Steven Wallace:

We haven’t had a mid-air collision with a U.S. airliner since 1978

Simone Del Rosario:

The American Airlines collision with a military helicopter at Reagan National Airport is unprecedented in the modern era of flying.

It’s been nearly 50 years since a mid-air collision with a U.S. airliner. It’s been almost 16 years since a U.S. airliner crashed, killing everyone on board.

Sean Duffy:

What I’ve seen so far, do I think this was preventable? Absolutely.

Simone Del Rosario:

On Wednesday night, a regional American Airlines flight landing in DC from Wichita, Kansas, collided with a military helicopter. Sixty passengers were on that plane, along with four crew members. Three military members were on the helicopter.

John Donnelly:

At this point, we don’t believe there are any survivors from this accident.

Simone Del Rosario:

I want to bring in Stephen Wallace. He is the former director of the FAA office of accident investigation. Sir. I know that things are unfolding pretty quickly about this, but do you have any initial theories based off what you’ve seen so far as to what caused this breakdown in safety?

Steven Wallace:

Well, as someone who’s spent a lot of his life in accident investigation, I am very loath to speculate, so I can assure you that we will all the evidence you could want is probably there. In other words, this, this airliner is going to have a state of the art cockpit voice recorder and flight data recorder that records hundreds of parameters, and there’s radar data, and there’s audio data, and there are eyewitnesses, and there’s all the wreckage. So so everything is there, and then, now the NTSB is in charge. They will make the determination of probable cause. The one thing the NTSB never does is rush to conclusions. They’re extremely thorough, extremely methodical. You typically don’t see an accident cause for often more than a year after it happens. So, you know, so I won’t speculate as as to the cause. I mean, I will observe here that the airliner is on an instrument flight plan. It’s very close to landing. You know, a typical, a typical airliner approach path is about a three degree descent, which means, I mean, in the final phase that it’s, it’s about 300 feet per mile. And so there, down there, I could just see from where the river is. And of course, I lived right. I live right on that river and and that it would they were probably less than a half a mile from their touchdown point. So they’re they’re very, very close to the ground, and so the controller issued a visual separation, and they have to get a confirmation from the pilot, which they they got. I didn’t hear it very clearly, but I think it’s in there that the pilot acknowledged the instruction that they acknowledge that they could see the airliner and helicopter pilot correct yes and and that they acknowledged, well, they were instructed to fall in behind it. I’m not clear if the if the helicopter was going to also then land at Reagan airport.

Simone Del Rosario:
Have you had concerns about activity at Reagan National Airport? I know that. You know, lawmakers in the past have expressed concern as airlines are looking for more slots in the area. I myself used to live a couple of minutes away from the airport. We know how small that area really is, and there is a lot of activity.

Steven Wallace:

Well, that’s a discussion that’s been going on as I was at the FAA for 32 years, and left the end of 2008 and that discussion has been going on a long time, and I but I used to kind of have a sort of a joking this is obviously not a joking situation. But the two things pilots like doing with approaches to Reagan airport is complaining about them and flying them. I mean, it’s beautiful, and on a nice day, it’s, you’re just sort of flying down the river, and it’s, it’s, it’s visual flying. I mean, there are instrument landing systems, but they can only be used in, you know, certain directions and and so for maximum capacity, they do visual approaches from both of the north and the south and and today they were operating toward the north from the south. I mean, last night, when the accident happened. So, yeah, it’s, it’s not ideal. I mean, you build an airport out in the middle of the desert. Let’s take, for example, the new Denver airport, or the airport at Dallas, Fort Worth I mean, you where you go out there, and a huge amount of land, and you, and you build an airport. And guess what? You don’t have. Runways don’t cross each other. And you know, that’s what we call building an airport off a clean sheet of paper. And Reagan airport is the exact opposite, cramped space all those three runways, they all cross each other. So yeah, there are challenges there, and pilots operate safely in and out of there all day, every day, as you know, as a

Simone Del Rosario:
long time expert in this field, especially an accident investigation for you, what are the first questions that you want answered?

Steven Wallace:
Well, again, let me just say that the NTSB, the questions they want answered is not what’s first or what’s last, but they want every single question answered this extremely, extremely thorough. And, you know, I have heard clips, but not really, not I’m not I’m not sure I heard all of them are. They were entirely clear. And I think that there’s a one frequency for the fixed wing aircraft and another for the helicopter. So certainly want to, would, would look at the air traffic control communications and you know, it’s probably extremely unlikely that anything was wrong mechanically with either of these aircraft, but that still, then that’s not going to be eliminated. It’s going to be it’s going to be looked at.

