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E25: Testing first, implementation after complete technical approval. E25 fuel is currently undergoing detailed research, vehicle-compatibility checks and long-term technical evaluation. Automobile manufacturers are assessing its performance across different engines, fuel systems and vehicle models. A nationwide timeline will be considered only after experts and manufacturers complete these evaluations... show more

Ajit Doval ᴾᵃʳᵒᵈʸ🇮🇳

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27,885 views • 2 months ago •via X (Twitter)

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The ARAI study gave India’s automobile industry the technical roadmap needed for E20 readiness. It identified specific components, including rubber hoses and engine seals, where material upgrades could improve long-term compatibility. These findings helped manufacturers strengthen vehicle design, refine components and prepare for wider ethanol adoption. This detailed engineering process supported India’s transition towards cleaner fuel with greater technical confidence. Research guided the industry. Engineering enabled the transition. E20 is driving India towards cleaner mobility and stronger energy security. #E20 #ARAI #CleanMobility #EngineeringInnovation #EnergySecurity

The ARAI study gave India’s automobile industry the technical roadmap needed for E20 readiness. It identified specific components, including rubber hoses and engine seals, where material upgrades could improve long-term compatibility. These findings helped manufacturers strengthen vehicle design, refine components and prepare for wider ethanol adoption. This detailed engineering process supported India’s transition towards cleaner fuel with greater technical confidence. Research guided the industry. Engineering enabled the transition. E20 is driving India towards cleaner mobility and stronger energy security. #E20 #ARAI #CleanMobility #EngineeringInnovation #EnergySecurity

Meme Farmer

22,048 views • 2 months ago

E20 and engine health—let the facts speak. Millions of vehicles are serviced across India every year, and real-world service experience supports the use of E20 in compatible vehicles. E20 has been introduced after scientific testing, technical evaluation and extensive vehicle assessment. It represents India’s move towards cleaner fuel, stronger energy security and a more self-reliant future. Trust science. Choose facts. Drive India forward. #E20 #EngineHealth #FactCheck #CleanMobility #AtmanirbharBharat

E20 and engine health—let the facts speak. Millions of vehicles are serviced across India every year, and real-world service experience supports the use of E20 in compatible vehicles. E20 has been introduced after scientific testing, technical evaluation and extensive vehicle assessment. It represents India’s move towards cleaner fuel, stronger energy security and a more self-reliant future. Trust science. Choose facts. Drive India forward. #E20 #EngineHealth #FactCheck #CleanMobility #AtmanirbharBharat

Ambuj

20,583 views • 2 months ago

#WATCH | Delhi | Union Minister for Petroleum and Natural Gas Hardeep Singh Puri says, "...There are 20 crore two-wheelers on the road and 20 lakh four-wheelers using this fuel. The automobile manufacturers, as well as the people who service these vehicles, all say there is no difficulty. Why this sudden interest? We have been using E15 (blend of 15% ethanol and 80% petrol) for the last three and a half years. We have been on E20 (blend of 20% ethanol and 80% petrol) since April of last year. From April 2025 to April 2026, it has already been one year, and we are now another five months beyond that. If someone is suggesting E25 (blend of 25% ethanol and 80% petrol), we have made it clear that we are conducting tests. Those tests will take time. Once the reports are available, we will evaluate them. Then we will discuss the findings with the stakeholders and the automobile manufacturers. After all, I neither manufacture the cars nor the fuel. The car manufacturers are comfortable with E20. Each one of them has made a statement to that effect. Consumers also appreciate the product. We have only begun the rollout of E85 (blend of 85% ethanol and 15% petrol), and that rollout will take some time because new petrol pumps and related infrastructure need to be put in place..."

#WATCH | Delhi | Union Minister for Petroleum and Natural Gas Hardeep Singh Puri says, "...There are 20 crore two-wheelers on the road and 20 lakh four-wheelers using this fuel. The automobile manufacturers, as well as the people who service these vehicles, all say there is no difficulty. Why this sudden interest? We have been using E15 (blend of 15% ethanol and 80% petrol) for the last three and a half years. We have been on E20 (blend of 20% ethanol and 80% petrol) since April of last year. From April 2025 to April 2026, it has already been one year, and we are now another five months beyond that. If someone is suggesting E25 (blend of 25% ethanol and 80% petrol), we have made it clear that we are conducting tests. Those tests will take time. Once the reports are available, we will evaluate them. Then we will discuss the findings with the stakeholders and the automobile manufacturers. After all, I neither manufacture the cars nor the fuel. The car manufacturers are comfortable with E20. Each one of them has made a statement to that effect. Consumers also appreciate the product. We have only begun the rollout of E85 (blend of 85% ethanol and 15% petrol), and that rollout will take some time because new petrol pumps and related infrastructure need to be put in place..."

ANI

143,322 views • 2 months ago

#WATCH | Delhi: On ethanol, Vikram Gulati, Country Head and Executive Vice President (Corporate Affairs and Governance) of Toyota Kirloskar Motor, says, "...I think there is a lot of misunderstanding about the fuel. For example, if you look at it from the automotive sector, there is a lot of myth that if you use E20 blended fuel, vehicles will get damaged. It's a myth. It doesn't happen this way. There's a lot of myth about the amount of mileage loss or the fuel efficiency loss. Yes, there is some fuel efficiency loss, no doubt. But it is not so big as it is being made out to be...E85 and E100, that is, 85% ethanol and 100 % ethanol, are not meant for regular cars. It is meant for a different type of technology, which is called a flex fuel vehicle. This vehicle can take any mix of ethanol. So people need not worry. E20 is the standard fuel that will be available, and it is compatible with old vehicles and new vehicles. All vehicles sold after 1st of April 2023 are fully materially compliant with E20. And people need to be reassured that in 2021, before we went into E20, there was a very detailed scientific study done by the leading automobile testing agency in the country, which is ARAI (Automotive Research Association of India). It clearly established that the possible damage to cars and two wheelers which are old is not there. It's very insignificant. And it also established that the fuel efficiency loss is to the extent of 2 to 4 per cent, not significant." On ethanol, he says, "As per the latest statistics from the government, the program so far has helped save 1.9 trillion rupees. Out of that, 1,60,000 crores has gone to farmers. So in the case of India, it's not only helped us to in some way mitigate the energy crisis, but it's also helped us to help the farmers...The reason why not just India, but many other countries are doing it is for energy security, for the agrarian economy, as well as for fighting climate change and environmental purposes."

#WATCH | Delhi: On ethanol, Vikram Gulati, Country Head and Executive Vice President (Corporate Affairs and Governance) of Toyota Kirloskar Motor, says, "...I think there is a lot of misunderstanding about the fuel. For example, if you look at it from the automotive sector, there is a lot of myth that if you use E20 blended fuel, vehicles will get damaged. It's a myth. It doesn't happen this way. There's a lot of myth about the amount of mileage loss or the fuel efficiency loss. Yes, there is some fuel efficiency loss, no doubt. But it is not so big as it is being made out to be...E85 and E100, that is, 85% ethanol and 100 % ethanol, are not meant for regular cars. It is meant for a different type of technology, which is called a flex fuel vehicle. This vehicle can take any mix of ethanol. So people need not worry. E20 is the standard fuel that will be available, and it is compatible with old vehicles and new vehicles. All vehicles sold after 1st of April 2023 are fully materially compliant with E20. And people need to be reassured that in 2021, before we went into E20, there was a very detailed scientific study done by the leading automobile testing agency in the country, which is ARAI (Automotive Research Association of India). It clearly established that the possible damage to cars and two wheelers which are old is not there. It's very insignificant. And it also established that the fuel efficiency loss is to the extent of 2 to 4 per cent, not significant." On ethanol, he says, "As per the latest statistics from the government, the program so far has helped save 1.9 trillion rupees. Out of that, 1,60,000 crores has gone to farmers. So in the case of India, it's not only helped us to in some way mitigate the energy crisis, but it's also helped us to help the farmers...The reason why not just India, but many other countries are doing it is for energy security, for the agrarian economy, as well as for fighting climate change and environmental purposes."

