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SpaceX Starlink competitor OneWeb misled the FCC, media with false “near-miss” narrative
In the latest trials and tribulations of a SpaceX Starlink competitor that went bankrupt after spending $3 billion to launch just 74 small internet satellites, it appears that OneWeb knowingly misled both media and US regulators over a claimed “near-miss” with a Starlink satellite.
Back on April 9th, OneWeb went public with claims that SpaceX had mishandled its response to a routine satellite collision avoidance warning from the US military, which monitors the location of satellites and space debris. According to OneWeb government affairs chief Chris McLaughlin, SpaceX disabled an automated system designed to detect and automatically command Starlink satellite collision avoidance maneuvers to let OneWeb move its satellite instead. McLaughlin also stated that “Coordination is the issue – it is not sufficient to say ‘I’ve got an automated system.’”
He also recently criticized the maneuverability of Starlink satellites, claiming that “Starlink’s engineers said they couldn’t do anything to avoid a collision and switched off the collision avoidance system so OneWeb could maneuver around the Starlink satellite without interference.” As it turns out, OneWeb’s “near-miss” appears to have been a farce and the company scrambled to promise to retract those statements in an April 20th meeting with the FCC and SpaceX.
In far more egregious comments made on April 20th to the Wall Street Journal, a publication with a long history of blindly disseminating anti-SpaceX rhetoric, McLaughlin likened OneWeb’s satellites to “Ford Focus” cars and attempted to lambast Starlink satellites by comparing them to “Teslas: They launch them and then they have to upgrade and fix them, or even replace them altogether.”
Over the past 17 months, SpaceX has launched more than 1380 operational Starlink v1.0 satellites, some 870 of which are operational. Another ~440 are in the process of reaching operational orbits. All told, some 1365 are still in orbit and around 1345 of those satellites are working as expected for a total Starlink v1.0 failure rate of roughly 2.5%. As is SpaceX’s bread and butter, however, reliability has been continuously improving and of ~960 Starlink satellites launched over the last ~12 months, the overall failure rate has dropped to less than 1% – an almost threefold improvement.
After exiting bankruptcy last November, OneWeb has completed just two more launches for a total of 140 operational satellites in orbit of a planned ~650. Operating at a much higher ~1200 km (~750 mi) orbit, any failure of OneWeb satellites would produce debris that could remain in orbit for decades, whereas SpaceX has explicitly chosen much lower ~550 km (~340 mi) orbits, meaning that debris reenters in a matter of years. At Starlink’s sub-300-kilometer (~185 mi) insertion orbit, any faulty satellites screened during SpaceX’s checkout process reenter in a matter of days or weeks thanks to drag from Earth’s atmosphere.
The first phase of SpaceX’s Starlink constellation will require approximately 4400 satellites in low Earth orbit (LEO) and the company is already almost a third of the way to that milestone. A second phase could see those numbers grow as high as ~12,000, followed by a third phase with more than 40,000 satellites much further down the road. Relative to OneWeb, Starlink is dramatically more ambitious and each SpaceX satellite offers superior bandwidth and latency in a bid to blanket the Earth in affordable, high-quality broadband internet.
Of course, as a consequence of needing so many satellites to build out a network with enough bandwidth to serve tens to hundreds of millions of people, there is an obvious risk that unreliable satellites could make LEO a much more challenging place to operate for both SpaceX and the rest of the world. It also demands an entirely new approach to collision avoidance given the impracticality of human operators manually managing a fleet of thousands – or tens of thousands – of satellites.
Towards that end, SpaceX is developing an autonomous collision avoidance system – though virtually nothing is known about that system outside of the company, creating a far from optimal situation for all other satellite operators. Nevertheless, aside from one publicized avoidance maneuver in 2019, SpaceX appears to be quickly becoming a responsible and (mostly) transparent operator and custodian.
In an apparent attempt to capitalize on vague fears of “space debris” and satellite collisions, OneWeb – or perhaps just McLaughlin – took it upon itself to consciously misconstrue a routine, professional process of collision-avoidance coordination between OneWeb and SpaceX. McLaughlin ran a gauntlet of media outlets to drag SpaceX through the mud and criticize both the company’s technology and response, ultimately claiming that SpaceX’s Starlink satellite was incapable of maneuvering out of the way.
Instead, according to a precise, evidenced timeline of events presented by SpaceX to the FCC, the coordination was routine, uneventful, and entirely successful. OneWeb itself explicitly asked SpaceX to disable its autonomous collision avoidance software and allow the company to maneuver its own satellite out of the way after SpaceX made it clear that the Starlink spacecraft could also manage the task. The event was neither “urgent” or a “close call,” as OneWeb and media outlets later claimed. SpaceX says it has been coordinating similar avoidance maneuvers with OneWeb since March 2020.
