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🚨 NASA JUST TESTED A THRUSTER POWERFUL ENOUGH FOR HUMAN MISSIONS TO MARS. Engineers have successfully fired a next-generation electric propulsion system that hit a new U.S. record of 120 kilowatts roughly 25 times more powerful than the thrusters currently flying on the Psyche spacecraft. Instead of using xenon...

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TheNewPhysics

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38,549 views • 3 months ago •via X (Twitter)

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Kryptonite may weaken Superman, but real‑life krypton fuel is giving our electric propulsion thrusters a “super” boost! NASA Glenn engineers tested two 12‑kilowatt HERMeS Hall thrusters running side by side — the same type set to take the Space Reactor‑1 Freedom spacecraft to Mars. Instead of traditional xenon, the thrusters ran on krypton, which is more cost-effective for long-duration journeys but can be tougher on hardware. Researchers studied their performance and how quickly their parts wore down. They found that Glenn’s magnetic shielding technology reduced wear-and-tear significantly, giving krypton-fueled thrusters the lifetime needed for round-trip Mars missions. As the thrusters were moved closer together, they continued to operate smoothly — a major step forward for future NASA electric propulsion spacecraft. More:
0:11

Kryptonite may weaken Superman, but real‑life krypton fuel is giving our electric propulsion thrusters a “super” boost! NASA Glenn engineers tested two 12‑kilowatt HERMeS Hall thrusters running side by side — the same type set to take the Space Reactor‑1 Freedom spacecraft to Mars. Instead of traditional xenon, the thrusters ran on krypton, which is more cost-effective for long-duration journeys but can be tougher on hardware. Researchers studied their performance and how quickly their parts wore down. They found that Glenn’s magnetic shielding technology reduced wear-and-tear significantly, giving krypton-fueled thrusters the lifetime needed for round-trip Mars missions. As the thrusters were moved closer together, they continued to operate smoothly — a major step forward for future NASA electric propulsion spacecraft. More:

NASA's Glenn Research Center

13,770 views • 11 days ago

Today’s #GoogleDoodle celebrates the launch of Artemis II, the NASA mission that will send astronauts around the moon and back for the first time in over 50 years. During the approximately 10-day voyage, the crew will test the spacecraft’s systems while traveling farther into deep space than any human has gone since the Apollo program. This critical test flight brings us one step closer to a long-term return to the moon and future missions to Mars. Want to learn more? Watch NASA's Artemis II mission live on YouTube 🚀 🌕
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Today’s #GoogleDoodle celebrates the launch of Artemis II, the NASA mission that will send astronauts around the moon and back for the first time in over 50 years. During the approximately 10-day voyage, the crew will test the spacecraft’s systems while traveling farther into deep space than any human has gone since the Apollo program. This critical test flight brings us one step closer to a long-term return to the moon and future missions to Mars. Want to learn more? Watch NASA's Artemis II mission live on YouTube 🚀 🌕

Google

552,242 views • 5 months ago

When a spacecraft leaves Earth, it doesn’t just fire its engines and head straight to its destination. In many missions, especially those going beyond low Earth orbit, there’s a more subtle and elegant strategy at play, one that uses gravity itself as part of the navigation system. This is often called a gravity assist, or a slingshot maneuver. But in the case of missions like #Artemis II, what’s being used is a closely related idea known as a free-return trajectory. At first glance, it might sound simple: the spacecraft goes to the Moon, loops around it, and comes back. But the physics behind it is anything but simple. Instead of relying on continuous propulsion, the spacecraft follows a carefully calculated path through the gravitational field of the Earth–Moon system. It is launched with just the right speed and direction so that, as it approaches the Moon, the Moon’s gravity bends its trajectory. The spacecraft is effectively flung around the Moon, redirected onto a path that naturally brings it back toward Earth. No major engine burn is needed for the return. Small trajectory corrections may still be required, but gravity does the heavy lifting. That’s the key. This kind of trajectory is not just efficient, it’s also safe. If something goes wrong with the spacecraft’s engines or onboard systems, gravity itself ensures the return. It’s an inherent backup plan, built into the trajectory from the very beginning. The same fundamental idea appears in gravity assists used across the Solar System. When a spacecraft flies past a planet, it can gain or lose speed by exchanging momentum with that planet. From the spacecraft’s point of view, it’s as if it has been accelerated without using fuel. In reality, it has borrowed a tiny amount of orbital energy from the planet itself. That’s how missions like Voyager reached the outer planets, and how probes continue to explore regions far beyond what their onboard fuel alone would allow. But there’s an important distinction. An interplanetary gravity assist is typically used to change speed and direction, often increasing the spacecraft’s energy. A free-return trajectory, like the one used in Artemis II, is designed for something more specific: a path that naturally loops back to Earth without requiring additional propulsion. It’s less about gaining energy, and more about shaping a trajectory that guarantees a return. To understand why this works, it helps to stop thinking in straight lines. In space, motion follows curves defined by gravity. The spacecraft is constantly falling, first toward Earth, then toward the Moon, and then back toward Earth again. What looks like a loop is really a continuous free fall through a changing gravitational landscape. This way of navigating space reveals something deeper. We tend to think of engines as the drivers of motion, but once a spacecraft is on its way, gravity does most of the work. The art of spaceflight is not just about thrust. It’s about knowing when not to use it. #GoodLuck #Artemis NASA Artemis
0:11

