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Too many em dashes? Weird words like ‘delves’? Spotting text written by ChatGPT is still more art than science

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Language experts fare no better than everyday people.
Aitor Diago/Moment via Getty Images

Too many em dashes? Weird words like ‘delves’? Spotting text written by ChatGPT is still more art than science

Roger J. Kreuz, University of Memphis

People are now routinely using chatbots to write computer code, summarize articles and books, or solicit advice. But these chatbots are also employed to quickly generate text from scratch, with some users passing off the words as their own.

This has, not surprisingly, created headaches for teachers tasked with evaluating their students’ written work. It’s also created issues for people seeking advice on forums like Reddit, or consulting product reviews before making a purchase.

Over the past few years, researchers have been exploring whether it’s even possible to distinguish human writing from artificial intelligence-generated text. But the best strategies to distinguish between the two may come from the chatbots themselves.

Too good to be human?

Several recent studies have highlighted just how difficult it is to determine whether text was generated by a human or a chatbot.

Research participants recruited for a 2021 online study, for example, were unable to distinguish between human- and ChatGPT-generated stories, news articles and recipes.

Language experts fare no better. In a 2023 study, editorial board members for top linguistics journals were unable to determine which article abstracts had been written by humans and which were generated by ChatGPT. And a 2024 study found that 94% of undergraduate exams written by ChatGPT went undetected by graders at a British university.

Clearly, humans aren’t very good at this.

A commonly held belief is that rare or unusual words can serve as “tells” regarding authorship, just as a poker player might somehow give away that they hold a winning hand.

Researchers have, in fact, documented a dramatic increase in relatively uncommon words, such as “delves” or “crucial,” in articles published in scientific journals over the past couple of years. This suggests that unusual terms could serve as tells that generative AI has been used. It also implies that some researchers are actively using bots to write or edit parts of their submissions to academic journals. Whether this practice reflects wrongdoing is up for debate.

In another study, researchers asked people about characteristics they associate with chatbot-generated text. Many participants pointed to the excessive use of em dashes – an elongated dash used to set off text or serve as a break in thought – as one marker of computer-generated output. But even in this study, the participants’ rate of AI detection was only marginally better than chance.

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Given such poor performance, why do so many people believe that em dashes are a clear tell for chatbots? Perhaps it’s because this form of punctuation is primarily employed by experienced writers. In other words, people may believe that writing that is “too good” must be artificially generated.

But if people can’t intuitively tell the difference, perhaps there are other methods for determining human versus artificial authorship.

Stylometry to the rescue?

Some answers may be found in the field of stylometry, in which researchers employ statistical methods to detect variations in the writing styles of authors.

I’m a cognitive scientist who authored a book on the history of stylometric techniques. In it, I document how researchers developed methods to establish authorship in contested cases, or to determine who may have written anonymous texts.

One tool for determining authorship was proposed by the Australian scholar John Burrows. He developed Burrows’ Delta, a computerized technique that examines the relative frequency of common words, as opposed to rare ones, that appear in different texts.

It may seem counterintuitive to think that someone’s use of words like “the,” “and” or “to” can determine authorship, but the technique has been impressively effective.

Black-and-white photographic portrait of young woman with short hair seated and posing for the camera. ChatGPT
A stylometric technique called Burrow’s Delta was used to identify LaSalle Corbell Pickett as the author of love letters attributed to her deceased husband, Confederate Gen. George Pickett.
Encyclopedia Virginia

Burrows’ Delta, for example, was used to establish that Ruth Plumly Thompson, L. Frank Baum’s successor, was the author of a disputed book in the “Wizard of Oz” series. It was also used to determine that love letters attributed to Confederate Gen. George Pickett were actually the inventions of his widow, LaSalle Corbell Pickett.

A major drawback of Burrows’ Delta and similar techniques is that they require a fairly large amount of text to reliably distinguish between authors. A 2016 study found that at least 1,000 words from each author may be required. A relatively short student essay, therefore, wouldn’t provide enough input for a statistical technique to work its attribution magic.

More recent work has made use of what are known as BERT language models, which are trained on large amounts of human- and chatbot-generated text. The models learn the patterns that are common in each type of writing, and they can be much more discriminating than people: The best ones are between 80% and 98% accurate.