Simone Del Rosario:
This is creating such a shock to the industry, to Americans, it’s pretty unprecedented in recent history to have a plane crash like this. And you know, we’ve heard from the responding agencies from DC fire saying they do not believe that there are survivors. How unprecedented is this crash?

Steven Wallace:
Well, the the United States airlines, the airliners, all have sophisticated collision avoidance systems. Now, the last time that a United States airliner was involved in a mid air collision, if I’m not wrong, was september of 1978 San Diego, California. This is a system that operates, depending on how you count them, 28,000 flights a day. Maybe the number goes up and down. If you add in the corporate jets and private jets, maybe private planes might go to 45,000 flights a day operated by the system. So now not, not everybody, has the sophisticated T cast terminal collision avoidance system, but this airliner certainly had it. And so we haven’t had an a mid air collision with a US airliner since 1978 let’s say the end. You know, around 30,000 flights a day. So it’s just to say it is unprecedented. Is is an understatement, but no experts in the field will say it can’t happen tomorrow. And guess what? It happened last night. And so I will say that one thing worth noting is that the collision avoidance system, when you get close to the ground and close to the airport, you would start to get so many warnings as there’s so many airplanes close together that the system is inhibited. So below, below about it may vary a bit, but below about 500 feet, this collision certainly occurred. Below 500 feet, the system does not give resolution advisories. So if two airliners are up at cruise altitude, and they’re about to collide, the system will coordinate until one airplane to fly up and one to fly down, and it’ll say, it’ll it’ll give what’s called a resolution advisory

But modern airplanes, even the helicopter, perhaps, could, could, could see the other airplane on on a display. I mean, I had a private airplane of my own, until a year or so ago, that I could, I could see other traffic on it. I mean, so this, the technology is now getting to be, you know, quite commonplace. Well,

Simone Del Rosario:

we’re going to be learning a lot through this investigation, we appreciate your expertise. Steven Wallace, thank you so much.

[Jack Aylmer]

A NEW DEVELOPMENT IN NEW YORK CITY’S CORRUPTION ALLEGATIONS AGAINST CITY OFFICIALS. 

A FORMER FIRE DEPARTMENT CHIEF PLEADED GUILTY TO CONSPIRACY – ADMITTING THAT HE AND OTHERS AGREED TO ACCEPT NEARLY 200-THOUSAND DOLLARS IN BRIBES TO SPEED UP SAFETY INSPECTIONS. 

ANTHONY SACCAVINO (sack-uh-vee-no) – WHO WAS THE HEAD OF THE DEPARTMENT’S BUREAU OF FIRE PREVENTION – ENTERED THE PLEA IN MANHATTAN FEDERAL COURT WEDNESDAY.

SACCAVINO AND BRIAN CORDASCO … ANOTHER HIGH RANKING FIRE PREVENTION CHIEF … ARE ACCUSED OF CREATING A “V-I-P LANE” FOR FASTER SERVICE BY THE FIRE INSPECTION BUREAU THAT COULD ONLY BE ACCESSED WITH BRIBES. 

FEDERAL OFFICIALS RAIDED THEIR HOMES IN FEBRUARY 20-24 AND THE TWO WERE INDICTED IN SEPTEMBER. 

THE INDICTMENT ACCUSES THE CHIEFS OF JOINING FORMER FIREFIGHTER TURNED BUSINESSMAN HENRY SANTIAGO JUNIOR’S FIRE SAFETY COMPANY AS SECRET PARTNERS IN 20-21.

PROSECUTORS SAY SANTIAGO PROMISED HIS CLIENTS HIGH END RESTAURANT VISITS AND HOTEL STAYS … OFFERING HIS CONSPIRATORS A CUT OF THE MONEY FOR FAST TRACKING THE PERMIT PROCESS TOTALLING 190-THOUSAND DOLLARS IN BRIBES OVER TWO YEARS. 

ACCORDING TO THE INDICTMENT, HE DELIVERED THE BRIBE PAYMENTS OVER STEAKHOUSE DINNERS AND AT THE FIRE PREVENTION BUREAU’S BROOKLYN OFFICE. 

SANTIAGO PLEADED GUILTY TO A CONSPIRACY CHARGE IN SEPTEMBER.

CORDASCO ALSO PLEADED GUILTY JUST THREE WEEKS AFTER HIS ARREST.

