Fancy airplane seats have officially reached their peak! I mean, what’s next? A personal butler serving caviar at 30,000 feet? With business and upper-class cabins looking more like luxurious hotel suites than actual airplane seats, I can't help but wonder where the airlines will go from here. Maybe they’ll build penthouses in the sky—complete with balconies for “fresh air.” Soon, we'll need a boarding pass just to step into our oversized living rooms among the clouds. Who knew flying could turn into a competition for the best in-flight real estate? #LuxuryTravel #AirplaneSeats #AviationHumor #FlyingHigh #SkySuites

AI researchers have recently been asking themselves a version of the question, “Is that really Zuck?”As first reported by Bloomberg, the Meta CEO has been personally asking top AI talent to join his new “superintelligence” AI lab and reboot Llama. His recruiting process typically goes like this: a cold outreach via email or WhatsApp that cites the recruit’s work history and requests a 15-minute chat. Dozens of researchers have gotten these kinds of messages at Google alone. For those who do agree to hear his pitch, Zuckerberg highlights the latitude they’ll have to make risky bets, the scale of Meta’s products, and the money he’s prepared to invest in the infrastructure to support them. He makes clear that this new team will be empowered and sit with him at Meta’s headquarters, where I’m told the desks have already been rearranged for the incoming team.Most of the headlines so far have focused on the eye-popping compensation packages Zuckerberg is offering, some of which are well into the eight-figure range. As I’ve covered before, hiring the best AI researcher is like hiring a star basketball player: there are very few of them, and you have to pay up. Case in point: Zuckerberg basically just paid 14 Instagrams to hire away Scale AI CEO Alexandr Wang. It’s easily the most expensive hire of all time, dwarfing the billions that Google spent to rehire Noam Shazeer and his core team from Character.AI. “Opportunities of this magnitude often come at a cost,” Wang wrote in his note to employees this week. “In this instance, that cost is my departure.”Zuckerberg’s recruiting spree is already starting to rattle his competitors. The day before his offer deadline for some senior OpenAI employees, Sam Altman dropped an essay proclaiming that “before anything else, we are a superintelligence research company.” And after Zuckerberg tried to hire DeepMind CTO Koray Kavukcuoglu, he was given a larger SVP title and now reports directly to Google CEO Sundar Pichai. I expect Wang to have the title of “chief AI officer” at Meta when the new lab is announced. Jack Rae, a principal researcher from DeepMind who has signed on, will lead pre-training. Meta certainly needs a reset. According to my sources, Llama has fallen so far behind that Meta’s product teams have recently discussed using AI models from other companies. Meta’s internal coding tool for engineers, however, is already using Claude. While Meta’s existing AI researchers have good reason to be looking over their shoulders, Zuckerberg’s billion investment in Scale is making many longtime employees, or Scaliens, quite wealthy. They were popping champagne in the office this morning. Then, Wang held his last all-hands meeting to say goodbye and cried. He didn’t mention what he would be doing at Meta. I expect his new team will be unveiled within the next few weeks after Zuckerberg gets a critical number of members to officially sign on. Tim Cook. Getty Images / The VergeApple’s AI problemApple is accustomed to being on top of the tech industry, and for good reason: the company has enjoyed a nearly unrivaled run of dominance. After spending time at Apple HQ this week for WWDC, I’m not sure that its leaders appreciate the meteorite that is heading their way. The hubris they display suggests they don’t understand how AI is fundamentally changing how people use and build software.Heading into the keynote on Monday, everyone knew not to expect the revamped Siri that had been promised the previous year. Apple, to its credit, acknowledged that it dropped the ball there, and it sounds like a large language model rebuild of Siri is very much underway and coming in 2026.The AI industry moves much faster than Apple’s release schedule, though. By the time Siri is perhaps good enough to keep pace, it will have to contend with the lock-in that OpenAI and others are building through their memory features. Apple and OpenAI are currently partners, but both companies want to ultimately control the interface for interacting with AI, which puts them on a collision course. Apple’s decision to let developers use its own, on-device foundational models for free in their apps sounds strategically smart, but unfortunately, the models look far from leading. Apple ran its own benchmarks, which aren’t impressive, and has confirmed a measly context window of 4,096 