Good afternoon ladies and gentlemen, slightly belatedly today but I'm really pleased to welcome you to this webinar which is the first event of the 2021 lecture series entitled Rethink energy countdown to COP26. It's brought to you by the ESP and the IIA and throughout this series will convene international thought leaders, renowned energy experts and political leaders who will address critical issues in energy policy in advance of the next UN climate change conference, which is due to take place in Glasgow in November. On behalf of the IIA, I would like to particularly thank ESP for their sponsorship of this series. Today we are really delighted to be joined by Glenn Wellen, Vice President of the Zero Emission Aircraft at Airbus. I'd like to thank him for managing to spare us the time to speak with us today. Glenn is widely recognized as a premier thought leader on climate strategy for aviation. Today he is at the helm of a zero emission revolution at Airbus with the mission to unite all the ingredients needed to launch the world's first zero emission commercial aircraft program. Prior to his current role, he spearheaded the research and technology portfolio dedicated to reducing the climate impact of Airbus products. This portfolio included all electric aircraft as well as hydroelectric ones. The title of today's address is The Future of Flying Zero Emission Aviation, and Glenn will talk with us for about 25 minutes or so. After his presentation we will go to a Q&A session with you, our audience. You'll be able to join the discussion using the Q&A function on Zoom, which you should see towards the bottom of your screen. Please send your questions in throughout the session as they occur to you. I'd encourage you to do this. You don't need to hold them until the end, and it would be helpful if you identify yourself and your affiliation when you ask a question. A reminder that both the presentation and Q&A session are on the record today, and feel free to join the discussion on Twitter using the handle RE think energy. Firstly, allow me to hand over to Jerry O'Sullivan, Deputy CEO of the ESP for some opening remarks. Jerry. Thanks very much, John, and good afternoon, ladies and gentlemen. Again, you're very welcome here today to our first lecture of the 2021 We Take Energy series and associate with IIEA. As everyone said, we're seeking to bring together experts and world leaders from around the world to give their insights on the future of energy around the topic of countdown to COP26. And I think what we're really interested in is also the collaborations necessary to achieve our goal between countries, sectors, and companies. And I suppose we're all heartened recently by President Biden's commitments on climate action, the US, China accord, the Green Deal in Europe, and of course our own Irish government's very ambitious climate action plan. So I'm really interested in here getting an insight today on future travel from Glenn and his reference to hydrogen. And I say that because we in ESP are particularly interested in collaborating and moving beyond the electricity sector to how we and our activities in ESP and our investments can support other industries meet their climate targets. And of course as ESP, we will always be interested in and will continue to be focused on decarbonizing the electricity system and on electrification of heat and transport. But we believe that net zero cannot be achieved without working on the electron and the molecule together. And therefore you may have seen in recent weeks ESP announced green eglantic at money point, and there we envisage capturing the wild eglantic winds off the west coast of clear, and to create green hydrogen, enabling us to support other industries to electrify their sectors and decarbonize, including the aviation sector. So money point is going to become a green energy hub with two very large offshore floating turbine farms in themselves and emerging technology to come ashore. And then our plans for the site include the development of green hydrogen production, storage and generation. And of course money point being the second deepest port in Europe. We also hope to enable it to be a facility to support the emerging offshore floating industry in Ireland. As you can see we've a significant interest in hydrogen, and speaking of transport, we're pleased to say that we're already involved in an in service trial of a fuel cell electric bus in Dublin, coordinated by hydrogen mobility Ireland, and powered by green energy, produced from renewable energy from our money part or from our admin pressure generating station. So, I think really excited to be part of, but will need to be an energy economy and a, and a hydrogen economy in Ireland. Really looking forward to your talk, Glenn, and how the airbus and the industry in aviation is hoping to decarbonize and use hydrogen on that journey. So without any further ado, Glenn welcome again, and I'll hand over to you. Super. Thanks a lot, Jerry. Thanks a lot, Owen. It's a pleasure to be with you today and I'm really looking forward to sharing with you. What's behind the project that we call zero E at Airbus. I'm going to share my screen and hopefully. Can you see my screen? Could you just confirm somebody? Yeah, I see Owen's head nodding. Okay, super. So what I'd like to do is take you a little bit through the strategic drivers that really puts us in the context of why we have to launch the zero E aircraft. I'd like to talk to you a little bit about some of the technologies that we need to mature and the aircraft concept choices that we're looking at as well as the timeline. So starting off if I take you through a little bit of the context as we see it and I think you, you and many of you on this webinar have seen an acceleration in terms of societal and regulatory expectation. We've seen various countries in 2019 2020 and even at the beginning of 2021, making extremely serious pledges to tackle the climate crisis and allow us to reduce humanity's impact on climate change. The greenhouse gas regulation is evolving fast. The gray arrow to the right of your screen is highlighting that we believe this trend is going to continue. And therefore we see it as a business benefit, as well as a moral imperative to be developing the solutions, which allow us in the future to fly with zero emissions. We've set as an aviation industry