BOTH CORDASCO AND SACCAVINO’S CHARGES CARRY A MAXIMUM SENTENCE OF FIVE YEARS IN PRISON.

SACCAVINO ENTERED HIS GUILTY PLEA AS PART OF A PLEA AGREEMENT OF 57-THOUSAND DOLLARS – THE TOTAL OF PAYMENTS HE PERSONALLY RECEIVED DURING THE TWO YEARS. 

SACCAVINO SENTENCING IS SCHEDULED FOR MAY, WHILE CORDASCO’S SENTENCING IS SCHEDULED FOR MARCH. 

THE INDICTMENT OF THE FIRE CHIEFS HAPPENED AS THE CITY FACED MULTIPLE FEDERAL CORRUPTION INVESTIGATIONS OF MAYOR ERIC ADAMS’ ADMINISTRATION, LEADING TO SEVERAL RESIGNATIONS. 

ADAMS PLEADED NOT GUILTY TO CHARGES ALLEGING THAT HE ACCEPTED ABOUT 100-THOUSAND DOLLARS OF FREE OR DISCOUNTED INTERNATIONAL FLIGHTS, HOTEL STAYS AND MEALS IN RETURN FOR ILLEGAL CAMPAIGN CONTRIBUTIONS FROM A TURKISH OFFICIAL AND MEMBERS OF THE TURKISH BUSINESS COMMUNITY.

NOW THE NEW YORK TIMES REPORTS SENIOR JUSTICE DEPARTMENT OFFICIALS UNDER PRESIDENT DONALD TRUMP HAVE HAD DISCUSSIONS WITH FEDERAL PROSECUTORS ABOUT THE POSSIBILITY OF DROPPING THEIR CORRUPTION CHARGES AGAINST ADAMS. 

TRUMP HAS THE POWER TO PARDON ADAMS AND SAID IN DECEMBER HE WAS CONSIDERING IT. 

FOR SAN I’M JACK AYLMER.

FOR ALL YOUR LATEST NEWS HEADLINES – DOWNLOAD THE STRAIGHT ARROW NEWS APP TODAY.

[Ray Bogan]

The chairman of the FCC ordered an investigation into sponsorship practices at PBS and NPR stations. In a letter obtained by the New York Times, Chairman Brendan Carr told the outlets he is concerned they are breaking federal law by airing commercials. 

Carr explained that federal law prohibits noncommercial educational broadcast stations from running commercial advertisements. The stations can run on-air acknowledgments about donations from for-profit entities, but those can be done for identification purposes only. 

“These announcements should not promote the contributor’s products, services, or businesses, and they may not contain comparative or qualitative descriptions, price information, calls to action, or inducements to buy, sell, rent, or lease,” Carr wrote in a letter to PBS and NPR executives. 

The CEO of NPR told the Times that NPR’s sponsorships comply with federal regulations. 

“We are confident any review of our programming and underwriting practices will confirm NPR’s adherence to these rules,” NPR CEO Katherine Maher stated. 

PBS told the NYT it was proud of its noncommercial educational programming and worked diligently to comply with the FCC’s regulations. 

Carr said he planned to inform Congress about his investigation. 

“To the extent that these taxpayer dollars are being used to support a for profit endeavor or an entity that is airing commercial advertisements, then that would further undermine any case for continuing to fund NPR and PBS with taxpayer dollars,” he wrote in the letter. 

Carr is the senior Republican on the commission. He has been nominated by both Presidents Biden and Trump and confirmed unanimously by the Senate three times.

[JACK AYLMER]

MISSOURI’S EFFORTS TO SUE CHINA FOR 25 BILLION DOLLARS IN A LAWSUIT ACCUSING THE CHINESE COMMUNIST PARTY OF HOARDING PERSONAL PROTECTIVE EQUIPMENT DURING THE COVID-19 PANDEMIC CAN MOVE FORWARD. 

IT COMES AFTER A COURT OF APPEALS RULED IN THE SHOW-ME-STATE’S FAVOR.

THE U-S’ COURT OF APPEALS FOR THE EIGHT CIRCUIT’S RULING THURSDAY, STATES, “MISSOURI HAS PLAUSIBLY ALLEGED THAT THE DEFENDANT’S ANTICOMPETITIVE BEHAVIOR HAD ‘A DIRECT EFFECT IN THE UNITED STATES.’”