tokens. It’s also saying that the models will be updated alongside its operating systems — a snail’s pace compared to how quickly AI companies move. I’d be surprised if any serious developers use these Apple models, although I can see them being helpful to indie devs who are just getting started and don’t want to spend on the leading cloud models. I don’t think most people care about the privacy angle that Apple is claiming as a differentiator; they are already sharing their darkest secrets with ChatGPT and other assistants. Some of the new Apple Intelligence features I demoed this week were impressive, such as live language translation for calls. Mostly, I came away with the impression that the company is heavily leaning on its ChatGPT partnership as a stopgap until Apple Intelligence and Siri are both where they need to be. AI probably isn’t a near-term risk to Apple’s business. No one has shipped anything close to the contextually aware Siri that was demoed at last year’s WWDC. People will continue to buy Apple hardware for a long time, even after Sam Altman and Jony Ive announce their first AI device for ChatGPT next year. AR glasses aren’t going mainstream anytime soon either, although we can expect to see more eyewear from Meta, Google, and Snap over the coming year. In aggregate, these AI-powered devices could begin to siphon away engagement from the iPhone, but I don’t see people fully replacing their smartphones for a long time. The bigger question after this week is whether Apple has what it takes to rise to the occasion and culturally reset itself for the AI era. I would have loved to hear Tim Cook address this issue directly, but the only interview he did for WWDC was a cover story in Variety about the company’s new F1 movie.ElsewhereAI agents are coming. I recently caught up with Databricks CEO Ali Ghodsi ahead of his company’s annual developer conference this week in San Francisco. Given Databricks’ position, he has a unique, bird’s-eye view of where things are headed for AI. He doesn’t envision a near-term future where AI agents completely automate real-world tasks, but he does predict a wave of startups over the next year that will come close to completing actions in areas such as travel booking. He thinks humans will needto approve what an agent does before it goes off and completes a task. “We have most of the airplanes flying automated, and we still want pilots in there.”Buyouts are the new normal at Google. That much is clear after this week’s rollout of the “voluntary exit program” in core engineering, the Search organization, and some other divisions. In his internal memo, Search SVP Nick Fox was clear that management thinks buyouts have been successful in other parts of the company that have tried them. In a separate memo I saw, engineering exec Jen Fitzpatrick called the buyouts an “opportunity to create internal mobility and fresh growth opportunities.” Google appears to be attempting a cultural reset, which will be a challenging task for a company of its size. We’ll see if it can pull it off. Evan Spiegel wants help with AR glasses. I doubt that his announcement that consumer glasses are coming next year was solely aimed at AR developers. Telegraphing the plan and announcing that Snap has spent billion on hardware to date feels more aimed at potential partners that want to make a bigger glasses play, such as Google. A strategic investment could help insulate Snap from the pain of the stock market. A full acquisition may not be off the table, either. When he was recently asked if he’d be open to a sale, Spiegel didn’t shut it down like he always has, but instead said he’d “consider anything” that helps the company “create the next computing platform.”Link listMore to click on:If you haven’t already, don’t forget to subscribe to The Verge, which includes unlimited access to Command Line and all of our reporting.As always, I welcome your feedback, especially if you’re an AI researcher fielding a juicy job offer. You can respond here or ping me securely on Signal.Thanks for subscribing.See More: #inside #mark #zuckerbergs #hiring #spree

Researchers from the US-based University of Massachusetts Amherst, in collaboration with the Massachusetts Institute of TechnologyDepartment of Mechanical Engineering, have applied cold spray to repair the deteriorating “Brown Bridge” in Great Barrington, built in 1949. The project marks the first known use of this method on bridge infrastructure and aims to evaluate its effectiveness as a faster, more cost-effective, and less disruptive alternative to conventional repair techniques. “Now that we’ve completed this proof-of-concept repair, we see a clear path to a solution that is much faster, less costly, easier, and less invasive,” said Simos Gerasimidis, associate professor of civil and environmental engineering at the University of Massachusetts Amherst. “To our knowledge, this is a first. Of course, there is some R&D that needs to