pilot

Sumaya Yaghi returns to what’s left of her destroyed home in southern Lebanon after Israeli troops withdrew from her ‘pilot zone’ village under a US-backed agreement.

A former Biden official tells Al Jazeera that Lebanon’s pilot zones will only create an environment for Hezbollah to continue its armed resistance. Former State Department official, Jennifer Gavito, says she has a difficult time imagining Israel fully withdrawing from Lebanon.

Southern Lebanon – Dozens of displaced residents have begun to return to villages in southern Lebanon, as Israel, Lebanon, and the United States announced on Monday that the so-called “pilot zone” project had begun.

The pilot zone plan is part of a framework agreement between Lebanon and Israel, signed in Washington last month. It will see Israel withdraw from a small number of areas in southern Lebanon, even as it remains in others it has invaded since escalating its war on the country in March, killing more than 4,300 people.

Israel has been fighting the Lebanese group Hezbollah, which it insists must be disarmed before a full Israeli withdrawal.

Al Jazeera spoke to people in Froun and Ghandouriyeh, neighbouring villages in southern Lebanon to which residents began returning on Monday after Israeli bombardment forced them to flee. The US said Froun was one of three villages that were part of the first phase of the pilot zone plan, while Ghandouriyeh is believed to be in the second phase.

However, some locals have questioned the villages’ inclusion in the plan, saying they were never occupied by Israeli forces. To them, the inclusion of their villages is evidence that Israel is in fact not giving anything up despite the framework agreement, and is instead able to remain in the areas it has occupied.

Lebanese security sources back up that narrative, telling Al Jazeera that the two villages had not been occupied by Israeli forces.

Perched on hills overlooking several Israeli-occupied towns in the Nabatieh and Marjayoun districts, the two villages face the town of Zawtar el-Gharbiya, which is also part of the plan’s first phase.

The road connecting Ghandouriyeh and Froun is fraught with danger: The stretches overlooking the Hujeir Valley continuously come under Israeli fire, and occupying Israeli forces stationed in Odaisseh al-Qusayr, Qantara, Alma ash-Shaab and elsewhere can monitor anyone passing through.

Still, many families have not waited for the outcome of the framework agreement and have begun gradually returning. They include the family of Abu Ali Miqdad, who owns heavy machinery that allowed them to start clearing the rubble of a building they own – containing residential apartments and storage warehouses at the entrance to Froun – in an effort to salvage whatever materials remain.

Abu Ali founded the family business decades ago, before his sons and grandsons joined him. After hours of work, they managed to pull tyres, oil drums and spare parts from the debris.

The grandfather shows little optimism about the current situation, but says he has grown weary of constant displacement. Watching his grandchildren haul an oil drum from the rubble, he says he will keep “clearing the rubble and rebuilding, even under bombardment”.

He says that the presence of the Lebanese army and UN peacekeeping patrols brings him some comfort despite the circumstances.

Anxious

Across from the demolished house, one home did survive the destruction. On its doorstep sits a woman in her 70s, dressed in traditional southern Lebanese attire, with her grandson beside her wearing a Spain national team football jersey.

Spanish troops had been patrolling the area opposite Froun as part of the United Nations peacekeeping force (UNIFIL) deployed south of the Litani River, though its mission is set to end by year’s end under a UN Security Council resolution.

Despite the destruction around her, Sumaya Haidar says she is relieved to be back home, sitting beside her grandson – even though there is no water, electricity or phone service.

Like everyone else in Froun, she is anxious about the town’s fate. Sumaya’s worry also stems from the continued displacement of her children’s families to different towns, leaving them unsettled.

“We put our trust in God,” Sumaya says. “We sit here, we’re not afraid, and we’ll stay. Look at these people – living in schools after losing their homes, and my children are scattered, too.”

State authority

Meanwhile, Lebanese army patrols have been visible for three days in the area of Ghandouriyeh, with soldiers from the Fifth Intervention Regiment standing at the village’s southern entrance.

Ghandouriyeh has suffered even more destruction than Froun: 250 of its 260 homes are fully or partially destroyed, according to municipal council head Mohammed Nader. Along with several council members, he has set up damaged chairs under the shade of a tree for their daily meetings.

Nader, who used to live in Paraguay but returned to serve his small hometown, grows visibly angry when asked whether the village might be included in the second phase of the pilot zones.

Pointing towards the Israeli position just a few kilometres away, he rejects the idea outright, saying Israel wants “to sell us and the state empty walnut shells, calling it a pilot zone, when they never even entered it in the first place”.

The army granted Al Jazeera permission to film its positions in Ghandouriyeh and Froun twice, to affirm its control over the area and its designation as a zone under military oversight. Army patrols were seen repeatedly moving along the line stretching from Kfar Dounine to Froun via Ghandouriyeh, and a checkpoint was observed where service members searched vehicles and checked residents’ identification.

“Extending state authority” is expected to top the agenda when Lebanese President Joseph Aoun meets with US President Donald Trump in Washington, DC, on Tuesday.

For the Lebanese government, its presence in Froun and Ghandouriyeh is evidence of that state authority, even if Hezbollah continues to insist that its weapons are necessary to confront Israel if the Lebanese army is not willing to do so.

The heroic pilot who safely ditched a stricken airliner in a New York City river in 2009 has been diagnosed with Alzheimer’s disease.

Captain Chesley ‘Sully’ Sullenberger III, 75, shared the update on his personal website, writing that he was recently diagnosed and it is at an early stage.

“For now, this means a name may not come easily to me, I forget a story I have recently told, or I don’t sleep as well, but I am in the beginning of this long journey,” he wrote.

US Airways Flight 1549 came down in the Hudson River on 15 January 2009, after both its engines were disabled in a collision with a flock of geese shortly after take-off. All 155 people on board survived.

