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Littoral Strike ShipsOn 11 February 2019, Secretary of State for Defence Gavin Williamson stated the Royal Navy will purchase two commercial ships and develop them into Littoral Strike Ships. One will be based the Mediterranean, Atlantic and Baltic areas while the other, east of Suez in the Indo-Pacific. These ships will be used to deploy British Special Forces or Royal Marines.A consultant firm, Prevail-Partners, has introduced a concept named as the Multi-role Vessel. USNI News reported that the Amphibious Task Group would be renamed as the 'Littoral Strike Group'.Commodore James Parkin, who commands the U.K.’s Amphibious Task Group – which will be rebranded as a Littoral Strike Group (LSG) on October 1 – said proposals for new ships are now at the concept and assessment phase.The LSG is expected to consist of two Littoral Strike Units, each comprising up to three amphibious ships and able to react at “immediate notice,” he told the seminar.At the “extreme scale” the LSG might also include a Queen Elizabeth-class aircraft carrier with embarked F-35Bs, “but on the other side of the scale it could involve chartered shipping, operating covertly, using maritime special operations forces” to deliver effect.The concept is not a new one, the Royal New Zealand Navy has HMNZS Canterbury which is a multi-role vessel. She was commissioned in June 2007, and is the second ship of the Royal New Zealand Navy to carry the name. She is also New Zealand's first purpose-built strategic sealift ship. As a sealift ship, Canterbury is not intended to enter combat, or conduct opposed landings under fire.HMNZS CANTERBURY is a Protector-class amphibious and military sealift vessel of the Royal New Zealand Navy. CANTERBURY provides the New Zealand Defence force with the ability to transport and deploy personnel, vehicles, and supplies around New Zealand’s 15,000-kilometre coast and overseas.CANTERBURY is a multi-role vessel (MRV) and her primary mission is to deploy personnel, vehicles and cargo using conventional port infrastructure or directly ship-to-shore using Landing Craft, boats or helicopter airlift.CANTERBURY provides the sealift capability for the NZ Defence Force Joint Amphibious Task Force. She is adapted from a commercial roll on/roll off vessel design and has been outstandingly successful in service. Has demonstrated the ability to support and deploy land forces and has preformed extremely well during a number of disaster relief operations, notably the 2011 Christchurch earthquake and three major cyclone relief operations in the Pacific.CANTERBURY has facilities for accommodating up to 250 personnel and can transport and deploy supporting military vehicles and equipment by Landing Craft, helicopter or ramps. The ship regularly exercises with units of the New Zealand Army and Air Force, and with forces from Australia and other friendly nations. Among her capabilities are:The ability to deploy personnel, vehicles and cargo using conventional port infrastructure or directly ship-to-shore using Landing Craft, boats or helicopter airliftThe ability to provide medical support to military or civilian operations from a self-contained hospital with surgical capabilityThe ability to manage military or civilian operations from an onboard command and control facilityCANTERBURY is regularly deployed to the Pacific where she has provided sealift support for military exercises and operations including humanitarian aid and disaster relief.CANTERBURY regularly support the operations of other government agencies.OperationsEmbark military forces or civilian personnel over long-distancesSearch and RescueHumanitarian Aid and Disaster ReliefSupport for other government agencies, including Foreign Affairs and Trade, Primary Industries, Customs and Department of ConservationHelicopter operationsSea training for the NavySpecificationsDisplacement: 9,000 tonnesBeam: 23.4 metresDraught: 5.4 metresLength: 131 metresSpeed: 20 knotsRange: 6,000+ nautical miles at 18 knotsComplement: 78 (core crew), 10 (flight personnel), 4 (Govt. agencies), 7 (Army ship's staff), 24 (trainees), 243 (embarked force) Total 366Two medium landing craft (23 metres/60 tonnes)ArmamentMain Gun: 25mm Bushmaster naval gunHelicopter: Two helicopter spots and hangar storage for four helicoptersSmall Arms: Numerous small arms ranging from 50 calibre machine guns to 9 mm pistolsPropulsion2 x Combined Diesel and Diesel Electric EnginesInfo sources Wikipedia, USNI and RNZN web sites.

