Stealthy BLOODALCHEMY Malware Targeting ASEAN Government Networks

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  1 octobre 2018 | International, Aérospatial

  US military posture in Asia could change if China declares another Air Defense Identification Zone

  By: Kyle Rempfer If China goes forward with plans to establish another Air Defense Identification Zone in the region, the U.S. could be forced to change its military posture in Asia, a senior national security official said this week. “We oppose China's establishment of an ADIZ in other areas, including the South China Sea,” Evan Medeiros, the senior director for Asian affairs at the National Security Council, said in an interview with Japan Times. “We have been very clear with the Chinese that we would see that [setting of another ADIZ] as a provocative and destabilizing development that would result in changes in our presence and military posture in the region." An ADIZ is airspace over land or water in which the identification, location and control of aircraft is jointly performed by civilian air traffic control and military authorities in the interest of a country's national security. China set up one ADIZ over the East China Sea in 2013, which many viewed as an attempt to try and bolster its claims over disputed territories, like the uninhabited Senkaku islands. China began to elevate its claims to the Japan-controlled Senkaku Islands in the 1970s after studies indicated there may be vast oil reserves in the surrounding sea bed, according to Japan Times. The United States is obligated to defend aggression against territories under Japanese administration under Article 5 of the U.S.-Japan Treaty of Mutual Cooperation and Security. Defense Secretary James Mattis reaffirmed in 2017 that the defense obligation extends to the Senkakus. “I made clear that our longstanding policy on the Senkaku Islands stands,” Mattis said, according to a Pentagon transcript. “The United States will continue to recognize Japanese administration of the islands.” U.S. officials have also criticized China for setting up an ADIZ that overlaps with similar zones operated by Japan, South Korea and Taiwan without prior consultation. The Chinese have labeled recent missions by nuclear-capable U.S. Air Force B-52 bombers over the South China Sea as “provocative." Two separate B-52s also flew over the East China Sea this week. The Pentagon called all of these flights routine. “If it was 20 years ago and had they not militarized those features there, it would have been just another bomber on its way to [Naval Support Facility] Diego Garcia or wherever,” Mattis told the press, according to a Pentagon transcript. “So there's nothing out of the ordinary about it." China has also been accused of militarizing the South China Sea — which includes important shipping routes, fisheries and hydrocarbons. The Chinese military has built islands on existing reefs and placed airstrips, radars, missiles and other military equipment on them. Multiple other countries in the region, to include Vietnam and the Philippines, claim portions of the South China Sea as well. https://www.airforcetimes.com/news/2018/09/28/us-military-posture-in-asia-could-change-if-china-declares-another-air-defense-identification-zone

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  23 mars 2020 | International, Aérospatial

  Editorial: Why Coronavirus Cannot Kill Aviation

  Not long ago, the biggest concern facing commercial aviation was whether Airbus and Boeing could produce enough aircraft to keep up with demand. Industry leaders fretted about how quickly they could ramp up production and whether the supply chain could keep pace. Some airlines were equally bullish, with American Airlines CEO Doug Parker proclaiming: “I don't think we're ever going to lose money again.” After a run of unparalleled and seemingly unstoppable prosperity, aviation and aerospace have flown into a perfect storm. The temporary shutdown of Boeing's 737 MAX production line has waylaid aerospace suppliers. But that pales in comparison to the impact of the coronavirus pandemic, which first crippled a crucial growth engine, China, and is now decimating air transport markets around the world. Each day brings a new round of fleet groundings, layoffs and order deferrals or cancellations, which in the coming months will rip through the manufacturing industry like a tornado. A new forecast from Europe projects Airbus will be forced to cut planned production nearly in half in 2021 and may not fully recover before 2027. Boeing is calling on the U.S. government to provide at least $60 billion in aid to aerospace manufacturers, U.S. airlines want another $58 billion, airports $10 billion and the maintenance, repair and overhaul industry $11 billion. It would not be hyperbole to call this the greatest crisis civil aviation has faced since the dawn of the commercial jet age more than six decades ago. But amid such panic, we need to take a deep breath and remember that this industry has survived many big challenges: oil price spikes; the Sept. 11, 2001, terrorist attacks; the Severe Acute Respiratory Syndrome; and the 2008-09 global financial meltdown. Each time commercial aviation has recovered and grown stronger, resuming its long-held trend of outpacing global economic growth. In one way, the disruption to our lives and businesses caused by the travel restrictions imposed to control the spread of COVID-19 illustrates the degree to which the world has come to rely on air transportation, from enabling commerce to connecting families. This is a crisis on an unprecedented scale for aviation, and there are airlines and businesses that certainly will not survive. But the extent of the disruption gives hope that demand for air transportation will return unabated once the restrictions are lifted. It is vital for governments, lawmakers and industry leaders to recognize that aviation will need help getting through such destructive upheaval. But in some cases, the optics will invite legitimate criticism. For example, Boeing has returned nearly $50 billion to its shareholders over the past five years while investing far less. Now it wants taxpayers to cough up tens of billions for a bailout? U.S. airlines are no better: They have sent 96% of free cash flow to shareholders over the last five years. And what about those airlines in Europe that should have been allowed to die long ago? Will they use this crisis as leverage for yet another government rescue? Clearly, there are lessons to be learned from the crisis, and a return to business as usual will not suffice. But in the near term, this is not about partisan politics or competitive advantage. It is about helping a vital industry survive this calamity. Commercial aviation is a connective tissue that underpins global commerce, drives prosperity and supports many millions of jobs. Allowing it to wither is not a realistic option. The coming days will be dark, but rest assured the industry will recover and once again prosper. https://aviationweek.com/aerospace/editorial-why-coronavirus-cannot-kill-aviation

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  31 janvier 2024 | International, Terrestre

  OCCAR-EA to sign off on night vision goggles for Germany and Belgium

  A second amendment has been signed to a night vision goggle contract for up to 3,500 new pairs.