Researchers from the startup Overview Energy have successfully demonstrated beaming power from a moving airplane to the ground using near-infrared light. It marks the first step toward space-based solar power satellites that could someday transmit energy from orbit to existing solar farms on Earth. IEEE Spectrum reports: Overview's test transferred only a sprinkling of power, but it did it with the same components and techniques that the company plans to send to space. "Not only is it the first optical power beaming from a moving platform at any substantial range or power," says Overview CEO Marc Berte, "but also it's the first time anyone's really done a power beaming thing where it's all of the functional pieces all working together," he says. "It's the same methodology and function that we will take to space and scale up in the long term."

[...] Many researchers have settled on microwaves as their beam of choice for wireless power. But, in addition to the safety concerns about shooting such intense waves at the Earth, [Paul Jaffe, head of systems engineering] says there's another problem: microwaves are part of what he calls the "beachfront property" of the electromagnetic spectrum -- a range from 2 to 20 gigahertz that is set aside for many other applications, such as 5G cellular networks. "The fact is," Jaffe says, "if you somehow magically had a fully operational solar power satellite that used microwave power transmission in orbit today -- and a multi-kilometer-scale microwave power satellite receiver on the ground magically in place today -- you could not turn it on because the spectrum is not allocated to do this kind of transmission."

Instead, Overview plans to use less-dense, wide-field infrared waves. Existing utility-scale solar farms would be able to receive the beamed energy just like they receive the sun's energy during daylight hours. So "your receivers are already built," Berte says. The next major step is a prototype demonstrator for low Earth orbit, after which he hopes to have GEO satellites beaming megawatts of power by 2030 and gigawatts by later that decade. Plenty of doubts about the feasibility of space-based power abound. It is an exotic technology with much left to prove, including the ability to survive orbital debris and the exorbitant cost of launching the power stations. (Overview's satellite will be built on earth in a folded configuration and it will unfold after it's brought to orbit, according to the company). "Getting down the cost per unit mass for launch is a big deal," Jaffe says. "Then, it just becomes a question of increasing the specific power. A lot of the technologies we're working on at Overview are squarely focused on that."

Thursday America's FDA "raised concerns about cybersecurity vulnerabilities" in patient monitors from China-based medical device company Contec "that could allow unauthorized individuals to access and potentially manipulate those devices," reports Reuters. The patient monitors could be remotely controlled by unauthorized users or may not function as intended, and the network to which these devices are connected could be compromised, the agency warned. The FDA also said that once these devices are connected to the internet, they can collect patient data, including personally identifiable information and protected health information, and can export this data out of the healthcare delivery environment.

The agency, however, added that it is currently unaware of any cybersecurity incidents, injuries, or deaths related to these identified cybersecurity vulnerabilities.
The FDA's announcement says "The software on the patient monitors includes a backdoor, which may mean that the device or the network to which the device has been connected may have been or could be compromised." And it offers this advice to caregivers and patients: If your health care provider confirms that your device relies on remote monitoring features, unplug the device and stop using it. Talk to your health care provider about finding an alternative patient monitor.

If your device does not rely on remote monitoring features, use only the local monitoring features of the patient monitor. This means unplugging the device's ethernet cable and disabling wireless (that is, WiFi or cellular) capabilities, so that patient vital signs are only observed by a caregiver or health care provider in the physical presence of a patient. If you cannot disable the wireless capabilities, unplug the device and stop using it. Talk to your health care provider about finding an alternative patient monitor.
A detailed report from CISA describes how a research team "created a simulated network, created a fake patient profile, and connected a blood pressure cuff, SpO2 monitor, and ECG monitor peripherals to the patient monitor. Upon startup, the patient monitor successfully connected to the simulated IP address and immediately began streaming patient data..." to an IP address that hard-coded into the backdoor function. "Sensor data from the patient monitor is also transmitted to the IP address in the same manner. If the routine to connect to the hard-coded IP address and begin transmitting patient data is called, it will automatically initialize the eth0 interface in the same manner as the backdoor. This means that even if networking is not enabled on startup, running this routine will enable networking and thereby enable this functionality

