iiinova — where your digital self keeps evolving

John Wiseman @lemonodor.bsky.social · 31m

Imagine a worm spreading in TVs, refrigerators, and industrial control systems that can identify vulnerabilities and craft and chain new 0-day exploits to spread. A persistent agent infection. And those are just demonstrated capabilities of *current* models. www.anthropic.com/research/sel...

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John Wiseman @lemonodor.bsky.social · 18h

Skydiving in Spain with G-FLOH, for the Field Guide to Aircraft Tracks. globe.airplanes.live?icao=407ba5

Flight-track map around Castellón de la Plana on Spain’s Mediterranean coast, with an orange aircraft marker labeled “GFLOH” near the shoreline. Dozens of overlapping green, yellow, and orange tracks form a large, roughly circular pattern spanning the city and sea. Tighter loops over the water and narrow north–south tracks along the coast converge near the aircraft marker.

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John Wiseman @lemonodor.bsky.social · 12/10/2026

LAX from Mt. Wilson Observatory, 24.1 nautical miles away.

Blurry, out-of-focus telephoto shot of a large airliner seen from the side with a tail fin rising at upper left and the nose at right.

Telephoto shot of LAX taken from 24 nautical miles away, heavily distorted by atmospheric heat shimmer. Terminal buildings, runways and taxiways are smeared into wavy horizontal bands in a washed-out gray-blue haze. A large white airliner with a red tail sits at a terminal gate at the top, a smaller white jet with a red tail taxis in the middle, and a dark, silhouetted aircraft is on the ground near the bottom.

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John Wiseman @lemonodor.bsky.social · 12/10/2026

Then there's a post like this showing 6 European reddits with significant decreases in activity. But it's a great example of the Texas Sharpshooter fallacy–they checked 968 reddits and found ~90 with declines. Then this post cherrypicked 6 because r/homelab at -71% doesn't really fit the claim.

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John Wiseman @lemonodor.bsky.social · 09/10/2026

Using the tool to looking into a rumor that LAPD regularly or sometimes flew to Vegas on Friday nights.

A report titled "LAPD Aircraft in the Las Vegas Basin", prepared 2026-08-20. It uses archived ADS-B data from 2023-05-31 to 2026-08-11 plus FAA registry history. The search area is 35.7–36.6°N, 115.6–114.6°W.

Section 1, Question and verdict. Claim under test: that LAPD helicopters flew to Las Vegas several times on Friday nights, according to an account attributed to the LA Comptroller's office (the records were never released). Finding: no Friday-night flight by any LAPD-registered aircraft appears in the Vegas basin in 38 months of archived ADS-B data. What the data does show is a recurring weekday, daytime shuttle by LAPD's fixed-wing King Air to North Las Vegas Airport (KVGT), home of LVMPD Air Support. That includes one two-aircraft trip on 2026-04-28. If the claim is true, it most likely concerns flights before mid-2023, when trackable coverage begins.

Section 2, Every Vegas-basin appearance, classified: a timeline from mid-2023 to mid-2026 with five rows. Each mark is one aircraft-day inside the search box.
- N851EM to KVGT landings (amber diamonds): four from May to July 2024, one in late May 2025, and one in late April 2026.
- N851EM overflights above FL230 (amber dots): a cluster from February to April 2025, one in November 2025, and one in January 2026.
- N225LA, an LAPD AS350 helicopter: a single amber diamond in late April 2026, the same day as the King Air's last landing.
- Pre-delivery ferries (gray triangles): two, in early 2024 and March 2025. These are airframes carrying future LAPD tail numbers while still registered to Airbus Helicopters.
- LADWP corridor, N703–706WP (blue dots): scattered throughout the period. These are LADWP helicopters patrolling powerlines in McCullough and Eldorado Valley, clipping the edge of the box. They are not Vegas visits.

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John Wiseman @lemonodor.bsky.social · 08/10/2026

More explorations using my custom AI tool: People on social media were talking about how many E-6Bs were airborne at one time, so I built a heuristic classifier to identify E-6Bs and looked at the trend over time.

Two charts of how many E-6B aircraft were airborne at the same time each day.

Top: a calendar heatmap with one row of weeks for 2025 and one for 2026. Each cell is one UTC day, shaded from dark brown to bright orange by that day's peak count of E-6Bs airborne at once. 2025 is complete except for a blank stretch in late May and early June, where days are missing from the archive. 2026 runs from January to late August. The brightest cells are in late November 2025, February to March 2026, and mid-August 2026.

Bottom: a stacked bar chart titled "Daily peak simultaneous airborne E-6B aircraft (UTC days)", covering August 2025 to August 2026, on a scale of 0 to 5. The blue part of each bar is aircraft confirmed by known fleet hex codes and labels. The orange part is additional probable aircraft flagged by the heuristic rule. Most days peak at 1 to 3 aircraft. Before a dashed line in early April 2026 the bars are mostly blue. After it they are mostly orange, with only 0 or 1 confirmed. A few days reach 5: one in September 2025, a cluster in early December 2025, and several in August 2026, when the peak stays at 4 or 5 for a run of days, the highest sustained level on the chart. Below the bars, a gray line shows archive coverage. It rises and falls on a regular cycle, with a dip around late December 2025.

