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MANCHESTER, England (AP) — Manchester City manager Pep Guardiola denied he has a “personal problem” with Kevin De Bruyne and insisted Tuesday the playmaker’s absence from the team in recent weeks was down to his fitness issues. City has not won in seven games in all competitions — its worst run under Guardiola — and De Bruyne has featured only as a substitute in the last five of those matches after recovering from a pelvic injury. The Belgium midfielder was injured during City’s Champions League match with Inter Milan on Sept. 18 and hasn’t started since. A number of prominent pundits, including former City defender and club ambassador Micah Richards, have questioned why De Bruyne has not been starting games amid the champions’ dramatic slump. Richards said on “The Rest is Football” podcast that it appeared “there’s some sort of rift going on” between De Bruyne and Guardiola. Guardiola responded in his news conference ahead of Wednesday’s Premier League match against Nottingham Forest, saying: “People say I’ve got a problem with Kevin. Do you think I like to not play with Kevin? No, I don’t want Kevin to play? RELATED COVERAGE Bank of America signs again with FIFA for US-hosted Club World Cup that still has no TV deals AC Milan and Bologna reach Italian Cup quarterfinals with convincing wins USWNT beats Netherlands 2-1 in goalkeeper Alyssa Naeher’s final match “The guy who has the most talent in the final third — I don’t want it? I have a personal problem with him after nine years together? He’s delivered to me the biggest success to this club, but he’s been five months injured (last season) and two months injured (this year). He’s 33 years old. He needs time to find his best, like last season, step by step. He’ll try to do it and feel better. I’m desperate to have his best.” Both De Bruyne and Guardiola have spoken since of the pain De Bruyne was in after his injury against Inter and the need to ease him back into action. De Bruyne is in the final year of his contract. “I’d love to have the Kevin in his prime, 26 or 27. He would love it too — but he is not 26 or 27 anymore,” Guardiola said. “He had injuries in the past, important and long ones. He is a guy who needs to be physically fit for his space and energy. You think I’m complaining? It’s normal, it’s nature. He’s played in 10 or 11 seasons a lot of games and I know he is desperate to help us. He gives glimpses of brilliance that only he can have.” ___ AP soccer: https://apnews.com/hub/soccerMan United will be very glad they didn't sign £38m flop, left out for four games in a row
Bank of Korea to hold extraordinary meeting at around 9 a.m. KST -BOK officialBrowns get 497-yard performance from QB Jameis Winston and lose anyway in season long gone sour
Save articles for later Add articles to your saved list and come back to them any time. A sunny day, 29 degrees, a gentle north-westerly breeze: flying conditions were near perfect as Qantas flight 520 began rolling down the runway at Sydney Airport en route to Brisbane. This particular plane, a Boeing 737-800, had been delivered new to the national carrier in November 2005 and given the tail number VH-VYH. A dependable workhorse, it had scooted up and down Australia’s east coast, mostly, for 19 years without notable incident. On this day, November 8, 2024, the Boeing had already made three trips, the first a breakfast run out of Sydney just before 7am. It was now setting off for the return leg to Brisbane. QF520 left the gate around 12.15pm and taxied to its slot in the take-off line-up, from where it was given the go-ahead. Its pilots hit the gas and the engines bellowed. It soon reached 200km/h and passed what aviators call “V1”: the point at which a plane is travelling too quickly to safely abort take-off. Exactly what happened next is now in the hands of safety investigators. What we do know is that, as the 737 was still gathering speed down the runway, one of its two engines suddenly destroyed itself . It failed, spitting fragments of superheated metal out of its exhaust chute, which shot to the ground, sparking a grassfire that soon made TV news. Some 40 per cent of air travellers report some fear of flying. Yet air travel is by far the safest form of transport, we’re often told. It’s heavily regulated, constantly scrutinised and, in Australia, operated and overseen by thousands of highly trained and dedicated professionals. The statistics confirm it. Australia’s safety record for commercial travel is exemplary: no large jet has ever been lost here. Our oldest airline, Qantas, regularly tops world safety rankings . Yet incidents still happen. Planes bump into each other on the ground. Tyres burst. Turbulence flings people around. Why do things still go wrong, albeit occasionally? Who is responsible for keeping us safe in the air? And what happens when that rarest of event occurs: one of your two engines goes “pop”? The cockpit front windows of a 747 jet. Credit: Getty Images, digitally tinted Who keeps us safe in the air? Flores, a tropical island about an hour’s flight east of Bali, is best known for three things: clear-water scuba diving, komodo dragons that can weigh more than 100 kilograms, and volcanoes, some picturesque and dormant, others not so much. In early November, Lewotobi Laki-laki began erupting in earnest, endangering nearby villages and sending a plume of ash 10 kilometres into the air. Some 4000 kilometres south, at the Qantas Integrated Operations Centre near Sydney Airport, concern began to build. Famously, all four engines on a British Airways 747 failed after passing through a sulphurous volcanic cloud high above Java in 1982; only after the crew had prepared to ditch in the ocean did the turbofans clear of debris and miraculously restart. Partly as a consequence, when the unpronounceable Icelandic volcano Eyjafjallajökull erupted in 2010, airspace was closed across Europe , which led to some 95,000 flights cancelled and millions of passengers stranded. As the Flores ash cloud drifted west towards Bali, the Qantas team declared the situation critical and began cancelling flights into Denpasar for both Qantas and its subsidiary Jetstar. On the day we visit the operations centre, the crisis management team is about to meet in its purpose-built war room to gauge when flights might be allowed to resume. “It’s about determining when it’s going to be safe for us to operate,” says Qantas’s head of safety, Mark Cameron, a former British Airways pilot who knew the 747 crew who