When a spacecraft leaves Earth, it doesn’t just fire its engines and head straight to its destination. In many missions, especially those going beyond low Earth orbit, there’s a more subtle and elegant strategy at play, one that uses gravity itself as part of the navigation system. This is often called a gravity assist, or a slingshot maneuver. But in the case of missions like #Artemis II, what’s being used is a closely related idea known as a free-return trajectory. At first glance, it might sound simple: the spacecraft goes to the Moon, loops around it, and comes back. But the physics behind it is anything but simple. Instead of relying on continuous propulsion, the spacecraft follows a carefully calculated path through the gravitational field of the Earth–Moon system. It is launched with just the right speed and direction so that, as it approaches the Moon, the Moon’s gravity bends its trajectory. The spacecraft is effectively flung around the Moon, redirected onto a path that naturally brings it back toward Earth. No major engine burn is needed for the return. Small trajectory corrections may still be required, but gravity does the heavy lifting. That’s the key. This kind of trajectory is not just efficient, it’s also safe. If something goes wrong with the spacecraft’s engines or onboard systems, gravity itself ensures the return. It’s an inherent backup plan, built into the trajectory from the very beginning. The same fundamental idea appears in gravity assists used across the Solar System. When a spacecraft flies past a planet, it can gain or lose speed by exchanging momentum with that planet. From the spacecraft’s point of view, it’s as if it has been accelerated without using fuel. In reality, it has borrowed a tiny amount of orbital energy from the planet itself. That’s how missions like Voyager reached the outer planets, and how probes continue to explore regions far beyond what their onboard fuel alone would allow. But there’s an important distinction. An interplanetary gravity assist is typically used to change speed and direction, often increasing the spacecraft’s energy. A free-return trajectory, like the one used in Artemis II, is designed for something more specific: a path that naturally loops back to Earth without requiring additional propulsion. It’s less about gaining energy, and more about shaping a trajectory that guarantees a return. To understand why this works, it helps to stop thinking in straight lines. In space, motion follows curves defined by gravity. The spacecraft is constantly falling, first toward Earth, then toward the Moon, and then back toward Earth again. What looks like a loop is really a continuous free fall through a changing gravitational landscape. This way of navigating space reveals something deeper. We tend to think of engines as the drivers of motion, but once a spacecraft is on its way, gravity does most of the work. The art of spaceflight is not just about thrust. It’s about knowing when not to use it. #GoodLuck #Artemis NASA Artemis

Erika 

235,073 views • 5 months ago

More Batteries vs. Submarines Now that the German TKMS and the French Naval Group have massively adopted lithium-ion batteries, following the Japanese lead, this is consolidating as a major trend, just as I had predicted. The next stage will be solid-state batteries, and at that point, we'll essentially be discussing only speed and submerged endurance in comparison to nuclear submarines. Since solid-state batteries are lighter, they will allow for a greater number to be installed, freeing up space for more powerful propulsion systems. Naval Group has already sold a version of the Scorpène to Indonesia capable of remaining submerged for up to 80 days. That's with lithium-ion batteries. Imagine what this could exceed, more than double, with solid-state batteries. In practical terms, a more powerful engine combined with solid-state batteries in the proportions that Naval Group is now using in the Scorpène would provide three times the speed, meaning something like 10–15 knots at constant speed while maintaining around 50 days submerged. This would give a range of 40,000–50,000 km, requiring less than one hour on the surface for a fast recharge. For speeds above 25 knots, simply adding more batteries and a better engine would suffice, as the solid-state system has high power output. All this at 15–20% of the cost of a nuclear submarine. And if the choice is to power the batteries with a micro-reactor, it would cost 25–35% of a conventional nuclear one. Then someone will say: “But a nuclear sub can stay submerged for years.” That makes no difference at all, since even with around 60 days of endurance, the crew still needs to surface to resupply provisions. The big advantages remain: battery-powered subs are superior in silence, and speed can be addressed with larger battery packs.
0:17

More Batteries vs. Submarines Now that the German TKMS and the French Naval Group have massively adopted lithium-ion batteries, following the Japanese lead, this is consolidating as a major trend, just as I had predicted. The next stage will be solid-state batteries, and at that point, we'll essentially be discussing only speed and submerged endurance in comparison to nuclear submarines. Since solid-state batteries are lighter, they will allow for a greater number to be installed, freeing up space for more powerful propulsion systems. Naval Group has already sold a version of the Scorpène to Indonesia capable of remaining submerged for up to 80 days. That's with lithium-ion batteries. Imagine what this could exceed, more than double, with solid-state batteries. In practical terms, a more powerful engine combined with solid-state batteries in the proportions that Naval Group is now using in the Scorpène would provide three times the speed, meaning something like 10–15 knots at constant speed while maintaining around 50 days submerged. This would give a range of 40,000–50,000 km, requiring less than one hour on the surface for a fast recharge. For speeds above 25 knots, simply adding more batteries and a better engine would suffice, as the solid-state system has high power output. All this at 15–20% of the cost of a nuclear submarine. And if the choice is to power the batteries with a micro-reactor, it would cost 25–35% of a conventional nuclear one. Then someone will say: “But a nuclear sub can stay submerged for years.” That makes no difference at all, since even with around 60 days of endurance, the crew still needs to surface to resupply provisions. The big advantages remain: battery-powered subs are superior in silence, and speed can be addressed with larger battery packs.

Patricia Marins

103,224 views • 8 months ago

Today, we’re pulling back more of the curtain on the in-house teams and technology that will bring the Ford Universal Electric Vehicle to life. More than half of our aero team came from the Formula 1 world, where air is either your greatest ally or most punishing enemy - and every curve matters. From the sculpted roofline to the underbody, our teams are chasing physics in search of longer range and lower cost for our customers. Our new mid-size electric truck’s aerodynamic efficiency is more than 15% better than any other pickup truck on the market today. “To the air, it’s no longer a truck”. From a zonal architecture and 48V low-voltage system, to the new in-house E-Box, and smaller and lighter wire harnesses, the team is obsessing over every detail with UEV. Our aim is to have a family of vehicles that we expect to compete on price with the best in the world, including gas vehicles. And they will be FUN to drive!
0:12

Today, we’re pulling back more of the curtain on the in-house teams and technology that will bring the Ford Universal Electric Vehicle to life. More than half of our aero team came from the Formula 1 world, where air is either your greatest ally or most punishing enemy - and every curve matters. From the sculpted roofline to the underbody, our teams are chasing physics in search of longer range and lower cost for our customers. Our new mid-size electric truck’s aerodynamic efficiency is more than 15% better than any other pickup truck on the market today. “To the air, it’s no longer a truck”. From a zonal architecture and 48V low-voltage system, to the new in-house E-Box, and smaller and lighter wire harnesses, the team is obsessing over every detail with UEV. Our aim is to have a family of vehicles that we expect to compete on price with the best in the world, including gas vehicles. And they will be FUN to drive!

