The Globe as you know it is changing.
Coming June 2019

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  • Independent, free and member-supported
  • Vote for, pitch and commission stories
  • Member engagement with our journalists

To understand more about why you are so important to our member-supported initiative, we encourage you to read the following from our managing editor ~ Read more

The Globe as you know it is changing.

Since 2007, Southeast Asia Globe has been a space for some of the region’s best writers and photographers to take our readers behind the headlines into the stories that shape people’s lives. Every month, you could expect to pick up our latest print edition and find high-quality journalism, analysis and artwork waiting on every page. And since 2007, we’ve fought to uphold our promise of quality and independence to you, our readers.

But, like we said, the world is changing. Print publications just aren’t reaching the audiences they need to fulfil their promise of informing, educating and entertaining the public. Advertisers continue to invest in digital platforms while printing costs creep ever higher. Print may not be dead, but it’s fighting for its life. And we’re tired of waiting by a sickbed for its condition to improve. We want to be present at the birth of something new.

That’s why Southeast Asia Globe is relaunching as a member-driven platform featuring daily long-form features combining world-class journalism with enthralling art design and data-centered tech. Through our core pillars – Power, Money, Life and Earth – we are focusing in on the central issues that our readers have always engaged with most, with the same in-depth coverage of politics, business, social affairs and the environment that you’ve come to expect since 2007.

But leaving print behind us doesn’t just save our backs from lugging stacks of magazines across Southeast Asia. It opens up a global readership who don’t just want to read the news, but have a say in the stories that we tell and the way that we tell them. We’re not asking you to take out another magazine subscription – our stories are open to all. What we’re offering our members is a space where they can pitch and vote on the stories that they think deserve to be told. We want to inspire an engaged and active community of members who vote for, comment on and contribute to the stories that matter most to them. We want to work with our members to curate the way they engage with the news – not just as readers, but as an active extension of our editorial team.

That’s how we’re changing to bring you great stories. Here’s how we’re not.

We’re independent. Always have been, always will be. We’re not owned by any corporation or aligned with any state. We choose the stories that we tell, and the way that we tell them.

We’re creative. We’re not interested in churning out breaking news stories on the hour, every hour. We believe that the best stories are the ones that come alive on the page, digging deeper into the issues that shape Southeast Asia – and bringing you along for the ride. From our dedicated designers to our new software development team, our commitment is to constantly challenge ourselves to find new ways of reaching out to our readers.

We’re open. Challenging governments, NGOs and businesses to be transparent with the public means nothing if we keep our own readers in the dark. That’s why we will be completely open about why we tell the stories that we tell – and how we pay for them. Work with us to build something that endures where many media fail, and decide with us exactly where that money is going.

Above all, we’re optimistic. And yeah, we know what you’re thinking. Faced with impending climate collapse, the rise of right-wing authoritarian governments across the world, widening wealth and income inequality and deepening divisions rooted in race or gender or creed, it’s hard not to open the papers and feel the weight of the world pressing down. But we wouldn’t be doing this if we didn’t believe that when people work together, they can make their little corner of the world a more just, open and equal place.

And that’s why we can’t do this without you. We believe that across the globe is a community of people who care deeply about social justice, environmental action and press freedom – and who will join in to help make those ideals a reality. We’re not just holding our hand out – we need your voice to play a vital role in building Southeast Asia Globe into a leading space for progressive causes in the region. Tell us what stories the mainstream media is missing. Share with us the causes that matter most to you, and how we can champion those causes not just across Southeast Asia, but the world.

Our vision is clear. By 2025, we want to be recognised for building a great space for outstanding journalists from across the region to explore new ways of telling Southeast Asia’s most vital stories. Let’s bring together a community of engaged and loyal members who want to help reshape the media rather than just read it. And we want to reach a point where our readers, not advertisers, are the ones working to support our shared vision of an inclusive media.

We can’t do this without you. Let’s get together and build something that we all believe in.

If you’re interested in joining us, sign up to our newsletter, like us on Facebook, follow us on Twitter. And watch this space.