ANI

547,221 views • 2 months ago

As detailed in the Meta Movie Gen technical report, today we’re open sourcing Movie Gen Bench: two new media generation benchmarks that we hope will help to enable the AI research community to progress work on more capable audio and video generation models. Movie Gen Video Bench is the largest and most comprehensive benchmark ever released for evaluating text-to-video generation. It includes a collection of 1,000+ prompts that cover concepts ranging from detailed human activity to animals, physics, unusual subjects and more — with broad coverage across different motion levels. Movie Gen Audio Bench is a first-of-its-kind benchmark aimed at evaluating video-to-audio and (text+video)-to-audio generation. It includes 527 generated videos and associated sound effects and music prompts covering a diverse set of ambient environments and sound effects. To enable fair and easy comparison to our models for future works, these new benchmarks include non cherry-picked generated videos and audio from Movie Gen. In releasing these new benchmarks we hope to promote fair & extensive evaluations in media generation research to enable greater progress in this field.

As detailed in the Meta Movie Gen technical report, today we’re open sourcing Movie Gen Bench: two new media generation benchmarks that we hope will help to enable the AI research community to progress work on more capable audio and video generation models. Movie Gen Video Bench is the largest and most comprehensive benchmark ever released for evaluating text-to-video generation. It includes a collection of 1,000+ prompts that cover concepts ranging from detailed human activity to animals, physics, unusual subjects and more — with broad coverage across different motion levels. Movie Gen Audio Bench is a first-of-its-kind benchmark aimed at evaluating video-to-audio and (text+video)-to-audio generation. It includes 527 generated videos and associated sound effects and music prompts covering a diverse set of ambient environments and sound effects. To enable fair and easy comparison to our models for future works, these new benchmarks include non cherry-picked generated videos and audio from Movie Gen. In releasing these new benchmarks we hope to promote fair & extensive evaluations in media generation research to enable greater progress in this field.

AI at Meta

156,273 views • 1 year ago

A preventable tragedy On This Day in 1967: Stockport air disaster (England). A British Midland C-4 [G-ALHG] crashes in Stockport, 72 of 84 aboard die. On a go-around, crew lost control after 2 engines failed. Investigation traced the issues to a known - but never addressed - design issue in the fuel system. More details here by ASN (video is from British Pathé) PROBABLE CAUSE: "The immediate cause of the accident was loss of power of both engines on the starboard side, resulting in control problems which prevented the pilot from maintaining height on the available power with one propeller windmilling. The loss of power of the first engine was due to fuel starvation due to inadvertent fuel transfer in flight. The loss of power of the second engine was due either to fuel starvation resulting from inadvertent fuel transfer in flight or to misidentification by the crew of which engine had failed followed by failure to restore power in time to the engine misidentified as having failed. Contributory causes of the accident were: (a) The design of the fuel valves and location in the cockpit of their actuating levers, so that a failure by the pilot correctly to position the lever by an amount so small as to be easy to do and difficult to recognize would result in inadvertent fuel transfer on a scale sufficient to involve the risk after a long flight of a tank expected to contain sufficient fuel being in fact empty. (b) Failure of those responsible for the design of the fuel system or the fuel valves to warn users that failure by a small amount to place the actuating levers in the proper position would result in inadvertent fuel transfer on a scale involving this risk after a long flight. (c) Failure of British Midland's air crew or engineers to recognize the possibility of inadvertent fuel transfer in the air from the evidence available in previous incidents in flight and contained in the fuel logs. (d) Failure of other operators of Argonauts who had learned by experience of the possibility of inadvertent fuel transfer in flight to inform the Air Registration Board, the Directorate of Flight Safety of the Board of Trade or its predecessors, or the United Kingdom Flight Safety Committee of the facts which they had learned so that these might be communicated to other operators of Argonauts and other aircraft equipped with similar systems and fuel cocks."

A preventable tragedy On This Day in 1967: Stockport air disaster (England). A British Midland C-4 [G-ALHG] crashes in Stockport, 72 of 84 aboard die. On a go-around, crew lost control after 2 engines failed. Investigation traced the issues to a known - but never addressed - design issue in the fuel system. More details here by ASN (video is from British Pathé) PROBABLE CAUSE: "The immediate cause of the accident was loss of power of both engines on the starboard side, resulting in control problems which prevented the pilot from maintaining height on the available power with one propeller windmilling. The loss of power of the first engine was due to fuel starvation due to inadvertent fuel transfer in flight. The loss of power of the second engine was due either to fuel starvation resulting from inadvertent fuel transfer in flight or to misidentification by the crew of which engine had failed followed by failure to restore power in time to the engine misidentified as having failed. Contributory causes of the accident were: (a) The design of the fuel valves and location in the cockpit of their actuating levers, so that a failure by the pilot correctly to position the lever by an amount so small as to be easy to do and difficult to recognize would result in inadvertent fuel transfer on a scale sufficient to involve the risk after a long flight of a tank expected to contain sufficient fuel being in fact empty. (b) Failure of those responsible for the design of the fuel system or the fuel valves to warn users that failure by a small amount to place the actuating levers in the proper position would result in inadvertent fuel transfer on a scale involving this risk after a long flight. (c) Failure of British Midland's air crew or engineers to recognize the possibility of inadvertent fuel transfer in the air from the evidence available in previous incidents in flight and contained in the fuel logs. (d) Failure of other operators of Argonauts who had learned by experience of the possibility of inadvertent fuel transfer in flight to inform the Air Registration Board, the Directorate of Flight Safety of the Board of Trade or its predecessors, or the United Kingdom Flight Safety Committee of the facts which they had learned so that these might be communicated to other operators of Argonauts and other aircraft equipped with similar systems and fuel cocks."

