Tag: technical (page 1 of 3)

Universal Unity – Universal Symbolism – by Joanna L. Ross

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Universal Unity – Physical Body – by Joanna L. Ross

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Sacred Temple Teachings & Initiations by Joanna L. Ross

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Sacred Temple Teachings – ‘Invocation of Light’ with Joanna L. Ross

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Universal Channels & Ascension Inspirations #1 September 7, 2016

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Universal Channels & Ascension Inspirations #2

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Episode 01 | Buzzsaw with Sean Stone – FULL SHOW – Michael Schiavello

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Ascension Updates & the Field

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Dept. of Defense Agency DARPA Confirms Thought to Computer Technology Research

New effort aims for fully implantable devices able to connect with up to one million neurons

(Note from Greg: Implantable devices does not in any way imply mechanical or physical implants are necessary. Ex-CIA scientist Dr. Robert Duncan states in his book Project: Soul Catcher, wireless implantable brain to computer technology already exists and is in use.)  


From DARPA's official website
outreach@darpa.mil
1/19/2016

A new DARPA program aims to develop an implantable neural interface able to provide unprecedented signal resolution and data-transfer bandwidth between the human brain and the digital world. The interface would serve as a translator, converting between the electrochemical language used by neurons in the brain and the ones and zeros that constitute the language of information technology. The goal is to achieve this communications link in a biocompatible device no larger than one cubic centimeter in size, roughly the volume of two nickels stacked back to back.

The program, Neural Engineering System Design (NESD), stands to dramatically enhance research capabilities in neurotechnology and provide a foundation for new therapies.

“Today’s best brain-computer interface systems are like two supercomputers trying to talk to each other using an old 300-baud modem,” said Phillip Alvelda, the NESD program manager. “Imagine what will become possible when we upgrade our tools to really open the channel between the human brain and modern electronics.”

Among the program’s potential applications are devices that could compensate for deficits in sight or hearing by feeding digital auditory or visual information into the brain at a resolution and experiential quality far higher than is possible with current technology.

Neural interfaces currently approved for human use squeeze a tremendous amount of information through just 100 channels, with each channel aggregating signals from tens of thousands of neurons at a time. The result is noisy and imprecise. In contrast, the NESD program aims to develop systems that can communicate clearly and individually with any of up to one million neurons in a given region of the brain.

Achieving the program’s ambitious goals and ensuring that the envisioned devices will have the potential to be practical outside of a research setting will require integrated breakthroughs across numerous disciplines including neuroscience, synthetic biology, low-power electronics, photonics, medical device packaging and manufacturing, systems engineering, and clinical testing. In addition to the program’s hardware challenges, NESD researchers will be required to develop advanced mathematical and neuro-computation techniques to first transcode high-definition sensory information between electronic and cortical neuron representations and then compress and represent those data with minimal loss of fidelity and functionality.

To accelerate that integrative process, the NESD program aims to recruit a diverse roster of leading industry stakeholders willing to offer state-of-the-art prototyping and manufacturing services and intellectual property to NESD researchers on a pre-competitive basis. In later phases of the program, these partners could help transition the resulting technologies into research and commercial application spaces.

To familiarize potential participants with the technical objectives of NESD, DARPA will host a Proposers Day meeting that runs Tuesday and Wednesday, February 2-3, 2016, in Arlington, Va. The Special Notice announcing the Proposers Day meeting is available at https://www.fbo.gov/spg/ODA/DARPA/CMO/DARPA-SN-16-16/listing.html. More details about the Industry Group that will support NESD is available at https://www.fbo.gov/spg/ODA/DARPA/CMO/DARPA-SN-16-17/listing.html. A Broad Agency Announcement describing the specific capabilities sought is available at: http://go.usa.gov/cP474.
DARPA anticipates investing up to $60 million in the NESD program over four years.

NESD is part of a broader portfolio of programs within DARPA that support President Obama’s brain initiative. For more information about DARPA’s work in that domain, please visit: http://www.darpa.mil/program/our-research/darpa-and-the-brain-initiative.

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The Class-Domination Theory of Power

by G. William DomhoffNOTE: WhoRulesAmerica.net is largely based on my book,Who Rules America?, first published in 1967 and now in its7th edition. This on-line document is presented as a summary of some of the main ideas in that book.Who has predominant power in the United States? The short answer, from 1776 to the present, is: Those who have the money -- or more specifically, who own income-producing land and businesses -- have the power. George Washington was one of the biggest landowner [...]

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Could Google’s Project Fi be cable’s answer to wireless?

 Excerpt from cnet.com Google's Project Fi wireless service has the potential to turn the mobile industry on its head. But not in the way you might expect. Last week, Google announce...

