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Why pilots push the throttles ALL THE WAY UP 🔥 It’s not aggression 😅 It’s performance. 🚀 Takeoff needs maximum thrust 🛫 Heavy weight + short runway 🌡️ Hot or high airports need extra power 🧠 Computers manage the limits safely Full throttle = shorter takeoff, safer climb, more... show more

aircraftmaintenancengineer

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11,530 görüntüleme • 6 ay önce •via X (Twitter)

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Why do turboprop aircraft STILL exist in the jet age? ✈️⚙️ Because they’re crazy efficient where jets aren’t. 👇 🔹 Short runways? Turboprops dominate. They deliver more thrust at low speeds, making them perfect for remote, regional, and mountain airports. 🔹 Fuel efficiency: They burn way less fuel than turbojets on short flights—saving airlines millions. 🔹 Lower operating costs: Cheaper to maintain, cheaper to operate, and cheaper to fly. 🔹 Better climb at low speeds: Perfect for routes under 500 miles where jets waste energy. Turbojets rule the skies at high altitude and long distances… But turboprops? They’re the undisputed kings of short-haul performance and efficiency. That’s why they’re still here — and they’re not going anywhere. 🔥 📸 by ig/jet.nerd

Why do turboprop aircraft STILL exist in the jet age? ✈️⚙️ Because they’re crazy efficient where jets aren’t. 👇 🔹 Short runways? Turboprops dominate. They deliver more thrust at low speeds, making them perfect for remote, regional, and mountain airports. 🔹 Fuel efficiency: They burn way less fuel than turbojets on short flights—saving airlines millions. 🔹 Lower operating costs: Cheaper to maintain, cheaper to operate, and cheaper to fly. 🔹 Better climb at low speeds: Perfect for routes under 500 miles where jets waste energy. Turbojets rule the skies at high altitude and long distances… But turboprops? They’re the undisputed kings of short-haul performance and efficiency. That’s why they’re still here — and they’re not going anywhere. 🔥 📸 by ig/jet.nerd

aircraftmaintenancengineer

140,847 görüntüleme • 8 ay önce

.Bob Allen practicing a V1 cut in our Westwind II today. There’s only one 1124 sim in the world - so we do our training in the actual plane! A V1 cut is an engine failure after V1 (takeoff decision speed). It means we’re past the point where a rejected takeoff is safe or possible, therefore we must take-off on the remaining good engine. All pilots practice V1 cuts on large multiengine aircraft, but usually in a simulator. We do it as part of every recurrent Checkride on the big jets, but it’s extra trippy doing it for real! That said, the “failure” is really just one engine being pulled back to idle thrust, so it’s available IF necessary. Notice - it’s barely even an event in the hands of a skilled professional pilot. Rudder is applied to the side of the good engine, directional control is maintained, and the aircraft is rotated into a climb at V2 while the non-flying pilot retracts the gear and the flaps. The “issue” and subsequent troubleshooting/shutdown procedures are delayed until the aircraft is at a safe altitude.

.Bob Allen practicing a V1 cut in our Westwind II today. There’s only one 1124 sim in the world - so we do our training in the actual plane! A V1 cut is an engine failure after V1 (takeoff decision speed). It means we’re past the point where a rejected takeoff is safe or possible, therefore we must take-off on the remaining good engine. All pilots practice V1 cuts on large multiengine aircraft, but usually in a simulator. We do it as part of every recurrent Checkride on the big jets, but it’s extra trippy doing it for real! That said, the “failure” is really just one engine being pulled back to idle thrust, so it’s available IF necessary. Notice - it’s barely even an event in the hands of a skilled professional pilot. Rudder is applied to the side of the good engine, directional control is maintained, and the aircraft is rotated into a climb at V2 while the non-flying pilot retracts the gear and the flaps. The “issue” and subsequent troubleshooting/shutdown procedures are delayed until the aircraft is at a safe altitude.

Steve Giordano

333,623 görüntüleme • 2 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.

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

Testing one of the best safety features of an airplane, the “Enhanced Ground Proximity Warning System” (EGPWS, pronounced E Gyp-Wiz). It’s part of every preflight check. Sound on! It’s a warning system. While the jet has separate warnings for things wrong internally, EGPWS is concerned about what’s outside the jet, not what’s inside. It’s primarily concerned w/ terrain & obstacles…EGPWS can “see” outside when pilots can’t. It doesn’t actually see anything, though. There are no cameras or lasers. EGPWS does use the jet’s radar, but not for detecting terrain. (We’ll talk more about radar in a minute, but it’s not useful for orienting yourself to terrain in the vertical. It has a “map” mode that you can use to “paint” things like cities, lakes & shorelines, but it only knows how strong the reflection is & how far away, not how high. We almost never use it in map mode, anyway) EGPWS uses the jets navigation systems – like GPS, Inertial Reference, Altimeters, airspeed, etc. – to plot a position in a virtual world. This world is contained in a database on the jet; it’s constantly plotting your position & then estimating where you’ll be in the next few minutes if the trend continues. The virtual world database knows where the mountains are. When you get close to airports in the database (not all airports are in it), it knows where the buildings & antennas are, too, out to a certain radius. Past that radius, it stops caring about the manmade objects. Anyway, it can tell if you will hit something on your current trend & will issue various warnings. It can give you up to 60 seconds of warning. It starts out slow, like saying “CAUTION, TERRAIN”, but if you don’t fix it, it gets serious…“TERRAIN, TERRAIN, PULL UP!”. You’re 20-30 seconds from impact. It’s not a miracle worker, though. It can wait to give you a warning that you can’t fix. Imagine flying toward a 10,000’ high cliff at 1,000’. A 60 second warning will not be enough time to climb 9,000’ & clear it. Or, it sees a mountain to your right, but your current path is clear. It doesn’t know you’ll do a 90° right turn once abeam the mountain. Now you’ll get some late warnings. EGPWS has various other functions. If you get on the approach but haven’t configured to land, it will say “TOO LOW, FLAPS” (or GEAR). If you start getting below the glidepath, it will say “GLIDESLOPE”. Start descending right after takeoff? “DON’T SINK”…and if you do keep sinking, it switches to “PULL UP!” Now, EGPWS doesn’t use the onboard Doppler radar for any of these functions, but it does use it to detect windshear. EGPWS doesn’t care if you turn on the radar or not, it turns it on itself when you push the throttles up for takeoff or when you descend below a certain altitude on approach. It takes about 12 seconds for the radar to build a picture from that point, but once it does, it can “see” windshear. The Doppler detects this by bouncing radar off of particulates & reading how they are moving at different altitudes. The particulates can be dust or just humidity…the radar can’t read air molecules by themselves. So, it’s still possible to get windshear the radar doesn’t see on very dry, clean days. EGPWS hates windshear. If it detects it, EGPWS replaces your screen w/ the radar – even if not turned on by you – & starts with a gentle warning to “MONITOR RADAR DISPLAY”. If you get closer to it, you get “WINDSHEAR AHEAD” (on takeoff – abort if you still can) or “GO AROUND, WINDSHEAR AHEAD!” (on landing). EGPWS is great, but can’t actually move the jet. It’s not connected to the controls in any way. Some fighters do have that capability, but not airliners. The pilots have to fix it. OK, that’s a brief summary of EGPWS. As usual, I’m dramatically simplifying things for a non-techie audience…there is much more to it & different models of jets have slight differences in how this all works. The 737 MAX has some improvements, w/ different voices & even panic, but I don’t have one to record, sorry!