EFFECT ON THE EUShort-term, from a purely economic viewpoint, all of the EU economies would suffer, but none as much as the UK, nor as long. Imports from China and the US would grow if future tariffs were applied under WTO rules.There would be many other effects but not as profound as on the UK and some with potential benefit over time.Departure from the UK of most of the 3.7 million EU nationals and return countries to their of origin (a reversal of youth and brain drain) or to other EU countries where they could find work.Eastern European nations have suffered from depopulation of its youth and most skilled. In consequence, those countries have been beset by inadequate infrastructure, lack of skilled labor and inefficient/corrupt governments.A returning cadre of people with standards of the West and new language skills could be positive.Intra-EU migration pattern probably increasing to the more prosperous countries of the West (Germany, France principally).Increasing use of English in Paris, the closest major city to London as EU agencies (e.g. The EU Banking Authority) and multinational businesses (and their suppliers and advisors) move their operations to the Continent. Paris is perhaps the only major EU city reliably accessible enough to London (2.25 hours by Eurostar HST) for a London executive to maintain his family home in London but spend the workweek in Paris.Increased jobs from multinational manufacturers and service conglomerates that moved from the UK to the EU. Even Airbus that has manufacturing in the UK has to face the overall effect of tariffs and Customs processing in a transnational just-in-time manufacturing business model.Mini boom fueled by Millennial intellectual entrepreneurs establishing in Lisbon. The appeal includes lower costs, milder climate, locals’ English ability and Portugal’s recent strategic refocusing on high tech and service sectors. Lisbon is also logistically the closest to much of N. America and is poised to have more direct flights as “thin and long” routes become viable with Airbus A330 neo, A320 neo, A220, 787 and, if it ever gets re-certified, the 737 Max.Most young Portuguese speak decent English.Co-working spaces have burgeoned in Lisbon and lodge entrepreneurial migrants from the UK.Portugal, Ireland and the UK share the same time zone.Lisbon, along with Dublin, is the closest airport in the EU to much of N. America. TAP, under JetBlue founder’s (David Neeleman) stewardship, has become more efficient with a renewed fleet.Weakening of some local economies in Spain that had catered to colonies of British retirees and snowbirds. There would also be a lowering of real estate prices in those zones.EFFECTS ON THE UKIf there are inadequate contingency measures taken in advance, the most plausible worst case scenario follows. In reality, there would be such a dislocation that the UK government would probably let things slide i.e. turn a forgiving eye on import processing due to an immediate inability to dramatic surge in tasks to process trade and passengers from the EU in order to keep food, goods and labor markets functional. On the other hand, EU countries may have (I don’t know but certainly France has been at least beefing up its border staff dramatically) already put in place systems, causing immediate tariffs on UK source goods, rendering them more expensive and less competitive in price.I. Immediate Disruption of Everyday Life. In the short term, immediate effects on people would beChaos at ports of entry. I doubt that they have had the necessary infrastructure (systems, facilities, procedures) to cope with the sudden need to have World Trade compliant Customs and Border Control for:14 000 lorries arriving from the EU daily. Dover is main artery for lorries (75% by value of all EU imports by surface freight, 17% of all foreign trade of the UK) Cross-border transport statistics34 000 individuals daily crossing the border between N. Ireland and Ireland. Some 57% were N. Irish residents versus 43% of Irish residents i.e. 2.7 crossing per month for N. Irish versus 1 crossing for Irish. Mobile phone data reveals number of Irish border crossings each year - BelfastTelegraph.co.ukTripling of Border Control needs. 