airplanes

The new fighter that Sweden is preparing is a “plane of airplanes”

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Swedish intelligence is clear: The conflict between Ukraine and Russia will expand across the old continent next year. Given this scenario, Sweden just signed a contract to renew its latest generation fighter for a totally different concept: a key “plane of airplanes” in the first line of defense of a Europe that still He is not very clear how to defend himself. Because Ukraine is not the only front: the threat of United States annexation of Greenland is still in the air. The contract. The Nordic country has hired Saab for 282 million dollars to develop the program Koncept för Framtida Stridsflyg (KFS, Concept for Future Combat Aviation) called to rejuvenate its fleet: KFS will be the basis of the roadmap to rejuvenate its air combat capabilities in the long term. The project started in March 2024 as Vägval Stridsflyg and after financing, it is in the development and first demo phase. Context. Within the old continent, Sweden is a particular case in air defense due to its location: despite be neutral in the Cold Warthe threat of the USSR was just around the corner, in the Baltic. Since then, maintaining strategic sovereignty has been a national priority for the Nordic country. In fact, and although it participated in the Team Tempest program led by the United Kingdom, got off the boat when this evolved into the Global Combat Aviation Program (GCAP) that integrates the United Kingdom, Italy and Japan to go it alone. Because Sweden has been building its own fighters for decades, Draken to the current Gripen E passing through Viggen. After years of service and development behind them, Gripen is already looking for a replacement for 2040. Why is it important. The implications it brings are relevant, both from a technological and geopolitical point of view at the state and continental level: Because it is not a new aircraft, it is a new concept that could redefine the standard of combat aviation. The security context is urgent, as indicated by the information from the Swedish intelligence services and the recent entry of the Nordic country into NATO. For Sweden, it would consolidate its aeronautical defense industry in the long term, reinforcing its commitment to military technological sovereignty. For Europe, if consolidated it would be the continent’s third new generation fighter program along with the FCAS (France-Germany-Spain) and the GCAP (UK-Italy-Japan). Three different projects and the question of interoperability. How this “plane of airplanes” works. What Sweden wants to replace the Gripen is a distributed combat concept. Thus, the fighter’s function is fragmented into different specialized platforms coordinated in real time by artificial intelligence. Although in a simplified and accessible way we have referred to it as “plane of airplanes”, in reality it is sixth generation “system of systems” with a different architecture: This is a manned aircraft that governs a constellation of specialized drones under a centralized AI. Risks and weaknesses. The challenge is enormous for Saab, which has already tried Helsing’s Centaur AI (German) on a real flight with the Gripen E to manage tactical decisions in combat. Of course, the Nordic company has never built a stealth fighter life-size: its background is two small research drones the size of a car, the SHARC and the FILURdating back to the 2000s. On the other hand, although Centaur’s first tests are promising, they are far from validating the use of AI in combat in real conditions. Finally, the project is so ambitious in technical and economic terms and the time window is so long that a medium-sized country like Sweden facing it alone runs the risk of being overwhelmed. In Xataka | “It’s not what we need”: Germany has just put the finishing touches on Spain’s great military dream, the European anti-F-35 is disappearing In Xataka | Europe’s great Achilles heel is not its armies, it is its plugs: NATO’s warning to shield our electrical network Cover | saab

If the question is why we continue to be drunk on airplanes, the answer is simple: because it is a business.

