landing

The private jet of the emir of Qatar is so large that it altered air traffic in Palma to check the runway after landing

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Palma de Mallorca lives the same routine every summer. Millions of touristsqueues at check-in and a heat that hits from the first hour. But last summer there was one flight that was more talked about than any other. Just like counted the Persian Gulf press, the event did not occur due to a breakdown or an emergency landing, but rather due to the simple fact of landing at Palma airport with a plane of enormous size. A plane that, despite the fact that its owner considers it “his private jet”, is so large that it forced almost all air traffic in Palma to be delayed just to verify that it had not left marks on the asphalt of the landing strip. A landing that stopped the airport. The private jet of the Emir of Qatar, Tamim bin Hamad Al Thanileaves its mark on all the airports where it lands. No wonder, its size and weight tests the operational capacity of the infrastructure, to the point of elevating its category from a regional airport to one with international capacity. as it already happened with the small airfield of Sardinia. On this occasion, the gigantic private jet took land at the Son Sant Joan airport, near Palma de Mallorca, at the beginning of last summer. The Spanish controllers association told it in its count in X. After landing, they said, “a runway check is carried out in case any type of dirt had been introduced.” In reality, what is inspected is that the runway asphalt has not been damaged during the landing after the impact of the 400 tons it weighs. This review is part of the mandatory protocol for aircraft of this size and leaves the runway that has been used closed for several minutes. During that time, controllers can only use one of the airport’s two runways, and nearby taxiways are left clear as this behemoth of the air moves toward its assigned parking lot. A “private jet” that needs half an airport to itself. We are talking about a Boeing 747-8, the largest version of the historic jumbo jet ever manufactured. According to the Boeing dataits wingspan reaches 68.4 meters and its length exceeds 76 meters. These are figures for a large commercial aircraft with capacity for up to 531 passengers, but in this case, its use is exclusive as a private jet for the Emir of Qatar and his large entourage. This makes it, de facto, a kind of flying presidential palace. Its imposing size means that very few airports in the world are prepared to receive such aircraft normally. Palma, despite being one of the busiest airports in the country During the summer, due to its influx of international flights, it achieves this, but with special maneuvers every time one of these giants lands. A single plane turns the airport upside down. The 747-8 falls into the “Heavy” category, according to the company itself. AENA document. That classification is for airplanes over 136 tons. This forces us to extend the operating distance with the plane behind, to avoid the turbulence generated by its wings. The result of this delay with the next landing generates a domino effect on the rest of the flights, slowing down the normal operations of the airport, already in itself. stressed by the increase in tourists in summer. Other flights wait on the ground or in the air while the private giant settles into the indicated location. Added to this is the logistical difficulty caused by the arrival of these giants of the air and platforms capable of accommodating an aircraft of this weight are limited. Luxury goes inside. Inside, the plane is another story. It is estimated that it is around 360 million euros. It hides lounges, offices and rest areas with fine woods and gold finishes, far from what we would find in the cabin of a commercial flight. The family usually completes the summer on board the Al Lusailhe imposing superyacht of 123 meters in length valued at 500 million dollars that each year awaits its owner, whose annual expenditure on vacations is equivalent to that of 10,000 tourists. Just give him a hand painting this superyacht It has cost 13 million euros. As I collected he Diary of Tarragonaat this moment the Al Lusail It is moored in the Tarragona marina, very close to the Reus airport. Given the dates, Tarragona, heats that this summer is your turn. In Xataka | The Boeing 747 that the Emir of Dubai uses as a private plane is so luxurious that even the pilot’s controls are made of gold Image | Image | Wikimedia Commons (Khamenei.ir, John Murphy)

“A microsecond lag in GPS could miss a moon landing by hundreds of meters”

