver assistance systems were used before or during the accident.

The company’s systems are marketed under the brand names Autopilot, Full Self-Driving or Full Self-Driving Beta. Tesla includes the autopilot standard in all newer vehicles. And it sells Full Self-Driving for $ 10,000 with a subscription option in the works.

Autopilot and full self-driving technology make Tesla vehicles unsafe to operate without a driver at the wheel. Some customers who purchase the FSD option also get access to a “beta” version to test the latest features added to the system on public roads before all bugs are fixed.

The company says in its user manuals that drivers are only allowed to use the autopilot and FSD under “active supervision”.

At the same time, CEO Elon Musk advertises on Twitter, where he has 50 million followers, and in media appearances as safe and continuously improved.

On an episode of the popular Joe Rogan Experience podcast in February, Musk and Rogan discussed how Tesla drivers could play chess on their cars’ touchscreens while driving when they shouldn’t. (You need to press a button that says you are the passenger.)

On the same episode, Musk also said, “I think autopilot gets good enough that you don’t have to drive most of the time unless you really want to.”

The great hope for autonomous and automated driving systems in today’s development is that – like seat belts, automated emergency braking, airbags and other technologies that have become standard – they will prevent accidents or reduce their effects. According to NHTSA data, there were 36,096 deaths in road traffic accidents involving motor vehicles in 2019.

To date, the NHTSA has initiated around 28 investigations into accidents involving Tesla vehicles, of which around 24 are active today.

The National Transportation Safety Board, an independent federal agency that investigates accidents to determine the factors that contribute, has urged the NHTSA to impose stringent safety standards on automated vehicle technology. The NTSB called on Tesla in its recommendations for poor safety practices and expressed frustration at the reluctance of the NHTSA to take action after several fatal accidents involving Uber and Tesla vehicles.

Fatal accidents involving Tesla autopilots killed Joshua Brown in Florida, Walter Huang in California, and Jeremy Banner in Florida, in addition to the two men who died in Texas. An autopilot accident also killed Tesla driver Gao Yaning in China, and there was an autopilot accident in Japan that killed a pedestrian, Yoshihiro Umeda.

Here is the full statement an NHTSA spokesperson sent CNBC about the Spring, Texas crash:

“NHTSA is aware of the tragic accident involving a Tesla vehicle outside of Houston, Texas. NHTSA immediately set up a dedicated crash investigation team to investigate the accident. We are actively working with local law enforcement and Tesla to find out more about the details about the vehicle will crash and will take appropriate action when we have more information. “

Tesla shares fell more than 4% in the late afternoon on Monday.

Categories
Business

Golfer was rushing as quick as 87 mph earlier than crash, cops say

Tiger Woods accelerated up to 87 mph – more than 45 mph above the legal limit – before its SUV crashed in southern California in late February, seriously injuring the golf legend’s leg, investigators said Wednesday.

Woods’ vehicle, a 2021 Genesis GV80 SUV, was traveling an estimated 120 mph when it hit a tree and rolled over in the luxury vehicle, citing a data recorder, according to the Los Angeles County Sheriff’s Department.

The recorder showed that the vehicle was going between 68 and 86.99 mph in some places before Woods was unable to negotiate a curve on the road just outside Los Angeles.

It was at least Wood’s third mysterious car accident.

Sheriff Alex Villanueva, who adamantly denied that Woods had received favorable treatment during the investigation, said the most recent accident on Feb.23 was the result of 45-year-old Woods driving unsafe given the road conditions.

At a news conference, Villanueva also said there was no evidence that Woods was impaired or drunk at Rolling Hills Estates at the time of the Feb.23 crash.

Investigators didn’t check that Woods was texting before the crash, saying it wasn’t necessary.

They also said they will not issue a quote for Woods, who is recovering at his Florida home. Issuing a reckless driving ticket would require evidence, according to investigators, that Woods committed multiple violations prior to the accident, such as: B. unsafe lane changes or unsafe overtaking maneuvers on other cars.