survived the volcano in 1982. “Engines do not like breathing in volcanic ash.” Mark Cameron, Qantas’s head of safety, in the airline’s operations centre in Mascot, Sydney. Credit: Louise Kennerly, digitally tinted Hundreds of Qantas staff, meanwhile, seated in pods in a vast room at head office, are still scrambling to reschedule flights, alert and mollify annoyed passengers while also dealing with the normal workings of some 100 international and 300 domestic flights on a typical day. For what we’re told is an extraordinarily busy day, though, the atmosphere is hushed and calm: a giant jigsaw puzzle being completed then restarted as mini-crises are discovered and mitigated. Jetstar was doing the same at its operations centre in Melbourne. The business of air travel is mind-bogglingly complex. But so, too, are the systems underpinning it. They allow it to operate extremely safely, especially compared to any other form of transport. ‘You can’t eliminate risk in any part of your daily life, but our role is to manage the risk to a level at which we’re comfortable that everybody’s going to be safe.’ Back in 1944, as World War II saw a flurry of new airports being built, 54 nations including Australia sent delegates to Chicago for a convention that laid the groundwork for international air safety standards. They agreed to create an overarching authority, today called the International Civil Aviation Organization (ICAO), under the auspices of the United Nations to set world standards for airworthiness and maintenance, and airport and airline operations, among other areas. “The aviation industry has an incredibly good safety record,” says Ron Bartsch, an aviation safety expert and founder of Avlaw aviation consulting. “The main reason for that is it’s so strictly and extensively regulated.” For 2023, ICAO reported the accident rate (such as incidents involving death, injury, aircraft damaged or missing) for commercial aircraft was 1.87 accidents per million departures. To break this down: of 35,250,759 departures, there were 66 accidents, all but one of them non-fatal, the exception a twin-engine propeller aircraft operated by Yeti Airlines that crashed while coming into land at Pokhara in the Himalayas, killing 72 people on board. The Australian Civil Aviation Safety Authority (CASA) regulates the ongoing airworthiness of aircraft by ensuring airlines adhere to safety standards and a strict maintenance program.Regular maintenance is based on the number of hours the aircraft has flown, or how much time has passed since the last check – different parts require different “periodicity” for being serviced. Engineers could do anything from checking fluids after every flight to replacing wheelpads after a few flights to inspecting or replacing any one of thousands of parts after a specified time. “What it allows us to do,” says Qantas’s Mark Cameron, “is to be really proactive in how we’re managing risk – because, effectively, that’s what airlines do, we manage risk. We can’t eliminate it because you can’t eliminate risk in any part of your daily life, but our role is to manage the risk to a level at which we’re comfortable that everybody’s going to be safe.” This image from Flightradar in October shows flights routed out of airspace over Iran when Tehran launched missile attacks on Israel. Credit: FlightRadar24.com At Qantas HQ, various teams plan virtually every aspect of each flight: checking the weather; working out the best route (from several options if flying overseas, including avoiding volcanic eruptions or geopolitical hazards such as closed airspace in the Middle East, which Qantas has been navigating since early August); making sure cargo is loaded correctly so the plane is balanced; identifying dangerous goods on board; and screening for troublesome passengers on the banned “no fly” list ... and on it goes. With all that in place, the pilots run pre-flight checks, going over the weather briefing, for example, and any notes on potential dangers. The airline tells pilots how much fuel they need, but the pilot can choose to take more, depending on the possibility of a weather diversion or other delays. The pilot physically walks around the aircraft on the ground to triple-check there are no obvious faults. An engineer will have already signed a certificate of release to service – a legal declaration that the aircraft is fit to fly – before every international flight and at least daily for domestic flights, which the pilot clocks, along with a log of maintenance, before they accept the aircraft for flight. Air-traffic controller Alexander Palmer in the tower at Melbourne Airport. Credit: Airservices Australia, digitally tinted The pilot’s next contact is with air-traffic controllers, who clear planes for departure according to strict rules that determine “how many aircraft we can have taking off and landing at any one time,” says Airservices Australia’s Michelle Petersen, who is responsible for the towers at all of Australia’s major airports. Controllers also factor in “wake turbulence”, the disruption to the air that a plane leaves in its wake; there needs to be a gap of three minutes between an A380 taking off and a Boeing 737 following it, for example. All over the world, controllers and pilots speak English and use regulated unambiguous terms: “Qantas one, runway 19 left, cleared for take-off.” Pilots always repeat back the message. “There cannot be any assumptions in the air and we embed safety in everything we do,” says Petersen. The most deadly air disaster in history, which killed 583 people in Tenerife in the Canary Islands in 1977, was blamed, at least in part, on a communication breakdown: two 747s collided on the runway in heavy fog after one tried to take off following a command from air-traffic control that pilots mistook to be an all-clear to depart. The wreckage of a jet after a catastrophic collision with another jet on the runway in Tenerife in 1977. Credit: Getty Images How did plane safety develop? In the Ancient Greek fable, Icarus was warned by a fledgling aviation regulator (his dad) not to swoop too close to the sea lest his wings, fashioned from feathers and wax, become waterlogged; nor should he fly too close to the sun in case the wax melted. In other words, the operational envelope of his equipment was well understood and his fate (a fatal wax-feather-decoupling incident) was quite rightly chalked up to pilot error. Next came 747 ‘jumbos’ – some famously featuring a spiral staircase to an upstairs lounge bar. Today, aviators talk