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The competition and space disagreements between the United States and China are one of the main geopolitical problems in 21st century science. We might think that this effort to be first only harms them, but in reality it can be a problem for anyone who enters the space race. There are many issues that serve as examples, although the most recent is the one that concerns lunar time. It has long been clear that there must be a lunar standard time, but The United States has decided to establish a and China another. The consequence is a weak satellite navigation system, which can affect anyone who wants to land on the Moon. At the moment, it seems that NASA is the most advanced in this regard, but it is possible that it will have to do so under Chinese standards, so the conflict, if they do not agree, is served. Two hours for one place. USA has agreed determine the lunar time under something called Coordinated Lunar Time (LTC). That would be the time under which the LunaNet satellites would work, a satellite system projected by NASA in 2019in order to control the first navigation system of our satellite. For its part, China has decided to establish the time according to the Lunar Time Ephemeris (LTE-440). This is the system with which both Queqiao-1 and Queqiao-2, the only two lunar relay satellites that are currently active, maneuver. They are designed for communications and would be the first step towards a lunar GPS system. Why is it necessary? Gravity is very different on Earth and the Moon. We know that gravity, in addition to generating attraction on bodies, also curves space-time. As a consequence, time passes more slowly the greater the gravity. And what does that mean? Well, basically, time passes faster on the Moon. Specifically, 56 microseconds faster. That means we can’t use the same time on Earth as we do on the Moon. Our natural satellite needs its own schedule. Be careful with the GPS. GPS systems work by signaling temporal signals measured by satellites. It measures how long it takes for the satellite signal to get from one point to another and, thus, the distance can be calculated. Therefore, it is very important that satellites and clocks work with the same time system. When traveling to the Moon, you should take into account how the satellites used by GPS measure time. But we have already seen that China and the United States do not agree on that. For now, LunaNet is nothing more than a project. The Chinese lunar GPS system too, but at least there are already satellites. Those from the United States have not been launched. Therefore, if NASA lands on the Moon without taking into account the Chinese time system, there could be problems. Just a microsecond of difference in lunar time can affect hundreds of meters away. That can be very dangerous in the face of a moon landing. China has already tried it. The Asian country is the only one that has landed a ship on the far side of the moon. Terrestrial radio systems do not reach this area of ​​our satellite. Therefore, this unmanned moon landing had complete dependence on Queqiao-1. It was proven to work, as the moon landing was a success. But of course, the ship was synchronized with the satellite time system. It is necessary to reach agreements. Sometimes these types of political disagreements make scientists quite lazy. They may want to reach agreements to work in a safer way. At the moment, NIST, which is the United States Standards Institute, is having conversations with the Purple Mountain Observatory (Zijinshan). This institution is one of the main managers of Chinese satellites, so its decisions are very important in the decision to use one time system or another. For everyone to achieve their goals, this time it would be necessary to work as a team. The grudges and competitions could end up delaying the space race for both sides. Image | Magnificent In Xataka | Mars was the great space battleground between China and the US. Now it’s the Moon and there’s too much at stake

Airbus is testing AI in one of the most delicate maneuvers of a flight: landing

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Landing a commercial plane seems, seen from the window, to be an almost routine sequence, but in reality, it is one of the most demanding phases of the flight, a maneuver in which pilots, navigation systems, weather conditions and airport infrastructure have to fit together with enormous precision. What Airbus is investigating now is whether the artificial intelligence can help with that fit. Their proposal involves cameras installed on the plane itself and artificial vision to analyze the runway references during landing in real time. What the company has put on the table is called Vision Landing Application. Airbus has presented it in the context of VivaTech 2026 as a technology still in the research phase, so we are not looking at something that will reach commercial aircraft tomorrow. However, the idea it leaves behind is quite simple to understand: saving all the distances with aviation, it is conceptually reminiscent of what we have already seen in autonomous terrestrial vehicles. Autoland is not new, but aims to evolve Here you have to separate two things that may seem the same, but are not. commercial airplanes They can now land automatically under certain conditions, but that does not mean that the system is always available, at any airport and regardless of the crew. They are needed certified aircraft, adequate infrastructure, authorized procedures and pilots trained to operate within that framework. As we can sense, the novelty that Airbus is exploring does not eliminate that reality: it tries to add another form of guidance, born within the plane itself, to an ecosystem where the pilot continues to be a central piece. Regarding the demonstration at VivaTech, it should be noted that we are not talking about a plane landing in the middle of the event or a commercial test carried out in front of the public. The exhibit was intended to explain how computer vision can improve automated landing procedures. It is less spectacular than imagining an A350 landing at a fair, but much more important to understand where the technology really is. Now, all this does not come from nothing. Airbus places it within an automation roadmap that began to take shape years ago with ATTOLa project launched in 2018 to explore autonomous taxiing, takeoff and landing using image recognition, without relying on conventional ground systems such as ILS or GBAS. Then other programs arrived: DragonFlyfocused on pilot assistance, automatic emergency operations and workload reduction during taxiing; and Auto’Matewith a different objective, in-flight refueling, but with very close technological bricks, such as cameras, LiDAR, high-precision positioning and AI algorithms. The next name in that chain is Optimizean Airbus UpNext demonstrator that the company describes as a kind of A350 cabin on wheels. It is not an airplane, but a test vehicle designed to bring sensors, systems and automation to the real environment of an airport without converting each test into a flight. This includes cameras, 4D radar, LiDAR, trajectory protection models, functions against runway incursions and even a virtual assistant to interpret air control authorizations. Vision Landing Application aims to be useful in at least two especially sensitive cases: remote airfields with little or no advanced infrastructure and environments where GNSS, the satellite navigation that many systems use as a reference, may be degraded, interfered with or directly unavailable. In these cases, the aircraft being able to visually interpret what is in front of it does not replace operational safety, but it does add a potential support network. The expression Airbus uses is “embedded AI”, but we can translate it more clearly as embedded AI. The difference matters: it is not an AI supported by external servers, but a capability integrated into the aircraft systems. In an airplane there is no excess energy, there is no excess calculation capacity and it is not enough for an algorithm to work well in a demonstration. To get closer to certification, the European manufacturer needs the behavior of the hardware and software to be controllable, traceable and compatible with the safety requirements of commercial aviation. This is one of the reasons why it is wise to avoid the easy jump to pilotless aircraft. What Airbus describes is much closer to a cabin with better aids than an empty cabin. Its systems seek to alleviate repetitive tasks, improve crew attention and add layers of information. If onboard AI ends up entering commercial aircraft, its first reasonable function will not be to replace the pilot, but rather to give it better tools. From there to the commercial plane there is still a long way. Airbus will have to demonstrate that this technology works reliably in very different scenarios, integrate it with the rest of the aircraft systems and go through a certification process designed precisely to prevent a promising innovation from reaching real operation prematurely. The Vision Landing Application does not change the way of landing tomorrow, but it does show a very specific direction of where at least part of the industry is heading. Images | Airbus In Xataka | Spain had a master plan for the European fighter. The problem is that Germany just got a girlfriend with a lot of “money”

