Video yükleniyor...

Video Yüklenemedi

Ana Sayfaya Dön

The B-1 escape capsule would eventually be replaced with ejection seats - 3 prototypes configured and 1 fatality. On Aug 29, 1984, a B-1A Prototype stalled at low altitude due to fuel transfer error causing aft CG shift during wing sweep. Crew ejected the escape capsule at ~1,500 ft....

timfarmer's profile picture

Tim Farmer

33,203 subscribers

104,716 görüntüleme • 5 ay önce •via X (Twitter)

Haberler & PolitikaBilim & Teknoloji
LIVE

Anya Rossi• Live Now

Private livecam show

0 Yorum

Yorum bulunmuyor

Orijinal gönderinin yorumları burada görünecek

Benzer Videolar

WHEN HUMIDITY BROUGHT DOWN A STEALTH GIANT — THE $1.4BN B-2 CRASH On February 23, 2008, a Northrop Grumman B-2 Spirit crashed seconds after takeoff from Andersen Air Force Base — the most expensive air crash in history at the time. The cause wasn’t engine failure or pilot error. Moisture contamination in 3 of the aircraft’s 24 air data sensors caused them to transmit incorrect data to the flight control computers. The system miscalculated airspeed, altitude, and pitch attitude. As the jet rotated, the computers interpreted the data as if the nose were pointed downward and commanded an abrupt nose-up input. The aircraft over-rotated, exceeded its critical angle of attack, and stalled almost immediately after liftoff. The left wing struck the runway. Both pilots ejected safely, with one sustaining serious injuries. Worth noting, the Northrop B-2 Spirit bomber was valued at $1.4billion back in 2008, value has since risen (approx) $2 billion per aircraft. 📹: Stephen Trimble(YouTube)
1:17

WHEN HUMIDITY BROUGHT DOWN A STEALTH GIANT — THE $1.4BN B-2 CRASH On February 23, 2008, a Northrop Grumman B-2 Spirit crashed seconds after takeoff from Andersen Air Force Base — the most expensive air crash in history at the time. The cause wasn’t engine failure or pilot error. Moisture contamination in 3 of the aircraft’s 24 air data sensors caused them to transmit incorrect data to the flight control computers. The system miscalculated airspeed, altitude, and pitch attitude. As the jet rotated, the computers interpreted the data as if the nose were pointed downward and commanded an abrupt nose-up input. The aircraft over-rotated, exceeded its critical angle of attack, and stalled almost immediately after liftoff. The left wing struck the runway. Both pilots ejected safely, with one sustaining serious injuries. Worth noting, the Northrop B-2 Spirit bomber was valued at $1.4billion back in 2008, value has since risen (approx) $2 billion per aircraft. 📹: Stephen Trimble(YouTube)

Turbine Traveller

66,410 görüntüleme • 5 ay önce

On May 2, 1944, a B-24H Liberator bomber flew home from a mission over Italy with a massive piece of another airplane wrapped entirely around its nose. During a 15th Air Force bombing raid over Parma, the B-24 named "Big Fat Mama" (Serial 41-29453) collided mid-air with a fellow bomber, "Southern Gal" (Serial 42-52454). The impact was so violent that it sheared off "Southern Gal's" entire vertical tail stabilizer. The severed fin wedged itself tightly onto the nose section of "Big Fat Mama," completely blocking the bombardier's view and severely disrupting the plane's aerodynamics. The collision instantly split the fates of the two crews: The Crew of "Big Fat Mama": Believing the bomber was doomed during an initial steep dive, four crew members bailed out over enemy territory. Two were captured and spent the war as POWs, while two evaded capture with the help of Italian partisans. The remaining crew stayed at the controls, fighting the heavily damaged aircraft across the Mediterranean. Relying on sheer piloting skill, they executed a successful emergency landing at a U.S. fighter strip in Borgo-Poretta, Corsica. Everyone remaining on board survived. The Crew of "Southern Gal": Ripped of its tail surfaces and flight controls, the aircraft went into an uncontrollable spin and plunged to the ground near Villafranca Lunigiana. Trapped inside the rapidly falling fuselage, eight crew members were killed in action. Only two managed to escape the spinning aircraft; both parachuted safely into occupied territory but were quickly captured and spent the rest of the war as POWs. "Big Fat Mama" was subsequently repaired, returned to service, and flew for several more months before a runway accident at Pantanella Air Base in February 1945 permanently retired the legendary airframe.🫡
0:26

On May 2, 1944, a B-24H Liberator bomber flew home from a mission over Italy with a massive piece of another airplane wrapped entirely around its nose. During a 15th Air Force bombing raid over Parma, the B-24 named "Big Fat Mama" (Serial 41-29453) collided mid-air with a fellow bomber, "Southern Gal" (Serial 42-52454). The impact was so violent that it sheared off "Southern Gal's" entire vertical tail stabilizer. The severed fin wedged itself tightly onto the nose section of "Big Fat Mama," completely blocking the bombardier's view and severely disrupting the plane's aerodynamics. The collision instantly split the fates of the two crews: The Crew of "Big Fat Mama": Believing the bomber was doomed during an initial steep dive, four crew members bailed out over enemy territory. Two were captured and spent the war as POWs, while two evaded capture with the help of Italian partisans. The remaining crew stayed at the controls, fighting the heavily damaged aircraft across the Mediterranean. Relying on sheer piloting skill, they executed a successful emergency landing at a U.S. fighter strip in Borgo-Poretta, Corsica. Everyone remaining on board survived. The Crew of "Southern Gal": Ripped of its tail surfaces and flight controls, the aircraft went into an uncontrollable spin and plunged to the ground near Villafranca Lunigiana. Trapped inside the rapidly falling fuselage, eight crew members were killed in action. Only two managed to escape the spinning aircraft; both parachuted safely into occupied territory but were quickly captured and spent the rest of the war as POWs. "Big Fat Mama" was subsequently repaired, returned to service, and flew for several more months before a runway accident at Pantanella Air Base in February 1945 permanently retired the legendary airframe.🫡

Aviation Archive - Tim Farmer

202,100 görüntüleme • 22 gün önce

The "other" Tu-144 crash (everyone recalls the Paris Air Show Crash but this one is erased...) May 23: 1978: a Tupolev Tu-144 [CCCP-77111], on a pre-delivery test flight crash lands in Yegoryevsk (USSR), 2 of 8 aboard died. Jet developed a fire in the APU which led to engine problems. Conflagration´s start was later traced to a ruptured fuel line. Crew actions were also a factor. The excerpt here is from a video on the Soviet SuperSonic Transport (SST) and its safety record by the channel "Raven´s Eye" More info here (via ASN) "(...) At an altitude of 3000 m a fire started at the APU, located in the right delta-shaped wing. A turn was made to return to the airport and the both engines located in the right wing (engines no. 3 and 4) were shut down. The plane began to lose height. Fire trailed the plane and the cockpit filled with smoke. Then one of the remaining two engines failed. The crew managed to belly land the plane in a field, six minutes after the beginning of the fire. On impact, the nose cone collapsed under the fuselage, penetrating the compartment in which two flight engineers were seated. It appeared that 27 minutes before the ignition, a fuel line ruptured, causing eight tons of fuel to leak, entering several compartments of the right wing. The fuel readings were judged incorrect by the flight engineers and were thus not reported to the commander. "
0:34

The "other" Tu-144 crash (everyone recalls the Paris Air Show Crash but this one is erased...) May 23: 1978: a Tupolev Tu-144 [CCCP-77111], on a pre-delivery test flight crash lands in Yegoryevsk (USSR), 2 of 8 aboard died. Jet developed a fire in the APU which led to engine problems. Conflagration´s start was later traced to a ruptured fuel line. Crew actions were also a factor. The excerpt here is from a video on the Soviet SuperSonic Transport (SST) and its safety record by the channel "Raven´s Eye" More info here (via ASN) "(...) At an altitude of 3000 m a fire started at the APU, located in the right delta-shaped wing. A turn was made to return to the airport and the both engines located in the right wing (engines no. 3 and 4) were shut down. The plane began to lose height. Fire trailed the plane and the cockpit filled with smoke. Then one of the remaining two engines failed. The crew managed to belly land the plane in a field, six minutes after the beginning of the fire. On impact, the nose cone collapsed under the fuselage, penetrating the compartment in which two flight engineers were seated. It appeared that 27 minutes before the ignition, a fuel line ruptured, causing eight tons of fuel to leak, entering several compartments of the right wing. The fuel readings were judged incorrect by the flight engineers and were thus not reported to the commander. "

