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Ezewiro scores 19 and UAB takes down Alcorn State 91-74
Smart Phone, Mobile Phone, Telephone, Service, Repairing From Gemini: “De-Googling is the practice of intentionally reducing or eliminating the use of Google products and services in your life. This movement is driven by concerns about privacy, data collection, and the dominance of a single company in the tech industry.” De-Googling is more than a hobby for a lot of people worried about privacy, security, surveillance, freedom from advertising and even how dependent they are upon one or two vendors – especially for search and browsers. On the other hand, de-Googling can at times be painful, such as maintaining multiple accounts to access some services which may be difficult to replace, since Google is such a dominant technology platform. It’s the same for those who want to de-Apple their devices: freedom after some pain. The most important reason why de-Googling (and de-Appling) is more than a hobby is because of what Shoshana Zuboff calls “surveillance capitalism.” Everyone should know that Google collects lots of information from its “users” and then monetizes the information through advertising. What kind of information? Your purchases, location, search history, usage data, contact information – you name it. This information is then algorithmically leveraged to generate revenue for Google. But how bad is it really? Gemini tells is that in 2022, there were approximately 5.4 billion malware attacks, that ransomware attacks increased by 68% year-over-year in 2023, that phishing attacks are one of the most common cyber threats with millions of people falling victim each year, and data breaches are increasing with millions of records being compromised every year. De-Googling reduces the number and severity of these problems. Those who want to free themselves from Google and reduce cybersecurity problems can take several steps. The most obvious is to switch search engines. Another is to switch browsers. Yet another is to remove data from Google Drive with increasingly sophisticated encryption tools and services. You might stop using Google Calendar. Or you might just de-Google with a new OS. FBI Warns iPhone And Android Users—Stop Sending Texts Microsoft’s New Update—Bad News Confirmed For 400 Million Windows Users FBI Warns Smartphone Users—Hang Up And Create A Secret Word Now BlackDuck’s Mobile Operating Ecosystem Jamie Duffy, BlackDuck Founder Ironically, Google’s Gemini tells us why we should replace Google’s OS with open-source mobile operating systems: “There are several compelling reasons to consider replacing your Google OS with an open-source mobile operating system: enhanced privacy, reduced data collection, transparent code, greater security, community-driven security, regular updates, customization and control, flexibility, root access, ethical considerations, fairness and transparency, support for ethical values, future-proofing longevity and adaptability.” But with who? One of the contenders is BlackDuck which is a mobile operating system with a high level of cryptography to protect user security and anonymity. Like other de-Google rebels, BlackDuck’s mobile operating system and devices are designed to optimize security. BlackDuck is relatively unique in a growing – which means validated – space: “The BlackDuck innovative business model ... combines different synergic business segments including an Open-Source Operating System, an App Store, a VPN Server Market, Anonymous eSIM market, Secure Crypto Wallet, Referral Program, and all leveraged by its tokenomics model.” In fact, BlackDuck’s go-to-market process blends some common features of the de-Googlers along with some unique ones like the company’s referral system where users are incentivized to work together to develop the platform “to protect the DNA of the users.” By referring the platform, “users earn on purchased digital goods.” The company also offers an anonymous secure crypto wallet which can be used to participate on the virtual products market where clients can send and receive cryptocurrency. Users can even “buy a permanent mobile phone number for daily use and registration on any services, minimizing the leakage of personal data!” The company also enables the anonymous acquisition of a VPN key that integrates into the operating system. So what have we got? An open-source OS, a decentralized app store, a VPN server market, an anonymous eSIM market, a secure crypto wallet and a referral program – all leveraged by a tokenomics model “aimed at speeding up the business and creating a never-ending motivating circular economy that rewards active users and stackers.”Let’s also not forget that BlackDuck can also set Apple iOS users free who want to prioritize privacy and security and are willing to go the extra technical mile to protect themselves from big tech’s chokehold on the OS market. To De-Google or Not to De-Google Individuals and companies must decide if they really want to de-Google. But if they do, there are steps that can be taken to accomplish that goal, including installing BlackDuck or some other open-source mobile operating systems designed to set you free. Make no mistake, however, this is a commitment, a process and an outcome – there’s no Play Store, no Pixel-specific capabilities and no Play Services. De-Googling is also a kind of “political” statement against big tech. Obviously, the primary motivation is privacy and security. But de-Googling sends a message to Google, Apple and their big tech colleagues that there are limits to control. It also sends a complaint to the security and privacy industries about how porous mobile architectures have become. De-Googling is also a market test. How often does it happen, or is it like all of the Americans who threaten to leave the country but never do? All of that said, if you make the decision to de-Google, you should look at BlackDuck .CII seeks priority sector lending for new and emerging sectors