Sullenberger’s quick thinking and calm demeanour were credited with averting disaster.

The former US Air Force fighter pilot from California said in a post on his website on Tuesday that his Alzheimer’s diagnosis “has challenged what it means to be of service” and that he has found “the answer is to speak up” about the disease.

July 14 (UPI) — Chesley “Sully” Sullenberger, the pilot who safely landed an airliner in New York City’s Hudson River in 2009, announced Tuesday that he’s been diagnosed with Alzheimer’s disease.

He revealed the news in a post to his personal website. He described the condition as “the unwanted visitor at the door.”

“I recently found out that I have been diagnosed with Alzheimer’s Disease,” he wrote. “It is early stage. For now, this means a name may not come easily to me, I forget a story I have recently told, or I don’t sleep as well, but I am in the beginning of this long journey.”

Sullenberger was the pilot of US Airways Flight 1549, which made a safe emergency landing in the Hudson River after striking a flock of birds that disabled the plane’s engines. Aviation officials and the plane’s passengers credited Sullenberger with guiding the Airbus A320 safely to the surface of the water. All passengers and crew members aboard the flight survived, prompting observers to describe the incident as the “Miracle on the Hudson.”

In addition to working as a commercial airline pilot, Sullenberger served in the U.S. Air Force, an accident investigator and was the U.S. ambassador to the Council of the International Civil Aviation Organization.

He said the diagnosis has challenged what it means to live an act of service.

“And the answer is to speak up. It is my hope that by sharing this, other families living in the shadows with this disease will feel they too can step forward,” he said Tuesday.

“Over the years, when people would ask about the successful outcome of Flight 1549, I would say that ‘courage can be contagious,’ and on that day it helped everyone band together to get everyone off that airplane successfully. Now we need that courage to battle this disease. I am now part of a larger community with many of you, and we will be courageous together.”

The European Central Bank (ECB) took the digital euro project into its next operational stage on Tuesday by naming 36 payment service providers to help test the future currency in a large-scale pilot programme beginning in the second half of 2027.

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According to the ECB, the participants were selected from more than 50 applicants across the euro area and will work alongside the ECB and 19 of the euro area’s national central banks, excluding Bulgaria and Malta, during a 12-month testing exercise.

The pilot is intended to assess the digital euro’s technical infrastructure, operational processes and user experience, allowing person-to-person and person-to-business payments to be tested in both online and offline environments, before any decision is taken on issuing the currency.

The announcement moves the digital euro closer to practical testing with consumers, merchants and payment providers, making it one of the project’s most significant milestones since the ECB launched its preparation phase in late 2023.

The selected providers include traditional banks, digital banks and payment companies, with several of Europe’s largest financial institutions among those taking part, including Deutsche Bank, UniCredit, Revolut, Adyen and Stripe.

ECB Executive Board member Piero Cipollone said the level of interest demonstrated that the payments industry was ready to help shape the project’s next phase.

“The strong market interest in the pilot shows the private sector’s readiness to engage actively and quickly advance with the digital euro project to strengthen the European payments landscape,” Cipollone stated.

“We look forward to deeper engagement as we work with and learn alongside European payment service providers in developing a secure, efficient and inclusive digital euro,” Cipollone concluded.

Legislative approval remains the decisive milestone

The pilot comes as negotiations continue between the European Parliament, the Council and the European Commission on legislation that would establish the legal basis for a digital euro.

The ECB has consistently maintained that it cannot issue the currency unless the legislation is adopted by EU lawmakers.

Current planning foresees formal approval in 2027, followed by completion of the pilot and a possible public launch in 2029, although those timelines remain dependent on the legislative process.

The digital euro would be available free of charge to consumers through supervised payment providers and the ECB has repeatedly sought to counter concerns that it could lead to the disappearance of physical money or weaken privacy protections.

In the current plan for the launch, the digital euro would not pay interest and holdings would likely be capped to avoid significant outflows from commercial bank deposits.

Speaking to Euronews exclusively last week, ECB President Christine Lagarde welcomed the European Parliament’s decision to begin negotiations on the legislation and reiterated that the digital is intended to complement, rather than replace, cash.

“Cash and the digital euro will both be legal tender, which means that nowhere in Europe can someone say, ‘Sorry, I’m not taking your banknotes’,” Lagarde told The Europe Conversation with Maria Tadeo, reaffirming that cash would remain a permanent feature of Europe’s monetary system.

The digital euro is also designed to reduce Europe’s dependence on international payment providers and strengthen the bloc’s strategic autonomy in payments.

Lagarde also told Euronews that the project is about reinforcing Europe’s economic sovereignty as much as modernising payments, pointing to the bloc’s continued reliance on foreign-owned payment networks.

“We depend predominantly on US, but also sometimes Chinese, networks to organise payments. We need to have a European solution because we want to be sovereign at home,” Lagarde stated.

One of the two pilots onboard a commercial plane made a personal announcement over the tannoy ahead of a flight, which left people in tears and feeling overwhelmed with emotion

Passengers who had just boarded their flight were in tears after the pilot of the plane made an announcement over the tannoy before take off. Once passengers on a Southwest Airlines flight found their assigned seats and got comfortable ahead of an upcoming flight, two pilots came out of the cockpit of the plane to make an announcement to all the passengers and crew.

The pilot, Captain Svein, explained how he was “very excited” ahead of the upcoming flight as it was a “very special day” for him personally. He turned around and then explained how he had a brand new pilot on board with him who had “just finished training”.

In the video, which was posted on social media by Southwest Airlines, the pilot said: “I’m very excited today is a very special day for me personally and I would like to use this moment to introduce to you our latest addition to Southwest Airlines pilot group.

“She is right behind me, she just finished training and today is her very first day flying for Southwest Airlines.

“Just one more thing, she is my daughter.”