An anonymous reader quotes a report from Ars Technica: The Federal Communications Commission gave Starlink and T-Mobile emergency authority to provide satellite-to-phone coverage in areas hit by Hurricane Helene. "SpaceX and T-Mobile have been given emergency special temporary authority by the FCC to enable Starlink satellites with direct-to-cell capability to provide coverage for cell phones in the affected areas of Hurricane Helene," SpaceX said yesterday. "The satellites have already been enabled and started broadcasting emergency alerts to cell phones on all networks in North Carolina. In addition, we may test basic texting (SMS) capabilities for most cell phones on the T-Mobile network in North Carolina."

SpaceX warned of limits since the service isn't ready for a commercial rollout. "SpaceX's direct-to-cell constellation has not been fully deployed, so all services will be delivered on a best-effort basis," the company said. Starlink is being used to provide wireless emergency alerts to cell phones from all carriers in North Carolina, according to Ben Longmier, senior director of satellite engineering for SpaceX. "We are also closely monitoring Hurricane Milton and standing by ready to take action in Florida," he wrote.

The FCC said (PDF) the approval "enabl[es] SpaceX to operate Supplemental Coverage from Space (SCS) in the 1910-1915 MHz and 1990-1995 MHz frequency bands leased from T-Mobile in areas affected by the Hurricane Helene." An FCC spokesperson told Ars that the approval is for all areas affected by Hurricane Helene, although it's only active in North Carolina so far. The FCC also said (PDF) that it is granting "special temporary authorities to licensees and issuing rule waivers to help communications providers maintain and restore service, support emergency operations, and assist public safety, including search and rescue efforts." Separately, the FCC last week waived (PDF) certain Lifeline program eligibility rules to help people in disaster areas (PDF) apply for discounted phone and broadband service.

An EFF article calls out a "brazen attempt to privatize" a wireless frequency band (900 MHz) which America's FCC's left " as a commons for all... for use by amateur radio operators, unlicensed consumer devices, and industrial, scientific, and medical equipment." The spectrum has also become "a hotbed for new technologies and community-driven projects. Millions of consumer devices also rely on the range, including baby monitors, cordless phones, IoT devices, garage door openers." But NextNav would rather claim these frequencies, fence them off, and lease them out to mobile service providers. This is just another land-grab by a corporate rent-seeker dressed up as innovation. EFF and hundreds of others have called on the FCC to decisively reject this proposal and protect the open spectrum as a commons that serves all.

NextNav [which sells a geolocation service] wants the FCC to reconfigure the 902-928 MHz band to grant them exclusive rights to the majority of the spectrum... This proposal would not only give NextNav their own lane, but expanded operating region, increased broadcasting power, and more leeway for radio interference emanating from their portions of the band. All of this points to more power for NextNav at everyone else's expense.

This land-grab is purportedly to implement a Positioning, Navigation and Timing (PNT) network to serve as a US-specific backup of the Global Positioning System(GPS). This plan raises red flags off the bat. Dropping the "global" from GPS makes it far less useful for any alleged national security purposes, especially as it is likely susceptible to the same jamming and spoofing attacks as GPS. NextNav itself admits there is also little commercial demand for PNT. GPS works, is free, and is widely supported by manufacturers. If Nextnav has a grand plan to implement a new and improved standard, it was left out of their FCC proposal. What NextNav did include however is its intent to resell their exclusive bandwidth access to mobile 5G networks. This isn't about national security or innovation; it's about a rent-seeker monopolizing access to a public resource. If NextNav truly believes in their GPS backup vision, they should look to parts of the spectrum already allocated for 5G.

The open sections of the 900 MHz spectrum are vital for technologies that foster experimentation and grassroots innovation. Amateur radio operators, developers of new IoT devices, and small-scale operators rely on this band. One such project is Meshtastic, a decentralized communication tool that allows users to send messages across a network without a central server. This new approach to networking offers resilient communication that can endure emergencies where current networks fail. This is the type of innovation that actually addresses crises raised by Nextnav, and it's happening in the part of the spectrum allocated for unlicensed devices while empowering communities instead of a powerful intermediary. Yet, this proposal threatens to crush such grassroots projects, leaving them without a commons in which they can grow and improve.