of jet planes in generations. “Generation one” had panels of dials and gauges and rudimentary autopilots, if any. Think: cars with no airbags or anti-lock braking and possibly alarming handling characteristics, such as the world’s first commercial jet airliner, BOAC’s de Havilland Comet. One, flying from Singapore to London via Bangkok, Rangoon, Calcutta, Karachi, Bahrain, Beirut and Rome in 1954 disintegrated midair, as did two of its sister planes, thanks to structural issues; 23 other Comets, out of 114 in total including prototypes, were lost due to pilot error, design faults and other mishaps. Next came the beginnings of truly modern jets, including the pretty reliable 747 “jumbos” – some famously featuring a spiral staircase to an upstairs lounge bar – and the first of the Boeing 737s, launched in 1968 and still one of the most-operated airliners today. These had better automatic systems but could still make you think twice about getting on board: the McDonnell Douglas DC-10, in particular, gained a terrible reputation in the 1970s thanks to engine failures and a series of hijackings. A “generation one” jet, a 1949 prototype of the de Havilland Comet turbojet airliner, built in Hertfordshire in Britain. Credit: Getty Images, digitally tinted “Generation three” planes saw the introduction of technology such as “terrain avoidance systems”, leading to a rapid reduction in losses that continues today in “generation four” planes, which can “see” all around themselves to take evasive action if something nearby is judged to be on a collision course. Airbus tells us its latest safety systems use real-time data to avoid runway excursions and reduce the risk of landing incidents (“in case the aircraft is too fast, too high or lands too long, an alert will be triggered to advise the crew to perform a go-around or use the maximum reverse and brakes”). Martinis and beer in the first-class upper deck lounge in a Qantas Boeing 747 in 1971. Credit: Courtesy Qantas, digitally tinted Says Qantas’s Mark Cameron: “If you look at the accident rates throughout that period of time, you just see them plummet across the generations.” Last year was the first to record zero fatalities from commercial jet crashes, despite there being more than 29,000 in service worldwide, according to Boeing’s statistical summary that dates back to 1959. (This excludes turboprop, or propeller, passenger planes such as those operated by Yeti Airlines in Nepal and the ATR-72-500 that crashed over Brazil in August 2024 after stalling and entering a flat spin.) The age of a plane, meanwhile, says little about how well-maintained it is. “Don’t get confused with cosmetic looks,” says David Evans, a former Qantas pilot of 35 years. “If you walk into an aircraft that looks a bit shabby, the carpet might be a bit threadbare, that has no relationship to its airworthiness.” An example of “generation four”, a Qantas Dreamliner in 2018. Credit: Qantas, digitally tinted “Generation four” planes have a huge number of backups, or redundancies. Those with two engines, such as Boeing 737s, can fly on one. They have multiple alternative power sources. “The A380 had about six different backup systems for wheel brakes. If you’re running out of brakes, you’re having a really bad day,” says Evans. “All of these things have been based around previous incidents ... over the 100-odd years of aviation. There are risks every time you go flying, but we mitigate them by ... checklists, briefings, plan A, B and C. You’re trying to eliminate surprise.” There are also at least two pilots on a flight deck at all times, one free to monitor the autopilot while the other scrutinises variables such as fuel consumption and weather. Having said this, airlines and regulators from more than 40 countries have pushed ICAO to help make single-pilot flights safe; the European Union Aviation Safety Agency says such services could start in 2027. Ron Bartsch doesn’t back such a change. “You need someone who can take the place of the pilot if they have a heart attack or something.” Evans has written in this masthead before that it is an alarming idea, noting that pilots are “the last line of defence”. Boeing 737 Max planes parked in Seattle in 2020 after 20 months of grounding following two deadly crashes. Credit: Getty Images, digitally tinted What happened with the ‘Max’ planes? Once in a while, a defect can slip through what the industry calls the “Swiss cheese” safety model. Visualise a packet of Swiss cheese slices, each with holes in different places. For an error to creep through, a hole would have to line up in every slice of cheese. Boeing’s new-ish 737 Max aircraft was delivered to airlines with a fatal flaw: a problem that had managed to pass through every slice of cheese. First, a system that prevented the planes from stalling malfunctioned: perceiving that the planes were climbing too steeply when they were not, it automatically, and repeatedly, forced down the nose. This could, potentially, have been overridden by pilots, had they been trained to recognise the problem – but they had not. As a result, two Max 8 737s crashed – one in Indonesia in October 2018, another in Ethiopia in March 2019 – with the loss of a total of 346 lives. ‘Boeing is still paying the price for the damage to their brand. It’s got a fair way before it regains industry trust.’ It later emerged that Boeing had cut corners by updating its now decades-old 737s to the longer, more powerful Max rather than building an entirely new aircraft from scratch, in order to match its chief competitor, the Airbus A320neo. Max variants were grounded worldwide between March 2019 and December 2020 while investigators determined the cause of the fatal disasters. The groundings, lawsuits and compensation, U S Senate investigations subcommittee hearings and cancelled orders kept Boeing’s safety record in the spotlight and have cost the company about $100 billion. Boeing supplied historical safety data for this Explainer but declined an invitation to speak on the record. Bartsch says the 737 Max troubles have been “a classic example of companies trying to cut costs” ahead of safety. “Boeing is still paying the price for the damage to their brand. It’s got a fair way before it regains industry trust.” Boeing was again in the spotlight earlier this year for its 737 Max aircraft when a Max 9 explosively decompressed above Portland, Oregon after it lost a fuselage panel called a “door plug” that, it turned out, had bolts missing in its installation. Although extremely alarming, there