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This experimental morphing wing, developed by researchers at the National University of Singapore, uses Macro Fiber Composite (MFC) piezoelectric actuators integrated beneath its composite skin. The actuators modify the wing's camber, allowing the airfoil to adopt different aerodynamic profiles without conventional hinged flaps. Instead of deflecting a discrete control... show more

Tengiz

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664,924 次观看 • 2 个月前 •via X (Twitter)

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Meet the ALT-2 - The Aircraft That's Redefining Experimental Aviation! The ALT-2 isn't your typical airplane - it's a cutting-edge experimental aircraft designed to test new aerodynamic concepts and lightweight materials. Built for high efficiency and agility, the ALT-2 explores how smaller airframes can achieve maximum lift with minimum drag, all while pushing the limits of what's possible in general aviation. Key Features: Ultra-light composite structure Advanced aerodynamic wing design for extreme stability Experimental propulsion system focused on energy efficiency The goal? To create a new generation of eco-friendly, high-performance aircraft - blending innovation, sustainability, and raw flight performance.

Meet the ALT-2 - The Aircraft That's Redefining Experimental Aviation! The ALT-2 isn't your typical airplane - it's a cutting-edge experimental aircraft designed to test new aerodynamic concepts and lightweight materials. Built for high efficiency and agility, the ALT-2 explores how smaller airframes can achieve maximum lift with minimum drag, all while pushing the limits of what's possible in general aviation. Key Features: Ultra-light composite structure Advanced aerodynamic wing design for extreme stability Experimental propulsion system focused on energy efficiency The goal? To create a new generation of eco-friendly, high-performance aircraft - blending innovation, sustainability, and raw flight performance.

Mechanical Knowledge

104,365 次观看 • 5 个月前

Building Aircraft Structures Instead of Assembling Them This video shows Automated Fibre Placement (AFP) manufacturing the lower half of a thermoplastic composite aircraft fuselage. Traditional aircraft fuselages are built by assembling hundreds of individual parts with thousands of mechanical fasteners. Composite manufacturing is gradually changing that approach by producing larger integrated structures with fewer joints. Thermoplastic composites can be reheated and welded after manufacturing, allowing large fuselage sections to be joined without relying entirely on rivets or adhesive bonding. The objective is not simply to replace aluminium. It is to reduce assembly time, simplify manufacturing, and support higher production rates while maintaining structural performance. The demonstrator shown here measures approximately 8 metres long and was built to evaluate automated manufacturing, welding, inspection, and assembly of large thermoplastic composite aircraft structures. The demonstrator was developed under the Airbus-led Multifunctional Fuselage Demonstrator (MFFD) programme by a European aerospace consortium.

Building Aircraft Structures Instead of Assembling Them This video shows Automated Fibre Placement (AFP) manufacturing the lower half of a thermoplastic composite aircraft fuselage. Traditional aircraft fuselages are built by assembling hundreds of individual parts with thousands of mechanical fasteners. Composite manufacturing is gradually changing that approach by producing larger integrated structures with fewer joints. Thermoplastic composites can be reheated and welded after manufacturing, allowing large fuselage sections to be joined without relying entirely on rivets or adhesive bonding. The objective is not simply to replace aluminium. It is to reduce assembly time, simplify manufacturing, and support higher production rates while maintaining structural performance. The demonstrator shown here measures approximately 8 metres long and was built to evaluate automated manufacturing, welding, inspection, and assembly of large thermoplastic composite aircraft structures. The demonstrator was developed under the Airbus-led Multifunctional Fuselage Demonstrator (MFFD) programme by a European aerospace consortium.

Tengiz

14,402 次观看 • 1 个月前

This is Delta, a deformable multirotor robot developed by scientists at the University of Tokyo that can both fly and roll using its flexible body design. It uses a thrust control system to move efficiently in the air and on the ground, allowing it to adapt to different environments. This capability makes it useful for tasks like disaster response and long-duration operations, introduced in 2024.

This is Delta, a deformable multirotor robot developed by scientists at the University of Tokyo that can both fly and roll using its flexible body design. It uses a thrust control system to move efficiently in the air and on the ground, allowing it to adapt to different environments. This capability makes it useful for tasks like disaster response and long-duration operations, introduced in 2024.