This isn't just about a set of frequencies. We need an ecosystem which fosters grassroots collaboration, experimentation, and knowledge building. Not only do these commons empower communities, they avoid a technology monoculture unable to adapt to new threats and changing needs as technology progresses. Invention belongs to the public, not just to those with the deepest pockets. The FCC should ensure it remains that way.

NextNav's proposal is a direct threat to innovation, public safety, and community empowerment. While FCC comments on the proposal have closed, replies remain open to the public until September 20th. The FCC must reject this corporate land-grab and uphold the integrity of the 900 MHz band as a commons.

An anonymous reader quotes a report from NPR: Safety advocates have been touting the potential of technology that allows vehicles to communicate wirelessly for years. So far, the rollout has been slow and uneven. Now the U.S. Department of Transportation is releasing a roadmap it hopes will speed up deployment of that technology -- and save thousands of lives in the process. "This is proven technology that works," Shailen Bhatt, head of the Federal Highway Administration, said at an event Friday to mark the release of the deployment plan (PDF) for vehicle-to-everything, or V2X, technology across U.S. roads and highways. V2X allows cars and trucks to exchange location information with each other, and potentially cyclists and pedestrians, as well as with the roadway infrastructure itself. Users could send and receive frequent messages to and from each other, continuously sharing information about speed, position, and road conditions -- even in situations with poor visibility, including around corners or in dense fog or heavy rain. [...]

Despite enthusiasm from safety advocates and federal regulators, the technology has faced a bumpy rollout. During the Obama administration, the National Highway Traffic Safety Administration proposed making the technology mandatory on cars and light trucks. But the agency later dropped that idea during the Trump administration. The deployment of V2X has been "hampered by regulatory uncertainty," said John Bozzella, president and CEO of the Alliance for Automotive Innovation, a trade group that represents automakers. But he's optimistic that the new plan will help. "This is the reset button," Bozzella said at Friday's announcement. "This deployment plan is a big deal. It is a crucial piece of this V2X puzzle." The plan lays out some goals and targets for the new technology. In the short-term, the plan aims to have V2X infrastructure in place on 20% of the National Highway System by 2028, and for 25% of the nation's largest metro areas to have V2X enabled at signalized intersections. V2X technology still faces some daunting questions, including how to pay for the rollout of critical infrastructure and how to protect connected vehicles from cyberattack. But safety advocates say it's past time to find the answers.

Yesterday, GM announced it was delaying production of the Cruise Origin indefinitely, opting to use the Chevy Bolt as the main vehicle for its self-driving efforts. Introduced four years ago, the Cruise Origin embodied a futuristic vision with no steering wheels or pedals and 'campfire' seating for six passengers, all while providing wireless internet. However, as Fortune's Jessica Mathews writes, the company appears to have lost interest in that vision (source paywalled; alternative source) -- at least for now. From the report: To hear GM CEO and Cruise Chair Mary Barra, the demise of the Origin comes down to costs and regulation. GM's "per unit-costs will be much lower" by focusing on Bolts instead of Origin vehicles, Barra wrote in a quarterly letter to shareholders Tuesday. Barra discussed the regulatory challenges during the quarterly earnings call, explaining the company's view that deploying the Origin was going to require "legislative change." "As we looked at this, we thought it was better to get rid of that risk," Barra said.

All robo-taxi companies have been waiting on the green light from regulators for the approvals needed to add these futuristic pedal-less cars into their commercial fleets. While the National Highway Traffic Safety Administration adjusted its rules so that carmakers could manufacture and deploy cars without pedals or steering, state DMVs still have many restrictions set in place when it comes to people riding in them. GM isn't completely swearing off the concept of steering-wheel free cars -- Barra noted that there could be an opportunity for a "vehicle like the Origin in the future."