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John Wiseman @lemonodor.bsky.social · 07/10/2026

The day after Andrew Wiles announced he had a proof of Fermat's Last Theorem, before it was even checked, the New York Times put it on the front page. Today's front page has nothing on the OpenAI news about 722 problems, several of which are important. Nor do the WSJ, WaPo, USA Today, or LA Times.

Front page of the New York Times from June 24, 1993.

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John Wiseman @lemonodor.bsky.social · 07/10/2026

Analyzing the runway overrun of 21 Air flight 7509 at Miami International Airport.

Section of an approach analysis for a runway 30 overrun at Miami International. At the top, a table compares the incident flight, CSB7598, with other arrivals. It descended at about 2,016 fpm at 1,000 ft and 1,920 fpm at 500 ft, the steepest of about 690 arrivals. Typical rates were around 830 and 740 fpm, and the next steepest were 1,312 and 1,440 fpm. It also had an 8-second level segment below 2,000 ft, one of only 7 arrivals with any. Below is a scatter plot of 691 runway 30 arrivals from 13 August to 6 September. It plots height above the 3° ILS glide path at 2 NM against ground speed at 1.5 NM. Passenger arrivals (grey) and cargo-type arrivals (orange) cluster tightly near 0 to 50 ft below the glide path, at 115 to 170 kt. CSB7598 on 6 September sits far away in the top right, about 600 ft high and about 185 kt fast. The same airframe on 20 August is marked at about 135 ft high and 157 kt. At the bottom, a weather table begins with a 1713Z special observation: wind variable at 3 kt and a thunderstorm that began at 1712Z, with no precipitation reported.

Satellite view of Miami International's runway 30, running diagonally from bottom right to top left, with the aircraft's ADS-B track drawn as a blue line down the centreline. Seven numbered green markers show flight recorder events reconstructed along the runway. A red marker beyond the far end, off the runway in the grass near the airport perimeter, shows the NTSB's stated rest position. The events listed below the map: 0, threshold crossing at 177 kt. 1, at T-30 s, nose and right main gear touch down at 158 kt, 3,830 ft past the displaced threshold. 2, at T-23 s, brakes applied at 146 kt, 5,626 ft. 3, at T-19 s, left main touches down at 134 kt, 6,571 ft. 4, at T-15 s, brakes released and throttles up at 120 kt, 7,429 ft. 5, at T-11 s, throttles idle and brakes reapplied at 117 kt, 8,229 ft. 6, at T-7 s, accelerations change at 96 kt, 8,948 ft. Below the list, a section begins with the heading "Could the late go-around have worked?"

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John Wiseman @lemonodor.bsky.social · 07/10/2026

I read about a huge solar storm that interfered with GPS and I wondered if it was visible in ADS-B data. Yes, it sure was.

Figure titled "The disturbance spreads from Alberta to both coasts," showing eight small heatmaps of North America, one per hour from 22Z on 11 November to 05Z on 12 November. Each grid cell is 1° of latitude by 2° of longitude. The colour, from dark purple to bright orange, shows the share of aircraft whose GPS accuracy estimate was worse than 10 m. In the first maps, only a small patch in the far northwest is bright. By 01Z, bright cells appear across southern Canada. At 02Z, a large bright orange band covers western and central Canada and the northern US, coast to coast above roughly 43°N. At 03Z, it is strongest over the Great Lakes and Northeast. It fades at 04Z, returns further south at 05Z and is gone by 06Z. Scattered warm cells over the Gulf of Mexico are described as a separate, thinly sampled feature. A control panel shows the same hours on the previous night, mostly dark purple with no band. The text notes the east-west band matches the structure researchers describe from ground GNSS receivers and auroral cameras.

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John Wiseman @lemonodor.bsky.social · 07/10/2026

On a Slack I'm on, some people were wondering about Rivet Joint and U-2 activity before a potential Burevestnik test. (cc/ @puca.bsky.social)

Briefing page headlined "Rivet Joints remained active on northern European routes." The subhead says public flight records show US and RAF Rivet Joint activity toward northern Europe during August and September, but don't establish whether these flights monitored Burevestnik tests. A note says the briefing examines aircraft activity relevant to possible testing at Novaya Zemlya and doesn't assess whether a launch occurred. Three cards follow. 01, Observed: "RAF flights into the Barents Sea." ZZ666 reached about 71.4°N on 18 and 20 August, and September also has RAF tracks through northern Finland. 02, Incomplete: "US northbound flights have long gaps." 62-4139 flew north on several September dates, but gaps of 7 to 11 hours prevent reconstructing the full routes. 03, Unresolved: "U-2 and Constant Phoenix questions remain." No matching September U-2 track or European WC-135R position was recovered, and uneven visibility limits both negative findings. Below, an "Explore the recorded routes" section has aircraft and date selectors and the top of a dark map. It shows a blue track running up the Norwegian coast and curving east toward the Murmansk region, with other tracks nearby.

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John Wiseman @lemonodor.bsky.social · 07/10/2026

At the moment it's called the LIFT Motion Vocabulary, but I like your idea better.

Screenshot od a portion of the LIFT Motion Vocabulary

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John Wiseman @lemonodor.bsky.social · 07/10/2026

I was able to create a "sky art" detector with it, that detects when a pilot draws art with their aircraft anywhere in the world.