be developed, but this is a huge milestone to that,” he added. The pilot project is also a collaboration with the Massachusetts Department of Transportation, the Massachusetts Technology Collaborative, the U.S. Department of Transportation, and the Federal Highway Administration. It was supported by the Massachusetts Manufacturing Innovation Initiative, which provided essential equipment for the demonstration. Members of the UMass Amherst and MIT Department of Mechanical Engineering research team, led by Simos Gerasimidis. Photo via UMass Amherst. Tackling America’s Bridge Crisis with Cold Spray Technology Nearly half of the bridges across the United States are in “fair” condition, while 6.8% are classified as “poor,” according to the 2025 Report Card for America’s Infrastructure. In Massachusetts, about 9% of the state’s 5,295 bridges are considered structurally deficient. The costs of restoring this infrastructure are projected to exceed billion—well beyond current funding levels.  The cold spray method consists of propelling metal powder particles at high velocity onto the beam’s surface. Successive applications build up additional layers, helping restore its thickness and structural integrity. This method has successfully been used to repair large structures such as submarines, airplanes, and ships, but this marks the first instance of its application to a bridge. One of cold spray’s key advantages is its ability to be deployed with minimal traffic disruption.  “Every time you do repairs on a bridge you have to block traffic, you have to make traffic controls for substantial amounts of time,” explained Gerasimidis. “This will allow us toon this actual bridge while cars are going.” To enhance precision, the research team integrated 3D LiDAR scanning technology into the process. Unlike visual inspections, which can be subjective and time-consuming, LiDAR creates high-resolution digital models that pinpoint areas of corrosion. This allows teams to develop targeted repair plans and deposit materials only where needed—reducing waste and potentially extending a bridge’s lifespan. Next steps: Testing Cold-Sprayed Repairs The bridge is scheduled for demolition in the coming years. When that happens, researchers will retrieve the repaired sections for further analysis. They plan to assess the durability, corrosion resistance, and mechanical performance of the cold-sprayed steel in real-world conditions, comparing it to results from laboratory tests. “This is a tremendous collaboration where cutting-edge technology is brought to address a critical need for infrastructure in the commonwealth and across the United States,” said John Hart, Class of 1922 Professor in the Department of Mechanical Engineering at MIT. “I think we’re just at the beginning of a digital transformation of bridge inspection, repair and maintenance, among many other important use cases.” 3D Printing for Infrastructure Repairs Beyond cold spray techniques, other innovative 3D printing methods are emerging to address construction repair challenges. For example, researchers at University College Londonhave developed an asphalt 3D printer specifically designed to repair road cracks and potholes. “The material properties of 3D printed asphalt are tunable, and combined with the flexibility and efficiency of the printing platform, this technique offers a compelling new design approach to the maintenance of infrastructure,” the UCL team explained. Similarly, in 2018, Cintec, a Wales-based international structural engineering firm, contributed to restoring the historic Government building known as the Red House in the Republic of Trinidad and Tobago. This project, managed by Cintec’s North American branch, marked the first use of additive manufacturing within sacrificial structures. It also featured the installation of what are claimed to be the longest reinforcement anchors ever inserted into a structure—measuring an impressive 36.52 meters. Join our Additive Manufacturing Advantageevent on July 10th, where AM leaders from Aerospace, Space, and Defense come together to share mission-critical insights. Online and free to attend.Secure your spot now. Who won the2024 3D Printing Industry Awards? Subscribe to the 3D Printing Industry newsletterto keep up with the latest 3D printing news. You can also follow us onLinkedIn, and subscribe to the 3D Printing Industry Youtube channel to access more exclusive content. Featured image shows members of the UMass Amherst and MIT Department of Mechanical Engineering research team, led by Simos Gerasimidis. Photo via UMass Amherst. #umass #mit #test #cold #spray