Two of the nation's major telecommunications companies are feuding over a plan to boost service for police, firefighters and other state and local agencies -- a move Verizon says would amount to a $14 billion gift to rival. From a report: AT&T and its allies are asking regulators to provide more wireless frequencies to FirstNet, a cellular network launched in 2017 to connect emergency responders and other public-sector groups. The Dallas-based telecom giant holds an exclusive 25-year contract to run the network for the federal FirstNet Authority, which oversees the project.

Rival telecom companies say the proposal would let AT&T's commercial business piggyback on those airwaves free. Verizon, which vies with FirstNet for public-safety contracts, called the proposal a giveaway of spectrum valued at around $14 billion that would give its competitor a "substantial windfall." T-Mobile US likewise urged regulators to avoid a "FirstNet takeover" of the spectrum. The carrier hasn't made its case as forcefully as Verizon, whose chief executive traveled to Washington twice in recent weeks to lobby regulators.

Thousands of people catching trains in the United Kingdom likely had their faces scanned by Amazon software as part of widespread artificial intelligence trials, new documents reveal. Wired: The image recognition system was used to predict travelers' age, gender, and potential emotions -- with the suggestion that the data could be used in advertising systems in the future. During the past two years, eight train stations around the UK -- including large stations such as London's Euston and Waterloo, Manchester Piccadilly, and other smaller stations -- have tested AI surveillance technology with CCTV cameras with the aim of alerting staff to safety incidents and potentially reducing certain types of crime.

The extensive trials, overseen by rail infrastructure body Network Rail, have used object recognition -- a type of machine learning that can identify items in videofeeds -- to detect people trespassing on tracks, monitor and predict platform overcrowding, identify antisocial behavior ("running, shouting, skateboarding, smoking"), and spot potential bike thieves. Separate trials have used wireless sensors to detect slippery floors, full bins, and drains that may overflow. The scope of the AI trials, elements of which have previously been reported, was revealed in a cache of documents obtained in response to a freedom of information request by civil liberties group Big Brother Watch. "The rollout and normalization of AI surveillance in these public spaces, without much consultation and conversation, is quite a concerning step," says Jake Hurfurt, the head of research and investigations at the group.

"Workers installing a light pole in Missouri cut into a fiber line," reports the Associated Press, knocking out 911 phone service "for emergency agencies in Nebraska, Nevada and South Dakota, an official with the company that operates the line said Thursday." In Kansas City, Missouri, workers installing a light pole for another company Wednesday cut into a Lumen Technologies fiber line, Lumen global issues director Mark Molzen said in an email to The Associated Press. Service was restored within 2 1/2 hours, he said. There were no reports of 911 outages in Kansas City...

The Dundy County Sheriff's Office in Nebraska warned in a social media post Wednesday night that 911 callers would receive a busy signal and urged people to instead call the administrative phone line. About three hours later, officials said mobile and landline 911 services had been restored. In Douglas County, home to Omaha and more than a quarter of Nebraska's residents, officials first learned there was a problem when calls from certain cellphone companies showed up in a system that maps calls but didn't go through over the phone. Operators started calling back anyone whose call didn't go through, and officials reached out to Lumen, which confirmed the outage. Service was restored by 4 a.m.

Kyle Kramer, the technical manager for Douglas County's 911 Center, said the outage highlights the potential problems of having so many calls go over the same network. "As things become more interconnected in our modern world, whether you're on a wireless device or a landline now, those are no longer going over the traditional old copper phone wires that may have different paths in different areas," Kramer said. "Large networks usually have some aggregation point, and those aggregation points can be a high risk."

Kramer said this incident and the two previous 911 outages he has seen in the past year in Omaha make him concerned that communications companies aren't building enough redundancy into their networks.
South Dakota officials called the state-wide outage "unprecedented," with their Department of Public Safety reporting the outage lasted two hours (though texting to 911 still worked in most locations — and of course, people could still call local emergency services using their non-emergency lines.) America's FCC has already begun an investigation.



The article notes that "The outages, ironically, occurred in the midst of National Public Safety Telecommunicators Week."

Thanks to long-time Slashdot reader davidwr for sharing the article.