Chris

28,770 views • 6 months ago

🚨 SCIENTISTS MAY HAVE FOUND A REAL “LOOPHOLE” FOR WARP DRIVES. And for the first time, the math may not completely break physics. For decades, warp drives were considered impossible because they seemed to require massive amounts of “exotic negative energy” that doesn’t exist in usable quantities. But new theoretical models suggest there may be ways to reshape spacetime using far less exotic energy or in some versions, almost none at all. Why this matters: • A warp drive doesn’t actually move the ship faster than light • It compresses spacetime in front of the craft and expands it behind • The ship stays inside a stable bubble while the universe itself moves around it • Einstein’s speed limit remains intact the ship never locally exceeds c The deeper implication is mind-bending: If spacetime can be engineered like this, distance itself becomes programmable. Interstellar travel would stop being an impossible energy problem… and turn into a geometry problem. The universe may not be blocking faster-than-light travel. We may simply be too primitive to shape spacetime correctly yet. What happens when humanity learns to engineer gravity itself? Follow for more frontier physics and reality-bending breakthroughs.
0:16

🚨 SCIENTISTS MAY HAVE FOUND A REAL “LOOPHOLE” FOR WARP DRIVES. And for the first time, the math may not completely break physics. For decades, warp drives were considered impossible because they seemed to require massive amounts of “exotic negative energy” that doesn’t exist in usable quantities. But new theoretical models suggest there may be ways to reshape spacetime using far less exotic energy or in some versions, almost none at all. Why this matters: • A warp drive doesn’t actually move the ship faster than light • It compresses spacetime in front of the craft and expands it behind • The ship stays inside a stable bubble while the universe itself moves around it • Einstein’s speed limit remains intact the ship never locally exceeds c The deeper implication is mind-bending: If spacetime can be engineered like this, distance itself becomes programmable. Interstellar travel would stop being an impossible energy problem… and turn into a geometry problem. The universe may not be blocking faster-than-light travel. We may simply be too primitive to shape spacetime correctly yet. What happens when humanity learns to engineer gravity itself? Follow for more frontier physics and reality-bending breakthroughs.

TheNewPhysics

89,623 views • 3 months ago

NEWS: SpaceX has released a statement after today's successful 11th Starship test flight. "Every major objective of the flight test was achieved, providing valuable data as we prepare the next generation of Starship and Super Heavy. The flight test began with Super Heavy igniting all 33 Raptor engines and ascending over the Gulf. The successful first-stage ascent was followed by a hot-staging maneuver, with Starship’s upper stage igniting its six Raptor engines to continue its flight to space. Following stage separation, the Super Heavy booster completed its boostback burn to put it on a course to a pre-planned splashdown zone off the coast of Texas using 12 of the 13 planned engines. Under the same angle of attack tested on the previous flight, the booster descended until successfully igniting all 13 planned engines (including one that did not relight during the boostback burn) for the high-thrust portion of the landing burn. The booster successfully executed a unique landing burn planned for use on the next generation booster. Super Heavy hovered above the water before shutting down its engines and splashing down. After completing a full-duration ascent burn, Starship achieved its planned velocity and trajectory. During flight, Starship successfully deployed eight Starlink simulators and executed the third in-space relight of a Raptor engine, demonstrating a critical capability for future deorbit burns. Starship re-entered the Earth’s atmosphere and was able to gather extensive data on the performance of its heatshield as it was intentionally stressed to test the limits of the vehicle’s capabilities. In the final minutes of flight, Starship performed a dynamic banking maneuver to mimic the trajectory that future missions returning to Starbase will fly. Starship then guided itself using its four flaps to the pre-planned splashdown zone in the Indian Ocean, successfully executing a landing flip, landing burn, and soft splashdown. Focus now turns to the next generation of Starship and Super Heavy, with multiple vehicles currently in active build and preparing for tests. This next iteration will be used for the first Starship orbital flights, operational payload missions, propellant transfer, and more as we iterate to a fully and rapidly reusable vehicle with service to Earth orbit, the Moon, Mars, and beyond."
0:15

NEWS: SpaceX has released a statement after today's successful 11th Starship test flight. "Every major objective of the flight test was achieved, providing valuable data as we prepare the next generation of Starship and Super Heavy. The flight test began with Super Heavy igniting all 33 Raptor engines and ascending over the Gulf. The successful first-stage ascent was followed by a hot-staging maneuver, with Starship’s upper stage igniting its six Raptor engines to continue its flight to space. Following stage separation, the Super Heavy booster completed its boostback burn to put it on a course to a pre-planned splashdown zone off the coast of Texas using 12 of the 13 planned engines. Under the same angle of attack tested on the previous flight, the booster descended until successfully igniting all 13 planned engines (including one that did not relight during the boostback burn) for the high-thrust portion of the landing burn. The booster successfully executed a unique landing burn planned for use on the next generation booster. Super Heavy hovered above the water before shutting down its engines and splashing down. After completing a full-duration ascent burn, Starship achieved its planned velocity and trajectory. During flight, Starship successfully deployed eight Starlink simulators and executed the third in-space relight of a Raptor engine, demonstrating a critical capability for future deorbit burns. Starship re-entered the Earth’s atmosphere and was able to gather extensive data on the performance of its heatshield as it was intentionally stressed to test the limits of the vehicle’s capabilities. In the final minutes of flight, Starship performed a dynamic banking maneuver to mimic the trajectory that future missions returning to Starbase will fly. Starship then guided itself using its four flaps to the pre-planned splashdown zone in the Indian Ocean, successfully executing a landing flip, landing burn, and soft splashdown. Focus now turns to the next generation of Starship and Super Heavy, with multiple vehicles currently in active build and preparing for tests. This next iteration will be used for the first Starship orbital flights, operational payload missions, propellant transfer, and more as we iterate to a fully and rapidly reusable vehicle with service to Earth orbit, the Moon, Mars, and beyond."