were no serious injuries. The hole left after a “door plug” blew out midair on an Alaska Airlines flight in a Boeing 737 over Oregon in the United States in January. Credit: US National Transportation Safety Board, digitally tinted In Australia, CASA has now certified the Max 8 as safe to operate. Virgin, which currently operates eight 737 Max 8 aircraft, requires its pilots to undergo additional training to understand the differences between the new aircraft and previous iterations of the 737. In addition, Boeing has modified the problematic system, called MCAS, so it cannot override a pilot’s ability to control the airplane. “Virgin Australia is one of over 80 airlines operating Boeing 737 Max family aircraft globally,” says Virgin Australia chief operations officer, Stuart Aggs. “More than 1400 of these aircraft are in service around the world, carrying about 700,000 passengers on 5500 flights every day. Over the past 50 years, a journey of continuous improvement has made commercial aviation the world’s safest form of transportation. Virgin Australia retains full confidence in Boeing’s commitment to this journey.” For all the focus on beleaguered Boeing, Airbus has not been without incident: in September, a Rolls-Royce engine on a Cathay Pacific A350 caught fire and failed, forcing the plane to dump fuel then return to Hong Kong. After inspecting its entire fleet of A350 aircraft, Cathay found that 15 had faulty engine parts that needed to be replaced. A preliminary report into the September incident by Hong Kong’s safety body found a fuel hose had torn, according to Aviation Direct. “This led to a fuel leak, which in combination with oxygen and an ignition source (heat) triggered the fire.” Former pilot David Evans in a flight simulator. Credit: USQ/Anna Singleton, digitally tinted So, why do accidents still happen? When the right-side engine failed on Qantas flight 520 out of Sydney just seconds after the “V1′′ point of no return during take-off, the pilots knew they had no choice but to keep going and take off with just one power plant. Says David Evans: “V1 is carefully calculated for every takeoff. The only decision pilots have to make prior to V1 is to either stop or go. After V1 there is no decision, you are committed to go flying. Any attempt to stop after V1 will result in a runway overrun.” The Boeing had been designed for such an eventuality; to take off with just one engine. That did not mean, however, it was routine. Historically, many fatal crashes have occurred at or shortly after take-off, including the disaster in Paris in 2000 that eventually consigned the only supersonic airliner, Concorde, to the history books. ”We spend a fair amount of our career lifetime in simulators, preparing for worst-case scenarios,” says Doug Drury, a former commercial pilot who heads aviation at Central Queensland University. “It’s all about developing these critical skills, thinking, decision-making processes and having good situational awareness.” The Sydney incident was a scenario that pilots regularly simulate in training and their response was by the book, says Mark Cameron, who spoke with them afterwards. “They were saying they really appreciate the training they’d had.” Their take-off, after the engine had failed, was “low and slow” as the plane crept skywards, circled Sydney airport then landed safely. “Within 15 minutes of the landing, we had the data already available where we could actually see exactly how the crew had flown,” says Cameron. “It was really good in terms of how they controlled the aircraft, recognised the issues, the approach back into Sydney. It’s actually a really good news story for our pilots and systems.” Passengers who heard the engine go “bang” were alarmed but nobody was injured. Says David Evans: “An engine failure is horrendous from a passenger’s point of view, and even for the cabin crew, but for the pilots it’s a serious inconvenience more than anything. I don’t want to say it’s not a big deal, but it’s not something they haven’t seen many, many times and practised over and over.” ‘We don’t want the engines to fail. But the reality is, there’s always going to be a failure rate. It’s pretty small across the industry.’ So why did this engine give up the ghost? This model is generally very reliable, manufactured since 1997 by CFM International and used in thousands of Boeing and Airbus planes. CFM describes it as “simple and rugged” with a “dispatch reliability” (the rate at which a specific component is held responsible for aircraft delays, turn-backs, diversions, etc) of 99.96 per cent. Yet nothing is entirely foolproof. CFM engines have failed before, most notably on planes operated by Southwest Airlines in the United States where they shot debris into the fuselage. In 2018, a passenger died after reportedly being sucked out of a window punctured by debris. The US National Transportation Safety Board determined that one of the failed engine’s fan blades had broken off due to fatigue and fractured into fragments. It had likely harboured a tiny crack that had pre-dated a safety inspection, the authority said, “However, the crack was not detected for unknown reasons.” “We don’t want the engines to fail,” says Cameron. “But the reality is, there’s always going to be a failure rate. It’s pretty small across the industry.” He adds: “An engine failure in itself doesn’t mean you’re going to have an accident because you’ve got trained crew, an aircraft that is certified to fly on one engine and numerous other controls in place.” Doug Drury notes: “Airlines don’t survive if they cut corners. Historically, yes, it’s happened, but in this day and age, post-pandemic, that’s the last thing any airline wants, is to get hit with this.” In 2010, David Evans was the supervising check captain on QF32, an Airbus A380, when it suffered an uncontained engine failure moments after take-off from Singapore’s Changi Airport en route to Sydney. “Sometimes a failure will have a cascading effect on other systems and QF32 is a good example of that: where an engine exposure created havoc with everything else,” Evans says. The Australian Transport Safety Bureau later found that an oil pipe in the failed Rolls-Royce engine had been manufactured to improper tolerances and had developed a crack due to fatigue, then it leaked oil that caused a fire, which caused a turbine disc to separate from the drive shaft and destroy the engine. The pilots famously landed the plane safely. “You’ll never get rid of risk,” says Evans. “The only thing you can