111,780 passengers arriving from the EEA daily. Immigration statistics, year ending March 2019: data tables. In comparison in 2017 (last year of dataset), there were some 55 000 passengers arriving for the Rest of the World. So, if border control for EEA EU arrivals is redirected to “Rest of the World” section, there would be 3 times the normal volume.Disruption and/or increased cost (tariffs) in supplies especially those of perishables, mainly from Ireland, France, Denmark and Benelux. Larger manufacturers of non-perishables would have, if they had common sense, already set up alternative supply systems. However, smaller manufacturers would suffer.Even imports of oil and gas comes mostly from the EEA/EU (21 M. metric tons of crude from Norway in 2017 vs only 3 M metric tons from Russia) UK: oil and gas imports, by country | StatistaElectricity, currently supplied 10% by “imports” and rising, would not only be more expensive but the disruption of “load sharing” systems may mean a more fragile UK electricity supply.II. Medium TermSharp increase in retail prices most likelyBetween a likely devaluation of the UK pound and more costly supplies due to higher tariffs,2. Economic Recession and dramatic increase in sovereign debtMassive investment would be required to replace administration previously handled by the EU. The cost of staffing and re-establishing national standards bodies that had been previously collectively funded by the EU (CE Mark, European Medicines Agency, EU Air Traffic Control…)Returning retirees would mean a sharp increase in government benefits demandBankruptcy likely at UK businesses that depended on export markets in the EU or on imports from the EU for supplies, but would be non viable with the additional cost of tariffs added to its exports and on its imports, compounded by a devalued pound sterling..Likely loss of EU nationals in UK workforce would mean sharp decrease in tax revenue. EU nationals provide some 7% of UK labor. Entire sectors would face labor shortages should EU nationals no longer be able to be:21% of low-skilled factory and construction jobs17% of factory machine operators13% of food preparers12% retail and administration11% of driversWithin a year, there will be a shrinking economy and recession will last at least 4 years compared to the predictions of a “negotiated Brexit”3. Dramatic Migration Shifts and Labor DisruptionSudden Return of Retirees from the EU putting stress on housing and healthcare provision. At least 200k British expatriate retirees in the EU facing loss of access to healthcare, devaluation of pound denominated income and/or increased taxation of investment income would “return” to the UK. Since they would tend to be older, higher users of healthcare services, this would be a sudden strain on the NHS. They would also be impoverished by falling property values in enclaves like the Costa Brava. Exodus from Spain as thousands of expats quit the country amid Brexit fearsLoss of 9.5% of NHS doctors of EU nationality. For several years, the NHS has benefited from 12.5 % of foreign medical graduates, most of whom were from the EU. With a sudden loss of 10% of its medical staffing, there will be chaos to which there will aslo be at least 200k returning British EU retirees. Since the UK already has not invested in sufficient (and very expensive) training programs for home-grown doctors, and it would take years after hundreds of millions of pounds of program expansion to have more UK medical graduates, it would mean sharply increasing medical immigration. NHS staff from overseas: statistics NHS struggling with an incredible 100,000 unfilled postsLoss of labor and tax revenue from 3.7 M EU nationals residing in the UK (7% of UK workforce). EU nationals of working age are more likely to be productive members of society/taxpayers than either native Britons or immigrants from the Rest of the World. EU immigration to the UK Migrants in the UK Labour Market: An Overview - Migration ObservatoryIII. Longer-Term Generational ChangesFragmentation of the UK. Scotland, and, if it were economically and politically viable, N. Ireland would both wish to become independent and then apply to join the EU.Complete subservience to US foreign policy as a last strand of “soft power”. Whereas the UK had the power to persuade the EU and also use the EU platform internationally, it would be completely at the mercy of future US governments’ whims with little ability to affect decisions. I expect that the UK Security Council vote would be “automatically” that of the US’ position.Strife returns to N. Ireland: Political upheaval, Sectarian Violence and increased cost of trading