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We may all be more sensitive to flying from 9/11 attacksbut so is the feeling that every time there are more altercations inside airplanes with a common denominator: the alcohol. Scenes of drunk passengers causing delays, fights, vomiting or even attempts to open doors in mid-flight they are already part of the collective imagination of air travel. The question is almost obligatory: is there really no solution? An increasingly visible phenomenon. They remembered on CNN the recent case of the man who, completely intoxicated, forced to evict a plane in Chicago after vomiting during filming is just one example among hundreds of incidents documented year after year. In the United States alone, a review of more than 1,600 reports from the federal system revealed an incontestable pattern: alcohol in almost all levels of bad behavior, from arguments and disobedience to physical and sexual attacks. And although public perception confirms the problem (more than half of passengers in the United Kingdom claims to have dealt with with drunk travelers), there is still no consensus on how to stop it. Safety in the air. Plus: cabin crews operate in a space that is, by definition, a metal tube thousands of meters above the ground. They are the ones who must manage both the emotional tension of passengers and the consequences of alcohol mixed with fear of flying, long delays or increasingly narrow cabins. Without the ability to expel anyone mid-flight and with companies that do not always support their decisions, the attendants become in the first and last containment line. Although they receive de-escalation training, they face a type of passenger that did not exist a decade ago: the traveler who mixes alcohol with medications, stimulants or recreational substances, generating episodes of aggressiveness that are difficult to predict and control. Distribution of blame. And here comes the crux, because no one wants to assume the root of the problem. Airlines blame airports for allow consumption unlimited in bars and restaurants prior to boarding, pointing that they hardly sell alcohol on board, especially on short flights. The airports, in turn, point out that their role is commercial, not disciplinary, and that responsibility falls on the air operators. And within the flights themselves, the auxiliaries They blame gate agents for not blocking access to obviously intoxicated passengers, while pilots denounce that insufficient disciplinary measures are taken against repeat offenders. The fragmentation between ground and air causes each party to offload the problem on another, creating an operational vacuum that allows the situation to repeat itself flight after flight. The economic dimension. Behind the debate lies a factor that possibly outweighs any security protocol: alcohol, whether we like it or not, is one of the most lucrative businesses of the aeronautical industry. In airports it generates large margins for shops and restaurants, while in the cabin it is used as an incentive in higher categories. Precisely for this reason, rarely clear data is provided on income derived from its sale, and any attempt to limit consumption before boarding is met with resistance from both airport operators and airlines. The result is a permanent contradiction: The industry recognizes that alcohol causes problems, but depends on it financially. In other words, alcohol (and as a consequence, drunks) “interest(s)”, but with a small mouth. Public pressure. The number of passengers support restrictive measures It grows as incidents go viral and attract media attention. Some proposals already have a favorable majority: drinking limits at airports, breathalyzer controls before boarding or even total restrictions on certain routes. Meanwhile, regulators are toughening penalties: the FAA imposed its largest fine in history (more than $80,000) to an extremely violent passenger, and the airlines are expanding their ban lists to repeat travelers. However, the approach remains reactive, not preventive, and each solution encounters resistance in the chain of interests that sustains global air tourism. Between I want and I don’t want. Thus, the problem of the drunk passenger does not arise only from alcohol, but from a fragmented system where no one wants to bear the cost of controlling it. Airports that maximize profits, airlines that fear losing revenue, overloaded crews, regulators who act after the fact and frustrated passengers who see a drink as the instant answer to discomfort. Everyone agrees that there is a problem, but no one wants to be who imposes the solution. The result is a sky increasingly tensewhere safety depends on the professionalism of the crews and a kind of unstable balance that is broken too easily. Image | Instagram, X In Xataka | “This is the last time I pay 10 euros for a gin and tonic”: the anger of British tourists at the price of alcohol in Spain In Xataka | The “tourist cages” arrive in Valencia: holiday gentrification in Spain goes up a gear

Using free WiFi on airplanes almost never ends well. Iberia wants to change that with the help of Starlink

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IAG, the group to which Iberia belongs, has closed an agreement with Starlink to equip their planes with satellite connectivity. The Spanish airline promises that all its passengers They will be able to sail for free from 2026 with speeds comparable to those at home. Best free WiFi from the plane. Until now, wifi on airplanes It used to be slow, expensive or non-existent. With this agreement, Iberia ensures that it will offer free high-speed connection on all its flights, both short and long distance, regardless of the class in which the passenger travels. According to the company, Starlink technology It will allow download speeds of up to 450 Mbps and upload speeds of up to 70 Mbps, enough to watch streaming series, work in the cloud or play online while flying. How Starlink works. The SpaceX network is based on thousands of satellites located in low Earth orbit, which reduces latency and allows coverage even in remote areas or areas with poor accessibility. This infrastructure is what gives Starlink an advantage over other air connectivity providers, which rely on slower geostationary satellites or limited ground connections. Beyond Iberia. The agreement is not limited to the Spanish airline. IAG will implement the service on more than 500 aircraft of its companies: Aer Lingus, British Airways, Vueling and Level. According to the matrix, this will make the group the European operator with the most aircraft equipped with high-speed Wi-Fi. The first plane with Starlink will begin flying in early 2026, according to the airline in your press release. Part of a broader bet. This movement is part of the Iberia Flight Plan 2030which includes 6,000 million euros in investments. Part of that budget is allocated to digitalization, artificial intelligence and the creation of the so-called ‘Iberia City’, an aeronautical innovation center. Luis Gallego, CEO of IAG, pointed out that “staying connected in flight is increasingly important for customers” and that this agreement demonstrates how the group works “together to drive innovation.” The Elon Musk factor. Starlink is owned by SpaceX, the aerospace company founded and run by Elon Musk. Although the technology has proven its effectiveness In other sectors, from rural areas without coverage to military operations in Ukraine, its integration into commercial aviation is still in the initial phase. IAG thus joins other airlines such as Qatar Airways or Hawaiian Airlines, which have already announced similar agreements with Starlink. Cover image | Alexander Schimmeck In Xataka | The inevitable increase in air travel is leading us to a reality: there are no places, no planes, no planet for so many tourists.