Francisco Cunha

24,859 görüntüleme • 2 ay önce

This is probably one of the best known segments of gun camera footage depicting a B-17 interception and has been featured in countless documentaries, but the raw footage is worth examining in detail in its entirety. 0:00 As the Bf 110 pilot fires an initial burst, ineffective due to insufficient deflection, puffs smoke can be seen coming from the bomber's ventral ball and tail turrets as the gunners return fire. This fails to dissuade the attacking pilot who continues to approach his target. In the distance the main bomber formation can be seen. The combat box was no doubt an effective tactic in terms of maximizing firepower and protection, and there was a significant effort made to break up these formations, such as for example using Werfer-Granate 21 rockets. The Luftwaffe used a system of points to award decorations on the Western Front detailed below and it's worth noting that the "Herausschuss" - for example damaging a B-17 sufficiently that it would separate from the formation - is given the same value and shooting down a single-engined fighter, this gives some idea of its importance and what a challenge it was considered to be. Downing a four-engined bomber already separated from the formation was less laudable than separating it in the first place as can be seen below: - Abschuss (Destroyed) Single-engined plane destroyed: 1 point Twin-engined plane destroyed: 2 points Three-engined plane destroyed: 3 points Four-engined plane destroyed: 3 points - Herausschuss (Separation) Twin-engined plane damaged: 1 point Three- or four-engined plane damaged: 2 points - Endgueltige (Final Destruction) Final destruction of a damaged twin-engined plane: 0.5 point Final destruction of a damaged four-engined plane: 1 point For some reason, perhaps due to previous damage or mechanical trouble, this particular B-17 was unable to keep up with the rest of the squadron and has therefore found itself singled out for attack. Even as the footage starts there appears to be some damage around the top of the vertical stabilizer. 0:22 As the Bf 110 settles on the B-17's 6 o'clock, the tail gunner continues to return fire with no apparent effect. The attacking pilot also pulls the trigger and starts landing concentrated hits on the B-17 with debris flying off. This illustrates the mechanism by which the German high capacity "Minengeschoss" shells were effective. Unlike armor piercing incendiary projectiles that needed to strike critical components like engines, fuel tanks and crew members in order to being an aircraft down, these explosive shells would detonate within a few inches of penetrating the aircraft skin and blow off parts of the aircraft structure itself, either making it unflyable or tearing open fuel tanks beyond what self-sealing systems could protect against. Judging by the footage the shells are from 20mm cannon, with the high explosive rounds each containing almost 20 grams of high explosive. At the 30 second mark a shell impacts the wing outboard of the #4 engine and the size of the hole made by this single impact is clearly visible. There is a good number of strikes landing around the tail gun position but it still appears to fire briefly, then falls silent after a couple of further cannon shell impacts by about the 40 second mark. 0:53 The ventral ball turret starts to rotate with the guns pointing straight down as another burst of cannon fire hits the aircraft in the #3 engine nacelle and wing root. This is the position the ball turret would need to be in for the gunner to exit his post and enter the fuselage. It is possible that he was preparing to bail out. At the one minute mark a shell impacts the ball turret directly and blows off a panel. A small fire has also started in the trailing edge of the port wing. 1:08 Now at point blank range, the Bf 110 pilot continues to rake the bomber with cannon shells, walking his fire across the fuselage and port wing. The bombers engines appear to continue functioning and from this angle the shells would be detonating in the aircraft structure well before reaching them. As the Bf 110 closes in the damage to the B-17 becomes more apparent. The rear fuselage and starboard wing are riddled with holes and the starboard horizontal stabilizer is in tatters. The tail gunner's bullet resistant window appears to have been shattered by a direct hit. The port waist gun hangs upwards as it would if no one was holding it, although there does appear to be some movement on the starboard gun. With the attacking fighter having been able to approach to bomber at such close range with impunity, it is clear that the gunners are either dead or incapacitated. It's also worth nothing that the Bf 110's rear gunner would have been equipped with a MG 81 Z twin-barreled 7.92mm machine gun with a rate of fire of over 50 rounds per second, and he would doubtless have taken the opportunity to add to the B-17 crew's misery as his aircraft overtook the bomber. Unfortunately the exact date and location and therefore the identity of the crew involved appears to have been lost to history, but this remains one of the most harrowing gun camera clips ever filmed and a poignant illustration of the horrors young men faced in the skies over Europe during the Second World War.
1:24

This is probably one of the best known segments of gun camera footage depicting a B-17 interception and has been featured in countless documentaries, but the raw footage is worth examining in detail in its entirety. 0:00 As the Bf 110 pilot fires an initial burst, ineffective due to insufficient deflection, puffs smoke can be seen coming from the bomber's ventral ball and tail turrets as the gunners return fire. This fails to dissuade the attacking pilot who continues to approach his target. In the distance the main bomber formation can be seen. The combat box was no doubt an effective tactic in terms of maximizing firepower and protection, and there was a significant effort made to break up these formations, such as for example using Werfer-Granate 21 rockets. The Luftwaffe used a system of points to award decorations on the Western Front detailed below and it's worth noting that the "Herausschuss" - for example damaging a B-17 sufficiently that it would separate from the formation - is given the same value and shooting down a single-engined fighter, this gives some idea of its importance and what a challenge it was considered to be. Downing a four-engined bomber already separated from the formation was less laudable than separating it in the first place as can be seen below: - Abschuss (Destroyed) Single-engined plane destroyed: 1 point Twin-engined plane destroyed: 2 points Three-engined plane destroyed: 3 points Four-engined plane destroyed: 3 points - Herausschuss (Separation) Twin-engined plane damaged: 1 point Three- or four-engined plane damaged: 2 points - Endgueltige (Final Destruction) Final destruction of a damaged twin-engined plane: 0.5 point Final destruction of a damaged four-engined plane: 1 point For some reason, perhaps due to previous damage or mechanical trouble, this particular B-17 was unable to keep up with the rest of the squadron and has therefore found itself singled out for attack. Even as the footage starts there appears to be some damage around the top of the vertical stabilizer. 0:22 As the Bf 110 settles on the B-17's 6 o'clock, the tail gunner continues to return fire with no apparent effect. The attacking pilot also pulls the trigger and starts landing concentrated hits on the B-17 with debris flying off. This illustrates the mechanism by which the German high capacity "Minengeschoss" shells were effective. Unlike armor piercing incendiary projectiles that needed to strike critical components like engines, fuel tanks and crew members in order to being an aircraft down, these explosive shells would detonate within a few inches of penetrating the aircraft skin and blow off parts of the aircraft structure itself, either making it unflyable or tearing open fuel tanks beyond what self-sealing systems could protect against. Judging by the footage the shells are from 20mm cannon, with the high explosive rounds each containing almost 20 grams of high explosive. At the 30 second mark a shell impacts the wing outboard of the #4 engine and the size of the hole made by this single impact is clearly visible. There is a good number of strikes landing around the tail gun position but it still appears to fire briefly, then falls silent after a couple of further cannon shell impacts by about the 40 second mark. 0:53 The ventral ball turret starts to rotate with the guns pointing straight down as another burst of cannon fire hits the aircraft in the #3 engine nacelle and wing root. This is the position the ball turret would need to be in for the gunner to exit his post and enter the fuselage. It is possible that he was preparing to bail out. At the one minute mark a shell impacts the ball turret directly and blows off a panel. A small fire has also started in the trailing edge of the port wing. 1:08 Now at point blank range, the Bf 110 pilot continues to rake the bomber with cannon shells, walking his fire across the fuselage and port wing. The bombers engines appear to continue functioning and from this angle the shells would be detonating in the aircraft structure well before reaching them. As the Bf 110 closes in the damage to the B-17 becomes more apparent. The rear fuselage and starboard wing are riddled with holes and the starboard horizontal stabilizer is in tatters. The tail gunner's bullet resistant window appears to have been shattered by a direct hit. The port waist gun hangs upwards as it would if no one was holding it, although there does appear to be some movement on the starboard gun. With the attacking fighter having been able to approach to bomber at such close range with impunity, it is clear that the gunners are either dead or incapacitated. It's also worth nothing that the Bf 110's rear gunner would have been equipped with a MG 81 Z twin-barreled 7.92mm machine gun with a rate of fire of over 50 rounds per second, and he would doubtless have taken the opportunity to add to the B-17 crew's misery as his aircraft overtook the bomber. Unfortunately the exact date and location and therefore the identity of the crew involved appears to have been lost to history, but this remains one of the most harrowing gun camera clips ever filmed and a poignant illustration of the horrors young men faced in the skies over Europe during the Second World War.

hw97karbine

380,876 görüntüleme • 9 ay önce

💥 This is an online briefing circulating about the incident (The incident site was only about four miles from Zhongnanhai) : Incident No.: 2026-06-26-STFS-01 Incident Type: Suspected crash after loss of contact during general aviation local training Date of Incident: June 26, 2026 Time of Incident: 17:30–17:40 Location: Beijing Shifosi General Aviation Airport and the airspace near the East Fifth Ring Road to its west Operating Unit: Dongshi Shuangyue (Beijing) General Aviation Co., Ltd. Aircraft Information: Registration No. B-12PP Flight Personnel: Liu Junhua, a club member conducting a local solo flight I. Flight Overview This was a solo training flight by a club member within the local airspace, with the planned training subject being local takeoffs and landings. At 17:30, the aircraft took off normally from Shifosi Airport. At 17:40, as the crew prepared to return for landing and join the westbound traffic pattern for Runway 18, abnormal control behavior occurred. The aircraft did not properly enter the local traffic pattern. Instead, it continued maintaining a heading of 270 degrees due west and flew beyond the local controlled airspace. Local ADS-B monitoring continued until the aircraft reached the area near Beijing’s East Fifth Ring Road, after which its signal disappeared. The ground control tower then coordinated with regional approach control and Air Force control authorities, making repeated radio calls, but received no response. The aircraft lost contact. II. Key Timeline At 17:30, B-12PP took off from Shifosi Airport for a local solo training flight. At 17:40, it prepared to join the west-side traffic pattern for Runway 18 for approach and landing. The aircraft’s heading became abnormal, continuing on a 270-degree heading and flying westward out of the local airspace. The flight track reached the area near the East Fifth Ring Road, where the ADS-B signal was lost. Approach control and Air Force control were contacted, but the aircraft never responded by radio and was considered missing. III. Preliminary Risk and Problem Analysis Insufficient solo-flight control: The member was flying alone, without instructor monitoring, meaning there was no condition for intervention or emergency handling once a special situation occurred. Severe deviation from the flight pattern: During the approach phase, the aircraft failed to fly according to the standard traffic pattern. Its heading continued to deviate, causing it to cross the boundary and enter sensitive airspace over the city. Complete failure of communication and surveillance: ADS-B and radio communication failed, creating extremely high risk. Serious airspace safety hazard: A low-altitude general aviation aircraft crossed the boundary into the airspace above a built-up urban area, posing major safety risks on the ground. IV. Possible Causes Pending confirmation by official investigation Human factors: Pilot error, spatial disorientation, physical incapacitation, etc. Mechanical failure: Failure of the flight control system, engine, or electrical system, causing the heading to become uncorrectable and communication/surveillance to be interrupted. Equipment failure: Failure of ADS-B or the radio transponder, resulting in loss of signal and inability to establish contact. Some people online also found a photo of a Liu Junhua who is deputy general manager of the Discretionary Mandate and Solutions Department at CITIC Bank’s Asset Management Business Center, and claimed that she was the aircraft’s pilot. The building that was struck, China Zun — also known as CITIC Tower — is precisely where CITIC Group is headquartered. However, others have come forward saying that the pilot was not the Liu Junhua from CITIC. There are also two LinkedIn photos of Liu Junhua from CITIC in the comment section.
0:10