do is mitigate against risk.” There were 58 uncontained (that is, explosive) engine failures on Western-built aircraft between 1982 and 2008, according to the US authority the Federal Aviation Administration – a scary-sounding number until you do the maths: roughly, around one occurrence per 10 million flights per year, or far less likely than being hit by lightning (one in a million). Some incidents are harder to mitigate than others. Orville Wright was probably the first aviator to hit a bird, in 1905. The most famous bird strike of all was caused by a flock of Canadian geese in 2009, which clogged the engines on an Airbus 320 departing New York and required its captain, Chesley Burnett “Sully” Sullenberger III (later played by Tom Hanks in the movie recreation ) to ditch on the Hudson River. Captain Chesley “Sully” Sullenberger, left, and first officer Jeffrey Skiles go through their pre-flight checks at LaGuardia airport in New York in 2009. Credit: Reuters, digitally tinted Turbulence, particularly where an aircraft drops suddenly in the absence of any obvious “weather” such as storm clouds – dubbed “clear-air turbulence” – regularly sees flight staff, in particular, injured. A Southwest attendant was scalded by hot coffee in March; a United staffer flung into the air with the drinks cart, then back to the floor, described it as “slamming down from a fifth-floor building”. In May, a passenger died of a suspected heart attack, and more than a hundred were injured, when a Singapore Airlines Boeing 777 suddenly fell nearly two kilometres over three minutes over Myanmar during the breakfast service, one passenger telling the BBC it was “just like going down a vertical rollercoaster”. ‘In an aeroplane, you’re getting all sorts of sensations which you can’t rationalise.’ The incident, while extreme, prompted a round of reminders of the benefits of fastening seatbelts, one of the few aspects of flying that passengers can control. For most “aviophobics”, says Corrie Ackland, clinical director of the Sydney Phobia Clinic, the fear “comes down to this idea that they don’t know what’s happening and they don’t know how to fix it – and those things play up for them”. News reporting and TV shows put all manner of aviation incidents in the spotlight. “I’ve seen people and their fear is based around what they see on the telly – nothing to do with flying,” says Evans. He helped set up a “fear of flying” program that now partners with Ackland’s clinic where people sit with a pilot in a flight simulator. “In an aeroplane, you’re getting all sorts of sensations which you can’t rationalise,” Evans says. “And there might have been an incident that you were involved in, turbulence perhaps, and noises like the undercarriage retracting or the flaps extending or retracting, and the amygdala [the fight-or-flight centre of the brain] sets off that charge because you think there’s something afoot or something that’s dangerous. But it’s the normal operation of the aircraft.” A week after landing in Sydney, meanwhile, the Qantas Boeing 737 that suffered engine failure was back in the air. With a new powerplant, VH-VYH shuttled once again from Sydney to Brisbane to Sydney to Melbourne to Brisbane. The damaged engine would be scrutinised to determine what, exactly, had happened, and what remedies might be put in place to minimise the chances of it happening again. Our new Explainer anthology, Why Do People Queue for Brunch? The Explainer Guide To Modern Mysteries is available for pre-order and subscribers are being offered a 25 per cent discount (full price is $32.99) until December 12. See here for details . In bookstores December 3. Credit: Allen & Unwin
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Samsung T7 SSDs Are 50% Off Post Black Friday, Amazon Has Lost Its Mind AgainPLAINS, Ga. (AP) — Newly married and sworn as a Naval officer, Jimmy Carter left his tiny hometown in 1946 hoping to climb the ranks and see the world. Less than a decade later, the death of his father and namesake, a merchant farmer and local politician who went by “Mr. Earl,” prompted the submariner and his wife, Rosalynn, to return to the rural life of Plains, Georgia, they thought they’d escaped. The lieutenant never would be an admiral. Instead, he became commander in chief. Years after his presidency ended in humbling defeat, he would add a Nobel Peace Prize, awarded not for his White House accomplishments but “for his decades of untiring effort to find peaceful solutions to international conflicts, to advance democracy and human rights, and to promote economic and social development.” The life of James Earl Carter Jr., the 39th and longest-lived U.S. president, ended Sunday at the age of 100 where it began: Plains, the town of 600 that fueled his political rise, welcomed him after his fall and sustained him during 40 years of service that redefined what it means to be a former president. With the stubborn confidence of an engineer and an optimism rooted in his Baptist faith, Carter described his motivations in politics and beyond in the same way: an almost missionary zeal to solve problems and improve lives. Carter was raised amid racism, abject poverty and hard rural living — realities that shaped both his deliberate politics and emphasis on human rights. “He always felt a responsibility to help people,” said Jill Stuckey, a longtime friend of Carter's in Plains. “And when he couldn’t make change wherever he was, he decided he had to go higher.” Defying expectations Carter's path, a mix of happenstance and calculation , pitted moral imperatives against political pragmatism; and it defied typical labels of American politics, especially caricatures of one-term presidents as failures. “We shouldn’t judge presidents by how popular they are in their day. That's a very narrow way of assessing them," Carter biographer Jonathan Alter told the Associated Press. “We should judge them by how they changed the country and the world for the better. On that score, Jimmy Carter is not in the first rank of American presidents, but he stands up quite well.” Later in life, Carter conceded that many Americans, even those too young to remember his tenure, judged him ineffective for failing to contain inflation or interest rates, end the energy crisis or quickly bring home American hostages in Iran. He gained admirers instead for his work at The Carter Center — advocating globally for public health, human rights and democracy since 1982 — and the decades he and Rosalynn wore hardhats and swung hammers with Habitat