Hidalgo leads No. 6 Notre Dame over JuJu Watkins and third-ranked USC 74-61 in big matchup out West
While advanced fighter jets like the F-22 Raptor, the F-35 Lightning II, and the F-15 Strike Eagle may garner a lot of attention, these are little more than paperweights if they don't have fuel. One of the great pillars of the US Air Force's ability to project power around the world is its massive fleet of aerial tankers (the Air Force operates the two most common tankers in the world ). Tankers massively extend the range fighter jets can operate and the amount of time they can spend over an area of interest . The United States Air Force has operated refueling aircraft since the 1950s and some types of aircraft (like the Boeing B-52 ) have been refueled by four types of tankers - the KC-97 Stratofreighter, KC135 Stratotanker, KC-10 Extender, and the KC-46 Pegasus. This article will only consider the Air Force's main tankers and the US military's other aerial refueling assets (like the MQ-25 Stingray, the MV-22 Osprey, and the KC-130J Super Hercules). Here is a brief history of Air Force tanker aircraft. The need for a jet-powered tanker The first US aerial refueling tests occurred almost 100 years ago in 1929 when the US Army Air Corps used a C-2A biplane 'Question Mark.' However, while the idea was there, it didn't really go anywhere until the jet age. With the dawn of the jet age, there was a need for long-range from the country's jet-powered fighters, bombers, and other aircraft. "Making use of a Boeing-designed ‘flying boom’, aerial refueling techniques for the Air Force changed overnight with the KC-97. Instead of the probe and drogue method, refueling boom operators, known as ‘Boomers’, in the rear of the aircraft could fly the boom into the receptacle of the awaiting aircraft." - Air Mobility Command While jet engines were a massive leap over the old piston engines they replaced, early jet engines also consumed vast amounts of fuel. The US first started to address the need for air refueling by modifying aging B-29 and B-50 bombers into tankers. The Boeing C-97 Stratofreighter was a long-range heavy military cargo aircraft developed from the B-29 and B-50 bombers (development of the C-97 started in 1942). The Boeing YC-97 first flew late in World War II and entered service in 1947 after the war's end. Soon a tanker variant of the C-97 was developed and the KC-97 Stratofreighter came into service in 1951. Boeing KC-97 Stratofreighter Number built: 811 Propulsion: 4x Pratt & Whitney R-4360-59 Wasp Major piston engines Date serviced: 1958-1971 Developed from: Boeing C-97 Stratofreighter Status: Retired However, the KC-97 was propeller-driven, and it could barely hold formation with the Air Force's latest jets coming into service. The KC-97 remained in front-line service until 1973 (but continued to serve until the end of the decade with the Guard and Reserves). Incidentally, modern, more powerful turboprop aircraft like the Airbus A400M Atlas and the KC-130J Super Hercules are able to refuel jet aircraft. The news comes as the FASF is divesting its fleet of KC-135s to replace them with Airbus A330-based tankers. The Air Force's jet-powered tanker KC-135 Stratotankers The first Air Force jet-powered tanker aircraft was the KC-135 Stratotanker built from the Boeing 707 airliner. As the Air Mobility Command states , " Upon seeing Boeing’s newest all-jet airliner design in 1954, the 367-80, which would become the very successful Boeing 707 series, the USA immediately saw potential for an all-jet tanker aircraft. The KC-135 Stratotanker took to the skies for the first time on August 31, 1956 and it remains in front line service to this day ." "Strategic Air Command’s dream of an all-jet Air Force came with the arrival of the KC-135 Stratotanker. The new jet powered tanker could easily keep up with the latest fighters, bombers and other aircraft in the operational fleet." - Air Mobility Command With around 377 KC-135 Stratotankers remaining in service, these are the primary tankers in US service. They have also been exported to many US allies and partners around the world (although many are being replaced by the Airbus A330 MRTT or the Boeing KC-46A Pegasus). KC-10 Extenders The KC-10 Extender was built on the widebody McDonnell Douglass DC-10 jetliner (the DC-10 entered service in 1971). The three-engined DC-10 was selected over the Lockheed C-5, the Lockheed, L-1011, and the Boeing 747 in 1977 (which