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

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)

convert trucks and containers into a take-off runway for drones

China is exploring an unusual idea even for a time when Drones have become protagonists of almost any military conversation: take some of the logic of an aviation catapult from the aircraft carrier and bring it to trucks and containers. We are not talking, at least with the information available, of a fully demonstrated operational capacity or a substitute for a conventional naval deck. What we have seen in open sources points rather to a modular concept: a removable take-off runway for drones where there is no runway. The last push to the issue has been given by a video spread on Chinese networks. The original post has been deleted, but can be traced back to uan archived post from the WeChat account associated with the School of Mechanical Engineering at the Beijing Institute of Technology. Additionally, the video comes after other tracks: previous photos of the systemits appearance in the vicinity of the Zhong Da 79 ship and a family of military modules in containers that point in the same direction. A catapult outside the aircraft carrier In the most recent images, the system appears to be made up of three trucks that can move separately and then join together to create a single launch line. The sequence shows the takeoff of a propeller drone, with a high wing, V-tail and tricycle landing gear, an aircraft much lighter than the possible models, with which this concept had been visually associated in previous images. There are also upper covers and four-wheel steering, which would allow the assembly to be oriented with more room for maneuver. Capture of the recently released video, which shows the launch of a drone from the mobile electromagnetic catapult made up of several trucks The catapult, in any case, is just one part of a broader family of containerized military systems. Material attributed to the School of Mechanical Engineering at the Beijing Institute of Technology includes modules with anti-ship missile launchers, land attack missiles, surface-to-air missiles, close-in defense, radars, electronic warfare, and command and control. Containers designed to transport a catapult truck and a disassembled drone also appear. According to that publication, the goal would be to produce 2,000 containerized systems per year. Capture of the recently released video It is no coincidence that the concept revolves around an electromagnetic catapult. China has already taken important steps in that technology with the Fujianthe aircraft carrier that marks its leap toward catapult operations and detained deck recovery. This context helps to understand why this mobile system is interesting: it was not born as an isolated technical oddity, but within a stronger commitment to expand ways to put aircraft in the air. Type 076 Sichuanan amphibious assault ship associated in open sources with drone operations, points in a similar direction. Capture of the recently released video The entire photo goes beyond visual weirdness. China is not only expanding its naval aviation, it has also been pushing advanced aviation programs for years such as the J-20, its fifth-generation stealth fighter, and the J-35, a design associated with the leap towards more modern ship-borne operations. The mobile catapult doesn’t play in the same league as those planes, but it fits the same question: how to deploy more air capacity from more places. One of the first known images of the complex, in which the catapult trucks can be seen together with possible models of unmanned aircraft If the system worked as the published material suggests, its usefulness would be in bringing assisted launches to places where a conventional runway is not available or is too vulnerable. We are talking about islands, remote areas, prepared roads, temporary bases or ships with sufficient deck space. It would not serve to deploy any aircraft or to replace a complete aerial infrastructure, but it could bring light drones closer to specific areas of operation. In scenarios like this, every kilometer that the drone does not have to travel from a distant base counts. The list of unknowns remains long. We do not know what electrical power the system needs, what logistical footprint it requires, how the drones are charged before each launch or what actual cadence it could sustain outside of a controlled demonstration. There are also doubts about their use at sea: one thing is to place the modules on the deck of a ship with enough space and another is to launch drones with stability while the ship moves. The difference between teaching a demonstrator and having a useful military capability is still enormous. Images | Beijing Institute of Technology/WeChat In Xataka | Every year a veterinarian, a jurist, a psychoanalyst and a gardener meet. They are the secret owners of rearmament in Europe

23 years ago a Boeing 727 left the runway without authorization. What happened next remains an enigma