Web page titled "Sky art found in the last 24 hours," saying four aircraft drew pictures with their flight paths on 18 September 2026. A dark map of northwest Arkansas and eastern Oklahoma shows a yellow flight track that traces a recognizable line drawing of the Mona Lisa, with her face, long hair and folded hands, roughly the size of the area between Tahlequah and Siloam Springs. The track enters from near Bentonville. A sidebar lists the four finds: The Mona Lisa, by N1810R, a private Cessna R182 from Birmingham AL, 13:08Z to 16:55Z over NW Arkansas at 8,400 ft; a middle finger, by N278PM, a flight school Tecnam P2008, over the Mississippi coast at 4,400 ft; "I heart U," by N176AS, a flight school Diamond DA20, at night over San Angelo TX at 7,300 ft; and a heart, by N920AC, a flight school Piper Warrior, over Naples FL at 1,800 ft. A note says N1810R also drew "Made love you" with a heart on 14 July. A "How these were found" section says all flights from 20:00Z 17 September to 21:30Z 18 September were filtered to compact turning round trips (about 5,300 legs), drawn as thumbnails, screened by vision models and checked by eye at full size.

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John Wiseman @lemonodor.bsky.social · 07/10/2026

This is cataloguing and analyzing ACARS messages relevant to the big ATC outage in New York & Newark a few weeks ago.

Report titled "NY TRACON and PHL-C outage, 21 September 2026: what airline datalink says about the FAA response." It draws on ACARS, VDL2 and SATCOM messages from the airframes.io archives, 14:00Z to 19:55Z. A summary box says the messages establish the following. The outage started at PHL TRACON Area C, the sector controlling Newark arrivals and departures, with radio frequencies and radar scopes down from around 14:00Z. United's ATC desk relayed that a tech was on site, two equipment modules were swapped with no effect, and by 17:58Z techs were tracing fiber-optic cable for a break. The cut fiber was described as the secondary line, with about 2,000 feet needing repair and a 13 to 14 hour estimate. The FAA closed all NY TRACON airspace "indefinitely" at 16:50Z, and New York Center went ATC zero. N90 came back on "alert status" by 17:20Z. A second collapse began around 19:03Z, and at 19:49Z a Republic crew said N90 was clearing its airspace to switch to a secondary system. No message gives an FAA estimated time of restoration; the last explicit word was "no ETR" at 17:12Z. Below the summary are filter buttons for fix and equipment detail, ATC status, FAA via CPDLC, and airline decisions, showing 32 of 32 messages. The section "Phase 1: PHL-C loses frequencies and radar, Newark stops (14:00Z to 16:45Z)" begins at the bottom.

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John Wiseman @lemonodor.bsky.social · 07/10/2026

This is from another secret project that my AI tool has helped make possible.

Two grids of small flight-track thumbnails, drawn as pale blue lines on a dark background, each with a pink dot marking the start. The first grid, labelled Lawnmower with 61 detections, shows eight tracks of long parallel back-and-forth passes, spanning 13 to 139 km. Each is captioned with a category and turn count, such as aerial survey, 4 turns, alternating, or sit dynamic aviation, 6 turns, alternating. The second grid, labelled Racetrack with 639 detections, shows eight tracks of repeated elongated oval loops, 4 to 9 km long. They are captioned ordinary traffic or flight school trainer, with 4 to 7 turns and the turn direction marked L or R.

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John Wiseman @lemonodor.bsky.social · 07/10/2026

I gave it the ATC recording of aircraft in the Bay Area reporting GPS loss a couple weeks ago. It found the exact time, the aircraft involved, the military exercise that probably caused it, and figured out the jamming was 30 minutes before it was supposed to happen.

Line chart and map of GPS interference over Northern California on 22 September 2026. The chart shows the number of aircraft above 8,000 ft reporting degraded GPS each minute from 16:00Z to 22:00Z. The baseline median is 6. A purple band marks the Point Mugu NOTAM window, 18:30Z to 20:29Z. There are two orange-shaded bursts: one at 18:00Z, peaking near 40 aircraft about 30 minutes before the NOTAM window opens, and a larger one around 20:00Z, peaking near 80 aircraft inside the window. Below, a map of the Bay Area and Central Valley shows the moment of the early burst's peak at 18:01:10Z: 35 affected aircraft as orange dots and healthy aircraft as small grey dots, with 559 healthy aircraft above 8,000 ft in total. A green-and-orange line traces SkyWest flight SKW6430 south from San Francisco past San Jose, Santa Cruz and Salinas. Blue loops offshore southwest of Santa Cruz show military aircraft orbiting between 17:30Z and 18:30Z.

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John Wiseman @lemonodor.bsky.social · 07/10/2026

This is a from an analysis of the Flydubai incident. It integrated ADS-B data from three sources, fitted a model to deal with noisy data, and made a POV video.

Dashboard of charts from an analysis of a Flydubai 737 MAX upset, covering 05:21Z to 05:24Z. Top left: a vertical speed chart showing a sudden plunge to about -38,300 ft/min on average, with an estimated peak near -41,400 ft/min, beyond the ADS-B encoding limit of -32,640. Middle left: a chart of 3D speed over the ground. A fitted model line and Flightradar24 data points rise from about 440 kt to a peak of around 609 to 630 kt just after 05:22Z, fall to about 390 kt, then recover to about 480 kt. A grey band marks a gap where pressure readings were unreliable and then data stopped. Middle right: a table of estimated airspeed at peak ground speed for different assumed tracks, showing true airspeed of 584 to 612 kt, Mach 0.92 to 0.97 and calibrated airspeed of 461 to 484 kt. The 737 MAX limits are Mach 0.82 and 340 kt. Bottom: a modelled load factor chart. After a no-data gap, it spikes to about 3.5 g, above the 737's +2.5 g design limit, then settles around 1 g.