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Is In-Flight Refueling Coming to Commercial Airlines?




Excerpt from space.com

This article was originally published on The Conversation. The publication contributed this article to Space.com's Expert Voices: Op-Ed & Insights.

There’s real pressure on the aviation industry to introduce faster, cheaper and greener aircraft, while maintaining the high safety standards demanded of airlines worldwide.

Airlines carry more than three billion passengers each year, which presents an enormous challenge not only for aircraft manufacturers but for the civil aviation infrastructure that makes this extraordinary annual mass-migration possible. Many international airports are close to or already at capacity. The International Air Transport Association (IATA) has estimated that, without intervention, many global airports – including major hubs such as London Heathrow, Amsterdam Schiphol, Beijing and Dubai – will have run out of runway or terminal capacity by 2020. 


The obvious approach to tackling this problem is to extend and enlarge airport runways and terminals – such as the long-proposed third runway at London Heathrow. However there may be other less conventional alternatives, such as introducing in-flight refuelling for civil aircraft on key long-haul routes. Our project, Research on a Cruiser-Enabled Air Transport Environment (Recreate), began in 2011 to evaluate whether this was something that could prove a viable, and far cheaper, solution.

If in-flight refuelling seems implausible, it’s worth remembering that it was first trialed in the 1920s, and the military has continued to develop the technology ever since. The appeal is partly to reduce the aircraft’s weight on take-off, allowing it to carry additional payload, and partly to extend its flight range. Notably, during the Falklands War in 1982 RAF Vulcan bombers used in-flight refuelling to stage what was at the time the longest bombing mission ever, flying 8,000 miles non-stop from Ascension Island in the South Atlantic to the Falklands and back.

Reducing take-off weight could offer many benefits for civilian aircraft too. Without the need to carry so much fuel the aircraft can be smaller, which means less noise on take-off and landing and shorter runways. This opens up the network of smaller regional airports as new potential sites for long-haul routes, relieving pressure on the major hubs that are straining at the seams.

There are environmental benefits too, as a smaller, lighter aircraft requires less fuel to reach its destination. Our initial estimates from air traffic simulations demonstrate that it’s possible to reduce fuel burn by up to 11% over today’s technology by simply replacing existing global long-haul flight routes with specifically designed 250-seater aircraft with a range of 6,000nm after one refuelling – roughly the distance from London to Hong Kong. This saving could potentially grow to 23% with further efficiencies, all while carrying the same number of passengers the same distance as is possible with the current aircraft fleet, and despite the additional fuel burn of the tanker aircraft.

Tornado fighter jets in-flight refuel
Imagine if these Tornado fighter jets were 250-seater passenger aircraft and you’ve got the idea.

However, this is not the whole picture – in-flight refuelling will require the aerial equivalent of petrol stations in order to deliver keep passenger aircraft in the sky. With so much traffic it simply wouldn’t be possible to refuel any aircraft any time, anywhere it was needed. The location of these refuelling zones, coupled with the flight distance between the origin and destination airports can greatly affect the potential benefits achievable, possibly pulling flights away from their shortest route, and even making refuelling on some routes impossible – if for example the deviation to the nearest refuelling zone meant burning as much fuel as would have been saved.

Safety and automation

As with all new concepts – particularly those that involve bringing one aircraft packed with people and another full of fuel into close proximity during flight – it’s quite right to ask whether this is safe. To try and answer this question, the Dutch National Aerospace Laboratory and German Aerospace Centre used their flight simulators to test the automated in-flight refuelling flight control system developed as part of the Recreate project.

One simulator replicated the manoeuvre from the point of view of the tanker equipped with an in-flight refuelling boom, the other simulated the aircraft being refuelled mid-flight. Critical test situations such as engine failure, high air turbulence and gusts of wind were simulated with real flight crews to assess the potential danger to the operation. The results were encouraging, demonstrating that the manoeuvre doesn’t place an excessive workload on the pilots, and that the concept is viable from a human as well as a technical perspective.

So far we’ve demonstrated the potential aerial refuelling holds for civilian aviation, but putting it into practice would still pose challenges. Refuelling hubs would need to be established worldwide, shared between airlines. There would need to be fundamental changes to airline pilot training, alongside a wider public acceptance of this departure from traditional flight operations.

However, it does demonstrate that, in addition to all the high-tech work going into designing new aircraft, new materials, new engines and new fuels, the technology we already have offers solutions to the long-term problems of ferrying billions of passengers by air around the world.

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Google’s Self-Driving Car Test

GOOGLE: We announced our self-driving car project in 2010 to make driving safer, more enjoyable, and more efficient. Having safely completed over 200,000 miles of computer-led driving, we wanted to share one of our favorite moments. Here's Steve, wh...

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