The video, which has been viewed over half a million times on social media, showed the entire plane started clapping and cheering after the dad made the announcement.

The dad continued: “I’m so glad you folks are coming with us today to enjoy this little party. Thank you so much for flying Southwest Airlines thank you folks thank you.”

Southwest Airlines a major U.S. low-cost carrier headquartered in Dallas that serves over 100 destinations across 10 countries.

People in the comments section of the video that appeared on Southwest Airline’s TikTok page were thrilled for the father-daughter duo on their first flight co-piloting together.

One person said: “The safest flight to be on, he has his most precious cargo at the helm with him.”

A second said: “Probably his proudest dad moment for him, no doubt about it.”

A third simply said: “You should not make us cry.”

A fourth added: “The father has passed his legacy wings to his daughter on her first flight. As a qualified aviator, she’ll make a fine captain of her own aircraft someday.”

Southwest Airlines said: “Like father, like daughter! Hanna recently joined Southwest as a First Officer, following in the footsteps of her dad, Captain Svein.

“He inspired her to start flying at the age of 15, and she was immediately hooked. She made it her mission to one day fly alongside him!.

“Just 8 years later, she accomplished that mission serving as her dad’s First Officer on her very first Southwest flight. Welcome to the Southwest Family, Hanna!”

The U.S. Air Force has officially decided that the B-21 Raider will be flown by a crew consisting of two pilots, just like the B-2 is today. The service had previously considered operating the bomber with just one pilot alongside a weapon systems officer (WSO), or ‘wizzo.’ The plan is now to transition some number of qualifying WSOs and combat systems officers (CSOs) to become pilots for the future B-21 fleet.

The formal announcement about the standard two-pilot crew complement for the B-21 came yesterday. This follows the Air Force’s announcement in June that an operational test pilot had taken the controls of a pre-production Raider for the first time.

“Following careful analysis of the B-21’s advanced capabilities, Air Force leadership determined that a two-pilot configuration optimally supports the aircraft’s mission profile,” according to an official release. “To maximize the lethality and survivability of the Raider, it is imperative to retain the deep tactical and combat experience currently residing within the WSO and CSO communities.”

“The Air Force is establishing a pilot transition program for select weapons system officers and combat systems officers who will be chosen to attend pilot training with a follow-on assignment to the B-21,” the release added. “Eligible officers will be provided with additional information via command channels when available.”

The Raider is still in development, but the Air Force is now aiming to begin fielding the bombers next year at Ellsworth Air Force Base in South Dakota. The stated plan remains to acquire at least 100 B-21s, but service officials have said they plan to roll out a more precise figure next year, which is widely expected to be larger. This will also have an impact on the total number of pilots required.

“The pilots will be 11B bomber pilots and the Air Force is still working through the number of B-21 pilots we will have,” an Air Force spokesperson told TWZ directly today when asked for more information about the crewing decision.

“11B” here is the basic Air Force Specialty Code (AFSC) for bomber pilots. Suffixes are used to reflect specific bomber types that individuals are assigned to fly. This administrative code should not in any way be confused with the U.S. Army’s 11B Military Occupational Specialty (MOS) for infantrymen.

As mentioned, the standard crew complement for a B-2 bomber is also two pilots. There is also a small cot that allows for one pilot to sleep while the other flies during portions of a sortie, which can sometimes stretch across multiple days. Having two pilots also offers an additional margin of safety. That being said, for single-pilot B-21 operations, the Air Force could have provided WSOs with additional training to be able to fly the aircraft in an emergency.

“I think the B-21 is going to be largely like the B-2 in how it supports the crews,” Air Force Gen. Stephen Davis, head of Air Force Global Strike Command (AFGSC), told TWZ in an interview with our Howard Altman in January. “There’s enough room for crew members to go on rest status. There’s a place to go to the bathroom, obviously, and to prepare food. All those things will exist in the B-21.”

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This was Davis’ first interview since taking charge of AFGSC, which oversees the Air Force’s bomber fleets, as well as other strategic capabilities. His predecessor, now-retired Gen. Thomas Bussiere, had been the one to recommend operating the B-21 with one pilot and one WSO.

“In terms of the crew complement for the B-21, that’s an ongoing discussion within the Department of the Air Force. No final decision has been made. Frankly, we had the same discussion on the B-2 on how it would be manned. And ultimately, they went with two pilots, in part because of the cost of the platform and the number they were producing,” Davis said in his interview with us when asked about this. “Actually, at the time, it was a requirement to have navigator or WSO experience to be a B-2 pilot. We went away from that over time, but that was one of the initial requirements.”

This latter point is particularly notable now that the Air Force has formally announced that it will transition WSOs and CSOs into B-21 pilots.

“With B-21 pilots, it’s a different plane, as it has a number of different capabilities,” Davis had added. “So we think that the right thing to do is look carefully at that crew complement and decide how to best make that the most capable combat platform we can.”

It remains unclear whether or not the Air Force might still consider single-pilot B-21 operations down the line. There was at least a stated desire for an optionally piloted mode, or the means to rapidly integrate one, as part of the requirements for the Long Range Strike Bomber (LRS-B) program that led to the Raider. TWZ highlighted this all the way back in 2017 after we obtained a heavily redacted copy of a Department of Defense Inspector General report titled “Audit of the Acquisition of the Long Range Strike Bomber,” via the Freedom of Information Act (FOIA). That report was dated September 8, 2015, the same year Northrop Grumman was chosen as the winner of the LRS-B competition.

When reports first emerged that the Air Force was considering single-pilot B-21 operations in November 2025, TWZ pointed out that there were strong signs that a high level of automation and artificial intelligence (AI) infused autonomy had already been baked into the design.