Sawyer Merritt

273,302 views • 10 months ago

So, my opinion on what the Antarctic (Antarctica) Anomaly is that it's a type of frequency technology. It must be way more powerful than HAARP, as many have claimed it to be, because we would see these anomalies at other HAARP sites, and we don't, not like this. With that said, and I'm very much trying to avoid letting what I want it to be not play a part here, I think it is a technology that is being used either off the coast of Antarctica itself or Bouvet Island. A third possibility is an area just to the northwest of the island that looks odd. It's possible it is a sonar scan from a ship, but why in that remote location? It looks like an antenna set up or rows of something that is out of place. I also believe that the weather events and fires that have taken place in Africa could possibly have been because of this. Each time we saw the anomaly, it was followed by a destructive weather event in Africa. A weird connection to that is we have been told and warned of a very busy 2024 Atlantic hurricane season. This is in part because of the above-average Atlantic ocean temperatures, which is the fuel to Hurricanes. With all this info, it's possible to see how the Anomaly could be a frequency tech that can manipulate or create weather, And or WARM up the Ocean temps to purposely enhance the Hurricane season and Storm growth. Keep in mind that many of our hurricanes and many of the biggest hurricanes have come from the west coast of Africa and form over the Cape Verde islands before heading towards the Caribbean and the United States. This is all of course speculation, and I'm learning many new things every day, so this idea may morph over time as we learn more. In the end, it is very hard to ignore all these findings. #antarctica #anonaly #AntarcticaAnomaly #BouvetIsland
0:07

So, my opinion on what the Antarctic (Antarctica) Anomaly is that it's a type of frequency technology. It must be way more powerful than HAARP, as many have claimed it to be, because we would see these anomalies at other HAARP sites, and we don't, not like this. With that said, and I'm very much trying to avoid letting what I want it to be not play a part here, I think it is a technology that is being used either off the coast of Antarctica itself or Bouvet Island. A third possibility is an area just to the northwest of the island that looks odd. It's possible it is a sonar scan from a ship, but why in that remote location? It looks like an antenna set up or rows of something that is out of place. I also believe that the weather events and fires that have taken place in Africa could possibly have been because of this. Each time we saw the anomaly, it was followed by a destructive weather event in Africa. A weird connection to that is we have been told and warned of a very busy 2024 Atlantic hurricane season. This is in part because of the above-average Atlantic ocean temperatures, which is the fuel to Hurricanes. With all this info, it's possible to see how the Anomaly could be a frequency tech that can manipulate or create weather, And or WARM up the Ocean temps to purposely enhance the Hurricane season and Storm growth. Keep in mind that many of our hurricanes and many of the biggest hurricanes have come from the west coast of Africa and form over the Cape Verde islands before heading towards the Caribbean and the United States. This is all of course speculation, and I'm learning many new things every day, so this idea may morph over time as we learn more. In the end, it is very hard to ignore all these findings. #antarctica #anonaly #AntarcticaAnomaly #BouvetIsland

In2ThinAir

442,580 views • 2 years ago

We expect politicians to lie most of the time. To betray us for their own gain, and to take advantage of us. We have seen and experienced this more than enough times for us to be wary of it. What we do not expect is for the family of a girl fighting for her life to deceive us and, on top of that, to use her to do so. This man, masquerading as a concerned family member and victim, has been caught claiming that he will use Yumn and stage a video "thikolhun beynun vaa gothah," and keep her there needlessly for "a long time." While I support the fight for justice and rights, this movement has been too muddied up by the elements that have infiltrated it. This is no fight for #JusticeForYumn or any other justice, as we can see in this chatlog of Mooch. I am thoroughly disappointed and disgusted, Mooch. To use her to sensationalise it just to get more cash for you is beyond words. Its no wonder sex offenders like Rashwan and liars like Shiman are organisers. A nice little symbiotic relationship between Mooch and politics.
0:17

We expect politicians to lie most of the time. To betray us for their own gain, and to take advantage of us. We have seen and experienced this more than enough times for us to be wary of it. What we do not expect is for the family of a girl fighting for her life to deceive us and, on top of that, to use her to do so. This man, masquerading as a concerned family member and victim, has been caught claiming that he will use Yumn and stage a video "thikolhun beynun vaa gothah," and keep her there needlessly for "a long time." While I support the fight for justice and rights, this movement has been too muddied up by the elements that have infiltrated it. This is no fight for #JusticeForYumn or any other justice, as we can see in this chatlog of Mooch. I am thoroughly disappointed and disgusted, Mooch. To use her to sensationalise it just to get more cash for you is beyond words. Its no wonder sex offenders like Rashwan and liars like Shiman are organisers. A nice little symbiotic relationship between Mooch and politics.

RaajjeLeaks 

194,690 views • 1 year ago

Those investing in submarines today may be wasting money. A Virginia-class submarine, powered by an S9G reactor, has a submerged displacement of around 10,000 tons and costs approximately $4–5.8 billion. Its top speed is over 30 knots. Now imagine a much smaller reactor, with power and weight around 15% of the Virginia's, used solely to continuously recharge a solid-state battery bank. Solid-state batteries weigh about half as much as lithium-ion batteries while offering 2-3x more energy capacity. In practice, this means that with the same battery weight, such a sub could achieve roughly 3x the energy gain, In terms of speed, solid-state batteries deliver double or higher discharge rates (potentially 10–20C vs. 5–10C for lithium-ion), ideal for sustained sprints above 30 knots lasting many days and a cruising speed around 25 knots. All this with 15% less overall weight, much quieter operation on batteries alone, and the same endurance as a conventional nuclear sub. And the cost? A micro-reactor would be 15–25% the price of a conventional one, small, modular, low-temperature/low-pressure. This means that when a more modern reactor is needed, you simply swap the module. A micro-reactor paired with solid-state batteries could make a Virginia-class sub $1.2-1.6 billion cheaper, quieter, and leave far more space for weapons, additional batteries, or crew comfort. That's why this system would put all existing submarines at a disadvantage in terms of cost, space, and stealth. Those not adopting micro nuclear reactors can follow what the Germans, Japanese, and French are doing. The Japanese pioneered lithium-ion batteries with diesel chargers, giving their submarines excellent value for money. The Germans chose a fuel cell AIP system to recharge lithium-ion batteries, while the French opted for a similar Japanese-style approach with a battery configuration allowing up to 80 days endurance, making the new Scorpène highly competitive. Starting around 2030, production will shift to solid-state batteries, tripling the capacity of these conventional submarines and enabling silent navigation at around 25 knots for days,making them superior in stealth and speed to many nuclear submarines currently in service. Submarines powered by solid-state batteries, recharged via micro-reactors, fuel cells, or diesel, will be superior: better armed, cheaper, and stealthier than anything we know today.
0:15