Space and Technology

26,325 次观看 • 5 个月前

For almost the entire history of fighter aviation, one rule remained unchanged, Avoid the stall. At extreme angles of attack, airflow separates from the wings and control surfaces lose effectiveness. The aircraft enters a region where pilots have very little authority or control over the aircraft. NASA decided to ask a different question, What if a fighter could remain controllable after entering the stall? Between 1987 and 1996, NASA, the USA Navy and McDonnell Douglas transformed a pre-production FA -18 Hornet into the High Alpha Research Vehicle (HARV) a flying laboratory designed to explore flight beyond conventional aerodynamic limits. The solution was unlike anything seen on an operational fighter at the time across the world. Instead of relying only on aerodynamic control surfaces, engineers installed six thrust-vectoring paddles around the exhaust of two General Electric F404 engines. These massive control surfaces redirected engine thrust itself, allowing the aircraft to manoeuvre when normal controls were becoming ineffective. But making it work required solving an extreme materials challenge. The paddles sat directly in the engine exhaust stream, exposed to enormous temperatures and mechanical forces. They were built using Inconel, a nickel-based superalloy designed to maintain strength in extreme heat. Special actuation systems had to move these structures precisely while surviving repeated high-temperature operation, all were purpose built. The modification added around 2,200 lb (1,000 kg) of thrust-vectoring hardware alone, turning the F/A-18 into one of the most heavily instrumented research aircraft of its era. HARV completed 385 research flights in Area 51, demonstrating controlled flight at around 70° angle of attack, a regime where conventional fighters would normally lose control. The data collected helped shape the future of advanced fighter design, influencing later programs including the F-22 Raptor, where thrust-vectoring became an operational capability. HARV was built as a research aircraft with a clear combat purpose, to understand how far fighter manoeuvrability could be pushed. What followed next was full scale implementation on F-22 Raptor which to this day is considered the most potent stealth fighter aircraft ever designed and built at scale. Source :- NASA

For almost the entire history of fighter aviation, one rule remained unchanged, Avoid the stall. At extreme angles of attack, airflow separates from the wings and control surfaces lose effectiveness. The aircraft enters a region where pilots have very little authority or control over the aircraft. NASA decided to ask a different question, What if a fighter could remain controllable after entering the stall? Between 1987 and 1996, NASA, the USA Navy and McDonnell Douglas transformed a pre-production FA -18 Hornet into the High Alpha Research Vehicle (HARV) a flying laboratory designed to explore flight beyond conventional aerodynamic limits. The solution was unlike anything seen on an operational fighter at the time across the world. Instead of relying only on aerodynamic control surfaces, engineers installed six thrust-vectoring paddles around the exhaust of two General Electric F404 engines. These massive control surfaces redirected engine thrust itself, allowing the aircraft to manoeuvre when normal controls were becoming ineffective. But making it work required solving an extreme materials challenge. The paddles sat directly in the engine exhaust stream, exposed to enormous temperatures and mechanical forces. They were built using Inconel, a nickel-based superalloy designed to maintain strength in extreme heat. Special actuation systems had to move these structures precisely while surviving repeated high-temperature operation, all were purpose built. The modification added around 2,200 lb (1,000 kg) of thrust-vectoring hardware alone, turning the F/A-18 into one of the most heavily instrumented research aircraft of its era. HARV completed 385 research flights in Area 51, demonstrating controlled flight at around 70° angle of attack, a regime where conventional fighters would normally lose control. The data collected helped shape the future of advanced fighter design, influencing later programs including the F-22 Raptor, where thrust-vectoring became an operational capability. HARV was built as a research aircraft with a clear combat purpose, to understand how far fighter manoeuvrability could be pushed. What followed next was full scale implementation on F-22 Raptor which to this day is considered the most potent stealth fighter aircraft ever designed and built at scale. Source :- NASA

Ammanichanda

34,009 次观看 • 1 个月前

Human Skin developed for Robots by University of Tokyo. It is also self healing. It is uncanny and well you decide. Let see, a 🧵 — Japanese scientists from the University of Tokyo have developed a groundbreaking method to attach living, lab-grown skin to robotic faces, enabling lifelike smiles and facial expressions. It mimics human tissue structures, using collagen-based gels and perforation-type anchors to securely bind the skin to the robot's surface without tearing or peeling during movement. The artificial skin is soft, self-healing, and capable of stretching, paving the way for more realistic humanoid robots. While still in its early stages, this technology has potential applications in robotics, cosmetics, and medical research. This technology will be deployed before most of the world has a chance to understand the implications…

