mission

They have analyzed the coordinates of the rescue of the pilot in Iran. Not only do they not add up, they point to a very different mission from the US

by

In the most complex military operations, it is not uncommon for open data (images, coordinates or videos) to allow reconstruct scenarios with a level of detail that was previously only available to the intelligence services. In recent years, independent analysts have come to identify locationsmovements and even operational failures crossing public information in a matter of hours. Because sometimes, the key is not in what is told, but in how they fit (or don’t) the visible pieces. The official version: Mission Impossible. It we count yesterday. The official narrative describes a rescue operation on a large scale to recover a crew member from an F-15E Strike Eagle shot down in Iran, with special forces deployed on the ground, multiple aircraft involved and direct confrontations with Iranian units. The pilot would have survived thanks to his training, emitting a signal from an elevated area while elite teams located and extracted him in a complex but successful mission. However, from the beginning it has attracted attention the enormous cost material, with aircraft destroyed or damaged worth hundreds of millions of dollars, something disproportionate for a conventional rescue operation. The first step: follow the coordinates. More than 48 hours after the rescue, the analyst of the popular Simplicius Substack has compiled all the information that has appeared about the operation. Its analysis begins by dismantling the official version based on a basic element: geolocation. The first information places the demolition in the southwest of Iran, near the coast (about 80 km), an area consistent with the type of operations that a combat fighter of this type would carry out. The problem? That the appearance of the subsequent videos and remains identified on the land that we commented yesterdaywith C-130 transport planes and destroyed American helicopters, appear at hundreds of kilometers awayin the vicinity of Isfahan, which introduces a contradiction that is difficult to ignore and forces us to rethink the entire sequence of events. One more thing. As clarified Also the analyst, the geolocation of the CSAR (rescue operation) only showed a group of search helicopters passing through that areathat is, it did not geolocate the remains of the downed F-15E. For all we know, those helicopters could have been passing from there to the place of the accident in Isfahan. However, it must be remembered that even official sources from the main US media outlets, all with direct contacts in the government, initially reported that the accident occurred precisely in the area where the CSAR helicopters were sighted and geolocated. That is, the inconsistency in the geolocation found is not based solely in a single test. Plus: it seems evident that it makes more sense for an F-15E to be operating in the coastal area and not hundreds of km deep in Isfahan dropping short-range bombs, a task that should correspond to stealthier aircraft. Even so, a subsequent geolocation supposedly located the F-15E accident just south of Isfahan. C-130 and MH-6 helicopters destroyed The pieces don’t fit. From there, the data has accumulated inconsistencies that further distort the official version. For example, the use of huge transport planes to rescue a single pilot, the alleged mechanical failures that forced to destroy aircraft on the ground despite evidence of impacts and shrapnel through images and videos. Not only that. The lack of coherence about how was he evacuated to the staff after these failures generate more than reasonable doubts. What real chance is there that the two MC-130s that flew some 100 US special forces members to Iran to rescue the last F-15 crew member, suffer at the same time mechanical failures and could not take off? But even if it were true,how they managed then remove that same number of people after both planes suffered those “mechanical failures”? The photo used for geolocation, which shows the crater, belongs to an original series of photos with remains of the F-15E The landing strip. Each detail, in isolation, could be explained, but together they draw a pattern that suggests something else was going on. In fact, the analyst explained that the geolocated remains of the C-130s, which apparently used a local “agricultural landing strip”, are located just on the other side of a mountain, about 35 km from the Isfahan nuclear facilitywhere Iranian near-military-grade enriched uranium is supposedly stored. This result comes from the previous image, that is, this would place the distance between the two places of the remains at about 25 km. The location to the northwest is the F-15E crash site, and the location to the southeast is the C-130 wreckage field. The geolocated remains of the C-130s, which apparently used the agricultural landing strip (32.223369, 51.897678), and which are located just on the other side of a mountain, about 35 km from the Isfahan nuclear facility, where Iran’s near-military-grade enriched uranium is supposedly stored Plot twist: the nuclear hypothesis. That proximity, just 35 km southeast of one of Iran’s main uranium deposits, it doesn’t seem casual and opens an alternative hypothesis: that the rescue operation was actually a cover for a mission much more ambitious. In fact, Trump I had already spoken to extract Iranian uranium, an operation that would require the construction of landing strips in the country. Therefore, it is plausible that the plan was already underway for some time, while the American president bought time by stating that it was only a theoretical “possibility” under consideration. Under this scenario, the presence of special forces, the volume of resources deployed and the risk assumed seem to fit better as part of a clandestine operation than as a simple rescue. A parallel narrative. With the official data taken together, the story evolves towards a different interpretation in which airstrikes, special forces activity and even the possible disinformation campaign attributed to the CIA They would be part of a coordinated operation to distract, confuse and execute deeply hidden objectives. Of course, the rescue would still be real, but it would cease to be the main objective and become the … Read more