Woods has no memory of the collision, investigators said at the press conference.

Villanueva said he could only reveal the cause of the crash because Woods agreed to it. According to the sheriff, by law, such accident reports are confidential unless the individuals involved in the incident consent to their disclosure.

“The main cause of this traffic accident was driving at a speed unsafe for the road conditions and the inability to negotiate the curve of the estimated speed of the road in the first impact area was 84 to 87 mph,” said Villanueva.

According to investigators, Woods didn’t brake before crashing the car. They said the data recorder revealed that he may have accidentally stepped on the accelerator instead of the brakes prior to the collision.

“I know there are some who say he somehow received special or preferential treatment that is absolutely wrong,” said Villanueva.

“There was no sign of impairment. Our main concern when we were obviously at the scene of the collision was his, his safety.”

Villanueva said there was no likely cause such as open alcohol containers or signs of narcotics in the car that would have allowed investigators to obtain a search warrant to test Woods’ blood for intoxicants.

In a statement released later on Wednesday, Woods did not apologize for driving nearly double the legal speed limit.

Instead, Woods said he was “so grateful to the two good Samaritans who came to help me and called 911” after his SUV was ready.

“I am also grateful to the LASD MPs and the LA Firefighter / Paramedics, especially the LA Sheriff’s Deputy Carlos Gonzalez, and the LAFD Engine Co. # 106, the Fire Paramedics Smith and Gimenez, for being so competent on the spot helped and got me safely to the hospital. “”

“I will continue to focus on my recovery and my family and thank everyone for the overwhelming support and encouragement I have received during this very difficult time,” said Woods.

The golfer, who was alone in the SUV, was trapped in the wreckage that occurred after hitting a mean mean on the road and then raced into the brush and hit just before 7:12 a.m. PT on Feb.23 a tree.

After being freed from the vehicle, Woods was taken to a hospital where he underwent emergency surgery, which a doctor at the time described as “major orthopedic injuries” to his right lower leg.

A rod was introduced to stabilize his tibia and femoral bones, while a “combination of screws and pins” was used to stabilize injuries to the bones of his foot and ankle, according to Woods’ Twitter account.

Woods had stayed at a resort in Rolling Hills after hosting the Genesis Invitational tournament. He stayed in the area filming under a contract with Golf Digest and the Discovery Channel.

Just two days before the crash, Woods was asked during a CBS Sports interview if he would participate in the Masters tournament that begins this Thursday at Augusta National Golf Course in Georgia.

“God I hope so,” he said.

Woods’ epic career of 82 PGA titles and wins at 15 major championships was turned upside down in November 2009 after he crashed another SUV into a fire hydrant outside his then Florida residence.

Woods was knocked unconscious for more than five minutes from this crash. His then-wife Elin Nordegren is said to have used a golf club to break a window and pull it out of the car.

The crash led to weeks of reports that Woods was involved in several extramarital affairs. Shortly afterwards, he entered a clinic for treatment.

In May 2017, Woods was charged with driving under the Florida influence after police discovered him sleeping in a damaged car.

In an apology later, Woods blamed “an unexpected reaction” to a mixture of prescribed drugs for his faint.

“I want the public to know it’s not alcohol,” Woods said at the time.

A month after this arrest, Woods entered a clinic for treatment of problems with prescription pain medication and a sleep disorder.

Woods reportedly used pain medication to get up and move around while recovering from four back surgeries.

In January, Woods announced that he had his fifth microdiscectomy on his back to remove a pressurized disc fragment that caused him pain during December’s PNC championship in Orlando, Florida.

This tournament was the last time he competed.

Categories
World News

Taiwan Practice Crash Kills At Least 36 Individuals, Injuring Dozens

TAIPEI, Taiwan – The train, which entered and exited the mountain tunnels along Taiwan’s east coast, was full of people rushing to see family and friends on the first day of a long weekend vacation.

Then, according to the survivors, it was rocked by a serious crash, flew off the rails and slammed against the walls of a tunnel.