Most damningly, SpaceX says that immediately after OneWeb disseminated misleading quotes about the event to the media, “OneWeb met with [FCC] staff and Commissioners [to demand that] unilateral conditions [be] placed on SpaceX’s operations.” Those conditions could have actually made coordination harder, “demonstrating more of a concern with limiting [OneWeb’s] competitors than with a genuine concern for space safety.” Crucially, despite lobbying to restrict its competitors, “OneWeb [has] argued forcefully that [it] should be exempt from Commission rules for orbital debris mitigation due to their status as non-U.S. operators.”
In simple terms, OneWeb is trying to exploit the FCC to suppress its competition while letting it roam free of the exact same regulations. Meanwhile, SpaceX is focused on launching satellites and serving tens of thousands of beta customers as Starlink speeds towards virtually uninterrupted global coverage barely a year and a half after operational launches began – all while coordinating with dozens of other satellite operators to be the best ‘neighbor’ it can be in space.
Tesla is being sued by the family of the woman who was killed in a Texas crash involving a Model 3. The driver, who is also being sued, claimed the vehicle was operating on Autopilot mode, but Tesla executives have come out challenging that claim, stating that the driver of the vehicle overrode the system.
The lawsuit was filed by 76-year-old Martha Avila’s daughter and her husband, who allege a “design defect” involving a Tesla and a failure to warn. The suit alleges negligence against Tesla and the driver, Michael Butler.
Butler “stated he was operating with an automated driving assistance system engaged at the time of the crash,” the Harris County Sheriff’s Office said in a statement. He showed no signs of intoxication and was cooperative, the Sheriff’s Office said, according to NBC News.
Just after reports of the crash and numerous headlines that immediately blamed Tesla’s Autopilot suite, both Tesla CEO Elon Musk and Head of AI Ashok Elluswamy challenged that. Musk said the crash made “no sense” given that Tesla Autopilot and Full Self-Driving do not travel at the speeds the door cameras captured the car traveling at, which Tesla says was 73 MPH.
Tesla finally clarifies fatal Texas crash, confirms driver manually overrode acceleration
Elluswamy also revealed that Tesla data showed Butler overrode the system by pressing the accelerator to 100%, and that the pedal was compressed fully even after the car had crashed. Tesla has not released this data to the public, likely because it is communicating with agencies like the NHTSA on an investigation.
The suit uses a Washington Post analysis of government data that “identified at least 17 fatal incidents linked to Tesla Autopilot.”
This is far from the first time an accident has been blamed on Autopilot. A fatal crash in Texas was blamed on Autopilot several years ago, but when Tesla released data to the NTSB, which was investigating the crash, Autopilot was not available where the crash occurred, and Autosteer was never enabled, meaning the car was manually controlled at the time of the accident.
“Application of the accelerator pedal was found to be as high as 98.8 percent,” the NTSB said in their findings. The highest recorded speed in the five seconds leading up to the impact was 67 miles per hour. The area where the crash occurred is residential, and Texas State laws… pic.twitter.com/XGD97NHVZ2
— TESLARATI (@Teslarati) March 18, 2026
More information on the accident will be released as Tesla works with agencies to find the cause of the crash. From personal experience, it is hard to imagine Tesla Autopilot or FSD operating in this manner. It drives sometimes too cautiously in residential areas in parking lots, at least in my experience. Speeding happens, but at this rate in this type of area, it is hard to believe.
We look forward to more details being released with time.
The Insurance Institute for Highway Safety (IIHS) has awarded the 2025-2026 Tesla Cybertruck crew cab pickup its highest honor: Top Safety Pick+. This marks the Cybertruck as the only full-size pickup to achieve this distinction in recent evaluations.
The award applies specifically to vehicles built after April 2025, following structural upgrades including front underbody reinforcements and footwell modifications.
These changes enabled strong performance in updated crash tests. The Cybertruck earned “Good” ratings in the small overlap front (driver and passenger sides), updated moderate overlap front, and updated side tests—core requirements for the Top Safety Pick+ designation.
It also secured acceptable or good headlights across trims and a “Good” rating for its standard front crash prevention system in pedestrian scenarios, along with acceptable or good performance in vehicle-to-vehicle testing.