were also bidding for the contract). The first KC-10 flew in 1980 and soon became a critical part of the Air Force's aerial tanker fleet . However, the extensions also reduced the airframe's lifespan, and the last of the KC-10 Extenders was retired in 2024 . The KC-10 Extender was the result of the Air Force wanting a longer range and great fuel capacity aircraft to supplement the KC-135 Stratotanker. A total of 60 KC-10s were produced for the Air Force (and a couple of similar KDC-10s were also built for the Royal Netherlands Air Force). KC-135 Stratotanker: KC-10 Extender: KC-46A Pegasus: Number built: 803 (total, including export) 60 93+ (179 planned) Propulsion: 4x CFM International F108-CF-100 turbofan engines 3x General Electric F103 turbofan engines 2x Pratt & Whitney PW4062 turbofan Date served: 1957-present 1981-2024 2019-present Developed from: Boeing 707 airliner McDonnell Douglas DC-10 airliner Boeing 767 airliner Status: In service Retired In The KC-10 had a range of 3,800 nautical miles at maximum capacity and additional refueling pods mounted on the outboard wings that housed a fueling hose system. In the early 2000s, the Air Force had planned to keep the KC-10s flying until 2043 (although ultimately they were retired two decades early). The KC-46A Pegasus is the Air Force's newest tanker and is based on the Boeing 767 airliner. KC-46A Pegasus The latest Air Force tanker is the Boeing KC-46 Pegasus - built on the Boeing 767 (although the Boeing 777 and Airbus A330 were also considered during the selection process). After some selection debacles (including, at one point, selecting the Airbus A330), the Air Force selected Boeing's 767 in 2011 as the basis for its clean-sheet tanker. The KC-46A first flew in 2015 and was delivered to the Air Force in 2019. Internationally, the KC-46 Pegasus has also been ordered by Japan (six tankers) and Israel (four tankers) to replace their aging fleets. However, it hasn't proven as popular on the export market as the A330 MRTT (which is now the most common non-US tanker in the world). "The KC-46A delivers more fuel at all ranges and from shorter runways than the KC-135 aircraft it’s replacing — while utilizing less ramp space than competing tankers — ensuring mission reach from forward and austere airfields." - Boeing Around 93 have so far been delivered and the Air Force plans to acquire around 179 of them to partially replace the aging fleet of KC-135 Stratotankers. The KC-46 is able to carry a combination of over 210,000 lbs of fuel, and 65,000 lbs of cargo, 58 patients, or 114 passengers. KC-46A Pegasus tankers are being progressively upgraded over time making them capable of more missions. For example, the KC-46 has data links and Advanced Battle Management System (ABMS) integration (which connects the aircraft with other platforms providing tactical situational awareness and real-time information). With three-quarters of the world's tanker fleet, the USAF dominates the list of aerial tanker fleets. Future of Air Force tankers The KC-46 Pegasus may prove to be the last conventional tube-based tanker built from a passenger airliner. The Air Force foresees different requirements in the future (which is why the Air Force is only partially replacing the KC-135 with the KC-46). Today, the United States Air Force has around 600 tankers - around 75% of the world's total military tanker fleet. Congress requires the Air Force to operate a minimum of 466 tankers (its unclear if Congress excludes the KC-130Js from its definition of tankers). Regardless, 179 KC-46A Pegasus tankers will not be enough to replace the KC-135s and KC-10s . Two future tankers the Air Force is currently working on are the blended-wing body JetZero aircraft and a stealth tanker being developed by Lockheed Martin. The Air Force will be compelled to keep large numbers of KC-135s in service until these (or other) tankers come into service in sufficient numbers in the 2030s. JetZero is planning for the blended wing body to become a commercial airliner. "The JetZero Blended Wing is the biggest leap in commercial aircraft design since the beginning of the jet age and the best first step toward the ultimate goal of zero-carbon emissions aviation. The aircraft will launch in 2030 with 100% SAF compatibility, and the internal volume to accommodate zero-carbon hydrogen." - JetZero JetZero (with Northrop Grumman) has been contracted to build a full-scale blended wing-body cargo/tanker demonstrator for the Air Force and says the aircraft should be operational by 2030. Blended wing-bodied aircraft offer much greater efficiencies and are seen as a key technology to allow the airline industry to reach net-zero emissions. The other tanker in development is the Next-Generation Aerial Refueling System (NGAS) being developed by Lockheed Martin's Skunk Works. NGAS is designed as a stealthy platform (which would enable it to fly closer to or in contested airspace). There have been discussions if the aircraft will be manned or unmanned (recent renderings of NGAS show it to be an unmanned platform). Currently, the NGAS is planned to enter service by around 2035. However, there are doubts about the future of the program as the Air Force has said it may prove unaffordable .