The derailment of the eight-car Taroko Express train on Friday morning was the worst such disaster in Taiwan in four decades. At least 51 people, including two train drivers, were killed and around 150 others injured, the authorities said.

Investigators are still trying to find out why the train crashed while traveling from near Taipei to the eastern coastal city of Taitung. However, initial reports indicated that it had either collided with a construction vehicle rolling down a slope onto the track, or was hit by the falling truck as it passed.

By Friday evening, rescue workers had rescued dozens of passengers trapped in the rubble but struggling to get to several wagons deep in the tunnel. Local news showed a worker using an electric circular saw to cut through one of the twisted wagons.

Video footage posted online showed rescuers carrying injured passengers on stretchers as other survivors came out of the tunnel and walked on the roofs of the train carriages, some rolling suitcases. Several passengers described how they smashed the windows of the cars with their luggage in order to escape.

A passenger surnamed Wu told Taiwan’s official news agency that the last thing he remembered before he passed out was a loud crash. When he came to, the train was shrouded in darkness and he and several passengers used the light on their cell phones to see. They tried to help the other injured survivors, he said, but it took them an hour to find their way off the train.

“I’m safe, but I didn’t dare see the crash scene,” he said. “There were a lot of corpses there.”

The crash occurred around 9:30 a.m. in a tunnel north of Hualien City near Qingshui Cliff, a destination popular with tourists who flock to see towering mountains and crystal blue waters. Friday was the annual Tomb Sweeping Day, a time Taiwanese travel a lot. A rail official told Taiwan’s United Daily News that the train had 374 seats and was almost full.

The Taroko Express is one of the fastest to cross Taiwan’s east coast and typically travels at 80 miles per hour. In interviews with local news outlets, survivors described the train as overcrowded, with many passengers standing along the way. Some said in video interviews that the cars they were in were filled with smoke and that they could see passengers who were unconscious and trapped.

The death toll makes the train wreck one of the worst disasters Taiwan’s President Tsai Ing-wen has faced since taking office in 2016. Within hours of the crash, Ms. Tsai said the government had fully mobilized emergency services. She later vowed to conduct a thorough investigation into the cause of the collision.

“We pray that the victims rest in peace and that the injured recover as quickly as possible,” she said at a press conference on Friday afternoon.

In the last major train accident in 2018, 18 people were killed and 170 others injured after a train derailed on a coastal route popular with tourists in northeast Taiwan’s Yilan County. Taiwanese investigators later found that the train was traveling too fast and the driver manually deactivated a System designed to prevent safe speeds from being exceeded.

Train accidents are still quite rare in Taiwan. The last crash of a similar magnitude occurred in 1981 when 31 people were killed in a train collision in the northwest of the island.

A rail official said they believed the construction vehicle driver was parked on a slope near the tunnel entrance and may have forgotten to use the emergency brake, causing the truck to roll off and hit the train as it passed the Central News Agency. The driver is not believed to be in the truck at the time.

A cell phone video filmed of a passenger and posted on social media showed a yellow tag lying on its side next to the derailed train at the entrance to the tunnel.

“Our train crashed into this truck,” said the passenger in the video. He panned the camera and showed a grassy slope near the tunnel. “The truck rolled down and now the whole train is twisted.” Local media posted a photo showing a single truck door lying in the grass.

The police picked up the operator of the construction vehicle for questioning, according to a telephone police officer in Hualien County.

Lin Chia-lung, Taiwan’s Minister of Transportation, told reporters at the crash site on Friday Although he had done his best to strengthen accountability and reform the rail system after the 2018 disaster, “the pace and results of the reforms were clearly insufficient.”

“I am responsible and I should take responsibility,” said Mr. Lin.

Wei Yu-ling, general secretary of the Taiwan Rail Union, said in an interview that she expected the government to conduct a thorough investigation into Friday’s crash, which occurred not long after a maintenance train hit and killed two railroad workers and injured another one inside Taitung is a county in eastern Taiwan.