Human Skin developed for Robots by University of Tokyo. It is also self healing. It is uncanny and well you decide. Let see, a 🧵 — Japanese scientists from the University of Tokyo have developed a groundbreaking method to attach living, lab-grown skin to robotic faces, enabling lifelike smiles and facial expressions. It mimics human tissue structures, using collagen-based gels and perforation-type anchors to securely bind the skin to the robot's surface without tearing or peeling during movement. The artificial skin is soft, self-healing, and capable of stretching, paving the way for more realistic humanoid robots. While still in its early stages, this technology has potential applications in robotics, cosmetics, and medical research. This technology will be deployed before most of the world has a chance to understand the implications…

Brian Roemmele

165,763 次观看 • 1 年前

The Engineering Mechanism Behind Precise Aerodynamic Fin Control A control actuator converts an electrical command into precise movement of an aerodynamic fin. Inside this compact system, a small brushless motor drives a 4.25 mm ball screw. The screw converts rotation into linear movement, which is transferred through a linkage to change the fin angle. The principle is simple, but the mechanism must provide precise, repeatable movement with very little mechanical play. Small errors at the fin can change the aerodynamic forces acting on a fast-moving vehicle. In this system, each actuator weighs less than 100 g, while the complete three-actuator system weighs about 650 g. Each fin can move up to ±8°, with angular play below 0.1° RMS. Electromechanical fin actuators are used in aerospace control systems where low weight, compact size and precise aerodynamic control are important. Hydraulic and pneumatic systems are also used where different force, speed and power requirements make them more suitable. The engineering challenge is achieving precise movement and sufficient stiffness in a mechanism small enough to fit inside the vehicle while surviving vibration and aerodynamic loads. Source: Control Actuation System by MPS Micro Precision Systems AG

The Engineering Mechanism Behind Precise Aerodynamic Fin Control A control actuator converts an electrical command into precise movement of an aerodynamic fin. Inside this compact system, a small brushless motor drives a 4.25 mm ball screw. The screw converts rotation into linear movement, which is transferred through a linkage to change the fin angle. The principle is simple, but the mechanism must provide precise, repeatable movement with very little mechanical play. Small errors at the fin can change the aerodynamic forces acting on a fast-moving vehicle. In this system, each actuator weighs less than 100 g, while the complete three-actuator system weighs about 650 g. Each fin can move up to ±8°, with angular play below 0.1° RMS. Electromechanical fin actuators are used in aerospace control systems where low weight, compact size and precise aerodynamic control are important. Hydraulic and pneumatic systems are also used where different force, speed and power requirements make them more suitable. The engineering challenge is achieving precise movement and sufficient stiffness in a mechanism small enough to fit inside the vehicle while surviving vibration and aerodynamic loads. Source: Control Actuation System by MPS Micro Precision Systems AG

Tengiz

39,625 次观看 • 29 天前

This is what the avionics bay of a fly-by-wire Boeing 787 Dreamliner looks like, hidden underneath the floor where passengers sit. Its computing architecture includes 16 general processing modules and 21 remote data concentrators spread throughout the aircraft. When the pilot or co-pilot makes a control input, there is no conventional mechanical linkage to the primary flight surfaces. The input is sensed electronically, processed through redundant flight control computers and networks, then sent to the actuators that move the required surfaces all within milliseconds. The B787 also replaced traditional bleed air systems for engine starting, cabin pressurisation and wing anti-icing with electrically powered systems. So each engine drives two 250 kVA starter generators, backed by another two 225 kVA generators on the APU. That's nearly 1.5 MW of electrical generating capacity onboard. And the redundancy runs deep enough that the aircraft is designed to maintain safe flight and landing even after losing five of its six generator channels. That is what fly by wire really means, the pilot moves the controls, but an entire airborne computing and power system sits between that movement and the wing. Source, Igede Widhiyasa