Testing one of the best safety features of an airplane, the “Enhanced Ground Proximity Warning System” (EGPWS, pronounced E Gyp-Wiz). It’s part of every preflight check. Sound on! It’s a warning system. While the jet has separate warnings for things wrong internally, EGPWS is concerned about what’s outside the jet, not what’s inside. It’s primarily concerned w/ terrain & obstacles…EGPWS can “see” outside when pilots can’t. It doesn’t actually see anything, though. There are no cameras or lasers. EGPWS does use the jet’s radar, but not for detecting terrain. (We’ll talk more about radar in a minute, but it’s not useful for orienting yourself to terrain in the vertical. It has a “map” mode that you can use to “paint” things like cities, lakes & shorelines, but it only knows how strong the reflection is & how far away, not how high. We almost never use it in map mode, anyway) EGPWS uses the jets navigation systems – like GPS, Inertial Reference, Altimeters, airspeed, etc. – to plot a position in a virtual world. This world is contained in a database on the jet; it’s constantly plotting your position & then estimating where you’ll be in the next few minutes if the trend continues. The virtual world database knows where the mountains are. When you get close to airports in the database (not all airports are in it), it knows where the buildings & antennas are, too, out to a certain radius. Past that radius, it stops caring about the manmade objects. Anyway, it can tell if you will hit something on your current trend & will issue various warnings. It can give you up to 60 seconds of warning. It starts out slow, like saying “CAUTION, TERRAIN”, but if you don’t fix it, it gets serious…“TERRAIN, TERRAIN, PULL UP!”. You’re 20-30 seconds from impact. It’s not a miracle worker, though. It can wait to give you a warning that you can’t fix. Imagine flying toward a 10,000’ high cliff at 1,000’. A 60 second warning will not be enough time to climb 9,000’ & clear it. Or, it sees a mountain to your right, but your current path is clear. It doesn’t know you’ll do a 90° right turn once abeam the mountain. Now you’ll get some late warnings. EGPWS has various other functions. If you get on the approach but haven’t configured to land, it will say “TOO LOW, FLAPS” (or GEAR). If you start getting below the glidepath, it will say “GLIDESLOPE”. Start descending right after takeoff? “DON’T SINK”…and if you do keep sinking, it switches to “PULL UP!” Now, EGPWS doesn’t use the onboard Doppler radar for any of these functions, but it does use it to detect windshear. EGPWS doesn’t care if you turn on the radar or not, it turns it on itself when you push the throttles up for takeoff or when you descend below a certain altitude on approach. It takes about 12 seconds for the radar to build a picture from that point, but once it does, it can “see” windshear. The Doppler detects this by bouncing radar off of particulates & reading how they are moving at different altitudes. The particulates can be dust or just humidity…the radar can’t read air molecules by themselves. So, it’s still possible to get windshear the radar doesn’t see on very dry, clean days. EGPWS hates windshear. If it detects it, EGPWS replaces your screen w/ the radar – even if not turned on by you – & starts with a gentle warning to “MONITOR RADAR DISPLAY”. If you get closer to it, you get “WINDSHEAR AHEAD” (on takeoff – abort if you still can) or “GO AROUND, WINDSHEAR AHEAD!” (on landing). EGPWS is great, but can’t actually move the jet. It’s not connected to the controls in any way. Some fighters do have that capability, but not airliners. The pilots have to fix it. OK, that’s a brief summary of EGPWS. As usual, I’m dramatically simplifying things for a non-techie audience…there is much more to it & different models of jets have slight differences in how this all works. The 737 MAX has some improvements, w/ different voices & even panic, but I don’t have one to record, sorry!

KC-10 Driver ✈️ 👨‍✈️ B-737 Wrangler

36,492 görüntüleme • 1 ay önce

AIR INDIA 787 ‘thoughts’ I’m surprised nobody, even the experts) have mentioned this… The 787 Dreamliner (all variants) has an ‘Air Ground Sensing’ system that opens the Main Gear doors immediately upon leaving the runway and prior to the (Flight Deck) Lever being moved manually to the ‘up’ position. I’ve witnessed this literally hundreds of times when filming The 787 and it’s clear on the footage attached: upon rotate, about one second from wheels off ground, the main Gear Doors open. Then, around three to four seconds (pilot discretion) Positive Rate is called/agreed and the Gear Lever is moved to the UP position. On a side note, the 787 is quite prone to brake malfunction, mostly down to the electric brake system that can fail from time to time on a single (or more) wheel. If the wheels are not retracted within a given amount of time due to a wheel continuing to spin, the gear doors will close back-up until the wheel(s) stop spinning and the gear is recycled at which time the doors will re-open and the gear will retract fully. This is the takeoff/gear-up procedure with all 787s. This is quite clearly not the case when observing the CCTV footage of the doomed Air India jet. I think it’s quite evident there was some kind of (electrical?) malfunction with the system(s). The question of the Flap (takeoff) Setting is still a mystery as, with poor quality footage, it’s difficult to completely confirm whether the flaps were extended or not. In my personal opinion they were not extended. There was a CNN reporter right next to one of the wings on the ground. Although it was heavily charred, it would’ve been clear to see if they were extended or not 🤷🏼‍♂️ Also, as for possible (engine) ingestion/failure, whether by birds or other FOD, there is no evidence of engine Compressor Stall, which is very clear to see in many videos online when it does happen with bird strikes, especially at rotate power/speed. The engine(s) will ‘pop’ flames out of the back. What is evident, is that the Jet uses all of the available runway, which is clear by the amount of dust being kicked-up on rotate. The Jet never seems to reach the optimal takeoff angle, right from the rotate point it appears to struggle, which would suggest either engine power issues or, as mentioned, the lack of lift from the Flaps/Slats. Witness accounts say there was a distinct lack of engine noise coming from the jet, which backs-up some theories of engine failure. You would expect, even with a lack of Flap setting the pilot would be able to increase to max (TOGA) power to give them some chance of climbing or at least gaining enough altitude to get themselves back to the airfield or to a safer (crash) landing zone. That ‘power up’ would be evident with black exhaust from the engines, but that didn’t happen - at all. You’ll see/hear from the (second part) footage I’ve filmed, that the engine sound is very evident at this height and that this climb-out is too Standard Operating Procedures. Personally I find it hard to believe the NFP would make such a rookie mistake as to raise the flaps (push and move the staggered lever) as opposed to the gear lever which is a simple up-down motion. The two levers are also in completely different positions: Gear lever on the facing panel and flap lever (with many settings) next to the throttles. Plus this is such a basic procedure that even the most rookie pilot wouldn’t make this mistake 🤷🏼‍♂️ Again, this is just my opinion and observations based on visual and actual experiences. The CVR and FDR will deliver the final evidence.