The US has rescued its most “brute” plane for an impossible mission

by

The 30 mm cannon an A-10 It can fire almost 4,000 projectiles per minute and its sound is so characteristic that soldiers identify it before even seeing the plane coming. In fact, for decades it has been one of the most recognizable symbols of air support in combat, although its withdrawal had already been decided. The war in Iran has resurrected it. Which means the return of the A-10. At this moment there are dozens of A-10s that have put heading to the Middle Eastand among military analysts that can only be due to one thing: that the United States has rescued its most “brute” plane for a mission that it seems impossibleand that points directly to a change in the nature of war. Because the Warthog It is not an aircraft designed for clean campaigns from high altitudes or for technological wars at a distance, but rather for flying low, “dirty” and shoot a few meters of the enemy supporting troops in direct contact. His massive deploymentalso in the twilight of its operational life, suggests that Washington is no longer thinking only about degrading Iranian capabilities from the air, but in scenarios where there will be soldiers on the ground who will need close, constant and brutal coverage. Distances in war. Hours before the deployment was known, they went viral some images of A-10s making unusually long strafing passes in Iraq (of more than 9 seconds), which gave an idea that they are not a technical anecdote, but rather a clue to what is changing on the battlefield. This type of use (long, less precise and unusual shots) only makes sense for dispersed, dynamic and close targets, as groups of combatantsnot infrastructure. That is, scenarios where the plane acts almost like aerial artillery in direct support of troops, reinforcing the idea that the conflict is evolving towards more chaotic, closer and less controlled confrontations. What the A-10 fits with. It we count yesterday. At the same time that these planes arrive, the United States does not stop to accumulate troopsspecial forces and logistics capabilities in the region, preparing operations that would no longer be only aerial but also incursions on the ground. The options being considered (from assaults on coastal installations to the taking of strategic enclaves like Kharg Island or missions for capture nuclear material) fit perfectly with the type of support that offers the A-10: close, persistent coverage designed to protect soldiers in high-risk situations. The plane thus appears as the missing piece to complete a hybrid war scenario that mixes air attacks with limited but intense ground operations. The strategic contradiction. All this occurs in parallel to a political speech from Washington increasingly contradictorywhere there is talk of ending the war in weeks while deployments are prepared that point just in the opposite direction. The possibility of closing the conflict without reopening the Strait of Hormuz reveals that the United States wants to limit its involvement, but the media accumulation (troops, drones, electronic warfare and now A-10) indicates that it is preparing for escalation if negotiations fail. In other words, we are facing a strategy that tries to keep all options open, but that in practice increases the risk of a deeper and longer war. Point of no return. If you like, on the whole, all the signs seem to converge in the same direction: the conflict is entering a phase where distance is no longer sufficient and direct contact points to be inevitable. The A-10, with its ability to operate at low altitude and punish nearby targets for long periods, symbolizes that shift toward a harsher warmore physical and more dangerous. In any case, it does not guarantee the success for the United States (in fact, his presence suggests how difficult what lies ahead will be for his troops), but it does confirm that Washington is preparing for a scenario where missiles and bombings will no longer be enough, but rather the ground will have to be held under constant fire with those thousands of soldiers that have been arriving in the Middle East. Image | US AIR, United States Air Force In Xataka | By launching more than 850 Tomahawks a month, the US was going to lose its war with Iran. So he has changed ammunition: thousands of soldiers In Xataka | The US had 17 irreplaceable “radar” planes: now it has 16 planes and many reasons to worry in Iran

NASA chose 34 points around the world to track its lunar mission and only one in Spain. It is in Seville, on a rooftop