Francisco Cunha

24,189 views • 3 months ago

Shell in the Spotlight Again as More Motorists Blame Contaminated Fuel Sold at Their Stations for Engine Damage Fuel service stations operated under the Shell brand, which is managed by Vivo Energy Kenya, are once again on the spot after another frustrated motorist blamed poor-quality fuel for allegedly damaging his car engine. The incident reportedly happened just moments after the driver refueled at Shell Links Road in Mombasa when the vehicle began losing power on the way to Voi. Despite pushing forward, the problem worsened, and the car eventually stalled a few kilometres before Kitui, forcing the motorist to seek emergency mechanical assistance. A mechanic from Kitui ran a diagnostic test and found severe engine damage, including a completely worn-out piston, citing contaminated fuel as the likely cause of the problem. With no alternative, the motorist had the vehicle towed back to Mombasa and reported the matter to Vivo Energy Kenya. A representative from the company requested a fuel sample for testing at their laboratory. On Tuesday, they informed her that the sample had passed all tests. The motorist, dissatisfied with Vivo Energy’s response, instructed his mechanic to conduct a more thorough inspection of the engine to determine the extent of the damage. Upon dismantling the engine, the mechanic once again confirmed that one piston was completely worn out, an issue he attributed to contaminated fuel. According to the mechanic, the level of damage was consistent with prolonged exposure to poor-quality fuel, suggesting that the problem began soon after refueling. The motorist, convinced that bad fuel was responsible, claims to have gathered video evidence showing the fuel sample in a mixed and compromised state. She insists that the sample, which was taken directly from her vehicle, appeared discoloured and inconsistent with what is expected of high-grade V-Power petrol. Despite presenting this evidence, Vivo Energy reportedly maintained that their tests found no issues with the fuel. The motorist is now escalating the matter, determined to hold Vivo Energy accountable for the damage. She has shared video evidence, showing the contaminated fuel and is calling for independent testing to verify its quality. Frustrated by what she sees as the company’s unwillingness to take responsibility, she is considering legal action and has reached out to consumer rights groups for support. This case adds to growing complaints from Kenyan motorists about fuel quality, with recent independent tests exposing major discrepancies in octane levels at several stations. An automotive content creator Kim JH of Tanuki Garage recently went around Nairobi, purchasing fuel samples from different stations and conducting on-the-spot octane tests. The findings revealed that some premium fuels, including Shell V-Power, underperformed compared to standard fuels. For instance, Total Limuru Road recorded the highest performance with a PON of 92, while Shell V-Power scored lower, challenging the common perception of premium fuel superiority. His findings, shared widely on social media, sparked outrage, with motorists demanding accountability from fuel retailers. Following the viral exposé, oil marketers, including Vivo Energy rushed to dismiss the findings, arguing that independent tests lacked credibility and did not follow industry-approved procedures. Shell Kenya, through Vivo Energy, insisted that its fuel met regulatory standards, pointing to tests conducted by the Energy and Petroleum Regulatory Authority (EPRA). However, the issue has refused to die down as more motorists continue to report unusual engine problems after refueling from previously reputable stations. Meanwhile, consumer advocacy groups have joined the debate, urging EPRA to conduct random and independent fuel quality tests at petrol stations across the country. They argue that the current reliance on oil marketers’ internal tests is inadequate and fails to protect motorists from potentially damaging fuel. The controversy has also drawn the attention of lawmakers, with some calling for stricter oversight and stiffer penalties for companies found selling substandard fuel. For motorists like the one affected at Shell Links Road, the issue is not just about technical standards but about accountability and compensation for the damage suffered. "Hi Nyakundi. I am Here to seek your intervention I fueled at shell links road ,vpower on Saturday, by the time I reached voi my car lost power I kept going but got worse as I moved. A few kms before kitui,the car stalled...I called a mechanic from kitui who came with a diagnosis machine and from what he said,I had put bad fuel. I towed the car back to msa. I reported to vivo. A guy from vivo by the name Brian mbaabu called and asked me to take the fuel for tests in their lab. He then called yesterday, on Tues and said that the sample passed all tests.... I asked my mechanic to open up the engine and to our surprise one piston is totally worn out an indication of bad fuel I will attach all I have including videos as I got the sample and it's all mixed up"

Cyprian, Is Nyakundi

54,204 views • 1 year ago

MMRDA Begins Resurfacing Works on Atal Setu for Enhanced Durability & Riding Comfort The Mumbai Metropolitan Region Development Authority (MMRDA) has initiated comprehensive resurfacing and pavement restoration works on the Atal Setu, ensuring long-term strength and superior riding comfort for commuters. To avoid complete closure of the bridge, the work is being carried out in phases. The third and fourth lanes will be resurfaced first, and once completed, the remaining two lanes will be taken up. After observing pavement distress in certain localised stretches on the Navi Mumbai–bound carriageway, starting at the 10.4 km mark, mainly on the outer heavy-vehicle lanes, MMRDA conducted a detailed technical review. Temporary rectification using mastic asphalt was carried out during the monsoon to maintain smooth traffic flow and ensure commuter safety. Now that the monsoon has subsided, full-fledged resurfacing operations have commenced. The works are being executed under the expert guidance of IIT Bombay, covering every stage — from material selection and mix design to plant-level and on-site quality control. Since the project is still under the defect liability period, the entire cost will be borne by the contractor. MMRDA remains committed to maintaining world-class standards of quality, safety, and durability on the Atal Setu — ensuring a safe, seamless, and smooth driving experience on India’s longest sea bridge. We thank all commuters for their cooperation and regret the inconvenience caused during the resurfacing works. #TransformingMMR #RebootingMumbai #ReshapingMMR #MumbaiInMinutes #MMRDA #MMRDA50 #ViksitMumbai4ViksitBharat #FutureReadyMumbai #RebootReshapeReconnect #MumbaiInfrastructure #InvestInMMR #MMRProgress #BuildingTheFuture #SmartInfrastructure #UrbanTransformation #VisionMMR Devendra Fadnavis Eknath Shinde - एकनाथ शिंदे Dr. Sanjay Mukherjee PIB in Maharashtra 🇮🇳

MMRDA Begins Resurfacing Works on Atal Setu for Enhanced Durability & Riding Comfort The Mumbai Metropolitan Region Development Authority (MMRDA) has initiated comprehensive resurfacing and pavement restoration works on the Atal Setu, ensuring long-term strength and superior riding comfort for commuters. To avoid complete closure of the bridge, the work is being carried out in phases. The third and fourth lanes will be resurfaced first, and once completed, the remaining two lanes will be taken up. After observing pavement distress in certain localised stretches on the Navi Mumbai–bound carriageway, starting at the 10.4 km mark, mainly on the outer heavy-vehicle lanes, MMRDA conducted a detailed technical review. Temporary rectification using mastic asphalt was carried out during the monsoon to maintain smooth traffic flow and ensure commuter safety. Now that the monsoon has subsided, full-fledged resurfacing operations have commenced. The works are being executed under the expert guidance of IIT Bombay, covering every stage — from material selection and mix design to plant-level and on-site quality control. Since the project is still under the defect liability period, the entire cost will be borne by the contractor. MMRDA remains committed to maintaining world-class standards of quality, safety, and durability on the Atal Setu — ensuring a safe, seamless, and smooth driving experience on India’s longest sea bridge. We thank all commuters for their cooperation and regret the inconvenience caused during the resurfacing works. #TransformingMMR #RebootingMumbai #ReshapingMMR #MumbaiInMinutes #MMRDA #MMRDA50 #ViksitMumbai4ViksitBharat #FutureReadyMumbai #RebootReshapeReconnect #MumbaiInfrastructure #InvestInMMR #MMRProgress #BuildingTheFuture #SmartInfrastructure #UrbanTransformation #VisionMMR Devendra Fadnavis Eknath Shinde - एकनाथ शिंदे Dr. Sanjay Mukherjee PIB in Maharashtra 🇮🇳