While those capabilities might someday open doors to pilot-optional or uncrewed modes for the B-21, they could also be very beneficial for human pilots flying the bombers now. For years now, the U.S. military has been heavily investing publicly in ‘virtual co-pilot’ type technologies to increase safety margins and reduce workload for aircrew on fixed-wing planes and helicopters. This is on top of any work being done in the classified realm.

As we wrote previously:

“Since the early 2010s, the Defense Advanced Research Projects Agency (DARPA) has been notably supporting the development of AI ‘co-pilots’ that could be used on helicopters and fixed aircraft to help increase safety margins and reduce workload for human pilots through a program called the Aircrew Labor In-Cockpit Automation System (ALIAS). ALIAS’ work has been centered on Lockheed Martin’s MATRIX autonomy flight control software package.”

Sikorsky Completes DARPA ALIAS Phase 2 Autonomous Flight

“Other companies, such as Shield AI and Merlin, have been developing similar autonomy packages and steadily growing their capabilities. Merlin has been notably working toward integrating its autonomy software onto an Air Force KC-135 tanker. Shield AI’s Hivemind has already been integrated onto a host of crewed and uncrewed platforms. It is also worth noting that the B-21 has been in development for more than a decade, and its capabilities in this regard would have been way ahead of its time.”

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“An AI agent would offer a B-21 crew additional layers of redundancy and added safety margins, as well as just helping to reduce total workload, which could offset risks associated with having just one pilot. If the functions of that virtual co-pilot extend to offering well-formulated tactical advice, such as whether or not to attack, jam, or avoid a threat altogether along the B-21’s carefully calculated ‘blue line’ flight path, it could also offer an important boost in survivability and tactical flexibility.”

Otherwise, the B-21 continues to be a model acquisition program that has been able to stay largely on schedule and budget, despite at least some hurdles, according to both U.S. military officials and members of Congress. In February, the Air Force announced that it was boosting the rate of production of the bombers to help accelerate their fielding.

When the first B-21 touches down at Ellsworth Air Force Base, we can now expect it to be flown by a crew consisting of two pilots.

Howard Altman contributed to this story.

Contact the author: joe@twz.com

A WIZZ AIR pilot-in-training has revealed all about what it is like to work for the airline including the flying tips and tricks you need to know.

Having joined Wizz Air back in 2024 as cabin crew, Sebastien Harrison is now training to be a pilot through Wizz Air’s Cabin Crew to Captain programme.

And from spending years in the air, he has loads of tips for travellers.

When it comes to flying itself, the 20-year-old had many tips including where the best place to sit on Wizz Air planes.

He said: “The best seats in the plane for turbulence are on or about row 15; this is because if the plane is pitching up or dowduringne turbulence in the middle of the plane there is least movement.”

And for nervous fliers, Sebastien says: “If you are a first-time or nervous flyer, let the crew know as soon as you board.

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“They are excellent at providing reassurance and will check in on you throughout the flight.”

And when it comes to managing tiredness when you reach your destination, Sebastien recommends not napping before your bedtime so you get solid sleep and avoid “pushing back the tiredness”.

He added: “Go to the gym at maybe 5pm because it’s going to make you tired and then you can go to sleep a bit earlier.”

And of course, there are a number of destinations Seb is excited to see and recommends visiting.

He revealed: “I’m very excited for the Greek destinations like Santorini, because obviously it’s an island with very beautiful weather and beautiful scenery.”

And if you want to head to a really unique destination then Seb recommends Tromso in Northern Norway.

He shared: “It’s in the Arctic Circle and it’s very beautiful, set in a valley surrounded by mountains.

“It is some of the best scenery I’ve seen in the world.

“You can see the Northern Lights, head skiing, spot whales and see reindeer – it’s just a very interesting place with loads to do.”

He added that the destination is also super unique because in the summer you get midnight sun, and in the winter you get polar night, where the sun remains below the horizon between late November and mid-January.

For a more beachy destination, Sebastien suggests heading to Catania in Sicily – which is Italy‘s sunniest destination.

He said: “There’s a volcano which you can see from the airport and the beaches are really cool.”

Having grown up only 10 minutes from Glasgow Airport in Scotland, Seb knew he wanted to one day become a pilot.

He said: “As a child I was always excited to literally leave the earth – you’re defying gravity.

“I think being able to literally fly planes is very rewarding.”

Then in 2024, his dream of working on planes came true as he got a job as Wizz Air cabin crew.

He said: “Being cabin crew has been a very useful experience.”

“Obviously I went into cabin crew knowing that I wanted to become a pilot and I just thought as cabin crew I would have the opportunity to speak to pilots a lot and really gain a lot of insight about the job.

“I knew that if I was cabin crew, I’d kind of see the job firsthand – it’s a very sociable job being cabin crew too.

“When I’m a pilot, it’s probably going to make me a better pilot as well because I’m going to understand what the cabin crew do as well, but some pilots they don’t 100 per cent appreciate it.”

“At the moment we’re only doing classroom theory training and we’re in the classroom for about four hours a day on average.

“There’s quite a lot of testing maybe about two or three tests a week just to make sure that you’re progressing – there’s 13 theory exams that you have to pass in total across around two years.”

A US pilot has been killed in Indonesia’s Papua region after separatist rebels said they shot him and set his aircraft on fire. The attack highlights the decades-long independence struggle, which has displaced more than 122,000 people since 2022.

July 2 (UPI) — A young World War II pilot who disappeared during a flight in1944 has been accounted for, the Defense POW/MIA Accounting Agency announced Thursday.

The remains of 1st Lt. Franklin H. McKinney, 21, of the U.S. Army Air Forces were identified May 15, nearly 82 years after his plane vanished on a mission, the agency said.

McKinney was a pilot with the 35th Photo Reconnaissance Squadron, 14th Air Force, the announcement said. On Nov. 5, 1944, he left a U.S. base on a reconnaissance mission from Yunnanyi, China, over Burma and Thailand.