by

If the weather behaves well and no problemsnext April 1 (early morning on April 2 in Spain) NASA will launch Artemis II. It will be the first manned mission of the Artemis programand in it four astronauts will travel aboard the Orion capsule to orbit around the Moon. during the mission 34 locations spread around the world will track the spacecraft’s radio signals and send their data to NASA. One of these headquarters will be in a special location: the roof of the Higher Technical School of Engineering of the University of Seville. A NASA antenna in Seville. In August 2025, NASA published an open call for third-party organizations to demonstrate their tracking capabilities during an actual manned mission. All types of organizations, agencies and institutions showed up, and even private radio amateurs also did so. Of the 34 selected around the world, the ETSi is the only Spanish center that will participate in this monitoring. The Orbisat system in operation. Source: Integrasys. space roof. It will do so in collaboration with Integrasys, a Spanish company specialized in this field and which has installed its platform on the roof of the ETSi building. Orbisat. This 2.5 meter high system has been developed at its Luxembourg subsidiary and is designed to track space vehicles both during launch and during subsequent operations. Plan B. The ETSi and the Orbisat system will receive the radio signals that the Orion spacecraft emits during its trip, process them and send them in real time to NASA for analysis. The key data they will measure is the Doppler effect of the signal: the variation in frequency of the waves depending on the relative speed between the ship and the antenna. It is a key parameter to determine both the position of the ship and to calculate its trajectory. It should be noted here that this system will not be responsible for the main monitoring, which will be done from the network Deep Space Network from NASA. This monitoring will be complementary and will help the agency evaluate what monitoring capabilities it can use outside of its own infrastructure. It’s a plan B. Why 34 antennas?. This support program responds to a very clear strategy of the space agency: build a public-private space tracking ecosystem that does not depend on its own network. Kevin Coggins, deputy director of the NASA SCaN programhe explained in the official announcement that “it is not about tracking a mission, but rather about building a resilient ecosystem that supports future exploration.” The initiative is an evolution of what was already done in 2022 with Artemis I, when ten volunteers tracked the unmanned mission. On that occasion, data format and quality problems were detected, and for Artemis II, participants have been forced to meet certain standards. An opportunity for Seville and for Integrasys. The Orbisat platform will be installed in Seville permanently, which turns the ETSi into a real monitoring infrastructure and not a one-off collaboration. For the company Integrasys, based in Las Rozas (Madrid), this first direct collaboration with NASA adds to those it already had with the Space Force and the US Space Command. Now it remains to be seen if this serves as a gateway to its participation also in future space missions such as Artemis III, which will land on the lunar surface. The Aerospace Technology Group of the University of Vigo will also participate in monitoring the mission. The students are in luck. The Master in Space Systems Operation at the University of Seville is taught for the first time in this 2025-26 academic year. Students will have direct access to the data generated by Orbisat during the Artemis II missionand with them they will be able to apply orbital determination and trajectory analysis techniques in that real scenario. For them this occasion is special, since they will be able to go beyond the books and have access to the telemetry of a manned spacecraft orbiting the Moon. A much more powerful way to learn, without a doubt. Spain on space map. The network of the 34 selected includes organizations such as the Canadian Space Agency, the German DLR, companies such as Telespazio and universities from Switzerland, Japan and the United States. Seville is on that list along with individual radio amateurs from California or South Dakota, amateur radio organizations such as AMSAT in Argentina or Germany, research centers in Cameroon or New Zealand and professional stations in Norway and the United Kingdom. The conclusion is clear: NASA has here the beginning of what can be a heterogeneous and decentralized network with monitoring capabilities. The Spanish participation on the Artemis II mission, by the way, goes a little furtherbut could go much further even. Image | NASA | ETSi In Xataka | In 2018, Elon Musk put his own car into orbit. Eight years later it is still circling the Earth

Sleeping in tourist class has been an impossible mission. Some airlines are testing three seats that convert into beds

by

Traveling in economy class on a long-haul flight usually means accepting a fairly clear toll: sleeping poorly or, at all, not sleeping at all. We have all experienced it, narrow seats, little space to stretch our legs and a posture that rarely invites rest. That discomfort is not a minor detail, it is part of the experience of flying in this segment. And yet, it is precisely there, in this very everyday problem, where some airlines are beginning to explore solutions within the economy cabin itself. If we go to the opposite extreme, we have seen the reference to what it would be like to fly in absolute comfort many times in airline campaigns. The Emirates ad with Jennifer Aniston illustrates this wellgoing from a cabin without notable services to a private suite with a completely flat bed, that is, to the premium end of the experience. The proposal is not limited to improving comfort, it completely redefines life on board. An attempt to make tourist class habitable And at that point is where we begin to see concrete movements. United just announced a proposal of this type with its call Relax Rowan option within its own economic class that seeks precisely to alleviate that problem. The company presents it as a specific row that, once in flight, can be adapted to stretch out or rest with a little more space. The airline plans to launch it in 2027, place it between United Economy and United Premium Plus and progressively deploy it on more than 200 Boeing 787s and Boeing 777 from now to 2030. But the truth is that this idea is not completely new. Air New Zealand has been exploring this concept for some time with his well-known Skycoucha proposal that also starts with a row of seats in economy class. In its case, the system allows the legrests to be raised until they form a continuous surface on which we can stretch. It is not equivalent to a premium cabin bed, but it does offer more versatile space than the conventional seat and the airline itself presents it as a way to gain comfort without paying for a superior cabin. If we go down to detail, the interesting thing is not so much the configuration itself, but what it allows once we are in flight. Both proposals seek to expand the available surface so that we can really stretch out, something that is not usually common for tourists. Air New Zealand specifies that area in about 1.55 meters long and 74 centimeters wideaccompanied by additional bedding, a seat cover and specific belts or restraint systems to use it safely. United, for its part, adds an adapted mattress, blankets, extra pillows and kits designed to make rest more bearable. With all this, the logical question is who is really compensated by this type of option. United’s promotional video gives us an idea. If we travel alone, having all that space gives us a much more usable surface to stretch out. In the case of couples, the idea is to share it in a more flexible way, alternating positions or using it to rest better during the flight. And if we think about families, especially with small children, Air New Zealand considers different configurations. Now, before imagining a perfect rest, it is worth taking into account some conditions. In the case of Air New Zealand, as we have seen, availability depends on the aircraftroute and operational or regulatory factors, and not all configurations are always accessible. In addition, the price is not fixed, since each passenger’s ticket is paid plus an additional cost for this option, while United has not yet detailed prices, although it has indicated that its deployment will be progressive. Taken together, these proposals don’t completely change what it means to fly economy class, but they do introduce an interesting nuance. The idea is not to replicate a first-class suite, but to offer a little more room to rest within the usual limitations. That balance between cost and convenience is what seems to be guiding these developments. Images | United Airlines In Xataka | Luxury superyachts have a new enemy in Monaco: a “low emissions zone” that will penalize those who pollute the most

