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Smoke in the cabin causes emergency landing of a Boston bound Delta flight in Portugal
Delta Airlines reported that a flight from Barcelona to Boston made an emergency landing in Porto, Portugal on Sunday afternoon. The company reported that Flight DL251 had been diverted from Barcelona to Porto due to a mechanical problem and landed safely there. Flightradar24, a tracking service, indicated that the plane left Barcelona at 3:15 pm (1315 GMT), and landed in Porto at 5 p.m. (1645 GMT). A spokesperson for Portugal's emergency and civil protection authority said that eight passengers who were on board the Airbus A330 were treated at the Francisco Sa Carneiro Airport, while three others were transported to hospital. The Portuguese spokesperson said that the forced landing was due to "smoke" in the cabin.
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Increased security at US Fairford Air Base in England
A witness said that security measures at an 'US airbase in southwest England have increased significantly in the last few days, with roadblocks and armed police blocking access, as well as emergency vehicles parked near. A spokesperson from the US Air Force confirmed that they are aware of the current reports but will not discuss specific measures to protect forces. The spokesperson stated that "the 501st combat support wing and our UK-based Wings will remain vigilant and take appropriate actions to ensure safety and security for?our US servicemen, civilians and contractors, as well as their families." "We continually assess a number of factors to determine which measures we implement?or change in order to protect our installations and our people, as well as their families." Britain declared?in July that its armed forces were ready to protect the country against any attack, after Iran's Revolutionary Guards warned not to allow US bombers fly out of Fairford. Fairford in Gloucestershire was used to launch operations against Iran during the Middle East Conflict.
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Boeing flags 737 MAX Software Bug Affecting Landing Navigation Feature, WSJ Reports
The Wall Street Journal, citing documents from the company, reported that Boeing has discovered a previously unknown software bug in its 737 MAX aircraft. This glitch could cause an automated navigation 'feature' to fail on landing. Report said that the issue was caused by a software update in the cockpit and could occur when crews change their flight plan after a missed landing. Boeing, when asked for comment, said that it had informed 'all 737 operators' last month of the software problem under which pilots could not?have access to automated flight guidance in a certain landing scenario. Our engineers are working on a software update to 'permanently address the issue. Boeing stated in an email that engineers were working on a permanent software update. The Federal Aviation Administration (FAA) said that it was aware of a possible issue with a software update to the flight computers in certain Boeing 737 MAX aircrafts, and worked closely with Boeing as well as the airlines. The FAA issued a statement saying that it would convene a Corrective Action Review Board if a safety concern was identified. Boeing has come under heavy regulatory and safety scrutiny over the past few years, following two 'fatal 737 MAX crash incidents in 2018 and 2019, which led to a 'worldwide grounding of the aircraft. Also after a cabin panel blew out mid-air on a brand new Alaska Airlines MAX 9 in 2018. Southwest Airlines and 'United Airlines' have requested that Boeing not deliver new 737 MAX aircraft with the affected software, and instead request an earlier version. The report stated that it was not immediately clear how many aircraft were operating with the flawed software. Boeing, airlines, and regulators are evaluating the issue to determine if it poses a safety concern for flight, according to the report.
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Russia claims it has struck Ukrainian defence industry vessels and facilities
On Friday, the Russian Defence Ministry said that 'its forces' had carried out drone strikes overnight on Ukrainian defence industry installations, logistic centres and vessels used in Ukraine by its armed forces. The 'Ministry' said that the strikes targeted a 'drone assembly and storage site, in the Kyiv region; logistics hubs in Odesa and port infrastructure in Reni along the Danube River. It was also reported that Russian forces had struck a cargo vessel carrying dual-use and military goods bound for the port of Odesa. Later, on Friday, the ministry announced that its forces had hit another cargo ship?in Odesa that was delivering a?logistics centre?to the port Chornomorsk. This centre is used by Ukraine's armed forces and security forces. It also houses a data center for the?processing of intelligence data and the transmission of it. Could not independently verify statements.