In Galicia there is a town that every summer recreates a Viking landing with ‘drakkars’. And it makes perfect sense

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If you want to experience a Viking landing in your flesh, a historical representation that includes longships like those used by Nordic people in the 9th century to sail the seas, warriors with axes and medieval fortresses, you don’t need to travel to Scandinavia. In Catoira, a Galician town of just over 3,000 inhabitants, they celebrate every summer a pilgrimage that for a few hours turns the Ría de Arousa into the scene of an epic battle. The most interesting thing is its background: it is not a whimsical festival, but rather a tribute to the role that the town played centuries ago in the defense of Galicia. Vikings in Galicia? When you think of Vikings, the first thing that comes to mind is Scandinavia and the Nordic navigators who centuries ago, between the 8th and 11th AD, dedicated themselves to sailing, trading and plundering across Europe. However, every summer Catoira, a small town in the province of Pontevedra, celebrates a pilgrimage focused precisely on the Vikings. It has been doing so for more than six decades and with such success that its celebration has achieved the seal of international tourist interest and, in just one week, attracts more than 100,000 people. Not bad if we take into account that in the town they live 3,300. An old connection. Catoira celebrating a Viking party makes all the sense in the world. The town may be more than 2,000 kilometers from Norway, but centuries ago it played a crucial role in repelling raids by the normative pirates (also Saracens) who came to Galician lands in search of loot and, above all, an easy access route to Santiago de Compostela. To understand it, you must first understand the strategic geographical role of Catoira, a town located at the inland end of the Arousa estuary, near the mouth of the Ulla. If the pirates wanted to reach Santiago, where the 9th century The tomb of Saint James the Greater was located, it offered them an ideal access door. “The key and seal of Galicia”. The local rulers soon understood the role that the Catoira area played and that is why they fortified it with the West Towersa medieval defensive system located at the head of the estuary. Today we preserve two of the seven original towers that between the 9th and 10th centuries They allowed the locals to stand up to Norman raids. “The Vikings who arrived in Galicia in the 9th and 10th centuries with the intention of plundering our lands encountered resistance from the troops of the Castellum Honestiwhich during that time prevented the Norman armies and Saracen pirates from ascending the river, to the point of this fortress being considered the ‘Key and seal of Galicia’”, remember the Catoira Town Hall. A party… and a tribute. A few decades ago, in 1960the members of the Ateneo do Ullán decided to remember the heroic past of the town with an act that basically commemorated the landings in the lands of Ullá. As the City Council explains, it began as “a meeting of friends with cultural concerns”, a celebration without major pretensions. Over time, however, the party gained strength. In 1965 a company took over the organization and during the next quarter of a century the pilgrimage continued to grow and increase its impact beyond Catoira, Pontevedra and even Galicia. It grew so much, in fact, that between the end of the 80s and the beginning of the 90s the City Council decided take charge of the organization. What had started as an improvised act gained the status of international holiday. There are no Vikings without longships. Proof of how much the pilgrimage expanded (and of its vocation to continue doing so) is that the event incorporated several longshipsthe characteristic warships used by the Norse and Germanic tribes. In 1993, the first one was built, named ‘Torres de Oeste’, and over time two others were added: ‘Frederikssund’ and ‘Ardglass-Catoira’. These are not more or less approximate copies. To make the first, a group of expert Catoirense craftsmen traveled to Denmark, where they studied Viking boat-building methods and were inspired by the Skuldelev 5a longship found in Denmark. The ‘Frederikssund’ is also an adaptation of an authentic 11th century ship, the Gokstadlocated in Norway. Ironies of history, today Catoira’s heroic past is celebrated with a pilgrimage in which the protagonists are the Vikings and in which (of course) there is no shortage of medieval markets, shows, seafood and red wine from Ulla. Images | Council of Catoira, Spain tourism and Xunta de Galicia In Xataka | When the Romans arrived in Galicia, they encountered the enemy they feared most: a river that stole their memory.