The US Navy already knows what is going to happen to the planet. The mission to open Hormuz is the closest thing to a suicide operation

by

In the world there are only a dozen maritime passages capable of altering the global economy if they are blocked. Some are so narrow that, at certain points, they barely exceed 30 kilometers wide. However, millions of barrels of oil, huge ships of liquefied natural gas and a good part of the planet’s energy trade circulate through them every day. When one of those places goes into crisisthe impact it doesn’t take long to feel in markets, governments and homes around the world. And the Strait of Hormuz points to a unprecedented scenario. The impossible mission. Yes, the Strait of Hormuz has become the point most dangerous on the planet for global energy trade. Some 20 million barrels of oil daily (around 20% of global consumption) in addition to one fifth of liquefied natural gas that supplies numerous countries. The conflict with Iran has transformed that corridor into a war zone where attacks on oil tankers, drones, missiles and sabotage have paralyzed much of the traffic. But what is most revealing is not only the violence of the incidents, but Washington’s reaction: even the world’s largest naval power just recognized which is not prepared to escort oil tankers through the area. That delay is a clear sign of the magnitude of the problem, because if the US Navy needs weeks to organize convoys, and that is exactly the words they have usedthe implicit message for the markets is that the Gulf energy blockade may last much longer than many imagined. Convoys under fire. To understand it we must imagine the scenario. The idea of ​​accompanying oil tankers with warships seems, on paper, a direct solution. In practice, it is one of the riskiest missions that a modern navy can face. The convoys would need frigates and destroyers protecting the freighters while specialized units They search for mines and drones in an environment saturated with threats. The ships would be exposed to anti-ship missiles launched from mobile trucks off the Iranian coast, swarms of explosive speedboats, kamikaze drones and possible mines hidden in the strait. To completely eliminate these threats, some analysts they even propose something Washington would prefer to avoid: a ground operation to control the Iranian coast that dominates the sea passage. This scenario explains why military planners speak of a “very complicated” situation: reopening the strait does not depend only on naval superiority, but on neutralizing an entire ecosystem of asymmetric warfare. Iranian missile boat moments before being attacked The cheapest weapon to paralyze commerce. And among all the threats, one stands out for its effectiveness: naval mines. We are talking about simple, cheap and extremely disruptive weapons that can transform a maritime corridor in a death trap. Even a few mines in a narrow spot are enough to paralyze traffic, because shipping companies and their insurers simply refuse to take the risk. Iran has several types of these devices, from floating mines to models anchored to the seabed capable of detonating charges of more than one hundred kilos of explosives upon contact. Not only that. You can also display them in ways difficult to detect: from small boats camouflaged as fishing boats or by divers who attach them to the hull of the ships. History, in fact, has already demonstrated his powerbecause mines have damaged more American ships than any other weapon naval since World War II. Hence its true effect is not to sink ships, but to sow enough fear to block traffic. Map with the strategic location of the Strait of Hormuz The invisible lock. The paradox of this type of war is that it is not necessary to mine the entire strait to close it. In reality, it is enough the simple suspicion. The reason is simple: in such a narrow channel, the presence of a few mines requires inspection every meter of water with sonar, underwater drones and specialized ships. A slow and dangerous process, especially if the enemy continues to lay new mines or attack demining units. Plus: recent experience in the black sea has shown that even uncertainty about their presence can keep commercial ships away for months. And in the Persian Gulf the same thing happens: Thousands of ships wait for instructions while the risk of mines, missiles or drones turns each voyage into a gamble. Oil as a geopolitical hostage. There is no doubt, all this gives Iran a strategic power of large dimensions. Before the conflict, about a fifth of the world’s oil passed through Hormuz daily. With this altered flow, energy prices react immediately and governments release strategic reserves to contain the impact. The strait thus becomes a colossal geopolitical lever: Even if the war were to end soon, something that is currently a utopia, an Iranian regime still capable of launching drones, missiles or mines could keep threatening maritime traffic when it suits you. That means oil and gas can stay hostage of Gulf stability for a long time, something that worries both the markets and Washington’s regional allies. There is no easy way out. Under this scenario, the dilemma For the United States it is evident. Stopping the war too soon could leave intact Iran’s ability to blockade the strait and put pressure on global energy markets. Continuing it could require a major climbincluding land operations or prolonged naval campaigns to ensure the security of the sea passage. Meanwhile, the conflict has already demonstrated something truly disturbing: even in the face of a military power like the United States, Iran retains enough tools to disrupt the global energy system. That is why the real alarm signal is not only the closure of Hormuz, but the realization that opening it may be much more difficult (and expensive) than many thought at the beginning of the war. Image | US NAVY, Oils & Fats international In Xataka | China has just found a hole in the US’s quietest weapon: an algorithm has hacked its B-2s in Iran In Xataka | The great paradox of war: the … Read more