The recent accidents, she said, “exposed the internal problems of the Taiwanese railway administration from top to bottom.”

Photos of Friday’s online crash showed the damage was severe. A picture from United Daily News, a Taiwanese news agency, showed the train’s apparently mangled control car on its side in the dark tunnel. The train conductor told a local TV station that he was at one end of the train when he felt the emergency brakes apply and a sudden jolt occurred.

“A lot of people were stuck under chairs and piles of bodies,” a woman surnamed Wu told ET Today, a Taiwanese news broadcaster, in a television interview from the hospital where she was treated for minor injuries. “At first I could hear them screaming for help, but then maybe they fell asleep or something. I’ve seen a lot of children too, so pathetic, so pathetic. “

Most of the train traffic on Taiwan’s eastern lines was suspended until Sunday morning, causing delays for many at the start of a long holiday weekend. Tomb Sweeping Day, an ancient Chinese festival also known as Qingming, is a time when the living pay respect to their ancestors by cleaning up their graves and burning paper offerings.

A woman who was traveling home with her husband to sweep the family graves in Taitung told local reporters at the scene of the accident that she was sleeping in the seventh car when the train crashed and knocked her to the ground. The woman’s shirt was bloody and a plaid scarf had been tied around her head to keep the bleeding low.

“We always tried to take the train whenever we could,” she said as rescue workers wearing yellow hard hats worked behind her. “We never thought something like this would happen.”

Joy Dong reported from Hong Kong.

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Business

‘Black Field’ From Indonesia Aircraft Crash Is Recovered

Divers of the Indonesian Navy have recovered the flight data recorder from Sriwijaya Air Flight 182, which crashed into the Java Sea shortly after take-off on Saturday with 62 people on board.

The remains of some victims were also brought ashore in dozens of body bags, officials said. So far, four victims have been identified. No survivors of the flight are expected.

The quick recovery of the flight data recorder, sometimes referred to as a “black box” and one of two on the plane, helps officials understand why the 26-year-old Boeing 737-500 was just four minutes after take off from Jakarta, the capital. The plane flew to Pontianak on the island of Borneo, a flight of about 90 minutes.

The divers retrieved the flight data recorder from the wreck in about 75 feet of water between the islets of Lancang and Laki, officials said.

The Boeing had two data recorders on opposite ends of the aircraft: a flight data recorder in the tail of the aircraft, which can provide information about the mechanical operation of the jet during its short flight, and a cockpit voice recorder, which records the conversation between the pilot and co-pilot .

Investigators hope that analyzing the information found on both devices can provide a clear picture of what happened during the flight.

The plane crashed nearly 300 meters shortly after taking off from Soekarno-Hatta International Airport in Jakarta. The wreck extends over an area of ​​about 300 meters in length and 300 meters in width, the authorities said.

The relatively compact size of the debris field is consistent with an airplane that did not explode before hitting the water.

Each data recorder has an acoustic underwater beacon that emits a signal in the event of a crash to help those searching for the recorder to recover.

In this case, the acoustic beacon broke away from the cockpit voice recorder and was found separately, said the commander of the Indonesian Armed Forces, Hadi Tjahjanto. Divers continue to search for the recorder itself, he told reporters.

“We are sure that the cockpit voice recorder will also be found,” he said.

Sriwijaya Air released a statement that the aircraft had received an airworthiness certificate from the Ministry of Transport, which is valid until December 17, 2021.

A ministry spokeswoman Adita Irawati said the aircraft’s certificate of operation was renewed in November.

“Sriwijaya Air met the conditions set,” she said.

The latest crash adds to a list of previous airline tragedies in Indonesia. Air Asia Flight 8501 crashed into the Java Sea off the coast of Borneo in December 2014. In October 2018, Lion Air Flight 610 plunged into the Java Sea northeast of Jakarta a few minutes after take-off.

Dera Menra Sijabat reported from Jakarta, Indonesia.