Those investing in submarines today may be wasting money. A Virginia-class submarine, powered by an S9G reactor, has a submerged displacement of around 10,000 tons and costs approximately $4–5.8 billion. Its top speed is over 30 knots. Now imagine a much smaller reactor, with power and weight around 15% of the Virginia's, used solely to continuously recharge a solid-state battery bank. Solid-state batteries weigh about half as much as lithium-ion batteries while offering 2-3x more energy capacity. In practice, this means that with the same battery weight, such a sub could achieve roughly 3x the energy gain, In terms of speed, solid-state batteries deliver double or higher discharge rates (potentially 10–20C vs. 5–10C for lithium-ion), ideal for sustained sprints above 30 knots lasting many days and a cruising speed around 25 knots. All this with 15% less overall weight, much quieter operation on batteries alone, and the same endurance as a conventional nuclear sub. And the cost? A micro-reactor would be 15–25% the price of a conventional one, small, modular, low-temperature/low-pressure. This means that when a more modern reactor is needed, you simply swap the module. A micro-reactor paired with solid-state batteries could make a Virginia-class sub $1.2-1.6 billion cheaper, quieter, and leave far more space for weapons, additional batteries, or crew comfort. That's why this system would put all existing submarines at a disadvantage in terms of cost, space, and stealth. Those not adopting micro nuclear reactors can follow what the Germans, Japanese, and French are doing. The Japanese pioneered lithium-ion batteries with diesel chargers, giving their submarines excellent value for money. The Germans chose a fuel cell AIP system to recharge lithium-ion batteries, while the French opted for a similar Japanese-style approach with a battery configuration allowing up to 80 days endurance, making the new Scorpène highly competitive. Starting around 2030, production will shift to solid-state batteries, tripling the capacity of these conventional submarines and enabling silent navigation at around 25 knots for days,making them superior in stealth and speed to many nuclear submarines currently in service. Submarines powered by solid-state batteries, recharged via micro-reactors, fuel cells, or diesel, will be superior: better armed, cheaper, and stealthier than anything we know today.

Patricia Marins

288,841 views • 8 months ago

🇺🇸 The Tesla Semi might be the most underrated story of the year... After years of delays, Tesla has finally started taking orders for its electric heavy truck, and the numbers explain why this matters. The 500-mile version comes in around $290,000, well below the $400,000+ that Daimler and Volvo charge for their electric trucks, with longer range and faster charging on top. The demand is already there. California trucking firms have applied for state subsidies to buy over 1,200 Tesla Semis, more than every other electric truck application in the state combined since 2019. The timing could not be better either. Diesel prices have climbed roughly 50% since the war with Iran began, which means electricity per mile has become dramatically cheaper than the alternative, and the new Sparks, Nevada assembly line is built to produce up to 50,000 trucks a year. Same playbook as the Model S a decade ago. Established players dismissed Tesla, then spent billions trying to catch up. The pattern is repeating in real time. Source: NYT
0:19

🇺🇸 The Tesla Semi might be the most underrated story of the year... After years of delays, Tesla has finally started taking orders for its electric heavy truck, and the numbers explain why this matters. The 500-mile version comes in around $290,000, well below the $400,000+ that Daimler and Volvo charge for their electric trucks, with longer range and faster charging on top. The demand is already there. California trucking firms have applied for state subsidies to buy over 1,200 Tesla Semis, more than every other electric truck application in the state combined since 2019. The timing could not be better either. Diesel prices have climbed roughly 50% since the war with Iran began, which means electricity per mile has become dramatically cheaper than the alternative, and the new Sparks, Nevada assembly line is built to produce up to 50,000 trucks a year. Same playbook as the Model S a decade ago. Established players dismissed Tesla, then spent billions trying to catch up. The pattern is repeating in real time. Source: NYT

Mario Nawfal

66,192 views • 3 months ago

Update on LAT Aerospace Our first uSTOL technology demonstrator is ready. Today, we have a fully-electric, fixed-wing UAV, built from scratch and almost ready for flight. To make this possible in just a few months, we built our entire flight lab from scratch. Every bench, every tool, every fixture designed to push the aircraft closer to flight every single day. This aircraft is designed to takeoff in 40 meters (thanks to a massive CL of 5 which is more than 2x of what you see on most aircraft). Endurance of 60 minutes. With a range of being able to cruise autonomously from Mumbai to Pune. Ground rolls done. As I type this, we are pushing hard to get the bird in the air. Hopefully it doesn't blow up. Either way, I promise videos of our attempt sometime over the next few weeks. We have learnt so much over the last few months, and I am sure that there are a lot of hard learnings yet in store for us. Our research on hybrid-electric propulsion is already in full swing, and we’ve also started building a team to begin development on our own gas turbine engines. This is one of the hardest engineering challenges possible. Our team is relentlessly at it to make this a reality before the turn of this decade. To read more about LAT Aerospace, please visit -- PS: LAT is not a part of Eternal
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Update on LAT Aerospace Our first uSTOL technology demonstrator is ready. Today, we have a fully-electric, fixed-wing UAV, built from scratch and almost ready for flight. To make this possible in just a few months, we built our entire flight lab from scratch. Every bench, every tool, every fixture designed to push the aircraft closer to flight every single day. This aircraft is designed to takeoff in 40 meters (thanks to a massive CL of 5 which is more than 2x of what you see on most aircraft). Endurance of 60 minutes. With a range of being able to cruise autonomously from Mumbai to Pune. Ground rolls done. As I type this, we are pushing hard to get the bird in the air. Hopefully it doesn't blow up. Either way, I promise videos of our attempt sometime over the next few weeks. We have learnt so much over the last few months, and I am sure that there are a lot of hard learnings yet in store for us. Our research on hybrid-electric propulsion is already in full swing, and we’ve also started building a team to begin development on our own gas turbine engines. This is one of the hardest engineering challenges possible. Our team is relentlessly at it to make this a reality before the turn of this decade. To read more about LAT Aerospace, please visit -- PS: LAT is not a part of Eternal