“Photo reconnaissance work by the 35th and the intelligence derived from it helped turn the tide of the war in China,” an Air Force article on the squadron noted.

McKinney, who was flying an F-5 Lightning aircraft, failed to return from the mission. Personnel from the American Graves Registration Service searched along his planned flight path to the Chinese/Thailand border, but found no sign of a crash, the DPAA report said.

His remains were not recovered immediately after the war, and his name was engraved on the Tablets of the Missing at the Manila American Cemetery in the Philippines.

McKinney’s personnel profile on the DPAA website says that a wartime report from the Royal Thai Air Force Museum later led researchers to new information. The report said that a plane was hit by lightning, exploded and crashed in a wooded area in Lampang Province, Thailand, near the time McKinney’s aircraft vanished.

In 2018, the profile said, third-party researchers found a crash site in the region that they matched with McKinney’s plane. In 2022, a recovery team excavated the site and found human remains. Modern forensic techniques eventually identified them as McKinney’s.

The pilot’s family will be briefed by the DPAA, CBS News reported. A rosette will be added next to his name on the Tablets of the Missing. McKinney will be laid to rest with full military honors.

McKinney’s home of record is listed as Rhode Island. This does not necessarily mean he from the state, but that he joined the service there, the DPAA said.

The agency is a department within the U.S. Department of Defense. It identifies its mission as providing “the fullest possible accounting for our missing personnel to their families and the nation.”

July 2 (UPI) — The pilot of a small plane that crashed into Beijing’s tallest building was a 66-year-old man who was suffering from “chronic insomnia and anxiety” and wrote about “ending his life” in his diary, authorities said Thursday.

The man died in the June 26 crash and wounded 13 others in the 109-story Citic Tower.

The pilot was identified as Liu and was a divorced freelancer who lived alone in Beijing, the Chaoyang district government said in a statement.

“The comprehensive investigation concluded that this was a case of endangering public safety caused by personal reasons,” the statement said.

One of the injured people has been discharged from the hospital, officials said.

Liu had taken off from an airport in the Pinggu district. That day he had flown accompanied and solo flights, the Chaoyang government’s statement said.

“During his solo flight, he deviated from the designated area and lost contact with the airport, subsequently colliding with the high-rise building and dying at the scene,” the statement said.

Liu obtained his sport pilot’s license in 2021 and private pilot’s license in 2024.

The plane was a two-seat, single-engine Aurora SA60L manufactured by Chinese company Sunward Aircraft, according to Flightradar24. It’s designed for touring, aerial photography and recreational aviation.

All references to the crash, video and images were scrubbed from social media in China. The state media, whose headquarters is across the street from the tower, didn’t report anything about the crash until the following day.

Chinese authorities often attribute random acts of violence to people seeking “revenge on society,” offering little information on the exact motive.

If you or someone you know is struggling with suicidal thoughts, help is available 24/7. Call or text the 988 Suicide & Crisis Lifeline for free, confidential support. Globally, the International Association for Suicide Prevention has contact information for crisis centers around the world.

June 27 (UPI) — The local authorities acknowledged the plane crash that hit Beijing’s tallest building Friday, saying the pilot died and 13 people were injured.

A short statement on WeChat from the local Chaoyang District government said only the pilot was on the plane and was killed in the crash. The statement said 13 people in the building and on the ground were injured. They didn’t identify the pilot or a motive.

The statement said, a “single-engine double-seat light sports aircraft collided with a high-rise building in flight.” It said the incident is being investigated. It didn’t name the building and only called it a skyscraper near the East Third Ring Road.

All references to the crash, video and images were scrubbed from social media in China. The state media, whose headquarters is across the street from the 109-story Citic Tower, hasn’t reported anything about the crash.

It’s not known if the crash was intentional.

Beijing airspace is tightly controlled, and even drones are mostly banned within the city. It’s not clear how the pilot got around the tight controls.

FL360Aero.com, an aviation news site, posted images and video on X from the scene, showing a plane’s tail lying on the sidewalk. The post estimated that it hit around the 65th floor of the building.

Flightradar24 posted on X flight data that appeared to show a deviated flight path for the plane after it took off from Shifosi airport in Beijing’s eastern Pinggu district.

For the second straight year, the City Section is allowing a pilot program of high schools forming a boys flag football league as its popularity grows.

This year’s group of high school participants is expected to double in size between eight and 16 teams, City Section commissioner Vicky Lagos said. All will be small charter schools. Last year, several teams that temporarily dropped 11-man football, Sotomayor and Torres, had flag teams in a league that was played in the fall. Sotomayor and Torres will have 11-man teams this season.

When Lagos mentioned the pilot boys flag football league at an 11-man coaches meeting this month, there was clear skepticism voiced by coaches. If boys flag football ever gets approved, Lagos said schools would have to choose between having an 11-man team or a flag team. When Lagos mentioned having the flag season in the spring, there was concern it would take away participants from track and field teams.

This issue figures to come up around the state as schools in the California Interscholastic Federation have similar discussions. Flag football is likely to gain a boost in exposure when it is played at the 2028 Olympic Games in Los Angeles.

Lagos points out that boys flag football participants would be different than 11-man. Middle school students engage in flag football and attract students whose parents don’t want them to play 11-man tackle football for fear of head injuries.

Girls flag football is in its fourth year and rising fast. Adding boys flag football is a debate and issue that will need to be addressed in the future.

Ron Nocetti, executive director of the CIF, said a section must first bring up adding boys flag football as a sport before real discussions can begin.

The US Federal Aviation Administration recorded 644 lithium battery fires onboard flights in the past 20 years, with the global figure stretching into the thousands

A pilot has urged passengers not to pack an electrical item in their luggage, to avoid potentially disastrous consequences.