This is what the avionics bay of a fly-by-wire Boeing 787 Dreamliner looks like, hidden underneath the floor where passengers sit. Its computing architecture includes 16 general processing modules and 21 remote data concentrators spread throughout the aircraft. When the pilot or co-pilot makes a control input, there is no conventional mechanical linkage to the primary flight surfaces. The input is sensed electronically, processed through redundant flight control computers and networks, then sent to the actuators that move the required surfaces all within milliseconds. The B787 also replaced traditional bleed air systems for engine starting, cabin pressurisation and wing anti-icing with electrically powered systems. So each engine drives two 250 kVA starter generators, backed by another two 225 kVA generators on the APU. That's nearly 1.5 MW of electrical generating capacity onboard. And the redundancy runs deep enough that the aircraft is designed to maintain safe flight and landing even after losing five of its six generator channels. That is what fly by wire really means, the pilot moves the controls, but an entire airborne computing and power system sits between that movement and the wing. Source, Igede Widhiyasa

Ammanichanda

191,106 次观看 • 25 天前

The F-2 is a fighter aircraft jointly modified and developed by Japan and the United States, integrating the advanced technologies of both nations. Based on the U.S. F-16, it has been tailored to align with Japan's operational concepts and geographical characteristics. Development began in 1988 as the FS-X, with its first flight in 1995, and the program was completed in 2000. Major modifications from the F-16 include an increased wing area to enhance maneuverability, the use of advanced materials and structures for weight reduction, and an upgraded engine for improved takeoff performance. Additionally, it features cutting-edge radar and advanced electronic systems.

The F-2 is a fighter aircraft jointly modified and developed by Japan and the United States, integrating the advanced technologies of both nations. Based on the U.S. F-16, it has been tailored to align with Japan's operational concepts and geographical characteristics. Development began in 1988 as the FS-X, with its first flight in 1995, and the program was completed in 2000. Major modifications from the F-16 include an increased wing area to enhance maneuverability, the use of advanced materials and structures for weight reduction, and an upgraded engine for improved takeoff performance. Additionally, it features cutting-edge radar and advanced electronic systems.

I_NAMELESS_I

14,314 次观看 • 1 年前

Great simulation of the Ferrari Döner wing posted on LinkedIn by Dominik Bolasko. There are still some irregularities in this simulation, like the wing profiles being different than the actual Döner wing, but it looks to be one of the more accurate sims I have seen so far. One very interesting aspect of this simulation is the magnitude of the flow field disruption from the intermediate sail position. All DRS flaps naturally have a hysteresis with respect to flow recovery and attachment on flap closure. Hysteresis, in the simplest terms, is the difference in the value you get from the same device in one setting compared to another. In this case what we are looking at is the downforce the wing give you before opening, and after opening. So why would you have hysteresis? Well the flow will take some time to recover snd reattach after a big geometry change bringing back the full load (downforce) to the rear of the car for the braking zone. This exists for all cars that have a flap geometry change like this. However, the magnitude of the flow disruption can further delay this recovery causing the car to not re-establish the full load potential in the first phase of braking. So, I could certainly believe that the hysteresis for this type of wing would be greater than that of a conventional flap because of how much flow disturbance you have from that intermediate sail position. Meaning the rear of the Ferrari on initial braking could have some nervousness as the flow takes more time to re-attach and recover the load on the rear wing. In fact, this is exactly what Dominik found in his simulations (image 2). I did speak with someone with a team, and this was one aspect they indeed had considered as a negative to this design when they first saw it. It’s possible that’s part of what was being tested when they ran it during testing in Bahrain. Do you think we will see this wing again during the season?

Great simulation of the Ferrari Döner wing posted on LinkedIn by Dominik Bolasko. There are still some irregularities in this simulation, like the wing profiles being different than the actual Döner wing, but it looks to be one of the more accurate sims I have seen so far. One very interesting aspect of this simulation is the magnitude of the flow field disruption from the intermediate sail position. All DRS flaps naturally have a hysteresis with respect to flow recovery and attachment on flap closure. Hysteresis, in the simplest terms, is the difference in the value you get from the same device in one setting compared to another. In this case what we are looking at is the downforce the wing give you before opening, and after opening. So why would you have hysteresis? Well the flow will take some time to recover snd reattach after a big geometry change bringing back the full load (downforce) to the rear of the car for the braking zone. This exists for all cars that have a flap geometry change like this. However, the magnitude of the flow disruption can further delay this recovery causing the car to not re-establish the full load potential in the first phase of braking. So, I could certainly believe that the hysteresis for this type of wing would be greater than that of a conventional flap because of how much flow disturbance you have from that intermediate sail position. Meaning the rear of the Ferrari on initial braking could have some nervousness as the flow takes more time to re-attach and recover the load on the rear wing. In fact, this is exactly what Dominik found in his simulations (image 2). I did speak with someone with a team, and this was one aspect they indeed had considered as a negative to this design when they first saw it. It’s possible that’s part of what was being tested when they ran it during testing in Bahrain. Do you think we will see this wing again during the season?