However, these machine-learning models are “black boxes” – that is, we don’t really know which features of texts are responsible for their impressive abilities. Researchers are actively trying to find ways to make sense of them, but for now, it isn’t clear whether the models are detecting specific, reliable signals that humans can look for on their own.

A moving target

Another challenge for identifying bot-generated text is that the models themselves are constantly changing – sometimes in major ways.

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Early in 2025, for example, users began to express concerns that ChatGPT had become overly obsequious, with mundane queries deemed “amazing” or “fantastic.” OpenAI addressed the issue by rolling back some changes it had made.

Of course, the writing style of a human author may change over time as well, but it typically does so more gradually.

At some point, I wondered what the bots had to say for themselves. I asked ChatGPT-4o: “How can I tell if some prose was generated by ChatGPT? Does it have any ‘tells,’ such as characteristic word choice or punctuation?”

The bot admitted that distinguishing human from nonhuman prose “can be tricky.” Nevertheless, it did provide me with a 10-item list, replete with examples.

These included the use of hedges – words like “often” and “generally” – as well as redundancy, an overreliance on lists and a “polished, neutral tone.” It did mention “predictable vocabulary,” which included certain adjectives such as “significant” and “notable,” along with academic terms like “implication” and “complexity.” However, though it noted that these features of chatbot-generated text are common, it concluded that “none are definitive on their own.”

Chatbots are known to hallucinate, or make factual errors.

But when it comes to talking about themselves, they appear to be surprisingly perceptive.

Roger J. Kreuz, Associate Dean and Professor of Psychology, University of Memphis

This article is republished from The Conversation under a Creative Commons license. Read the original article.

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FAA Certifies Boeing 737-7: What It Means for Airlines and the 737 MAX Program

The FAA has certified Boeing’s new 737-7, clearing the smallest 737 MAX variant for service as Boeing and Southwest prepare for first deliveries.

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The U.S. Federal Aviation Administration has certified Boeing’s new 737-7, granting the company an amended type certificate that clears the smallest member of the 737 MAX family for commercial service. The milestone closes a multi-year certification effort and puts the focus on execution: Boeing and launch customer Southwest Airlines say preparations are underway to support first deliveries.

For STM Daily News readers, the headline isn’t just “another plane gets approved.” It’s a signal that Boeing has now cleared a key MAX variant designed for long-range flexibility in a smaller footprint—an aircraft type airlines can use to open or defend routes where demand is strong, but not strong enough to justify a larger narrowbody.

What FAA certification means

An amended type certificate means the FAA has approved the 737-7’s design as compliant with commercial aviation regulations. In practical terms, certification allows airlines to place the aircraft into revenue service once deliveries begin and operator-specific steps—training, manuals, maintenance programs, and entry-into-service planning—are completed.

Boeing also said the FAA updated Boeing Production Certificate No. 700 (PC 700) to include the 737-7, supporting production and delivery activities.

Why the 737-7 matters in the MAX lineup

Boeing positions the 737-7 as the smallest and longest-range member of the 737 MAX family. The company says it typically seats 135 to 160 passengers in a two-class configuration and offers a range of up to 3,800 nautical miles (7,040 km). That combination matters because it gives airlines more options to fly longer “thin” routes—markets where frequency and reach matter more than packing in additional seats.

Boeing also highlights performance for operations out of high-altitude airports and in hot climates, where takeoff performance and payload-range tradeoffs can shape fleet decisions.

Efficiency claims: fuel, emissions, and noise

Boeing says the 737-7, like other 737 MAX jets, reduces fuel use and CO2 emissions by 20% and cuts the noise footprint by 50% compared to the airplanes it typically replaces. For airlines, those improvements typically show up in two ways:

  • Route economics: lower fuel burn can improve margins on longer sectors and reduce exposure to fuel-price swings.
  • Operational constraints: quieter aircraft can help with airport noise requirements and community pressure, while lower emissions support sustainability targets.

Inside the certification effort

Boeing said the certification program began in 2018 and included more than 1,000 hours of flight and ground testing, extensive system safety analysis, and human factors reviews. The company also noted an updated engine anti-ice system to address a potential condition discovered during flight testing.