Eleven days ago, passengers aboard a British Airways Boeing 787-9 Dreamliner flying from London Heathrow Airport to Harry Reid International Airport in Las Vegas noticed an acrid smell.

A blaze had broken out in the cabin, triggered – it would later become clear – by a lithium battery. The fire scorched the inside of the jet before crew could extinguish it. Clark County Fire Department responders rushed to meet the singed plane on the tarmac.

The fire was one of 644 such incidents on planes recorded by the US Federal Aviation Administration in the past 20 years, with the global figure stretching into the thousands.

Other incidents are much scarier.

Do you have a story to share? Email webtravel@reachplc.com

OPINION

On January 28 last year, 176 passengers were evacuated from Air Busan Flight 391 when a battery blaze completely destroyed the plane as it taxied for take-off at Gimhae International Airport. Three were injured.

Lithium batteries are used six times more now than in 2020, raising the risk of fire with them. They can ignite due to a process called thermal runaway, where a damaged or short-circuited cell rapidly generates heat. This creates a chain reaction that releases extreme heat, and can be triggered by being crushed and overcharged.

Many of us know of the dangers of lithium batteries on flights and that items containing them such as phones, power banks and vapes must only be stored in hand luggage. However, it’s easy to let less obvious gadgets slip into hold luggage, according to easyJet pilot and head of flight operations at the Civil Aviation Authority (CAA), Glenn Bradley.

“The batteries are in everything, including portable fans. Lithium batteries in the hold are the most dangerous thing,” Glenn explained.

While flight attendants are trained to put out cabin fires, accessing luggage in the hold is impossible during a flight, which is why the prospect of a lithium battery fire is taken extremely seriously.

“We all carry about four of these batteries when we fly, so on a plane there could be a thousand. The fact is, they don’t explode on a daily basis, but if they do, we want to be able to manage them,” he added.

If a passenger realises they’ve left a battery-containing item in their hold luggage, they should immediately tell crew.

When that happened on a UK-bound easyJet flight in May, it was diverted to Rome. The captain judged the power bank charging in a passenger’s luggage to be too dangerous to ignore.

Glenn spoke with the Mirror as part of a CAA safety campaign. Passengers are urged to “pack right for a safe flight” by taking their batteries in the cabin with them.

Passengers should:

• Take items like mobile phones, vapes and power banks on board with you.
• Never charge a power bank on a flight.
• Turn off laptops completely if they’re going to be put in check-in bags.

Getting it wrong could lead to your bags being removed from the flight, causing significant delays or, even worse, result in a fire that may be impossible to contain.

Giancarlo Buono, director of aviation safety at the CAA, said: “Flying is by far the safest way to travel and we want to keep it that way. Pack right for a safe flight, and that means don’t put your batteries in your checked bag. Take them into the cabin with you. This simple tip will make your flight safer for you, and the other passengers you’re flying with.”

CAA figures show reports of overheating or malfunctioning passenger devices nearly doubled between 2024 and 2025, following a 98% year-on-year increase. Cases of lithium battery-powered devices being incorrectly packed in checked baggage also rose by 91% in 2025.

Many questions remain about the complex mission to rescue the crew of the U.S. Air Force F-15E Strike Eagle that came down over Iran in April of this year and what led to it. Now, the reported testimony of the Strike Eagle pilot involved describes a ‘jellyfish-like’ swarm of drones in the sky, moments before they ejected from the stricken jet.

According to a report from CNN, the pilot recounted seeing “multiple Iranian drones hovering in the air, moving as one, in a formation that resembled a jellyfish.” The report is based on statements from four unnamed sources said to be familiar with the matter.

Needless to say, the veracity of the report should be treated with caution, especially bearing in mind the highly dynamic and confused nature of the situation. However, CNN claims that the account was taken seriously enough to prompt debate within the U.S. intelligence community. It should also be noted that the testimony relates only to the pilot and not the Weapon Systems Officer (WSO).

The report suggests that, during a post-incident debriefing, the F-15E pilot told intelligence officials that they saw:

“Multiple drones interconnected and moving as one with smaller drones below the bigger drones like legs. Real alien shit.”

Those words are not from the pilot themselves, but are said to be from one of the sources familiar with the witness account.

Another source told CNN that the same pilot described seeing a “minefield of drones” in the air.

Again, provided these accounts are correct, we cannot say for sure that the pilot actually saw what they described. After all, this was during an extremely high-stress period, and the pilot also ended up with a concussion. Even the U.S. intelligence officials involved in the debrief reportedly disagreed on how to interpret what the F-15 pilot described, and whether the pilot could recount the incident clearly, according to CNN.

The same report also repeats the assertion that the pilot had previously been shot down in the same conflict, during a friendly-fire incident that left three Strike Eagles downed over Kuwait in March. The High Side, a publication on Substack, first reported this detail, citing unnamed current and former Air Force officials. CBS News also subsequently reported this, citing anonymous individuals familiar with the events.

As for the F-15E incident over Iran, you can read our analysis of what was previously revealed about what happened here.

While the exact cause of the loss of the F-15E hasn’t been revealed, NBC News previously quoted three unidentified officials who said the jet “was probably struck by a Chinese-made shoulder-launched missile” and that the engagement may have been supported by a “long-range early-warning radar that spots stealth aircraft,” which Iran received in the “early days” of the war. U.S. President Donald Trump also reportedly said that the Iranians used a shoulder-fired missile, and that “they got lucky.”

Furthermore, while the pilot was rescued within hours, the WSO hid out in a crevice as both rescuers and Iranians frantically searched for him. They were picked up around 50 hours after ejection, aided by a rescue mission involving hundreds of troops, scores of aircraft, and diversion operations over more than a half dozen different parts of Iran. The effort also saw the loss of a second aircraft, an A-10 attack jet in the air, as well as two MC-130J Commando II special operations cargo planes and several H-6 Little Bird special operations helicopters that were destroyed on the ground.