NASA already has a new date for its manned mission around the Moon

by

Since Apollo 17, no human being has traveled to lunar orbit again. More than five decades have passed since that last manned flight to the satellite, and the return has not been exactly quick or easy. He Artemis program accumulates delays, technical reviews and calendar adjustments, and the Artemis II has also had to stop recently due to a problem detected in the rocket’s helium system. Even so, there is an important novelty: after completing the repairs,NASA has already pointed out a first launch opportunity for this mission that will once again take astronauts to the Moon’s environment. The Date. Following a flight readiness review, the US space agency announced that it is working with April 1, 2026 as the first opportunity to launch Artemis II. That initial attempt is scheduled for 6:24 p.m. (Eastern time in the United States), which in mainland Spain is equivalent to 12:24 a.m. on April 2. This schedule comes after repairing a problem in the rocket’s helium system, an element that regulates the pressure of the fuel tanks and which forced the vehicle to be removed from the platform to replace a defective seal. Artemis II launch window schedule for April 2026 How launch windows work. In space exploration we do not work with rigid dates, but with periods of opportunity. A launch window is the interval in which the rocket can take off to follow the planned trajectory and meet the mission objectives. That margin depends on very precise orbital calculations that take into account the position of the Earth, the destination and the energy necessary to complete the trip. If the vehicle cannot take off within that interval, the attempt is canceled and you must wait for the next available window. Guaranteed launch? Although there is a calendar with concrete opportunities, each attempt still depends on several factors that must be aligned at the last moment. Technical teams continue to work in both the assembly building and the Kennedy Space Center launch infrastructure, and the rocket itself must return to the pad before beginning the final sequence. During a press appearance, Lori Glaze, acting associate administrator of the Exploration Systems Mission Directorate, remembered that there is still work to be completed and that the launch will depend on what the hardware itself indicates. Added to all this is the time, because in a mission like this you cannot operate with the risk of lightning, precipitation, hail or excessive winds. Ground travel. The Space Launch System rocket must first return to the Kennedy Space Center pad from the assembly building. Once there, teams must prepare the vehicle and facilities for the takeoff attempt within the available window. This type of operation requires continuous reviews and coordination between different systems, so it is not always possible to attempt a launch the next day. In fact, Lori Glaze noted that, within the first six days of April, the agency anticipates around four real attempt opportunities. The return. When it finally takes off, Artemis II will mark the return of a human crew to the Moon’s environment for the first time since 1972. The mission will take on board American astronauts Reid Wiseman, Victor Glover and Christina Koch, along with Canadian Jeremy Hansen, on a flight of about ten days around the satellite. The plan is for the Orion spacecraft to circle the far side of the Moon, the region we never see from Earth, before beginning the return journey. This flight will serve to check the operation of the systems in real conditions before the next steps of the Artemis program, which aims to take astronauts back to the lunar surface on subsequent missions. Images | POT In Xataka | We already know what we will eat on the moon: Madrid stew. An American team manages to grow chickpeas in lunar regolith

In Spain, getting a house has become an impossible mission. There are those who are receiving them as a donation in exchange for taking care of dogs

