April 23, 2024

Europe Steers Into a Zone of Uncertainty

Economists and financial analysts point to a series of land mines that lie ahead.

Growth is slowing, even in Germany, where exports are down and imports are stagnant. A team of experts stalked out of Greece last week to force Athens to live up to its debt-cutting promises as its bills continue to mount. The Italian government is applying fiscal Band-Aids to its deficit instead of surgery, while there is new budgetary pressure on Rome and Madrid, considered too big to bail out.

On Thursday, the Organization for Economic Cooperation and Development provided only the latest gloomy assessment of the prospects for a new recession and a European banking crisis. “The sovereign debt crisis in the euro area could intensify again,” the group said, urging the recapitalization of some European banks and better financial management in the 17-nation euro zone.

And the German finance minister, Wolfgang Schäuble, scolded Athens, warning that European aid would be provided only “if Greece actually does what it agreed to do.”

“The situation is extremely grave,” said Julian Callow, chief European economist for Barclays Capital. “Despite a sharp slowdown in economic activity, especially on the export side, you still have to push governments with large deficits to cut them to levels that are sustainable. That’s the key challenge, and the economic environment is much less favorable now for fiscal consolidation in the euro zone. And the Greek situation is like a ticking bomb.”

But Europe works in incremental steps, driven by crisis and the domestic politics of its nations. Any sweeping solution to the problems of the euro — like an “economic government,” or a pan-European Treasury or Finance Ministry, or collective “euro bonds” — is many months, if not years, away.

Still, most experts agree that Europe’s crisis will persist until it adopts a far tighter fiscal and monetary union, expels weaker economies or divides into two, with different currencies.

“You either go forward to more European economic governance or backward,” said Edwin M. Truman of the Peterson Institute for International Economics. “And if you go backward, you go backward pretty far, to the fragmentation of Europe.”

Mr. Callow said that the mood among European central bankers and German officials, too, was “centralize or die.”

For now, Europe is working on ratifying the changes made to its economic system at a meeting on July 21. To go into effect, even those limited changes must be approved by all euro-zone countries and their parliaments, which may take until mid-October, further unnerving markets.

The hope among experts and economists is that the changes, if carried out with skill, may allow Europe to further isolate Greece and its unsustainable debts from other countries, reducing the risk of contagion and buying time for other countries to fix their budgets and work on how to better centralize control of fiscal policy. Though abstract on the surface, the changes will provide more flexibility to bail out or further restructure Greek debt, to aid Italy and Spain with their bond sales and even to recapitalize some European banks, weakened by their exposure to sovereign debt in the form of Greek, Portuguese, Spanish and Italian bonds.

Changes in the European Financial Stability Facility, which will be expanded to $610 billion of collective financing from the 17 euro-zone states, should also allow it to act as a kind of bank. That would help relieve the European Central Bank from its current role as the buyer of last resort for Italian and Spanish bonds, a decision it reluctantly made to keep down the borrowing costs of those governments and prevent Greece’s problems from infecting the rest of Europe.

The facility itself is already a form of stealth euro bond, in that its obligations are shared by all euro-zone members.

Article source: http://www.nytimes.com/2011/09/09/world/europe/09europe.html?partner=rss&emc=rss

Scrutiny Lags as Jetliners Show the Effects of Age

They thought they had solved the problems.

But the five-foot hole in the roof of a Southwest Airlines 737 this month and other recent incidents indicated that they had not. In fact, a stream of safety directives from the Federal Aviation Administration in the years since the Aloha incident shows that structural cracks from metal fatigue remain a persistent problem on older planes.

Chillingly, the agency said in one directive that the discovery of some of the most serious damage had been “a purely random occurrence.”

Safety experts say that the industry and regulators rely far too much on a patchwork of rules that are largely reactive: each time a problem in one part of the plane is found, inspectors add that area to their checklists. Late last year, the F.A.A. itself acknowledged the seriousness of the issue when, for the first time, it issued a rule to set flying limits for aging aircraft. “The potential for catastrophic structural failure,” it said, “is very significant.”

Even so, the F.A.A. took more than four years to write the rule, as airlines objected that it would reduce the value of their planes and force them to ground some they thought could still fly. In response, the F.A.A. toned down the rule, extending a deadline for plane makers to come up with the lifetime limits.

John J. Goglia, a former member of the National Transportation Safety Board, which investigates accidents, says the F.A.A. needs to do more than wait for the industry to set plane-retirement deadlines and rely on the airlines to do piecemeal inspections. The Southwest incident showed, he said, that the agency should order thorough inspections of a couple of the older and most heavily used 737s, using the latest technologies, to determine where cracks might develop.

Right now, he said, “it looks like you’re putting Band-Aids on the airplane.”

Referring to both the Southwest incident and an earlier one in 2009, in which an 18-inch hole appeared in another Southwest 737, he said, “Here’s a case where we have a small hole, a big hole and if we’re not going to do something serious about the entire airplane, we’re going to end up with a smoking hole.”

F.A.A. and industry officials say they are reviewing their policies on aging planes. But they note that fatigue problems have not caused any deaths on jetliners since the Aloha accident, even with millions of flights a year in the United States.

J. Randolph Babbitt, the head of the F.A.A., and Boeing officials said last week that it was too early to conclude that the latest Southwest incident stemmed from metal fatigue. He said investigators were also examining Boeing’s manufacturing processes and other possible causes.

But whatever the outcome of the investigation, the older 737s have provided an early warning about the kinds of fatigue damage that other planes could eventually face. They have been sold since 1968, although the Southwest planes that have had problems are part of the series that was redesigned after Aloha, built from 1993 to 2000.

The 737 has been an industry workhorse because it is economical for both short and long trips. These planes tend to accumulate the highest number of flights. And given the weak financial state of the industry, some airlines have held on to them longer.

But engineers have long known that metal fatigue can develop as a plane’s cabin is pressurized then depressurized over tens of thousands of takeoffs and landings. Crucial parts of the fuselage can develop cracks, much like a paper clip that snaps after being bent back and forth. It is when many small cracks link up that they pose a danger.

The Aloha plane had flown nearly 90,000 flights. Boeing had pleaded with the carrier to ground its most-used planes and fix corrosion problems. Federal investigators faulted Aloha’s poor maintenance practices for the accident.

Nicola Clark contributed reporting.

Article source: http://feeds.nytimes.com/click.phdo?i=e52a68a60053cd1c07a545872072a26a