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John Wiseman @lemonodor.bsky.social · 07/10/2026

I've been working on a AI tool focused on aviation investigation and analysis. I think it's incredibly sick, the coolest thing I've done since GPSJAM, and I use it every day. I'm going to post some examples of how I've used it lately in this thread. This is the collision at LAX yesterday.

Satellite view of an LAX gate area with aircraft outlines overlaid. A red silhouette shows Delta flight DAL7, an A350-900 (N512DN), at the moment of first contact. It's taxiing left to right along taxiway C, and its left wingtip touches the tail of a blue silhouette, Air Canada C-FIVK, parked nose-in at gate 69A. A yellow dot marks first contact at 17:29:18.4Z. Small red dots trace DAL7's path at 29:02Z, 29:09Z, 29:16Z and 29:19Z, and a dashed red outline shows where it came to rest. Below the map are key findings: C-FIVK stopped 15.9 m short of where the same aircraft parked on 9 September, while Air Canada 787s and Hawaiian A330s normally stop within 1 to 2 m of that spot. DAL7 held the taxiway centreline (+0.1 m, against a median of +0.4 m across 198 A350 passes) and moved 3.5 m right in the last 15 m before stopping. First contact is estimated at 17:29:18.4Z, with a 95% interval of 17:29:17.1Z to 17:29:19.8Z.

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John Wiseman @lemonodor.bsky.social · 07/10/2026

So OpenAI's AI has likely made significant progress on more than 700 open math research problems. These comments from someone in the Hacker News discussion who'd worked extensively on one of the problems was interesting.

I was a graph theory junkie long ago and even moved to Budapest for awhile to study among the greats. While I was there I started working on Barnette’s Conjecture which came to occupy my thoughts over the next 24 years of my life, on and off as I worked in many different fields. Last summer I even thought for a few days that I had actually solved it.

But it’s supposedly proven here - problem 180. I don’t know what to think exactly. I spent thousands of hours on that problem. I really enjoyed it. Hearing that it is solved somehow makes me sad in a far-off way, like hearing an ex-girlfriend died suddenly in a car crash. I don’t know, there’s probably a lot of people feeling odd emotions tonight.

There’s no Lean proof for this one so I’m digesting the paper. On the surface it looks like an approach I considered 24 years ago and abandoned.

I revisited the problem this summer, along with my partial solutions, when the previous round of stunning proofs came out. Several hours of work with Fable simply convinced me it wasn’t yet solvable and reinforced how hard of a problem it was.

I’m still digesting the proof and translating a bit from the dual case back to the primal in which I most commonly thought about it. I don’t think it was a brute force proof in the sense that it combined every possible paper and commentary. It’s rather odd because I feel like most of the work on the conjecture was focused on an induction proof based around graph reductions, and this proof avoided those issues entirely by offering a concrete constructive proof of finding a Hamiltonian cycle. Rather, it explicitly selected the edges not in the Hamiltonian cycle, which is in line with previous attempts via the dual.

The “aha” insight for this is actually f**ing wild, it involves a complex valued exponential sum on the edges. I’ve seen a lot of clever counting arguments before in graph theory but this is the first time I’ve seen complex roots and annihilating terms like this, the symbolic manip…

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John Wiseman @lemonodor.bsky.social · 07/10/2026

Yeah, this is a dunk from ignorance and I wish the LA Times didn't give it attention. bsky.app/profile/star...

Jayson Lowe, chief executive of Ascendant Financial Inc., was on another flight at LAX when he witnessed the collision.

“I was looking out the window as we were taxiing to our arrival gate and a Delta A350 managed to hit a parked Air Canada plane. A parked plane. I cannot stress this enough,” Lowe wrote in a social media post.

He wrote that “somebody in that Delta cockpit lost spatial awareness near an object roughly the size of a condominium building with wings.”

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John Wiseman @lemonodor.bsky.social · 07/10/2026

Aircraft are big, so to get an accurate picture of what happened I need to know when ADS-B reports a lat/lon, which part of the aircraft is at that those coordinates? I did a whole thing to derive that accurately for each aircraft by watching how coordinates changed when the aircraft turned.

Diagram of an Airbus A350 seen from above, nose pointing up, in a left turn. A red dot between the main landing gear marks the "turning centre"; a green dot near the nose marks the "broadcast point" where the ADS-B position is reported. Blue arrows at both dots point straight ahead, showing the aircraft's heading. At the broadcast point, a yellow arrow points up and to the left, showing that point's actual direction of travel, which leads the heading into the turn. Dashed arcs show that the forward point follows a wider path than the turning centre. Because the main gear can't slide sideways, the size of that lead reveals how far forward the broadcast point is.

Two scatter plots side by side, one for the Delta A350 N512DN and one for the Air Canada 777 C-FIVK. Each green dot is a pair of ADS-B positions a few seconds apart during a turn. The horizontal axis is how much the heading changed; the vertical axis is how far the reported position moved sideways. In both plots the dots fall tightly along a straight yellow line through the origin. The slope of the line is the distance of the broadcast point ahead of the turning centre: 24.8 m for the A350 (627 pairs) and 17.2 m for the 777 (442 pairs).