the landing of the Emir of Dubai’s Boeing 747

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Badajoz airport is not exactly the type of airfield that often appears in the news. Badajoz airport received the emir of Dubai’s private Boeing 747 in 2016. The landing forced the runway, stairs and trailers to be adapted to operate the largest aircraft in its global aviation history. According to data collected by OndaZeroit is a modest regional airport, with little more than 107,000 passengers per year and around 4,500 annual operations. But on an afternoon in April 2016, the staff at that airport experienced the three most stressful hours in its history: had to completely adapt to receive the largest private plane that had ever set foot on its runway. What landed that day at the Extremaduran airfield was not a private jet to use. It was a Boeing 747-400 Combi owned by Mohammed bin Rashid Al Maktoum, Emir of Dubai and Prime Minister of the United Arab Emirates. A device designed to transport up to 530 passengers that, in its private version, serves as a flying embassy and residence of the Arab leader. What is an emir like you doing in a place like this? As and how I collected The Gulf Courierthe emir’s visit to the Extremadura airport was not a coincidence. Mohammed bin Rashid Al Maktoum arrived with a delegation of about 30 people to inspect the new farm he had purchased in the vicinity of Táliga, an area of ​​about 200 hectares of oak forest. Although it was the first time that the emir in person made an appearance in Badajoz, the presence of his representatives in the area was not new. According what was published by The Vanguard That same year, several members of royal families from the Persian Gulf had acquired estates in Extremadura, attracted by the extension of the pasture, the privacy of the rural environment and the proximity to high-level equestrian routes. The Olivenza region accumulates several of these properties and, since then, Sheikh Mohammed has visited the area on more than one occasion with the same device. Landing a Boeing 747 at a regional airport is not only an air transport operation, it involves a whole logistical challenge for infrastructure. Unaccustomed to receiving aircraft of such size, the airport authorities had to expand safety zones on the track, the resistance of the pavement and even adapt the taxi route on the runway to guarantee an adequate height. In addition, they had to provide themselves with larger access stairs, because the ones they usually used did not reach to the double deck of the Boeing 747. Something similar happened with towing vehicles, suitable for moving smaller commercial aircraft, but without enough power to maneuver such a colossus. According to details LuxuryLaunchesthe airport also had to enable higher capacity generators to keep the VIP cabin and the plane’s air conditioning system operational while the president’s visit to his Táliga estate lasted. The Badajoz airport met the minimum requirements to operate aircraft of this caliber, but needed to adapt to a very unusual maneuver for a regional airport in Extremadura. The visit lasted three hours. The preparations, much more. A flying presidential residence He Emir of Dubai’s “private jet” It has nothing to do with conventional private jets, and looks more like a flying palace than a commercial airliner. The front area houses the private bedroom with the Sheikh’s suite, lavishly decorated with gold taps and shower. In the center is the majlis, a reception space of Arab tradition, where the emir meets with his council during the journey. In the rear, a dining room functions as a meeting room with capacity for 26 people, and on the upper deck there are eight minisuites with seats that convert into beds to accommodate the entourage that accompanies him on each of his trips. Even the cockpit has its own particular detail: the throttle levers and flap controls are covered in gold. The Combi configuration of the device also allows cargo to be transported in the rear section, with containers enabled for the emir’s horsesthe main reason for the successive purchase operations of land and properties in the Extremaduran pasture. The emir’s intention was use them as breeding spaces for his stud farm and organize private equestrian raids on his land. In Xataka | The Emir of Dubai bought a 500 million superyacht but discovered that it had a serious problem: there was no mobile coverage inside Image | Wikimedia Commons (Cybaaudi, Konstantin Von Wedelstaedt)

Athletics has just experienced its own “moon landing.” And Adidas has defeated Nike in its particular space race