💥 This is an online briefing circulating about the incident (The incident site was only about four miles from Zhongnanhai) : Incident No.: 2026-06-26-STFS-01 Incident Type: Suspected crash after loss of contact during general aviation local training Date of Incident: June 26, 2026 Time of Incident: 17:30–17:40 Location: Beijing Shifosi General Aviation Airport and the airspace near the East Fifth Ring Road to its west Operating Unit: Dongshi Shuangyue (Beijing) General Aviation Co., Ltd. Aircraft Information: Registration No. B-12PP Flight Personnel: Liu Junhua, a club member conducting a local solo flight I. Flight Overview This was a solo training flight by a club member within the local airspace, with the planned training subject being local takeoffs and landings. At 17:30, the aircraft took off normally from Shifosi Airport. At 17:40, as the crew prepared to return for landing and join the westbound traffic pattern for Runway 18, abnormal control behavior occurred. The aircraft did not properly enter the local traffic pattern. Instead, it continued maintaining a heading of 270 degrees due west and flew beyond the local controlled airspace. Local ADS-B monitoring continued until the aircraft reached the area near Beijing’s East Fifth Ring Road, after which its signal disappeared. The ground control tower then coordinated with regional approach control and Air Force control authorities, making repeated radio calls, but received no response. The aircraft lost contact. II. Key Timeline At 17:30, B-12PP took off from Shifosi Airport for a local solo training flight. At 17:40, it prepared to join the west-side traffic pattern for Runway 18 for approach and landing. The aircraft’s heading became abnormal, continuing on a 270-degree heading and flying westward out of the local airspace. The flight track reached the area near the East Fifth Ring Road, where the ADS-B signal was lost. Approach control and Air Force control were contacted, but the aircraft never responded by radio and was considered missing. III. Preliminary Risk and Problem Analysis Insufficient solo-flight control: The member was flying alone, without instructor monitoring, meaning there was no condition for intervention or emergency handling once a special situation occurred. Severe deviation from the flight pattern: During the approach phase, the aircraft failed to fly according to the standard traffic pattern. Its heading continued to deviate, causing it to cross the boundary and enter sensitive airspace over the city. Complete failure of communication and surveillance: ADS-B and radio communication failed, creating extremely high risk. Serious airspace safety hazard: A low-altitude general aviation aircraft crossed the boundary into the airspace above a built-up urban area, posing major safety risks on the ground. IV. Possible Causes Pending confirmation by official investigation Human factors: Pilot error, spatial disorientation, physical incapacitation, etc. Mechanical failure: Failure of the flight control system, engine, or electrical system, causing the heading to become uncorrectable and communication/surveillance to be interrupted. Equipment failure: Failure of ADS-B or the radio transponder, resulting in loss of signal and inability to establish contact. Some people online also found a photo of a Liu Junhua who is deputy general manager of the Discretionary Mandate and Solutions Department at CITIC Bank’s Asset Management Business Center, and claimed that she was the aircraft’s pilot. The building that was struck, China Zun — also known as CITIC Tower — is precisely where CITIC Group is headquartered. However, others have come forward saying that the pilot was not the Liu Junhua from CITIC. There are also two LinkedIn photos of Liu Junhua from CITIC in the comment section.

Inconvenient Truths — Jennifer Zeng Reports

433,155 görüntüleme • 1 ay önce

Two months after the first fight, Sapp was slated to fight Semmy Schilt at K-1 World Grand Prix 2002 Final quarter-finals, but an injury suffered by the latter granted Hoost his second chance as a replacement. Sapp declared he would finish him in one round again. The bout would be a more even affair, however, as although Sapp looked to use his familiar strategy, this time Hoost scored a knockdown through two well placed body blows and survived the first round. Hoost followed on this tactic at the second, but Sapp eventually stunned him and knocked him down in return via repeated arm clubs to the head. The fighters went back and forth for the rest of the assault, until a drained Sapp finally managed to corner Hoost and overwhelm him with unanswered haymakers. At this point, referee Nobuaki Kakuda stopped the fight and gave Sapp the win. Those last seconds were a new source of controversy, as while Hoost was receiving continuous punishment, the stoppage still happened before he fell down. A worn Sapp forfeited his place in the tournament due to exhaustion and an injured hand, being ironically replaced by Hoost himself, who went to win the cup.
2:58

Two months after the first fight, Sapp was slated to fight Semmy Schilt at K-1 World Grand Prix 2002 Final quarter-finals, but an injury suffered by the latter granted Hoost his second chance as a replacement. Sapp declared he would finish him in one round again. The bout would be a more even affair, however, as although Sapp looked to use his familiar strategy, this time Hoost scored a knockdown through two well placed body blows and survived the first round. Hoost followed on this tactic at the second, but Sapp eventually stunned him and knocked him down in return via repeated arm clubs to the head. The fighters went back and forth for the rest of the assault, until a drained Sapp finally managed to corner Hoost and overwhelm him with unanswered haymakers. At this point, referee Nobuaki Kakuda stopped the fight and gave Sapp the win. Those last seconds were a new source of controversy, as while Hoost was receiving continuous punishment, the stoppage still happened before he fell down. A worn Sapp forfeited his place in the tournament due to exhaustion and an injured hand, being ironically replaced by Hoost himself, who went to win the cup.

24hourMMA

157,475 görüntüleme • 4 ay önce

Hepatitis B is a tiny virus with just 4 genes. But it kills hundreds of thousands globally per year, mostly by infecting babies and causing liver disease or cancer over the following decades. In a new episode of HARD DRUGS, we tell the story of the hepatitis B vaccine, which became the first of many milestones: It was the first viral protein subunit vaccine, the first recombinant vaccine, and the first vaccine to prevent a type of cancer. Key stats: • Hepatitis B virus has just 4 genes, some of which overlap, making it one of the most genetically compact human pathogens • It has a very unusual life cycle for a DNA virus: it forms a stable mini-chromosome (cccDNA) inside liver cell nuclei, and uses reverse transcription, similar to HIV. • It integrates itself into your liver cells' DNA, causes repeated cycles of cell damage and repair, and inflammation that eventually leads to cancer. • During infection, the virus produces ~500 quadrillion (5 x 10¹⁷) copies of its surface antigen in the bloodstream. They act as decoys, soaking up our antibodies and helping the virus evade immunity, and it sticks around in our cells for decades. Over time, it causes one of the most common and deadliest liver diseases and cancers: ~300 million people worldwide are living with chronic hepatitis B ~600,000 people die from hepatitis B each year, mostly from cirrhosis and liver cancer While only ~5–10% of adults infected develop chronic infection, ~90% of infants infected at birth do. Around a third of those infants will eventually die from liver failure, cirrhosis, or liver cancer. But there's a vaccine against it: the hepatitis B vaccine. It is so efficient that it helps us block the virus by training us to recognize just one protein (the surface antigen) quickly, before it can overwhelm us. The first hepatitis B vaccine (1981) was made from human plasma, through multiple brutal inactivation steps that kill other microbes and contaminants. The second hepatitis B vaccine (1986) was the first recombinant DNA vaccine ever, made by factories of yeast cells churning out the antigen in bulk. The payoff has been enormous. Large cluster randomized trials have shown that hepatitis B vaccination reduces liver cancer rates by 85% and deaths by 70%. Universal vaccination of newborns has led to massive drops in hepatitis cases, liver failure, and liver cancer in younger generations. As the first viral protein subunit vaccine, it was built upon a series of breakthroughs in immunology, advances in virology and vaccinology. In this episode, we trace the discovery of hepatitis, hepatitis B virus, the development of vaccines, and their impact. And we explore how we even got to subunit vaccines at all: the great battle of immunology, the discovery of antibodies and their incredible diversity, and how that understanding could be used to test, study, and build better vaccines. If you want to understand how modern vaccines actually came to be, or why hepatitis B vaccination still matters today, this one’s for you. Timestamps: 0:00:00 Introducing the hepatitis B vaccine 0:15:46 The mysterious trail of jaundice outbreaks and the search for an invisible liver pathogen 0:28:03 How a tiny virus causes cirrhosis and liver cancer, and the struggle to identify it 0:53:19 How Maurice Hilleman developed the safest, purest vaccine in history 1:17:36 Turning the hep B vaccine recombinant 1:29:14 The impact of hep B vaccination 1:39:27 How we got here: the 19th century battle for the soul of immunology 2:01:34 How the body builds an infinite library of defenses 2:19:25 Why scientists thought immunology was solved in the 1960s 2:30:57 How better immunology led to precise subunit vaccines 2:45:33 Conclusion
2:58:46

Hepatitis B is a tiny virus with just 4 genes. But it kills hundreds of thousands globally per year, mostly by infecting babies and causing liver disease or cancer over the following decades. In a new episode of HARD DRUGS, we tell the story of the hepatitis B vaccine, which became the first of many milestones: It was the first viral protein subunit vaccine, the first recombinant vaccine, and the first vaccine to prevent a type of cancer. Key stats: • Hepatitis B virus has just 4 genes, some of which overlap, making it one of the most genetically compact human pathogens • It has a very unusual life cycle for a DNA virus: it forms a stable mini-chromosome (cccDNA) inside liver cell nuclei, and uses reverse transcription, similar to HIV. • It integrates itself into your liver cells' DNA, causes repeated cycles of cell damage and repair, and inflammation that eventually leads to cancer. • During infection, the virus produces ~500 quadrillion (5 x 10¹⁷) copies of its surface antigen in the bloodstream. They act as decoys, soaking up our antibodies and helping the virus evade immunity, and it sticks around in our cells for decades. Over time, it causes one of the most common and deadliest liver diseases and cancers: ~300 million people worldwide are living with chronic hepatitis B ~600,000 people die from hepatitis B each year, mostly from cirrhosis and liver cancer While only ~5–10% of adults infected develop chronic infection, ~90% of infants infected at birth do. Around a third of those infants will eventually die from liver failure, cirrhosis, or liver cancer. But there's a vaccine against it: the hepatitis B vaccine. It is so efficient that it helps us block the virus by training us to recognize just one protein (the surface antigen) quickly, before it can overwhelm us. The first hepatitis B vaccine (1981) was made from human plasma, through multiple brutal inactivation steps that kill other microbes and contaminants. The second hepatitis B vaccine (1986) was the first recombinant DNA vaccine ever, made by factories of yeast cells churning out the antigen in bulk. The payoff has been enormous. Large cluster randomized trials have shown that hepatitis B vaccination reduces liver cancer rates by 85% and deaths by 70%. Universal vaccination of newborns has led to massive drops in hepatitis cases, liver failure, and liver cancer in younger generations. As the first viral protein subunit vaccine, it was built upon a series of breakthroughs in immunology, advances in virology and vaccinology. In this episode, we trace the discovery of hepatitis, hepatitis B virus, the development of vaccines, and their impact. And we explore how we even got to subunit vaccines at all: the great battle of immunology, the discovery of antibodies and their incredible diversity, and how that understanding could be used to test, study, and build better vaccines. If you want to understand how modern vaccines actually came to be, or why hepatitis B vaccination still matters today, this one’s for you. Timestamps: 0:00:00 Introducing the hepatitis B vaccine 0:15:46 The mysterious trail of jaundice outbreaks and the search for an invisible liver pathogen 0:28:03 How a tiny virus causes cirrhosis and liver cancer, and the struggle to identify it 0:53:19 How Maurice Hilleman developed the safest, purest vaccine in history 1:17:36 Turning the hep B vaccine recombinant 1:29:14 The impact of hep B vaccination 1:39:27 How we got here: the 19th century battle for the soul of immunology 2:01:34 How the body builds an infinite library of defenses 2:19:25 Why scientists thought immunology was solved in the 1960s 2:30:57 How better immunology led to precise subunit vaccines 2:45:33 Conclusion