The most dramatic interpretation, that a drone swarm directly participated, even if by happenstance, in the shootdown of the Strike Eagle, cannot be entirely ruled out, but there is no publicly available evidence supporting it. There is the description of this formation being a “minefield,” as in something the F-15 could stumble into. This is an interesting note and it may just be how it was mentioned figuratively. At the same time, putting up some sort of a drone screen formation along a known route, especially if it is being used for low-level transits, or near a high-risk facility, could make some sense. Basically, the aircraft would fly into it and be destroyed if it hits a drone, the drones are detonated in close proximity to the aircraft or even if they are connected physically somehow and the aircraft hits the cables. This would match with the description, to a degree, and it would not require any sort of real swarming capability. This would be something of a new ‘barrage balloon’ concept that is more flexible and easier to deploy on demand. China is using balloons in a similar manner to protect key installations today. In addition, Iran certainly has employed its fair share of bizarre tactics and weapons concepts to that point that this doesn’t seem that implausible, but still, it is just a guess.

Returning to the new report, if the pilot really did see a ‘jellyfish-like’ group of Iranian drones that were truly swarming, that would point to previously unknown capabilities within that country, but this is technology that is certainly within the realm of credibility.

Swarms, in this context, are groups of vehicles or guided munitions that are interconnected via datalink and work cooperatively to maximize their combined abilities to accomplish an objective or set of objectives. It is important to note that a major role is played by the nature of a swarm’s computing and autonomy capabilities, and the supporting communications architecture. Swarms can range from ones offering basic cooperative capabilities to far more advanced and dynamic, advanced AI-driven ones. Swarms are not to be confused with a group of drones that are simply sent on a mission together, but have no true cooperative capabilities. These can be best viewed, at least in the aerial sense, as formations of drones or ‘flocks’ of drones that are basically preprogrammed, with tactical planning and large numbers providing an advantage, not the ability to react to external stimuli and make decisions as a team in real-time.

Regardless, based on two of its sources, CNN asserts that “initial reports indicated that it was possible the drone formation had in some way enabled Iran to shoot down the American jet.”

This would raise questions about what type of performance and configuration these drones had, including what altitude the drones were at when they were supposedly sighted, as well as the flight level of the Strike Eagle.

Previously, U.S. officials disclosed that Iran had made use of smaller drones in the hunt for the missing F-15E WSO, but there was no mention of any kind of drone swarms.

For China and Russia, to name just two nations, both of which have provided military assistance to Iran, drone swarming is very much an area of focus. Swarms have many uses, not just to overwhelm the enemy, but also to sense broad areas cooperatively and to work as a highly efficient group offering mixed capabilities that equate to a sum greater than their parts.

In the case of China, as we have been reporting on for years, the country has moved especially fast on drone swarming, working to evolve these capabilities on different scales for many years. China has repeatedly demonstrated swarms of loitering munitions, deployed from container launchers that can be mounted on light vehicles or helicopters, for example. The country also has worked to develop higher-end swarming capabilities using larger drones, as well as advanced unmanned combat air vehicles. This is on top of the country’s place as an absolute leader in low-end unmanned technologies, including massive coordinated drone swarms for commercial purposes.

中国电科陆空协同固定翼无人机“蜂群”系统

The potential of this kind of warfare has not been lost on the U.S. military either, which has been working on it for decades. These efforts date back many years, with the public disclosure of the Perdix having come nearly a decade ago now, and cooperative swarming trials have been carried out repeatedly in the open since then. These efforts have since become ‘mainstream’ as the drone revolution has taken hold of the defense industry. Some of these technologies are now being operationalized in a publicized manner. All this is on top of what is likely an extreme level of development in the classified realm.

Only last month, TWZ reported on how the Defense Advanced Research Projects Agency (DARPA) was looking into drones with a high degree of autonomous operation, as well as remotely-operated containerized systems to launch, recover, and otherwise support them. The end result would be a largely self-sustaining “autonomous constellation” capable of supporting networked swarms consisting of as many as 500 drones at once.

By now, swarming capabilities are a key emerging tenet of modern military drone development and are beginning to be demonstrated on the battlefield in Ukraine.

At this point, it is worth noting that Iran has already demonstrated “loitering” surface-to-air missiles, an unusual category of weapon that blurs the distinction between a kamikaze drone and a more traditional surface-to-air missile. As far as we know, Iran has not attempted to use these weapons in swarms, although having them operate in larger groups would clearly boost the probability of success.

There is also the possibility that what the F-15E pilot saw was some kind of previously unknown drone technology fielded by the U.S. or Israeli military, before the Strike Eagle came down. Clearly, Israel and the United States deployed certain systems in the conflict that had not been seen before, and both countries have the ability to field platforms with swarming capabilities. Releasing a group of drones that can hunt and even kill over the Iranian countryside, looking for targets of opportunity over large areas, like air defenses and standoff weapons launchers, is exactly the kind of concept that swarms were envisioned as being so capable at realizing.

Subsequently, while the rescue effort was underway, the U.S. military certainly was making use of drones in the vicinity. Air Force Gen. Dan Caine, chairman of the Joint Chiefs of Staff, previously described how “A-10s and […] drones and other tactical aircraft were violently suppressing and engaging the enemy in a close-in gunfight to keep them away from the front-seater and allow the pickup force to get into the objective area.” 

The use of drones for suppression and destruction of enemy air defenses, as well as stand-in jamming of those systems, is a very real component of modern air warfare dating back decades. Israel was a pioneer in it, which you can read all about here. Those capabilities are far more advanced today, especially for long-range systems dedicated to those missions and for the emerging ‘launched effects’ segment of drone warfare. It’s hard to imagine that these proven capabilities were not put to some use over Iran during the war. The U.S. military even employed its own one-way attack munition, the LUCAS drone, with similar capabilities.