Jessica Lyons reports via The Register: Vulnerabilities in common Electronic Logging Devices (ELDs) required in US commercial trucks could be present in over 14 million medium- and heavy-duty rigs, according to boffins at Colorado State University. In a paper presented at the 2024 Network and Distributed System Security Symposium, associate professor Jeremy Daily and systems engineering graduate students Jake Jepson and Rik Chatterjee demonstrated how ELDs can be accessed over Bluetooth or Wi-Fi connections to take control of a truck, manipulate data, and spread malware between vehicles. "These findings highlight an urgent need to improve the security posture in ELD systems," the trio wrote [PDF].

The authors did not specify brands or models of ELDs that are vulnerable to the security flaws they highlight in the paper. But they do note there's not too much diversity of products on the market. While there are some 880 devices registered, "only a few tens of distinct ELD models" have hit the road in commercial trucks. A federal mandate requires most heavy-duty trucks to be equipped with ELDs, which track driving hours. These systems also log data on engine operation, vehicle movement and distances driven -- but they aren't required to have tested safety controls built in. And according to the researchers, they can be wirelessly manipulated by another car on the road to, for example, force a truck to pull over.

The academics pointed out three vulnerabilities in ELDs. They used bench level testing systems for the demo, as well as additional testing on a moving 2014 Kenworth T270 Class 6 research truck equipped with a vulnerable ELD. [...] For one of the attacks, the boffins showed how anyone within wireless range could use the device's Wi-Fi and Bluetooth radios to send an arbitrary CAN message that could disrupt of some of the vehicle's systems. A second attack scenario, which also required the attacker to be within wireless range, involved connecting to the device and uploading malicious firmware to manipulate data and vehicle operations. Finally, in what the authors described as the "most concerning" scenario, they uploaded a truck-to-truck worm. The worm uses the compromised device's Wi-Fi capabilities to search for other vulnerable ELDs nearby. After finding the right ELDs, the worm uses default credentials to establish a connection, drops its malicious code on the next ELD, overwrites existing firmware, and then starts the process over again, scanning for additional devices. "Such an attack could lead to widespread disruptions in commercial fleets, with severe safety and operational implications," the researchers warned.

An anonymous reader quotes a report from CNN Business: AT&T's network went down for many of its customers across the United States Thursday morning, leaving customers unable to place calls, text or access the internet. By a little after 3 pm ET, roughly 11 hours after reports of the outage first emerged, the company said that it had restored service to all impacted customers. "We have restored wireless service to all our affected customers. We sincerely apologize to them," AT&T said in a statement. The company added that it is "taking steps to ensure our customers do not experience this again in the future."

The Federal Communications Commission confirmed Thursday afternoon that it is investigating the outage. The White House says federal agencies are in touch with AT&T about network outages but that it doesn't have all the answers yet on what exactly led to the interruptions. Although Verizon and T-Mobile customers reported some network outages, too, they appeared far less widespread. T-Mobile and Verizon said their networks were unaffected by AT&T's service outage and customers reporting outages may have been unable to reach customers who use AT&T.

Thursday morning, more than 74,000 AT&T customers reported outages on digital-service tracking site DownDetector, with service disruptions beginning around 4 am ET. That's not a comprehensive number: It tracks only self-reported outages. Reports had been rising steadily throughout the morning but leveled off in the 9 am ET hour. By 12:30 pm ET, the DownDetector data showed some 25,000 AT&T customers still reporting outages. By 2 pm ET, fewer than 5,000 customers were still reporting issues. Earlier Thursday, AT&T acknowledged that it had a widespread outage but did not provide a reason for the system failure. By late morning, AT&T said most of its network was back online, and it confirmed Thursday afternoon that service was fully restored. According to an anonymous industry source, the issue for the outage appears to be related to how cellular services hand off calls from one network to the next, a process known as peering. They said there's no indication that it was the result of a cyberattack or other malicious activity.

The FCC confirmed that it is investigating the incident. "We are aware of the reported wireless outages, and our Public Safety and Homeland Security Bureau is actively investigating," the FCC said in a statement posted on X. "We are in touch with AT&T and public safety authorities, including FirstNet, as well as other providers."