Saloni

32,424 görüntüleme • 7 ay önce

B-17F Flying Fortress 42-30867 drifts out of formation pursued by a Luftwaffe fighter while the crew bails out on October 9th 1943 This segment of Luftwaffe gun camera footage is unique in that it is possibly the only surviving clip where the aircraft under attack is identifiable by its squadron codes. In the last frames the code N-TU is visible suggesting this was 351st Bomb Group 510th Bomb Squadron Boeing B-17F Flying Fortress 42-30867. The 351st Bomb Group's mission narrative indicates that this was the aircraft's second combat mission having been delivered to the 510th two weeks earlier, and it was one of five of the group's aircraft to be lost that day: Mission No. 47 – October 9, 1943 The Group was briefed to attack the Arado Aircraft Factory at Anklam, Germany. The crews were very concerned when confronted by the mission details. It was the longest flight to date, with expected moderate to heavy flak concentrations. After the briefing, Sgt. Pete Zibas, the engineer on Lt. Garcia’s aircraft, recalls the gunners clamoring for an additional four cans of ammunition per gun. Twenty-one planes were led by Colonel Burns, Captain Carraway, and Lt. Norris with Lt. Stackhouse navigating and Lt. Winter as bombardier. The formation crossed the North Sea at 4,000 feet and prior to climbing to bombing altitude, the fuel was cross-fed into the main tanks and the bomb bay tanks jettisoned. As this operation was being carried out in Flight Officer Warring’s ship, 42-3152, fire broke out, but the crew managed to extinguish the flames and the ship continued in formation. Shortly after crossing the Danish coast, the first fighter attacks commenced. Thirty to fifty ME 109s pressed home many close attacks. The first plane to be hit was the second element lead, 42-30790, flown by Captain Morse. A burst of 20mm exploded in the left wing setting it on fire. Captain Morse dropped his wheels and left the formation under control. All the crew bailed out safely. At the start of the bomb run the enemy fighters broke off their attacks, leaving the formation to suffer the attentions of the Anklam flak gunners. Smoke from the bombs of the preceding combat wing obscured the target and as a consequence most of the bombs fell in the center of the city. Flight Officer Warring was still experiencing mechanical difficulties. He was force to jettison his bombs after the target when the bomb bay doors had to be hand-cranked open. The formation turned for home and flew straight into the Luftwaffe’s assembled forces. ME 110s and a few JU 88s stood off and fired rockets into the formation. Lt. Maser’s aircraft, 42-29603, left the formation with its ailerons shot out and number three engine on fire. All ten crewmen bailed out from the stricken aircraft, but only nine survived. What happened to Sgt. Gorsuch, the ball turret gunner, is not known. Sgt. Gorsuch was on his 25th mission, having substituted for the regular crew member, Sgt. Nadeau, who had been wounded on a previous mission. At the same time Lt. Christman, in 42-30867, and the luckless Flight Officer Warring went down. Despite injuries to several of Flight Officer Warring’s crew, they all managed to bail out. Eight members of Lt. Christman’s crew survived. Sgt. Blais and Butterbach were killed in the fighter attack. The fighter attacks persisted for some three and a half-hours after leaving the target. In the final stages, ME 109s and FW 190s from coastal fields joined in the attacks. It is believed that it was these fighters that shot down 42-29868, flown by Lt. Turley. Only Lt. Williams, the copilot, and Sgt. Curtis, the top turret gunner, survived the crash into the North Sea. They were picked up by the Germans near the Danish coast. When the Group landed at Polebrook it was found that Lt. Nardi’s ship, 42-29877, had returned with an unexploded rocket wedged in the main spar. Of the crew on board 42-30867, Radio Operator David Pressel, Ball Turret Gunner John Butterbach and Tail Gunner Edmond Blais were killed in action. The rest of the crew consisting of Pilot Lloyd Christman, Copilot: James Laird, Navigator Eldred Hancy, Bombardier John Hemm, Flight Engineer Commodore Sharp and Waist Gunners James White and William Klink baled out successfully and were taken prisoner. Of the 16 aircraft from the group assigned to the mission that made it back to base, all suffered some form of battle damage, a lot of it from detonations of Werfer-Granate 21 rockets that were used by Luftwaffe fighters to break up the "combat box" defensive formations. Six men on board the returning aircraft were wounded in action, one of them seriously. With almost a quarter of the unit shot down, this is typical of the unsustainable loss rate suffered by the Eighth Air Force while flying without fighter escort during the time the Luftwaffe was still a force to be reckoned with. I was unable to determine the identity of the Luftwaffe pilot awarded this particular victory however from the footage itself it appears that the attacking aircraft is a twin-engined fighter, likely a Messerschmitt Bf 110. There were several Zerstörergeschwader and even Nachtjagdgeschwader operating the type that claimed B-17 bombers on this day and the Missing Air Crew Report for 42-30867 does not give a precise location of the loss. #guncamera #guncam #b17 #flyingfortress #ww2 #wwii
0:31

B-17F Flying Fortress 42-30867 drifts out of formation pursued by a Luftwaffe fighter while the crew bails out on October 9th 1943 This segment of Luftwaffe gun camera footage is unique in that it is possibly the only surviving clip where the aircraft under attack is identifiable by its squadron codes. In the last frames the code N-TU is visible suggesting this was 351st Bomb Group 510th Bomb Squadron Boeing B-17F Flying Fortress 42-30867. The 351st Bomb Group's mission narrative indicates that this was the aircraft's second combat mission having been delivered to the 510th two weeks earlier, and it was one of five of the group's aircraft to be lost that day: Mission No. 47 – October 9, 1943 The Group was briefed to attack the Arado Aircraft Factory at Anklam, Germany. The crews were very concerned when confronted by the mission details. It was the longest flight to date, with expected moderate to heavy flak concentrations. After the briefing, Sgt. Pete Zibas, the engineer on Lt. Garcia’s aircraft, recalls the gunners clamoring for an additional four cans of ammunition per gun. Twenty-one planes were led by Colonel Burns, Captain Carraway, and Lt. Norris with Lt. Stackhouse navigating and Lt. Winter as bombardier. The formation crossed the North Sea at 4,000 feet and prior to climbing to bombing altitude, the fuel was cross-fed into the main tanks and the bomb bay tanks jettisoned. As this operation was being carried out in Flight Officer Warring’s ship, 42-3152, fire broke out, but the crew managed to extinguish the flames and the ship continued in formation. Shortly after crossing the Danish coast, the first fighter attacks commenced. Thirty to fifty ME 109s pressed home many close attacks. The first plane to be hit was the second element lead, 42-30790, flown by Captain Morse. A burst of 20mm exploded in the left wing setting it on fire. Captain Morse dropped his wheels and left the formation under control. All the crew bailed out safely. At the start of the bomb run the enemy fighters broke off their attacks, leaving the formation to suffer the attentions of the Anklam flak gunners. Smoke from the bombs of the preceding combat wing obscured the target and as a consequence most of the bombs fell in the center of the city. Flight Officer Warring was still experiencing mechanical difficulties. He was force to jettison his bombs after the target when the bomb bay doors had to be hand-cranked open. The formation turned for home and flew straight into the Luftwaffe’s assembled forces. ME 110s and a few JU 88s stood off and fired rockets into the formation. Lt. Maser’s aircraft, 42-29603, left the formation with its ailerons shot out and number three engine on fire. All ten crewmen bailed out from the stricken aircraft, but only nine survived. What happened to Sgt. Gorsuch, the ball turret gunner, is not known. Sgt. Gorsuch was on his 25th mission, having substituted for the regular crew member, Sgt. Nadeau, who had been wounded on a previous mission. At the same time Lt. Christman, in 42-30867, and the luckless Flight Officer Warring went down. Despite injuries to several of Flight Officer Warring’s crew, they all managed to bail out. Eight members of Lt. Christman’s crew survived. Sgt. Blais and Butterbach were killed in the fighter attack. The fighter attacks persisted for some three and a half-hours after leaving the target. In the final stages, ME 109s and FW 190s from coastal fields joined in the attacks. It is believed that it was these fighters that shot down 42-29868, flown by Lt. Turley. Only Lt. Williams, the copilot, and Sgt. Curtis, the top turret gunner, survived the crash into the North Sea. They were picked up by the Germans near the Danish coast. When the Group landed at Polebrook it was found that Lt. Nardi’s ship, 42-29877, had returned with an unexploded rocket wedged in the main spar. Of the crew on board 42-30867, Radio Operator David Pressel, Ball Turret Gunner John Butterbach and Tail Gunner Edmond Blais were killed in action. The rest of the crew consisting of Pilot Lloyd Christman, Copilot: James Laird, Navigator Eldred Hancy, Bombardier John Hemm, Flight Engineer Commodore Sharp and Waist Gunners James White and William Klink baled out successfully and were taken prisoner. Of the 16 aircraft from the group assigned to the mission that made it back to base, all suffered some form of battle damage, a lot of it from detonations of Werfer-Granate 21 rockets that were used by Luftwaffe fighters to break up the "combat box" defensive formations. Six men on board the returning aircraft were wounded in action, one of them seriously. With almost a quarter of the unit shot down, this is typical of the unsustainable loss rate suffered by the Eighth Air Force while flying without fighter escort during the time the Luftwaffe was still a force to be reckoned with. I was unable to determine the identity of the Luftwaffe pilot awarded this particular victory however from the footage itself it appears that the attacking aircraft is a twin-engined fighter, likely a Messerschmitt Bf 110. There were several Zerstörergeschwader and even Nachtjagdgeschwader operating the type that claimed B-17 bombers on this day and the Missing Air Crew Report for 42-30867 does not give a precise location of the loss. #guncamera #guncam #b17 #flyingfortress #ww2 #wwii

hw97karbine

42,199 görüntüleme • 1 yıl önce

Gold hit $4k and it has *zero* to do with inflation and *nothing* about the govt shutdown. This one is an open and shut case. Set aside for a second how historically gold is a terrible inflation hedge, just look at how gold has behaved the past few years. 1. Gold was sideways and LOWER during the worst CPI "inflation" since the 70s. Why? Because that was a period of reflation, the only point since the lockdowns when it looked like a recovery was plausible. Once forgot-how-to-grow showed up, consumer price changes disappeared and only then did gold start to rise. 2. Just this year, gold was soaring to record highs during **deflation** leading up to April. Once the bout of deflation ended, gold went sideways. It was the same time "tariff inflation" mania was at its highest but more so the economy appeared like it just might escape trade wars with minimal impact. Once it became clear during the summer that wasn't going to be the case, then gold goes vertical. 3. Copper to gold! Bullion is the denominator in a inflation/deflation signal that isn't just flashing deflation, it's a record low deflation! Open and shut case if ever there was one, nothing whatsoever to do with inflation or govt shutdown. But that's not even close to the whole story, the real story: This is all exactly why Eurodollar University is holding a webinar on Tuesday October 14, at 6pm ET. To help you begin to unlearn the garbage that Economics has taught you and the financial media keeps repeating day after day after day.
3:10

Gold hit $4k and it has *zero* to do with inflation and *nothing* about the govt shutdown. This one is an open and shut case. Set aside for a second how historically gold is a terrible inflation hedge, just look at how gold has behaved the past few years. 1. Gold was sideways and LOWER during the worst CPI "inflation" since the 70s. Why? Because that was a period of reflation, the only point since the lockdowns when it looked like a recovery was plausible. Once forgot-how-to-grow showed up, consumer price changes disappeared and only then did gold start to rise. 2. Just this year, gold was soaring to record highs during **deflation** leading up to April. Once the bout of deflation ended, gold went sideways. It was the same time "tariff inflation" mania was at its highest but more so the economy appeared like it just might escape trade wars with minimal impact. Once it became clear during the summer that wasn't going to be the case, then gold goes vertical. 3. Copper to gold! Bullion is the denominator in a inflation/deflation signal that isn't just flashing deflation, it's a record low deflation! Open and shut case if ever there was one, nothing whatsoever to do with inflation or govt shutdown. But that's not even close to the whole story, the real story: This is all exactly why Eurodollar University is holding a webinar on Tuesday October 14, at 6pm ET. To help you begin to unlearn the garbage that Economics has taught you and the financial media keeps repeating day after day after day.