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Volkswagen recalls 4 million cars, Handelsblatt reports
The Handelsblatt reported that Volkswagen, the German automaker, will recall 4 million vehicles from four different brands. This is the largest recall since the Dieselgate scandal. According to the German KBA, there will be a recall of 2.16 million VW and 700,000 Audi vehicles. The Handelsblatt reported that Volkswagen's Czech?brand Skoda, and Seat in Spain would also be affected by the action. Seat confirmed that the number. Skoda has not yet commented on the report. Volkswagen stated in an earlier press release that customers were asked to bring their vehicles to be repaired due to a?risk of corrosion associated with a screw within the steering system. If left unchecked this could affect the steering system's function in the long run. The company said that the recall is a precautionary measure, and that replacing the screw will take less than an hour. Volkswagen refused to comment on the cost estimate of the recalls.
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US airlines oppose China’s bid to increase flights
On Thursday, the head of the industry group Airlines for American?said that US carriers opposed adding more direct flights to the United States from China despite the fact that Xi Jinping, the Chinese President raised the idea. Chris Sununu, the head of the group that represents American Airlines, United Airlines and Delta Air Lines, among others, has said US carriers are still hampered because their Chinese counterparts have been allowed to fly over Russia on eight flights. He told reporters that he had been urging officials in the Trump administration not to cave. It's not a small thing. Sununu told an interview that it is a costly exercise for airlines to travel around Russia. Xi brought up the issue of increased flights at a Washington event on Thursday. At the moment, each country can only operate 50 round-trips per week. "Our two parties may also increase direct flight to facilitate travel in both directions and trade," Xi - said. The White House has not yet commented. Before the COVID-19 epidemic, each side was allowed to fly more than 150 round-trip flights per week. Chinese and US carriers were limited to 12 flights a week each between the two nations until August 2023. Air China was asked to increase the number of flights it offers from the US East coast to China, but Airlines for America resisted the request last week. US carriers are banned from doing so because they cannot access Russian airspace. Chinese carriers however can fly eight US flights. "It's imbalanced. Sununu stated, "It's unfair." "They have an advantage already with eight flights. "It would be a huge advantage to give them even more," he said. "Don't worsen it for us." In?March 2022, the US banned Russian flights in American airspace following Russia's invasion into neighboring Ukraine. This prompted Russia to prohibit US carriers from flying over?the country. The United States did not ban other countries from flying over Russia, but they made a deal in 2023 with China that any additional flights would not be allowed to do so. The US Transportation Department proposed in October 2025 to ban Chinese airlines from flying above?Russia along routes between the United States and Canada. They argued that the shorter flight times this practice allows puts American carriers at an unfair disadvantage. The proposal was withdrawn after it faced opposition from US agencies.
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Alaska Air expects certification of the Boeing 737 MAX 10 by end-September
Alaska?Air?expects Boeing’s?737 MAX 10 aircraft to be certified before the end of September, and plans to deliver its?first plane next spring. Chief Operating Officer?Jason Berry said on Thursday. Berry said that the airline expects to begin passenger service with the MAX 10 between mid-April and April. Before Boeing can start deliveries, the Federal Aviation Administration (FAA) must certify that aircraft. This timeline could be impacted by any delays in the 737 MAX 10 certification process, which is already several years behind schedule. Alaska must then certify the heads-up displays for pilots after the single-aisle aircraft is certified by federal regulators. This will take "a few?months," according to him. He said that the tight schedule "is sport," adding, "We're not panicking yet."
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Maguire: The cement boom in Africa signals the next big shift in global energy usage.