According to Neuralink founder Elon Musk, the first human received an implant from the brain-chip startup on Sunday and is recovering well. "Initial results show promising neuron spike detection," Musk added. Reuters reports: The U.S. Food and Drug Administration had given the company clearance last year to conduct its first trial to test its implant on humans. The startup's PRIME Study is a trial for its wireless brain-computer interface to evaluate the safety of the implant and surgical robot. The study will assess the functionality of the interface which enables people with quadriplegia, or paralysis of all four limbs, to control devices with their thoughts, according to the company's website.

At CES 2023, a startup called Displace introduced their "truly wireless" TV with swappable batteries and a vacuum suction system that can keep the display adhered to walls without traditional mounting. To address concerns about what would happen when those batteries become depleted or when the wall/surface the TV is mounted to cracks, Displace says it has designed a built-in landing gear safety system to protect the $3,000 wireless TV. The Verge reports: Here, friends, is where Displace's "self-lowering landing gear technology" comes in. And I'm just going to quote directly from the press release so you can get the full rundown on how it supposedly works: "Sensors within the Displace TV constantly measure the battery level and pressure in the vacuum suction system, analyze the wall's surface, and check leakage on the vacuum pumps. If the vacuum pumps are in danger of not maintaining a seal or the wall's integrity falters, the Displace TV automatically deploys four quick adhesives for stability and initiates a self-lowering landing gear system. The adhesives work as anchor points, as the Displace TV begins to lower itself gently on a zipline (from as high as 10 feet) and deploys a reusable foam at the bottom to protect the TV screen."

When a problem is detected, the Displace attaches an adhesive frame onto the wall and begins lowering the display to the floor (with rope) from that frame. As all of this is happening, the TV generates a lot of sound and even flashing lights in an attempt to keep the area clear of children or animals. Once it's safely on the ground, you can pull the frame off the wall and reinsert it into the back of the TV. [...] The self-landing technology works at heights of up to 10 feet. When you're ready to put the TV back in its place, you just push the foam feet back into the TV, replace the adhesive tapes, and that's it. You can watch a demo of the safety system on YouTube.

An anonymous reader quotes a report from TechCrunch: The National Highway Traffic Safety Administration (NHTSA) said Tuesday automakers can comply with a Massachusetts Right to Repair law, reversing a previous directive to ignore the state legislation. Massachusetts's Right to Repair law was a ballot initiative that passed overwhelmingly in 2020. The law requires auto manufacturers that sell cars in the state to equip vehicles with a standardized open data platform so that owners and independent mechanics can access telematics data for repairs, maintenance and diagnostics. In June 2023, NHTSA told automakers they needn't comply with the law, citing hacking concerns. The agency claimed sharing vehicle data would enable criminals to steal data or take control of cars remotely.

NHTSA now says the law can roll out, with some caveats. Automakers can safely share diagnostic data with independent mechanics using short-range wireless technology. Long-range wireless signals, though, could potentially allow hackers to send dangerous commands to moving vehicles. The auto safety agency also said automakers should be allowed "a reasonable period of time" to put the technology in place. "[The U.S. Department of Transportation] strongly supports the right to repair and is eager to promote consumers' ability to choose independent or DIY repairs without compromising safety to themselves or others on our nation's roads," said Ben Halle, director of public affairs at USDOT. "The clarifications contained in the exchange of letters between state and federal partners ensure a path forward to promote competition and give consumers more options, while mitigating a dangerous risk to safety."

Microsoft is extending the repairability program it introduced for its Surface PC products to include replacement parts for its Xbox Wireless Controller and Xbox Elite Controller Series 2 products. Neowin reports: The page on the Microsoft Store site shows that replacement parts are available for the top case for both versions of the controller, along with replacement buttons. In addition, Microsoft is selling Replacement Input PCBA boards for those Xbox controllers, along with the Replacement PCBA and Motor Assembly parts as well. The parts do come with a one-year warranty.