Jeffrey P. Snider

51,684 görüntüleme • 9 ay önce

On Sunday, March 22, 2026, a major crisis unfolded at Kalyan Railway Station in Maharashtra when a 35-year-old man climbed a high-tension overhead equipment (OHE) pole, paralyzing one of Mumbai’s busiest rail corridors. The Act: Around 2:00 PM, the man, suspected to be of unsound mind or intoxicated, scaled an electric pole that supplies power to platforms 1, 1A, and 2. Response: To prevent his electrocution, railway officials immediately suspended power on the "Down" line between Thakurli and Ambivli. Rescue Attempt: Emergency teams, including the Railway Protection Force (RPF), Government Railway Police (GRP), and the fire brigade, rushed to the scene. They attempted to persuade him to descend, but he continued moving across the high-voltage structure. Impact on Services The power shutdown lasted for approximately 1.5 hours, from 2:04 PM to 3:16 PM, causing massive delays. Stranded Commuters: Thousands of passengers were left waiting on platforms and inside stationary trains during the peak period. Train Delays: At least two long-distance mail/express trains and three suburban local trains were directly detained, while countless others across the network faced ripple-effect delays. Outcome and Safety Concerns Despite the power cut, the situation ended tragically when the man came into contact with a live wire (reportedly causing 25,000-volt "earthing") and fell onto the tracks. He sustained critical burn injuries, with some reports indicating burns over 90% of his body. He was transported to a government hospital for treatment in an auto-rickshaw due to a lack of immediate ambulance availability at the site. According to reports from the Government Railway Police (GRP): Initial Survival: He was rushed to a government hospital immediately after falling from the pole. Extent of Injuries: He suffered severe burns, with some reports stating they covered up to 90% of his body due to the high-voltage electrocution. Medical Status: As of late March 2026, he was still undergoing treatment for his life-threatening injuries. The incident caused a significant stir not just for the disruption, but also because of the lack of an immediate ambulance at the station, requiring him to be taken for medical help in an auto-rickshaw.
2:43

On Sunday, March 22, 2026, a major crisis unfolded at Kalyan Railway Station in Maharashtra when a 35-year-old man climbed a high-tension overhead equipment (OHE) pole, paralyzing one of Mumbai’s busiest rail corridors. The Act: Around 2:00 PM, the man, suspected to be of unsound mind or intoxicated, scaled an electric pole that supplies power to platforms 1, 1A, and 2. Response: To prevent his electrocution, railway officials immediately suspended power on the "Down" line between Thakurli and Ambivli. Rescue Attempt: Emergency teams, including the Railway Protection Force (RPF), Government Railway Police (GRP), and the fire brigade, rushed to the scene. They attempted to persuade him to descend, but he continued moving across the high-voltage structure. Impact on Services The power shutdown lasted for approximately 1.5 hours, from 2:04 PM to 3:16 PM, causing massive delays. Stranded Commuters: Thousands of passengers were left waiting on platforms and inside stationary trains during the peak period. Train Delays: At least two long-distance mail/express trains and three suburban local trains were directly detained, while countless others across the network faced ripple-effect delays. Outcome and Safety Concerns Despite the power cut, the situation ended tragically when the man came into contact with a live wire (reportedly causing 25,000-volt "earthing") and fell onto the tracks. He sustained critical burn injuries, with some reports indicating burns over 90% of his body. He was transported to a government hospital for treatment in an auto-rickshaw due to a lack of immediate ambulance availability at the site. According to reports from the Government Railway Police (GRP): Initial Survival: He was rushed to a government hospital immediately after falling from the pole. Extent of Injuries: He suffered severe burns, with some reports stating they covered up to 90% of his body due to the high-voltage electrocution. Medical Status: As of late March 2026, he was still undergoing treatment for his life-threatening injuries. The incident caused a significant stir not just for the disruption, but also because of the lack of an immediate ambulance at the station, requiring him to be taken for medical help in an auto-rickshaw.

Imtiaz Mahmood

46,009 görüntüleme • 3 ay önce

A number of you have asked about the call at the end of the 1st Half of the Bethel Football game at NCC Football in which there was a potential fumble/TD wiped off the board for Bethel that eventually led to no score by the Royals. The full play and a breakdown of issues with the call are in the video below. To be clear, though: 1) It appears that the receiver did not possess the ball at or past the NCC 8, which was needed for the 1st Down (the officials gave the ball to Bethel at the 8 after the overturn, awarding a 1st down). 2) It seems like the wing official was marking forward progress but may not have blown his whistle. It is unclear how he affected the overturn decision in the first place. What is clear is that the officials on the field awarded a fumble and TD, meaning they did not rule forward progress had been stopped. As a result, this aspect of the play is NOT reviewable by rule, as it is a judgment call in real time. 3) No TD should have been awarded before the review in the first place, as the ball clearly was fumbled to the lineman, and fumbles on 4th down in college football can only be advanced by the fumbling player. The ball would have been marked at the spot of the fumble in that case. 4) The officials missed a clear Roughing the Passer call, as the NCC defender went for the Bethel QB's legs while he was in his passing stance. This would have been a half-the-distance and automatic-first-down foul. If this play was called correctly in the first place, it should have been called dead with forward progress stopped at the 8 1/2 yard line and the Roughing foul pushing the ball to the 4 1/4 yard line, 1st & Goal Bethel, with the clock stopped due to penalty. No matter what, though, the Roughing penalty would have ensured Bethel had the ball closer to the goal with 16 seconds left (when forward progress stoppage should have been called). In The (D3FB) Huddle #d3fb
1:18

A number of you have asked about the call at the end of the 1st Half of the Bethel Football game at NCC Football in which there was a potential fumble/TD wiped off the board for Bethel that eventually led to no score by the Royals. The full play and a breakdown of issues with the call are in the video below. To be clear, though: 1) It appears that the receiver did not possess the ball at or past the NCC 8, which was needed for the 1st Down (the officials gave the ball to Bethel at the 8 after the overturn, awarding a 1st down). 2) It seems like the wing official was marking forward progress but may not have blown his whistle. It is unclear how he affected the overturn decision in the first place. What is clear is that the officials on the field awarded a fumble and TD, meaning they did not rule forward progress had been stopped. As a result, this aspect of the play is NOT reviewable by rule, as it is a judgment call in real time. 3) No TD should have been awarded before the review in the first place, as the ball clearly was fumbled to the lineman, and fumbles on 4th down in college football can only be advanced by the fumbling player. The ball would have been marked at the spot of the fumble in that case. 4) The officials missed a clear Roughing the Passer call, as the NCC defender went for the Bethel QB's legs while he was in his passing stance. This would have been a half-the-distance and automatic-first-down foul. If this play was called correctly in the first place, it should have been called dead with forward progress stopped at the 8 1/2 yard line and the Roughing foul pushing the ball to the 4 1/4 yard line, 1st & Goal Bethel, with the clock stopped due to penalty. No matter what, though, the Roughing penalty would have ensured Bethel had the ball closer to the goal with 16 seconds left (when forward progress stoppage should have been called). In The (D3FB) Huddle #d3fb

Frank Rossi

28,446 görüntüleme • 7 ay önce

‘How a paperclip saved a $750 million aircraft.’ April 30, 1966. The moment had come. Test pilots Al White and Joe Cotton were poised to push the XB-70 #20207 Valkyrie through its final trial: a grueling 30-minute sprint at Mach 3, the last step toward earning the elusive “unlimited” status. All systems were go—until they weren’t. Shortly after takeoff, Cotton retracted the gear. A sickening jolt followed—the nose gear jammed hard into its door. Suddenly, what had begun as a routine test flight spiraled into a high-stakes emergency. Attempts to lower the gear via the primary hydraulic system failed. Switching to the backup electrical system, Cotton heard a sharp pop. Dead. The system was gone. A belly landing wasn’t just risky—it was impossible. The Valkyrie's long, elegant nose and wide intake geometry left no clearance for such a maneuver. North American engineers hadn’t even simulated one. White tried a desperate move—bringing the XB-70 down for a touch-and-go, hoping the impact would jar the gear free. Nothing. He tried again. Still jammed. Options were running out. Bailing out and sacrificing the $750 million prototype loomed as the only choice. But there was fuel to burn, and hope to chase. As engineers on the ground scrambled through diagrams and wiring charts, White and Cotton circled above Edwards Air Force Base, each minute ratcheting up the pressure. Cotton crawled to the rear of the cockpit, opening service panels and probing systems like a surgeon mid-flight. After more than an hour of diagnosis—and nearly two hours in the air—the culprit was found: a tripped circuit breaker. But fixing it was another problem. The Valkyrie had no onboard toolkit. Yet Cotton had brought his briefcase. Inside—an unlikely hero—a paperclip. He straightened it, gripped it with a leather glove, and carefully reached in. ZAP! The breaker came to life. White hit the switch—and the nose gear extended. It worked. Cotton dropped back into his seat, exhausted but victorious. The drama wasn't over. When the Valkyrie finally came down at 173 knots, the earlier malfunction showed its final consequence: hydraulic pressure had stayed locked on three of the four main wheel brakes. As the tires touched down, they couldn’t spin. The result was catastrophic—intense friction ignited the rubber, and the XB-70's massive landing gear tires erupted in flames. The main gear bogies were severely damaged. Still, the plane remained upright. The Valkyrie lived to fly again—though it would take two weeks to repair the scorched gear. It was a steep price, but far better than losing a one-of-a-kind marvel of engineering. It took me a several hours to restore and upscale the archive video enjoy! No sound.
1:59