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Business

Knowledge Recorder Recovered From Indonesian Aircraft Crash

Divers of the Indonesian Navy have recovered the flight data recorder from Sriwijaya Air Flight 182, which crashed into the Java Sea shortly after take-off on Saturday with 62 people on board.

The remains of some victims were also brought ashore in dozens of body bags, officials said. So far, four victims have been identified. No survivors of the flight are expected.

The quick recovery of the flight data recorder, sometimes referred to as a “black box” and one of two on the plane, helps officials understand why the 26-year-old Boeing 737-500 was just four minutes after take off from Jakarta, the capital. The plane flew to Pontianak on the island of Borneo, a flight of about 90 minutes.

The divers retrieved the flight data recorder from the wreck in about 75 feet of water between the islets of Lancang and Laki, officials said.

The Boeing had two data recorders on opposite ends of the aircraft: a flight data recorder in the rear of the aircraft, which can provide information about the mechanical operation of the jet during its short flight; and a cockpit voice recorder that records the conversation between the pilot and the copilot.

Investigators hope that analyzing the information found on both devices can provide a clear picture of what happened during the flight.

The plane crashed nearly 300 meters shortly after taking off from Soekarno-Hatta International Airport in Jakarta. The wreck extends over an area of ​​about 300 meters in length and 300 meters in width, the authorities said.

The relatively compact size of the debris field is consistent with an airplane that did not explode before hitting the water.

Each data recorder has an acoustic underwater beacon that emits a signal in the event of a crash to help those searching for the recorder to recover.

But in this case, the acoustic beacon broke away from the cockpit voice recorder and was found separately, said Indonesian Armed Forces commander Hadi Tjahjanto.

Divers continue to search for the recorder itself, he told reporters.

“We are sure that the cockpit voice recorder will also be found,” he said.

Sriwijaya Air released a statement that the aircraft had received a certificate of airworthiness from the Ministry of Transport that was valid until December 17, 2021.

A ministry spokeswoman Adita Irawati said the aircraft’s certificate of operation was renewed in November.

“Sriwijaya Air met the conditions set,” she said.

The latest crash adds to a list of previous airline tragedies in Indonesia. Air Asia Flight 8501 crashed into the Java Sea off the coast of Borneo in December 2014. In October 2018, Lion Air Flight 610 plunged into the Java Sea northeast of Jakarta a few minutes after take-off.

Dera Menra Sijabat reported from Jakarta, Indonesia.

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World News

Indonesia Airplane Crash Thwarts Push to Rehabilitate Nation’s Airways

[Read more on what we know about the Indonesian plane crash.]

BANGKOK – When the coronavirus pandemic cleared Indonesia’s skies from air traffic, Capt. Afwan, an experienced Boeing 737 pilot for Sriwijaya Air.

A former Indonesian Air Force pilot who was widely admired and has over 30 years of flight experience, he filled his time with flight simulator sessions in Sriwijaya to ensure pilots were completing the minimum flying hours to keep their licenses. Like many in his Muslim-majority nation, he prayed regularly and advised colleagues to maintain their piety too.

On Saturday, the Sriwijaya Air Flight 182 under the direction of Captain Afwan crashed into the Java Sea a few minutes after take-off in heavy rain. The Boeing 737-500 series passenger jet carried 62 people, including six active crew members.

By Sunday afternoon, divers in waters northwest of the Indonesian capital Jakarta had retrieved objects from the aircraft: pieces of fuselage, aircraft wheels and soaked children’s clothing. Ten children and babies had been on board the flight, en route from Jakarta to Pontianak on Borneo Island, about a 90-minute journey.

Indonesian authorities appeared to be expecting no survivors, a dismal start to the year in a sprawling archipelago, with barely a year going by without a major aircraft accident. With the Indonesian aviation sector growing rapidly, safety and operational standards have not kept pace, industry insiders said.

“On behalf of the government and the entire Indonesian people, I would like to express my deep sorrow over this tragedy,” said Indonesian President Joko Widodo on Sunday.