One thing is to knock down drones, and another very different and dangerous Russian airplanes. The second option is winning too many followers

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The repeated incursions Russian aerials in NATO territory They have triggered a diplomatic and military escalation that places the Atlantic Alliance against one of its greatest dilemmas since the beginning of the war in Ukraine. First They were dronesand then several MIG-31 fighters next to an IL-20M recognition plane in the Baltic without flight plan. The perception, increasingly widespread in Europe, is very dangerous: the Kremlin seeks to test The allied disposition to respond firmly. The internal debate. They remembered In politician that incidents have caused urgent consultations Under article 4 of the North Atlantic Treaty, a rarely invoked mechanism that reflects the seriousness of the situation. Estonios, Poles and Czechs have claimed Hard responsesincluding the possibility of demolishing Russian aircraft in future violations. The Czech President Peta Pavel, former NATO Military High Command, affirmed that Moscow must face “military consequences.” In Tallin, Foreign Minister Margus Tsahkna insisted in which to defend the sky of Estonia is equivalent to defending that of the entire alliance. Instead, figures such as German Defense Minister Boris Pistorius and Italian Prime Minister Giorgia Meloni They alert the risk To fall into the “climbing trap” lying by Putin, aware that a demolition could be interpreted as Casus Belli. Parallel messages. The president of the European Commission, Ursula von der Leyen, adopted An unusually overwhelming tone When declaring That “every centimeter of the territory” must be protected and that, after clear warnings, the option of folding an intruder plane “is on the table.” His words resonated With Trump’sthat in the UN General Assembly he affirmed that the “yes” allies should shoot against Russian airplanes if they enter their airspace. The support of the US President was held in Warsaw, where Minister Radosław Sikorski He replied with a laconic “Roger That”. The coincidence of speeches between Brussels and Washington (although von der Leyen has no direct military authority) transmits to Moscow that there is an emerging consensus in favor of harden the rules of the game. A 12 -minute pulse. The most symbolic case was the starring By three mig-31 Russians intercepted by two Italian F-35 in Estonia. During more than ten minutesRussian fighters remained within NATO airspace, an unprecedented duration. The Italians performed the standard interception maneuvers and, surprisingly, the Russian pilots responded With a friendly gesturegreeting from the cabin. Although the meeting concluded without shots, in Tallin and in Brussels a immediate debate: Why didn’t it acted with the same forcefulness as Türkiye in 2015When did a Russian plane tear down in just 17 seconds after a border rape? The difference illustrates the current caution of NATO, trapped between the need to show determination and the fear of an incident that disappoints an uncontrollable escalation. Hybrid ambiguity. The Russian authorities They have denied Deliberate violations and attribute incidents to errors, but at the same time suggest that they respond to Ukrainian attacks in Crimea, which is equivalent to accusing NATO of direct complicity. European diplomats who met with Kremlin say that the Russian delegation He took exhaustive noteswhich reinforces the impression that Moscow uses these incursions as calculated pressure tools. Experts like the Lithuanian president Gypsyėda They point that Russia “is testing our preparation and our solidarity.” In this sense, aerial incursions are part of a hybrid repertoire that includes espionage, cyber attacks, disinformation campaigns and symbolic maneuvers in the Baltic borders, such as balloons and buoys displaced in border rivers. The strategic dilemma. NATO has reinforced surveillance with the operation Eastern Sentry and maintains Eurofighter, F-16 and F-35 fighters deployed in the region, but still lacks clear and homogeneous confrontation rules. The ultimate decision to shoot falls to governments nationals that provide airplanes, which generates a mosaic of interpretations and possible “caveats” that could leave countries as Estonia in vulnerable situation. Meanwhile, Tallin has decided to increase its military expenditure to an average 5.4% of GDP Annual until 2029, a record figure in the alliance, although without acquiring its own fighters, which maintains the dependence of the ally air coverage. On the edge of the red line. In short, the Crossing speeches reflects a paradox: while Voices increase In favor of demolition as immediate response to airspace violations, other leaders remember that Putin could be looking for that incident to legitimize a victimization and victimization narrative Sow divisions internal in NATO. If you want, the situation recalls that the defense of the European sky is no longer a mere exercise of routine interceptions, but A critical front of the ongoing hybrid war. At stake, in addition, there is not only the security of Estonia or Poland, but the credibility of the alliance as guarantor that every centimeter of its territory, in the words of Von der Leyen itself, will continue being inviolable. Image | Fedor Leukhin, Andrey Korchag In Xataka | The war in Ukraine has fired the delays and canceled flights. And Europe has the solution: a drone wall In Xataka | Italy, Germany, Sweden and Finland have done something that seemed unthinkable: throw their fighters in search of Russian airplanes