Air travel is such a common part of modern life that it’s easy to forget all the miraculous technology and communication infrastructure required to do it safely. But recent crashes, including near Washington, DC, and in San Diego — not to mention multiple near misses — have left many fliers wondering: Is it still safe to fly?That concern is particularly acute at Newark Liberty International Airport in New Jersey, which has recently experienced several frightening incidents and near misses in as radio and radar systems have gone dark. This has left an under-staffed and overworked group of air traffic controllers to manage a system moving at a frenetic pace with no room for error.Andrew Tangel, an aviation reporter for the Wall Street Journal, recently spoke to Jonathan Stewart, a Newark air traffic controller. In early May, Stewart experienced a brief loss of the systems showing him the locations of the many planes was directing. When the systems came back online, he realized there’d almost been a major crash.According to Tangel, Stewart “sent off a fiery memo to his managers, complaining about how he was put in that situation, which he felt he was being set up for failure.” Stewart now is taking trauma leave because of the stresses of the job. After many delayed flights, United Airlines just announced that it will move some of its flights to nearby John F. Kennedy International Airport. To understand how we arrived at our current aviation crisis, Today, Explained co-host Sean Rameswaram spoke with Darryl Campbell, an aviation safety writer for The Verge.Below is an excerpt of their conversation, edited for length and clarity. There’s much more in the full episode, so listen to Today, Explained wherever you get your podcasts, including Apple Podcasts, Pandora, and Spotify. You recently wrote about all these issues with flying for The Verge — and your take was that this isn’t just a Newark, New Jersey, problem. It’s systemic. Why?You’ve probably seen some of the news articles about it, and it’s really only in the last couple months because everybody’s been paying attention to aviation safety that people are really saying, Oh my gosh!Newark airport is losing the ability to see airplanes. They’re losing radar for minutes at a time, and that’s not something you want to hear when you have airplanes flying towards each other at 300 miles an hour. So it is rightfully very concerning. But the thing is, what’s been happening at Newark has actually been happening for almost a decade and a half in fits and starts. It’ll get really bad, and then it’ll get better again. Now we’re seeing a combination of air traffic control problems; we’re seeing a combination of infrastructure problems, and they’ve got a runway that’s entirely shut down. And the way that I think about it is, while Newark is its own special case today, all of the problems that it’s facing, other than the runway, are problems that every single airport in the entire country is going to be facing over the next five to 10 years, and so we’re really getting a preview of what’s going to happen if we don’t see some drastic change in the way that the air traffic control system is maintained.We heard about some of these issues after the crash at DCA outside Washington. What exactly is going on with air traffic controllers?The first problem is just one of staff retention and training. On the one hand, the air traffic control system and the people who work there are a pretty dedicated bunch, but it takes a long time to get to the point where you’re actually entrusted with airplanes. It can be up to four years of training from the moment that you decide, Okay, I want to be an air traffic controller. Couple that with the fact that these are government employees and like many other agencies, they haven’t really gotten the cost-of-living increases to keep pace with the actual cost of living, especially in places like the New York and New Jersey area, where it’s just gone up way faster than in the rest of the country.This is bad at Newark, but you say it promises to get bad everywhere else too. The cost of living is still outpacing the replacement level at a lot of these air traffic control centers. And the washout rate is pretty high. We’ve seen the average staffing level at a lot of American airports get down below 85, 80 percent, which is really where the FAA wants it to be, and it’s getting worse over time. At Newark in particular, it’s down to about 58 percent as of the first quarter of this year. This is an emergency level of staffing at a baseline. And then on top of that, you have — in order to keep the airplanes going — people working mandatory overtime, mandatory six-days-a-week shifts, and that’s accelerating that burnout that naturally happens. There’s a lot of compression and a lot of bad things happening independently, but all at the same time in that kind of labor system that’s really making it difficult to both hire and retain qualified air traffic controllers.These sound like very fixable problems, Darryl. Are we trying to fix them? I know former reality TV star and Fox News correspondent — and transportation secretary, in this day and age — Sean Duffy has been out to Newark. He said this: “What we are going to do when we get the money. We have the plan. We