MMRDA

541,106 views • 10 months ago

Every time a new AI model demonstrates an ability to manipulate or generate media, it's celebrated as if we're witnessing these capabilities for the first time. This framing misses a crucial point: most of these capabilities have existed for decades. We just used different technology to accomplish them. What's changing now is that AI is allowing media generation and editing to be more accessible to many more - both in terms of cost and ease of use. Take David Fincher's The Social Network from 2010. The Winklevoss twins were played by two different actors, but Armie Hammer's face was digitally placed onto Josh Pence's body. What we call deepfakes today was just traditional VFX pipelines then. The process involved high-resolution facial scanning, detailed 3D modeling, precise facial rigging, and frame-by-frame tracking. The VFX team created photorealistic digital doubles, mapped accurate skin textures, and manually refined each transformation until the result was imperceptible. Most viewers never noticed - which is exactly the point. The best CGI is invisible CGI. This wasn't unique. Hollywood has been digitally transforming actors for decades through well-established technical pipelines: photogrammetry, facial capture, advanced compositing, and physics-based rendering. The question isn't whether we can do it - that has already been answered. Previously, two factors kept this technology contained: technical complexity and cost. Traditional graphics pipelines required specialized infrastructure - from high-end capture equipment to render farms - and deep technical expertise across multiple disciplines. "Fix it in post" meant teams of technical artists working with proprietary tools and complex workflows. More importantly, it was expensive - often millions per shot. Digital effects at this level are reserved for big-budget productions. AI isn't changing what's possible - it's changing the implementation stack. The same transformations that once required extensive hardware, specialized software, and teams of technical artists are being consolidated by generative and world models. The technology is moving from complex production pipelines to end-to-end solutions that anyone can use. Like Act-One (who said Act-Two?). What becomes possible when these capabilities are democratized? When sophisticated effects and graphics become accessible to many more filmmakers? When actors will be able to do more, in more languages, for more audiences? What happens when the technical and financial barriers to high-end content creation disappear?

Every time a new AI model demonstrates an ability to manipulate or generate media, it's celebrated as if we're witnessing these capabilities for the first time. This framing misses a crucial point: most of these capabilities have existed for decades. We just used different technology to accomplish them. What's changing now is that AI is allowing media generation and editing to be more accessible to many more - both in terms of cost and ease of use. Take David Fincher's The Social Network from 2010. The Winklevoss twins were played by two different actors, but Armie Hammer's face was digitally placed onto Josh Pence's body. What we call deepfakes today was just traditional VFX pipelines then. The process involved high-resolution facial scanning, detailed 3D modeling, precise facial rigging, and frame-by-frame tracking. The VFX team created photorealistic digital doubles, mapped accurate skin textures, and manually refined each transformation until the result was imperceptible. Most viewers never noticed - which is exactly the point. The best CGI is invisible CGI. This wasn't unique. Hollywood has been digitally transforming actors for decades through well-established technical pipelines: photogrammetry, facial capture, advanced compositing, and physics-based rendering. The question isn't whether we can do it - that has already been answered. Previously, two factors kept this technology contained: technical complexity and cost. Traditional graphics pipelines required specialized infrastructure - from high-end capture equipment to render farms - and deep technical expertise across multiple disciplines. "Fix it in post" meant teams of technical artists working with proprietary tools and complex workflows. More importantly, it was expensive - often millions per shot. Digital effects at this level are reserved for big-budget productions. AI isn't changing what's possible - it's changing the implementation stack. The same transformations that once required extensive hardware, specialized software, and teams of technical artists are being consolidated by generative and world models. The technology is moving from complex production pipelines to end-to-end solutions that anyone can use. Like Act-One (who said Act-Two?). What becomes possible when these capabilities are democratized? When sophisticated effects and graphics become accessible to many more filmmakers? When actors will be able to do more, in more languages, for more audiences? What happens when the technical and financial barriers to high-end content creation disappear?

Cristóbal Valenzuela

30,627 views • 1 year ago

NEW SETBACK FOR BOEING'S 777X PROGRAM The FAA has indicated that certification of the Boeing 777X is now unlikely in 2026, pushing the aircraft even further beyond its already lengthy delay. Boeing had been targeting FAA approval around October 2026, but the regulator now expects the 777X to be certified only after the 737 MAX 7 and MAX 10 complete their certification campaigns. The world's largest twin-engine airliner was officially launched in 2013 and was originally expected to enter service in 2020. If certification slips into 2027, the program will be more than 7 years late and nearly 14 years removed from launch before carrying its first passengers. Despite the latest delay, Boeing insists there are no new technical issues with the aircraft. Instead, the company says the prolonged timeline is largely the result of the FAA's significantly more rigorous certification process introduced after the 737 MAX crisis. 📹: dfwspotter

NEW SETBACK FOR BOEING'S 777X PROGRAM The FAA has indicated that certification of the Boeing 777X is now unlikely in 2026, pushing the aircraft even further beyond its already lengthy delay. Boeing had been targeting FAA approval around October 2026, but the regulator now expects the 777X to be certified only after the 737 MAX 7 and MAX 10 complete their certification campaigns. The world's largest twin-engine airliner was officially launched in 2013 and was originally expected to enter service in 2020. If certification slips into 2027, the program will be more than 7 years late and nearly 14 years removed from launch before carrying its first passengers. Despite the latest delay, Boeing insists there are no new technical issues with the aircraft. Instead, the company says the prolonged timeline is largely the result of the FAA's significantly more rigorous certification process introduced after the 737 MAX crisis. 📹: dfwspotter

Turbine Traveller

118,168 views • 3 months ago

ATTENTION! There is GREAT debate whether Iran had a nuclear bomb or how close they were to possessing one. This SITREP addresses what it takes to build one and readers can then speculate whether Iran had one or not. That said (and let’s face it), this war between IS & IR is as much or more about regime change as it is about destroying IR’s ability to possess a NUC. First, the time to build a NUC bomb after highly uranium enrichment (HEU) depends on several factors, including the level of enrichment, the design of the weapon, technical expertise, and available resources (ALL OF WHICH IRAN HAD). Here's a breakdown: For a simple fission bomb, like what’s referred to as a "gun-type" design, HEU with at least 90% uranium-235 is typically required. If the uranium is already enriched to this level, the enrichment step is complete. My judgement is the Israelis assessed that Iran was likely at that level of enrichment and could not risk further development of a NUCLEAR BOMB. For a sophisticated state like Iran was, with enough HEU, technical know-how, and pre-existing infrastructure, a basic gun-type bomb (think WWII Little Boy or Fat Man) can be assembled in weeks. Essentially, the design of bombs like these is simpler, requiring less sophisticated engineering. And testing can be conducted deep underground. Some “experts” will argue Fat Man is more complex (that's true). Overcoming this requires precise engineering of components like the neutron initiator and explosive lenses (Iran likely has (or had) access to these type technical components). What’s Next (Steps post enrichment): 1. Material Fabrication: Shaping the HEU into the required form (e.g., a core or pit), which only takes days to weeks with proper equipment. 2. Component Manufacturing: Building other parts like the tamper, reflector, and detonators. This could take weeks to months, depending on the design and available technology (Iran was reported to be working on these for years). The sophistication of their ballistic missile capability allowed this type of technical testing & development. 3. Assembly and Testing: Integrating components and ensuring functionality. For a gun-type bomb, this is straightforward (days to weeks). For an implosion design, precision testing and machining could extend the timeline significantly (months). This above analysis assumes no major obstacles (like having your nuclear, engineering, and technical support facilities decimated by a severe Israeli bombing campaign). Other obstacles are political, logistical, or internal security constraints. All could extend timelines significantly. Additionally, some types of more modern nuclear weapons often involve more complex designs, and require further time for development and testing. AND, the deranged Iranian regime could care less about rules and norms or international law (or development & testing protocols of the IAEA for instance). They were already sponsoring terrorism globally (never mind in their own region). Bottom Line: Everyone that has been paying attention knows Iran has long wanted a NUC, they worked toward achieving one, they were very close, and as the leading nation for state sponsor of terrorism around the world, Iran could NEVER be allowed to possess a NUC. The regime said they wanted to annihilate Israel off the map!! That said, the problem isn't Israel, the problem is the tyrannical Iranian regime that has a death wish for its own people, its neighbors and anyone else who doesn’t believe in its way of life. The current Iran regime represents a global problem for all humanity. I support and will pray for Israel and the people of Iran. Donald J. Trump JD Vance Secretary Marco Rubio DNI Tulsi Gabbard Take a listen to this video from early 2017. Trump has been correct in his belief about no NUCs for Iran for a long time.