The threat of Russia is no longer drones, they are now combat airplanes violating airspace. And Europe has taken its fighters

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First it was a swarm of Russian drones entering Poland’s airspace. NATO He responded with fire. That first order of Moscow has had its continuation last Friday, when three Russian fighters did the same In Estonia. NATO response was overwhelmed again. However, threat and tension, far from lesseing, has increased a few hours ago About the Baltic Sea. Russian incursion in Estonia. As we said, the recent cross of three fighters MIG-31 Foxhound Russians in Estonia’s airspace All alarms In Eastern Europe and has tested the immediate response capacity of NATO. The intrusion, occurred on The island of Vaindloo In the Gulf of Finland, it was carried out without flight plans, with transponders off and without communication with the Sonian air control services, which makes it an act deliberately provocative. Given this, the new Eastern Sentry operationwith the takeoff of Italian F-35 fighters of the Baltic Air Police Detachment, to which devices were added Swedes Jas 39 flu and Finnish fighters to intercept and monitor intruders. The episode It is not isolated: It continues at the entrance of 19 Russian drones in Poland and Romania the previous week, of which several were demolished by Polish and Dutch forces, and others crashed into Polish territory. These incidents demonstrate a Russian pressure pattern that seeks to test the limits of the alliance. Reactions. The political response was swift. Estonia Foreign Minister He described the incursion of “unprecedented provocation” and demanded rapid measures of political and economic pressure. Prime Minister Estonia communicated directly with NATO general secretary, Mark Rutte, who reiterated the solidarity of the organization and the need for reinforce deterrence In the region. In addition, Estonia announced that he will convene for the first time in his 34 years as a member of the United Nations an emergency meeting of the Security Council. European diplomacy, in the voice of Kaja Kallas, He condemned the act As a “dangerous provocation” and stressed that it was already the third violation of community airspace in a few days, promising more support for the defense of the Baltic states. In parallel, voices in Lithuania They suggested that the alliance should be willing to demolish intruder planes, remembering the Turkish 2015 precedentwhen a Russian Su-24 was killed on the border with Syria. A Russian Mig 31 The legal framework. Given the situation, Estonia considers invoke article 4 of the North Atlantic Treaty, which forces allies to joint consultations provided that one of them feels threatened their safety, such as Poland already did After the intrusion of Russian drones. The activation of this mechanism reflects the severity with which the threat is perceived and the need to show cohesion against Moscow. The Eastern Sentry operation, launched days before, initially provides rapid reaction fighters and an anti -aircraft, with the perspective of extending from The Arctic to the Black Sea to cover the entire eastern flank of the alliance against drones, missiles and airplanes. General Alexus Grynkewich, Supreme Commander Allied in Europe, He stressed that this new frame will allow a more flexible and focused defense where it is required. A Russian IL-20m German interception. A few hours ago the tension It has increased. The output of Two German Eurofighter From the Rostock-Laage base to intercept a Russian IL-20M recognition plane on the Baltic Sea, it has placed the region again in the center of the climb between Moscow and NATO. Again, the Russian apparatus flew with the transposeor off, without responding to contact calls, an increasingly common pattern in incursions that are interpreted as acts of deliberate provocation. The incident came just days after the incursion of the three Russian Mig-31 fighters. The strategic pulse of Moscow. For Poland and Baltic states, incidents are not isolated, but part of a sequence of calculated steps of harassment. Just a few days ago and as we count, Warsaw denounced Lat the fall of 19 Russian drones In its territory, and its Foreign Minister described the Kremlin strategy as a series of incremental provocations, always on the edge, but without reaching the open conflict. The discovery of remains of a lure drone in a Polish forest reinforces the sensation constant trial of NATO defenses. Meanwhile, the Kremlin He denies responsibility and accuses the West, in particular to the United Kingdom, to lead an alleged “warmongering field” that prevents progress in the resolution of the war in Ukraine. The fissures of the West. One of the most disturbing elements in this context is the perception that the United States could be reducing its commitment in the defense of the eastern flank. Bloomberg cited Kremlin sources according to which Putin would have concluded, after his summit with Donald Trump in Alaska, that Washington will not significantly reinforce kyiv’s military capacity, which encourages Moscow to intensify its attacks to force Ukrainian capitulation. In parallel, The Guardian told that reports that the White House plans to reduce security assistance to Latvia, Lithuania and Estonia, despite being countries directly exposed to Russian pressure. Trump’s statement, stating that he would defend Europe but without deepening details, adds strategic ambiguity at a time of high voltage. Climbing risk. Baltic and Central European leaders agree that the situation is dangerously approaching A breakdown. The president of Latvia, Edgars Rinkēvičs, warned that, although Russia strives to clearly exceed red lines, erratic logic and incompetence at different levels of the Russian system could lead to a real clash, whose responsibility would fall on the Kremlin. From Prague, President Czech Peta Pavel He claimed an answer Firm and united from NATO, remembering that giving in to the aggression would be equivalent to “turning your back on evil.” The shadow of a greater conflict plans on the northeast European: each new air incursion or drone attack increases the probabilities of a calculation error that precipitates a direct confrontation. Ukraine and a way. Under this climate of growing hostility, President Zelensky declaredbefore traveling to the UN, who would be willing to meet with Putin, even with Trump, to explore A political exit. … Read more

