Today in History: April 17, the Bay of Pigs Invasion
In 1964, Jerrie Mock completed the first solo around-the-world flight by a woman, landing her single-engine Cessna plane in Columbus, Ohio after a 29-day journey.
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In 1969, a jury in Los Angeles convicted Sirhan Sirhan of assassinating Senator Robert F. Kennedy. (Sirhan's death sentence would be commuted to life in prison with the possibility of parole. He remains in prison today.)
In 1970, Apollo 13 astronauts James A. Lovell, Fred W. Haise, and Jack Swigert splashed down safely in the Pacific, four days after a ruptured oxygen tank crippled their spacecraft while enroute to the moon.
In 1972, the Boston Marathon allowed women to compete for the first time. Nina Kuscsik was the first officially recognized women's champion, with a time of 3:10:26.
In 1975, Cambodia's five-year civil war ended as the capital Phnom Penh fell to the Khmer Rouge, which instituted brutal, radical policies that claimed an estimated 1.7 million lives (nearly one in four Cambodians), until the regime was overthrown in 1979.
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In 1991, the Dow Jones industrial average closed above 3,000 for the first time, ending the day at 3,004.46, up 17.58.
In 1993, a federal jury in Los Angeles convicted two former police officers of violating the civil rights of beaten motorist Rodney King. Two other officers were acquitted.
In 2020, President Trump, via Twitter, urged supporters to 'LIBERATE' three states led by Democratic governors, apparently encouraging protests against stay-at-home mandates aimed at stopping the coronavirus.
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Robert Kroutil, the man who wrote the software and helped interpret the data from the plane's advanced radiological and infrared sensors, has said having accurate temperature data from the plane could have helped avoid the vent-and-burn operation. 'The report noted that EPA officials believe that the on-ground monitoring equipment provided superior detection capabilities, which is incorrect,' Kroutil said. "This demonstrates EPA's complete lack of understanding of the ASPECT technology and how it works to protect chemically impacted sites.' The East Palestine derailment was the worst rail disaster in a decade. It prompted a national reckoning with rail safety and calls for reform — although proposals for new industry rules stalled in Congress. The railroad's contractors who led the response to the derailment told the NTSB they had difficulty getting accurate temperature readings on the cars because the fire surrounding them made it especially dangerous. Kroutil's concerns prompted the IG investigation. The EPA said in its official response to the report that it has developed a detailed fact sheet and plans to train its emergency responders about the plane's capabilities and when it should be deployed over the next year. But the agency didn't immediately respond Tuesday to questions about the delayed response in East Palestine. Lingering questions about the flights The Government Accountability Project watchdog group that helped Kroutil document his concerns questioned why the Inspector General didn't look into other aspects like Kroutil's concerns that the plane's sensors were intentionally shut off over the creeks around East Palestine and that the final report on the flights was changed to overlook the incomplete data that was generated in just two flights before the plane was sent home. GAP's Senior Environmental Officer Lesley Pacey said 'the investigation's scope was too narrow, failing to address the most serious allegations.' 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A specialized plane equipped with advanced sensors that the government deploys to chemical disasters could have helped authorities avoid needlessly blowing open five rail tank cars and burning their toxic contents after the disastrous 2023 East Palestine train derailment, a new report says. The report released Tuesday found the single-engine Cessna wasn't called into action until the night before the rail cars filled with vinyl chloride were blown open because officials with the Environmental Protection Agency on the ground didn't fully understand the aircraft's sophisticated capabilities. The report by the EPA's Inspector General said the agency's on-scene coordinator mistakenly thought the so-called ASPECT plane could only measure 20- to 30-degree differences in temperature. In reality, the report noted, the sensors can measure slight temperature differences of less than 1 degree. 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Norfolk Southern has said OxyVinyls officials offered conflicting information that left the railroad's experts worried about a dangerous chemical reaction. Much of the small town of East Palestine had to be evacuated for days because of the toxic chemical fire. Many residents still complain of lingering health symptoms, fearful of potential long-term health consequences. The EPA has maintained that dangerous levels of chemicals were never found after the evacuation order was lifted five days after the Feb. 3, 2023, derailment. Some have questioned whether the agency did enough to detect the chemicals in the aftermath and doctors are still trying to determine what prolonged exposure to low levels of the chemicals might mean. Recently released records show officials with the Federal Emergency Management Administration have acknowledged residents' fears that cancer clusters could develop years from now in area residents despite the EPA's assurances. Robert Kroutil, the man who wrote the software and helped interpret the data from the plane's advanced radiological and infrared sensors, has said having accurate temperature data from the plane could have helped avoid the vent-and-burn operation. 'The report noted that EPA officials believe that the on-ground monitoring equipment provided superior detection capabilities, which is incorrect,' Kroutil said. "This demonstrates EPA's complete lack of understanding of the ASPECT technology and how it works to protect chemically impacted sites.' EPA updates its policies The East Palestine derailment was the worst rail disaster in a decade. It prompted a national reckoning with rail safety and calls for reform — although proposals for new industry rules stalled in Congress. The railroad's contractors who led the response to the derailment told the NTSB they had difficulty getting accurate temperature readings on the cars because the fire surrounding them made it especially dangerous. 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The EPA didn't even call for the sensor plane until two nights after the derailment when officials were already contemplating the vent-and-burn operation. The plane took off from its Texas base within a half hour of getting the call, but it didn't make a pass over the derailment as it flew into the area that night, and then weather conditions kept it from flying during the controversial burn operation the next day. It didn't gather any data until the following day after most of the chemicals had already been distributed by the wind. The Inspector General said the emails and documents it reviewed showed that officials followed existing practices on deploying the plane, but those procedures lacked the clarity needed to help them decide when to deploy the plane.