The cause of the crash, after the aircraft lost more than 10,000 feet in altitude in a minute, is not yet known.

Indonesian investigators say they have confirmed the location of the plane’s data recorders at the water crash site, an area known as the Thousand Islands, and hope to find the so-called black boxes again soon. It may take months for investigators to figure out what terrible alchemy of weather, aircraft maintenance, and flight crew decision-making may have contributed to the deadly episode.

Nurcahyo Utomo, an investigator with Indonesia’s National Road Safety Committee, said the relatively narrow radius of debris, as seen in video footage, tentatively suggests that the plane may have broken apart upon hitting the water rather than exploding in midair.

However, there is no question that the skies of Indonesia remain among the most dangerous in the world, infested with a history of poor safety regulations that haunted domestic airlines for years. And the pandemic has gone through complicated efforts to restore its reputation and finances.

Due to a collapse in passenger traffic caused by the coronavirus, pilots said it was a struggle to maintain their professional edge even if their airlines offered simulator training. Sriwijaya has two flight simulators for older 737 models, pilots said.

Captain Rama Noya, the chairman of the Indonesian Pilots Association, who is also a pilot for Sriwijaya, said when he flew after a month-long hiatus, he felt he was “being reconnected”.

Updated

Jan. 11, 2021, 6:46 ET

The rusty feeling isn’t limited to pilots for Indonesian airlines.

“This is a problem for all countries right now,” said Gerry Soejatman, an Indonesian aviation expert.

For Indonesian airlines, which operate at wafer-thin profit margins, the decline in passenger traffic during the pandemic is particularly sharp. Sriwijaya Air was founded in 2003 during a boom in Indonesian aviation and was already in debt before the pandemic broke out. An earlier deal to revive his fortune by linking it with another airline group failed, even though Sriwijaya had never suffered a crash that resulted in death on board.

“Crew morale is low due to wage cuts caused by the pandemic, and crew performance concerns may be justified with low monthly hours,” Soejatman said.

Prior to the pandemic, Indonesian pilots, especially those with low-cost airlines like Lion Air, said they had been pressured to fly planes they considered unsafe. Complaints about overload and underpayment were widespread, as were allegations that oversight of regulators had decreased to get planes in the air.

A string of fatal plane crashes in Indonesia prompted European regulators to ban the country’s airlines for years. In 1997, 234 people died when a flight operated by the national airline Garuda crashed near the city of Medan. In 2014, 162 people died when an AirAsia flight from the city of Surabaya to Singapore crashed into the Java Sea.

And in 2018, a Lion Air 737 Max plunged into the Java Sea after a malfunction of its Boeing-designed anti-crystallization system. Months later, another 737 Max crashed in Ethiopia, which was equipped with the same antistall software, which resulted in the entire Max fleet worldwide being discontinued by the end of last year.

The plane in Sriwijaya, which crashed on Saturday, was neither a Max nor equipped with the problematic anti-stall software.

Pilots who knew Captain Afwan (54), who is known by one name like many Indonesians, said he was not a daredevil. His nephew Mohammad Akbar said he had flown for more than three decades.

“Captain Afwan was a very experienced pilot,” said Koko Indra Perdana, a Lion Air pilot who previously flew with Sriwijaya. “I believe in his abilities.”

The model that Captain Afwan flown, the 737-500 series, is considered a time-tested workhorse with no apparent systemic flaws. Still, the jet that crashed on Saturday was 26 years old, an age that requires regular maintenance to keep the plane in prime flight shape, aviation analysts said. And monsoon rains had delayed the flight on Saturday.

Sriwijaya only flew about a quarter of its fleet during the pandemic, industry insiders said. Regulators have warned that some of Boeing’s 737 models may need to be checked for possible air valve corrosion if they are not flown weekly.

“We don’t know the condition of the planes after months of landing,” said Captain Koko.

Mr Mohammad, the nephew of Captain Afwan, said his family had not received definitive news of the fate of the flight. He described his uncle as his “role model” who “always smiled”.