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May 6, 2017. Eliud Kipchoge appears on the finish line of the Monza circuit, northern Italy. This time the sound of the engines is provided by the crash against the asphalt of the athletes who accompany the Kenyan in the breaking 2the first attempt to go under two hours in marathon distance. But it is the tires that attract attention. The feet fit the Nike Vaporfly Elite. A very high profile, a foam with an absorption capacity unlike anything seen before. And the most striking thing: a carbon plate. The promise is that the shoe saves energy when running. That is, fatigue comes later and/or the athlete can run faster with the same feeling of effort. Almost a decade ago, Eliud Kipchoge was a handful of seconds away from breaking the two-hour marathon distance. He breaking 2 It did not break the desired 120-minute barrier, but Nike had just opened a new page in the history of athletics. A space race began that has ended almost nine years after that challenge. On April 26, 2026, the moon was reached. But Adidas has put the flag. A photo for history Since 2017 we have been wondering who would be the first man to break under two hours in a conventional marathon. Eliud Kipchoge himself achieved it the following year, becoming the first to complete the 42,195 meters in less than 120 minutes. But the event, surrounded by hares, with a car making a screen to block the wind and with mobile supplies, could not be validated as a world record. In 2018, in the Berlin marathon, considered one of the circuits faster of the world, Eliud Kipchoge amazed by stopping the clock at 2:01’39”. The following year, the legendary Kenenisa Bekele was just two seconds away from that same record in one of the cruelest final stretches in history. At that time, records were already falling in pairs with the new Nike carbon plate. Athletes were breaking records at the same rate as complaints of technological doping were rising. Some, in fact, They broke contracts when they understood that they were playing at a disadvantage. With the world’s fastest man in the long distance 99 seconds away from breaking the two-hour barrier, the question of whether we would ever see this milestone was more than repeated. In 2022, Kipchoge managed to get closer and made us dream. He finally exceeded it by one minute and nine seconds. On April 26, 2026, Sabastian Sawe put the flag on the Moon. And Yomif Kejelcha propped it up. Adidas had won the space race with a photo that will go down in history. Since Nike revolutionized the market with the launch of the first Vaporfly, athletics brands went into combustion. Sneakers with carbon plates multiplied, foams softened and became more reactive. The competition arrived and Nike seemed to have fallen behind. Kelvin Kiptum in 2023 proved that we were wrong, that he was the main candidate to break the mythical barrier. He was 35 seconds away from achieving it in the Chicago Marathon but a car accident ended his life a few months later. A few months earlier, Tigst Assefa stopped the clock in a historic 2:11’53” in the Berlin Marathon. He had just shaved almost two minutes off the world record. On his feet, the Adidas Adizero Adios Pro EVO 1. The Nike-Adidas battle is on fire and in 2024 Ruth Chepngetich, dressed by Nike, becomes the first woman in history to beat 2 hours and 10 minutes. The following year, Chepngetich is sanctioned for doping but it does not affect this record. This same year in Barcelona, Fotyen Tesfay manages to go under two hours and 11 minutes and Adidas also already has the second fastest mark in the history of the women’s marathon. But the final blow was given yesterday. Only two men have gone under two hours in a conventional marathon. They both wear Adidas. From the Vaporfly to the Adizero Adios Pro EVO 3 When Nike first released the Vaporfly, all hell broke loose. Not only among the more or less amateur public, athletes verified on the spot that their shoes were not up to par with those of the Oregon brand. Until its arrival, competition shoes had been standardized in minimal profiles and low drop (the difference in height between the front and rear area). The Vaporfly blew up what was known until then. Impossible heights for the time, very soft foams and zero “feel” of the asphalt for feet accustomed to always being close to the ground. However, for some reason, they worked. The improvement was quickly attributed to the carbon plate but the plate is only one of the pieces that make the whole work. Although it was directly attributed to the plate, the truth is that that sensation of “catapult” and extreme rebound of the foot was the result of using a supercritical foam with a lot of return. In fact, the carbon served to structure the shoe and give stability to the foot. Javi Moro, head of material at the magazine Corridorexplains that these foams “are very light and have a great capacity to retain and return energy” but emphasizes that they really have not changed much in general. “They have changed the curvatures of the plate and the midsoles to generate more rocker effect,” he explains, although he emphasizes that it is more as a means to adapt to all types of audiences “because not all runners tolerate the same type of plate in the same way.” This swing is more pronounced as brands have sought the limits of the regulations. World Athletic, which organizes major events and certifies the tests and the validity of the results, prevents competition with shoes whose height between the ground and the support of the insole exceeds 40 mm. But brands play with “where” those measurements are taken (at two specific points, heel and midfoot) to play with the geometries and try to put more foam … Read more