THE PANEL GRANTED MISSOURI’S MOTION TO REVERSE A PREVIOUS RULING THAT THREW OUT THE LAWSUIT AGAINST CHINA FOR ALLEGEDLY HOARDING MASKS, VENTILATORS AND OTHER IMPORTANT MEDICAL EQUIPMENT FROM THE U-S.

NOW, MISSOURI’S LEGAL BATTLE AGAINST BEIJING WILL GO ON FOR NOW.

MISSOURI’S ATTORNEY GENERAL ANDREW BAILEY CELEBRATED THE JUDGES RULING IN FAVOR OF THE STATE’S EFFORTS TO RECOVER DAMAGES FOR LOST LIVES, JOBS AND HARM CAUSED BY LACK OF ACCESS TO READILY AVAILABLE MEDICAL EQUIPMENT.

BAILEY SAID IN A STATEMENT, QUOTE:

“WE WILL CONTINUE TO FIGHT FOR ACCOUNTABILITY FOR THE HORROR COMMUNIST CHINA UNLEASHED ON AMERICANS IN THE FORM OF COVID-19. WE ARE HEADED BACK TO COURT TO PURSUE REMEDIES FOR ALL MISSOURIANS. I’M PROUD OF THIS WIN ON BEHALF OF THE AMERICAN PEOPLE.”

AS STRAIGHT ARROW NEWS PREVIOUSLY REPORTED, BEIJING WARNED OF POTENTIAL RELATIATORY LEGAL ACTION AND SUGGESTED THE U-S COULD LOSE IMMUNITY IN CHINESE COURTS IF THE LAWSUIT CONTINUES.

THE C-C-P HAS CALLED MISSOURI’S ALLEGATIONS “VERY ABSURD” AND ARGUE THEY LACK FACTUAL BASIS.

MISSOURI’S LAWSUIT WAS ORIGINALLY FILED IN 2020 ACCUSING CHINA OF COVERING UP CRITICAL INFORMATION ABOUT THE COVID-19 VIRUS, WHICH WAS STRUCK DOWN BY A FEDERAL JUDGE. 

UNDER THE LATEST RULING, MISSOURI MUST NARROW ITS ARGUMENT TO THE HOARDING OF P-P-E TO HAVE LEGAL GROUNDING IN THE CASE.

FOR MORE ON THIS STORY– DOWNLOAD THE STRAIGHT ARROW NEWS APP OR VISIT SAN DOT COM.

FOR STRAIGHT ARROW NEWS–I’M JACK AYLMER.

A flight takes off or lands at Reagan National Airport’s main runway every sixty seconds. Despite the taxing schedule and warnings about the airport’s dangers, Congress added five flight slots at DCA last year, an extra five take offs and five landings per day. 

At the time, Sen. Tim Kaine of Virginia sounded the alarm. He told his colleagues the airport was overburdened. 

Sen. Tim Kaine, D-Va: “You’re going to do it to convenience a few dozen members…at the expense of everybody who lives around this airport who would potentially be victimized if there was some kind of a collision.”

 That’s exactly what happened Wednesday night when an American Airlines regional jet and an Army Black Hawk helicopter collided midair. There were 64 souls on board the plan and three on the helicopter. No one survived. 

The American Airlines flight involved in the crash was using one of the newly created slots. 

DCA was built for 15 million passengers a year in and out on three runways. It’s currently at 25 million on one runway. 

Members are being asked if they made a mistake adding flights to an airport they knew was already beyond its intended capacity. Right now, they say it’s too soon to know. 

Sen. Tim Kaine, D-Va.: “We’ll get the answers, and then, you know, my colleagues and I will figure out what steps need to be taken.”

Sen. Kevin Cramer, R- N.D., said he too has had concerns about the airport and admitted it’s challenging to land there. 

Sen. Kevin Cramer, R-ND: “We’ve all experienced multiple times, the weaving to get a perfect landing direction, how quickly the brakes have to go on, how steep the ascent and descent is at Reagan. It’s complicated. Only the only the most experienced, best pilots can do it.”

The problem is Reagan can’t expand. It has the Potomac River to the east and south and a fully developed Crystal City, Virginia to the West. So as planes get bigger, its 7,169 foot runway stays the same. 

Sen. Kevin Cramer, R-ND: “Whenever I’m at Reagan and I see new gates being built, the terminal getting larger, realizing that there’ll never be another inch of runway, and that the skies are pretty congested. I often think there’s, there’s too much activity for this small plot of land and, and I’m sure there’ll be a reevaluation of all of that.”

The NTSB, FAA and Army are investigating.