The commercial war between China and the US also goes from airplanes. The c919 comac already threatens the future of Boeing and Airbus

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The aeronautical sector has become another battlefield of commercial tension between Washington and Beijing. The C919the first narrow fuselage commercial plane developed completely in China, He is winning traction In Southeast Asia while Boeing and Airbus fight against delays in their deliveries. An opportunity born from despair. Malaysia has confirmed that Airsia and Air Borneo are valuing C919 as an alternative to Western manufacturers. It is no accident: the waiting lists to receive Boeing and Airbus airplanes extend years, and the airlines They desperately seek to diversify their suppliers. Malay Transport Minister Anthony Loke summarized it thus: “All airlines look for faster deliveries and cheaper options. COMAC is one of the manufacturers they are considering.” The Chinese pride Achilles heel. Despite its ambition, the C919 drags a critical dependence on US components that could be lethal. LEAP-1C engines (Manufactured by the Joint Venture between GE and Safran), Honeywell’s navigation systems, the rockwell collins meteorological radar and multiple critical components come from the United States. Tariffs and prohibitions. The Tariff climb It has raised the cost of the US components until they make them almost unfeasible. Just a couple of months ago, China applied tariffs up to 145% in response to tariffs applied by Trump, shortly before The 90 -day truce that both countries occurred. At the same time, Beijing has prohibited its airlines from acquiring US suppliers equipment, although this restriction does not yet affect manufacturers as Comac. The race against time towards autonomy. China has not been still in this critical situation. And it develops the engine CJ-1000A through AECC as the National Substitute for Western LEAP-1C. The evidence has been advanced since 2018, although the commercial certification will not arrive before 2030, and in the worst scenario it would be delayed until 2035. Meanwhile, the Chinese domestic market offers an extraordinary mattress: Boeing estimates that China will need 8,600 new airplanes commercials in the next two decades. And now what. The United States has recently reactivated licenses to sell engines to C919, but this movement can also mean China’s reinforcement to achieve technological autonomy in the sector. The European C919 certification could arrive between 2028 and 2031which would open the doors to the global market. If China manages to combine a competitive plane with aggressive prices and fast deliveries, the historical Boeing-Airbus duopoly could have its days counted. Cover image | Comac In Xataka | In his crusade to manufacture the iPhone at home, the US has achieved something historical: that most of its smartphones come from India

Airplanes are releasing tons of food on a familic gaza. There are those who believe it is a bad idea