‘How a paperclip saved a $750 million aircraft.’ April 30, 1966. The moment had come. Test pilots Al White and Joe Cotton were poised to push the XB-70 #20207 Valkyrie through its final trial: a grueling 30-minute sprint at Mach 3, the last step toward earning the elusive “unlimited” status. All systems were go—until they weren’t. Shortly after takeoff, Cotton retracted the gear. A sickening jolt followed—the nose gear jammed hard into its door. Suddenly, what had begun as a routine test flight spiraled into a high-stakes emergency. Attempts to lower the gear via the primary hydraulic system failed. Switching to the backup electrical system, Cotton heard a sharp pop. Dead. The system was gone. A belly landing wasn’t just risky—it was impossible. The Valkyrie's long, elegant nose and wide intake geometry left no clearance for such a maneuver. North American engineers hadn’t even simulated one. White tried a desperate move—bringing the XB-70 down for a touch-and-go, hoping the impact would jar the gear free. Nothing. He tried again. Still jammed. Options were running out. Bailing out and sacrificing the $750 million prototype loomed as the only choice. But there was fuel to burn, and hope to chase. As engineers on the ground scrambled through diagrams and wiring charts, White and Cotton circled above Edwards Air Force Base, each minute ratcheting up the pressure. Cotton crawled to the rear of the cockpit, opening service panels and probing systems like a surgeon mid-flight. After more than an hour of diagnosis—and nearly two hours in the air—the culprit was found: a tripped circuit breaker. But fixing it was another problem. The Valkyrie had no onboard toolkit. Yet Cotton had brought his briefcase. Inside—an unlikely hero—a paperclip. He straightened it, gripped it with a leather glove, and carefully reached in. ZAP! The breaker came to life. White hit the switch—and the nose gear extended. It worked. Cotton dropped back into his seat, exhausted but victorious. The drama wasn't over. When the Valkyrie finally came down at 173 knots, the earlier malfunction showed its final consequence: hydraulic pressure had stayed locked on three of the four main wheel brakes. As the tires touched down, they couldn’t spin. The result was catastrophic—intense friction ignited the rubber, and the XB-70's massive landing gear tires erupted in flames. The main gear bogies were severely damaged. Still, the plane remained upright. The Valkyrie lived to fly again—though it would take two weeks to repair the scorched gear. It was a steep price, but far better than losing a one-of-a-kind marvel of engineering. It took me a several hours to restore and upscale the archive video enjoy! No sound.

Puddle Jumper 🦨

248,771 görüntüleme • 1 yıl önce

Azerbaijan Airlines Flight J28243 tragic Crash : What do we know so far ? - No official (preliminary) details have been released by a competent authority on the details of circumstances of the crash. - Azerbaijan Airlines Flight J28243, operated by an Embraer ERJ-190 aircraft (4K-AZ65), crashed near Aktau Airport, Kazakhstan. - The 2013 built Embraer E190AR aircraft powered by GE CF34-10E6 engines, was flying from Baku (GYD) to Grozny. - The flight departed Baku at 03:55 UTC enroute to Grozny. - GPS jamming disrupted ADS-B signals at 04:40 UTC, briefly resumed at 06:07 UTC before the crash at 06:28 UTC. - At least 38 occupants lost life in the crash, including the two pilots. At least 32 others survived the accident. - As per the sources and evidences available so far, the pilots attempted to land at Grozny (GRV) two times but failed. - Later, during the third attempt, there was an external explosion and a piece of shrapnel penetrated the fuselage. - Shrapnel also damaged one of the left flap fairings along with aircraft's empennage, horizontal and vertical stabilizers. - The aircraft did not crash due to the external explosion, which could be an anti-aircraft fire, but flew over the Caspian Sea and pilots tried their best to control the attitude of the aircraft. - During the last 74 minutes of the flight, the vertical speed oscillated between positive and negative values more than 105 times (values range from -8300 to +8300 feet per minute), which indicated control issues. - Azerbaijan Airlines Statement : "Today is a tragic day for AZAL. We extend our deepest condolences with profound sorrow to the families and loved ones of the passengers and crew members who lost their lives in the crash of the Embraer-190 aircraft near the city of Aktau. We pray for God's mercy upon them. Their pain is our pain. We wish a speedy recovery to the injured." Flight: 🎥 Credit: Gokhan Karalar M.D. @gokhankaralar #aircraft #accident
2:22

Azerbaijan Airlines Flight J28243 tragic Crash : What do we know so far ? - No official (preliminary) details have been released by a competent authority on the details of circumstances of the crash. - Azerbaijan Airlines Flight J28243, operated by an Embraer ERJ-190 aircraft (4K-AZ65), crashed near Aktau Airport, Kazakhstan. - The 2013 built Embraer E190AR aircraft powered by GE CF34-10E6 engines, was flying from Baku (GYD) to Grozny. - The flight departed Baku at 03:55 UTC enroute to Grozny. - GPS jamming disrupted ADS-B signals at 04:40 UTC, briefly resumed at 06:07 UTC before the crash at 06:28 UTC. - At least 38 occupants lost life in the crash, including the two pilots. At least 32 others survived the accident. - As per the sources and evidences available so far, the pilots attempted to land at Grozny (GRV) two times but failed. - Later, during the third attempt, there was an external explosion and a piece of shrapnel penetrated the fuselage. - Shrapnel also damaged one of the left flap fairings along with aircraft's empennage, horizontal and vertical stabilizers. - The aircraft did not crash due to the external explosion, which could be an anti-aircraft fire, but flew over the Caspian Sea and pilots tried their best to control the attitude of the aircraft. - During the last 74 minutes of the flight, the vertical speed oscillated between positive and negative values more than 105 times (values range from -8300 to +8300 feet per minute), which indicated control issues. - Azerbaijan Airlines Statement : "Today is a tragic day for AZAL. We extend our deepest condolences with profound sorrow to the families and loved ones of the passengers and crew members who lost their lives in the crash of the Embraer-190 aircraft near the city of Aktau. We pray for God's mercy upon them. Their pain is our pain. We wish a speedy recovery to the injured." Flight: 🎥 Credit: Gokhan Karalar M.D. @gokhankaralar #aircraft #accident

FL360aero

275,760 görüntüleme • 1 yıl önce

This is another relatively well known USAAF B-17 interception by a Luftwaffe fighter that is worth looking at in some detail. There are no archival descriptions that I can find identifying personnel, date or location involved but much can be gleaned from the footage itself. The bomber being targeted lacks the chin turret that was specifically installed on the G model of the B-17 to counter this sort of frontal attack, identifying it as an F model. Tracers from the attacking aircraft come from both sides of the frame suggesting that the gun camera is mounted in the nose of a twin-engined aircraft, such as a Messerschmitt Bf 110 or Me 410 It is often speculated that the Luftwaffe fighter here is attacking through its own flak but it is more likely that the explosions visible are the result of the Werfer-Granate 21 rocket launcher being employed. Flak bursts usually had a distinctive shape and ground fire would typically cease when friendly fighters were attacking. The rockets were set to detonate after traveling a fixed distance of around 600 meters and while the chances of scoring a direct hit were low, their 40 kg blast-fragmentation warheads were effective in breaking up the "combat box" formation and therefore making individual bombers more vulnerable to attack. In this case however, it appears the attacking aircraft have misjudged their timing and the rockets are detonating behind the formation. This was one of the disadvantages of attacking frontally as approach speeds made targeting more of a challenge, however it was also a way of avoiding the majority of the bomber's defensive firepower. Another consideration often ignored is the effect that a head-on attack would have on projectile effectiveness. At full speed a B-17 would be traveling at around 125 meters per second, if it had to simply fly into a stationary 20mm armor piercing shell weighing 115 grams the impact energy would be 900 joules. This is significantly greater than most .45 ACP pistol rounds fired at point blank range, only from the motion of the aircraft. The speed of the attacking aircraft at the moment the projectile is fired can also be added to the muzzle velocity making for an even more devastating impact. This was of course a double-edged sword as it meant defensive fire would be similarly more effective on the attacking aircraft, and it also gave the pilot a smaller time window during which he could fire and a more complex firing solution to calculate, not to mention the increased risk of a mid-air collision. As a general rule, Luftwaffe pilots were instructed not to waste time setting up an attack from a particular angle, rather they should attack the bomber formation from whatever position it would be encountered. In this particular incident, most of the impacts are around the number 3 and 4 engines on the B-17. While air-cooled radials were more damage-resistant than liquid-cooled engines, from this angle they would not have been protected by the aircraft structure. While there is no immediate fire visible, it's likely they would both have been put out of action. Armor piercing shells would typically represent around a third of the ammunition loadout and for the MG 151/20 cannon such projectiles could penetrate almost an inch of armor at 100 meters, therefore punching through a cylinder or crankcase would not be an issue. There is also one particular projectile that appears to strike the cockpit followed by an explosion near the horizontal tail. It almost seems like a shell entered the windshield then detonated inside, however I believe this is an optical illusion and they are in fact two separate impacts. The damage inflicted would likely have prevented the bomber from returning to base although there is nothing in the clip that would allow the aircraft to be identified. One interesting detail is that other Flying Fortresses in the formation appear to be fitted with chin turrets which would date the footage to between late 1943 to early 1944.
0:20

