Sabbin kararraki da aka shigar kan kamfanin Boeing a hatsarin jirgin saman Habasha na Habasha mai lamba 302

An sake shigar da kara kararraki na kuskure a cikin hatsarin jirgin Boeing 737-8 MAX, wanda ake aiki da shi a matsayin jirgin Habasha na Flight 302, a Chicago, IL, a cikin mutuwar Virginia Chimenti, wanda ya fito daga Rome, Italia, da Ghislaine De Claremont, daga Wallonia, Belgium. Chimenti da De Claremont na daga cikin mutane 157 da suka mutu a hatsarin jirgin 10 ga Maris, 2019 ET302 a Addis Ababa, Habasha.

An shigar da karar a Kotun Lardin Amurka na Gundumar Arewacin Illinois ta kamfanin lauya na New York Kreindler & Kreindler LLP, tare da masu ba da shawara na Chicago na Power Rogers & Smith LLP, Fabrizio Arossa na Freshfields Bruckhaus Deringer LLP a Rome (a madadin dangin Virginia Chimenti), da Jean-Michel Fobe na Sybarius Avocats, Brussels, Belgium (a madadin dangin Ghislaine De Claremont). Wadanda ake tuhumar a shari’ar su ne kamfanin Boeing na Chicago da Rosemount Aerospace, Inc. na Minnesota.

An gabatar da kararraki biyu a ranar 2 ga Mayu a madadin dangin Carlo Spini da matarsa ​​Gabriella Viciani, na Lardin Arezzo na Italiya, likita da nas wadanda ke kan hanyarsu ta zuwa aikin jin kai a Kenya.

Chimenti ta sadaukar da rayuwarta wajen yaki da yunwa a duniya, kuma tana da shekaru 26, ta kasance mai ba da shawara ga shirin samar da abinci na Majalisar Dinkin Duniya (WFP). Yayin da take karatun digirinta na farko a Jami’ar Bocconi da ke Milan, ta fara aiki da wata kungiya mai zaman kanta a birnin Nairobin Kenya da ke kare yara marasa galihu da ke zaune a unguwannin Dandora. Ta yi karatun digiri na biyu a Makarantar Gabas da Nazarin Afirka da ke Landan, ta kuma fara aiki a Asusun Raya Hannu na Majalisar Dinkin Duniya da Asusun Bunkasa Aikin Noma, inda ta jagoranci aikinta wajen sauqaqa samfura masu ɗorewa a cikin wargajewar talauci da yunwa. Ta rasu ta bar iyayenta da ‘yar uwarta.

Ghislaine De Claremont ma'aikaciyar banki ce ta ING Bank a Wallonia, Belgium. Iyaye daya tilo da ta haifi 'ya'ya mata guda biyu, daya daga cikinsu ta zama gurgu bayan da ita, 'yar uwarta da mahaifiyarta ta kama su a wani harbin da aka yi tsakanin 'yan sanda da masu aikata muggan laifuka a shekarar 1995, inda suka buge Melissa Mairesse, karamar 'yar, a cikin tsakiyar kashin bayanta tana da shekara 10. Melissa ta kasance a daure a keken hannu kuma Ghislaine De Claremont ta kula da kuma bayar da shawarwarin bukatun 'yarta na musamman. Melissa, da 'yar uwarta, Jessica Mairesse, sun shirya balaguron safari na Afirka a matsayin kyauta na cika shekaru 60 ga mahaifiyarsu mai sadaukarwa. De Claremont na cikin wannan tafiya lokacin da aka kashe ta a cikin jirgin ET302.