A commercial airliner should not disappear like this. We are talking about one of the largest and most monitored machines in the transportation industry, with flight plans, airport controls, maintenance records and normally traceable components. That is why the case of Boeing 727 N844AA It’s so hard to close. According to Aviation Safety Networkthe aircraft took off from the Quatro de Fevereiro international airport, in Luanda, on May 25, 2003, around sunset and without the corresponding authorization. Since then there has been no confirmed landing, no identified remains or a definitive explanation. Before becoming a mystery, N844AA had led a much more conventional life. Washington Post explains that it was a Boeing 727-223 built in 1975, delivered to American Airlines and removed from the airline’s fleet towards the end of the summer of 2001. Then came the strange twist: the plane was converted to transport diesel within Angola, with seats removed and large internal tanks installed in the cabin. The idea was to supply operations linked to diamond mines in areas difficult to serve by road, but the plan soon went awry. The operation began to accumulate problems. The fuel transport project was met with unpaid invoices, problems with stolen passports, security lapses and questions about who really controlled the plane. By May 2002, the crews had already left and the original plan was practically undone, but the 727 was still there, immobilized at the Luanda airport. Almost a year later Ben Charles Padilla appearedsent by Aerospace Sales & Leasing for try to recover an aircraft that it could still have value as an asset, even if it fit increasingly worse into its previous life. A stranded plane, an unauthorized departure and too many open questions Padilla is a central figure because most stories place it inside the plane at the time of departure. There is also an important nuance: he was a certified flight engineer, aeronautical mechanic and private pilot, but not a qualified captain for a Boeing 727. That model required a crew of three people, with two pilots and a flight engineer dedicated to managing systems. John Mikel Mutantu is also mentioned as a possible companion, although the accounts do not entirely agree on his identity and there is no clear evidence that he was trained to pilot that device. The known sequence of May 25, 2003 is brief, but enough to explain why the case caught on so quickly. That afternoon, N844AA began taxiing without proper communication, entered the track without authorization and took off towards the southwest, towards the Atlantic and the Gulf of Guinea. Its lights were off and the transponder, the equipment that allows an aircraft to be identified in air traffic systems, was not transmitting. And there was another important point: the 500-gallon tanks installed in the cabin were part of the diesel transportation project, but they were not used to fuel the plane’s engines. To fly, the 727 relied solely on the aircraft fuel available in its own tanks. If he went low, he would hardly have gone far; If there was more margin, the range of possibilities expanded. Delta Air Lines retired its last 727 from scheduled service in April 2003. The image shows a plane of that model, not the N844AA missing in Angola The search did not close the case either. US organizations such as the FBI, the CIA, the State Department, Homeland Security and CENTCOM participated in it, and the US embassies in Africa received notices to monitor a plane that needed a long runway to land. In the weeks that followed, and also over the years, theories circulated: a fall into the sear, a landing at another airfield, a dismantling to sell components or even its use on irregular routes. A runway of a repainted 727 in Conakry, Guinea, looked promising in July 2003but the US authorities ended up discarding it. A possible terrorist connection was also examined, in the midst of post-9/11 sensitivity. It was a logical fear for Western intelligence services at the time, but The Washington Post and ABC News agree that no evidence emerged to support that hypothesis. That is precisely what keeps the enigma alive 23 years later. There is no confirmed landingidentified remains, pieces publicly linked to N844AA nor a record of maintenance or sales of components that would allow its fate to be reconstructed. If one day an answer appears, it will probably not be the entire plane: it will be a fragment, a document or a part number capable of finally giving it a place on the map. Images | JetPix In Xataka | The European fighter may have died, but there is a plan B to avoid the F-35. One with Spain, Germany and an unexpected guest

Runway promises to overcome her with her latest Gen-4 model and challenges Sora de Openai

Than the generative modelss are achieving increasingly shocking images and videos is no surprise. A few years ago, producing something similar would have required a great manual effort. But it should not lose sight of a reality: although this technology advances at high speed, it still drags important limitations that hinder its use in certain professional environments. One of the great challenges for creators is to maintain visual coherence in the results. In ambitious projects, the generative AI usually has difficulty representing consistently to the same character or object in different planes or environments. Although changes may seem subtle, they are not always easy to manage. Of course, there are those who work to solve it. Runway Gen-4 arrives with coherence as a key piece Runway returns to the load. The Startup based in New York has presented Gen-4its new video generation model. The great novelty: a significant improvement in visual coherence, One of the weak points of models like OpenAi Sora. With this advance, the idea is that creators can build longer narratives without fighting with visual jumps between plans. Gen-3 Alpha, the previous model, already offered a notable level of detail and control. But with Gen-4, the proposal rises level. It is now possible to generate characters, locations and consistent objects throughout multiple scenes. Once the appearance, style and atmosphere are defined, the model maintains those elements unchanged, frame by frame, and in multiple scenes. Gen-4 allows you to use visual references combined with instructions to generate images and videos with styles, locations and topics coherent. In addition to this continuity, the model seeks to highlight for its ability to create dynamic videos, with realistic movements and a remarkable consistency in characters, objects and style. According to Runway, his understanding of the world is “the best of his class.” The best example is found in the video that accompanies this article, one of the many shared by Runway to show Gen-4 capabilities. If we refine our eyes, it is evident that these are synthetic scenes, both in the image and in movement. Even so, it represents a remarkable leap for audiovisual productions that are willing to accept this type of aesthetics. Gen-3 Alpha had already made its appearance in productions such as ‘House of David’, by Amazon Prime Video, and in Puma ads. Now, GEN-4 begins to deploy in Runway’s payment accounts, allowing to generate five-second and ten seconds clips In 720p resolution. Prices range from $ 15 to $ 95 per month, with an Enterprise option for companies, whose cost has not been revealed. Images | Runway In Xataka | The fever for the chatgpt images is “melting” the OpenAi GPUs: the company has already begun to limit access

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