Dr Obbs

78,898 次观看 • 6 个月前

🚨Uncanny Expeditions: Spotted the Secretive Aircraft Used in the Maduro Raid "Beast of Kandahar" I was reading the comments on the video (link below) and this caught my attention, posted by a retired aerospace engineer: "The RQ 170 uses plasma flow control to improve its aerodynamic efficiency. High voltage electrodes along the leading edges ionize the boundary layer, creating a thin layer of energized air that keeps airflow attached longer, delays separation, and reduces drag, allowing the aircraft to fly farther and more efficiently. This technology, known as active flow control or plasma actuators, is a subtle but powerful way to enhance performance and stealth. The RQ 170 has no mid air refueling capability and was first integrated with two specially modified B 2s for long range testing and operational development. An enhanced version is on the RQ 180, now I did not work on the Raider program so I can not be 100% positive however I am confident that a highly refined and advanced version is now on the B 21. This technology is likely (one, there are many) of the major factors that allowed the B 21 to reduce its engines from four power plants to just two while still meeting performance requirements. Even tho the Raider has mid air refueling capability the AFRL (Air Force Research Laboratory) likes options and the MQ-25 Stingray is not ready yet." Source:

🚨Uncanny Expeditions: Spotted the Secretive Aircraft Used in the Maduro Raid "Beast of Kandahar" I was reading the comments on the video (link below) and this caught my attention, posted by a retired aerospace engineer: "The RQ 170 uses plasma flow control to improve its aerodynamic efficiency. High voltage electrodes along the leading edges ionize the boundary layer, creating a thin layer of energized air that keeps airflow attached longer, delays separation, and reduces drag, allowing the aircraft to fly farther and more efficiently. This technology, known as active flow control or plasma actuators, is a subtle but powerful way to enhance performance and stealth. The RQ 170 has no mid air refueling capability and was first integrated with two specially modified B 2s for long range testing and operational development. An enhanced version is on the RQ 180, now I did not work on the Raider program so I can not be 100% positive however I am confident that a highly refined and advanced version is now on the B 21. This technology is likely (one, there are many) of the major factors that allowed the B 21 to reduce its engines from four power plants to just two while still meeting performance requirements. Even tho the Raider has mid air refueling capability the AFRL (Air Force Research Laboratory) likes options and the MQ-25 Stingray is not ready yet." Source:

Skywatch Signal

53,661 次观看 • 7 个月前

🚨 BREAKING: Eurofighter Typhoon Set to Fly Into the 2060s With Major Performance Upgrade The Eurofighter Typhoon could remain a frontline combat aircraft well into the 2060s following the development of a new Aerodynamic Modification Kit (AMK). The AMK is designed to extend the aircraft’s service life while significantly enhancing operational performance. Key improvements include faster integration of new weapons, certification of heavier external payloads, and better support for advanced air to air and air to surface munitions, including future long range and anti radiation missiles. From an aerodynamic standpoint, the upgrade introduces modifications to the fuselage fairings, flaperons, and wing root leading edges, increasing maximum lift and improving maneuverability, especially in close range air combat and high load configurations. The program is being developed jointly by Airbus, BAE Systems, and Leonardo, reinforcing long term industrial cooperation within Europe’s defense sector. Officials involved in the program state the AMK will ensure the Typhoon remains operationally relevant and combat effective for decades. Currently operated by nine countries, with Turkey set to become the tenth, the Eurofighter fleet has surpassed one million flight hours worldwide. With these upgrades, the Typhoon is expected to continue serving as a core pillar of European air defense through mid century and beyond.

🚨 BREAKING: Eurofighter Typhoon Set to Fly Into the 2060s With Major Performance Upgrade The Eurofighter Typhoon could remain a frontline combat aircraft well into the 2060s following the development of a new Aerodynamic Modification Kit (AMK). The AMK is designed to extend the aircraft’s service life while significantly enhancing operational performance. Key improvements include faster integration of new weapons, certification of heavier external payloads, and better support for advanced air to air and air to surface munitions, including future long range and anti radiation missiles. From an aerodynamic standpoint, the upgrade introduces modifications to the fuselage fairings, flaperons, and wing root leading edges, increasing maximum lift and improving maneuverability, especially in close range air combat and high load configurations. The program is being developed jointly by Airbus, BAE Systems, and Leonardo, reinforcing long term industrial cooperation within Europe’s defense sector. Officials involved in the program state the AMK will ensure the Typhoon remains operationally relevant and combat effective for decades. Currently operated by nine countries, with Turkey set to become the tenth, the Eurofighter fleet has surpassed one million flight hours worldwide. With these upgrades, the Typhoon is expected to continue serving as a core pillar of European air defense through mid century and beyond.