The landing of the first OPPO Ultra in Spain begins with a huge camera

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Sometimes it is enough to look at a device for a few seconds to understand where a brand is going, and that is exactly what happened to me with the OPPO Find X9 Ultra. On paper, its size and the volume of the photographic module could make you think of a cumbersome mobile phone, and it is, but in the hand it also feels light, comfortable and clearly premium. Furthermore, it is a device that does not try to hide its photographic ambition, but rather makes it a central part of its identity. OPPO summoned us to a meeting to calmly explain a product to which it gives special weight within its catalogue, and it is not difficult to understand why. This is the first Ultra that the brand officially puts on the table in Spain and Europe, a move with which it wants to reinforce its position in the highest range. In fact, we will go into more depth about this topic in an interview we had with Kevin Cho, CEO of OPPO in Spain. Oppo Find X9 Ultra technical sheet oppo find x9 ULTRA Dimensions and weight Tundra Umber: 163.16 × 76.97 × 9.10 mm 236g Canyon Orange: 163.16 × 76.97 × 8.65mm 235g screen 6.82 inch AMOLED QHD+ 2K resolution Screen-to-body ratio: 94.60% Refresh Rate: Maximum 144 Hz Brightness: HBM 1800 nits processor Snapdragon 8 Elite Gen 5 memory 12GB storage 512GB battery 7,500 mAh (silicon-carbon) 100W SUPERVOOC 50W AIRVOOC rear cameras 200 MP f/1.5 main, OIS 50 MP f/2.0 Ultra Wide Angle 200 MP f/3.5 3x telephoto, OIS 50 MP f/2.2 10x telephoto, OIS front camera 50MP f/2.0 connectivity 5G Dual SIM NFC Wi-Fi 7 Bluetooth 6.0 GPS, Galileo, GLONASS, BDS operating system ColorOS 16 others IP69 certification Ultrasonic fingerprint sensor price 1,699 euros The camera is not an addition, it is the starting point Where this intention is most noticeable is in the design language itself. OPPO explained to us that it has been inspired by the Hasselblad X2Dand that reference is not just an aesthetic wink, but in a very specific way of building the terminal. The camera module, with that Master Lens design on a hexagonal piece, dominates the rear and does not try to go unnoticed. On the contrary, what we see here is a deliberate decision: to take that protuberance as part of the product’s character and turn it into a way of telling us that the camera is not an add-on, but the center of everything. That idea is also transferred to the materials and the way the phone seeks to fit in the hand. We have seen two very different finishes. Tundra Umber is committed to ecological vegan leather, with dark tones and brown nuances, and it is the one that best expresses that search for a firmer grip and a feeling closer to that of a camera. Canyon Orange, on the other hand, offers a more striking proposal, with a matte finish and the use of aeronautical fiber to reinforce resistance. If we go down from the brand narrative to the terrain of the technical sheet, the Find X9 Ultra also wants to make it clear where it is placed. OPPO equips it with a 6.8-inch 144 Hz screen, a Snapdragon 8 Elite Gen 5 accompanied by a steam chamber to improve cooling and a 7,050 mAh carbon silicon battery. The company also ups the ante on charging, with 100 W wired SuperVOOC and 50 W wireless AirVOOC, and tops off the set with IP69 certification. It is a very serious technical basis for a phone that aspires to compete without complexes at the top. As we have been seeing from the beginning, the discourse of the Find X9 Ultra revolves again and again around photography. At this point, it is reasonable to look at the whole before going down to detail. And what the brand proposes is a rear system made up of four main cameras and a new True Color Camera, with which it aspires to cover everything from ultra-wide angle to long-distance optical zoom without giving up a clearly ambitious proposal. In this section there is one fact that immediately stands out: here we do not have a single 200 MP sensor, but two. The first occupies the 200 MP main camera, with 23 mm equivalent; The second appears in the 3x telephoto lens, also 200 MP and designed for portrait and distance. Added to this is a 50 MP ultra wide angle that reinforces the base of the set. And then there is the piece with which OPPO finishes stretching its proposal into unusual territory for a mobile phone. The Find X9 Ultra adds a 50 MP 10x optical telephoto lens, with a 230 mm equivalent focal length, and the brand also talks about optical quality up to 20xa figure that helps to understand how far he wants to push the scope of the set. Added to this block is a 300 mm teleconverter that reminds us of the strategy of Live with your X300 Ultra. Here’s an interesting fact: both Vivo and OPPO are part of the Chinese conglomerate BBK Electronics. The partnership with Hasselblad enters its fifth year and continues to take center stage in the product narrative, especially around Master Mode. There, one of the most striking messages they gave us was that there is no generative AI, “zero AI in Master Mode”, an idea designed for those looking for a more faithful image of what is in front of them. Added to this are options such as JPG Max and 16-bit RAW Max, clearly aimed at users who want more margin for work. The alliance with Hasselblad enters its fifth year and continues to occupy a central place in the product discourse. Although photography monopolizes almost all the focus, OPPO also wanted to extend this proposal in video and in the general user experience. The Find X9 Ultra promises 4K recording at 60 fps with Dolby Vision in all … Read more