Deepinder Goyal

185,214 views • 9 months ago

A few points on the Powering Canada Strong announcement that is important to understand; * Doubling Canada's electricity generation capacity is paramount. I just wish it wouldn't take 20+ years. We don't generate enough electricity to be self-sufficient or participate in future industries. We have no choice. Has to be done. It's something I called for a while and spoke on. * Linking the connectivity of Canada's fragmented grid. This is a must to increase productivity, and remove waste. It's a one step back for two steps forward type of investment. * the connection and expansion of the grid is one of the important things we need to do reach mining areas and develop these sectors and for the growth of smaller communities around. The problem with these whole announcement is that it is all net zero based which means it won't necessarily build the most reliable possible grid for the $ and will other ridiculous costs to be carbon tax trading based on the way. It's completely inefficient from capital planning point. Mark Carney says: It will require the spreading of costs over time using our AAA balance sheet so that ratepayers don't pay all of the costs of investments today. That means the government is planning to borrow MASSIVELY! That cost will appear not only in your electricity bill but also in the value of the CAD and interest costs that is already hitting record every single year. This plan is utilizing legitimate needed action to transform all of Canada's energy need into ideological driven carbon tax trade system and inefficient power generation that all together will cost Canadian taxpayers hundreds of billions more than it should.
0:19

A few points on the Powering Canada Strong announcement that is important to understand; * Doubling Canada's electricity generation capacity is paramount. I just wish it wouldn't take 20+ years. We don't generate enough electricity to be self-sufficient or participate in future industries. We have no choice. Has to be done. It's something I called for a while and spoke on. * Linking the connectivity of Canada's fragmented grid. This is a must to increase productivity, and remove waste. It's a one step back for two steps forward type of investment. * the connection and expansion of the grid is one of the important things we need to do reach mining areas and develop these sectors and for the growth of smaller communities around. The problem with these whole announcement is that it is all net zero based which means it won't necessarily build the most reliable possible grid for the $ and will other ridiculous costs to be carbon tax trading based on the way. It's completely inefficient from capital planning point. Mark Carney says: It will require the spreading of costs over time using our AAA balance sheet so that ratepayers don't pay all of the costs of investments today. That means the government is planning to borrow MASSIVELY! That cost will appear not only in your electricity bill but also in the value of the CAD and interest costs that is already hitting record every single year. This plan is utilizing legitimate needed action to transform all of Canada's energy need into ideological driven carbon tax trade system and inefficient power generation that all together will cost Canadian taxpayers hundreds of billions more than it should.

Kirk Lubimov

24,482 views • 3 months ago

Japan’s leap into the deep blue has birthed a technological titan: the world’s first megawatt-scale underwater turbine designed to anchor within the relentless Kuroshio Current. Unlike solar or wind energy, which are beholden to the whims of the weather, this subaquatic marvel taps into ocean streams that flow with permanent, unshakable consistency. Because water is roughly 800 times denser than air, even a slow-moving current carries a kinetic punch far more powerful than a howling gale, allowing these massive "sea-planes" to generate a steady, "always-on" stream of green electricity that could theoretically power the nation 24/7. ​The sheer scale of this ambition is staggering, as researchers estimate that the energy pulsing through Japan’s coastal waters could reach a capacity of 205 gigawatts—nearly enough to match the country’s entire current power generation. These turbines operate like inverted satellites, hovering in the water column and using sophisticated sensors to maintain stability against the crushing pressure of the depths. By transforming the silent, eternal movement of the Pacific into a high-tech power plant, Japan isn't just building a gadget; it is effectively turning the ocean into the planet’s largest, most reliable natural battery.
0:12

Japan’s leap into the deep blue has birthed a technological titan: the world’s first megawatt-scale underwater turbine designed to anchor within the relentless Kuroshio Current. Unlike solar or wind energy, which are beholden to the whims of the weather, this subaquatic marvel taps into ocean streams that flow with permanent, unshakable consistency. Because water is roughly 800 times denser than air, even a slow-moving current carries a kinetic punch far more powerful than a howling gale, allowing these massive "sea-planes" to generate a steady, "always-on" stream of green electricity that could theoretically power the nation 24/7. ​The sheer scale of this ambition is staggering, as researchers estimate that the energy pulsing through Japan’s coastal waters could reach a capacity of 205 gigawatts—nearly enough to match the country’s entire current power generation. These turbines operate like inverted satellites, hovering in the water column and using sophisticated sensors to maintain stability against the crushing pressure of the depths. By transforming the silent, eternal movement of the Pacific into a high-tech power plant, Japan isn't just building a gadget; it is effectively turning the ocean into the planet’s largest, most reliable natural battery.

Science Postcard

765,882 views • 4 months ago

Jet Fuel is a fascinating story. We don’t measure it in litres, we measure it in weight, because fuel expands/contracts with temperature while weight stays constant. Jet fuel’s specific gravity is ~0.8, so 1 litre ≈ 0.8 kg (lighter than water). It’s also worth noting that jet fuel is essentially a highly refined kerosene, far less volatile than gasoline, which makes it safer to handle in large quantities. On a long-haul, fuel can be close to half the aircraft’s total weight at departure. On the A350-1000, that can be ~129 tonnes. At most major international airports, this much fuel doesn’t turn up in a tanker. It’s stored in a depot and delivered through a network of underground hydrant pipes to each stand. The “tanker” you see is really a pump truck connecting the hydrant to the aircraft and metering the exact uplift. When I moved from the A340-600 to the A350-1000, one of the things that struck me most was just how much simpler and smarter the fuel system became and how much less fuel we required for the same journeys. On the A340-600, we needed a rear trim tank in the tail to keep the aircraft in balance during cruise. It worked beautifully, but it added complexity. The A350 doesn’t need that, instead, it uses tiny fractions of flap in cruise, together with the latest wing aerodynamics, to keep perfectly in trim. London → New York comparison (typical figures): - A340-600: ~80–90 tonnes of trip fuel - A350-1000: ~50–60 tonnes of trip fuel That’s roughly 30–40% less fuel, saving ~25–30 tonnes on a single flight, which also means about 80–95 tonnes less CO₂ (rule of thumb: 1 tonne of jet fuel ≈ 3.16 tonnes CO₂) 📸 by ig/captainchris
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Jet Fuel is a fascinating story. We don’t measure it in litres, we measure it in weight, because fuel expands/contracts with temperature while weight stays constant. Jet fuel’s specific gravity is ~0.8, so 1 litre ≈ 0.8 kg (lighter than water). It’s also worth noting that jet fuel is essentially a highly refined kerosene, far less volatile than gasoline, which makes it safer to handle in large quantities. On a long-haul, fuel can be close to half the aircraft’s total weight at departure. On the A350-1000, that can be ~129 tonnes. At most major international airports, this much fuel doesn’t turn up in a tanker. It’s stored in a depot and delivered through a network of underground hydrant pipes to each stand. The “tanker” you see is really a pump truck connecting the hydrant to the aircraft and metering the exact uplift. When I moved from the A340-600 to the A350-1000, one of the things that struck me most was just how much simpler and smarter the fuel system became and how much less fuel we required for the same journeys. On the A340-600, we needed a rear trim tank in the tail to keep the aircraft in balance during cruise. It worked beautifully, but it added complexity. The A350 doesn’t need that, instead, it uses tiny fractions of flap in cruise, together with the latest wing aerodynamics, to keep perfectly in trim. London → New York comparison (typical figures): - A340-600: ~80–90 tonnes of trip fuel - A350-1000: ~50–60 tonnes of trip fuel That’s roughly 30–40% less fuel, saving ~25–30 tonnes on a single flight, which also means about 80–95 tonnes less CO₂ (rule of thumb: 1 tonne of jet fuel ≈ 3.16 tonnes CO₂) 📸 by ig/captainchris