Africa consumes less than 5% of the global energy supply. It is therefore vastly outweighed by other regions when it comes to assessing current trends in energy and pollution. The aggressive plans to build cement plants in the region may change this. Global Energy Monitor data shows that Africa dominates the global pipeline of cement production capacity being built. This construction share is compared to a 8% share of the currently operating cement capacity. This indicates a 'rapid growth in planned production on the continent. But cement investments are about a lot more than just construction materials. These bets are on urbanization, regional economic growth and industrialization. Concrete is used to build roads, houses, factories, ports and other infrastructure before countries use more steel, chemicals or manufactured goods. The cement pipeline is a good indicator of Africa's energy needs. These are expected to increase dramatically if the construction boom linked to the plans for cement capacity materializes. The trend of energy consumption and emissions in the rest of world is expected to be curbed by electrification, and the slowing of heavy industrial production. Leaning In GEM data indicates that Africa has a cement production capacity of 441 million metric tons per year in operation and 43.3 millions tons per annum under construction. African nations also announced plans to add 23 million tons to the current annual cement production capacity. This would increase the total capacity of the region by 15%, compared to its current level, bringing it to just under 507 million tonnes. The overall increase in capacity for cement in Africa is far greater than planned additions to cement capacity in other regions. This indicates that Africa’s development plan looks set to be?more raw materials-intensive' than other parts of the globe. Africa's heavy-duty cement plans indicate a similar steep rise in raw materials and energy requirements, since cement production is notoriously high energy-intensive and requires large quantities of coal, petroleum, coke, and natural gas to ensure ample output. These cement projects will increase the demand for electricity, as well as infrastructure to import, store, and distribute coal, gas, and other fuels. They also need to ship out concrete produced. The plans to expand Africa's cement manufacturing footprint are a response to the growing demand for industrial energy in Africa, which will initially be supplied by fossil fuels. FRONTRUNNERS EGYPT & NIGERIA Egypt, among African countries, has the largest cement production footprint of 88 million tonnes per year. Nigeria is second to India for the amount of cement currently being produced. Libya, Mali and Angola are also among the top 20 countries in the world for cement construction. This shows that growth is expected across the entire continent. Even if Africa adopts cleaner energy technology more rapidly than other industrializing regions, the scale of planned construction of cement suggests that it will still need large quantities of materials to urbanize. The fact that 16 African nations are building new cement kilns suggests that Africa is on the right track to follow some of the same blueprints as countries in Asia. CLEANER CONCRETE? The African cement plan is different from those of other regions because African developers can use the most modern and efficient components to build their?cement plants. Modern kilns have a higher efficiency than those that were installed ten or more years ago. They should therefore be able to produce more cement using fewer inputs. Locally produced renewable electricity -- such as rooftop solar installations -- may also be used to run milling and processing equipment, reducing energy costs for producers. Electric cement kilns, which are becoming more widespread, offer the potential to further reduce energy intensity in countries that want to limit their industrial carbon footprint. Cost considerations will likely remain paramount on many African markets. This may delay the adoption of expensive emissions-reduction techniques such as carbon sequestration. This means that cement production in Africa will be energy- and material-intensive, even though they use the latest kilns available and the most advanced components. Cement projects in Nigeria, Libya Mali, Mozambique, and other countries are not just industrial investments. These projects are early indicators of future growth in?energy demand. Africa's urbanization and industrialization could make it one of the world's largest sources of demand for electricity, fuels for transport and industrial energy. This would force policymakers to find a balance between rising living standards and rising emissions. These are the opinions of the columnist, an author for. You like this column? Check out Open Interest, your new essential source for global financial commentary. Follow ROI on LinkedIn, X and X. Listen to the Morning Bid podcast daily on Apple, Spotify or the app. Subscribe to the Morning Bid podcast and hear journalists discussing the latest news in finance and markets 7 days a weeks.
Maguire: Key reasons why Trump’s efforts to save the US coal industry may fail.
The U.S. president's efforts to revive coal in the United States tap into a powerful mix of energy security, industrial policy, and electoral politics. The data shows that structural factors are driving coal's decline.
Even if the government directs tens or hundreds of millions to coal producers and utilities the result will be a misallocation, increased emissions, and higher electricity costs.
There are four reasons that efforts to support coal could ultimately fail.
1. ECONOMICS ARE STUBBORNLY UNFAVORABLE
This could be a bad idea: subsidizing coal runs counter to the fundamentals of the market, leaving taxpayers with an uncompetitive sector while driving up electricity costs.
The share of coal in the U.S. electric generation fell from 60% in 2000 to 16% by 2025. Natural gas has become more popular, cheaper and easier to transport.
