r2sk5t

The captain was the pilot flying and the first officer (FO) was the pilot monitoring. According to the flight crew, the visibility at IAH was forecast to be poor due to fog. Based on the conditions at IAH, the flight crew elected to perform a Category III (CAT III) approach and landing using the airplane’s autoland system. The flight crew recalled no issues during the approach. When the airplane touched down, the captain stated he confirmed the engine thrust levers were at full idle. The captain recalled the speedbrakes deployed, and as he moved to raise the thrust reversers, he noted that the nose of the airplane rose unexpectedly. The captain manually pushed the control column forward with enough force to both disconnect the autopilot and lower the nose, but pulled the column back to prevent the nose landing gear from “slamming down.” The FO recalled the touchdown was smooth and recognized the speedbrakes had deployed. The FO was looking at the flight mode annunciator (FMA), located at the top on the primary flight display (PFD), and called out that the system entered takeoff/go around (TOGA) mode. The FO recalled the three fields for the FMA showed the following from left to right: 1) a blank field, 2) TOGA, and 3) TOGA. The captain and FO did not recall the TOGA switch was pressed. The flight crew recalled the pitch attitude rose to about 7.5° on the PFD. The flight crew did not recall any further issues during the remainder of the landing roll.

While exiting the runway, the captain recalled seeing a “tailstrike” message on the engine indicating and crew alerting system (EICAS). Postlanding inspection of the airplane confirmed substantial damage to the lower fuselage consistent with its contact with the runway. Additionally, scraping damage was found on the tailstrike sensor and on an antenna on the lower fuselage. There was no reported mechanical malfunction that contributed to the excessive airplane pitch angle after the airplane touched down.

The recorded flight data showed that the autopilot pitch mode and autothrottle mode were both in “flare” mode at the time the airplane touched down on the runway. About half a second after touchdown, the flight data showed the TOGA switch was pressed. As a result, the autopilot pitch and autothrottle modes both transitioned to TOGA mode. The autothrottle TOGA mode was canceled when the throttles were moved to reverse thrust. The autopilot pitch mode, still in TOGA mode, commanded the elevator and stabilizer to target a go-around pitch attitude, with the pitch attitude increasing from 3.5° to 7.4° over 2 seconds.

5 seconds after TOGA mode was activated, the control column was pushed forward (airplane nose down) and 2 seconds later showed a peak control column force of 40 pounds, which disconnected the autopilot. At that time, the airplane pitch attitude reached 7.8°, sufficient to result in a tailstrike, with a subsequent peak value of 7.9°. The flight data also showed the tailstrike protection function had activated and was commanding an elevator deflection, after the TOGA switch was pressed, to reduce elevator deflection. However, the tailstrike protection function could not prevent the pitch attitude increase that resulted in the tailstrike due to its limited authority.

They did not recall pressing the TOGA switch and did not believe they pressed them. There was no evidence of an autopilot system malfunction, therefore it is likely the captain inadvertently pressed the TOGA switch when he reached for the thrust reversers at touchdown. According to the airplane manufacturer, the conditions that inhibit TOGA activation were not yet satisfied when the TOGA switch was pressed, allowing for both the autopilot pitch mode and autothrottle mode to transition to TOGA. The flight crew was unaware that TOGA mode was activated, and their delayed detection of the increase in pitch attitude prevented timely application of corrective pitch control inputs to avert the tailstrike.

The FAA reported: "21 Air Flight 7598 overran the runway after landing at Miami International Airport around 2 p.m. local time on Sunday, Sept. 6. The Boeing 767-300 cargo aircraft departed from Luis Muñoz Marín International Airport in San Juan, Puerto Rico. The FAA will investigate."

Could have been due to pilot action (whether accidental, curious tinkering, or erroneous reset) or an electronic glitch.

FAA AD: https://www.federalregister.gov/documents/2026/08/20/2026-16...

related: https://www.nytimes.com/2026/08/24/world/europe/russia-drone...

We may be in the minority. I can see the mass market viewing it as a feature.

Paywall bypass: https://archive.is/Ak6wQ

More details: https://www.ecfr.gov/current/title-14/chapter-I/subchapter-C...

On July 24, its new light sport rules took effect under MOSAIC, built around a new certification part, Part 22. Gone is the weight cap that boxed in light sport aircraft for twenty years. In its place is a performance based rule that gates the category on a 61 knot stall speed, and that allows electric propulsion and, in the FAA's own words, any number of engines.

Dassault Aviation just pushed the 10X into service to the second half of 2029, blaming the tighter certification rules that followed the 737 MAX. The aircraft features a bunch of innovation taken from their Rafale fighter jet.

At altitude you can reject heat straight to the aircraft skin. Some designs run an internal heat sink on the ground and during climb, watch altitude, and only switch on the skin-exchanger coolant pump once outside is cold enough to cool the loop for free.

The reason it stays a refrigeration unit and not just vents is the ground case. Gate on a hot day, doors open, no ram air, warm soak: that's the worst case, and where the compressor has to work. One published point-of-use chiller design specs roughly double the load on the ground vs in cruise (order of 700 W vs 300 to 400 W per unit). So the vapor cycle is sized for the ground, and most of a 20 hour flight is spent in the regime where you barely need it.