Boeing Commercial Airplanes President and CEO Stephanie Pope called the certification “important” validation of the airplane’s design and the work of the MAX development team. Mike Sinnett, senior vice president of Product Strategy, Product Development and Development Programs, said Boeing held regular discussions with the FAA and that the process has sharpened the company’s understanding of current regulatory requirements—knowledge Boeing expects will accelerate future development with a renewed emphasis on human factors, safety, and quality.

What to watch next

With certification complete, the next phase is about delivery timing and real-world deployment.

  1. First deliveries to Southwest: Boeing and Southwest are preparing for delivery of the first airplane, including updates to final configuration.
  2. Production stability: certification removes a major hurdle, but supply chain health and production cadence will determine how quickly the 737-7 shows up in airline schedules.
  3. The 737-10 timeline: Boeing reiterated it is working to certify the 737-10 this year, keeping attention on how quickly the final MAX variant clears regulatory review.

The bigger MAX picture

Boeing said the 737 MAX family order book stands at more than 7,200 airplanes, with more than 2,300 delivered through the end of June 2026. The 737-7’s certification adds another deliverable product to that portfolio—one aimed at airlines that want long range without stepping up to a larger gauge.

Bottom line

FAA certification of the 737-7 is a meaningful milestone for Boeing and for airlines looking for a smaller narrowbody with long-range capability. The real test now is operational: turning certification into on-time deliveries and reliable entry into service—while the industry watches Boeing’s push to certify the 737-10.

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Source:

Boeing (PRNewswire), Aug. 3, 2026 — “U.S. FAA certifies new Boeing 737-7 airplane.”

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Nature

What in the Heck Is a Sweat Bee? Turns Out, My Wife Wasn’t Making It Up

My wife Rebecca said she thought a sweat bee stung her. I thought she was making it up. Turns out, sweat bees are very real—and their strange name actually makes perfect sense.

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Sweat Bee on my wife’s arm. Image Credit: Adobe Firefly

It started with a conversation with my wife, Rebecca.

She mentioned that she thought she’d been stung by something called a sweat bee.”

My immediate reaction was basically:

“What in the heck is a sweat bee?”

I’ll admit it. For a moment, I thought she was making the whole thing up. 😂

A sweat bee? Really?

It sounded like one of those names somebody invents when they don’t know what actually stung them.

“It wasn’t a regular bee. It was a… uh… sweat bee!”

So naturally, I asked ChatGPT the same question: What in the heck is a sweat bee?

Well, Rebecca gets this round.

Sweat bees are absolutely real.

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And Yes, They’re Interested in Your Sweat

Sweat bees belong primarily to the Halictidae family, a large group of generally small bees found around the world.

Some are rather ordinary-looking little insects, while others are surprisingly flashy, sporting metallic shades of green, blue, bronze or gold.

But here’s where they earned that wonderfully unfortunate name.

Some sweat bees are attracted to human perspiration.

They’re not after you because they’re angry, and they’re certainly not tiny vampire bees. They’re interested in the salt and minerals in your sweat.

In other words, after you’ve been outside working, gardening, exercising or simply trying to survive a hot summer afternoon, a sweat bee may look at you and think:

“Hey! Free electrolytes!”

Wait…They Can Sting Too?

Unfortunately for Rebecca, there’s another part of her story that checks out.

Female sweat bees can sting.

They’re generally not aggressive and aren’t flying around looking for people to attack. But if one gets trapped against your skin, squeezed or swatted, it may defend itself.

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Their sting is generally considered relatively mild compared with those of many other bees and wasps—but “relatively mild” probably isn’t much consolation when you’re the person who just got stung.

So, Rebecca, I officially withdraw my skepticism.

Mostly.

Don’t Declare War on Them

As annoying as having a tiny bee land on your sweaty arm might be, sweat bees are actually beneficial insects.

They’re important pollinators, visiting wildflowers, garden plants and agricultural crops and carrying pollen from flower to flower.

So if one lands on you, gently brushing or blowing it away is probably a better idea than swatting it against your skin.

And that’s today’s unexpected nature lesson.

Sweat bees are real.

They really are attracted to sweat.

The females really can sting.

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And, perhaps most importantly…

My wife was right.

There. I said it.

