Daily Shaarli
April 5, 2025
Spoiler alert – no. Concorde did not return to the skies on April 1st, 2025. Instead, we paid tribute to the legendary supersonic jet by recreating two Concorde flights on Flightradar24. Here’s a look at what happened. //
We thought it would be fun to use April Fool’s Day as an opportunity to recreate two of Concorde’s most iconic flights, giving these beautiful aeroplanes one last chance to cross the Atlantic (albeit virtually).
The Air France (AF/AFR) Concorde F-BTSD departed Paris Charles de Gaulle Airport (CDG) at 08:00 local time, and arrived at New York’s John F. Kennedy Airport (JFK) after a 3 hour and 50 minute flight. Later at 11am UK local time, British Airways (BA/BAW)‘s Concorde G-BOAG left London Heathrow Airport (LHR) for JFK, landing 3 hours and 33 minutes later.
AirCorps Aviation of Bemidji, Minnesota has just announced that they have acquired a massive trove of original manufacturing drawings for North American Aviation (NAA) covering types such as the P-51, T-6, B-25 and P-82. This is a remarkable development, and all due to a lone engineer at NAA named Ken Jungeberg who had the foresight to save these drawings when they were days away from destruction at North American’s plant in Columbus, Ohio during the late 1980s. But before we discuss this find, it is perhaps first worth reflecting upon what it represents…
Just a few of the thousands of WWII-era North American Aviation aircraft manufacturing drawings which Ken Jungeberg saved. (image via AirCorps Aviation)
The American aircraft industry produced just under 300,000 aircraft between 1940 and 1945, a staggering feat by any measure, especially considering that just 3,600 rolled off U.S. assembly lines during the entirety of 1940. While aviation companies such as Boeing, Douglas, Curtiss and their like would design the aircraft, and put them together at their factories, it was simply impossible for them to both make all of the components and subassemblies on site and keep up with production demand. They had to subcontract out the bulk of this work once a design received an order for full-scale production. Indeed, much of America’s entire manufacturing base was involved in this effort – from small ma and pa furniture shops to industrial giants like Ford and Chrysler – whether they were making map cases or wing panels. Some companies, such as Ford, even had their own aircraft assembly lines, like the one in Willow Run, Michigan which built B-24 Liberators.
But have you ever wondered how it was possible to have such a prolific output of high quality aerial machinery when each aircraft assembly line received component parts from so many different independent subcontractors? How was it possible for all of those many thousands of parts to fit together properly in such a repeatable fashion?
The answer is pretty simple; it all came down to the quality of the manufacturing drawings which the aircraft company engineers created during their design process. If you had a coherent set of accurate drawings showing how to make each part, and how to put each assembly together, then you could rely upon skilled workers at disparate factory locations to produce components whose dimensions complied with design tolerances. Of course, there were times when problems arose, but when they did, the engineers usually found solutions. But a coherent set of manufacturing drawings was key to this effort.
However, every single component, from the tiniest rivet to the entire aircraft, required drawings to properly describe them. Obviously, the more complex parts and sub-assemblies required multiple drawings, sometimes hundreds. Highly skilled draftsmen and women created all of these drawings by hand by – usually using pencil on vellum drafting paper. Drawings could sometimes be massive too, extending ten feet or more. The finished product was designed to be practical, fully describing the part and how it fit into an assembly. Drawings were often exquisitely beautiful too – more works of art than simply functional. //
But then along came AirCorps Aviation with their AirCorps Library project. For a small annual subscription of just $50, you have access to serious engineering details, including manuals, for several dozen American WWII-era aircraft designs. They have also digitized the engineering drawings for a number of these aircraft too, such as the P-51 Mustang, F4U Corsair and B-17 Flying Fortress. While they haven’t digitized everything available yet for each aircraft design – it’s a massive process – it is a fascinating resource for anyone with even a passing interest in WWII aviation. //
This is why the news about the preservation of more than 15,000 original drawings produced by North American Aviation that relate to such iconic designs as the T-6 Texan, P-51 Mustang and B-25 Mitchell is such a revelation. AirCorps Aviation has gained access to these drawings, and is presently cataloguing and copying them for their subscription library. However, the fact that these drawing still exist at all is down to the dedicated efforts of just one man, Ken Jungeberg. His name will resonate in aviation lore for generations to come due to his foresight in saving such historically important documents. For further details on this remarkable news, we will let AirCorps Aviation’s Ester Aube continue the story…
Garcia, a citizen of El Salvador, who is portrayed as a "Maryland father" in most news reports, entered the US illegally in 2011. In 2019, he was arrested on allegations of membership in the violent Salvadoran gang called Mara Salvatrucha, or MS-13. At that time, he applied for political asylum, which was denied. He was given an order of removal, but a judge put his deportation on hold on the grounds that he might be in danger if he returned to El Salvador. In early March, Garcia was arrested and put on a plane to El Salvador and the Terrorist Confinement Facility, CECOT.
His attorneys sued, and a judge ordered the Trump administration to return Garcia to Maryland. In her order, the judge called the deportation “an illegal act.”
When White House spokeswoman Karoline Leavitt reacted by saying, “We suggest the Judge contact [El Salvador’s] President [Nayib] Bukele because we are unaware of the judge having jurisdiction or authority over the country of El Salvador,” it struck me, and many others, as the kind of remark you can make if you are in no danger of facing the judge in a courtroom. As it turned out, she perfectly captured the tone of the administration's request for a stay of her order.
High Points
The first response was that the judge's order is impossible to comply with.