actually have to build a brand new state-of-the-art, air traffic control system.”To his credit, they have announced some improvements on it. They’ve announced a lot of new funding for the FAA. They’ve announced an acceleration of hiring, but it’s just a short-term fix. To put it in context, the FAA’s budget usually allocates about billion in maintenance fees every year. And so they’ve announced a couple billion more dollars, but their backlog already is billion in maintenance. And these are things like replacing outdated systems, replacing buildings that are housing some of these radars, things that you really need to just get the system to where it should be operating today, let alone get ahead of the maintenance things that are going to happen over the next couple of years. It’s really this fight between the FAA and Congress to say, We’re going to do a lot today to fix these problems.And it works for a little while, but then three years down the road, the same problems are still occurring. You got that one-time shot of new money, but then the government cuts back again and again and again. And then you’re just putting out one fire, but not addressing the root cause of why there’s all this dry powder everywhere.People are canceling their flights into or out of Newark, but there are also all these smaller accidents we’re seeing, most recently in San Diego, where six people were killed when a Cessna crashed.How should people be feeling about that?There’s really no silver bullet and all the choices are not great to actively bad at baseline. Number one is you get the government to pay what it actually costs to run the air traffic control system. That empirically has not happened for decades, so I don’t know that we’re going to get to do it, especially under this administration, which is focused on cutting costs.The second thing is to pass on fees to fliers themselves. And it’s just like the conversation that Walmart’s having with tariffs — they don’t want to do it. When they try to pass it on to the customer, President Trump yells at them, and it’s just not a great situation. The third option is to reduce the number of flights in the sky. Part of this is that airlines are competing to have the most flights, the most convenient schedules, the most options. That’s led to this logjam at places like Newark, where you really have these constraints on it. Right before all of this stuff happens, Newark was serving about 80 airplanes an hour, so 80 landings and takeoffs. Today, the FAA’s actually started to admit restrictions on it, and now it’s closer to 56 flights an hour, and that’s probably the level that it can actually handle and not have these issues where you have planes in danger.But no airline wants to hear, Hey, you have to cut your flight schedule. We saw that with United: Their CEO was saying that the air traffic controllers who took trauma leave had “walked off the job,” which seemed to suggest that he didn’t think they should be taking trauma leave because you have to have more planes coming in. That’s a competitive disadvantage for him, but you also have to balance safety. It’s difficult to understand. It costs a lot of money to fix. This is your textbook “why governments fail” case study and it’s not really reassuring that in 24 hours I’m going to be in the middle of it again, trying to fly out of Newark.See More: #crisis #american #air #travel #explained

From holding up the bathroom line with your skincare routine to playing music without headphones, there are numerous etiquette mistakes people make when flying on airplanes.That's why Business Insider asked etiquette coach Mariah Grumet about the things passengers should avoid doing while on a flight.Here's what she had to say. Reclining your seat without regard for others Reclining your seat is OK, but be courteous to the person sitting behind you. Cherdchanok Treevanchai/Getty Images When — or whether — to recline your seat on a flight is a hot topic when it comes to plane etiquette.Grumet told BI that even though some may find it rude, she thinks passengers should be able to recline since they paid for their seats.However, she said passengers should still be mindful of the person sitting behind them when deciding when to recline.For example, Grumet advises against reclining if the person behind you has things on their tray. Stinking up the plane with food or grooming products Avoid bringing smelly food and toiletries on the plane. Stephen Schauer/Getty Images Grumet said it's really important to be mindful of anything with a strong scent.For example, if a passenger brings a tuna sandwich onto the plane, the smell can be disturbing to those around them.Grooming can come with extra smells, too. Items like nail polish or perfume could be distracting or irritating to fellow passengers, so Grumet advised leaving those at home. Being rude to parents Giving parents dirty looks can just add fuel to the fire. d3sign/Getty Images Young