for Humanity. Yet the common view that he was better after the Oval Office than in it annoyed Carter, and his allies relished him living long enough to see historians reassess his presidency. “He doesn’t quite fit in today’s terms” of a left-right, red-blue scoreboard, said U.S. Transportation Secretary Pete Buttigieg, who visited the former president multiple times during his own White House bid. At various points in his political career, Carter labeled himself “progressive” or “conservative” — sometimes both at once. His most ambitious health care bill failed — perhaps one of his biggest legislative disappointments — because it didn’t go far enough to suit liberals. Republicans, especially after his 1980 defeat, cast him as a left-wing cartoon. It would be easiest to classify Carter as a centrist, Buttigieg said, “but there’s also something radical about the depth of his commitment to looking after those who are left out of society and out of the economy.” ‘Country come to town’ Indeed, Carter’s legacy is stitched with complexities, contradictions and evolutions — personal and political. The self-styled peacemaker was a war-trained Naval Academy graduate who promised Democratic challenger Ted Kennedy that he’d “kick his ass.” But he campaigned with a call to treat everyone with “respect and compassion and with love.” Carter vowed to restore America’s virtue after the shame of Vietnam and Watergate, and his technocratic, good-government approach didn't suit Republicans who tagged government itself as the problem. It also sometimes put Carter at odds with fellow Democrats. The result still was a notable legislative record, with wins on the environment, education, and mental health care. He dramatically expanded federally protected lands, began deregulating air travel, railroads and trucking, and he put human rights at the center of U.S. foreign policy. As a fiscal hawk, Carter added a relative pittance to the national debt, unlike successors from both parties. Carter nonetheless struggled to make his achievements resonate with the electorate he charmed in 1976. Quoting Bob Dylan and grinning enthusiastically, he had promised voters he would “never tell a lie.” Once in Washington, though, he led like a joyless engineer, insisting his ideas would become reality and he'd be rewarded politically if only he could convince enough people with facts and logic. This served him well at Camp David, where he brokered peace between Israel’s Menachem Begin and Epypt’s Anwar Sadat, an experience that later sparked the idea of The Carter Center in Atlanta. Carter's tenacity helped the center grow to a global force that monitored elections across five continents, enabled his freelance diplomacy and sent public health experts across the developing world. The center’s wins were personal for Carter, who hoped to outlive the last Guinea worm parasite, and nearly did. As president, though, the approach fell short when he urged consumers beleaguered by energy costs to turn down their thermostats. Or when he tried to be the nation’s cheerleader, beseeching Americans to overcome a collective “crisis of confidence.” Republican Ronald Reagan exploited Carter's lecturing tone with a belittling quip in their lone 1980 debate. “There you go again,” the former Hollywood actor said in response to a wonky answer from the sitting president. “The Great Communicator” outpaced Carter in all but six states. Carter later suggested he “tried to do too much, too soon” and mused that he was incompatible with Washington culture: media figures, lobbyists and Georgetown social elites who looked down on the Georgians and their inner circle as “country come to town.” A ‘leader of conscience’ on race and class Carter carefully navigated divides on race and class on his way to the Oval Office. Born Oct. 1, 1924 , Carter was raised in the mostly Black community of Archery, just outside Plains, by a progressive mother and white supremacist father. Their home had no running water or electricity but the future president still grew up with the relative advantages of a locally prominent, land-owning family in a system of Jim Crow segregation. He wrote of President Franklin Roosevelt’s towering presence and his family’s Democratic Party roots, but his father soured on FDR, and Jimmy Carter never campaigned or governed as a New Deal liberal. He offered himself as a small-town peanut farmer with an understated style, carrying his own luggage, bunking with supporters during his first presidential campaign and always using his nickname. And he began his political career in a whites-only Democratic Party. As private citizens, he and Rosalynn supported integration as early as the 1950s and believed it inevitable. Carter refused to join the White Citizens Council in Plains and spoke out in his Baptist church against denying Black people access to worship services. “This is not my house; this is not your house,” he said in a churchwide meeting, reminding fellow parishioners their sanctuary belonged to God. Yet as the appointed chairman of Sumter County schools he never pushed to desegregate, thinking it impractical after the Supreme Court’s 1954 Brown v. Board decision. And while presidential candidate Carter would hail the 1965 Voting Rights Act, signed by fellow Democrat Lyndon Johnson when Carter was a state senator, there is no record of Carter publicly supporting it at the time. Carter overcame a ballot-stuffing opponent to win his legislative seat, then lost the 1966 governor's race to an arch-segregationist. He won four years later by avoiding explicit mentions of race and campaigning to the right of his rival, who he mocked as “Cufflinks Carl” — the insult of an ascendant politician who never saw himself as part the establishment. Carter’s rural and small-town coalition in 1970 would match any victorious Republican electoral map in 2024. Once elected, though, Carter shocked his white conservative supporters — and landed on the cover of Time magazine — by declaring that “the time for racial discrimination is over.” Before making the jump to Washington, Carter befriended the family of slain civil rights leader Martin Luther King Jr., whom he’d never sought out as he eyed the governor’s office. Carter lamented his foot-dragging on school integration as a “mistake.” But he also met, conspicuously, with Alabama's segregationist Gov. George Wallace to accept his primary rival's endorsement ahead of the 1976 Democratic convention. “He very shrewdly took advantage of his own Southerness,” said Amber Roessner, a