if you can leave your bike parked on the landing

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If you live in a building and share a landing or doorway, you have probably come across the scene. When you get home you find that the tenant across the street has left his bike parked in the hallway, right next to his door. Maybe it’s not a bicycle, but an electric scooter, a baby stroller, a shopping cart or any other armatroste useful that (for whatever reason) the person you share the landing with decides not to store inside their own home. And then the question arises: Can he do it? Nothing new under the sun. Since the existence of neighborhood communities, there has been friction over the use of common areas. It is nothing new, although it is true that in recent years, as extended The use of bicycles in cities, the doubt about whether or not they can be parked in doorways (hallways, corridors, halls and other shared spaces) seems to arouse special interest. If you live in a building you may have seen it in person. If not, just Google to find a good number of guides, articles and even some other news on the subject, such as the scuffle that aired For this same reason, a few months ago the ‘Neighbor Troubles’ account was published in Click on the image to go to the tweet. LPH Word. When the spark flies, as in that case, the usual thing is to ask what the law says. And in terms of neighborhood coexistence and buildings, the reference standard is Horizontal Property Law (LPH), designed precisely to facilitate coexistence in the blocks. Specifically, throughout its vast articles there is a particularly interesting section for cases such as the one disclosed in X. Which? He article 9.1which indicates the obligations of the owners. The first, “respect the general facilities of the community and other common elements, whether for general use or for the exclusive use of any of the owners (…), making appropriate use of them and avoiding at all times causing damage or damage.” And in case there were any doubts about what exactly the “common elements of the building” are, the Civil code makes it clear that the facades, portal, patios, goals… and (exactly) stairs and corridors can be understood as such. “Proper use”. The LPH is important because it conveys a fundamental message: neighbors must not damage the facilities they share with the rest of the owners and are also obliged to make “appropriate use” of them, which leaves doubt as to whether or not it is appropriate to park a bicycle in a space that (in the case of a landing, corridor or stairs) is designed for the passage of people and that must remain clear both for comfort and for emergencies. It is not the only reflection that arises Horizontal Property Law. Another is whether occupying a hallway with particular goods (a cart, a bicycle, a scooter) implies ‘appropriating’ of him, even if only temporarily. The rule also states that common spaces cannot be “altered” without permission. Click on the image to go to the tweet. That’s all? No. Leaving things on landings (especially bikes) is so common that on the Internet you can find property management that they explain how should you respond the community. Not all guides are the same, but they do tend to agree on one key aspect: what the statutes of each block say is essential. After all, there may be communities that expressly prohibit it in their regulations while others accept it or even assign special areas. “In many cases the community bylaws may establish specific rules on the use of common spaces, including the possibility of temporarily leaving objects in certain areas, as long as they do not hinder passage or pose a risk,” explains Group 91, which insists on the importance of knowing the regulations of each block. Similar message Atico07 transfers by pointing out that they must establish rules for coexistence and the use of shared areas. Better to get healthy. This last administrator points out another fundamental idea: to avoid misunderstandings, headaches or arguments that can end in the courts or with sanctionsit is best to play it safe. “If the statutes do not explicitly prohibit leaving bikes in common areas, the next step would be to request permission from the community of owners. This is generally done in a meeting where a proposal can be presented,” points out the signature before advising that the permission be recorded in the minutes. Is it that common? A quick Google search reveals that the topic generates interest, something that coincides with the increase in urban bicycle use, especially during the pandemic and his hangover. Although its boom seems to be losing steamhe Bicycle Barometer 2024 shows that almost 23% of the population uses the bike weekly. Of course, not everyone takes it home (Madrid either Barcelona They have shared services) and not everyone parks it in the hallways. Nor is it something that only Spain deals with. In other countriessuch as the Netherlands, Denmark, Berlin or Germany, where urban bicycle use is widespread. Mietrecht remember For example, in the latter country (Germany) it is not unusual for people to park in stairwells to avoid theft or protect them from the elements, although the rest of the owners are not always obliged to accept it and they can capture it in the internal regulations or rental contract. Images | Ayman Bondoki (Unsplash) and Katerina Plakhova (Unsplash) In Xataka | “Garage squatters”: there are people parking their cars every day in parking spaces that are not theirs

It will open its first store in France and leave unknowns about its landing in Spain