children may act out if they're hungry or exhausted from a long day. Even if the crying is annoying and disruptive, Grumet said it's important to be respectful to the parent."It's likely that the parent is already super embarrassed as is, and you don't want to add fuel to the fire by whispering or giving dirty looks," she said.This also applies to children who are a bit older. Grumet added that even if they're running down the aisle or doing something you think can be controlled, it's still important to be kind. Rushing to the front at the end of the flight Unless you have a connecting flight, always let those in front of you exit first. AlxeyPnferov/Getty Images "The most polite way to deboard a plane is to let the people in the front go first," Grumet told BI.However, she pointed out that many passengers try to rush to the front as quickly as possible.Even if you had a difficult flight, Grumet said you should allow those ahead of you to go first. The exception to this is if you're running to make a connecting flight.In that case, she advised notifying an airline staff member to help you get off the plane as quickly as possible.This story was originally published on August 22, 2024 and most recently updated on May 30, 2025. #mistakes #stop #making #plane #according

A new type of fuel cell that runs on sodium metal could one day help clean up sectors where it’s difficult to replace fossil fuels, like rail, regional aviation, and short-distance shipping. The device represents a departure from technologies like lithium-based batteries and is more similar conceptually to hydrogen fuel cell systems.  The sodium-air fuel cell was designed by a team led by Yet-Ming Chiang, a professor of materials science and engineering at MIT. It has a higher energy density than lithium-ion batteries and doesn’t require the super-cold temperatures or high pressures that hydrogen does, making it potentially more practical for transport. “I’m interested in sodium metal as an energy carrier of the future,” Chiang says.   The device’s design, published today in Joule, is related to the technology behind one of Chiang’s companies, Form Energy, which is building iron-air batteries for large energy storage installations like those that could help store wind and solar power on the grid. Form’s batteries rely on water, iron, and air. One technical challenge for metal-air batteries has historically been reversibility. A battery’s chemical reactions must be easily reversed so that in one direction they generate electricity, discharging the battery, and in the other electricity goes into the cell and the reverse reactions happen, charging it up. When a battery’s reactions produce a very stable product, it can be difficult to recharge the battery without losing capacity. To get around this problem, the team at Form had discussions about whether their batteries could be refuelable rather than rechargeable, Chiang says. The idea was that rather than reversing the reactions, they could simply run the system in one direction, add more starting material, and repeat.  Ultimately, Form chose a more traditional battery concept, but the idea stuck with Chiang, who decided to explore it with other metals and landed on the idea of a sodium-based fuel cell.  In this fuel cell format, the device takes in chemicals and runs reactions that generate electricity, after which the products get removed. Then fresh fuel is put in to run the whole thing again—no electrical charging required.Chiang and his colleagues set out to build a fuel cell that runs on liquid sodium, which could have a much higher energy density than existing commercial technologies, so it would be small and light enough to be used for things like regional airplanes or short-distance shipping. Sodium metal could be used to power regional planes or short distance shipping.GRETCHEN ERTL/MITTR The research team built small test cells to try out the concept and ran them to show that they could use the sodium-metal-based system to generate electricity. Since sodium becomes liquid at about 98 °C, the cells operated at moderate temperatures of between 110 °C and 130 °C, which could be practical for use on planes or ships, Chiang says.  From their work with these experimental devices, the researchers estimated that the energy density was about 1,200 watt-hours per kilogram. That’s much higher than what commercial lithium-ion batteries can reach today. Hydrogen fuel cells can achieve high energy density, but that requires the hydrogen to be stored at high pressures and often ultra-low temperatures. “It’s an interesting cell concept,” says Jürgen Janek, a professor at the Institute of Physical Chemistry at the University of Giessen in Germany, who was not involved in the research. There’s been previous research on sodium-air batteries in the past, Janek says, but using this sort of chemistry in a fuel cell instead is new. “One of the critical issues with this type of cell concept is the safety issue,” Janek says. Sodium metal reacts very strongly with water.. Asked about this issue, Chiang says the design of the cell ensures that water produced during reactions is continuously removed, so there’s not enough around to fuel harmful reactions. The solid electrolyte, a ceramic material, also helps prevent reactions between water and sodium, Chiang adds.  