I’m sure I’ll never hear the end of this one. 😂

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Joby Aviation and Toyota kick off manufacturing alliance to scale electric air taxi production

Joby Aviation and Toyota launch a joint venture to improve productivity, quality, and cost as they prepare to scale electric air taxi production.

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Joby Aviation and Toyota Motor Corporation have launched the initial phase of a strategic manufacturing alliance aimed at accelerating commercial production of electric air taxis—an early step the companies say is designed to make “air mobility for all” a practical, everyday reality.

Announced June 30, 2026, the partnership formalizes a new joint venture that will combine Joby’s electric aviation development with Toyota’s production systems and operational expertise. The near-term focus: building the groundwork for commercial production while pushing improvements in productivity, quality, and cost—key factors as the industry moves from prototypes to scaled manufacturing.

Joby Aviation and Toyota launch a joint venture to improve productivity, quality, and cost as they prepare to scale electric air taxi production.
Joby Aviation and Toyota Motor Corporation Launch Initial Phase of a Strategic Manufacturing Alliance to Realize Air Mobility for All

What the joint venture is designed to do

According to the companies, the alliance will initially concentrate on:

  • Establishing the foundation for commercial production capability
  • Advancing manufacturing excellence with an emphasis on productivity, quality, and cost
  • Supporting expansion of Joby’s production capacity as it works toward aircraft certification and prepares for anticipated demand

The announcement positions Toyota’s manufacturing playbook—known globally for lean production and continuous improvement—as a lever to help Joby move from development into repeatable, high-quality output at scale.

Why it matters: eVTOLs need scale, not just flight tests

Electric vertical take-off and landing (eVTOL) aircraft have become one of the most closely watched bets in next-generation transportation, but the path to viable air taxi services depends on more than successful test flights. Certification timelines, supply chain readiness, and the ability to produce aircraft consistently (and affordably) are often what separates promising technology from commercial reality.

By forming a joint venture focused on manufacturing readiness, Joby and Toyota are signaling that the next competitive frontier is industrialization—how quickly and reliably eVTOL aircraft can be built to meet safety standards and market demand.

Related Links for Further reading

  1. Joby Aviation (official): https://www.jobyaviation.com
  2. Joby Investor Relations / News (official updates & filings): https://ir.jobyaviation.com
  3. Toyota Newsroom (official): https://www.toyotanewsroom.com
  4. Toyota Global (corporate overview): https://global.toyota/en
  5. FAA Advanced Air Mobility / Air Taxis (context): https://www.faa.gov/air-taxis

What executives are saying

Joby founder and CEO JoeBen Bevirt emphasized the long-running relationship between the companies, calling the joint venture a reflection of shared confidence in the opportunity ahead.

“Toyota has been by Joby’s side for nearly a decade, providing invaluable guidance and support as we built the foundation for manufacturing our aircraft,” Bevirt said. “Together, we share a vision of making aerial mobility an everyday reality.”

Toyota Motor Corporation Chairman Akio Toyoda framed air mobility as an extension of the company’s broader mission.

“Since our founding, we’ve been guided by the philosophy of providing mobility for all,” Toyoda said, adding that Toyota views air mobility as “a natural extension of that philosophy—from the ground into the sky.”

About the companies

Joby Aviation (NYSE: JOBY) is a California-based transportation company developing an all-electric eVTOL air taxi. The company intends to operate its own air taxi service in cities worldwide and sell aircraft to other operators and partners.

Toyota (NYSE: TM) has operated in North America for nearly 70 years and says it is focused on sustainable, next-generation mobility through Toyota and Lexus brands. Toyota reports nearly 64,000 employees in North America, 14 manufacturing plants, and more than 1,800 dealerships. The company also noted that its North Carolina plant began assembling automotive batteries for electrified vehicles in 2025.

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What to watch for next

For readers tracking the air taxi sector, the next milestones will likely center on:

  • Details on how the joint venture will be structured operationally
  • Updates on Joby’s certification progress and production ramp timelines
  • Signs of how manufacturing improvements translate into cost reductions and throughput
  • Additional agreements or expanded collaboration as the alliance progresses

While the companies highlighted expected benefits, they also noted the usual forward-looking risks—such as regulatory certification timelines, market conditions, and the ability to finalize additional agreements.

Source: Toyota Motor North America / PRNewswire (June 30, 2026)

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