[Ryan Robertson]

THE DEFENSE ADVANCED RESEARCH PROJECT AGENCY, OR DARPA, IS WORKING ON A HEAVY DUTY SEAPLANE CALLED THE LIBERTY LIFTER. WE FIRST REPORTED ON THE PROJECT IN 2023, AND NOW, THERE ARE SOME UPDATES TO PASS ALONG.

OF THE TWO DESIGNS INITIALLY CHOSEN, DARPA DOWNSELECTED THE MODEL PRESENTED BY AURORA FLIGHT SCIENCES, A BOEING COMPANY.

AURORA IS NOW IN THE PROCESS OF DESIGNING AND BUILDING A DEMONSTRATOR THAT WILL BE ROUGHLY THE SIZE OF A C-130. THE PURPOSE OF THE LIBERTY LIFTER IS TO COMBINE TRANSPORT AT THE SCALE OF A SHIP WITH THE SPEED OF AN AIRCRAFT. IN 2022, THE PROJECT REQUIREMENTS SAID THE PLANE WOULD NEED TO CARRY THE EQUIVALENT OF TWO US MARINE CORPS AMPHIBIOUS COMBAT VEHICLES. EACH ACV WEIGHS 67,500. THAT’S ALMOST THE SAME CARGO-CARRYING CAPACITY AS A C-17 GLOBEMASTER.

IF THE LIBERTY LIFTER IS CLOSER IN SIZE TO A C-130, THOUGH, TOTAL CARRYING CAPACITY OF THE PLANE WILL BE CLOSER TO 42,000 POUNDS. BUT, IF THE CONCEPT IS PROVEN OUT AND COST EFFECTIVE, MANY OF THE SAME TECHNOLOGIES COULD CONCEIVABLY BE SCALED UP TO ACCOMMODATE A SEAPLANE THE SIZE OF A GLOBEMASTER.

UNLIKE THE C-17, THOUGH, THE FLYING BOAT WILL NEED TO LIFT THOSE TOOLS OF LIBERATION AT ALTITUTES UP TO 10,000 FEET AND AS LOW AS A FEW FEET ABOVE THE SURFACE OF THE WATER.

IN COMMENTS TO NAVAL NEWS, THE LIBERTY LIFTER PROGRAM MANAGER SAID THE VEHICLE WILL BE CRUSICAL TO SUCCESSFUL LITTORAL OPERATIONS IN THE PACIFIC, SHOULD A CONFLICT OCCUR.

THAT’S BECAUSE IT’LL BE A LONG-RANGE CRAFT THAT’S RUNWAY AND PORT INFRASTRUCTURE INDEPENDENT. THE PLANE CAN LITERALLY FLY TO A REMOTE ISLAND IN THE MIDDLE OF THE OCEAN, DROP-OFF SOME MARINES OR SOLDIERS ARMED WITH ALL SORTS OF ARMAMENTS, AND LIFTOFF AGAIN FAIRLY QUICKLY. NO AIR TRAFFIC CONTROLLERS OR PORT MASTERS INVOLVED.

THE PLANE CAN ALSO BE USED FOR SEARCH AND RESCUE OPERATIONS, OR HUMANITARIAN ASSISTANCE AND DISASTER RELIEF MISSIONS. DARPA SAYS THE REMOTENESS AND THE LACK OF RUNWAYS AND PORTS IN THE PACIFIC MAKE TRADITIONAL LOGISTICS SUPPORT IMPOSSIBLE WHEN TIME IS A FACTOR.

WHEN WE FIRST REPORTED ON THE PLANE IN 2023, IT WAS EXPECTED TO TAKE FLIGHT IN THE PHYSICAL WORLD SOMETIME IN 2027 OR 2028. THE MAIDEN VOYAGE SLASH FLIGHT IS NOW SCHEDULED TO HAPPEN IN FISCAL YEAR 2029.

FOR MORE UNBIASED, STRAIGHT FACT REPORTING LIKE THIS–BE SURE TO DOWNLOAD THE STRAIGHT ARROW NEWS APP TODAY.

[CRAIG NIGRELLI]

A PLANNED TERROR ATTACK AGAINST AUSTRALIA’S JEWISH COMMUNITY WAS FOILED BY AUTHORITIES WHO DISCOVERED A CARAVAN LOADED WITH EXPLOSIVES IN A SYDNEY SUBURB, ACCORDING TO NEW SOUTH WALES OFFICIALS.