Another question is what happens to one of the cell’s products, sodium hydroxide. Commonly known as lye, it’s an industrial chemical, used in products like liquid drain-cleaning solution. One of the researchers’ suggestions is to dilute the product and release it into the atmosphere or ocean, where it would react with carbon dioxide, capturing it in a stable form and preventing it from contributing to global warming. There are groups pursuing field trials using this exact chemical for ocean-based carbon removal, though some have been met with controversy. The researchers also laid out the potential for a closed system, where the chemical could be collected and sold as a by-product. There are economic factors working in favor of sodium-based systems, though it would take some work to build up the necessary supply chains. Today, sodium metal isn’t produced at very high volumes. However, it can be made from sodium chloride, which is incredibly cheap. And it was produced more abundantly in the past, since it was used in the process of making leaded gasoline. So there’s a precedent for a larger supply chain, and it’s possible that scaling up production of sodium metal would make it cheap enough to use in fuel cell systems, Chiang says. Chiang has cofounded a company called Propel Aero to commercialize the research. The project received funding from ARPA-E’s Propel-1K program, which aims to develop new forms of high-power energy storage for aircraft, trains, and ships. The next step is to continue research to improve the cells’ performance and energy density, and to start designing small-scale systems. One potential early application is drones. “We’d like to make something fly within the next year,” Chiang says. “If people don’t find it crazy, I’ll be rather disappointed,” Chiang says. “Because if an idea doesn’t sound crazy at the beginning, it probably isn’t as revolutionary as you think. Fortunately, most people think I’m crazy on this one.” #new #sodium #metal #fuel #cell

drop it like it's hot The key to a successful egg drop experiment? Drop it on its side Eggs are less likely to crack when dropped horizontally vs. vertically, contradicting conventional wisdom. Jennifer Ouellette – May 26, 2025 11:05 am | 7 A physics teacher drops a package designed to protect three eggs from a fall of ten meters Credit: Ben Wildeboer/CC BY-SA 3.0 A physics teacher drops a package designed to protect three eggs from a fall of ten meters Credit: Ben Wildeboer/CC BY-SA 3.0 Story text Size Small Standard Large Width * Standard Wide Links Standard Orange * Subscribers only   Learn more Egg drop competitions are a staple of high school and college physics classes. The goal is for students to build a device using bubble wrap, straws, or various other materials designed to hold an egg and keep it intact after being dropped from a substantial height—say, ten meters. There's even a "naked egg" version in which a raw egg is dropped into a container below.  The competition is intended to teach students about structural mechanics and impact physics, and it is not an easy feat; most of the dropped eggs break. MIT engineering professor Tal Cohen decided to investigate why the failure rate was so high and reported her team's findings in a paper published in the journal Communications Physics. "The universal convention is that the egg should be in a vertical orientation when it hits the ground," Cohen told Physics Magazine. But their results from controlled trials simulating the egg drop challenge in the lab calls this conventional wisdom into question. It is not an unreasonable assumption to make. Another popular physics party trick is to walk on several cartons of eggs without breaking them. Typically it only takes about five and a half pounds of force to crack a single eggshell, much less than the average adult human. As I wrote for Slate back in 2012, "The key is to align the eggs so that the narrow pole is pointing upward, and step in such a way to distribute your weight over the entire surface area, to avoid overloading any one eggshell."In fact, I noted at the time a surprisingly long history of scientific studies of eggshells and how cracks propagate, particularly in the 1950s and 1960s, when they served as useful models for failure analysis when building airplanes. The toughness comes from the egg shell's structure; it is made up mostly of calcium carbonatecrystals, similar to tooth enamel or sea shells,  embedded within a protein matrix. The egg shell is strengthened further by a thin inner collagen layer. This tends to keep damage