University of Tennessee professor and expert on Carter’s campaigns. A coalition of Black voters and white moderate Democrats ultimately made Carter the last Democratic presidential nominee to sweep the Deep South. Then, just as he did in Georgia, he used his power in office to appoint more non-whites than all his predecessors had, combined. He once acknowledged “the secret shame” of white Americans who didn’t fight segregation. But he also told Alter that doing more would have sacrificed his political viability – and thus everything he accomplished in office and after. King's daughter, Bernice King, described Carter as wisely “strategic” in winning higher offices to enact change. “He was a leader of conscience,” she said in an interview. Rosalynn was Carter's closest advisor Rosalynn Carter, who died on Nov. 19 at the age of 96, was identified by both husband and wife as the “more political” of the pair; she sat in on Cabinet meetings and urged him to postpone certain priorities, like pressing the Senate to relinquish control of the Panama Canal. “Let that go until the second term,” she would sometimes say. The president, recalled her former aide Kathy Cade, retorted that he was “going to do what’s right” even if “it might cut short the time I have.” Rosalynn held firm, Cade said: “She’d remind him you have to win to govern.” Carter also was the first president to appoint multiple women as Cabinet officers. Yet by his own telling, his career sprouted from chauvinism in the Carters' early marriage: He did not consult Rosalynn when deciding to move back to Plains in 1953 or before launching his state Senate bid a decade later. Many years later, he called it “inconceivable” that he didn’t confer with the woman he described as his “full partner,” at home, in government and at The Carter Center. “We developed a partnership when we were working in the farm supply business, and it continued when Jimmy got involved in politics,” Rosalynn Carter told AP in 2021. So deep was their trust that when Carter remained tethered to the White House in 1980 as 52 Americans were held hostage in Tehran, it was Rosalynn who campaigned on her husband’s behalf. “I just loved it,” she said, despite the bitterness of defeat. Reevaluating his legacy Fair or not, the label of a disastrous presidency had leading Democrats keep their distance, at least publicly, for many years, but Carter managed to remain relevant, writing books and weighing in on societal challenges. He lamented widening wealth gaps and the influence of money in politics. He voted for democratic socialist Bernie Sanders over Hillary Clinton in 2016, and later declared that America had devolved from fully functioning democracy to “oligarchy.” Yet looking ahead to 2020, with Sanders running again, Carter warned Democrats not to “move to a very liberal program,” lest they help re-elect President Donald Trump. Carter scolded the Republican for his serial lies and threats to democracy, and chided the U.S. establishment for misunderstanding Trump’s populist appeal. He delighted in yearly convocations with Emory University freshmen, often asking them to guess how much he’d raised in his two general election campaigns. “Zero,” he’d gesture with a smile, explaining the public financing system candidates now avoid so they can raise billions. Carter still remained quite practical in partnering with wealthy corporations and foundations to advance Carter Center programs. Carter recognized that economic woes and the Iran crisis doomed his presidency, but offered no apologies for appointing Paul Volcker as the Federal Reserve chairman whose interest rate hikes would not curb inflation until Reagan's presidency. He was proud of getting all the hostages home without starting a shooting war, even though Tehran would not free them until Reagan's Inauguration Day. “Carter didn’t look at it” as a failure, Alter emphasized. “He said, ‘They came home safely.’ And that’s what he wanted.” Well into their 90s, the Carters greeted visitors at Plains’ Maranatha Baptist Church, where he taught Sunday School and where he will have his last funeral before being buried on family property alongside Rosalynn . Carter, who made the congregation’s collection plates in his woodworking shop, still garnered headlines there, calling for women’s rights within religious institutions, many of which, he said, “subjugate” women in church and society. Carter was not one to dwell on regrets. “I am at peace with the accomplishments, regret the unrealized goals and utilize my former political position to enhance everything we do,” he wrote around his 90th birthday. Pilgrimages to Plains The politician who had supposedly hated Washington politics also enjoyed hosting Democratic presidential contenders as public pilgrimages to Plains became advantageous again. Carter sat with Buttigieg for the final time March 1, 2020, hours before the Indiana mayor ended his campaign and endorsed eventual winner Joe Biden. “He asked me how I thought the campaign was going,” Buttigieg said, recalling that Carter flashed his signature grin and nodded along as the young candidate, born a year after Carter left office, “put the best face” on the walloping he endured the day before in South Carolina. Never breaking his smile, the 95-year-old host fired back, “I think you ought to drop out.” “So matter of fact,” Buttigieg said with a laugh. “It was somehow encouraging.” Carter had lived enough, won plenty and lost enough to take the long view. “He talked a lot about coming from nowhere,” Buttigieg said, not just to attain the presidency but to leverage “all of the instruments you have in life” and “make the world more peaceful.” In his farewell address as president, Carter said as much to the country that had embraced and rejected him. “The struggle for human rights overrides all differences of color, nation or language,” he declared. “Those who hunger for freedom, who thirst for human dignity and who suffer for the sake of justice — they are the patriots of this cause.” Carter pledged to remain engaged with and for them as he returned “home to the South where I was born and raised,” home to Plains, where that young lieutenant had indeed become “a fellow citizen of the world.” —- Bill Barrow, based in Atlanta, has covered national politics including multiple presidential campaigns for the AP since 2012.None