Defence Index

22,575 次观看 • 7 个月前

The Australian Government, as well as State Governments, must follow the lead of President Donald J. Trump and immediately start the process to designate ANTIFA as a terrorist organisation, and investigate its sources of funding in Australia. Today, the far left-wing extremist group came prepared for violence and attacked both members of the public and Victoria Police. To their credit, Victoria Police has called out the extremist movements on the left and shown the public the types of projectiles they used during their attacks. We have also seen once again scenes of the Australian flag being burnt on the streets of Melbourne, while the left-wing protesters proudly fly the Palestinian flag. All of this because Australians dared show up again to march proudly with the Australian flag at the March for Australia. These groups are intolerant and are known supporters of foreign terrorist organisations; worst of all, they are protected by Labor and other left-wing political movements. It's time for all of this to end; it's time to designate ANTIFA as a terrorist organisation in Australia.

The Australian Government, as well as State Governments, must follow the lead of President Donald J. Trump and immediately start the process to designate ANTIFA as a terrorist organisation, and investigate its sources of funding in Australia. Today, the far left-wing extremist group came prepared for violence and attacked both members of the public and Victoria Police. To their credit, Victoria Police has called out the extremist movements on the left and shown the public the types of projectiles they used during their attacks. We have also seen once again scenes of the Australian flag being burnt on the streets of Melbourne, while the left-wing protesters proudly fly the Palestinian flag. All of this because Australians dared show up again to march proudly with the Australian flag at the March for Australia. These groups are intolerant and are known supporters of foreign terrorist organisations; worst of all, they are protected by Labor and other left-wing political movements. It's time for all of this to end; it's time to designate ANTIFA as a terrorist organisation in Australia.

Rukshan Fernando

77,603 次观看 • 11 个月前

This drone becomes a flying manipulator! 🥏 Researchers at the The University of Tokyo developed this aerial robot. Built with four pairs of ducted fans linked by actuated joints, Dragon can reshape itself mid-flight. This allows it to grasp objects and perform tasks typically reserved for ground-based manipulators. Each segment has dual rotors, and its navigation stack calculates the most efficient shape for each object. Total payload? More than 3 kilograms. P.S. To increase Dragon's battery life, they consider allowing it to walk on the ground.

This drone becomes a flying manipulator! 🥏 Researchers at the The University of Tokyo developed this aerial robot. Built with four pairs of ducted fans linked by actuated joints, Dragon can reshape itself mid-flight. This allows it to grasp objects and perform tasks typically reserved for ground-based manipulators. Each segment has dual rotors, and its navigation stack calculates the most efficient shape for each object. Total payload? More than 3 kilograms. P.S. To increase Dragon's battery life, they consider allowing it to walk on the ground.

Lukas Ziegler

741,566 次观看 • 11 个月前

🔥🚨BREAKING: Scientists have discovered an underground city beneath the pyramids of Giza after initially discovering the pillars that are underneath them according to Italian researchers, led by Prof. Corrado Malanga from the University of Pisa A heated debate has erupted among Egyptologists after researchers claimed to have found an “underground city” beneath the Pyramids of Giza. They claim the radar images show massive vertical shafts, spiral staircases, channels resembling pipelines for a water system, and a hidden world of structures more than 2,000 feet (610m) beneath the surface. They even suggest that the legendary Hall of Records, a purported library tied to ancient Egyptian lore, could lie within this underground complex. “When we magnify the images [in the future], we will reveal that beneath it lies what can only be described as a true underground city,” the team said at a press conference. This video was created using AI it is not footage of the scientist discovery.