with Eire. If the decreasing minority of Protestant Unionists continue to block adoption of full democratic processes in N. Ireland (where a majority of its residents seek reunification),They may well be not only recession (tariffs on the 35% of its exports that is sent from N. Ireland to Eire) but also a return to a mindless, costly and devastating societal violence.They would not be considered for membership by the EU and even the Republic of Ireland may not be in a rush to join with a political and security quagmire in fragile economic state..A “hard border” would cause disruption in the lives of many in the Irish island and even put the Common Passport Area treaty in jeopardy.If the UK refuses the “Irish backstop” and a “hard border” is not implemented, the EU may institute border controls of some type on imports from the entire Irish island - something that is logistically feasible due to its separation by sea from the rest of the EU.Marginalization of the UK Pound. The pound would lose its use as a major or reserve currency.Emigration (brain drain) from the UK would increase, mostly to Anglophone nations (UK, Canada, Australia, NZ) since Britons (and Anglophones, in general) don’t often adapt to other languages well. That would leave the “less skilled” Briton in a depressed, isolated economy. (Gone are the days when almost anyone from the UK, even the unskilled without assets, could become an Australian immigrant; now, there is a skills-based set of criteria and no British preference other than due to familial ties).I think I’ve mentioned the most obvious events. Perhaps, it now time for England to undergo a generational coming-to-terms with its now distant past of global importance - like Portugal, Spain and France had in the 19th and 20th Centuries. The high levels of UK-EU tourism flows could fall..

Magnus’s answer says it's all.China’s got to do better in giving “gifts”, rather than the liability Boobey gift of the MA60.The following article in the WSJ backs up the statement that the MA60 is an accident waiting to happen, and has happened repeatedly already.NZ is absolutely not “bullying” in its action, as the continuation of use of the MA60 endangers NZ citizens in no uncertain termsThe Wall Street JournalWORLDA Tarnished Turboprop Clouds China’s Aviation DreamBeijing aims new jetliners at the global runway, but the troubled MA60 turboprop haunts itBeijing has long wanted to develop an advanced aerospace industry capable of rivaling Western giants such as Airbus and Boeing. Here is a look back at some of China's efforts so far. Photo: Getty ImagesSHAREBy Daniel Stacey in Kawthaung, Myanmar, and Chun Han Wong in BeijingUpdated March 20, 2016 9:26 p.m. ETIn June 2013, Myanma Airways Flight 309 veered off a runway in Kawthaung, Myanmar, with 60 passengers aboard and hit a wall. Myanmar’s investigation concluded the brakes and steering failed after a hydraulic-pressure drop.Myanmar that year banned the plane, a Chinese-made Modern Ark 60 turboprop, from its airspace. Flight 309’s hulk still sits by the runway.The day of that incident, another MA60 crash-landed in Kupang, Indonesia, injuring five. Bolivia, the Philippines and others have had MA60 accidents and grounded planes. Tonga grounded its MA60 after pressure from New Zealand, which warned its citizens not to fly in itChina hopes soon to start exporting two new jetliners, part of its goal of securing a bigger place in global aviation and competing with giants such as Boeing Co. and Bombardier Inc. Looming over its plan is the turboprop that was supposed to be a steppingstone into foreign markets, the MA60, seating up to 60.A Wall Street Journal examination of the MA60, the first Chinese-built airliner with sizable overseas sales, found a pattern of safety problems involving landing-gear malfunctions, braking failures and steering loss, and a track record of multiple other mishaps. Some caused injuries; one killed 25.Fewer than half the MA60s exported since 2005 appear to be still flying abroad, according to the Journal examination of accident reports and databases, airline and government statements, media accounts, and interviews with regulators and operators.Of the 57 MA60s the manufacturer said it had exported as of January, at least 26 were put in storage after safety concerns, maintenance problems or other performance issues, the Journal calculated. Six others were deemed damaged beyond repair, or 11% of the foreign MA60 fleet.An MA60 that