by

It happened in Madrid. ‘Subject A’ barely has contact with his children but feels enormous affection for his dogs, so he decides to reach an agreement with ‘subject B’: he will donate his home in usufruct if he agrees to take care of his pets. If ‘Subject B’ complies, no problem. If the animals end up unattended, you risk having the donation revoked. That of ‘A’ and ‘B’ is just one case commented a few days ago to The Newspaper (EPE) by a lawyer with an office in the capital, but it reflects a larger phenomenon: the increase in donationsincluding conditional ones. And it makes sense. What has happened? that in full housing crisiswith rental prices and m2 climbing to levels that remember to those of the brick ‘boom’, each time is more common meet donation signatures in notarial offices. Money is donated. And homes are donated. It’s nothing new. The trend has been going on for some time now. some time and it is part of a broader phenomenon that we have been talking about for some time, the ‘Great transfer’. What is striking is that just revealed EPE: not only do donations in general skyrocket, so do ‘conditional’ donations, those in which the agreement is subject to a series of previously agreed upon requirements. Donations with conditions? Exactly. Tax authorities defines them as agreements by which the donation is conditioned to certain requirements. “For it to be valid, the donee must be able to execute the condition or it must be an event with a high probability of occurring,” clarify the Treasury, which thus differentiates it from other types such as ‘pure’ or ‘remunerative donation’. Its dynamic is therefore simple: donor and donee reach an agreement on which the donation is conditional. It is fulfilled, perfect. If not fulfilled, the good returns to the donor. That is the logic, although in practice there are certain nuances. For example, the donation does not always have to take place at the same time. The donated property can be delivered when the agreement is signed or left in suspense waiting for the agreed conditions to be met. What do people agree? EPE has spoken with several offices in the Community of Madrid and has come across agreements of all kinds. For example, a grandmother who donates her house to her granddaughter in exchange for her finishing her degree and studying a master’s degree, donations to caregivers or (probably the most striking of all) transfers that are conditional on the care of animals. “There are cases in which the house is donated with the condition that the recipient takes care of their pet for as long as it is alive,” clarifies Manuel Hernándezby Vilches Abogados. “This guarantees (the donor) that if they die, their pet will be taken care of. It can also be done by inheritance, with a conditional legacy.” Is it just theory? No. As an example, Hernández cites the case with which this report began: a man from Madrid decided to donate his home to a friend in exchange for her taking care of his three dogs. “She had little connection with her children and was very fond of animals, so she donated her house in usufruct to a younger friend, if she would take care of her dogs. If this condition was not met, the revocation procedure could be initiated,” says the expert. The phenomenon is increasingly common and part of the “humanization” of pets. Is that easy? In practice, the agreements have fine print. It I remembered recently in COPE the lawyer Carolina Florez de Quiñones, who recognizes this type of conditional transfers, just like those directed to caregivers of the elderly; but he warns: “No one can leave alive what he cannot leave dead.” What does that mean? That the will of the person who donates is one of the key factors to take into account, but not the only one. Another is forced heirs. A living donation that damages your ‘legitimate status’ may end up being considered ‘unhelpful’. Are there more formulas? Yes. Another formula that has become popular is the donation of housing in bare propertywhich basically consists of transferring ownership of an asset without the rights of use and enjoyment. If we are talking about an apartment, that means that the donor can pass it on to his children, grandchildren, nephews or whoever he considers, but without giving up the usufruct of the home for the rest of his life. That is, the donor continues to enjoy the apartment as if nothing had changed, which implies that he or she can live in it or even rent it. Have they increased that much? The donations, definitely. In October the General Council of Notaries (CGN) published a report which shows that between 2017 and 2024 housing donations skyrocketed by almost 68%: from 32,623 they went to 54,735. During the first half of 2025 alone, it counted 27,000 donations. At the same time, notaries recorded an increase in inherited homes. The backdrop is the rising cost of housing and the difficulties of access for young people, which partly explains why grandparents, parents, uncles… come to the ‘rescue’ of the new generations, facilitating their access to the market. What do the notaries say? “The data show a clear increase in donations and inheritances of homes from older people to the following generations,” confirms the CGN. In case there were any doubts about its growing weight, the group also remembers that the number of inherited and donated homes in 2024 would be equivalent, overall, at 64% of purchase and sale operations. Not only housing is donated. Money is also transferred from the pockets of grandparents or parents to grandchildren/children to make it easier for them to get a mortgage. The question remains as to how many of these donations come with conditions. Images | Pam Mene (Unsplash), Yen Vu (Unsplash) and General Council of Notaries In Xataka | There are rich people so bored with their … Read more

The mission in Caracas revealed that the best kept secret in the US is not a drone: it is called DAP and you will not see it in the movies