Justin Green, abokin aikin Kreindler & Kreindler LLP kuma matukin jirgin da ya horar da sojoji, ya ce, "Boeing ya shaidawa Hukumar Kula da Jiragen Sama ta Tarayya (FAA) cewa Boeing 737-8 MAX's Maneuvering Characteristics Augmentation System (MCAS) ba zai iya haifar da bala'i ba idan ya faru. rashin aiki kuma FAA ta ƙyale Boeing ya sake duba amincin tsarin tare da ƙaramin ko babu kulawar FAA. Amma MCAS wani mummunan lahani ne wanda ya riga ya haifar da bala'o'in jiragen sama guda biyu. Boeing ya tsara MCAS ɗinsa don tura hancin jirgin kai tsaye zuwa ƙasa bisa bayanan da aka bayar ta kwana ɗaya na firikwensin harin. Boeing ya kera MCAS don kada yayi la'akari da ko kusurwar bayanan harin daidai ne ko ma a bayyane kuma bai yi la'akari da ko tsayin jirgin yana sama da ƙasa ba. Boeing ya tsara tsarin ne ta yadda zai rinka tura hanci akai-akai kuma zai yi yaki da kokarin matukan jirgin da ke kokarin ceto jirgin. Tsarin MCAS na Boeing ya ba da izinin gazawar kwana ɗaya na firikwensin hari don haifar da bala'o'in jiragen sama guda biyu kuma shine mafi munin ƙira a tarihin zirga-zirgar jiragen sama na kasuwanci na zamani."

"Muna neman diyyar lada saboda manufofin jama'a masu karfi a jihar Illinois na goyon bayan rike Boeing da gangan saboda halin ganganci da sakaci, musamman kin amincewarsa, har ma a yau, don amincewa da cewa jirgin Boeing 737-8 MAX yana da wata matsala ta tsaro koda jirgin yana da tushe kuma ana tilasta Boeing a karshe ya magance matsalar da ta haifar da bala'i biyu na jirgin sama a cikin gajeren rayuwar jirgin, "in ji Todd Smith, abokin tarayya a Power Rogers & Smith LLP

Korafin da aka gabatar yau a madadin dangin wadanda abin ya shafa ya takaita ikirarinsu, a wani bangare, kamar haka:

“Kamfanin na Boeing ya kasa yin bayani yadda ya kamata ga matukansa na gwaji game da mahimman bayanai game da MCAS (Maneuvering Characteristics Augmentation System), gami da ikon da take da shi na hanzarta saukar da hancin Boeing 737-8 MAX, kuma, a kan haka ne matukan jirgin ba su yi cikakken tsaro ba sake duba tsarin. "

“Boeing ya sayar da Boeing 737-8 MAX ga kamfanonin jiragen sama duk da cewa ya san cewa wani fasalin tsaro, wanda aka sani da kusurwar kai hare-hare bai yarda da haske ba, an tsara shi ne don sanar da matukan jirgin nan da nan cewa daya daga cikin kusurwar hangen jirgin sama ya gaza, ba ya aiki a cikin jirgin . ”

“Kamfanin na Boeing ya sanya bukatunsa na kudi a gaba kan lafiyar fasinjoji da ma’aikatan jirgin lokacin da ya yi hanzarin tsarawa, kerawa da kuma bayar da takardar shaidar Boeing 737-8 MAX, da kuma lokacin da ta yi wa jama’a bayanin, FAA, da abokan cinikin Boeing cewa jirgin ya kasance amintacce don tashi, wanda Boeing ya ci gaba da gigicewa har bayan faduwar ET302. "

“A matsayin sabon fasali, zane da aiki na MCAS an buƙaci a duba su kuma FAA ta amince da su, amma ba a kammala nazarin MCAS mai ma’ana ba yayin ayyukan ƙa’idodi waɗanda suka gabaci takaddar Boeing 737-8 MAX kuma ba an kammala koda bayan faduwar jirgin [Lion Air Flight] 610. ”

Anthony Tarricone, wanda shi ma abokin hadin gwiwa ne na kamfanin Kreindler, ya ce, “Batun zai mayar da hankali ne, a wani bangare, kan alakar da ke tsakanin Hukumar Kula da Sufurin Jiragen Sama ta Tarayya (FAA) da Boeing, wanda ke baiwa injiniyoyin Boeing damar yin aiki a matsayin wadanda aka kebe a FAA masu kula da lafiya a lokacin. tsarin ba da takardar shaida. Cewa 737-8 MAX an ba da shaida a matsayin mai aminci ba tare da MCAS ba da kuma yanayin gazawarsa da aka fuskanci gwaji mai tsanani da bincike ya nuna cewa FAA ta kama masana'antar da ya kamata ta tsara. Haɗin gwiwar masana'antu ya mai da hankali kan haɓaka ribar kamfanoni akan amincin fasinja baya haɓaka takaddun takaddun jiragen sama masu aminci."