The district court’s order—a command to “facilitate and effectuate” Abrego Garcia’s return from a foreign country by midnight on Monday—is unlawful. There is no likelihood that it would survive review on appeal.
...The order below is neither possible nor proper. As noted, Abrego Garcia is an El Salvadoran national, being held in El Salvador, at the hands of the El Salvadoran government.
The conclusion is my favorite.
Because the United States has no control over Abrego Garcia, however, Defendants have no independent authority to “effectuate” his return to the United States—any more than they would have the power to follow a court order commanding them to “effectuate” the end of the war in Ukraine, or a return of the hostages from Gaza.
The government's argument is that Garcia had a final deportation order, so the district court judge erred in hearing the case because it was outside her jurisdiction.
Even putting aside these fundamental defects, the order below also runs into a statutory bar. Section 1252(g) strips district courts of jurisdiction to review “any cause or claim by or on behalf of any alien arising from the decision or action by the Attorney General to … execute removal orders 11 against any alien” under the INA, except as otherwise provided in § 1252. 8 U.S.C. § 1252(g) (emphasis added). This is such a suit. The district court thus lacked jurisdiction over this case, and lacked authority to issue its order. //
The government's brief conclusively takes apart every aspect of Garcia's case. He had a deportation order, he had MS-13 connections that make him ineligible to enter the US, the judge not only doesn't have the clout to make El Salvador send him back to the US, she isn't legally allowed to hear the case.
Aizenberg @Aizenberg55
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Hamas Ministry of Health official admits NATURAL DEATHS were included in fatality lists—a claim they always denied. There have been ~8,000 natural deaths since 10/7, or 16% of all fatalities. Admission further corroborates my Jan 2025 estimate of Gaza fatalities. Analysis: 1/2
11:56 AM · Apr 5, 2025
This uses syncthing cli which is included in the package, but the concepts should apply to folks looking to integrate into the REST API.
I have two virtual machines, syncOne and syncTwo, and I want to make a shared folder on them. I want to only use the CLI. Maybe these are remote machines, maybe I need to automate this, or maybe I don’t have a web browser handy.
It’s much easier than I expected, but it’s also not clear from the docs. Here’s how to do this.
It has been about a year since we reported on the major revelation that many thousand original North American Aviation manufacturing drawings survived destruction during the 1980s because one of their employees, Ken Jungeberg, saved them from incineration. Furthermore, as we also discussed last year, AirCorps Aviation worked out a deal with Jungeberg in 2019 to secure these historic artifacts for their longterm preservation. Ever since their arrival at AirCorps last winter, Ester Aube, the company’s manager for their technical documentation division, AirCorps Library, has been working diligently to preserve and catalogue this massive archive. With so many drawings to review, this would be a daunting task for anyone to undertake successfully, but Ester has applied her keen intellect, professional training and substantial skillset to systematically document and collate these drawings into a practical and valuable resource for aircraft restorers, historians, and the aviation-minded public at large. Additionally, Aube has delved deeper into the process, tracing personal details for several NAA technicians who originally drafted these drawings, because their stories are no less important to the narrative than the documents themselves; this aspect of aviation history has received little prior attention from the wider world …until now.
Thousands of original North American Aviation technical drawings undergo preservation and cataloguing, highlighted in museum exhibit. //
In April of 2023, Ester Aube finalized and installed an exhibit at the EAA museum using the drawings and telling the story of the draftsmen from North American and highlighting their contribution to the war efforts. When the collection was initially received from Ken Jungeberg, they had promised to do something to help get the story of the draftsmen out to the general public and get some of the drawings in public view so that people could enjoy and learn. The exhibit will be in the museum until September of 2025. “I chose some, cherry-picked some really amazing drawings to highlight in that exhibit,” says Aube. //
With so many drawings and aircraft to sort through, Aube started the project working on a specific aircraft, the P-51, because both AirCorps Aviation and the many aircraft in the warbird community would get a lot of benefit from such extensive original engineering drawings. At this point she estimates she has catalogued a little over 15,000 drawings just for the Mustang, and has also ventured into the smaller size drawings for the early B-25 models, which will be her next branch to catalogue. “The cataloging process is very labor intensive,” she says. “So I’m cataloging part number and the description, which under normal circumstances isn’t as important. But because this collection contains so many experimental and pre-production drawings, you have to catalog the description because that part number isn’t listed anywhere in a parts catalog or it’s not referenced.” North American did have a part numbering system, but all the pieces of data are needed or else the searchability is difficult. So part number, description, the date it was drawn, name of the draftsman, the material the drawing was done on, and the factory it was made in all are recorded during the cataloguing process. There are drawings from factories in Inglewood, Kansas City, Dallas, and even some from the Canadian Car Foundry in Ontario, Canada’s largest aircraft manufacturer during World War II.
Maybe Luna genuinely does have strong convictions on being “pro-family” and ensuring parents are present in their children’s lives. But those convictions do not change the fact that being a member of Congress is not a part-time gig, and in no way should the House change its rules to accommodate members who fail to understand that.
What Luna clearly doesn’t comprehend in her push for proxy voting is that she’s a proxy tasked with voting on behalf of the people who elected her. It’s her sworn obligation to be there for House activities and act in accordance with her voters’ interests.
Like any individual who runs for public office, Luna took an oath to represent her constituents on a full-time basis. That means showing up for votes, committee hearings, and any other actions related to the obligations she agreed to.
If the congresswoman or other representatives want to be an active presence in raising their children, then they should abdicate their seats to people their voters can count on to represent them in Congress. They can’t have it both ways.