by

The capture of Nicolás Maduroby US forces has not only meant a political earthquakebut rather he explained with almost surgical clarity the media type that the United States reserves for maximum risk direct action operations. In fact, the famous Night Stalkers of Washington’s Army made it clear that the drone is still in second place. Designed to enter where no one else can.Qbecause the first place is reserved to DAPthe MH-60M Direct Action Penetrator, the most aggressive and specialized variant of the black hawk operated by the 160th Special Operations Aviation Regiment, the Night Stalkers. Venezuela was, in every sense, the ideal setting for this device: a hostile urban environment, potential air defenses, the need for rapid insertion, armed escort, precise fire and absolute coordination with assault teams. Although armed versions of the H-60 ​​exist in several countriesthe DAP of the 160th SOAR represents the maximum degree of maturity of the concept, far above even those already sophisticated MH-60 transportation of the regiment itself. It is not a helicopter adapted after the fact, but a platform conceived decades ago, operational at least since 1990to accompany special forces where error is not an option. In Xataka Neither drones nor fighters nor elite soldiers: the US entered Venezuela disguising a 20th-century tactic as technology. XIX Modular firepower. The heart of the DAP is its ability to combine the punch of an attack helicopter with the flexibility of a special operations device. The current configuration of the MH-60M incorporates modular short wings with one or two heavy points per side, capable of carrying a mix of 70mm missiles,AGM-114 Hellfireair-to-air missiles Stinger ATASheavy machine guns GAU-19/B .50 caliber and M230 cannons 30 mm, the same model used by the AH-64 Apache. Added to this are two 7.62mm miniguns which can be fixed in a frontal position to maximize the volume of fire during low-altitude passes. The introduction of APKWS II guided rockets laser has added surgical precision that allows beat specific objectives in dense environments without resorting to more destructive ammunition. All this arsenal is integrated into a platform that maintains a key advantage: its dual character. In a matter of hours, the DAP can return to a transport configuration, a critical quality for unpredictable operations where the same helicopter may need to escort, attack and evacuate in a single mission. Penetrate at night and fly low. Beyond weapons, what defines the MH-60M DAP is its ability to reach the target without being detected and survive once inside. The aircraft shares with the rest of the 160th SOAR fleet an avionics suite designed for extreme night flight and nap-of-the-earth profilesliterally skimming the terrain even in adverse weather conditions. They counted the TWZ analysts that the terrain tracking and avoidance radar, in its most modern version AN/APQ-187 Silent Knightallows the crew to fly blind to any other conventional helicopter, while the electro-optical and infrared system AN/ZSQ-2 provides identification, laser designation and video in real time. Systems like the Degraded Visual Environment Pilotage Systemwhich combines cameras, LIDAR and terrain databases, allow operating in dust, smoke, heavy rain or fog, common conditions in a night urban assault. And more. This set of sensors not only facilitates navigation, but also allows the DAP to fight at very close range, executing the classic combination of strafing and rockets that has been seen in videos of the Venezuelan operation, erroneously attributed in some cases to AH-1Z helicopters of the Marines. {“videoId”:”x9cqyyg”,”autoplay”:false,”title”:”A KEY of 8 ZEROS PROTECTED the WORLD from an unauthorized NUCLEAR ATTACK”, “tag”:”Webedia-prod”, “duration”:”457″} Invisible shielding. Plus: If there is something that distinguishes the 160th SOAR helicopters, it is their obsession with survival. The MH-60M DAP is covered by a genuine self protection bubble which integrates infrared, radar and laser missile warnings, active electronic warfare systems, chaff and flare dispensers, and directional laser countermeasures such as the CIRCM systemcapable of blinding infrared guided missile seekers in mid-flight. This entire ecosystem is interconnected– Detection of a threat can automatically trigger jamming, countermeasures and evasive maneuvers without direct crew intervention. Added to this is a complete electronic intelligence system and data links that allow us to know the location of emerging threats and receive information from other platforms in real time. The result is one of the most difficult helicopters in the world to shoot down, especially in night and low-altitude missions. In Espinof Hugh Jackman presents the extraordinary trailer for his new film, where he becomes one of the most legendary characters of all time The coming war. The operation in Venezuela also has hinted the immediate future of this type of platforms. The US Army has been experimenting for years with the so-called lpunched effectsdrones launchable from helicopters capable of attacking, interfering or deceiving defenses tens or hundreds of kilometers away. Although its operational use has not been officially confirmed, there are indications that the MH-60M DAP could use them for the first time in combat during this mission, expanding its effective range and reducing direct exposure to enemy fire. Added to all this is the ability to refuel in flight using a telescopic probe, normally from MC-130J aircraftwhich extends the helicopter’s radius of action to limits imposed more by human resistance than by fuel. In short, the MH-60M DAP is consolidated as the version more armed and protected of the Black Hawk ever built, a tool tailor-made for operations like the one in Venezuela, where perfect coordination between helicopters, special forces and air support decides success or failure. Far from being a simple armed escort, the DAP is the closest thing to an integral force multiplier, difficult to replace by conventional means and a central piece of the way in which the United States today executes its most delicate missions. Image | MATTHEW WILLIAMS In Xataka | The attack on Venezuela has recovered an uncomfortable truth: that it would not have happened to North Korea for a very simple reason In Xataka | Satellite images of Venezuela before and after the attack have cleared up any doubt: … Read more

Taking a train to go to work in Barcelona or Girona has become an impossible mission