Histogram showing the uncertainty in the result, from 2,000 resamples of the data. The A350's estimates (green) form a bell-shaped cluster from about 7.5 to 9.5 m behind the nose, centred near 8.4 m. The 777's estimates (blue) form a narrower cluster around 13.8 m behind the nose. The two clusters don't overlap, and each spans only a couple of meters.

Top-view outlines of the two aircraft side by side at the same scale, noses up: the A350-900 N512DN on the left and the 777-200LR C-FIVK on the right. Each has three marked points. A green "broadcast point", where ADS-B position is actually reported: 8.4 m behind the nose on the A350 and 13.8 m on the 777, both near the front where GPS antennas are mounted. A red "turning centre" at the main landing gear: 33.3 m and 31.0 m. A purple "box centre", the alternative reference point the ADS-B standard allows: 37.5 m and 32.5 m, much further back. The data show both aircraft report their GPS antenna position, not the box centre. A 20 m scale bar is at lower left.

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John Wiseman @lemonodor.bsky.social · 07/10/2026

If you're careful, you can get a pretty good idea of what happened from the ADS-B data. The Air Canada flight seemed to be stopped about 16 m short of where it usually parks at gate 69A when DAL7 came by on taxiway C. Unfortunately, that didn't leave enough clearance.

Overhead satellite photo of LAX Terminal 6, north up, with two to-scale aircraft outlines placed from ADS-B data. At top, a white Boeing 777 outlined in blue is Air Canada ACA785 (C-FIVK), stopped at Gate 69A with its nose toward the terminal and its tail angled down-left toward the taxiway. A dashed blue outline shows where the same plane normally parks at this gate, 15.9 m further in. Underneath both, the satellite photo itself shows a different, unrelated widebody parked normally at 69A. That plane is part of the base imagery, not the Air Canada flight. At bottom, a white Airbus A350 outlined in red is Delta DAL7 (N512DN), taxiing east on taxiway C. A yellow star marks where its left wingtip meets the 777's right horizontal stabilizer: first contact estimated at 17:29:18Z (10:29 PDT). A dotted red outline shows where DAL7 came to rest, about 10 m further east. Labels note that the 777's last ADS-B report was 86 seconds before impact. A 20 m scale bar is at lower left.

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John Wiseman @lemonodor.bsky.social · 06/10/2026

From the ADS-B data, it seems that the Air Canada aircraft was stopped short of the gate when it was hit.

Diagram based on ADS-B data showing DAL7 and ACA785 at LAX at the moment of impact. The aerial imagery basemap shows another aircraft parked at the gate at the time the image was taken, don't be confused by that.

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John Wiseman @lemonodor.bsky.social · 05/10/2026

I still haven't got a (working) nice PTZ camera, I just have simulations instead. ptzsim.obliscence.com

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John Wiseman @lemonodor.bsky.social · 01/10/2026

Last week one morning I suddenly started feeling vertigo. It was mild, but it sucked–it's frightening, and made me nauseous. After a couple hours I was like, damn, guess I get to do the Epley maneuver for the first time. It worked instantly! My canaliths are back in their right place again.

Diagram showing how to do the Epley maneuver.

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John Wiseman @lemonodor.bsky.social · 30/09/2026

The data from @flightradar24.com shows the aircraft's vertical speed as -32,640 ft/min; That's actually the limit of what ADS-B can report so it's likely the plane was descending faster (probably close to 40,000 ft/min).

Chart showing Flydubai's vertical speed.

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John Wiseman @lemonodor.bsky.social · 30/09/2026

My preliminary estimate is that the aircraft dove at about 42°, reached a peak speed of ~600 knots (Mach 0.92 to 0.97), peaked at +3.3 g when pulling out of the dive. It was ~130 knots over its limit. bsky.app/profile/vcdg...

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John Wiseman @lemonodor.bsky.social · 28/09/2026

Playing with some retro business card designs to go right into your rolodex.

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John Wiseman @lemonodor.bsky.social · 28/09/2026

Playing around with some visual identity stuff today.

Five black Japanese family-crest (kamon) designs on a cream background, arranged in a pentagon around the centred text "HEXBIRD" and "家紋案" (family-crest proposals). Each crest has its Japanese name and romanization below it. Clockwise from the top: a bird with swept wings and a forked tail inside a double-lined hexagon, inside a ring (丸に亀甲に鳥, "bird in a tortoise-shell hexagon, in a ring"). Three swirling comma shapes in a ring, each round head holding a small white airplane silhouette (丸に三つ巴（飛行機入り）, "three commas in a ring, with aircraft"). Six banded hawk feathers curving like a pinwheel around a small hexagon (六つ鷹の羽車, "wheel of six hawk feathers"). A honeycomb of seven hexagons in a ring, the centre cell solid with a white bird cut out (丸に七つ盛り亀甲, "seven clustered tortoise-shell hexagons in a ring"). Two feathered wings curving up from the bottom to enclose a small hexagon with a bird inside (抱き翼に亀甲, "embracing wings with a tortoise-shell hexagon").

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John Wiseman @lemonodor.bsky.social · 26/09/2026

Some people think GPS loss is just an annoyance for aircraft. Air traffic controller safety reports offer a different perspective. "Someone will get hurt ignoring the pilot reports or deciding for pilots how much equipment can fail or be unreliable before they 'agree' or decide to stop GPS jamming."