veered off the runway in June 2013 after suffering braking failure sat abandoned by the runway of the Kawthaung, Myanmar, airport in November 2015.An MA60 that veered off the runway in June 2013 after suffering braking failure sat abandoned by the runway of the Kawthaung, Myanmar, airport in November 2015.PHOTO: DANIEL STACEY/THE WALL STREET JOURNALA comparable plane, the European-made ATR-72—Myanmar and Tonga switched to it from their MA60s—has seen 3% of its fleet of 835 damaged beyond repair in its 26 years in service, the Journal calculated.Xi’an Aircraft Industry (Group) Co., the MA60’s maker, referred queries to its parent, state-owned Aviation Industry Corp. of China, or AVIC, which didn’t respond to inquiries.China has soared into markets from steel to smartphones, often selling low-cost products in poorer nations before moving upmarket. Its aviation ambitions are having trouble following that path, showing the limits of China’s state-sponsored approach to a global market that presents high technological and regulatory hurdles.The Journal examination found the regulator, the Civil Aviation Administration of China, may not have conveyed certain MA60 safety information to some importing countries despite bilateral agreements requiring it do so. The CAAC doesn’t always make domestic accident data readily available, a problem for a global industry that depends on such data to hone safety measures, and abroad has played down safety concerns around the MA60.In a written response to the Journal, the CAAC said the MA60 has no design flaws compromising safety. Overseas accidents in recent years “weren’t directly caused by factors related to the aircraft’s design and manufacture,” it said. “These accidents have no direct relation with the aircraft’s safety.” It said it sends safety information in line with bilateral agreements.Tevita Palu, chief executive of Tonga’s national carrier, to which China gave an MA60 as a gift, said CAAC officials told him the accidents were “only caused by pilot error.”Inside China, the CAAC has been more vocal about MA60 problems. In 2014, it issued Chinese-language notices on its website warning about parts of the plane after domestic incidents involving landing-gear problems. A Xi’an official in 2014 told state media the landing-gear system had reliability issues.The CAAC said it uses “stern administrative measures” to oversee aviation and cites China’s record of few recent domestic air fatalities: “This is sufficient for giving the public confidence in the overall safety of Chinese civil aviation.” It didn’t respond to subsequent inquiries.China’s new jetsChina will need confidence in its regulator when it markets its new jets. Neither jet has U.S. or European certification, so China can’t sell them in much of the developed world. It must persuade operators elsewhere its CAAC can provide oversight of the planes.One is China’s first homemade commercial jetliner, the ARJ21 seating up to 90, slated for commercial debut this year. The other, the C919 seating up to 174, is at least two years from delivery. Both are built by state-owned Commercial Aircraft Corp. of China, or Comac, of which AVIC is a major shareholder. The jets are expected to have lower price tags than Western rivals’.Flight PathChina's efforts to break into civil aviation, tracing back to the Mao Zedong era, have produced mixed results.19601966China’s state-owned Xi’an Aircraft starts developing the Y-7, a turboprop seating up to 52. It is removed from commercial service after a 2000 crash kills 49.PHOTO: JACK LI19701970China launches plans for a jetliner, the Y-10. It later abandons the program after deeming the jet uneconomical.PHOTO: ZHANGMINGDA19801988Xi’an starts work on the Y-7-200A, an upgraded version of the Y-7.19901995The U.S. Federal Aviation Administration certifies China’s Y-12 utility turboprop transport. About 200 Y-12s, seating 17 to 19, are in service mainly in China and developing countries.1995China submits the Y-7-200A for FAA approval. The process ends in 1996 without certification.1999Xi’an improves the Y-7-200A, renaming it the MA60. China’s aviation regulator certifies it the next year.PHOTO: SUNIL SHARMA/XINHUA/ZUMA PRESS20002002China approves plans to develop the ARJ21, a regional jet seating up to 90.2008China begins developing the C919, a jetliner seating up to 174 that could compete with some Boeing and Airbus planes.20102014China certifies the ARJ21. Like the C919, it is built by state-owned Commercial Aircraft Corp. of China, or Comac.2015The FAA says it will consider certifying the ARJ21 after Comac upgrades it to Western airworthiness standards.PHOTO: CHINAFOTOPRESS/GETTY IMAGESNov. 