[CHRIS MINNS]

POLICE WERE MADE AWARE OF A VAN WITH EXPLOSIVE MATERIAL LOCATED IN DURAL. THEY’VE BEEN CONDUCTING INVESTIGATIONS INTO THE SITE, INTO THE VAN, INTO THE OWNERS OF THE VAN AND ANY ASSOCIATES OF THE OWNERS TO THAT VAN SINCE THAT TIME.”

[CRAIG NIGRELLI]

THE DISCOVERY HAPPENED NEARLY TWO WEEKS AGO BUT THE PUBLIC WASN’T NOTIFIED UNTIL WEDNESDAY AND THURSDAY LAW ENFORCEMENT REVEALED THE OWNER OF THE CARAVAN IS IN POLICE CUSTODY FOR SEPARATE ANTISEMITIC CRIMES.

THE N-S-W POLICE FORCE DEPUTY COMMISSIONER DAVID HUDSON AND NEW SOUTH WALES PREMIER CHRIS MINNS ARE DEFENDING THE DECISION TO KEEP THE INFORMATION A SECRET UNTIL NOW.

ARGUING DECISIONS TO KEEP DETAILS FROM THE PUBLIC WERE TO PROTECT THE INVESTIGATION AND CRITICIZED THE MEDIA FOR HURTING THE ONGOING PROBE BY PUBLISHING IMPORTANT INFORMATION.

[DAVID HUDSON]

WE STILL ARE AFTER OTHER OFFENDERS THAT WE BELIEVE MAY BE INVOLVED. TO COME OUT PRIOR TO IT BEING PUT OUT BY PARTICULAR NEWS ESTABLISHMENTS WOULD COMPROMISE OUR JOB THAT WAS GOING TO HAPPEN ONCE IT BECAME, SO WE FELT, SO WE’VE BEEN IN DISCUSSIONS WITH GOVERNMENT AND WE’VE SORT OF DISCLOSED FULLY WHAT WE’RE AWARE OF AND WHERE WE’RE GOING WITH THIS JOB. 

[CRAIG NIGRELLI]

HUDSON ALSO SAID POLICE MADE ARRESTS ON THE “PERIPHERY” OF THE CASE DURING THE TEN DAYS SINCE THE VAN’S DISCOVERY BUT WOULD NOT REVEAL THE CHARGES.

HUDSON FAILED TO DISCLOSE POTENTIAL TARGETS DURING THE PRESS CONFERENCE.

THE N-S-W JEWISH BOARD OF DEPUTIES, HOWEVER, SAID WEDNESDAY, THE VAN HAD A NOTE OUTLINING POTENTIAL JEWISH COMMUNITY TARGETS.

INVESTIGATORS BELIEVE THE LATEST TERROR PLOT IS RELATED TO SEVERAL ARSON AND VANDALISM INCIDENTS IN THE SYDNEY AREA OVER RECENT WEEKS. 

THEY SAY THE VAN CONTAINED PUTTY EXPLOSIVES THAT WERE STOLEN FROM A MINING SITE AND A NOTE WITH AN OBSCENITY DIRECTED TOWARD JEWS.

AUTHORITIES SAY NO DETONATION DEVICE WAS FOUND AT THE SCENE AND DO NOT BELIEVE THERE IS AN ONGOING THREAT TO THE COMMUNITY.

HUDSON SAID A COUNTERTERRORISM OPERATION OF 100 OFFICERS HAS BEEN PUT ON THE CASE AND THEY’RE WORKING WITH SEVERAL LOCAL AND FEDERAL AGENCIES.

AUSTRALIAN PRIME MINISTER ANTHONY ALBANESE PROMISED THE “FULL MIGHT” OF THE LAW WILL BE BROUGHT TO FIND THE PERPETRATORS OF THE PLANNED TERROR ATTACK AND SAID QUOTE: “HATE AND EXTREMISM HAVE NO PLACE IN AUSTRALIAN SOCIETY.”

SOME WITHIN THE JEWISH COMMUNITY IN SYDNEY AND MELBOURNE HAVE CALLED ON THE AUSTRALIAN GOVERNMENT TO DO MORE IN THE WAKE OF ANTISEMITIC ACTS, WHICH HAVE SEEN A SPIKE SINCE HAMAS’ ATTACK AGAINST ISRAEL ON OCTOBER 7TH, 2023, AND SUBSEQUENT WAR IN GAZA.

FOR MORE ON THIS STORY– DOWNLOAD THE STRAIGHT ARROW NEWS APP.