In a new support page, Microsoft makes it clear that these parts should only be purchased and used for Xbox controllers that are out of their normal warranty period. On another support page, the company adds: "These types of repairs require moderate technical skill, and are suited for enthusiasts, professionals, or those with prior experience in electronic disassembly. If this is your first attempt at performing a repair, use caution and follow our safety recommendations and step-by-step instructions."

Microsoft also says that certain tools, which are not directly sold by the company, will be needed to replace and repair the controllers. They include a plastic pry tool, TR8 and T5 Torx screwdriver bits and plastic tweezers. Microsoft does offer PDF files (PDF) and even offers YouTube video tutorials for repairing the Xbox Wireless Controller and the Xbox Elite Wireless Controller Series 2.

The July 1 deadline for the US airline industry came and went, and not much happened. "We're not aware of any disruptions specifically related to 5G over the weekend," wrote Ian Petchenik, director of communications for Flightradar24, on Monday. Mike Dano writes via Light Reading: Petchenik noted the flight-tracking company does not specifically collect data on the types of issues that delay flights. Regardless, the situation is remarkable considering warnings of "major disruptions," "chaos" and the possibility that "the nation's commerce will grind to a halt" if 5G gets too close to airplanes in the US. Broadly, the high-stakes standoff between the US wireless industry and the airline industry -- which kicked into high gear just over a year ago -- appears to be something that both sides now mostly want to forget.

US aviation safety regulators intend to require passenger and cargo aircraft to meet requirements by early next year for navigation gear to deal with potentially unsafe interference from 5G mobile-phone signals. Bloomberg reports: The equipment is needed because the newer wireless signals are on frequencies near those used by planes' radio altimeters, which determine altitude over ground and can cause them to malfunction, the Federal Aviation Administration has found. Wireless companies are eager for a solution because they paid the government more than $80 billion for the new airwaves. The changes would need to be made by Feb. 1, 2024, the agency said in a notice (PDF) Monday.

The FAA said it couldn't rule out interference from 5G signals for about 100 incidents of aircraft navigation equipment issuing erroneous data. Such situations will increase as telecommunications providers expand 5G coverage throughout the US, the FAA said. [...] The FAA estimates that out of 7,993 US-registered aircraft that would need revisions, approximately 180 would require radio altimeter replacements and 820 would require the addition of filters to comply with the proposed order, at an estimated cost of as much as $26 million.

Jamming and spoofing attacks can cripple GPS connections entirely or make something appear in the wrong location, causing disruption and safety issues. Just ask Russia. From a report: New data analysis reveals that multiple major Russian cities appear to have faced widespread GPS disruption during the past week. The signal interference follows Ukraine launching long-range drone attacks deep into Russian territory, and it may act as a way to potentially stop drones that rely upon GPS for navigation, experts say. The GPS interference has "expanded on a scale that hasn't been seen before," says Erik Kannike, a program manager at Estonian defense intelligence firm SensusQ who has been monitoring the situation. "What we're seeing now, since about a week ago, is GPS jamming bubbles covering hundreds if not thousands of kilometers around tactical cities."

The GPS issues were first spotted by the monitoring system GPSJam, which uses data from planes to track problems with the satellite navigation system. The website has logged an increasing number of GPS disturbances in the Russian cities of Saratov, Volgograd, and Penza since the start of December. All of the cities are in Eastern Russia and within hundreds of kilometers of the border with Ukraine. On December 5, GPSJam logged a limited amount of GPS interference in Russia -- the majority of registered interference took place around Moscow, where the Kremlin for years has tampered with GPS connections. However, since December 11, multiple areas of the country have faced GPS disruption, data gathered by GPSJam shows. In addition, wireless data analytics firm Aurora Insight measured an increase in GPS signal levels in the area at the start of December -- a sign that potential GPS interference could have happened.