ATTENTION! There is GREAT debate whether Iran had a nuclear bomb or how close they were to possessing one. This SITREP addresses what it takes to build one and readers can then speculate whether Iran had one or not. That said (and let’s face it), this war between IS & IR is as much or more about regime change as it is about destroying IR’s ability to possess a NUC. First, the time to build a NUC bomb after highly uranium enrichment (HEU) depends on several factors, including the level of enrichment, the design of the weapon, technical expertise, and available resources (ALL OF WHICH IRAN HAD). Here's a breakdown: For a simple fission bomb, like what’s referred to as a "gun-type" design, HEU with at least 90% uranium-235 is typically required. If the uranium is already enriched to this level, the enrichment step is complete. My judgement is the Israelis assessed that Iran was likely at that level of enrichment and could not risk further development of a NUCLEAR BOMB. For a sophisticated state like Iran was, with enough HEU, technical know-how, and pre-existing infrastructure, a basic gun-type bomb (think WWII Little Boy or Fat Man) can be assembled in weeks. Essentially, the design of bombs like these is simpler, requiring less sophisticated engineering. And testing can be conducted deep underground. Some “experts” will argue Fat Man is more complex (that's true). Overcoming this requires precise engineering of components like the neutron initiator and explosive lenses (Iran likely has (or had) access to these type technical components). What’s Next (Steps post enrichment): 1. Material Fabrication: Shaping the HEU into the required form (e.g., a core or pit), which only takes days to weeks with proper equipment. 2. Component Manufacturing: Building other parts like the tamper, reflector, and detonators. This could take weeks to months, depending on the design and available technology (Iran was reported to be working on these for years). The sophistication of their ballistic missile capability allowed this type of technical testing & development. 3. Assembly and Testing: Integrating components and ensuring functionality. For a gun-type bomb, this is straightforward (days to weeks). For an implosion design, precision testing and machining could extend the timeline significantly (months). This above analysis assumes no major obstacles (like having your nuclear, engineering, and technical support facilities decimated by a severe Israeli bombing campaign). Other obstacles are political, logistical, or internal security constraints. All could extend timelines significantly. Additionally, some types of more modern nuclear weapons often involve more complex designs, and require further time for development and testing. AND, the deranged Iranian regime could care less about rules and norms or international law (or development & testing protocols of the IAEA for instance). They were already sponsoring terrorism globally (never mind in their own region). Bottom Line: Everyone that has been paying attention knows Iran has long wanted a NUC, they worked toward achieving one, they were very close, and as the leading nation for state sponsor of terrorism around the world, Iran could NEVER be allowed to possess a NUC. The regime said they wanted to annihilate Israel off the map!! That said, the problem isn't Israel, the problem is the tyrannical Iranian regime that has a death wish for its own people, its neighbors and anyone else who doesn’t believe in its way of life. The current Iran regime represents a global problem for all humanity. I support and will pray for Israel and the people of Iran. Donald J. Trump JD Vance Secretary Marco Rubio DNI Tulsi Gabbard Take a listen to this video from early 2017. Trump has been correct in his belief about no NUCs for Iran for a long time.

General Mike Flynn

396,949 views • 1 year ago

Mumbai, the wait is almost over. A brand-new, safer, smarter, and smoother Monorail will soon be at your service. We’re proud to share that the Monorail has secured the mandatory safety certification for its new rolling stock and the CBTC-based signalling system from the Independent Safety Assessor, Bureau Veritas, a global leader in testing, inspection, and certification. This is a massive milestone and brings us one step closer to opening the upgraded Monorail for public use. The next step will be the appointment of a retired Commissioner of Metro Rail Safety official to carry out a comprehensive inspection of the entire 19.54 km Monorail corridor and to grant the final statutory clearance to resume passenger operations. This process is also expected to be completed soon, after which the new, improved Monorail will be back in action for Mumbai. The ISA certification was granted after the successful completion of several critical milestones, including: ✔️ Detailed inspection of the new rolling stock at the manufacturing facility ✔️ Rigorous testing across sections of the Monorail corridor over two months to assess operational readiness ✔️ Extensive static and dynamic testing to ensure full compliance with design specifications and the highest safety standards ✔️ Completion of oscillation trials ✔️ Installation and interface-level testing of the advanced CBTC-based signalling system The new 'Made In India' Monorail rakes come with 21 modern upgrades, including CCTV cameras inside every train, Divyang-friendly seats, mobile and laptop charging points, dynamic route maps, improved suspension for smoother rides, fire-safety compliant design, modern metro-style interiors, and real-time monitoring and surveillance systems. We remain committed to delivering a safer, smarter, and more reliable Monorail service to Mumbaikars very soon. #MumbaiMonorail #BackOnTrack #MonorailReturns #BetterThanBefore #SaferSmarterSmoother #UpgradedForYou #MadeInIndia #MMRDA #MahaMumbaiMetro #PublicTransport #MumbaiInMinutes CMO Maharashtra Devendra Fadnavis Eknath Shinde - एकनाथ शिंदे Dr. Sanjay Mukherjee Rubal Agarwal Maha Mumbai Metro Operation Corporation Ltd MAHARASHTRA DGIPR PIB in Maharashtra 🇮🇳 Indian Tech & Infra Infra News India (INI)

MMRDA

27,707 views • 6 months ago

Quick start of engines is important to achieve higher payload capability and better overall control of the vehicle after stage separation. We successfully demonstrated a quick start of our 1 meter long, single piece, fully 3d printed, semi cryogenic Agnite engine. The angular acceleration (rotations per second gained every second) that was achieved here is truly humbling. One advantage of liquid propellant rocket engines is that the lower stage of the vehicle can be started, checked and then flown on the launchpad. Such a procedure demands extremely rapid pump ramp up times - this is what this test validated for us. We are extremely grateful to have the opportunity to be building world class, original space technology from India, for the world with the support of IIT Madras ISRO & IN-SPACe From here on, the acceleration of engines to reach steady state will likely consume lesser and lesser fuel. #Agnibaan #RocketEngineCluster #ElectricPumpFedEngines #Agnilet #SinglePieceEngine #3dprinting #RocketEngineTest #AdditiveManufacturing #Agnikul #AgnikulCosmos #StartupIndia #MakeinIndia #madeinIndiaForTheWorld Srinath Ravichandran MOIN SPM Satyanarayanan Chakravarthy IIT Madras IITMRP IIT Madras Incubation Cell Technology Development Board DSTIndia Anusandhan National Research Foundation TIDCO Startup India StartupTN Guidance Tamil Nadu Kerala Startup Mission SIPCOT