This is another relatively well known USAAF B-17 interception by a Luftwaffe fighter that is worth looking at in some detail. There are no archival descriptions that I can find identifying personnel, date or location involved but much can be gleaned from the footage itself. The bomber being targeted lacks the chin turret that was specifically installed on the G model of the B-17 to counter this sort of frontal attack, identifying it as an F model. Tracers from the attacking aircraft come from both sides of the frame suggesting that the gun camera is mounted in the nose of a twin-engined aircraft, such as a Messerschmitt Bf 110 or Me 410 It is often speculated that the Luftwaffe fighter here is attacking through its own flak but it is more likely that the explosions visible are the result of the Werfer-Granate 21 rocket launcher being employed. Flak bursts usually had a distinctive shape and ground fire would typically cease when friendly fighters were attacking. The rockets were set to detonate after traveling a fixed distance of around 600 meters and while the chances of scoring a direct hit were low, their 40 kg blast-fragmentation warheads were effective in breaking up the "combat box" formation and therefore making individual bombers more vulnerable to attack. In this case however, it appears the attacking aircraft have misjudged their timing and the rockets are detonating behind the formation. This was one of the disadvantages of attacking frontally as approach speeds made targeting more of a challenge, however it was also a way of avoiding the majority of the bomber's defensive firepower. Another consideration often ignored is the effect that a head-on attack would have on projectile effectiveness. At full speed a B-17 would be traveling at around 125 meters per second, if it had to simply fly into a stationary 20mm armor piercing shell weighing 115 grams the impact energy would be 900 joules. This is significantly greater than most .45 ACP pistol rounds fired at point blank range, only from the motion of the aircraft. The speed of the attacking aircraft at the moment the projectile is fired can also be added to the muzzle velocity making for an even more devastating impact. This was of course a double-edged sword as it meant defensive fire would be similarly more effective on the attacking aircraft, and it also gave the pilot a smaller time window during which he could fire and a more complex firing solution to calculate, not to mention the increased risk of a mid-air collision. As a general rule, Luftwaffe pilots were instructed not to waste time setting up an attack from a particular angle, rather they should attack the bomber formation from whatever position it would be encountered. In this particular incident, most of the impacts are around the number 3 and 4 engines on the B-17. While air-cooled radials were more damage-resistant than liquid-cooled engines, from this angle they would not have been protected by the aircraft structure. While there is no immediate fire visible, it's likely they would both have been put out of action. Armor piercing shells would typically represent around a third of the ammunition loadout and for the MG 151/20 cannon such projectiles could penetrate almost an inch of armor at 100 meters, therefore punching through a cylinder or crankcase would not be an issue. There is also one particular projectile that appears to strike the cockpit followed by an explosion near the horizontal tail. It almost seems like a shell entered the windshield then detonated inside, however I believe this is an optical illusion and they are in fact two separate impacts. The damage inflicted would likely have prevented the bomber from returning to base although there is nothing in the clip that would allow the aircraft to be identified. One interesting detail is that other Flying Fortresses in the formation appear to be fitted with chin turrets which would date the footage to between late 1943 to early 1944.

hw97karbine

128,425 görüntüleme • 9 ay önce

Did Ross Coulthart and NewsNation Conflate UFO Whistleblower Jake Barber’s Background? In this clip below from the interview that Ross Coulthart did with jakebarber on NewsNation, Coulthart claims that Jake was “recruited” into Combat Control while in the USAF. While there is a possibility he may have enlisted under the AFSC of a Combat Controller, it is actually most likely that he volunteered for the program WHILE at basic training. When I went through USAF basic training in 2003, I, along with other men in my flight, were asked if we wanted to tryout for the Combat Controller course. They don’t recruit you, they just ask if you’re interested in trying out but warn of a very high “washout” rate in the training. To washout means you failed a portion of the course and have to be recycled into another AFSC (job) and can no longer continue the process of being a Combat Controller. Multiple people, including Ross, Lue Elizondo, and Marik vR have all claimed that Jake is a “Tier One Operator”, referring to Jake as a Combat Controller. But is that true? Below (in the comments) you will see the DD-214 that NewsNation purposely edited to cutout the “Military Education” portion of the document. But if you look in section 11, you see the code C2A551J, which is the code for “Aerospace Maintenance” aka a “Flying Crew Chief”. Here’s an example of what that code stands for ( The DD-214 also states that Jake was a Flying Crew Chief for “5 years and 10 months” of his 6 year commitment, showing that he was not a CCT at any point in his service or it would be listed (like Jason Sands DD-214 when he cross-trained over into the 1N6 position in the USAF). Ross states that Jake was in aerospace maintenance in the late 90’s. So that checks out with his DD-214, as he was enlisted from 1994-2000. In other documents that NewsNation deceptively edits and rushes through in the segment, it shows Jake as a A1C getting orders to various schools associated with Combat Controller training, but the rank and dates shows it happened early in his career (1995-1996), which shows after basic training. With no certificate of graduation, no military education being shown on the 214, no pictures of Barber with the beret on during service, no pictures of the pin he would have received upon graduation, it seems likely that Barber washed out and finished out his enlistment as a flying crew chief stationed at Pope AFB. Here is a list of all the courses CCTs have to pass before receiving the beret and CCT title ( CCT training takes around two years to complete. If that’s the case, then everyone including Coulthart, NewsNation, Lue, Marik, etc were wrong touting this man as an actual operator. Also, two other things to address: 1) his clearance was a Secret clearance with a NATO designation, which is not a TS clearance. 2) At the end, Ross claims Jake worked in Intel. Is there anything to back that claim? He didn’t have the right clearance. When did he work in Intel and where? So many claims but documents don’t match up. I ask Jake that if he would like to put this claims to bed, please show any documentation, especially of you completing Combat Controller course and receiving your beret and pin. Your DD-214 is telling a very different story.
0:27

Did Ross Coulthart and NewsNation Conflate UFO Whistleblower Jake Barber’s Background? In this clip below from the interview that Ross Coulthart did with jakebarber on NewsNation, Coulthart claims that Jake was “recruited” into Combat Control while in the USAF. While there is a possibility he may have enlisted under the AFSC of a Combat Controller, it is actually most likely that he volunteered for the program WHILE at basic training. When I went through USAF basic training in 2003, I, along with other men in my flight, were asked if we wanted to tryout for the Combat Controller course. They don’t recruit you, they just ask if you’re interested in trying out but warn of a very high “washout” rate in the training. To washout means you failed a portion of the course and have to be recycled into another AFSC (job) and can no longer continue the process of being a Combat Controller. Multiple people, including Ross, Lue Elizondo, and Marik vR have all claimed that Jake is a “Tier One Operator”, referring to Jake as a Combat Controller. But is that true? Below (in the comments) you will see the DD-214 that NewsNation purposely edited to cutout the “Military Education” portion of the document. But if you look in section 11, you see the code C2A551J, which is the code for “Aerospace Maintenance” aka a “Flying Crew Chief”. Here’s an example of what that code stands for ( The DD-214 also states that Jake was a Flying Crew Chief for “5 years and 10 months” of his 6 year commitment, showing that he was not a CCT at any point in his service or it would be listed (like Jason Sands DD-214 when he cross-trained over into the 1N6 position in the USAF). Ross states that Jake was in aerospace maintenance in the late 90’s. So that checks out with his DD-214, as he was enlisted from 1994-2000. In other documents that NewsNation deceptively edits and rushes through in the segment, it shows Jake as a A1C getting orders to various schools associated with Combat Controller training, but the rank and dates shows it happened early in his career (1995-1996), which shows after basic training. With no certificate of graduation, no military education being shown on the 214, no pictures of Barber with the beret on during service, no pictures of the pin he would have received upon graduation, it seems likely that Barber washed out and finished out his enlistment as a flying crew chief stationed at Pope AFB. Here is a list of all the courses CCTs have to pass before receiving the beret and CCT title ( CCT training takes around two years to complete. If that’s the case, then everyone including Coulthart, NewsNation, Lue, Marik, etc were wrong touting this man as an actual operator. Also, two other things to address: 1) his clearance was a Secret clearance with a NATO designation, which is not a TS clearance. 2) At the end, Ross claims Jake worked in Intel. Is there anything to back that claim? He didn’t have the right clearance. When did he work in Intel and where? So many claims but documents don’t match up. I ask Jake that if he would like to put this claims to bed, please show any documentation, especially of you completing Combat Controller course and receiving your beret and pin. Your DD-214 is telling a very different story.

Chris Unleashed

252,890 görüntüleme • 1 yıl önce

Following the Delta A330-323(N813NW) engine failure after departure from São Paulo (GRU), many are asking: what actually happens if an airliner loses an engine just after takeoff? As passenger in the cabin watching this scenario unfold, the panic is understandable. Seeing flames from an engine is alarming. But this is exactly the kind of scenario pilots are trained for repeatedly in simulators. Modern multi-engine aircraft are designed to fly safely on one engine. In fact, losing one engine is a certification requirement during testing. Here’s what happens: At liftoff, pilots target V2 speed—the minimum safe speed that guarantees the aircraft can continue climbing even with one engine inoperative. If an engine fails: • The MASTER FIRE warning light will illuminate in the cockpit and the fire warning bell will sound, alerting the pilots on the affected engine (they will close the fuel, hydraulic shutoff, and engine bleed air valves, and also discharge the related fire bottle to extinguish the engine fire). Of course, they will be careful NOT TO shut down the wrong engine (this has happened before). • Maximum thrust is applied on the remaining engine. • Rudder input keeps the aircraft straight (countering asymmetric thrust) • The aircraft climbs straight ahead for best performance (turns reduce climb rate unless required) Once above a safe altitude (typically ~1,500 ft / Minimum Flap Retraction Altitude(MFRA): • The aircraft accelerates • Flaps are retracted (“cleaning up”) • Crew assesses the situation and plans a return or diversion Even at very low altitude, the aircraft remains controllable by design. It may not climb aggressively, but it will climb. Bottom line: What looks catastrophic from the cabin is a scenario pilots are highly trained to handle—and aircraft are engineered to withstand. Hope this helps any nervous flyer. Flying is safe, and the chances of this happening have reduced due to lessons learned from previous incidents. And if you ever find yourself in this situation, trust that the pilots will act according to their training—because that’s their job.
1:02

Following the Delta A330-323(N813NW) engine failure after departure from São Paulo (GRU), many are asking: what actually happens if an airliner loses an engine just after takeoff? As passenger in the cabin watching this scenario unfold, the panic is understandable. Seeing flames from an engine is alarming. But this is exactly the kind of scenario pilots are trained for repeatedly in simulators. Modern multi-engine aircraft are designed to fly safely on one engine. In fact, losing one engine is a certification requirement during testing. Here’s what happens: At liftoff, pilots target V2 speed—the minimum safe speed that guarantees the aircraft can continue climbing even with one engine inoperative. If an engine fails: • The MASTER FIRE warning light will illuminate in the cockpit and the fire warning bell will sound, alerting the pilots on the affected engine (they will close the fuel, hydraulic shutoff, and engine bleed air valves, and also discharge the related fire bottle to extinguish the engine fire). Of course, they will be careful NOT TO shut down the wrong engine (this has happened before). • Maximum thrust is applied on the remaining engine. • Rudder input keeps the aircraft straight (countering asymmetric thrust) • The aircraft climbs straight ahead for best performance (turns reduce climb rate unless required) Once above a safe altitude (typically ~1,500 ft / Minimum Flap Retraction Altitude(MFRA): • The aircraft accelerates • Flaps are retracted (“cleaning up”) • Crew assesses the situation and plans a return or diversion Even at very low altitude, the aircraft remains controllable by design. It may not climb aggressively, but it will climb. Bottom line: What looks catastrophic from the cabin is a scenario pilots are highly trained to handle—and aircraft are engineered to withstand. Hope this helps any nervous flyer. Flying is safe, and the chances of this happening have reduced due to lessons learned from previous incidents. And if you ever find yourself in this situation, trust that the pilots will act according to their training—because that’s their job.