AIR INDIA 787 ‘thoughts’ I’m surprised nobody, even the experts) have mentioned this… The 787 Dreamliner (all variants) has an ‘Air Ground Sensing’ system that opens the Main Gear doors immediately upon leaving the runway and prior to the (Flight Deck) Lever being moved manually to the ‘up’ position. I’ve witnessed this literally hundreds of times when filming The 787 and it’s clear on the footage attached: upon rotate, about one second from wheels off ground, the main Gear Doors open. Then, around three to four seconds (pilot discretion) Positive Rate is called/agreed and the Gear Lever is moved to the UP position. On a side note, the 787 is quite prone to brake malfunction, mostly down to the electric brake system that can fail from time to time on a single (or more) wheel. If the wheels are not retracted within a given amount of time due to a wheel continuing to spin, the gear doors will close back-up until the wheel(s) stop spinning and the gear is recycled at which time the doors will re-open and the gear will retract fully. This is the takeoff/gear-up procedure with all 787s. This is quite clearly not the case when observing the CCTV footage of the doomed Air India jet. I think it’s quite evident there was some kind of (electrical?) malfunction with the system(s). The question of the Flap (takeoff) Setting is still a mystery as, with poor quality footage, it’s difficult to completely confirm whether the flaps were extended or not. In my personal opinion they were not extended. There was a CNN reporter right next to one of the wings on the ground. Although it was heavily charred, it would’ve been clear to see if they were extended or not 🤷🏼‍♂️ Also, as for possible (engine) ingestion/failure, whether by birds or other FOD, there is no evidence of engine Compressor Stall, which is very clear to see in many videos online when it does happen with bird strikes, especially at rotate power/speed. The engine(s) will ‘pop’ flames out of the back. What is evident, is that the Jet uses all of the available runway, which is clear by the amount of dust being kicked-up on rotate. The Jet never seems to reach the optimal takeoff angle, right from the rotate point it appears to struggle, which would suggest either engine power issues or, as mentioned, the lack of lift from the Flaps/Slats. Witness accounts say there was a distinct lack of engine noise coming from the jet, which backs-up some theories of engine failure. You would expect, even with a lack of Flap setting the pilot would be able to increase to max (TOGA) power to give them some chance of climbing or at least gaining enough altitude to get themselves back to the airfield or to a safer (crash) landing zone. That ‘power up’ would be evident with black exhaust from the engines, but that didn’t happen - at all. You’ll see/hear from the (second part) footage I’ve filmed, that the engine sound is very evident at this height and that this climb-out is too Standard Operating Procedures. Personally I find it hard to believe the NFP would make such a rookie mistake as to raise the flaps (push and move the staggered lever) as opposed to the gear lever which is a simple up-down motion. The two levers are also in completely different positions: Gear lever on the facing panel and flap lever (with many settings) next to the throttles. Plus this is such a basic procedure that even the most rookie pilot wouldn’t make this mistake 🤷🏼‍♂️ Again, this is just my opinion and observations based on visual and actual experiences. The CVR and FDR will deliver the final evidence.

BIG JET TV

1,728,608 görüntüleme • 1 yıl önce

🥊 Why Men Feel Different After Just One Boxing Session. You’ve probably felt it. That shift. You walk out of the gym… Sweat dripping, gloves unstrapped and suddenly everything feels sharper. More grounded. More ALIVE. It’s not just endorphins. It’s not a placebo either. It’s your biology firing BACK UP. Research shows that stepping into a high-intensity, competitive environment like a boxing gym can naturally ELEVATE TESTOSTERONE. That’s not bro science, It’s human wiring. Because for thousands of years, men have been conditioned to rise under challenge. Pressure, competition, dominance… These are cues your body recognizes as signals to WAKE UP. When you spar, push through exhaustion, or your mind whispers STOP but your fists keep flying… Your hormones respond. Your body releases the chemistry of confidence, focus, and drive. That’s why after one good session, you don’t just look different… You FEEL different. You stand taller. You think clearer. You MOVE with purpose. Boxing doesn’t just train your body. It recalibrates your system. It reminds you that the power you’re chasing was already in you all along. Step into the ring… And your hormones will take care of the rest. With Master Amir Subasic

🥊 Why Men Feel Different After Just One Boxing Session. You’ve probably felt it. That shift. You walk out of the gym… Sweat dripping, gloves unstrapped and suddenly everything feels sharper. More grounded. More ALIVE. It’s not just endorphins. It’s not a placebo either. It’s your biology firing BACK UP. Research shows that stepping into a high-intensity, competitive environment like a boxing gym can naturally ELEVATE TESTOSTERONE. That’s not bro science, It’s human wiring. Because for thousands of years, men have been conditioned to rise under challenge. Pressure, competition, dominance… These are cues your body recognizes as signals to WAKE UP. When you spar, push through exhaustion, or your mind whispers STOP but your fists keep flying… Your hormones respond. Your body releases the chemistry of confidence, focus, and drive. That’s why after one good session, you don’t just look different… You FEEL different. You stand taller. You think clearer. You MOVE with purpose. Boxing doesn’t just train your body. It recalibrates your system. It reminds you that the power you’re chasing was already in you all along. Step into the ring… And your hormones will take care of the rest. With Master Amir Subasic