Quick start of engines is important to achieve higher payload capability and better overall control of the vehicle after stage separation. We successfully demonstrated a quick start of our 1 meter long, single piece, fully 3d printed, semi cryogenic Agnite engine. The angular acceleration (rotations per second gained every second) that was achieved here is truly humbling. One advantage of liquid propellant rocket engines is that the lower stage of the vehicle can be started, checked and then flown on the launchpad. Such a procedure demands extremely rapid pump ramp up times - this is what this test validated for us. We are extremely grateful to have the opportunity to be building world class, original space technology from India, for the world with the support of IIT Madras ISRO & IN-SPACe From here on, the acceleration of engines to reach steady state will likely consume lesser and lesser fuel. #Agnibaan #RocketEngineCluster #ElectricPumpFedEngines #Agnilet #SinglePieceEngine #3dprinting #RocketEngineTest #AdditiveManufacturing #Agnikul #AgnikulCosmos #StartupIndia #MakeinIndia #madeinIndiaForTheWorld Srinath Ravichandran MOIN SPM Satyanarayanan Chakravarthy IIT Madras IITMRP IIT Madras Incubation Cell Technology Development Board DSTIndia Anusandhan National Research Foundation TIDCO Startup India StartupTN Guidance Tamil Nadu Kerala Startup Mission SIPCOT

AgniKul Cosmos

13,900 views • 3 months ago

🚨 NEW: IAEA chief Grossi’s ‘20%’ framing helped build the case for Trump’s regime-change war In early March, Steve Witkoff, key U.S. negotiator and Trump envoy, stated that Iran’s claim of using the Tehran Research Reactor (TRR) for “doing good for the Iranian people” (specifically for medical purposes) was a “complete and false pretense” to hide the fact that they were covertly stockpiling uranium there. “The [International Atomic Energy Agency] had evidence that they were stockpiling there and they had enough fuel to run TRR for the next seven or eight years without any additional fuel being delivered,” Witkoff said on The Mark Levin Show. “They were stockpiling again at the 20% level.” Witkoff alleged that IAEA Director General Rafael Grossi – who was part of the final round of talks – told Iran it had stopped “burning anything” at the reactor and that “all of the fuel is stockpiled,” calling it their “‘Perry Mason’ moment.” 👉 This claim was used as a primary justification for the U.S. and Israeli military strikes that began in late February 2026. In an interview today on CBS Face the Nation, Grossi — whose agency’s reporting was cited by the White House — leaned into the same rhetoric, stating that 20% enrichment is “a lot” and far beyond what would be expected under a zero-enrichment framework, reinforcing the premise behind U.S. claims about stockpiling. He also gave weight to the underlying argument presented by Witkoff, even as he added that the reactor “potentially could be used for radioisotope production” and that the IAEA does not assess intent, saying: “we don’t discuss honesty or dishonesty.” He again pressed the lack of access and “many unanswered questions,” leaving open the ambiguity that helped drive the case for escalation. But as reported by MS NOW, that framing omits key technical context: the Tehran Research Reactor requires 20% fuel by design, and under the JCPOA such fuel was permitted under strict limits and monitoring. Experts cited in the report say research reactors cannot enrich uranium and are not suited for weapons production, undercutting the way the 20% issue has been presented. And despite the claims, the Trump administration has not provided public evidence or intelligence to Congress to support the assertion that the reactor was being used for weapon development or illicit stockpiling. Nuclear experts and organizations like the Arms Control Association and the Vienna Center for Disarmament and Non-Proliferation have called these claims “confusing and misleading” and riddled with technical errors, as cited by MS NOW. And still, contrary to White House rhetoric about an “imminent threat,” Grossi once again repeated today that there is “no indication” that Iran has or has a systematic nuclear weapons program.

🚨 NEW: IAEA chief Grossi’s ‘20%’ framing helped build the case for Trump’s regime-change war In early March, Steve Witkoff, key U.S. negotiator and Trump envoy, stated that Iran’s claim of using the Tehran Research Reactor (TRR) for “doing good for the Iranian people” (specifically for medical purposes) was a “complete and false pretense” to hide the fact that they were covertly stockpiling uranium there. “The [International Atomic Energy Agency] had evidence that they were stockpiling there and they had enough fuel to run TRR for the next seven or eight years without any additional fuel being delivered,” Witkoff said on The Mark Levin Show. “They were stockpiling again at the 20% level.” Witkoff alleged that IAEA Director General Rafael Grossi – who was part of the final round of talks – told Iran it had stopped “burning anything” at the reactor and that “all of the fuel is stockpiled,” calling it their “‘Perry Mason’ moment.” 👉 This claim was used as a primary justification for the U.S. and Israeli military strikes that began in late February 2026. In an interview today on CBS Face the Nation, Grossi — whose agency’s reporting was cited by the White House — leaned into the same rhetoric, stating that 20% enrichment is “a lot” and far beyond what would be expected under a zero-enrichment framework, reinforcing the premise behind U.S. claims about stockpiling. He also gave weight to the underlying argument presented by Witkoff, even as he added that the reactor “potentially could be used for radioisotope production” and that the IAEA does not assess intent, saying: “we don’t discuss honesty or dishonesty.” He again pressed the lack of access and “many unanswered questions,” leaving open the ambiguity that helped drive the case for escalation. But as reported by MS NOW, that framing omits key technical context: the Tehran Research Reactor requires 20% fuel by design, and under the JCPOA such fuel was permitted under strict limits and monitoring. Experts cited in the report say research reactors cannot enrich uranium and are not suited for weapons production, undercutting the way the 20% issue has been presented. And despite the claims, the Trump administration has not provided public evidence or intelligence to Congress to support the assertion that the reactor was being used for weapon development or illicit stockpiling. Nuclear experts and organizations like the Arms Control Association and the Vienna Center for Disarmament and Non-Proliferation have called these claims “confusing and misleading” and riddled with technical errors, as cited by MS NOW. And still, contrary to White House rhetoric about an “imminent threat,” Grossi once again repeated today that there is “no indication” that Iran has or has a systematic nuclear weapons program.

Drop Site

77,452 views • 5 months ago

The Department of Energy has formally approved our Preliminary Documented Safety Analysis (PDSA) for the Mark-0 reactor—our first demonstration reactor, scheduled to go live before July 4, 2026. Mark-0 will validate fueling operations, reactor controls, and core physics. This demonstration is a critical step toward generating electricity from advanced microreactors. Mark-0 uses a full-scale core and the same facility and fuel that will support our next reactor test in 2027. The PDSA defines the preliminary safety basis for the reactor, facility, and planned operations, demonstrating that our approach meets DOE expectations at this stage. This approval validates our safety case and establishes a clear pathway to final acceptance as we prepare for fabrication, assembly, and installation. Mark-0 will be tested at Idaho National Laboratory in Building 793—now the Reactors and Critical Experiments facility—a site with deep nuclear history. Decades ago, this building housed ML-1, the Army’s first mobile nuclear reactor. Today, it supports the next generation of deployable nuclear power. We find the historical relevance fitting and inspiring, as Antares develops a similar-scale microreactor to meet Army operational and installation needs. Since 2024, we’ve worked to establish this facility as an enduring testbed, enabling rapid progress without the need for groundbreaking construction. We’re grateful for our partners at DOE and INL, and for leaders like Congressman Mike Simpson who continue to support the American nuclear renaissance.

The Department of Energy has formally approved our Preliminary Documented Safety Analysis (PDSA) for the Mark-0 reactor—our first demonstration reactor, scheduled to go live before July 4, 2026. Mark-0 will validate fueling operations, reactor controls, and core physics. This demonstration is a critical step toward generating electricity from advanced microreactors. Mark-0 uses a full-scale core and the same facility and fuel that will support our next reactor test in 2027. The PDSA defines the preliminary safety basis for the reactor, facility, and planned operations, demonstrating that our approach meets DOE expectations at this stage. This approval validates our safety case and establishes a clear pathway to final acceptance as we prepare for fabrication, assembly, and installation. Mark-0 will be tested at Idaho National Laboratory in Building 793—now the Reactors and Critical Experiments facility—a site with deep nuclear history. Decades ago, this building housed ML-1, the Army’s first mobile nuclear reactor. Today, it supports the next generation of deployable nuclear power. We find the historical relevance fitting and inspiring, as Antares develops a similar-scale microreactor to meet Army operational and installation needs. Since 2024, we’ve worked to establish this facility as an enduring testbed, enabling rapid progress without the need for groundbreaking construction. We’re grateful for our partners at DOE and INL, and for leaders like Congressman Mike Simpson who continue to support the American nuclear renaissance.

