The building at Berchtesgarden, Germany, known as the "Eagle's Nest" (not to be confused with Hitler's "Berghof" residence nearby), burned down on the 23rd of October 2026. The police suspect arson and have arrested a suspect who was moved to a psychiatric facility. The building will be rebuilt. Most of it had been used as a memorial/museum, a small part served as a restaurant.

Nobody got hurt, reasons are unclear. Although there was some good efforts by the tug boats to stop worse.

Full story available at https://www.nytimes.com/interactive/2026/10/20/world/americas/venezuela-public-housing-flawed-construction-earthquakes.html

Since the monorail is remotely controlled from an operational cabin, the driver probably didn't see the crane above the tracks. The accident occurred this morning.

When Las Palmas reopened, Pan Am 1736 tried to taxi and found the way blocked by KLM 4805, which stood between it and the entrance to the runway. The KLM had just decided to refuel, 55,500 litres, which took about half an hour. By the time both jumbos moved, low cloud was rolling across Los Rodeos. "We can hold clear here, if he'd let us," the Pan Am captain said in his cockpit; they were sent down the runway behind the KLM.

From the Spanish accident report and ALPA's 1978 study. Full documentary from the record: https://youtu.be/SFEFUGNRy2g

The two planes, piloted by Leonard Fuller and Jack Hewson, respectively, were undergoing navigation exercises with Hewson's plane behind fuller. During the exercise, both planes entered a turn, causing Hewson's Anson to end up underneath Fuller's instead of behind it. Fuller lost sight of the other plane and while trying to find it, both planes collided, Fuller's Anson slamming on top of Hewson's.

Normally, this would spell doom for all four men across both planes but instead, both planes locked together. The propellors on the top Anson chewed into the fuselage and one of the wings of the bottom Anson before the engines quit. The damage from the collision had knocked out the lower Anson's controls but the engines were still going. The top Anson's engines had failed but the plane could still steer. Fuller, knowing he was the only one with any control over the situation, ordered his and Hewson's navigators, along with Hewson himself, to bail out. Fuller immediately began looking for a safe place to land the planes since the engines on the lower plane kept cutting out as they were handling twice the weight they were designed for. He knew he had his work cut out for him as he was landing a plane he wasn't even sitting in. Soon spotting a large grassy field, he bought the planes down and, despite not having access to any landing gear, made a landing so smooth that even he was surprised.

The freak accident and miraculous outcome became a world-wide news story. Fuller was credited with avoiding any damage to Brocklesby but also saving 40'000 Australian pounds (approximately AU$4.7 million today) of military hardware, as the top aircraft were able to be fully repaired and put back into service. Fuller himself was promoted to Sergeant. Sadly, he was killed in 1944 after being hit by a bus while riding his bicycle.

In 2007, during Australia Day, the town of Brocklesby unveiled a memorial to the accident, consisting of a mounted Avro Anson engine, with propellor.

The Tay Bridge in Dundee, Scotland collapsed during a violent storm, sending a passenger train and 75 people into the Firth of Tay. It had been open for less than two years.

The bridge was designed by Thomas Bouch, who was knighted after its completion. The knighthood aged poorly.

The Court of Inquiry found the bridge was "badly designed, badly constructed, and badly maintained." A rare hat trick of failure. Some of the key issues:

1. Wind loading was essentially ignored in the design. Bouch later claimed he had used 10 psf for wind pressure, but evidence suggested even that was applied inconsistently or not at all. For context, the Board of Trade recommended 56 psf after the disaster. The bridge's tall "high girder" spans were particularly vulnerable since they acted like sails.

2. The cast iron columns had serious quality problems. Many had blowholes and defects from the foundry, and rather than being rejected, they were filled with a putty called "Beaumont egg" and painted over. Inspectors either missed or ignored this.

3. The bracing was inadequate. The diagonal tie bars connecting the columns were secured with cotters and gibs that were found loose throughout the standing portions of the bridge after the collapse. Maintenance was basically nonexistent.

4. The lugs cast into the columns for bracing connections were undersized and brittle. Several fractured lugs were found, and the design placed critical tensile loads through cast iron, which is notoriously weak in tension.

5. There were warning signs. The bridge had been observed swaying and vibrating during normal train crossings. Passengers reported unease. A speed limit was imposed but poorly enforced. Bouch apparently dismissed the oscillations as acceptable.

What makes this one stick with me is how many people had to look the other way for it to happen. The designer, the foundry, the inspectors, the railway company. Everyone had a reason to keep moving forward and nobody wanted to be the one to stop the train, literally.

Modern engineering was still in its infancy at this time. So it’s a littler easier to mark some of this up as teething problems in modern industrial society, …. Maybe. I made a calendar project with events like these every month. Check my bio.

Source of the pictures here, here, here and here

"A man slips out of his seat and he turns sideways and he's flipping in the air, he comes down and he slams down on our cart...We felt his thud. People reached trying to grab him...we couldn't." Horrified riders who were on the Goliath roller coaster at a Six Flags in Georgia say they will never be able to forget what they witnessed.