2015The first C919 prototype rolls off the assembly line. The first production ARJ21 is delivered to Chengdu Airlines.2020Sources: staff reports; government websites; company statements; FAA statementBy WSJ News GraphicsRead moreThe CAAC certified the smaller jet in 2014, a process the U.S. Federal Aviation Administration observed. The FAA last year said it never intended to certify the ARJ21 as part of the process and would consider approving it after Comac upgraded it to Western standards, adding that Comac planned a derivative model complying with FAA standards.The CAAC has said it also plans to seek FAA certification for the larger jet.“The CAAC adopts a serious, strict and meticulous attitude in examining the development and production of Chinese-made civil aircraft,” Comac said. “They must also be put through all sorts of tests, examinations and regulatory assessment, in line with international standards and requirements that are integrated with or equivalent to the FAA’s.” The MA60 and the jets, Comac said, “are independent of each other, and don’t affect one another.”The MA60, too, doesn’t have FAA approval. In developing nations where its exports concentrated, authorities have signed agreements with China that typically let the planes fly on the proviso the CAAC monitors aircraft problems and keeps local regulators abreast of safety issues.In marketing materials, Xi’an touts the MA60 as inexpensive and fuel-efficient with a “precisely-designed landing-gear system.” The MA60’s lineage harks to 1966, when Xi’an started developing the Y-7, a variant of a Soviet turboprop.China’s global-aviation efforts since have been mixed. China in 1970 began developing a jetliner seating up to 178, later abandoning the program after deeming the jet uneconomical. A small utility turboprop developed in the 1980s won FAA approval and flies in a number of countries. China removed the Y-7 from commercial service after a crash in 2000 killed 49. In 1988, Xi’an started developing a new Y-7 variant. The FAA in 1995 agreed to evaluate the CAAC’s certification process of that plane, a step toward potential U.S. approval. The FAA said that “this evaluation was stopped in mid-1996 after the applicant terminated the Y-7 certification program after design deficiencies were identified.”That plane later evolved into the MA60, which Xi’an started delivering to Chinese carriers in 2000. In 2002, one operated by state-owned Wuhan Airlines belly-landed after its crew forgot to lower its gear, state-run Xinhua News Agency reported last year.After the crash, Wuhan and other Chinese customers stopped operating the MA60 and canceled orders, with one of them citing the MA60’s subpar performance and poor profitability, Xinhua reported. China Eastern Airlines , Wuhan’s parent, didn’t respond to inquiries.The MA60 wouldn’t operate commercially in China again until 2008, when Beijing-based Okay Airways deployed the plane.Instead, China exported the MA60, starting with Zimbabwe in 2005.In 2009, a Philippines MA60 operator suffered two runway overruns, writing off one plane, according to air-safety archive Aviation Herald, an independent accident database used by the United Nations. One was blamed on pilot inexperience with the craft, said Philippine authorities, who didn’t comment on the second. AirAsia Philippines , which bought the operator in 2013, said it didn’t acquire the MA60s in the deal and doesn’t know their whereabouts; fleet-tracking websites list them as stored in Manila.In Bolivia, an MA60 operated by TAM, a military-run airline, belly-landed after the gear failed in 2011 and had another landing-gear failure 10 months later, according to Aviation Herald. TAM officials didn’t respond to inquiries.Bolivian Defense Minister Reymi Ferreira said in a February local-radio interview the government had begun an investigation into the purchase of two MA60s for TAM. He said the planes were grounded for lack of parts and “technically, they haven’t given results.” A ministry spokeswoman confirmed the investigation.Myanma Airways, which began buying MA60s in 2010, experienced three accidents, including Flight 309’s. Capt. Than Tun, managing director of the airline, now Myanmar National Airlines, said at least two related to low hydraulic