Captain Afwan had been accompanied in the cockpit by co-pilot Diego Mamahit, who, according to his LinkedIn profile, had worked as the chief first officer for Sriwijaya for almost six years. (The airline has not released any public details about the flight crew or the aircraft, other than that the Boeing jet was in “good condition”.)

“I really love to fly and enjoy my duties of operating Boeing 737 aircraft on all domestic routes in Indonesia,” Mamahit wrote on LinkedIn. “I have also seen many beautiful cities and breathtaking views on many Indonesian islands.”

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Business

What to Know Concerning the Boeing 737-500 Sriwijaya Air Airplane Crash

The crash of an airplane in Indonesia with more than 60 people is a difficult time for aviation giant Boeing. Its reputation was marred by years of investigations into fatal crashes.

While authorities are still investigating the cause, the plane that crashed near the Indonesian capital Jakarta on Saturday was a 26-year-old 737-500, a workhorse model with a good safety record. The aircraft at the center of the Boeing crisis was the 737 Max, a later version with flawed anti-stall software that led to two fatal crashes.

Here’s what you should know about the Boeing plane crashing in Indonesia.

It is unclear what caused the crash. Sriwijaya Air Flight 182, which flew to the town of Pontianak on the island of Borneo, took off after a delay in bad weather in heavy monsoon rains. It crashed more than 10,000 feet in less than a minute, according to tracking site Flightradar24.

Indonesia, an archipelago nation with thousands of islands, is heavily dependent on air traffic. Although the country has a long history of air accidents, Sriwijaya Air has not had a single fatal crash since it opened in 2003.

The plane involved in the Sriwijaya Air crash, which lost contact shortly after taking off from Jakarta on Saturday, was a Boeing 737-500, a proven model developed in the 1980s, and not the one in trouble Accidental airliner 737 Max, which landed on the ground after fatal crashes in 2018 and 2019.

The aircraft that was involved in the crash on Saturday is an earlier model of the 737 and has been in service for 26 years. It was previously flown by Continental Airlines and United Airlines before being delivered to Sriwijaya Air in 2012, according to the Airfleets’ online database.

The 737-500 does not have the same crystal system as the 737 Max, which was triggered when another Indonesian flight, Lion Air Flight 610, crashed in 2018, killing all 189 people on board. The same system was blamed when a 737 Max crashed in Ethiopia in March 2019, killing 157 people.

These crashes forced the worldwide landing of the Max fleet and a crisis for Boeing. The company sacked its CEO and said last year that it would cost Max more than $ 18 billion to ground, a major blow even before the coronavirus pandemic hit the industry.

Last week the company agreed to pay $ 2.5 billion, including $ 500 million for a victim fund, to solve a criminal conspiracy charge to defraud the Federal Aviation Administration over the valuation of the 737 Max.

The troubled 737 Max flew again last month. American Airlines Flight 718 made the aircraft’s first commercial flight after the FAA lifted its basic order in November. Before they can fly again, the wiring and software of every 737 Max aircraft must be changed.

The 737-500 was introduced by Southwest Airlines with the purchase of 20 aircraft in 1987. The airline used the 122-capacity model to more efficiently travel longer routes with fewer passengers, Southwest corporate historian Richard West wrote in 2016. That demand fell as long-haul travel increased, and that of Southwest The last 737-500 flew in September 2016.

In the past the 737-500 was a safe aircraft. The series it belongs to, including the 737-300 and 737-400, has had 19 fatal accidents in more than three decades, or about one fatal accident for every four million departures, according to a 2019 Boeing report.

According to the Aviation Safety Network, four previous fatal accidents were recorded in 737-500, including accidents in South Korea in 1993, Tunisia in 2002, and Russia in 2008 and 2013.

Boeing manufactured 389s of the 737-500s before the model was discontinued. Up to 100 are used by smaller airlines around the world in countries like Afghanistan, Iran, Nigeria, Russia, and Ukraine, according to the tracking website Planespotters.net.