by

Finding an AVANT train ticket to move around Catalonia has become quite a risky mission. Thousands of people who travel daily from Girona and Lleida to Barcelona face the impossibility of finding this type of ticket less than two weeks in advance. The high demand has overwhelmed the supply of places on high-speed services, forcing users to plan their trips weeks in advance or risk being left without transportation. The problem in figures. Demand for AVANT services has skyrocketed in recent years. According to Renfe data that share elDiario, in 2024 the Figueres-Barcelona line transported 1.52 million passengers, 43% more than in 2022. From Lleida, the increase was even more pronounced: 488,000 travelers in 2024, 65% more than two years before. This exponential growth has exceeded the capacity of the current infrastructure, creating a bottleneck that especially affects peak demand times. Why are AVANTs collapsed? The phenomenon has several causes. The main one is 50% bonus in the price of the passes implemented in 2022, which has turned these trains into an accessible alternative to the private vehicle. Added to this is the deterioration of the Rodalies and Media Distancia service, plagued by incidents and delayswhich has pushed many users towards high speed. Travel times are also a more attractive factor: 40 minutes from Girona to Barcelona compared to an hour and a half by conventional train, or an hour and a quarter from Lleida compared to more than three hours by Rodalies. The odyssey of getting a ticket. Daniel Blay, who usually takes the Girona-Barcelona train, account to elDiario that “on Monday of each week I try to reserve all the tickets for the following week, because if not you will run out.” For some critical schedules, such as the 7:25 train from Girona, there are no places available “within ten days or two weeks.” From Lleida, the situation is similar. Kevin Bruque, spokesperson for the Avant Catalunya Users platform, explained to the media that “you only find 15 days in advance to get a ticket if you are lucky.” Delays exacerbate chaos. In addition to the shortage of places, users report a significant increase in delays. More than 550 users have a Telegram group for the Girona line, coordinated by Blay, in which they already They have documented 292 delays longer than four minutes only in November 2025. Many of these delays occur on return journeys in the afternoon, when trains accumulate delays from long-distance services from Seville, Valencia or Madrid, according to the media. To solve this problem, many travelers demand shuttle trains that do not depend on connections with other routes, they assured from elDiario. The official response is insufficient. Renfe recognizes that the offer has grown from 1.4 million seats annually in 2022 to 2.4 million in 2024, but users maintain that frequencies have not been added during peak hours, where they are most needed. The operator attributes the delays to the improvement works on the Catalan railway network, especially in the future Sagrera station. However, passengers consider that these explanations do not solve the underlying problem: the need for more trains and more seats. More solutions. Among the urgent measures proposed by several of the traveler platforms, the 50% bonus should be maintained beyond 2025, since its disappearance would make the cost unaffordable for many workers and students. On the other hand, they demand an increase in frequencies and available seats. CCOO has proposed reusing Avlo service trains that are out of use to double the capacity of AVANT, an initiative that the Generalitat has included in its railway strategy under the name Catav, according to share the ARA Newspaper. In the case of Lleida, users also claim to be able to access the empty seats on the Madrid-Barcelona AVE trains that stop in their city, something that is currently only possible on four frequencies. What happens now? The Minister of Territory, Silvia Paneque, advertisement last week that the Government is working with the Ministry of Transport to improve AVANT services in Girona and Lleida. CCOO confirms that the ministry has agreed to study the proposal to reuse Avlo trains. It remains to be seen if the proposals end up reaching a solution that clarifies all this chaos. Cover image | Zarateman (Wikipedia) In Xataka | Renfe has three AVRIL trains lost and an even more serious problem: it still does not know when it will receive them

There is a Facebook group available 24 hours a day that even doctors attend. Your mission: identify poisonous mushrooms

by

“Hello, I have a human patient with late-onset gastrointestinal symptoms after ingesting these mushrooms.” This is how one of the many messages you receive in ‘Poisons Help; Emergency Identification For Mushrooms & Plants‘, a Facebook group formed by experts in the identification of poisonous plants and mushrooms. They are available 24 hours a day and not only receive consultations from individuals, but also doctors and veterinarians. ID. There are more than 100,000 species of fungi, of which more than a hundred are poisonoussome even mortal. And the same thing happens with many plants. If a person or animal ingests one of these by accident, it is crucial to identify the species to see what steps to take. However, distinguishing these species is not an easy task; in-depth knowledge of botany and mycology is required. In 2018, several experts founded a Facebook group to help identify poisonous species in emergencies. And they are extremely effective. For emergencies only. When you enter the group, a message appears with the rules for posting. The first thing they make clear is that it is a group for emergencies, that is, you can only post if a person or animal has ingested the mushrooms. If someone has a question because they are curious to know details about a specific specimen, there are other groups for that. They also have a warning for trolls: “People come here at scary times for immediate life-saving help, please don’t make jokes, judge or criticize. This is not the place to test your sense of humor or correct others.” Strict rules. For the group to be effective, in active cases no one is allowed to comment other than the administrators themselves or the people who have reported an emergency. It is necessary to provide all possible data: location, amount ingested, time since ingestion, photos of the specimen, weight of the person or animal that ingested it, etc. Doctors and veterinarians. Many of the posts are made directly by professionals who have a patient with problems after ingesting an unknown mushroom or plant. Most are veterinarians, but there are also many cases of doctors with human patients in the same situation. Even there have been cases in which the poison center itself has been the one who recommended going to the group for identification. Recognition. In addition to being a source of consultation for professionals, its work has also been recognized by associations such as the American Academy of Clinical Toxicology, which last August invited them to give a talk in one of his conferences. Among the group administrators There are mycologists, botanists and also amateur hobbyists. Cover image | Vladimir Srajber, Pexels In Xataka | Sex is deadly for many males. The octopus has a strategy to survive: inject poison into its partner

Log In

Forgot password?

Forgot password?

Enter your account data and we will send you a link to reset your password.

Your password reset link appears to be invalid or expired.

Log in

Privacy Policy

Add to Collection

No Collections

Here you'll find all collections you've created before.