Alex Stanciu

11,984 görüntüleme • 9 ay önce

$MRNA thoughts 1. We knew already about this data working (no stop at IA, prev phase 2) see NEJM post I had before, it seems to be not only the data but also *tinfoil hat* a concentrated move against the 14% of outstanding shares that are short 2. It is a small TAM, but current valuation is treating it as if it is a go ahead with all PEM 3. Shorts will unwind but slowly, this fades short term unless boomers buy in for two or three days 4. I’ll go more into the science in the next post but Melanoma is one of the easiest, it is not a guarantee of working against all cancers but those which are “hot” aka the ones high PD-L1 expression already (not a small TAM to be clear) 5. The real question (and reason why I closed short before) is not what is the next catalyst but what the level of reaction will be (this reaction actually completely blew my mind, totally unexpected this level but it’s because Moderna went from Covid company to cancer company - someone should tell Bancel to stop bringing up Covid). The generalists bid this up more than the specialists (same for $MRK) because the numbers don’t work for it unless you’re factoring in more TAMs What do I expect to happen? Likely it is a short term fade, but as we have seen multiple times this past year sometimes more generalists pile in a day or two late so my plan is to wait and see if it settles, if it does then plan to short for short term. This will be a momentum short imo and the direction isn’t clear right now, it’s not based on the TAM it’s based on this drug will work on many many many cancers, and this is not necessarily the case although I do expect it to work on more cancers but not all cancers. I do think if shorted this AM in $160s you’re probably good, and wouldn’t be surprised to see it drop below $120 near term.

$MRNA thoughts 1. We knew already about this data working (no stop at IA, prev phase 2) see NEJM post I had before, it seems to be not only the data but also tinfoil hat a concentrated move against the 14% of outstanding shares that are short 2. It is a small TAM, but current valuation is treating it as if it is a go ahead with all PEM 3. Shorts will unwind but slowly, this fades short term unless boomers buy in for two or three days 4. I’ll go more into the science in the next post but Melanoma is one of the easiest, it is not a guarantee of working against all cancers but those which are “hot” aka the ones high PD-L1 expression already (not a small TAM to be clear) 5. The real question (and reason why I closed short before) is not what is the next catalyst but what the level of reaction will be (this reaction actually completely blew my mind, totally unexpected this level but it’s because Moderna went from Covid company to cancer company - someone should tell Bancel to stop bringing up Covid). The generalists bid this up more than the specialists (same for $MRK) because the numbers don’t work for it unless you’re factoring in more TAMs What do I expect to happen? Likely it is a short term fade, but as we have seen multiple times this past year sometimes more generalists pile in a day or two late so my plan is to wait and see if it settles, if it does then plan to short for short term. This will be a momentum short imo and the direction isn’t clear right now, it’s not based on the TAM it’s based on this drug will work on many many many cancers, and this is not necessarily the case although I do expect it to work on more cancers but not all cancers. I do think if shorted this AM in $160s you’re probably good, and wouldn’t be surprised to see it drop below $120 near term.

DoctorDueDiligence

36,498 görüntüleme • 3 gün önce

Paul ‘Triple H’ Levesque was asked about a comment Damian Priest made recently about the same talent being in the top spots, and answers Jamie Iovine’s question on how he feels about the current generation of stars going forward and the “changing of the guard” right now in WWE — “Look, I get that. If you’re the guy that wants to take the spot, it’s frustrating when there’s guys above you that have the spot. We’re in a period of time where there’s a lot of top performers in top spots that over time have earned those spots and are selling tickets and are incredibly popular. So you really have to do something. The narrative of ‘It’s my turn. I’ve been here for a while’. There’s no turns. That’s not how it works. You earn the spot. Believe me. If somebody is getting over more than somebody else, we move that person into the spot and move the other person down. But it’s not just that, it’s not just they’re getting the loud crowd reaction. Are they going to be good in the spot? Are they going to hold up their end of the bargain? Are they going to screw up if we give it to them? Are they going to make a mistake that we regret? — There’s all those things factored in. And I love the fact that sometimes, talent are like ‘Well, it’s frustrating.’ Great, that means work harder. Get yourself there. Figure it out. Figure out the way. Figure how it gets done. I’ve seen a million talent succeed because of what they do. Not because storyline or creative. ‘They gave them the spot’. 99% of the time in this business, the person gets over then gets the push. That’s how it works. That’s how it’s supposed to work. You go do you then we follow it, because otherwise, most of the time, they will choke on it if it’s not what the fans believe in. Big believer in if you want the spot, go take it. Whenever anybody says ‘I don’t know why I’m not in that spot’…well I don’t know, are you more over than Cody? Roman? Punk? Liv? IYO? The people that are in that spot get there. Make those crowd reactions. Whatever you need to make it happen, that’s what we’re all here to do. I love that mentality because I think it makes people work harder, and if they’re not willing to work to get the spot then you shouldn’t have it anyway.” — via #SummerSlam Post-Show

Paul ‘Triple H’ Levesque was asked about a comment Damian Priest made recently about the same talent being in the top spots, and answers Jamie Iovine’s question on how he feels about the current generation of stars going forward and the “changing of the guard” right now in WWE — “Look, I get that. If you’re the guy that wants to take the spot, it’s frustrating when there’s guys above you that have the spot. We’re in a period of time where there’s a lot of top performers in top spots that over time have earned those spots and are selling tickets and are incredibly popular. So you really have to do something. The narrative of ‘It’s my turn. I’ve been here for a while’. There’s no turns. That’s not how it works. You earn the spot. Believe me. If somebody is getting over more than somebody else, we move that person into the spot and move the other person down. But it’s not just that, it’s not just they’re getting the loud crowd reaction. Are they going to be good in the spot? Are they going to hold up their end of the bargain? Are they going to screw up if we give it to them? Are they going to make a mistake that we regret? — There’s all those things factored in. And I love the fact that sometimes, talent are like ‘Well, it’s frustrating.’ Great, that means work harder. Get yourself there. Figure it out. Figure out the way. Figure how it gets done. I’ve seen a million talent succeed because of what they do. Not because storyline or creative. ‘They gave them the spot’. 99% of the time in this business, the person gets over then gets the push. That’s how it works. That’s how it’s supposed to work. You go do you then we follow it, because otherwise, most of the time, they will choke on it if it’s not what the fans believe in. Big believer in if you want the spot, go take it. Whenever anybody says ‘I don’t know why I’m not in that spot’…well I don’t know, are you more over than Cody? Roman? Punk? Liv? IYO? The people that are in that spot get there. Make those crowd reactions. Whatever you need to make it happen, that’s what we’re all here to do. I love that mentality because I think it makes people work harder, and if they’re not willing to work to get the spot then you shouldn’t have it anyway.” — via #SummerSlam Post-Show