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In full controversy for the famine that shakes the population of the Gaza Strip, Israel has decided Open your hand and guarantee “humanitarian pauses” and safe routes to facilitate food distribution in the area. The first thing we have seen however is something different: airplanes throwing food From the air, a measure that revives A controversy that already sounded strongly Just a year ago: Does the air cast really work? Is it real aid or is counterproductive? Something is clear: Mathematics They indicate that it is not the most effective way. What happened? That after days of controversy, marked by the publication of photographs in which they see familic Palestinian children and the hardening of the position of Germany, the United Kingdom and France, which They claim The end of the war (and the humanitarian crisis) in Gaza, Israel has decided to move card. On Sunday his army advertisement A series of “humanitarian pauses” in several points of the strip for ten hours a day to “increase the help” in the region. “Safe” breaks and routes. On paper, the objective is to facilitate the arrival of resources to help the population of the Strip, which faces a serious malnutrition crisis denounced among other organizations by the UN. The Israel Defense Forces (FDI) argue that “humanitarian pauses”, added to the creation of “safe routes”, will allow “Improve the humanitarian response”. The decision comes, however, in a very specific context: in the midst of an intense inertnational controversy due to the famine suffering from thousands of families from Gaza and the voices that accuse the Israel of being responsible for the crisis. The Netanyahu executive denies it and holds that humanitarian corridors “refute the false statement” of an “intentional famine”. In the opposite pole, Hamas alleges that Israel does not seek to stop the crisis in the strip, but “bleach her image”. A fact: 470,000 people. The UN World Food Program (WFP) Calculate that 100% of the population of Gaza faces “acute levels of food insecurity” and specifies that there are 470,000 people to the “catastrophic hunger”. “71,000 children and more than 17,000 mothers will require urgent treatment due to acute malnutrition,” prevent From the organism. The WPF is not the only one who has warned of the very serious crisis that crosses the strip. The Ministry of Health of Gaza, under Hamas control, Calculate That since the beginning of the Israeli offensive, in 2023, 133 people have died for malnutrition. Only so far in July the deceased They exceed 60. Click on the image to go to Tweet. What is the situation? The WFP warns That hunger in the strip “has increased dramatically” since in March the entry of aid in the region was prevented, “reversing the progress” achieved during the brief high the fire of the beginning of the year. In May, he remembers, the “limited” cast resumed, but has not served to stop the crisis. The UN says that since then it has only been able to deliver “small quantities” even though it has 116,000 t of food “lists”. Does Just two months The food distribution was activated by the Humanitarian Foundation of Gaza (GHF), an organization backed by Israel and the US that was launched between the suspicion of other international institutions. The person in charge of the United Nations Help Coordination, Tom Fletcher, He came to cross out of “cynical parody”, “a cover -up for greater violence and displacement” of the Palestinians within the territory. Looking at heaven. In the midst of the growing international controversy for the famine of Gaza, Israel has not only announced “tactical pauses” and “humanitarian runners” to facilitate the distribution of help in Gaza. He has also announced that he will connect a desalination plant to his electricity grid and has resumed the help of help from the air, a scene that already We saw in 2024. On Sunday at dawn Israel carried out an operation wishes, with the help of airplanes. Jordan and United Arab Emirates They were added throughout the following hours. According to Reutersin total they dropped 25 tons of help. A controversial decision. However, the use of aircraft and aerial launches will hardly help placate the controversy. Rather on the contrary. In 2024 about twenty humanitarian organizations They criticized That kind of deliveries in Gaza (both the aerial and maritime) by considering that “they are not an” real alternative to the most effective way and that, in their opinion, it should be a priority: the land. “Governments cannot hide behind aerial releases and efforts to open a maritime corridor in order to create the illusion that they are doing enough to support Gaza’s needs,” they warned in A statement NGOs, including Amnesty International or Oxfam. Click on the image to go to Tweet. Why do they reject them? The problem is not only of image or that air distributs are used as a way of avoiding the real focus of the problem. NGOs question their real utility warn that the capacity of airplanes is very limited. “Air releases cannot provide assistance volumes that can be transported by land,” They influenced last year. “While a five truck convoy has the capacity to transport about one hundred tons of vital assistance, recent air releases only deliver a few tons of help each,” They argue. The BBC He has made accounts And it has come to the conclusion that, given the situation in Gaza, 160 aircraft would be needed to supply a volume of food that guarantees that the gazaties will have a meal a day. The US Central Command estimates that in 2024 its C-130 load aircraft delivered 12,650 meals by plane and trip. “Extremely dangerous”. There is another reason why NGOs mislead air deliveries: safety. “The releases can be extremely dangerous for the lives of civilians who come in search of help. They have been reported dead by the free fall of help packages in gaza,” They warn The NGOs. The BBC He has interviewed To experts who … Read more

