В КСИР выступили с жестким обращением к США и Израилю22:46
Утро жителей Харькова началось со взрывов08:46
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Smetters, whose model is widely used in Washington D.C. to analyze the fiscal and macroeconomic effects of federal policy, has Beltway policy chops including a stint as an economist at the Congressional Budget Office and Deputy Assistant Secretary for Economic Policy at the U.S. Treasury. He has advised Congress on dynamic scoring, and consults with policymakers from both parties on major tax and spending legislation. Smetters has described PWBM as a “sandbox” for legislators to workshop economic policy ideas.
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Sitting on the plane in Santiago listening to the safety instructions, I imagined how they might sound if they were more like the stories and flight-accident reports I’d been reading: “Should a passenger hit the ceiling twice, do a flip in the air, and land on his stomach . . . Should a service cart topple onto a flight attendant and fracture her ankles . . . Should people start screaming and calling to Jesus . . .” In the U.S., turbulence causes more than a third of all accidents on commercial flights, the National Transportation Safety Board found. Those accidents tend to hurt people in predictable ways. Passengers usually get injured near the back of the plane, for instance, often as they are walking to the lavatory, sitting inside it, or waiting in line. But the total number of injuries is hard to determine. One major airline estimated that it receives two hundred turbulence-related injury claims a year, but the N.T.S.B. doesn’t keep track of “minor injuries”—including those which require a hospital stay of less than forty-eight hours. “These things happen all the time, but because they don’t cause death or serious injury they’re swept under the rug,” an N.T.S.B. senior meteorologist and investigator told me. “We only have about a hundred aviation investigators for fourteen hundred accidents a year.”
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