PW Chronicle

92,565 görüntüleme • 21 gün önce

🚨WHOA!!! Gravity Just Got Outmatched… Watch a C-17 Drop Out of the Sky Using Reverse Thrust Most people think giant cargo aircraft descend slowly in wide lazy circles. Not the American 🇺🇸 C-17. What you’re seeing in this footage is one of the most aggressive controlled descents ever engineered into a military aircraft. The C-17 Globemaster can actually deploy thrust reversers while still in the air… something almost no other jet transport can safely do. When those massive engines flip into reverse thrust, the physics of the aircraft changes instantly. Instead of the engines pushing the aircraft forward… they begin fighting the forward motion of the airplane. The result is dramatic. The aircraft can transition from flying nearly parallel to the horizon… to a steep nose-down descent that looks almost perpendicular compared to the Earth below. Pilots can drop altitude incredibly fast… going from high cruising altitude to landing approach in just a couple minutes. Why does this matter? Because the C-17 was built for battlefield logistics. It was designed to fly into dangerous airspace, descend rapidly to avoid threats, land on short or rough runways, unload equipment or troops, and get back into the air before anyone has time to react. That rapid descent capability allows the aircraft to minimize time exposed to enemy radar or missile threats. The moment the thrust reversers are disengaged, the aircraft stabilizes instantly and transitions back into normal controlled flight for landing. It’s a perfect example of American aerospace engineering. Four massive turbofan engines… flight computers… and aerodynamics working together to make a 585,000-pound aircraft move like a precision instrument in the sky. For people who have never seen reverse thrust used mid-air before… this footage is a rare look at how military airlift aircraft operate when seconds matter. It’s one of the coolest demonstrations of aviation physics you’ll ever see. #SilentMajoritySpeaks #AStoneGroove

🚨WHOA!!! Gravity Just Got Outmatched… Watch a C-17 Drop Out of the Sky Using Reverse Thrust Most people think giant cargo aircraft descend slowly in wide lazy circles. Not the American 🇺🇸 C-17. What you’re seeing in this footage is one of the most aggressive controlled descents ever engineered into a military aircraft. The C-17 Globemaster can actually deploy thrust reversers while still in the air… something almost no other jet transport can safely do. When those massive engines flip into reverse thrust, the physics of the aircraft changes instantly. Instead of the engines pushing the aircraft forward… they begin fighting the forward motion of the airplane. The result is dramatic. The aircraft can transition from flying nearly parallel to the horizon… to a steep nose-down descent that looks almost perpendicular compared to the Earth below. Pilots can drop altitude incredibly fast… going from high cruising altitude to landing approach in just a couple minutes. Why does this matter? Because the C-17 was built for battlefield logistics. It was designed to fly into dangerous airspace, descend rapidly to avoid threats, land on short or rough runways, unload equipment or troops, and get back into the air before anyone has time to react. That rapid descent capability allows the aircraft to minimize time exposed to enemy radar or missile threats. The moment the thrust reversers are disengaged, the aircraft stabilizes instantly and transitions back into normal controlled flight for landing. It’s a perfect example of American aerospace engineering. Four massive turbofan engines… flight computers… and aerodynamics working together to make a 585,000-pound aircraft move like a precision instrument in the sky. For people who have never seen reverse thrust used mid-air before… this footage is a rare look at how military airlift aircraft operate when seconds matter. It’s one of the coolest demonstrations of aviation physics you’ll ever see. #SilentMajoritySpeaks #AStoneGroove

A Gene Robinson

1,045,647 görüntüleme • 5 ay önce

🚨🇺🇸 What Makes the F-22 Raptor So Deadly? Built as America’s ultimate air-dominance fighter, the Raptor combines stealth, speed, and sensor power so overwhelming that opponents often never know they were in a battle at all. Its radar signature is tiny, closer to a bird than a fighter jet. That means enemy radar systems can miss it entirely until missiles are already on the way. Inside the cockpit, the pilot isn’t juggling dozens of sensors. The jet’s computers fuse everything, radar, signals, tracking, into one clean picture of the battlefield. The result is the doctrine pilots love to repeat: first look, first shot, first kill. The Raptor can cruise faster than the speed of sound without afterburners, something called supercruise. That means it can cross huge distances quickly while staying harder to detect. And if the fight somehow gets close? The F-22’s thrust-vectoring engines allow it to turn and maneuver in ways most fighters simply dream of. Even in a dogfight, it’s brutally hard to beat. This combination is why the aircraft is so feared in heavily defended airspace. Against layered air defenses or older fighter fleets, a stealth jet that can detect targets hundreds of miles away and strike before appearing on radar changes the math of the battlefield. Which is why the Raptor’s real job isn’t bombing cities, it’s clearing the skies. Take out the enemy fighters. Blind the radar networks. Punch holes in air defenses. Once that happens, everything else, bombers, strike fighters, and drones can move in safely.

🚨🇺🇸 What Makes the F-22 Raptor So Deadly? Built as America’s ultimate air-dominance fighter, the Raptor combines stealth, speed, and sensor power so overwhelming that opponents often never know they were in a battle at all. Its radar signature is tiny, closer to a bird than a fighter jet. That means enemy radar systems can miss it entirely until missiles are already on the way. Inside the cockpit, the pilot isn’t juggling dozens of sensors. The jet’s computers fuse everything, radar, signals, tracking, into one clean picture of the battlefield. The result is the doctrine pilots love to repeat: first look, first shot, first kill. The Raptor can cruise faster than the speed of sound without afterburners, something called supercruise. That means it can cross huge distances quickly while staying harder to detect. And if the fight somehow gets close? The F-22’s thrust-vectoring engines allow it to turn and maneuver in ways most fighters simply dream of. Even in a dogfight, it’s brutally hard to beat. This combination is why the aircraft is so feared in heavily defended airspace. Against layered air defenses or older fighter fleets, a stealth jet that can detect targets hundreds of miles away and strike before appearing on radar changes the math of the battlefield. Which is why the Raptor’s real job isn’t bombing cities, it’s clearing the skies. Take out the enemy fighters. Blind the radar networks. Punch holes in air defenses. Once that happens, everything else, bombers, strike fighters, and drones can move in safely.