And these aren't fridge boxes at each cart. It's a central vapor-cycle chiller cooling a glycol/water loop piped to air chillers at the galleys; the carts get chilled air. The heat comes off the condenser and goes to ram air, a skin exchanger, the cargo hold, or back into the ECS, depending on the aircraft. Which one the new ULR units use, Airbus hasn't said. For a 22 hour flight the interesting number isn't peak capacity, it's efficiency and weight in cruise, which is probably what "lighter and more efficient for very long flights" is pointing at.

lol

A few issues that come to mind:

1/ If a blade snaps on a normal engine, the metal casing catches it. With an open fan, that broken blade turns into shrapnel flying straight toward the passengers, fuel tanks, etc.

2/ The blades would be huge. You can’t just hang them under the wing of a normal Boeing 737 or Airbus A320.

3/ The metal casing on a normal engine acts like a giant muffler. Open rotors are loud.

4/ Open blades have no protection from bird strikes, hailstorms, or runway debris.

Thanks for the research. I guess they've been talking about it for a while and will probably continue to do so. Aviation innovation always moves slowly and it's usually a good thing. Which means marketing departments keep writing the same press releases.

More about Open Fan technology: https://news.ycombinator.com/item?id=48968705

You're right, it's a proof of concept: "The extensions, each measuring several metres, will replicate a folding wing in the fully extended position during a flight. They will be fitted with comprehensive testing equipment to capture behaviour in flight and evaluate how the longer wingspan impacts aircraft handling."

Use case: Bombardier’s Global 8000 is the fastest civil aircraft since the Concorde, with a top speed of Mach 0.95, a range of 8,000 nautical miles (NM), and the lowest cabin altitude in business aviation production of just 2,691 ft.

Standard Hardware Included: The Global 8000 comes equipped with built-in high-speed satellite Wi-Fi hardware, including Bombardier’s Ka-band satellite connectivity system (and support for low-Earth orbit options like Starlink). This provides worldwide coverage for streaming, video conferencing, and heavy data use.

Plenty of upsides, and some downsides come to mind:

1/ If a blade snaps on a normal engine, the metal casing catches it. With an open fan, that broken blade turns into shrapnel flying straight toward the passengers, fuel tanks, etc.

2/ The blades would be huge. You can’t just hang them under the wing of a normal Boeing 737 or Airbus A320.

3/ The metal casing on a normal engine acts like a giant muffler. Open rotors are loud.

4/ Open blades have no protection from bird strikes, hailstorms, or runway debris.

General Aviation pilots are apoplectic and circulating a petition: https://www.flyingmag.com/starlinks-pricing-shift-a-bait-and...

NTSB Report: https://news.ycombinator.com/item?id=48896308

I greatly appreciate you taking the time to comment. FWIW, the other feedback I received is that I should charge my normal hourly rate (~$500/hr). ¯\_(ツ)_/¯

Not necessarily relevant for you, but expect legislation for algorithmic price collusion:

https://www.theatlantic.com/ideas/archive/2024/08/ai-price-a...

https://www.propublica.org/article/yieldstar-rent-increase-r...

In many cases TM pays venues to be their exclusive ticketing company. Before TM, venues purchased hardware and software. One of the most genius business moves of all time was this business model innovation.

TM does not keep all the fees they collect, but since the market views them as predatory they are providing "hated company" as a service for their customers.

With respect to dynamic pricing or pricing in general, TM is going to charge a percentage of the transaction as a fee and thus make more when demand is high along with their customer (the venue) and the producer/talent (the venue's customer). It's a complex supply chain.

Because we were using this: https://github.com/EddyVerbruggen/SocialSharing-PhoneGap-Plu... ...and didn't want to invest in this feature.

We had this issue and went back and forth with Google for weeks with no progress. It was infuriating, since the peeps on the other end just cut and pasted responses.

Then, we hashed the Contacts before uploading them and our app was immediately approved.

Subsequently, they decided to ding us on this permission "QUERY_ALL_PACKAGES", which we needed for inviting people you know to our app. Since we were so beaten down, we removed that feature. Congrats Google!

Dear Apple, Does the new iPad case have a place to store the pencil when traveling?

Any thoughts on Windy? https://www.windy.com (UI is a bit intimidating)

Why would anyone spend a minute looking at software without having some idea of the cost? There is no pricing to be found: https://www.walnut.io https://www.demostack.com https://www.reprise.com

(Dear Walnut/DemoStack/Reprise CEO- I know your stuff is invaluable and literally spits out money for each company who adopts it, but you're underachieving pretending to be a mission critical enterprise system of record. I would be demoing your system right now if you showed me your pricing.)

Good point. We would have no interest in paying for or managing SSO. Sorry for not being articulate.

My point is that since Decipad is not a client app that creates documents on the file system, my recommendation would be to integrate with the Office 365 ecosystem to gain SSO with Office 365 so that our users could easily navigate to Decipad. For us, that would be table stakes.