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We have always seen Shein as an online giant, a brand that seemed not to need shop windows to reach millions of people. However, it has just taken a step that changes its history: it will open its first permanent physical store in Europe, and not anywhere, but in Paris, the city that marks the pulse of fashion, luxury and big brands. According to Le Mondewill do it in the BHV Marais next month and then in other locations. What has been announced. The company has confirmed that the opening in BHV Marais will not be an isolated case. The plan contemplates extending the physical model to other French cities with the concession formula in department stores. It is a movement that changes scale: it goes from temporary experiences to stable retail contracts, with permanent inventory and continuous presence. In the words of the company, it is an essay in France that probably sets the course of its strategy in Europe. From the ephemeral to the permanent. Until now, the usual formula of Shein had been the pop-up stores, premises that only work for a few days or weeks and that serve to generate expectation, try markets or reinforce the presence of brand without major fixed costs. These experiences have appeared in several large cities, always temporarily. What is announced in France is different: it implies stable contracts, permanent inventory and a long -term commitment to physical retail. In Spain we have already seen how this strategy works. In June 2022, Shein opened a temporary store in Sandoval Street in Madrid that barely lasted a few days, and In April 2024 he repeated with a space of 900 square meters In the mall ABC Serranoturned into its largest pop-up in the country. He has also done similar evidence in Paris, London, Lisbon or New York. All these openings generated queues and headlines, but none remained in time: they were ephemeral showcase experiences, not permanent stores. Criticism in Paris. The announcement did not take time to turn on the reaction of the French sector. YANN RIVOALLAN, President of the French Federation of Prêt-à-Porter Feminin, He expressed it in France Inter with forcefulness: “They are seizing everything.” He recalled that the BHV Marais is in front of the Paris City Council and added: “They are occupying all the space, both in the media and on the Internet, and now they also want to occupy physical space in the most emblematic places.” For him, Shein’s landing symbolizes the pressure suffered by local trade. SGM defense. Not everyone sees movement as a threat. Frédéric Merlin, at the head of Société des Grands Magasins, assured in Le Parisien that the challenge is to take advantage of Shein’s digital force to give oxygen to shopping centers. “Shein has 25 million French clients,” he recalled, adding: “We are not going to stop the Fast Fashion. The challenge is that it also serves traditional retailers. With physical stores they will have the same weapons as their detractors. ” Société des Grands Magasins enthusiasm is not shared throughout the group. The Lafayette galleries matrix, which no longer controls BHV but does manage its emblematic Paris warehouse, expressed its disagreement with the treatment achieved with Shein. The company made clear in an official statement that will block any attempt to implement in the centers that are still under their direct management. The fracture reflects that Shein’s entrance not only faces the sector, but also the commercial partners themselves. Regulation and sanctions. Shein’s landing coincides with a particularly tense political climate. In France, a law that would apply a “bonus-malus” system to penalize disposable fashion and reward sustainable production is discussed. In July, A French court already imposed on the company a fine of 40 million euros for deceptive practices on discounts. The pressure also comes from Brussels: in May, The European Commission notified Shein practices contrary to consumption regulations. Shein’s vision. The company wanted to give its own version of the movement. Donald Tang, Shein’s executive president, assured in Le Figaro That the election of France seeks to “pay tribute to the country and Paris, the world capital of fashion and cradle of the great modern warehouse.” He denied that Shein is the cause of traditional trade setback: “If sales stores have dropped, it is not for Shein. Difficulties began long before our arrival.” In addition, he promised the creation of 200 new jobs associated with the project. Spain: the official and the unofficial. The contrast with France is evident. In Valencia, the reopening of the mn4 shopping center included A store called Uniqs that the Shein brand was visibly used in signs and posters. The company’s reaction was blunt. To EL ESPAÑOL declared: “We have been informed about unauthorized stores in Spain and other places that claim to be stores, outlets or sellers of Shein. The brand does not operate any permanent physical store in Spain or anywhere in Europe.” A warning to distinguish the official one from what it is not. What we still don’t know. Shein’s plan in France opens many questions for the rest of Europe. For now, the company insists that it does not have permanent stores in Spain or in any other European country, but if the French essay thrives, the unknown is whether it will choose to expand the model to our market. In that scenario, the impact could be noted in stores that today use their name without authorization. At the moment, there is no confirmation and the only sure thing is that everything is still in the test phase. With the decision to open in Paris, Shein breaks the border that for years had separated his online business from physical trade. The movement has generated enthusiasm, rejection and doubts in equal parts, and opens a debate about the future of retail in Europe. In the absence of confirmations about other countries, the French pilot will be the reference to measure how far this change in strategy can go. What is … Read more

Lyft, closer to landing in Europe. The platform has taken a key step to buy Freeow from BMW and Mercedes

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Lyft wants to enter Europe and has begun to move. The company has notified the National Commission of Markets and the Competition the purchase of Freeow, the taxi app that until now shared BMW and Mercedes-Benz. The operation, valued at 175 million euros It represents a key movement: if completed, it will allow Lyft to deploy in more than 150 European cities, including Madrid, Berlin and London. Instead of building a network in Europe, it is committed to acquiring a platform that already operates in some of the most important markets on the continent. Freeow not only has a consolidated presence in key cities: it also has local agreements, active fleets and an approach that fits the European ecosystem, more regulated than the American. The operation would allow Lyft to enter with a base already made. The operation is not closed. On July 9, Lyft officially notified the purchase from the National Commission of Markets and Competition (CNMC). With that step the initial phase of the regulatory process in Spain is activated: the agency now has a month to pronounce. If you consider that the operation needs a more detailed analysis, a second phase will be opened that could be lengthened between three and four months, As Europa Press collects. Only after overcoming this process the transaction could be completed. For users, nothing changes for now. But there are clear promises. Both Lyft and Freeow have confirmed that, for the moment, there will be no changes in the experience of use. The app will continue to function as until now. However, in the medium term, improvements such as more consistent prices, faster vehicles and new functions are expected. They are future objectives, even without a concrete date, but that are already in the road map of both companies. The Integration of Freeow would allow him to significantly expand his scope, both in number of cities and in potential volume of users. According to its internal estimates, the total market to which it aspires would reach more than 300,000 million annual journeys, with an expected increase in gross reserves of 1,000 million euros. Freeow does not disappear: he maintains his team, his brand and his local DNA. The agreement contemplates that Freeow retains its current structure. There will be no mergers or rebranding: the brand will remain active and directed by the same team. That continuity is part of the strategic value of the operation, since it allows Lyft to access a consolidated network without altering its internal operation. An agreement that meets two different, but complementary cultures. Lyft arrives with an experience focused on digital platforms and large volume management. Freeow brings the knowledge of the land: relations with fleets, authorities and operators in each city. Both companies assure that it is not an absorption, but a collaboration that aspires to climb what already works, without losing local identity. Images | Lyft/Freeow In Xataka | Europe has denied 1,100 million euros to Spain with a single goal: that we pay more for diesel

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