Antares

16,481 views • 7 months ago

RSI section from the AI documentary Machine God The next threshold is Recursive Self-Improvement: the moment when AI can improve itself without human assistance. For decades this sounded like science fiction. Intelligence explosion scenarios imagined a system rewriting its own code, becoming smarter, then using that new intelligence to make still better versions of itself. But the idea looks less remote now that AI contributes directly to frontier science. In mathematics, recent systems have moved beyond solving contest problems to producing serious new arguments on long-standing open problems. AI is used to build physics world models and propose candidate theories or computational methods. These are early signs that machine cognition is entering the creative loop of science itself. The crucial transition comes when that loop turns inward. AI research is, after all, a technical discipline made of code, mathematics, models of information flow. These are exactly the domains in which frontier models are improving fastest. A model that can solve hard mathematical problems, write production-quality code, design experiments, read the literature, and evaluate benchmark results is already participating in the work of building its successor. At first this will look prosaic. AI systems will write kernel optimizations, improve training infrastructure, discover better data filters, tune reinforcement-learning pipelines, design new benchmarks, and suggest architectural modifications. Human researchers will remain in the loop, approving changes and interpreting results. But the important point is that the search process accelerates. The model becomes not just the product of the lab, but part of the lab’s research machinery. The system being optimized helps optimize the next system. This is the core RSI feedback loop: better models make AI research faster; faster AI research produces still better models; those models, in turn, become better researchers. The danger is that once this loop becomes sufficiently autonomous, it may stop resembling ordinary technological progress. Human institutions are slow because humans are slow: we read papers, attend meetings, debug code, sleep, argue, and wait for funding cycles. Machines do not have to operate on that timescale. An AI research collective can run continuously across millions of processors. This is the runaway possibility. Not that an AI instantly wakes up and recursively rewrites itself into a god, but that the entire AI ecosystem becomes an autocatalytic process. Capital buys compute; compute trains models; models improve models; better models attract more capital. At some point the dominant input into AI progress may no longer be human insight, but machine-generated insight, machine-written code, and machine-run experiments. Then the Butler-Land analogy becomes sharper. Humanity is no longer merely building machines. We are building machines that help build better machines. Once intelligence itself becomes part of the production function, the old categories — tool, worker, inventor, firm, market — begin to blur. The question is whether recursive self-improvement remains a managed industrial process, or whether it becomes the first technological process in history whose natural endpoint lies beyond human comprehension.

RSI section from the AI documentary Machine God The next threshold is Recursive Self-Improvement: the moment when AI can improve itself without human assistance. For decades this sounded like science fiction. Intelligence explosion scenarios imagined a system rewriting its own code, becoming smarter, then using that new intelligence to make still better versions of itself. But the idea looks less remote now that AI contributes directly to frontier science. In mathematics, recent systems have moved beyond solving contest problems to producing serious new arguments on long-standing open problems. AI is used to build physics world models and propose candidate theories or computational methods. These are early signs that machine cognition is entering the creative loop of science itself. The crucial transition comes when that loop turns inward. AI research is, after all, a technical discipline made of code, mathematics, models of information flow. These are exactly the domains in which frontier models are improving fastest. A model that can solve hard mathematical problems, write production-quality code, design experiments, read the literature, and evaluate benchmark results is already participating in the work of building its successor. At first this will look prosaic. AI systems will write kernel optimizations, improve training infrastructure, discover better data filters, tune reinforcement-learning pipelines, design new benchmarks, and suggest architectural modifications. Human researchers will remain in the loop, approving changes and interpreting results. But the important point is that the search process accelerates. The model becomes not just the product of the lab, but part of the lab’s research machinery. The system being optimized helps optimize the next system. This is the core RSI feedback loop: better models make AI research faster; faster AI research produces still better models; those models, in turn, become better researchers. The danger is that once this loop becomes sufficiently autonomous, it may stop resembling ordinary technological progress. Human institutions are slow because humans are slow: we read papers, attend meetings, debug code, sleep, argue, and wait for funding cycles. Machines do not have to operate on that timescale. An AI research collective can run continuously across millions of processors. This is the runaway possibility. Not that an AI instantly wakes up and recursively rewrites itself into a god, but that the entire AI ecosystem becomes an autocatalytic process. Capital buys compute; compute trains models; models improve models; better models attract more capital. At some point the dominant input into AI progress may no longer be human insight, but machine-generated insight, machine-written code, and machine-run experiments. Then the Butler-Land analogy becomes sharper. Humanity is no longer merely building machines. We are building machines that help build better machines. Once intelligence itself becomes part of the production function, the old categories — tool, worker, inventor, firm, market — begin to blur. The question is whether recursive self-improvement remains a managed industrial process, or whether it becomes the first technological process in history whose natural endpoint lies beyond human comprehension.

steve hsu

61,120 views • 7 days ago

Spectre AI On-Chain Search Engine is LIVE! 📢 We’re excited to announce that the Spectre AI On-Chain Search Engine is now LIVE for the public and holders at: Link can also be found pinned in the main Telegram or Spectre AI Website. Designed to be accessible for everyone, the app offers free core features with advanced Pro functionalities tiered for holders with a minimum of 1000 $spectre. Subscriptions will also be available soon for added flexibility. Spectre AI Utilities Overview: - Landing Page: Featuring BTC and Altcoin charts, Fear & Greed Index, Spectre Trending, X Trending, Partners in Focus, News, and UI Watchlists. - UI Favorites: Multiple chart views tailored to track your preferred projects. - Research Zone: Advanced tools for sentiment analysis, sentiment analysis charts, and Technical Analysis sections. - Sentiment Analysis Pro: AI-driven insights and unique scoring system to gauge market sentiment. - Technical Analysis Mode: Supply and demand zones powered by AI to guide trading strategies. - UI Heatmaps: Visualize top sectors and asset performance across the market. - User Panel: A personalized hub to manage account. - UI News: Indexed Websites and X Tweets. Note: X Bubbles (visual Twitter mapping) and Monarch (real-time AI chatzone) will be deployed post-launch. Mobile features will be upgraded in upcoming releases, with the best experience currently on desktop. What’s Launching Today: The beta of our Search Engine functionalities go live today, setting the stage for an exciting journey. Looking Ahead: This launch marks only the beginning. Our roadmap includes future features like staking, revenue sharing, and more. In the first few days, we’ll focus on server and user management to ensure seamless performance with increased traffic. Important Security Reminder: As a security reminder: there are no airdrops and no downloads— Spectre AI is accessible directly as a web app on both desktop and mobile. Try and connect with a fresh wallet and only the minimum required tokens. Enjoy this video showcase, and enjoy this milestone day with us. Spectre AI is just getting started - stay tuned for much more to come! #ai $SPECT