pressure and, in one, pilots also erred by not going around for another landing and engaging a backup system.AirworthinessSeveral years earlier, China had begun flagging problems with the MA60’s hydraulics.In February 2008, the CAAC issued two “airworthiness directives”—notifications detailing mandatory safety actions—regarding a malfunctioning low-pressure warning in the hydraulics system, as well as endemic braking and landing-gear failures. A review of the CAAC’s database shows it posted more than 40 directives related to MA60 safety risks.Indonesian officials examined the wreckage of a Merpati Nusantara Airlines MA60 that crashed in June 2013 while landing at Kupang, Indonesia.Indonesian officials examined the wreckage of a Merpati Nusantara Airlines MA60 that crashed in June 2013 while landing at Kupang, Indonesia.PHOTO: AFP/GETTY IMAGESSome English translations in the database contain discrepancies. An April 2010 airworthiness directive in Chinese, for example, identifies safety issues with the MA60’s hydraulic-oil tank; the translation describes wing-flap malfunctions.Under bilateral agreements, the CAAC must send relevant airworthiness directives in English to foreign counterparts signing the pacts. Myanmar’s head of airworthiness at the time of the 2013 Kawthaung accident, Mya Thant, said his department received only about four such directives from the CAAC during the years it operated the MA60. A review of China’s database suggests Myanmar should have received about 20.Myanmar in 2013 permanently grounded its three MA60 planes for “public safety,” said Mr. Mya Thant, recently retired.Indonesian authorities said they received only three directives. Indonesia’s Merpati Nusantara Airlines from 2007 accumulated 14 MA60s. The planes suffered six accidents before Merpati grounded them in 2013, Indonesian officials said. One crashed into the sea in 2011, killing 25. Indonesian investigators blamed pilot confusion and poor training, according to a 2012 report, and requested Xi’an revise its operating manuals into standard aviation English—renewing the request after another accident, according to a 2014 report. The reports said Xi’an promised to revise the manuals.The 2014 report quoted senior airline managers saying a safety stop on a power-control lever frequently malfunctioned, making the plane hard to halt. It also said the lever didn’t resemble operating-manual illustrations. The CAAC acknowledged the power-lever problem in a letter to Indonesian investigators, the report said.The CAAC addressed the power-lever problem in 2015 after a state-owned Joy Air MA60 crash-landed in China, injuring five. The regulator posted a notice on its website about efforts to respond to the issue. A foreign-airline executive said Xi’an issued a so-called service bulletin, a nonbinding notification. The Journal couldn’t locate a related airworthiness directive in the CAAC’s database.In 2013, New Zealand issued a travel warning about the MA60 in Tonga, popular with New Zealand tourists. With so many accidents, it said, “travellers utilising the MA-60 do so at their own risk.” New Zealand suspended millions of dollars in aid to Tonga to protest the aircraft’s use.Mr. Palu, the Tongan carrier’s CEO, said CAAC officials told him the plane was safe. He said the airline received all relevant airworthiness directives. Tonga in 2015 grounded its MA60, saying it was adopting New Zealand’s aviation code. New Zealand officials declined to comment.In 2014, after China’s Joy and Okay airlines reported MA60 landing-gear troubles, a Chinese-language notice on the CAAC’s website said there were “inherent problems with the aircraft’s design and reliability.” Joy and Okay didn’t respond to safety-related inquiries.Xi'an has delivered 101 MA60s, an AVIC executive told Xinhua in January. Xi'an has developed an improved version, the MA600. It hasn’t reported new MA60 orders since August 2014 but has continued deliveries.The CAAC published reports on domestic safety incidents from 2008 to 2010 in an archive on its website, but this archive disappeared in 2014, said Aviation Herald editor Simon Hradecky. The CAAC occasionally posts domestic-accident information on its website, such as notices on the 2014 and 2015 MA60 incidents.The CAAC, without commenting on whether it removed the archive, said in its written response that in providing data to learn from accidents, “it’s more helpful to share with the industry than to share with the public.”