The Cybertruck avoided every single pedestrian collision, including:
- Daytime child crossing
- Nightitime adult crossing
- Night parallel adult
In IIHS pedestrian front crash prevention tests, @Cybertruck avoided every single collision – daytime, nighttime & different angles
It was also the only pickup to earn Top Safety Pick+ (highest award) in 2026https://t.co/BNPqT9TbsW pic.twitter.com/M6nwDisBFK
— Tesla (@Tesla) June 24, 2026
In the large pickup category, competitors such as the Toyota Tundra received only a standard Top Safety Pick, while the Ford F-150 and Ram 1500 did not qualify for either award. This positions the Cybertruck as a standout in occupant protection and crash avoidance among its peers.
Credit: IIHS
Ironically, the same vehicle celebrated for superior U.S. safety performance remains banned from public roads in the United Kingdom and much of Europe. Regulators there cite the Cybertruck’s sharp external edges and highly rigid stainless-steel construction as failing pedestrian-protection standards. European and UK rules require rounded surfaces on protruding parts to minimize injury risk in collisions with vulnerable road users.
Critics also point to the truck’s substantial weight and unyielding body structure, which some argue could transfer more force to other vehicles or pedestrians rather than absorbing it.
Tesla’s engineering philosophy underpins the Cybertruck’s strong IIHS results. The vehicle features a distinctive stainless-steel exoskeleton made from ultra-hard 30X cold-rolled stainless steel. This provides exceptional structural rigidity and a robust safety cage that resists deformation in side impacts and rollovers.
Engineers designed integrated load paths to channel crash forces away from the occupant compartment while allowing controlled energy absorption in key zones. Post-April 2025 refinements to the front underbody further optimized performance in overlap crashes.
Complementing the passive structure is Tesla’s advanced active safety suite, including the standard Collision Avoidance Assist system with automatic emergency braking. This contributed directly to the vehicle’s strong front crash prevention scores. The skateboard platform and low center of gravity also enhance stability and handling, reducing the likelihood of certain crashes.
The IIHS recognition highlights how Tesla’s combination of high-strength materials, structural innovation, and software-driven safety systems can deliver top-tier protection in rigorous testing. While global regulatory differences on design and pedestrian interaction continue to limit the Cybertruck’s availability outside North America, its U.S. safety credentials set a new benchmark for full-size pickups.
Elon Musk
SpaceX’s newest Starmind will make earth data centers obsolete
Elon Musk confirmed Starmind as SpaceX’s AI satellite constellation name, targeting one million orbital compute nodes.
Elon Musk confirmed that Starmind will be the official name of SpaceX’s planned AI satellite constellation, following a trademark filing by xAI that surfaced earlier this week. Starmind is what’s being described to the FCC as a constellation of up to one million AI satellites
It’s worth noting that SpaceX’s Starlink communication satellite and Starmind are built on the same orbital infrastructure concept but serve entirely different purposes. Starlink is a connectivity network, with satellites receiving and relaying data between points on Earth, and functioning as a high-speed internet backbone in space. The satellites themselves do not process or think, and move information from one place to another, the same function a fiber cable performs underground.
SpaceX just forced Verizon, AT&T and T-Mobile to team up for the first time in history
Starmind, on the other hand, is something completely different, and tather than moving data, its satellites would compute data through artificial intelligence and directly in orbit using onboard processors powered by large solar arrays. Where a Starlink satellite is essentially a very fast pipe, a Starmind satellite is a server. The practical implication is that Starmind would allow AI models to run inference, process queries, and generate outputs from space, then beam results down to users anywhere on Earth within milliseconds, and without the data ever needing to travel to a terrestrial data center.
Starship will be able to carry 30 to 50 AI1 satellites per launch, delivering the equivalent of dozens of server racks per flight, with no land acquisition, no power grid approval, and no cooling infrastructure required on the ground.
SpaceX is pursuing this new technology as terrestrial data centers are running into hard limits such as lack of physical space, community opposition, and power and water consumption at a scale that is increasingly difficult to permit. Space has unlimited solar power, natural vacuum cooling, and no zoning boards. Musk said in a June 8 video presentation that he expects space to become the lowest-cost location to deploy AI compute within two to three years. Two AI1 prototypes are scheduled to launch in early 2027, with volume production targeted for the end of that year at a new facility called Gigasat.
The real world applications Starmind enables extend well beyond powering Grok. A constellation of orbiting AI processors could run inference workloads for any paying customer, anywhere on Earth, with latency measured in milliseconds rather than the seconds associated with ground-based cloud routing across continents. Starmind, if it scales as described, would make SpaceX the landlord of AI compute the same way Starlink made it the landlord of satellite internet.
Tesla and driver sued by family of woman killed in Texas crash: what we know
Tesla Cybertruck is officially the safest pickup, IIHS says