Spectre AI On-Chain Search Engine is LIVE! 📢 We’re excited to announce that the Spectre AI On-Chain Search Engine is now LIVE for the public and holders at: Link can also be found pinned in the main Telegram or Spectre AI Website. Designed to be accessible for everyone, the app offers free core features with advanced Pro functionalities tiered for holders with a minimum of 1000 $spectre. Subscriptions will also be available soon for added flexibility. Spectre AI Utilities Overview: - Landing Page: Featuring BTC and Altcoin charts, Fear & Greed Index, Spectre Trending, X Trending, Partners in Focus, News, and UI Watchlists. - UI Favorites: Multiple chart views tailored to track your preferred projects. - Research Zone: Advanced tools for sentiment analysis, sentiment analysis charts, and Technical Analysis sections. - Sentiment Analysis Pro: AI-driven insights and unique scoring system to gauge market sentiment. - Technical Analysis Mode: Supply and demand zones powered by AI to guide trading strategies. - UI Heatmaps: Visualize top sectors and asset performance across the market. - User Panel: A personalized hub to manage account. - UI News: Indexed Websites and X Tweets. Note: X Bubbles (visual Twitter mapping) and Monarch (real-time AI chatzone) will be deployed post-launch. Mobile features will be upgraded in upcoming releases, with the best experience currently on desktop. What’s Launching Today: The beta of our Search Engine functionalities go live today, setting the stage for an exciting journey. Looking Ahead: This launch marks only the beginning. Our roadmap includes future features like staking, revenue sharing, and more. In the first few days, we’ll focus on server and user management to ensure seamless performance with increased traffic. Important Security Reminder: As a security reminder: there are no airdrops and no downloads— Spectre AI is accessible directly as a web app on both desktop and mobile. Try and connect with a fresh wallet and only the minimum required tokens. Enjoy this video showcase, and enjoy this milestone day with us. Spectre AI is just getting started - stay tuned for much more to come! #ai $SPECT

SPECTRE AI

280,739 views • 1 year ago

France Minister of Transportation on Tesla's FSD in new video: "The safety trade-offs are not yet sufficient to authorize it as it currently stands. All the more so since this system is not a self-driving system; So what are our concerns? Without going into overly technical detail, there are several. First example: we've found that the system allows for speeding. Another example: according to the data we have, the system doesn't guarantee an optimal level of driver attention in urban settings and during the most complex maneuvers, such as lane changes, intersections, or roundabouts. So what are the next steps? We're currently continuing our technical discussions with the Netherlands, other European states, and Tesla to refine our analysis. Last week, a representative from the Ministry of Transport's services traveled to the Netherlands. I want to emphasize this: France supports these technologies, and their deployment must happen within a framework of trust that allows us to evaluate the systems and determine what adjustments FSD needs to guarantee a high level of safety. This autumn, I will also be bringing together the French autonomous vehicle ecosystem to present the levers that will accelerate the deployment of this technology and to set a direction for the coming years. In France, we're fortunate to have world-class automakers and automotive suppliers, as well as some of the best engineers in the world in artificial intelligence and digital technology. We have real cards to play, and we're ready to play them — but never at the expense of safety on our roads."

France Minister of Transportation on Tesla's FSD in new video: "The safety trade-offs are not yet sufficient to authorize it as it currently stands. All the more so since this system is not a self-driving system; So what are our concerns? Without going into overly technical detail, there are several. First example: we've found that the system allows for speeding. Another example: according to the data we have, the system doesn't guarantee an optimal level of driver attention in urban settings and during the most complex maneuvers, such as lane changes, intersections, or roundabouts. So what are the next steps? We're currently continuing our technical discussions with the Netherlands, other European states, and Tesla to refine our analysis. Last week, a representative from the Ministry of Transport's services traveled to the Netherlands. I want to emphasize this: France supports these technologies, and their deployment must happen within a framework of trust that allows us to evaluate the systems and determine what adjustments FSD needs to guarantee a high level of safety. This autumn, I will also be bringing together the French autonomous vehicle ecosystem to present the levers that will accelerate the deployment of this technology and to set a direction for the coming years. In France, we're fortunate to have world-class automakers and automotive suppliers, as well as some of the best engineers in the world in artificial intelligence and digital technology. We have real cards to play, and we're ready to play them — but never at the expense of safety on our roads."

Sawyer Merritt

710,599 views • 1 month ago

The Jet Fuel Hoax Conspiracy EXPLAINED ✈️🧐 You'd better buckle up for this one folks, because it is a DOOZY... TLDR: Modern airline companies are completely fabricating fuel-consumption numbers, so they can overcharge you an insane amount of money on tickets. In reality, these planes are using PRACTICALLY NO FUEL (only a tiny bit to get off the ground & land), and once airborne, they're designed to—without pilots' awareness—switch to aether-powered free energy technology that was STOLEN from the previous civilization (Tartaria). Stealth-implementation of aether tech, weaved right into the modern world under our noses, and nobody going about their daily commutes have a single clue that it's happening. As someone who grew up in Seattle and was surrounded by people working at Boeing/SeaTac, both on the engineering and piloting side...I have been aware of this one for a long time, and can add some personal anectodal sauce to the mix (although I have to keep it vague for privacy/safety reasons). I have physically sat down and had conversations with multiple people who either currently work, or have worked as (A) the guy who attaches the hose to the plane wing for fueling, and (B) the lead pilot sitting in the cockpit, who communicates to the fueler to "stop" when their dashboard gauge ticks from "empty" to "full". From what I've gathered on the subject, both through independent research, 8+ years of consistent flying + observation on the supposed numbers, and private discussions with those with experience/knowledge inside the industry, I will simply say this... There's a reason why conspiracy theorists are the undefeated champions of the modern world. ...Have I ever mentioned that literally every single aspect our world is a lie, and the truth is far more insane than any of us can imagine? Question everything, friends. There are endless wonders out there, just waiting to be discovered by the right open mind. As always, do your own research, and come to your own conclusions. 🐇🕳✌️ [🎥: Filip Zieba]

The Jet Fuel Hoax Conspiracy EXPLAINED ✈️🧐 You'd better buckle up for this one folks, because it is a DOOZY... TLDR: Modern airline companies are completely fabricating fuel-consumption numbers, so they can overcharge you an insane amount of money on tickets. In reality, these planes are using PRACTICALLY NO FUEL (only a tiny bit to get off the ground & land), and once airborne, they're designed to—without pilots' awareness—switch to aether-powered free energy technology that was STOLEN from the previous civilization (Tartaria). Stealth-implementation of aether tech, weaved right into the modern world under our noses, and nobody going about their daily commutes have a single clue that it's happening. As someone who grew up in Seattle and was surrounded by people working at Boeing/SeaTac, both on the engineering and piloting side...I have been aware of this one for a long time, and can add some personal anectodal sauce to the mix (although I have to keep it vague for privacy/safety reasons). I have physically sat down and had conversations with multiple people who either currently work, or have worked as (A) the guy who attaches the hose to the plane wing for fueling, and (B) the lead pilot sitting in the cockpit, who communicates to the fueler to "stop" when their dashboard gauge ticks from "empty" to "full". From what I've gathered on the subject, both through independent research, 8+ years of consistent flying + observation on the supposed numbers, and private discussions with those with experience/knowledge inside the industry, I will simply say this... There's a reason why conspiracy theorists are the undefeated champions of the modern world. ...Have I ever mentioned that literally every single aspect our world is a lie, and the truth is far more insane than any of us can imagine? Question everything, friends. There are endless wonders out there, just waiting to be discovered by the right open mind. As always, do your own research, and come to your own conclusions. 🐇🕳✌️ [🎥: Filip Zieba]

Ben Wehrman

705,218 views • 1 month ago