Mario Nawfal

103,572 görüntüleme • 5 ay önce

Aripiprazole and Gambling or other impulse control disorders. 🚨 Aripiprazole, as a dopamine partial agonist, can trigger impulse control issues such as gambling. ( Be mindful of this with all partial DA agonists) This is linked to aripiprazole’s mechanism: though designed to stabilise dopamine activity, ( Dopamine system stabiliser -DSS) it can sometimes tilt towards excessive activation. 🧠 This ‘too hot’ response arises from its high affinity and intrinsic activity at the D2 receptor, similar to what’s seen with Parkinson's medications where dopamine agonism leads to impulsive behaviours. 🔥 Apart from gambling, ARI is also associated with hypersexuality, and in some cases, manic or hypomanic symptoms. It’s also the reason why ARI has the side effect of akathisia. 🚨 While these are risks, it’s on the other hand used as a strategy to address antidepressant-induced sexual dysfunction by acting as a 5HT1A partial agonist and reducing elevated prolactin. ⬇️ This paradox highlights why patient monitoring is crucial: each person’s response to medications is unique, and early detection of activation phenomena can prevent harm. Medication management is not one-size fits-all pharmacology needs to be contextualised for each patient, with careful monitoring to detect and manage side effects early. Aripiprazole and partial agonists Video ( screen share from phone - so sync is bit off) 👉

Aripiprazole and Gambling or other impulse control disorders. 🚨 Aripiprazole, as a dopamine partial agonist, can trigger impulse control issues such as gambling. ( Be mindful of this with all partial DA agonists) This is linked to aripiprazole’s mechanism: though designed to stabilise dopamine activity, ( Dopamine system stabiliser -DSS) it can sometimes tilt towards excessive activation. 🧠 This ‘too hot’ response arises from its high affinity and intrinsic activity at the D2 receptor, similar to what’s seen with Parkinson's medications where dopamine agonism leads to impulsive behaviours. 🔥 Apart from gambling, ARI is also associated with hypersexuality, and in some cases, manic or hypomanic symptoms. It’s also the reason why ARI has the side effect of akathisia. 🚨 While these are risks, it’s on the other hand used as a strategy to address antidepressant-induced sexual dysfunction by acting as a 5HT1A partial agonist and reducing elevated prolactin. ⬇️ This paradox highlights why patient monitoring is crucial: each person’s response to medications is unique, and early detection of activation phenomena can prevent harm. Medication management is not one-size fits-all pharmacology needs to be contextualised for each patient, with careful monitoring to detect and manage side effects early. Aripiprazole and partial agonists Video ( screen share from phone - so sync is bit off) 👉

Dr Sanil Rege FRANZCP | MRCPsych

24,244 görüntüleme • 1 yıl önce

Random Information Post ❗️ The F-15 S/MTD, part Ace Combat 7: Skies Unknown 's Experimental Aircraft Series Set DLC or available on it's own in the F-15 S/MTD Set DLC, is a semi-historical fictional aircraft. It is based on the real life F-15 STOL/MTD and later F-15 ACTIVE test aircraft. The aircraft used for the project was pre-production TF-15A (F-15B) No. 1 (USAF S/N 71-0290), the first two-seat F-15 Eagle built by McDonnell Douglas (out of 2 prototypes), the sixth F-15 off the assembly line, and was the oldest F-15 flying up to its retirement. The programs ran from September 7th 1988 to January 30th 2009, where the air frame was finally retired. The aircraft was used in several tests and experiments centered around thrust vectoring and advanced avionics equipment. the F-15 STOL/MTD program was intended to give F-15s the ability to take off from short or damaged runways in the event that a war with the Soviet Union damaged them or forced the use of sub-optimal backup airfields. The canards on the aircraft are stabilizers from an F/A-18 that were attached to the fuselage, removing the 20mm Vulcan cannon in the process to allow for the modification. The aircraft used two types of thruster nozzles, the first being a square 2D nozzle, allowing thrust vectoring up and down, and later a 3D nozzle allowing thrust to be vectored in all directions. The program showed good results, though not intended as a performance upgrade McDonnel Douglas engineers noted a 15% increase in the plane's overall dog fighting performance from the modifications. Also noting takeoff speeds as low as 42 mph (68 km/h), and a 25% reduction in the required runway length for takeoff. However the US Air Force did not buy these upgrades. No official reason was made public but the collapse of the Soviet Union in 1991 likely eliminated the need and enthusiasm to upgrade the fleet of F-15s. The test aircraft continued to serve on loan to NASA until 2008 however, and is now on display at Edwards AFB. Still a very cool aircraft to look at, and a common sight in Ace Combat games since Ace Combat 3, with it's fictional F-15S/MT Eagle+ variant being it's first appearance in the franchise, and is one of my favorite fictional aircraft in the series. Sources: Wikipedia, Acepedia, and offhand knowledge from various articles and mentions from informed friends.

Random Information Post ❗️ The F-15 S/MTD, part Ace Combat 7: Skies Unknown 's Experimental Aircraft Series Set DLC or available on it's own in the F-15 S/MTD Set DLC, is a semi-historical fictional aircraft. It is based on the real life F-15 STOL/MTD and later F-15 ACTIVE test aircraft. The aircraft used for the project was pre-production TF-15A (F-15B) No. 1 (USAF S/N 71-0290), the first two-seat F-15 Eagle built by McDonnell Douglas (out of 2 prototypes), the sixth F-15 off the assembly line, and was the oldest F-15 flying up to its retirement. The programs ran from September 7th 1988 to January 30th 2009, where the air frame was finally retired. The aircraft was used in several tests and experiments centered around thrust vectoring and advanced avionics equipment. the F-15 STOL/MTD program was intended to give F-15s the ability to take off from short or damaged runways in the event that a war with the Soviet Union damaged them or forced the use of sub-optimal backup airfields. The canards on the aircraft are stabilizers from an F/A-18 that were attached to the fuselage, removing the 20mm Vulcan cannon in the process to allow for the modification. The aircraft used two types of thruster nozzles, the first being a square 2D nozzle, allowing thrust vectoring up and down, and later a 3D nozzle allowing thrust to be vectored in all directions. The program showed good results, though not intended as a performance upgrade McDonnel Douglas engineers noted a 15% increase in the plane's overall dog fighting performance from the modifications. Also noting takeoff speeds as low as 42 mph (68 km/h), and a 25% reduction in the required runway length for takeoff. However the US Air Force did not buy these upgrades. No official reason was made public but the collapse of the Soviet Union in 1991 likely eliminated the need and enthusiasm to upgrade the fleet of F-15s. The test aircraft continued to serve on loan to NASA until 2008 however, and is now on display at Edwards AFB. Still a very cool aircraft to look at, and a common sight in Ace Combat games since Ace Combat 3, with it's fictional F-15S/MT Eagle+ variant being it's first appearance in the franchise, and is one of my favorite fictional aircraft in the series. Sources: Wikipedia, Acepedia, and offhand knowledge from various articles and mentions from informed friends.