aircraftmaintenancengineer

509,361 views • 1 year ago

This is a turbine blade from a 571 MW General Electric gas turbine. It sits inside the hottest part of a machine where combustion gases can reach roughly 1,600°C, while the turbine rotor spins at 3,000+ rpm depending on the grid. At that speed the blade tips are a couple of metres out and the centrifugal load is in the range of something like 10,000+ g or more. And yet this blade isn't bolted to the rotor. It’s root slides into a precision Fir-tree groove machined into the turbine disc, spreading the enormous centrifugal load across multiple contact surfaces instead of concentrating it through a fastener. The hottest first stage buckets are single crystal nickel superalloys like Rene N5 or similar. No grain boundaries, which is what would fail first under the heat and creep The blade is also cooled internally and protected by thermal barrier coatings, allowing the metal itself to remain far below the temperature of the gas flowing around it. At full power you’re looking at 571 MW and about 93 tonnes of natural gas burn rate an hour, that’s roughly a tonne and a half every minute. And the exhaust still contains enormous amounts of usable heat. In a combined cycle plant, that heat is recovered in a heat recovery steam generator, which boils water into steam. The steam then drives a second steam turbine, extracting energy that would otherwise disappear out of the exhaust into the environment. The result is more than 64% thermal efficiency, compared with about 44% for the gas turbine operating alone. For a sense of scale, A single gas turbine installation of this scale can supply electricity equivalent to roughly 600,000+ homes. What’s still odd is that, the blade carrying all of this load can still look like a simple piece of metal being hammered into a slot to the untrained eye. Source, 1989alibek
0:14

This is a turbine blade from a 571 MW General Electric gas turbine. It sits inside the hottest part of a machine where combustion gases can reach roughly 1,600°C, while the turbine rotor spins at 3,000+ rpm depending on the grid. At that speed the blade tips are a couple of metres out and the centrifugal load is in the range of something like 10,000+ g or more. And yet this blade isn't bolted to the rotor. It’s root slides into a precision Fir-tree groove machined into the turbine disc, spreading the enormous centrifugal load across multiple contact surfaces instead of concentrating it through a fastener. The hottest first stage buckets are single crystal nickel superalloys like Rene N5 or similar. No grain boundaries, which is what would fail first under the heat and creep The blade is also cooled internally and protected by thermal barrier coatings, allowing the metal itself to remain far below the temperature of the gas flowing around it. At full power you’re looking at 571 MW and about 93 tonnes of natural gas burn rate an hour, that’s roughly a tonne and a half every minute. And the exhaust still contains enormous amounts of usable heat. In a combined cycle plant, that heat is recovered in a heat recovery steam generator, which boils water into steam. The steam then drives a second steam turbine, extracting energy that would otherwise disappear out of the exhaust into the environment. The result is more than 64% thermal efficiency, compared with about 44% for the gas turbine operating alone. For a sense of scale, A single gas turbine installation of this scale can supply electricity equivalent to roughly 600,000+ homes. What’s still odd is that, the blade carrying all of this load can still look like a simple piece of metal being hammered into a slot to the untrained eye. Source, 1989alibek

Ammanichanda

85,980 views • 15 days ago

🇮🇱🇮🇷 The massive explosion in Beit Shemesh was at the Tomer Company, Israel's government defense firm that builds the rocket engines for Arrow 2 and Arrow 3 missile interceptors. The systems Israel uses to shoot down Iranian ballistic missiles. Here's why the "controlled explosion" explanation doesn't hold up: Controlled detonations require advance public notification. There was none. Emergency services were scrambled immediately to respond. You don't scramble emergency services to something that was planned. And the scale of the blast is consistent with one thing: rocket motor propellant or solid fuel igniting unexpectedly. Which makes complete sense for a facility that manufactures rocket propulsion systems. The most likely explanation: an accident during testing or production. But the timing is worth sitting with. Iran just escalated for the first time on its own terms, not in response to U.S. action, but initiating. A more emboldened Iran than the one that entered this ceasefire. An accident at Israel's most critical missile defense facility is the probable answer. Sabotage, at exactly this moment, at exactly this target, cannot be fully ruled out.
0:06

🇮🇱🇮🇷 The massive explosion in Beit Shemesh was at the Tomer Company, Israel's government defense firm that builds the rocket engines for Arrow 2 and Arrow 3 missile interceptors. The systems Israel uses to shoot down Iranian ballistic missiles. Here's why the "controlled explosion" explanation doesn't hold up: Controlled detonations require advance public notification. There was none. Emergency services were scrambled immediately to respond. You don't scramble emergency services to something that was planned. And the scale of the blast is consistent with one thing: rocket motor propellant or solid fuel igniting unexpectedly. Which makes complete sense for a facility that manufactures rocket propulsion systems. The most likely explanation: an accident during testing or production. But the timing is worth sitting with. Iran just escalated for the first time on its own terms, not in response to U.S. action, but initiating. A more emboldened Iran than the one that entered this ceasefire. An accident at Israel's most critical missile defense facility is the probable answer. Sabotage, at exactly this moment, at exactly this target, cannot be fully ruled out.