With all that being said, there is the possibility that the pilot experienced something else entirely, perhaps related to their concussion or another kind of phenomenon. Even a flock of birds or a group of balloons, the latter of which can be used as decoys to confuse enemy radar and bait fighter aircraft and other air defenses, could appear as a drone swarm, for example. Iran had every reason to use such cheap, but potentially effective tactics. While an experienced fighter pilot would normally be able to tell the difference between drones or birds, these were very much abnormal circumstances. Then there is the matter of Unidentified Aerial Phenomena (UAP), which this could fall into, just for the reason that what was seen may be hard to identify. We don’t know what the description of the configurations of the drones was, or if any was provided, which could help narrow down the possibilities. Also, did the aircraft’s sensors detect these craft? We just don’t know.

For now, the reported drone sighting remains an intriguing but unverified element of a much larger story, many important details of which are still to emerge.

Contact the author: thomas@thewarzone.com

June 21 (UPI) — An unruly passenger bit a fellow flyer and started throwing punches aboard an American Airlines flight on Sunday, according to audio of a pilot’s conversation with air traffic controllers.

A recording first obtained by CBS News and then posted online by aviation industry monitors shows the incident happened aboard American Airlines flight AA3046 from Charlotte, N.C., to Philadelphia.

In it, the pilot of the Airbus A320 tells controllers to have emergency medics and law enforcement personnel ready meet the aircraft on arrival at Philadelphia International Airport due to a disturbance onboard allegedly created by a male passenger in his 70s.

“I don’t know… if he’s hallucinating or whatever, but he just bit a passenger and he’s trying to fight everybody,” the pilot is heard saying.

After getting confirmation from the control tower, the pilot adds, “What a day, huh?”

The controller responds, “Happy Father’s Day!”

American Airlines told CBS the passenger was experiencing a medical emergency and that he was “assisted” before the flight landed but did not confirm if police were present upon arrival.

Unlike the movies, where directors get the glory, TV directors sit lower in the hierarchy, below creators, producers and actors. In most series, which might employ several over a season, they are interchangeable — which isn’t to say they aren’t valuable, transforming words on a page into a four-dimensional living thing. But a director hired to helm a pilot, as James Burrows, who died Friday at 85, was again and again — almost as a lucky charm — helps set the tone for the series. Jake Kasdan’s input was crucial to the feel (and philosophy) of “Freaks and Geeks,” as Hiro Murai’s was to “Atlanta” (and most recently “Widow’s Bay”). In some cases a director is a co-creator in all but title and union affiliation. A show might subsequently pass to later hands, but they’ll be honoring its established look and feel.

But Burrows was more than a little well known. If you sat through the opening credits of “Taxi,” whose pilot he directed along with 74 other episodes — and why wouldn’t you, with its pleasing Bob James theme and Checker Cab crossing the Queensboro Bridge — you would have seen his name for weeks on end. You might have noticed it on “Cheers,” which he co-created and for which he directed 236 episodes, or on “Will & Grace” (246 episodes), or “Frasier,” “The Big Bang Theory,” “3rd Rock From the Sun,” “Caroline in the City,” “Two and a Half Men,” “2 Broke Girls,” “The Neighborhood” or, just last year, “Mid-Century Modern” — all series whose pilots he directed. You might have caught it on episodes of “The Mary Tyler Moore Show,” “Phyllis,” “Rhoda” or “Laverne & Shirley,” until you began to think that maybe there was nobody else directing network multi-camera situation comedies, the most human of television formats and a specialty from which he rarely strayed.

And you might have seen him as himself this year in the third season of Lisa Kudrow’s “The Comeback,” as the man she enlists to save a television pilot from hacky AI jokes. “Surprising only comes from a group of writers huddled in a corner, beating themselves up to beat out a better joke,” he says.

“As director, I am there to help create the ensemble, to do everything I can to foster a community among the company, and to train a new set of actors to behave as a group and respect one another,” he wrote in his 2022 memoir, “Directed by James Burrows.” He famously took the cast of “Friends” to Las Vegas before the show premiered in order to foster bonds in a soon-to-be-impossible state of anonymity. “I guess I have a gift for creating families,” he told the New York Times in 2023.

But if “Friends” refers to the characters and the people who play them, it includes the audience too. Burrows’ talent was to midwife a real relationship between the viewer and the viewed, “You want to go where everybody knows your name,” runs the “Cheers” theme, and where you know everyone’s name. The families he excelled at creating were yours as well, and one watched knowing that these things happened in real time in real space, and that you could be in the room, if you made the effort. Tickets were available.

The son of Abe Burrows, who wrote or co-wrote the books for “Guys and Dolls,” “Can-Can” and “How to Succeed in Business Without Really Trying,” and co-created the radio comedy “Duffy’s Tavern” — set, like “Cheers,” in a bar, though the younger Burrows denied any influence — he’d been directing dinner theater when he had the idea to write to Mary Tyler Moore, whom he’d met on the set of a never-opened “Breakfast at Tiffany’s” musical. His stage experience (and his Yale School of Drama degree, presumably) proved eminently transferable to the proscenium reality of multi-camera situation comedy.

What Burrows shows share — the ones we remember, at least, out of many we don’t — is that they’re fundamentally joyful. They lack cynicism. They’re expressive of their times without being showily edgy. They walk a line between freshness and familiarity, which makes one want to return week after week. They may push an envelope — “Friends” was something new, after all — but subtly. We can assume, given his reputation and the fact that he could have retired on “Cheers” alone, that he liked what he did and did what he liked, and regard his choice of projects as a form of personal expression in itself, the basis of a body of work that has and will live on.