HoraceVT 🪄🎬

23,777 görüntüleme • 7 ay önce

WOW! Suing the HOA! Bought a house in Austin last year. Three months later he finds out it’s in an HOA. Not “maybe.” Not “we think.” Full-blown mandatory HOA that somehow never made it through closing. No docs, no transfer fees paid by the seller, nothing. Just “congrats on your new house… oh by the way, here’s the bill and the rulebook.” Comments were flying with the usual internet law degrees: “Just don’t sign and you’re not in it.” “They can’t take your house.” “HOAs have no real power.” Wrong. If the covenants run with the land, you’re in it whether you signed a fresh piece of paper or not. And yes, they can put a lien on you and in extreme cases push foreclosure. Uncommon, but very real. This one’s different though. The paperwork never happened the way it’s supposed to. Seller didn’t pay the transfer, title company and agents apparently slept through it, and this guy only found out after the fact. That’s why the lawyers are involved now. Somebody dropped the ball hard. Could be the seller, the agent, the title company… or all of them. He’s keeping quiet until the legal side is sorted, which is smart. But the principle is simple: you should know exactly what you’re buying before you sign. Not three months later when the HOA letter shows up. Homeownership already comes with enough headaches. Getting ambushed by an HOA after closing shouldn’t be one of them. Do you live in an HOA?

WOW! Suing the HOA! Bought a house in Austin last year. Three months later he finds out it’s in an HOA. Not “maybe.” Not “we think.” Full-blown mandatory HOA that somehow never made it through closing. No docs, no transfer fees paid by the seller, nothing. Just “congrats on your new house… oh by the way, here’s the bill and the rulebook.” Comments were flying with the usual internet law degrees: “Just don’t sign and you’re not in it.” “They can’t take your house.” “HOAs have no real power.” Wrong. If the covenants run with the land, you’re in it whether you signed a fresh piece of paper or not. And yes, they can put a lien on you and in extreme cases push foreclosure. Uncommon, but very real. This one’s different though. The paperwork never happened the way it’s supposed to. Seller didn’t pay the transfer, title company and agents apparently slept through it, and this guy only found out after the fact. That’s why the lawyers are involved now. Somebody dropped the ball hard. Could be the seller, the agent, the title company… or all of them. He’s keeping quiet until the legal side is sorted, which is smart. But the principle is simple: you should know exactly what you’re buying before you sign. Not three months later when the HOA letter shows up. Homeownership already comes with enough headaches. Getting ambushed by an HOA after closing shouldn’t be one of them. Do you live in an HOA?

AmericanPapaBear™

54,710 görüntüleme • 6 gün önce

Many rescues, shelters, and breeders have already decided that a human with a disability can't handle a high-drive or working breed dog like me... They see a wheelchair or a cane and simply say no. Sometimes they do the same thing to seniors. While not every person in their 70s is fit and highly active, some are. Most wheelchair users aren't as experienced with dogs and have ways to ensure our needs are met, but some , like mine are. Blanket policies that don't look at the individual are common and they are keeping some truly pawsome teams apart! 🐾 But check out this power wheelchair dog walk proof! I'm briskly trotting sidewalks and paths like a pro, then off-leash grass chaos — rolling, spinning, and bouncing with full zoomie energy! We've been proving them wrong every day: I get all my high-drive needs met (zoomies included!), demo tricks in classes, tackle adventures together, and my human's power chair keeps right up, sometimes even leading the chase to the best smells. High-drive Rottie? Handled with style! It's time for more open minds out there. Disability doesn't mean "can't do dogs". It just means creative, determined, and extra-fun partnerships. The right team can handle anything! Who's with me on this? Drop a 🐾 if you agree! 🦽🐶❤️ #ServiceDogLife #OpenMinds #ProveThemWrong

Many rescues, shelters, and breeders have already decided that a human with a disability can't handle a high-drive or working breed dog like me... They see a wheelchair or a cane and simply say no. Sometimes they do the same thing to seniors. While not every person in their 70s is fit and highly active, some are. Most wheelchair users aren't as experienced with dogs and have ways to ensure our needs are met, but some , like mine are. Blanket policies that don't look at the individual are common and they are keeping some truly pawsome teams apart! 🐾 But check out this power wheelchair dog walk proof! I'm briskly trotting sidewalks and paths like a pro, then off-leash grass chaos — rolling, spinning, and bouncing with full zoomie energy! We've been proving them wrong every day: I get all my high-drive needs met (zoomies included!), demo tricks in classes, tackle adventures together, and my human's power chair keeps right up, sometimes even leading the chase to the best smells. High-drive Rottie? Handled with style! It's time for more open minds out there. Disability doesn't mean "can't do dogs". It just means creative, determined, and extra-fun partnerships. The right team can handle anything! Who's with me on this? Drop a 🐾 if you agree! 🦽🐶❤️ #ServiceDogLife #OpenMinds #ProveThemWrong

Team Servicerottie🇨🇦🐕‍🦺🦽

14,762 görüntüleme • 1 ay önce

Here’s my controversial opinion why you technically don’t need reps near failure for driving serious muscle hypertrophy This training style truly isn’t for everyone. It’s for the few that are obsessed with getting as big as humanly possible especially for those who have made the decision to stay natty. I have other traditional bodybuilding programs, let me know in the comments if you would like a structured program that uses a more foundational approach I’ll send you a free week. The low rep stuff is what I use, and I like to talk about it, but it’s not even close to the only program or training method I use for others. The people who say it takes too long have never tried this style of training The people who say it takes too long are wrongfully assuming you’re lifting weight that is so heavy you need 3-5 minutes between sets to recover. There are many ways to recruit high threshold motor units, and for hypertrophy doing 7-9 reps to build up fatigue so that the last 2-3 reps your body is forced to recruit these motor units might be the absolute worst way to recruit them The easiest way is to add more weight, then add the effort into the concentric phase of the reps. This way you don’t need reps near failure, and by not needing to train so close to failure, you’re able to repeat sets quicker. Some sets as soon as 30 seconds, some later or last top sets up to 2-3 minutes Regardless, when you use this method you are trading junk volume for meaningful reps. You’re also managing your time in the gym around this concept to cut out all the other exercises you normally have to do This is why people finish these sessions in 75 min or so. If you start a free week of a low rep set program just click the link in bio to start. When you do start, don’t look at just the numbers, the coaching notes are where the most value is when you start the session