Mario Nawfal

759,365 views • 3 months ago

HTML Artifacts are a big part of how I work with agents now. Artifacts can be more than just static files. When combined with agents, they can take action or help you take action. This unlocks all kinds of interesting ways to work with agents. This is clearly the future. Check out this writing and scheduler artifact I built in a few minutes. It uses a bit of HTML and JS. All the data is in markdown (Obsidian vaults), so the agent can access and modify it at any time. No DB needed. No sophisticated functionalities. The agent decides all that for me based on the skills, context, and memory it has access to. The best part about this simple stack is that all the important information stays with me. This has allowed me to build a recursive self-improving system and automations that can better tap into coding agents like Codex or Claude Code. I could have paid or built an entire app for scheduling posts, and there are so many of them out there. But I don't need to. I've realized a simple artifact does the job. And the simplicity of it is actually an advantage. Very little maintenance for very high returns on personalization, time, and efficiency. The other benefit of this is that I can add features as I please. That level of personalization feels magical, and we should all be pursuing more of it. All of this just keeps compounding. Of course, this example is just about writing. But I have similar artifacts for research, design, experimentation, evaluation, and so much more. And no, I didn't actually publish the post example I shared in the clip. It was just for demonstration purposes. I actually spend more time than this when writing together with agents. Lastly, having built my own agent orchestrator tool has made me realize that simplifying the tool stack is a superpower. If you are curious about how all this works, I will do a live session next week:
0:16

HTML Artifacts are a big part of how I work with agents now. Artifacts can be more than just static files. When combined with agents, they can take action or help you take action. This unlocks all kinds of interesting ways to work with agents. This is clearly the future. Check out this writing and scheduler artifact I built in a few minutes. It uses a bit of HTML and JS. All the data is in markdown (Obsidian vaults), so the agent can access and modify it at any time. No DB needed. No sophisticated functionalities. The agent decides all that for me based on the skills, context, and memory it has access to. The best part about this simple stack is that all the important information stays with me. This has allowed me to build a recursive self-improving system and automations that can better tap into coding agents like Codex or Claude Code. I could have paid or built an entire app for scheduling posts, and there are so many of them out there. But I don't need to. I've realized a simple artifact does the job. And the simplicity of it is actually an advantage. Very little maintenance for very high returns on personalization, time, and efficiency. The other benefit of this is that I can add features as I please. That level of personalization feels magical, and we should all be pursuing more of it. All of this just keeps compounding. Of course, this example is just about writing. But I have similar artifacts for research, design, experimentation, evaluation, and so much more. And no, I didn't actually publish the post example I shared in the clip. It was just for demonstration purposes. I actually spend more time than this when writing together with agents. Lastly, having built my own agent orchestrator tool has made me realize that simplifying the tool stack is a superpower. If you are curious about how all this works, I will do a live session next week:

elvis

18,374 views • 3 months ago

The main goal of Judeomasonry is to destroy the science of polygenism, and they've almost been completely successful at it. Almost. Have you ever noticed something oomfies? That when you train your body to naturally sleep at an hour, the next day you want to sleep an hour after that? And again for the next day until the whole thing goes out of whack? The more naturally you try to adapt, the more consistent it is -- roughly a 1 hour slip each day. You're not abnormal, you've probably self-selected by reading this far. Not everyone has a 24 hour sleep cycle on this planet, even though all animals and plants have this correct circadian rhythm. A lot of us have a 25 hour sleep cycle. This fact has been buried in peer review with fake "new results", but the initial paper that verified this is perfectly valid. I am talking about the Aschoff-Wever bunker experiments that spanned 20 years and consistently turned up with the same result for the self-selecting participants: A ~25 hour sleep cycle. The moment you try to replicate this with the general public it'll smooth over a bimodal distribution. Some people have a circadian rhythm synchronised to Earth. The rest of us? We seem to be synchronised closer to Mars, which has a 24.7 hour day cycle. How can this be? I'll leave that question to you my sleepy oomfies. As for me, I bid you goodnight. 💙
0:15

The main goal of Judeomasonry is to destroy the science of polygenism, and they've almost been completely successful at it. Almost. Have you ever noticed something oomfies? That when you train your body to naturally sleep at an hour, the next day you want to sleep an hour after that? And again for the next day until the whole thing goes out of whack? The more naturally you try to adapt, the more consistent it is -- roughly a 1 hour slip each day. You're not abnormal, you've probably self-selected by reading this far. Not everyone has a 24 hour sleep cycle on this planet, even though all animals and plants have this correct circadian rhythm. A lot of us have a 25 hour sleep cycle. This fact has been buried in peer review with fake "new results", but the initial paper that verified this is perfectly valid. I am talking about the Aschoff-Wever bunker experiments that spanned 20 years and consistently turned up with the same result for the self-selecting participants: A ~25 hour sleep cycle. The moment you try to replicate this with the general public it'll smooth over a bimodal distribution. Some people have a circadian rhythm synchronised to Earth. The rest of us? We seem to be synchronised closer to Mars, which has a 24.7 hour day cycle. How can this be? I'll leave that question to you my sleepy oomfies. As for me, I bid you goodnight. 💙

Korobochka (コロボ) 🇦🇺✝️🇷🇺

34,467 views • 6 months ago

🔥🚨BREAKING NEWS: Donald Trump just responded to Elon Musk with a Presidential warning:”Elon Musk knew, long before he so strongly Endorsed me for President, that I was strongly against the EV Mandate. It is ridiculous, and was always a major part of my campaign. Electric cars are fine, but not everyone should be forced to own one. Elon may get more subsidy than any human being in history, by far, and without subsidies, Elon would probably have to close up shop and head back home to South Africa. No more Rocket launches, Satellites, or Electric Car Production, and our Country would save a FORTUNE. Perhaps we should have DOGE take a good, hard, look at this? BIG MONEY TO BE SAVED!!!”
0:16

🔥🚨BREAKING NEWS: Donald Trump just responded to Elon Musk with a Presidential warning:”Elon Musk knew, long before he so strongly Endorsed me for President, that I was strongly against the EV Mandate. It is ridiculous, and was always a major part of my campaign. Electric cars are fine, but not everyone should be forced to own one. Elon may get more subsidy than any human being in history, by far, and without subsidies, Elon would probably have to close up shop and head back home to South Africa. No more Rocket launches, Satellites, or Electric Car Production, and our Country would save a FORTUNE. Perhaps we should have DOGE take a good, hard, look at this? BIG MONEY TO BE SAVED!!!”

Dom Lucre | Breaker of Narratives

2,082,431 views • 1 year ago