🔥🚨BREAKING: Scientists have discovered an underground city beneath the pyramids of Giza after initially discovering the pillars that are underneath them according to Italian researchers, led by Prof. Corrado Malanga from the University of Pisa A heated debate has erupted among Egyptologists after researchers claimed to have found an “underground city” beneath the Pyramids of Giza. They claim the radar images show massive vertical shafts, spiral staircases, channels resembling pipelines for a water system, and a hidden world of structures more than 2,000 feet (610m) beneath the surface. They even suggest that the legendary Hall of Records, a purported library tied to ancient Egyptian lore, could lie within this underground complex. “When we magnify the images [in the future], we will reveal that beneath it lies what can only be described as a true underground city,” the team said at a press conference. This video was created using AI it is not footage of the scientist discovery.

Dom Lucre | Breaker of Narratives

3,555,932 次观看 • 1 年前

18th of January 1950 - 8th of May 1982 🇨🇦 Gille Villeneuve - Full name Joseph Gilles Henri Villeneuve 44 years today F1 lost one of its brightest stars. 🇨🇦 1981 Canadian Grand Prix The 1981 Canadian Grand Prix is etched in Formula 1 history as one of Gilles Villeneuve’s greatest "driving on instinct" moments. Held on September 27, 1981, at the Circuit Île Notre-Dame (now Circuit Gilles Villeneuve), the race was dominated by torrential rain and freezing conditions. Villeneuve’s performance that day is legendary because he finished the race on the podium despite his car being severely damaged. While battling through the field in the wet, Villeneuve made contact with another car, which damaged his front wing. The wing folded upward, completely blocking his forward vision. Instead of pitting immediately, Villeneuve used his peripheral vision—looking out the sides of the cockpit—to navigate the corners at high speed. Eventually, the wing flew off entirely. Despite the missing aerodynamic downforce and the treacherous track surface, he brought his Ferrari 126C home in 3rd place. 15 years after his death his son Jacques Villeneuve would win the F1 drivers Championship for Williams. R.I.P Gille Villeneuve 🇨🇦 🇮🇹 💔 🎥 Formula 1 #villeneuve #canada #ferrari #italy

18th of January 1950 - 8th of May 1982 🇨🇦 Gille Villeneuve - Full name Joseph Gilles Henri Villeneuve 44 years today F1 lost one of its brightest stars. 🇨🇦 1981 Canadian Grand Prix The 1981 Canadian Grand Prix is etched in Formula 1 history as one of Gilles Villeneuve’s greatest "driving on instinct" moments. Held on September 27, 1981, at the Circuit Île Notre-Dame (now Circuit Gilles Villeneuve), the race was dominated by torrential rain and freezing conditions. Villeneuve’s performance that day is legendary because he finished the race on the podium despite his car being severely damaged. While battling through the field in the wet, Villeneuve made contact with another car, which damaged his front wing. The wing folded upward, completely blocking his forward vision. Instead of pitting immediately, Villeneuve used his peripheral vision—looking out the sides of the cockpit—to navigate the corners at high speed. Eventually, the wing flew off entirely. Despite the missing aerodynamic downforce and the treacherous track surface, he brought his Ferrari 126C home in 3rd place. 15 years after his death his son Jacques Villeneuve would win the F1 drivers Championship for Williams. R.I.P Gille Villeneuve 🇨🇦 🇮🇹 💔 🎥 Formula 1 #villeneuve #canada #ferrari #italy

WRCPAST

90,580 次观看 • 4 个月前

A robot snake for the rescue! 🛟 Mechanum wheels, reconfigurable shape, camera set. These robots were developed by researchers at The University of Manchester. This machine is called MIRRAX-150, and it performs inspections as well as explorations. To map 3D point clouds, this machine uses low-cost components, 3D printing, and LiDAR technology. 🧭 Soon, this robot will be deployed on the Sellafield nuclear power station. Basically, it's a snake that changes its body! P.S. What use cases would fit these robots? 🐍 ~~~ ♻️ RT to help 1 robot find a new workplace.

A robot snake for the rescue! 🛟 Mechanum wheels, reconfigurable shape, camera set. These robots were developed by researchers at The University of Manchester. This machine is called MIRRAX-150, and it performs inspections as well as explorations. To map 3D point clouds, this machine uses low-cost components, 3D printing, and LiDAR technology. 🧭 Soon, this robot will be deployed on the Sellafield nuclear power station. Basically, it's a snake that changes its body! P.S. What use cases would fit these robots? 🐍 ~~~ ♻️ RT to help 1 robot find a new workplace.

Lukas Ziegler

15,263 次观看 • 1 年前