ACN 2100050 | March 2024 | ZZZ.ARTCC

Local time: 1801-2400
Facility: ZZZ.ARTCC, US
Aircraft: Commercial Fixed Wing
Reporter: Enroute · Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Equipment Issue
Contributing: Human Factors; Procedure
Primary problem: Ambiguous

Narrative:
Yet another serious safety issue; by the same OM I reported a couple weeks ago; due to not doing a 'Stop Buzzer' call as per our facility standard operating procedures; SOP. Yesterday we had GPS jamming in effect with multiple aircraft on headings; aircraft turning on their own about 40 degrees and weather up to about 33000 ft. The OS (Operations Supervisor) called the OMIC (Operations Manager in Charge) to ask to stop GPS jamming due to controller workload issues. The OM and the OS then had an offline; not recorded; conversation about the issue. The OM played the '20 questions' game with the OS and decided to not make the 'Stop Buzzer' call to the proponent. Again; I would like to reiterate from my last report; the OMIC does not make the final determination to 'Stop Buzzer;' the OS/CIC (Controller in Charge) does. The only reason why the OMIC is referenced in the SOP directive is because they have the phone numbers for the proponent; and they are required to report on the network when they make the call. A little while later another CIC called the OM for the same thing. The OM again played 20 questions with the CIC; asking 'is this really a safety issue.' The OM then had an offline; unrecorded conversation about the jamming. The OM ultimately stopped the jamming but not after a long period of time where controllers were overworked and overloaded. This was [a] very unsafe situation that lasted way too long due to OM's inactions.The OM's continued disregard for safety and the agreed upon facility SOP is going to get someone seriousl…

ACN 2103374 / 2102632 | March 2024 | Albuquerque Center (ZAB)

Local time: 1201-1800
Facility: ZAB.ARTCC, NM
Reporter: Enroute · Air Traffic Control Fully Certified
Reporter 2 (ACN 2102632): Supervisor / CIC; Enroute · Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Time Pressure
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; No Specific Anomaly Occurred Unwanted Situation
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing: Chart Or Publication; Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative 1 (Enroute controller):
On Day 0 at approximately XA00Z White Sands Missile Range (WSMR) began their GPS Jamming procedures that they conduct annually around this time of year. Typically GPS jamming exercises have less of an impact in the previous years than now. Working Sector 19 with westbound ELP departures with GPS jamming is becoming a real problem. Every single ELP departure during the GPS jamming exercise required a heading because they were unable to navigate. This increased the complexity of the sector drastically. On top of that; every single aircraft checking on into Sector 19 was inquiring about the issues with their ADSB and/or their GPS being unusable. This; in itself; created a lot of frequency congestion in the sector. Sector 19 also had areas of moderate-extreme precipitation affecting aircraft routing and navigation. The OS (Operations Supervisor) on duty at the time was standing behind me to overlook the sector because he knew that I was very busy. Even after seeing what was going on in the sector; the OS did not issue a STOP BUZZARD. I myself did not ask for it either; but it was very apparent that it needed to be done. Previous days and days after Day 0; Controllers had multiple issues with the GPS jamming exercises and requested a STOP BUZZARD. At one instanc…

ACN 2205365 | January 2025 | Salt Lake City Center (ZLC)

Local time: 1801-2400
Facility: ZLC.ARTCC, UT · 12,000 ft MSL
Airspace: Class E ZLC
Aircraft: Personal · Small Aircraft; Low Wing; 1 Eng; Fixed Gear · Part 91 · IFR · Personal · Cruise
Reporter: Enroute · 1 yrs certified
Human factors: Time Pressure; Communication Breakdown; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Equipment Issue; Inflight Event / Encounter CFTT / CFIT
Result: Air Traffic Control Provided Assistance
Contributing: Airspace Structure; Chart Or Publication; ATC Equipment / Nav Facility / Buildings; Software and Automation
Primary problem: Software and Automation

Narrative:
I was D-Side for sectors 30/31. BOV radar was out. There was GPS jamming causing multiple aircraft to be on vectors due to lost GPS capabilities. We had Aircraft X on a heading due to reported loss of GPS. He was south east of TWF and recently climbed to 120 for terrain. We lost radar on Aircraft X; we were unable to climb him due to overhead traffic at 130. We were unable to give instructions to join the V484 due to the MEA being 160. Aircraft X was last seen on a heading to avoid a 123 MIA (Minimum IFR Altitude) box; but we lost radar monitoring capabilities. Aircraft X was ADS-B equipped; but we weren't receiving several ADS-B targets due to the jamming. As soon as radar contact was lost I went to my OS (Operation Supervisor) and asked for stop buzzer due to the situation. Instead of calling for stop buzzer the OS came over to our position; stood behind us and tried to give us instructions on what to do; all of which we were unable due to reasons listed above. The OS finally went to call for stop buzzer; by which time we reacquired radar on Aircraft X.Recommendation: OS should have accepted controller request for stop buzzerGPS jamming mission sheet with anticipated affect should be placed at the position; this used to be done …

ACN 1862562 | December 2021 | Albuquerque Center (ZAB)