Ethiopia crash / Boeing faces serious consequences after second fatal incident

By: Luc Olinga / Agence France-Presse - Posted on: March 13, 2019 | Current Affairs

Three Southeast Asian nations have joined the wave of countries banning or grounding the Boeing 737 Max 8 after the fatal crash of an Ethiopia Airlines flight. Here, a breakdown of the consequences facing the US aviation giant

Two Boeing 737 Max 8s have crashed in the last six months, resulting in the deaths of 346 people Photo:  Stringer / AFP

American aviation giant Boeing predicted in January that 2019 would be a record year for aircraft profits and deliveries thanks to the 737 MAX, an update of its best-selling model.

But now, less than two months later, the manufacturer is going through one of the most serious crises in its history because of two crashes involving one version: the 737 MAX 8.

A growing number of airlines and countries, including Indonesia, Malaysia and Singapore, have banned or grounded the plane after Sunday’s deadly crash of an Ethiopian Airlines flight killed 157 people, which came after a fatal accident in October of a Lion Air MAX 8 that claimed 189 lives.

What is the 737 MAX?

The 737 MAX, which debuted in May 2017, is Boeing’s response to the Airbus A320 NEO, which allowed the European manufacturer to surpass Boeing in the medium-haul market.

It has four variants – MAX 7, 8, 9 and 10 – distinguished by the number of passengers they can carry.

The MAX 8 costs $121.6m at list price and last year made up a third of Boeing’s profits.

By the end of January, 4,661 of the planes had been ordered, representing approximately 80% of the company’s orders.

The manufacturer produces 52 of the planes each month, and planned to increase that monthly pace to 57 this year, key to the goal of delivering 895 to 905 aircraft this year, which would be a record.

The model “is perhaps the most important programme for Boeing and its suppliers,” Canaccord analyst Ken Herbert said.

What changed after the crash?

The Ethiopia Airlines accident has led to the grounding of the majority of the 350 MAX 8s in service, with some countries even banning the plane from their airspace, regardless of where the flight originated.

The US continues to allow the plane to fly, but regulators have asked Boeing to modify the flight controls, including the stall prevention system called “MCAS.”

What about orders?

For the moment, no airlines have officially cancelled any orders for the MAX, but press reports indicate Lion Air is looking to replace its MAX 8 with Airbus.

“All Boeing can do now is devote all its resources to cooperating with the investigators, and… continue to work with customers on any outstanding issues related to MAX performance,” said Richard Aboulafia of the Teal Group.

A man carries a piece of debris on his head at the crash site of a Nairobi-bound Ethiopian Airlines flight near Bishoftu, a town some 60km southeast of Addis Ababa, Ethiopia, on 10 March, 2019 Photo: Michael Tewelde / AFP

What is the financial impact?

Boeing shares lost more than 11% since the accident, causing nearly $27 billion of market capitalisation to go up in smoke. It is difficult to estimate the financial impact, but the analysts are looking at different scenarios.

If the Ethiopian Airlines and Lion Air accidents were found to have the same cause, the economic consequences would be minimal since Boeing would just have to roll out the updates to the flight control software and the flight manual already underway.

That would amount to less than $1 billion because the cost of the changes would be about $2m per device, Canaccord analyst Herbert estimates.

Boeing is aiming for a cash flow of about $15 billion this year.

But if investigators find a different cause, Aboulafia said the cost would be much greater, since it is likely to oblige the aircraft to be grounded for an extended period, and would involve repairs and major compensation, forcing airlines to find alternative aircraft to fly their routes.

That scenario also would undermine Boeing’s goal of producing 57 aircraft a month by June.

What about Boeing’s reputation?

This crisis tarnishes the image of Boeing, which celebrated its centenary in 2016, as the accidents raise doubts in the general public about the safety of its airplanes, Herbert said.

The company, which also manufactures fighter jets, tankers, aerospace equipment and Air Force One, the plane that carries the President of the United States, is an American industrial flagship.

What happens to suppliers?

In addition to Boeing and its 150,000 employees, many direct and indirect suppliers to the 737 MAX are likely to be affected by the crisis, especially if orders are cancelled.

They include General Electric (GE) and Safran, whose joint venture CFM manufactures the LEAP engine on the aircraft, US companies United Technologies (sensors) and Spirit AeroSystems (fuselage, cockpit).