Here’s my controversial opinion why you technically don’t need reps near failure for driving serious muscle hypertrophy This training style truly isn’t for everyone. It’s for the few that are obsessed with getting as big as humanly possible especially for those who have made the decision to stay natty. I have other traditional bodybuilding programs, let me know in the comments if you would like a structured program that uses a more foundational approach I’ll send you a free week. The low rep stuff is what I use, and I like to talk about it, but it’s not even close to the only program or training method I use for others. The people who say it takes too long have never tried this style of training The people who say it takes too long are wrongfully assuming you’re lifting weight that is so heavy you need 3-5 minutes between sets to recover. There are many ways to recruit high threshold motor units, and for hypertrophy doing 7-9 reps to build up fatigue so that the last 2-3 reps your body is forced to recruit these motor units might be the absolute worst way to recruit them The easiest way is to add more weight, then add the effort into the concentric phase of the reps. This way you don’t need reps near failure, and by not needing to train so close to failure, you’re able to repeat sets quicker. Some sets as soon as 30 seconds, some later or last top sets up to 2-3 minutes Regardless, when you use this method you are trading junk volume for meaningful reps. You’re also managing your time in the gym around this concept to cut out all the other exercises you normally have to do This is why people finish these sessions in 75 min or so. If you start a free week of a low rep set program just click the link in bio to start. When you do start, don’t look at just the numbers, the coaching notes are where the most value is when you start the session

Official Strength Debates

18,424 görüntüleme • 1 ay önce

🔴 INTRODUCING BLOOD v3 🔴 The most advanced Solana bot just got even better. After months of relentless work, testing, and fine-tuning, we're proud to unveil BLOOD GUI – the most intuitive, lightning-fast, and powerful UI ever created. Built for speed, simplicity, and precision, it redefines the way you interact with bot. Newcomers can set everything up in minutes, while pros will execute their strategies with unmatched efficiency. 🔥 WHAT’S NEW? 🔥 ✅ Informative homepage – get all essential bot details at a glance. ✅ Sleek, optimized UI – clean design with zero performance loss. ✅ Smart settings management – hide unnecessary options or find the right setting instantly with a search bar. ✅ Enhanced position control – manage multiple trading modes with full control over your trades. ✅ 🔁 Unlimited wallet copying – mirror an infinite number of wallets. ✅ ⚡️ Upgraded nodes – FREE NODE + FASTEST GEYSERS FOR ALL HOLDERS. ✅ 📊 PNL & Winrate analytics – track performance, optimize strategies, and maximize profits with in-depth wallet analysis. And the best part? You get ALL of this with ZERO TRADING TAXES 💰. 🚨 This is not just an update. It’s a GAME-CHANGER. 🚨 There is also one more important thing…

🔴 INTRODUCING BLOOD v3 🔴 The most advanced Solana bot just got even better. After months of relentless work, testing, and fine-tuning, we're proud to unveil BLOOD GUI – the most intuitive, lightning-fast, and powerful UI ever created. Built for speed, simplicity, and precision, it redefines the way you interact with bot. Newcomers can set everything up in minutes, while pros will execute their strategies with unmatched efficiency. 🔥 WHAT’S NEW? 🔥 ✅ Informative homepage – get all essential bot details at a glance. ✅ Sleek, optimized UI – clean design with zero performance loss. ✅ Smart settings management – hide unnecessary options or find the right setting instantly with a search bar. ✅ Enhanced position control – manage multiple trading modes with full control over your trades. ✅ 🔁 Unlimited wallet copying – mirror an infinite number of wallets. ✅ ⚡️ Upgraded nodes – FREE NODE + FASTEST GEYSERS FOR ALL HOLDERS. ✅ 📊 PNL & Winrate analytics – track performance, optimize strategies, and maximize profits with in-depth wallet analysis. And the best part? You get ALL of this with ZERO TRADING TAXES 💰. 🚨 This is not just an update. It’s a GAME-CHANGER. 🚨 There is also one more important thing…

BLOOD SOLUTIONS

12,222 görüntüleme • 1 yıl önce

txt’s big dorm cleaning day 🫧🧼🧹 🧸 yesterday was the big cleaning day that we decided on ourselves 🧸 we were like “when we’re back, it’s about time we clean things up and throw out the piled up things that we don’t use…let’s live in a neat way” it was the day we decided to do that 🧸 so all the members had a big cleaning day yesterday and…we’re actually not done yet 🧸 i thought we’d be done in an hour but even a day wasn’t enough so when i go back to the dorm today, i think i’m going to clean up a bit more 🧸 people are asking if it got a lot cleaner…no. even amidst the mess, we had some rules like the mess was within the limits we’d promised each other and it was actually livable but we turned everything upside down while cleaning so all those rules disappeared…that’s why we need to deep clean for a day or two more for it to be done 🧸 i was cleaning the dorm yesterday like “wow this was here!!! i gave up on finding it after looking for it for a whole day and it’s been here the whole time!!” and there were also things like “wow i wonder how long this has been here…let’s not even go through this…”

txt’s big dorm cleaning day 🫧🧼🧹 🧸 yesterday was the big cleaning day that we decided on ourselves 🧸 we were like “when we’re back, it’s about time we clean things up and throw out the piled up things that we don’t use…let’s live in a neat way” it was the day we decided to do that 🧸 so all the members had a big cleaning day yesterday and…we’re actually not done yet 🧸 i thought we’d be done in an hour but even a day wasn’t enough so when i go back to the dorm today, i think i’m going to clean up a bit more 🧸 people are asking if it got a lot cleaner…no. even amidst the mess, we had some rules like the mess was within the limits we’d promised each other and it was actually livable but we turned everything upside down while cleaning so all those rules disappeared…that’s why we need to deep clean for a day or two more for it to be done 🧸 i was cleaning the dorm yesterday like “wow this was here!!! i gave up on finding it after looking for it for a whole day and it’s been here the whole time!!” and there were also things like “wow i wonder how long this has been here…let’s not even go through this…”

💬

242,917 görüntüleme • 5 ay önce