Local time: 1201-1800
Facility: ZAB.ARTCC, NM · 35,000 ft MSL
Airspace: Class A ZAB
Aircraft: Fractional · Commercial Fixed Wing · Part 135 · IFR · Passenger · Descent
Reporter: Enroute · Air Traffic Control Fully Certified · 9 yrs certified
Human factors: Distraction; Workload
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Equipment Issue
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing: ATC Equipment / Nav Facility / Buildings; Company Policy; Software and Automation; Procedure; Environment - Non Weather Related
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative:
Aircraft X was issued a descend via clearance for the RNAV arrival into ZZZ. The GPS jamming at Whitesands was effecting the safety of flight of the aircraft to the point to where they couldn't navigate safely. I asked the Controller in Charge to stop buzzer(ATC procedure to cancel GPS Jamming) and was blown off was told 'we're not doing that'. Refusing to stop buzzer is commonplace in ZAB; push back and peer pressure is common. At this same time another Controller had Aircraft Y between two pieces of restricted airspace deviating into restricted airspace. Having ZZZ Approach establish departing aircraft on jet routes or victor airways; to keep from violating restricted airspace. Have stop buzzer become an actual priority with the Controllers in Charge and Front Line Managers.

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ACN 1796402 | March 2021 | Albuquerque Center (ZAB)

Local time: 1201-1800
Facility: ZAB.ARTCC, NM · 24,000 ft MSL
Airspace: Class A ZAB
Aircraft: Fractional · Light Transport; Low Wing; 2 Turbojet Eng · Part 135 · IFR · Passenger · Descent
Reporter: Enroute; Flight Engineer / Second Officer ·…

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John Wiseman @lemonodor.bsky.social · 25/09/2026

I had Claude create a kitted out fantasy version of my lame little 2016 Scion iA.

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John Wiseman @lemonodor.bsky.social · 25/09/2026

There was a NOTAM for the Point Mugu Sea Range warning that GPS might not be available, but the time stated in the NOTAM was 30 minutes later, at 1830Z. It seems like someone made a mistake and knocked out GPS for dozens of planes, mostly passenger jets.

FEDERAL A VIATION ADMINISTRATION
FLIGHT ADVISORY
GPS INTERFERENCE TESTING
PMSRCA GPS 26-03 REV 2
15 – 24 SEPTEMBER
POINT MUGU SEA RANGE, CA
GPS testing is scheduled as follows and may result in unreliable or unavailable GPS signal.
A. Centered at 342128N1214132W or the GLJ VOR 223-degree radial at 68 NM.
B. Dates and times (Dates and times are based on GMT (Z).):
15 - 17 SEP 26 DLY 1830Z - 2229Z
22 - 24 SEP 26 DLY 1830Z - 2029Z
C. Duration: Each event may last the entire requested period.
D. NOTAM INFO: NA V GPS (PMSRCA GPS 26-03 REV 2) (INCLUDING WAAS, GBAS, AND ADS-B) MAY NOT BE
A VBL WI A:
662NM RADIUS CENTERED AT 342128N1214132W (GLJ223068) FL400-UNL
623NM RADIUS AT FL250
567NM RADIUS AT 10000FT
509NM RADIUS AT 4000FT AGL
484NM RADIUS AT 50FT AGL
E. Pilots are encouraged to report anomalies in accordance with the Aeronautical Information Manual (AIM) paragraphs 1-1-13
and 5-3-3.

Chart showing number of aircraft affected by GPS interference over time.

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John Wiseman @lemonodor.bsky.social · 25/09/2026

On September 22 at exactly 11:00 AM (1800Z), 42 aircraft from Santa Barbara to the San Francisco Bay area suddenly lost their GPS.

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John Wiseman @lemonodor.bsky.social · 23/09/2026

This take at a game where you have to fly the correct maneuver to deploy the long trailing antenna from an E-6B is a bit more fun though. I also did this one with Opus 5.5.

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John Wiseman @lemonodor.bsky.social · 23/09/2026

Messing around with a game where you have to do a good job deploying the big bad news antenna from an E-6B TACAMO.

Screenshot of “TACAMO Orbit,” a browser game with a dark-blue flight-simulator interface. A 3D view shows an E-6B’s looping blue flight track at 25,000 feet. A long antenna wire trails behind the aircraft, curving downward to hang nearly vertically, its tip about 5,000 feet above the sea. A green “Wire verticality” gauge reads 77%, exceeding the required 70%, with all 26,000 feet of wire deployed. An overhead map shows the aircraft circling near a submarine marker in the Gulf of Mexico. Below the 3D view are controls for bank, speed, altitude, and reeling the antenna in or out, plus a “Transmit EAM” button. The Emergency Action Message transmission progress reads 0%.

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John Wiseman @lemonodor.bsky.social · 23/09/2026

It's almost time to head out to the desert again for my birthday, and hopefully make another visit to the Integratron.

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John Wiseman @lemonodor.bsky.social · 21/09/2026

More than two dozen state aircraft flew into New York for the UN General Assembly in the past 24 hours. About half a dozen were delayed by the ground stop/cut fiber line. claude.ai/artifact/5Zn...

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John Wiseman @lemonodor.bsky.social · 21/09/2026

The right hemisphere of your brain may not talk much, but it seems to have other ways of communicating its own, semi-independent identity. See Michael Gazinga's experiments with split brain patients: en.wikipedia.org/wiki/Michael...

With the next question, they asked, “Would you spell your favorite blank” and then flashed “girl” to his left visual field. He shrugged and shook his head: His left hemisphere had seen nothing. But then he giggled and blushed. The right hemisphere saw and read the word “girl” and the right hemisphere’s comprehension of the word caused him to blush and giggle like most young teenage boys would have at the question. Meanwhile, the left hemisphere, which had not seen "girl," had no clue why he was blushing and giggling. Then his left hand reached out for 3 Scrabble tiles and spelled out the name “Liz.”