localized as cracks spread little by little rather than one clean break. Chef instructor demonstrates the one-handed technique for cracking an egg in 1954's Sabrina. Paramount Pictures Chef instructor demonstrates the one-handed technique for cracking an egg in 1954's Sabrina. Paramount Pictures Sabrina needs a new egg. Paramount Pictures Sabrina needs a new egg. Paramount Pictures Chef instructor demonstrates the one-handed technique for cracking an egg in 1954's Sabrina. Paramount Pictures Sabrina needs a new egg. Paramount Pictures Cohen et al. give a shoutout in their introduction to Jonathan Swift's Gulliver's Travels, specifically the longstanding quarrel between the people of Lilliput and Blefuscu on the best orientation for cracking an egg. Of course, there is the classic chef's one-handed egg-cracking technique—immortalized in the 1954 romantic comedy, Sabrina—which involves holding the egg between the fingers and thumb and rapping the edge sharply against the rim of the bowl to achieve a clean break. Alas, this usually ends in a crushed eggy mess when attempted by amateurs.MIT scientists have previously studied precisely how much force to apply to the center of an egg. Specifically, the scientists devised a mathematical formula linking the ovoid geometry of the eggshell and its rigidity—a property that, along with strength, accounts for how much force a given object can withstand before breaking. It's the narrow tip that is the most crack-resistant part of the egg, since the shell becomes more rigid the more the egg curves. That's why pressing down on both the bottom and top of an egg with your fingers won't work. But turn the egg horizontally and press right at the center, and the shell cracks easily. Stiffness vs. toughness So what's going on with these latest MIT findings? To find out, Cohen et al. bought 180 chicken eggs—Costco's Kirkland Signature brand— and conducted their own egg drop experiments in the lab. They dropped 60 eggs each from three different heightsonto a hard surface in three different orientations: horizontal, vertical on the sharp end, and vertical on the blunt end. They also subjected an additional 60 eggs to compression tests to determine the force required to break the eggs in both the vertical and horizontal orientations. Experimental snapshots for verticaland horizontalegg drops. Credit: A. Sutanto et al., 2025 The results: over half of the eggs broke when dropped vertically from an 8-millimeterheight, regardless of which end of the egg was pointing downwards. Yet less than ten percent of the horiztonally-dropped eggs broke. The eggs broke when the force exceeded 45 Newtons, an impressive per-egg load bearing capacity that is independent of its orientation. There was a key difference, however, between how vertically and horizontally  squeezed eggs deformed in the compression experiments—namely, the former deformed less than the latter. The shell's greater rigidity along its long axis was an advantage because the heavy load was distributed over the surface.But the authors found that this advantage when under static compression proved to be a disadvantage when dropping eggs from a height, with the horizontal position emerging as the optimal orientation.  It comes down to the difference between stiffness—how much force is needed to deform the egg—and toughness, i.e., how much energy the egg can absorb before it cracks. Cohen et al.'s experiments showed that eggs are tougher when loaded horizontally along their equator, and stiffer when compressed vertically, suggesting that "an egg dropped on its equator can likely sustain greater drop heights without cracking," they wrote. "Even if eggs could sustain a higher force when loaded in the vertical direction, it does not necessarily imply that they are less likely to break when dropped in that orientation. In contrast to static loading, to remain intact following a dynamic impact, a body must be able to absorb all of its kinetic energy by transferring it into reversible deformation." "Eggs need to be tough, not stiff, in order to survive a fall," Cohen et al. concluded, pointing to our intuitive understanding that we should bend our knees rather than lock them into a straightened position when landing after a jump, for example. "Our results and analysis serve as a cautionary tale about how language can affect our understanding of a system, and improper framing of a problem can lead to misunderstanding and miseducation." DOI: Communications Physics, 2025. 10.1038/s42005-025-02087-0  . Jennifer Ouellette Senior Writer Jennifer Ouellette Senior Writer Jennifer is a senior writer at Ars Technica with a particular focus on where science meets culture, covering everything from physics and related interdisciplinary topics to her favorite films and TV series. Jennifer lives in Baltimore with her spouse, physicist Sean M. Carroll, and their two cats, Ariel and Caliban. 7 Comments #key #successful #egg #drop #experiment