Kanye West, who publicly supports Putin and Russia's war in Ukraine, is having a hard time in Moscow as Kremlin officials refuse to authorize his concertLUSAIL, Qatar (AP) — Lando Norris ignored team orders and handed his McLaren teammate Oscar Piastri the sprint race in Qatar on Saturday, while Formula 1 champion Max Verstappen was stripped of the pole position. His penalty elevated George Russell to first on the grid. Javascript is required for you to be able to read premium content. Please enable it in your browser settings. Get updates and player profiles ahead of Friday's high school games, plus a recap Saturday with stories, photos, video Frequency: Seasonal Twice a week
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Windward Capital Management Co. CA raised its holdings in shares of Alphabet Inc. ( NASDAQ:GOOGL – Free Report ) by 1.7% during the 3rd quarter, according to the company in its most recent Form 13F filing with the Securities & Exchange Commission. The fund owned 302,745 shares of the information services provider’s stock after purchasing an additional 5,121 shares during the quarter. Alphabet makes up approximately 3.8% of Windward Capital Management Co. CA’s portfolio, making the stock its 6th largest holding. Windward Capital Management Co. CA’s holdings in Alphabet were worth $50,210,000 at the end of the most recent quarter. A number of other institutional investors and hedge funds have also recently added to or reduced their stakes in the business. Christopher J. Hasenberg Inc raised its stake in shares of Alphabet by 75.0% during the 2nd quarter. Christopher J. Hasenberg Inc now owns 140 shares of the information services provider’s stock valued at $26,000 after purchasing an additional 60 shares during the period. Kings Path Partners LLC purchased a new position in Alphabet during the 2nd quarter valued at about $36,000. Denver PWM LLC bought a new stake in shares of Alphabet during the second quarter valued at about $41,000. Quarry LP purchased a new stake in shares of Alphabet in the second quarter worth about $53,000. Finally, Summit Securities Group LLC bought a new position in shares of Alphabet in the second quarter valued at approximately $55,000. Institutional investors own 40.03% of the company’s stock. Alphabet Trading Down 1.7 % Shares of NASDAQ GOOGL opened at $164.76 on Friday. The firm’s 50 day moving average price is $167.64 and its 200-day moving average price is $170.36. Alphabet Inc. has a 52-week low of $127.90 and a 52-week high of $191.75. The company has a debt-to-equity ratio of 0.04, a quick ratio of 1.95 and a current ratio of 1.95. The company has a market cap of $2.02 trillion, a PE ratio of 21.85, a P/E/G ratio of 1.27 and a beta of 1.03. Alphabet Dividend Announcement The firm also recently announced a quarterly dividend, which will be paid on Monday, December 16th. Shareholders of record on Monday, December 9th will be given a $0.20 dividend. This represents a $0.80 dividend on an annualized basis and a yield of 0.49%. The ex-dividend date is Monday, December 9th. Alphabet’s dividend payout ratio (DPR) is 10.61%. Wall Street Analysts Forecast Growth A number of analysts recently weighed in on the stock. Cantor Fitzgerald reaffirmed a “neutral” rating and set a $190.00 target price on shares of Alphabet in a report on Wednesday, October 30th. Bank of America increased their price objective on Alphabet from $206.00 to $210.00 and gave the stock a “buy” rating in a research report on Wednesday, October 30th. BMO Capital Markets restated an “outperform” rating and set a $217.00 target price (up from $215.00) on shares of Alphabet in a research report on Wednesday, October 30th. The Goldman Sachs Group lowered their price target on Alphabet from $217.00 to $208.00 and set a “buy” rating on the stock in a report on Monday, October 14th. Finally, Needham & Company LLC reissued a “buy” rating and set a $210.00 price objective on shares of Alphabet in a report on Wednesday, October 30th. Seven research analysts have rated the stock with a hold rating, thirty-one have assigned a buy rating and five have assigned a strong buy rating to the stock. According to MarketBeat, Alphabet presently has a consensus rating of “Moderate Buy” and an average target price of $205.90. Get Our Latest Research Report on GOOGL Insider Buying and Selling at Alphabet In related news, CAO Amie Thuener O’toole sold 682 shares of the company’s stock in a transaction on Tuesday, September 3rd. The stock was sold at an average price of $160.44, for a total transaction of $109,420.08. Following the completion of the sale, the chief accounting officer now owns 32,017 shares in the company, valued at approximately $5,136,807.48. This represents a 2.09 % decrease in their ownership of the stock. The transaction was disclosed in a legal filing with the Securities & Exchange Commission, which can be accessed through the SEC website . Also, Director Kavitark Ram Shriram sold 10,500 shares of the firm’s stock in a transaction dated Wednesday, October 30th. The stock was sold at an average price of $180.78, for a total value of $1,898,190.00. Following the completion of the transaction, the director now directly owns 330,466 shares in the company, valued at $59,741,643.48. The trade was a 3.08 % decrease in their ownership of the stock. The disclosure for this sale can be found here . In the last 90 days, insiders have sold 206,795 shares of company stock worth $34,673,866. Company insiders own 11.55% of the company’s stock. Alphabet Profile ( Free Report ) Alphabet Inc offers various products and platforms in the United States, Europe, the Middle East, Africa, the Asia-Pacific, Canada, and Latin America. It operates through Google Services, Google Cloud, and Other Bets segments. The Google Services segment provides products and services, including ads, Android, Chrome, devices, Gmail, Google Drive, Google Maps, Google Photos, Google Play, Search, and YouTube. Further Reading Five stocks we like better than Alphabet How to Calculate Return on Investment (ROI) Tesla Investors Continue to Profit From the Trump Trade Overbought Stocks Explained: Should You Trade Them? MicroStrategy’s Stock Dip vs. Coinbase’s Potential Rally What Does a Stock Split Mean? Netflix Ventures Into Live Sports, Driving Stock Momentum Want to see what other hedge funds are holding GOOGL? Visit HoldingsChannel.com to get the latest 13F filings and insider trades for Alphabet Inc. ( NASDAQ:GOOGL – Free Report ). Receive News & Ratings for Alphabet Daily - Enter your email address below to receive a concise daily summary of the latest news and analysts' ratings for Alphabet and related companies with MarketBeat.com's FREE daily email newsletter .