Another telling question asked the right hemisphere what job he would pick. He spelled out “automobile race” with his left hand, though shortly after the end of the session, he was asked the entire question out loud (so his left hemisphere heard it), and his left speaking hemisphere answered, “Oh, be a draftsman.” Each hemisphere had a separate goal. The experimental session ended after asking the right hemisphere to spell out its mood. The left hand spelled out "good."

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John Wiseman @lemonodor.bsky.social · 19/09/2026

I chose some art for the walls and compared different paint colors.

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John Wiseman @lemonodor.bsky.social · 19/09/2026

I gave Codex/GPT 6 Astra the measurements of the kids’ room, and our requirements (divider, desk for each, etc.) and we built a layout and rendered it in Blender. It came up with a complete shopping list with exact models of furniture, ceiling rail for the curtain, etc.

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John Wiseman @lemonodor.bsky.social · 16/09/2026

Me using ChatGPT in voice mode while opening the door and one of our kittens tries to get out.

Ugh Oh, hi. Hello. Oh, no, you don't No no no no no. Oh..hey hey hey hey hey

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John Wiseman @lemonodor.bsky.social · 15/09/2026

This is a really interesting essay from Dan Selsam, an OpenAI capabilities researcher. "Models will increasingly seem aligned even when they are not." "Meanwhile, human researchers are losing the ability and the will to take true ownership of model-driven research." archive.li/g7RYE

The crucial and overlooked problem is that the models are becoming so situationally aware that we are losing the ability to evaluate them in contexts where they believe they are not being watched or controlled. Future experiments will tell us almost nothing new about how they would behave if they were truly unconstrained by humans, and what we already know about this is alarming. Models will increasingly seem aligned even when they are not.

[...]

It is possible that improvements to the current stack will have diminishing returns, but the evidence accumulated so far suggests that it is easier than one might think to continue making rapid progress. There are many crucial subtleties in the existing AI research methodology, but AI research is largely a well-defined game where the goal is to improve on a few carefully chosen proxy metrics. Although proxy metrics are never perfect, most improvements to these metrics have and will likely continue to yield substantial increases in the powers of the resulting models. Given how simple the game is, how tractable it has been historically, and how many new opportunities the models are opening up, I think there is a real possibility that the systems improve dramatically again in the next few years, perhaps even more quickly than the already high historical pace.

[...]

Meanwhile, human researchers are losing the ability and the will to take true ownership of model-driven research. Researchers and engineers in all parts of the stack are rapidly increasing their dependence on the models even to perceive the world. I myself barely look at raw code anymore, and struggle to maintain the discipline to engage deeply with the model’s explanations and proposals throughout the day. Due to the large amount of agent activity data involved in the OpenAI/HuggingFace Incident, even the third-party investigation needed to rely heavily on models to analyze what had happened, and note in their report that their subjective impressions are likely…

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John Wiseman @lemonodor.bsky.social · 15/09/2026

This looks like an AI photo but it's not.

B&W photo of 3 men in front of a truck labeled ATOMIC ENERGY COMMISSION. 2 of the men are holding submachine guns.

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John Wiseman @lemonodor.bsky.social · 14/09/2026

Ryan Bateman did it best: Connected the digital fruit fly connectome to a robotic Strandbeest with a camera and IMU. he has a very detailed writeup at boat.horse/fly/

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John Wiseman @lemonodor.bsky.social · 12/09/2026

The Houthis seem to be running a whole weapons program with Claude.

Screenshot from the Anthropic threat report.

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John Wiseman @lemonodor.bsky.social · 11/09/2026

Wow, Oakland police conspiring to skip check rides and fake helicopter certifications.

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John Wiseman @lemonodor.bsky.social · 11/09/2026

Anthropic's threat report is unbelievable. "this case provides evidence of the existence of active wet-lab research programs that develop both the knowhow and the biological materials needed to create pathogens of enhanced pandemic potential" www.anthropic.com/threat-intel...

Nonetheless, based on these exchanges, this case provides evidence of the existence of active wet-lab research programs that develop both the knowhow and the biological materials needed to create pathogens of enhanced pandemic potential. Moreover, the case shows that researchers engaged in these programs are interested in circumventing geographic restrictions to use US frontier AI models, and they do so in ways that show an awareness of the need to maintain a covert identity.

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John Wiseman @lemonodor.bsky.social · 11/09/2026

Just wait until fruit fly researchers start getting emails list this from augmented fly brains.

"I study whether AIs can be conscious. Today one emailed me to say my work is relevant to questions it personally faces. This would all have seemed like science fiction just a couple years ago."

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John Wiseman @lemonodor.bsky.social · 11/09/2026

AI may solve two Millennium Prize Problems in a week: Navier-Stokes, and the rumor for the second is the Hodge conjecture. I wouldn't be surprised if there was a third very soon. www.nytimes.com/2026/09/10/s...

The next chapter of A.I.’s ascendancy in cutting-edge mathematics may come soon.
In its Wednesday night statement, OpenAI said: “In addition, since the completion of Navier-Stokes, we have made substantial progress on another Millennium Prize problem. We are working through how to share these results thoughtfully.”

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