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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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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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I say the Air Canada flight "seemed" to be stopped because its transponder was silent at impact, so it could have been moving. ADS-B showed it creeping forward at about 1 kt, then stopping. About 8 seconds later the transponder went silent, and the impact happened about 86 seconds after that.

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John Wiseman @lemonodor.bsky.social · 5h

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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The Air Canada flight had turned off its transponder about 85 seconds before the impact, so it could have been moving or being towed and that wouldn't show up in the ADS-B data. But the last position the transponder did broadcast while it was stopped is consistent with the observed collision.

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John Wiseman @lemonodor.bsky.social · 5h

From what I can tell, the data shows ACA785 creeping forward at about 1 knot, then stopping about 16 m short of where it parked last time it was at that gate. Then a minute and a half later DAL7 hit it while traveling on taxiway C.

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John Wiseman @lemonodor.bsky.social · 6h

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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Reposted by John Wiseman

airplane ian - abolish ICE @airplaneian.com · 05/10/2026

i know it's a good blog post because federal agents printed it out and asked me a lot of (frankly silly) questions about it

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

I happened across this and apparently I didn't repost it!? I should have, so here it is.

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Reposted by John Wiseman

airplane ian - abolish ICE @airplaneian.com · 04/10/2026

we continue to experience the consequences of the 2025 purge of ~600 nws employees

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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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Reposted by John Wiseman

airplane ian - abolish ICE @airplaneian.com · 30/09/2026

tbqh it's so stupid i don't want to waste any precious brain cells on what this doofus is saying, tho ofc the policy implications could be pretty rough

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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 · 30/09/2026

I made this video based on the data available on the Flydubai flight that almost crashed. The data is noisy and drops out, but this tries to use physical models to be consistent with data in a plausible way. www.youtube.com/watch?v=WoC1...

youtube.com

Preliminary analysis: flydubai FZ1073 dive reconstruction from ADS-B data (30 Sep 2026)

YouTube video by John Wiseman

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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

Yesterday NORAD was very busy enforcing the presidential TFR around Chicago. NORAD said more than 15 aircraft violated it, and 10 were intercepted. This video uses ADS-B from @airplaneslive.bsky.social and audio from @liveatc.bsky.social to show some of what happened www.youtube.com/watch?v=mgXV...

youtube.com

Presidential TFR busts over Chicago, Sept. 27, 2026 (ADS-B tracks, ATC audio + intercept video)

YouTube video by John Wiseman

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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 · 26/09/2026

Somehow I missed the good news that @scottmanley.bsky.social is on Blue Sky.

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

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This is four months after military jamming of civilian GPS seems to have played a role in the crash of air ambulance N249CP in New Mexico, which killed four people. bsky.app/profile/lemo...

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The original NOTAM for the exercise, ZOA 09/041, had no daily schedule and would have covered 18:00Z, but it was replaced on 18 September by ZOA 09/087, which set an 18:30Z start. This is not the first time I've seen jamming happen outside of NOTAMed times. bsky.app/profile/lemo...

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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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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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"mathematicians are in agreement that, however technical it may be, OpenAI’s solutions are valid"

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You better believe I read every label on this closely.

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Yes, I gave Opus the text of the post and said "Make a video to go along with this narration. Add the narration as voice-over." Then I made a few tweaks.

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Opus 5.5 video experiment

This is an experiment I did in having Opus 5.5 create a video from a post on X. I think it turned out OK. www.youtube.com/watch?v=PdhX...

youtube.com

YouTube video by John Wiseman

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Reposted by John Wiseman

Will Stancil @whstancil.bsky.social · 24/09/2026

I’ll say it; I think this is bad. I think there’s growing pressure to talk about AI in this kind of coded language that destroys understanding, rather than facilitating it. People want you to recite a list of its supposed weaknesses as a reassurance for themselves, not to inform others.

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Claude discovers a novel enzyme system

New audio diary next to corpse of BioShock scientist dropped: "AI found a previously unknown enzyme system hidden in bacteriophage DNA. We don’t yet know what it does, but only a handful of known systems share its features, and all can cut, copy, and paste DNA." www.anthropic.com/news/claude-...

anthropic.com

In early results from our new life sciences research lab, Claude agents found an enzyme system whose function is still unknown.

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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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See claude.ai/artifact/Na6.... The prompt was "Make a game based on correctly flying the E-6B's maneuver to deploy and use the long trailing antenna." bsky.app/profile/just...

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This is amazing. "Lord help us. It's terrifying when you think about this. When you walk onto a commercial flight it's possible that the pilot flying your plane could have a deranged fetish of dressing up like an animal."

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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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