The first time Spain displays combat airplanes in Iceland

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In a context marked by the War in Ukraine and Moscow’s growing aggressiveness in airspace of the North Atlantictogether with the progressive militarization of their Strategic routesSpain has first assumed the most active role in the defense of NATO’s northern flank. A historical step. Yeah, for the first time In its history, Spain has deployed combat planes in the nation of northern Europe as part of the NATO Air Police Mission. The operation, baptized as Tactical Air Detachment (DAT) Stinga (“Sting” in Icelandic), represents a milestone for the Army of the Air and Space (EA), which until now had concentrated its participation in the east flank of the Atlantic Alliance, especially in the Baltic countries. With this movement, the Spanish government intends to demonstrate Your commitment With all NATO defense scenarios, including the Arctic strategic, which gains relevance to the growing military activity Russian in the North Atlantic. Keflavik: The new Spanish advanced position. The detachment will operate from the Keflavik air basesouth of Iceland, considered a critical installation for its location in the North Atlantic, key to the control of intercontinental air traffic and for the routes between North America and Europe. Iceland, country No Air Force Own, trust Rotations of NATO allies to guarantee the integrity of their airspace. To the 44 aviators They arrived as advanced to prepare the operation, will add up to 122 Spanish military (among pilots, maintenance technicians, specialists in armament, logistics and security personnel), responsible for operating six F-18 fighters They arrived on July 22. The mission will officially begin on the 28th and will run until mid -August. Permanent alert in the north sky. Under the command of Lieutenant Colonel Rafael Ichaso Franco, the Stinga detachment will be in fast reaction alert (QRA), or in other words, will be prepared to Intercept any aircraft That violates the standards of allied airspace, whether flying without a flight plan, without radio contact or with the transposeor off, a usual practice in air intimidation maneuvers by Russia. This is precisely the reason why NATO launched in 2014 (After the Crimea Russian Annexation) a series of air surveillance deployments that have been expanding their territorial presence throughout Europe. “Hostile” training. Plus: Unlike other air police missions already carried out in Estonia, Lithuania or Romania, Iceland presents different operational challenges. Not only because of latitude and weather conditions, but by lack of previous experience of the Spanish army in that theater. That is precisely the reason why, according to The world pointedan intense preparation in simulatorsrecreating specific scenarios for the Arctic environment. In addition, training flights in the region have been scheduled to consolidate the operational capacities of the pilots and maintain the full operation of the F-18. Beyond a gesture. Although the duration of the mission will be rather brief, its political and strategic value is significant. Spain thus reinforces its image of Reliable and willing ally To participate in the distribution of responsibilities within the Atlantic Alliance, aligning with the priorities of Moscow deterrence On all fronts, including the least visible so far for Spanish public opinion. By projecting strength in the north, the Spanish nation also contributes to the defensive architecture that extends from the Baltic Sea to the Arctic Circle, at a time when NATO Redfine Its military borders before a Kremlin every time more aggressive. Operation Stinga thus not only a punctual deployment, but the beginning of A new phase in the outer projection of the Spanish armed forces. Image | Ministry of Defense of Spain In Xataka | With its rejection of dedicating 5% of GDP to Defense, Spain has done something else: open the melon of the melons in NATO In Xataka | Spain refuses to spend 5% of GDP on artillery. Because what you really want is to sell it to Europe

Airplanes have been depending on GPS for decades. Some engineers have another idea to replace it: quantum technology

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Airbus and the company derived from Google focused on quantum technology and IA, Sandboxaq, have completed more than 150 flight hours Testing Magnava revolutionary system that uses Quantum sensors to detect the unique magnetic “fingerprints” of each point on the earth. The initial results have been promising, and are a sign that technology could rival the Traditional GPS and even overcome it in precision. Why is it relevant. The GPS has become the Achilles heel of modern aviation. Interference attacks and Spoofing They are dramatically increasing in conflicting areas such as the Middle East, Ukraine and Russia, and this It also affects civil flights. The military use these techniques to confuse missiles and drones, but the consequences extend dangerously to commercial aviation. Hence the importance of looking for a viable alternative to GPS. Magnav. Image: Sandboxaq The secret of its operation. Magnav has more or less the size of a toaster, and has a laser that shoots photons against electrons. When the laser goes out, these electrons release the absorbed photons with a unique energy firm that reflects the intensity of the earth’s magnetic field in that exact location. An artificial intelligence algorithm processes this information and compares it with detailed magnetic maps to determine the position of the plane. Each square meter of the planet has an unrepeatable magnetic firm, created by the iron particles of the earth’s core that magnetize the minerals of the cortex. More precision and more difficult to supplant. Unlike GPS, which depends on vulnerable digital signals from satellites, quantum sensors are completely analog and process data generated entirely on board. Jack Hidary, CEO of Sandboxaq, Explain that this makes them “essentially impossible to interfere or supplant.” During the evidence, Magnav managed to meet the standards of the Federal American Aviation Administration 100% of the time, maintaining precision within 2 nautical miles. Even more impressive, it reached a 550 -meter accuracy in 64% of the occasions. Beyond aircraft. The experts They predict A quantum sensor market valued between 1,000 and 6,000 million dollars by 2040. This technology promises to detect submarines and hidden tunnels in defensive applications, and weak magnetic signs of the heart and brain in medicine, allowing non -invasive diagnoses. Joe Depa, Global Innovation Director of EY, Underline That “we are not talking about something within 20 years, but about something that is here and now.” The next step. Sandboxaq plans to go first to the defense sector before expanding to commercial flights. Although more evidence and certifications are required, Hidary stands out that have overcome “the difficult part: demonstrate that technology works.” According to him, it is the “first novel absolute navigation system that we know in the last 50 years.” Cover image | Ross Parmly In Xataka | The 777x is Boeing’s great bet to return to the top: folding wings, redesign cabin and the largest engine in the world