Turbine Traveller

42,927 görüntüleme • 4 ay önce

Never normalize alcohol use on social media. It can trigger persons trying to quit the habit or those who are abstinent get back on the destructive path. Look at this guy as an example. He is everything a human being must not be. He has a huge following on Instagram and this video has been watched by more than 100K people. He calls himself "Ashdin Doctor." People may think he is actually a Doctor, but "Doctor" is his surname. He has a Bachelors degree in Arts and Masters in Marketing Management. But here he is, advising people how to drink alcohol the right way. This video is utter garbage. His advice is targeted at preventing "dehydration" due to alcohol consumption. Dehydration is NOT the ONLY issue with alcohol consumption. Here are real issues with alcohol use whether or not, you choose to drink more water in between. 1. Alcohol use has been consistently linked to an increased risk of cancer. The type of alcohol - beer, wine, vodka or rum, does not change this risk. Even those who consume one drink per day have an increased risk. Even low dose of alcohol over short and long periods increases risk of terrible cancers. Cancers of the head & neck, esophagus (food pipe), liver, breast and colon/rectum are strongly linked to alcohol use. & & 2. Even occassional or low dose alcohol use such as one to two drin ks a day or few drinks in a week reduces the brain volume. Drinking one to two alcohol drinks a day increases brain aging: it "ages" the brain faster, by 2 years. If it is two to three drinks a day, then the brain changes are equivalent to brain shrinking and aging faster by three and half years. & 3. Even low/modest alcohol use reduces fertility in women and men. Lower chances of getting pregnant and the risk for reduced live births in women and due to fertility issues in men has been strongly linked to alcohol use - low doses and worsens with modest increments. & 4. Alcohol use is associated with male to female partner violence, perpetration and victimization of violence and early-childhood trauma & & 5. That low dose/modest daily alcohol use improves survival or increases life expectancy has been swept away into the garbage with a recent high powered metanalysis paper. No level of alcohol use is beneficial for human health. And recent studies show that increasing level of alcohol kills women more than men for the same dose and duration of use. Look for credible sources for healthcare information. Develop a critical thinking to filter medical/healthcare information for your benefit. A normal person would never make a video on how to drink alcohol. Alcohol is a known poison. A person may have many followers and well-edited videos and click-bait titles. But remember, they have nothing to lose if YOU get into harms way. The best part is, Ashdin Doctor, the Instagram influencer is a "Habit Coach" (FFS) and has written a children's book, titled The "Book of Good Habits For Kids" - but here he is, advising his followers how to drink alcohol better. There is some real cognitive dissonance happening and people must learn to spot such fakes on social media. IVM Podcasts should grow a brain before they host such unintelligent life forms on your platform. Stay informed and stay safe.
0:23

Never normalize alcohol use on social media. It can trigger persons trying to quit the habit or those who are abstinent get back on the destructive path. Look at this guy as an example. He is everything a human being must not be. He has a huge following on Instagram and this video has been watched by more than 100K people. He calls himself "Ashdin Doctor." People may think he is actually a Doctor, but "Doctor" is his surname. He has a Bachelors degree in Arts and Masters in Marketing Management. But here he is, advising people how to drink alcohol the right way. This video is utter garbage. His advice is targeted at preventing "dehydration" due to alcohol consumption. Dehydration is NOT the ONLY issue with alcohol consumption. Here are real issues with alcohol use whether or not, you choose to drink more water in between. 1. Alcohol use has been consistently linked to an increased risk of cancer. The type of alcohol - beer, wine, vodka or rum, does not change this risk. Even those who consume one drink per day have an increased risk. Even low dose of alcohol over short and long periods increases risk of terrible cancers. Cancers of the head & neck, esophagus (food pipe), liver, breast and colon/rectum are strongly linked to alcohol use. & & 2. Even occassional or low dose alcohol use such as one to two drin ks a day or few drinks in a week reduces the brain volume. Drinking one to two alcohol drinks a day increases brain aging: it "ages" the brain faster, by 2 years. If it is two to three drinks a day, then the brain changes are equivalent to brain shrinking and aging faster by three and half years. & 3. Even low/modest alcohol use reduces fertility in women and men. Lower chances of getting pregnant and the risk for reduced live births in women and due to fertility issues in men has been strongly linked to alcohol use - low doses and worsens with modest increments. & 4. Alcohol use is associated with male to female partner violence, perpetration and victimization of violence and early-childhood trauma & & 5. That low dose/modest daily alcohol use improves survival or increases life expectancy has been swept away into the garbage with a recent high powered metanalysis paper. No level of alcohol use is beneficial for human health. And recent studies show that increasing level of alcohol kills women more than men for the same dose and duration of use. Look for credible sources for healthcare information. Develop a critical thinking to filter medical/healthcare information for your benefit. A normal person would never make a video on how to drink alcohol. Alcohol is a known poison. A person may have many followers and well-edited videos and click-bait titles. But remember, they have nothing to lose if YOU get into harms way. The best part is, Ashdin Doctor, the Instagram influencer is a "Habit Coach" (FFS) and has written a children's book, titled The "Book of Good Habits For Kids" - but here he is, advising his followers how to drink alcohol better. There is some real cognitive dissonance happening and people must learn to spot such fakes on social media. IVM Podcasts should grow a brain before they host such unintelligent life forms on your platform. Stay informed and stay safe.

TheLiverDoc™

187,090 görüntüleme • 3 yıl önce

hypergamy is going to hit women like a 50-megaton thermonuclear bomb, and the reason is because these women are hypergamous themselves female hypergamy hit society first due to the natural supply/demand gap between the sexes, and it's certainly caused somewhat of a death spiral of intersexual relations, but the outcome will not be this hypercompetition between men for women, but rather men checking out of the game entirely as the juice stops being worth the squeeze porn is only getting more immersive and sex bots are on the way, and social media exposes men to 10/10 women nonstop; why then would men break their backs for a crumb of attention for mediocre women? even men with genuine value to bring struggle in the current dating market, the fatigue is beginning to set in for women there are two options: a) make the squeeze easier, or b) make the juice more worthwhile a) would require that they lower their standards and expectations, make themselves more accessible, accept a man with less to offer when they know someone better is out there they don't have that in them, so they resort to b) b) means making the juice tastier, it mean tightening up the juice's nasolabial folds and waist-to-hip ratio. it means injecting the juice with hyaluronic acid fillers and, when that isn't enough to get ahead, it means making real changes to the juice's recipe like getting structural surgery there is a very small supply of beautiful people on this planet, but in the age of the internet that small supply is accessible to everyone at all times instead of being a random beautiful stranger you may rarely come across on the street. everyone’s perceptions of what is accessible to them is being distorted, and even if only 1% of people are truly beautiful themselves that is enough for 99% of the subpar masses to feel like they can share. past a certain point of abundance a person cannot comprehend the difference between 10 million people and 1 billion, it’s just a lot. if 1 billion compete for 10 million it still feels like an infinite prize pool. this has corrupted women tremendously, but it is absolutely going to and already beginning to do the same with men as men get more and more immersed in and addicted to cheap hits of sexual dopamine such as porn, social media, online dating (which is a corrupting force for both genders) they will be less and less willing to settle for a girl who is any less than perfect because quite frankly, she probably just won’t be worth it to them anyway there is already a long cultural precedent for women going to extreme measures to looksmaxx for male attention, if men start to become fed up with them and hypergamy increases on both ends the blackpill will explode with women. already women know when they are left on delivered by chad that if they were prettier this wouldn’t be happening, they are beginning to make this observation en masse and it is driving the rise in radfem and “femcel” (i.e. girl who can’t bag chad) ideology. women are realizing that body positivity and self-love was a scam, and that looks are law i’m betting all in on the upcoming female blackpill trend, putting my stock in it. i’d keep an eye out for it because it has already begun and it’s only going to get bigger
0:22

Sensitive content

hypergamy is going to hit women like a 50-megaton thermonuclear bomb, and the reason is because these women are hypergamous themselves female hypergamy hit society first due to the natural supply/demand gap between the sexes, and it's certainly caused somewhat of a death spiral of intersexual relations, but the outcome will not be this hypercompetition between men for women, but rather men checking out of the game entirely as the juice stops being worth the squeeze porn is only getting more immersive and sex bots are on the way, and social media exposes men to 10/10 women nonstop; why then would men break their backs for a crumb of attention for mediocre women? even men with genuine value to bring struggle in the current dating market, the fatigue is beginning to set in for women there are two options: a) make the squeeze easier, or b) make the juice more worthwhile a) would require that they lower their standards and expectations, make themselves more accessible, accept a man with less to offer when they know someone better is out there they don't have that in them, so they resort to b) b) means making the juice tastier, it mean tightening up the juice's nasolabial folds and waist-to-hip ratio. it means injecting the juice with hyaluronic acid fillers and, when that isn't enough to get ahead, it means making real changes to the juice's recipe like getting structural surgery there is a very small supply of beautiful people on this planet, but in the age of the internet that small supply is accessible to everyone at all times instead of being a random beautiful stranger you may rarely come across on the street. everyone’s perceptions of what is accessible to them is being distorted, and even if only 1% of people are truly beautiful themselves that is enough for 99% of the subpar masses to feel like they can share. past a certain point of abundance a person cannot comprehend the difference between 10 million people and 1 billion, it’s just a lot. if 1 billion compete for 10 million it still feels like an infinite prize pool. this has corrupted women tremendously, but it is absolutely going to and already beginning to do the same with men as men get more and more immersed in and addicted to cheap hits of sexual dopamine such as porn, social media, online dating (which is a corrupting force for both genders) they will be less and less willing to settle for a girl who is any less than perfect because quite frankly, she probably just won’t be worth it to them anyway there is already a long cultural precedent for women going to extreme measures to looksmaxx for male attention, if men start to become fed up with them and hypergamy increases on both ends the blackpill will explode with women. already women know when they are left on delivered by chad that if they were prettier this wouldn’t be happening, they are beginning to make this observation en masse and it is driving the rise in radfem and “femcel” (i.e. girl who can’t bag chad) ideology. women are realizing that body positivity and self-love was a scam, and that looks are law i’m betting all in on the upcoming female blackpill trend, putting my stock in it. i’d keep an eye out for it because it has already begun and it’s only going to get bigger

𝖒𝖔𝖌𝖌𝖎𝖓𝖌

42,082 görüntüleme • 25 gün önce