Apple AirTags "are allowed on Lufthansa flights," Lufthansa announced this week — the opposite of their position last Sunday, remembers SFGate: The airline insisted the tech was "dangerous" and referred to International Civil Aviation Organization guidelines (set by the United Nations's specialized agency that recommends air transport policy) stipulating that baggage trackers are subject to the dangerous goods regulations. ["Furthermore, due to their transmission function, the trackers must be deactivated during the flight if they are in checked baggage," Lufthansa added on Twitter, "and cannot be used as a result"]
Ars Technica reports on the public relations debacle that then ensued: Outcry, close reading of the relevant sections (part 2, section C) of ICAO guidelines, and accusations of ulterior motives immediately followed. AppleInsider noted that the regulations are meant for lithium-ion batteries that could be accidentally activated; AirTag batteries are not lithium-ion, are encased, and are commonly used in watches, which have not been banned by any airline. The site also spoke with "multiple international aviation experts" who saw no such ban in ICAO regulations. One expert told the site the ban was "a way to stop Lufthansa from being embarrassed by lost luggage...."

Numerous people pointed out that Lufthansa, in its online World Shop, sells Apple AirTags. One Ars staffer noted that Lufthansa had previously dabbled in selling a smart luggage tag, one that specifically used RFID and BLE to program an e-ink display with flight information. On Tuesday, Apple told numerous publications that it, too, disagreed with Lufthansa's interpretation. It went unsaid but was strongly implied that a company that is often the world's largest by revenue would take something like air travel regulations into consideration when designing portable find-your-object devices....

Representatives from the Federal Aviation Administration and Transportation Security Administration said early this week that Bluetooth-based trackers were allowed in checked luggage. The European Union Aviation Safety Agency said its regulations could "not in itself ban or allow" trackers, but airlines could determine their own guidelines.

On Wednesday, Lufthansa walked back the policy under the cover of "The German Aviation Authorities (Luftfahrtbundesamt)," which the airline said in a tweet "shared our risk assessment, that tracking devices with very low battery and transmission power in checked luggage do not pose a safety risk." This would seem to imply either that Lufthansa was acting on that authority's ruling without having previously mentioned it, or that Lufthansa had acted on its own and has now found an outside actor to approve their undoing.

UPDATE: Lufthansa has since reversed their position, and now says Apple AirTags "are allowed on Lufthansa flights, according to SFGate. But only after their earlier remarks stirred up a lot of consternation.

Slashdot's original story appears below:


Citing rules issued by the International Civil Aviation Organization (ICAO), German airliner Lufthansa says it is banning activated Apple AirTags from luggage "as they are classified as dangerous and need to be turned off." Slashdot reader AmiMoJo first shared the news with us. The New York Times reports: Lufthansa, a German airline, set off confusion recently after telling passengers that they could not use trackers like Apple AirTags in checked baggage because of international guidelines for personal electronic devices. Apple rejected that interpretation on Tuesday, saying its trackers comply with all regulations. It does not appear that any other airlines are requiring passengers to turn off the trackers, which have become popular as a way to find lost baggage.

Lufthansa found itself in the middle of the issue when reports surfaced in the German news media that the devices were prohibited. Though Lufthansa said it has no desire to prohibit the devices that it deemed safe, the airline seems to have stepped in a mess based on the reading of obscure international guidelines and regulations, with no clear consensus on what is and is not allowed in Europe.

Lufthansa said on Sunday on Twitter that the trackers must be deactivated in checked baggage on its flights, citing the International Civil Aviation Organization's guidelines for dangerous goods as well as the trackers' "transmission function." Shutting off the trackers renders them useless. The airline has not issued a specific policy prohibiting baggage trackers. Rather, it says it is at the mercy of the rules. On Tuesday, the airline said it was "in close contact with the respective institutions to find a solution as quickly as possible." It also indicated its own examination saw no danger from their use. "The Lufthansa Group has conducted its own risk assessment with the result that tracking devices with very low battery and transmission power in checked luggage do not pose a safety risk," said Martin Leutke, a Lufthansa spokesman. "We have never issued a ban on devices like that. It is on the authorities to adapt regulations that right now limit the use of these devices for airline passengers in checked luggage."

In its statement, Apple said that AirTags are "compliant with international airline travel safety regulations for carry-on and checked baggage."