There are those who ask why airplanes have no parachute. This manufacturer decided to stop asking him and putting one

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It is one of those questions that seem taken from an impromptu talk between friends: “And why don’t they put A giant parachute In the airplanes in case something happens? The company that achieved it is called Cirrus Aircraft, and for decades it has designed light airplanes for general aviation. His proposal was as simple as revolutionary: incorporating a ballistic parachute directly into the fuselage, as part of the plane design. Not as an accessory, not as optional. Serial. The system is called Caps, acronym for Cirrus Airframe Parachute Systemand it is present so much In the SR series as in the vision jetan airplane with a turbophah engine for five passengers, plus the pilot. A parachute that is not an accessory, is part of the plane CAPS operation It is as direct as its objective: saving lives when everything else fails. In the upper part of the fuselage, just behind the cabin, a capsule sealed with a large parachute is hidden. If a serious emergency occurs, the pilot only has to pull a t -shaped leverlocated on the roof of the cabin. In a matter of seconds, a small rocket purses the parachute up and it unfolds, braking the fall of the plane until it touches earth. Of course, there are conditions. The system should not be activated below 600 feet of altitude (about 180 meters above the ground), and its effectiveness is much greater if it unfolds between 600 and 2,000 feet. Above that altitude, the pilot has more margin to evaluate and make decisions, but it is still a valid option if the situation demands it. The history of the CAPS was not built from one day to another. In the mid -1990s, the Cirrus engineering team, led by Paul Johnston began to work on an idea that, at that time, seemed crazy: adapt a system of Complete parachute to a light plane. They were inspired by a previous prototype developed by BRS (Ballistic Recovery Systems)a company specialized in ballistic parachutes, which had already tried similar solutions for aircraft such as Cessna 150. A cirrus sr20 displays a parachute in a test In 1998, Cirrus performed his first real testin the southern desert of California. The person in charge of activating the system was a military pilot. That test was key: it showed that the concept worked. From there, Cirrus integrated it as a central part of the design of his first major production model, SR20. Not as an addition, but as a structural element designed from the beginning. Since its certification, the CAPS system has activated more than a hundred times in emergency situations. According to cup datauntil June 2025 they had Registered 136 deployments. Among them there are stories of people who survived motor failures, control losses or extreme weather conditions. Graphical representation of CAPS deployment On its official website, Cirrus states that its system has returned more than 250 people home alive. And some of those stories are especially shocking. Like Greg Huntleypilot and owner of a Cirrus aircraft, which suffered a motor failure on October 22, 2014. Activated the CAPs and managed to land with the plane hanging from the parachute. It was unharmed. Graphic Representation of CAPS IN ACTION Huntley flew every week for work. He had his base in Charlotte, North Carolina, and although he was never passionate about aviation, he acknowledged that he saved him a long time. On October 22, 2014 he took off like any other day. A few minutes after flight, some 5,000 feet of altitudethe engine stopped dry. “Just before declaring the emergency I thought: I have five minutes of life,” I would remember later. One of the many airplanes that used the Caps He made a clear decision: if at 3,000 feet he still did not see the terrain, he would activate the parachute. And so it was. The sky remained completely black through the windshield, so he informed by radio that he was going to display the Caps. “I have taken many children already their parents on their first flights. I always explain that if something happens to me, pull the lever (…) that morning, putting hands on the shooter, I thought: now it is you who is going to check it.” The plane descended and in less than a minute touched land in a grass field. Caps lever The climax of this philosophy came with the Cirrus Vision Jet, a small monomotor reactor certified in 2016. It was the first Jet of the world equipped as standard with a ballistic parachute for the entire aircraft. But Cirrus went further: Safe Return was added to the CAPS system, a function that allows the plane to land only in case of emergency. Button ‘safe return’ The idea is simple. If the pilot suffers a sudden disability, any passenger can press a button. At that time, the Jet Vision takes care of everything: Calculate the routecommunicates the situation to the controllers and performs the descent autonomously to land on a safe track. Caps and Safe Return thus form a fairly complete security package. Cirrus’s parachute system is not designed for all types of aircraft. It does not intend to be. Its effectiveness has to do with the type of plane into which it integrates, with its weight, its structure and the situations for which it was thought. While it is not perfect, it has managed to open a door: demonstrate that there is room to think about security from another angle. Images | Cirrus | POT | CUP In Xataka | They are not fighters, they are planes of the Slovakia government: the day an Airbus A319 and a Fokker 100 stole the show

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