The market tells a different story. Since the early 2000s, no U.S. utilities have attempted to build any new coal-fired plants.
During the same time period, many gas-fired power plants were built, reflecting a much stronger economics as well as operational advantages.
The difference is apparent in the levelized costs of energy. Lazard data shows that the cost of power from a coal plant is approximately $115 per megawatt-hour (MWh), while a gas plant costs about $64/MWh.
When utilities are focused on minimizing customer costs, they have little incentive to select coal.
The economics of existing coal plants are even worse due to their age, high maintenance costs and inefficiency. Government subsidies are able to prolong the operation of coal plants, but only by extending their life.
2. CONSTRUCTION COMPLEX AND RISKY
This could be a bad idea: Because coal plants are slower and harder to build, they're more likely to experience delays and overruns in cost even with government support.
Construction of modern combined-cycle gas turbines (CCGT) is relatively simple and quick. In contrast, coal plants require large boilers, fuel handling systems and specialized infrastructure.
Gas plants can burn fuel without any preprocessing. Coal plants must handle large volumes of solid fuels, which require transport, crushing and storage yards. They also need elaborate combustion systems.
These systems also require expensive emissions-control technology and ash disposal system, which adds to capital costs and regulatory complexity. The land requirements are also typically larger.
The industry has lost a lot of knowledge. Few utilities or contractors are familiar with building coal-fired plants after decades of focusing on gas. The resulting?execution risk increases the possibility of unexpected costs and delays.
These factors together make coal projects more costly, slower and less predictable. This is true even when the environment is favorable.
3. LOGISTICAL BURDENS
The heavy transport and handling of coal can cause local opposition and increase costs.
Gas is much easier to transport than coal. Gas can be transported continuously and cheaply via pipelines, while coal is hauled either by rail, truck or barge.
According to the U.S. Energy Information Administration (EIA), approximately 1.14 pounds coal is needed to produce one kilowatt hour of electricity. One gigawatt of coal can be used to generate around 9,000 metric tonnes of coal each day. This is the equivalent of 90 freight cars in a freight train.
A gas plant of the same size, on the other hand, would consume approximately 170 million cubic foot of natural gas per day, a volume which can be easily pumped through existing infrastructure.
In order to expand coal power, it would be necessary not only to build new plants, but also make significant investments in storage, handling, and rail systems. These extra requirements increase costs and can create bottlenecks.
Local challenges are also posed by these projects. The increased rail traffic, noise and dust can cause opposition in communities. This makes it harder for projects to be approved and sustained.
The coal industry's competitiveness is further undermined by these logistical and social constraints.
4. Limited Export Upside
This could be a disaster: Key overseas markets may not export coal because they produce it themselves or are moving away from it.
The coal revival strategy includes a boost in export capacity. This could include proposals for a "gateway" linking Wyoming production with ports on the U.S. West Coast that are aimed at supplying Asia.
Asia dominates the global coal industry. China, India and Indonesia account for collectively more than 80% global coal supply. This region is also the leader in coal exports, which indicates a structural preference for supplying coal rather than importing it.
?U.S. While?U.S.
India is heavily dependent on coal and investing in alternative sources of energy.
If demand does not materialize, then large-scale infrastructure for export could be underutilized or stranded. Projects backed by the public could generate limited returns and lock in significant upfront costs.
COAL CRUX
These factors, when taken together, point out a fundamental mismatch in policy ambition and economic reality.
Government intervention can slow down coal's decline on the margins but it cannot change the structural forces which have made it less attractive than alternatives.
Subsidies instead risk prolonging the life of an aging infrastructure and encouraging expensive new projects that have uncertain returns. They also support export strategies which are unlikely to be sustained over time.
What appears politically appealing in the short-term could prove to be economically counterproductive.
These are the opinions of the columnist, an author for.
You like this column? Check out Open Interest, your new essential source for global financial commentary. Follow ROI on LinkedIn, X and X.
Listen to the Morning Bid podcast daily on Apple, Spotify or the app. Subscribe to the Morning Bid podcast and hear journalists discussing the latest news in finance and markets 7 days a weeks.
(source: Reuters)