quite ambitious targets in terms of reduction of emissions. You can see here, one of the targets which have been set are what's called the ATAC targets, Air Transportation Action Group targets. There was a reduction of 50% of CO2 emissions in in 2050 compared to 2005 levels going down to zero by 2060. And many of us in the aviation industry have been talking about sustainable aviation fuels and biomass based fuels, which are for sure a part of the solution. And what we recognize is that we need on top of biomass biomass based fuels, the synthetic fuel types, which are created in their green form by renewable energy in order to allow the scale up of sustainable ways of flying as we move through the next decades. And as soon as we say that we need to move to synthetic fuels and we need to push for the acceleration of synthetic fuels, it starts to be of interest to understand what's happening in the energy sector. And I think many of you will understand that the figures you see on your chart in absolute terms are still not at the scale to allow us to achieve, for example the Paris Agreement. In terms of growth, these figures are still nonetheless quite impressive. And I think we need to bear in mind that that's prior to in much of the time frame that's prior to the Paris Agreement, and that's prior all of the initiatives to grow back green after the COVID crisis. And in that period, subsidies have been required in order for these types of energy production method to be competitive. And we start to see in many regions, these forms of energy production being competitive, even without subsidies. So we've seen impressive growth period, period in that context. And what we expect is that this growth is going to continue, that it's going to go exponential over the coming decades. And essentially, we want to power aviation with renewable energy as we progress through the coming decades. And during that same period of growth, we've seen significant reduction in terms of cost, because the technology has been invested in the efficiencies have come down, because supply chains have become more competitive. There's been an industrialization of the solutions which means that they've been the capital expenditure has has been reduced over time for the same deployed megawatt capability. This is, according to many forecasts, the beginning of what is going to be continuous reduction in terms of renewable energy cost over time. And since electricity is a key cost of hydrogen, that's extremely important when we start to think about hydrogen as a fuel for aviation. And I think many of you will be very aware that the climate challenge is as much an economic challenge. And so, driving down the costs over time is going to be critically important. What we just looked at in terms of growth figures and what we just looked at in terms of cost reduction figures are a resume on 2010 to 2021 on this chart. And what you can see on this picture is really that that growth and that cost reduction has come from a very short period, where in fact we've got a very small amount of growth in comparison to the massive growth in renewables which we're going to see over the coming decades. And this is even less ambitious as a scenario compared to the Paris Agreement. So our view is that this this is going to scale significantly the costs are going to come down, and we're going to start to see much more availability of renewable power over the coming period. What we've also seen is a dramatic emergence of demand for hydrogen. We've, we started this project around 2017-2018 in Airbus. And what we saw at that point in time were a few signs that hydrogen was going to be important for several sectors, but nothing to the extent of what we saw emerging in 2020 and even the beginning of 2021. There are eight truck companies who have either revealed hydrogen truck concepts or have even got hydrogen trucks on the road today. There are various in the rail industry who are looking at hydrogen fuel cell powered trains to replace diesel trains where it's more economic than to put electrical cables overhead. In maritime, intra-continental shipping is looking very seriously at hydrogen and even hydrogen fuel cells as a propulsion system for those vessels. This ship in this picture was actually launched in November last year. And it's a 90 car, 200 passenger size vehicle, so very consequent in terms of scale. And then there are hundreds of buses deployed in various places across the world. And this is really important for us. It's one of the reasons why in 2020 we revealed our ambition to use hydrogen to power aircraft. Because in fact, if we do this alone as only the aviation industry, we don't believe that we could pull the hydrogen ecosystem in the necessary ways in terms of scale up, in terms of availability and in terms of cost. So this drive from multiple industries is really, really important for us in aviation. And hydrogen can be used in a few different ways on board an aircraft. If I start at the top, we have what are called partial liquid synthetic fuels. In this case, we need direct air carbon capture. We need Fisher tropes to combine the carbon and the hydrogen to make a hydrocarbon. And that partial liquid synthetic fuel can in fact be used even on Airbus existing aircraft. Our aircrafts are certified already to be fueled with up to 50% of these partial liquid synthetic fuels. And therefore, hydrogen really important and a valuable tool, even in the short term decarbonization of aviation. And then if we look at the bottom two boxes, hydrogen combustion and hydrogen fuel cells, these are two other ways that hydrogen can be used on board an aircraft. Hydrogen combustion where you take hydrogen in its raw form and you combust it inside a gas turbine. The gas turbine needs to be modified in terms of the injectors in terms of the fuel system, but otherwise it's relatively classical compared to a gas turbine that exists today on aircraft. And then hydrogen fuel cells, which are quite different than gas turbines. These are converting hydrogen into electrical energy and then we can take that electrical energy and convert it into what we call shaft horsepower, which turns the propeller or the fan on board the aircraft using electric motors. And the focus of zero e so the the project that we've launched in 2020 is really on hydrogen use in its raw form, because we see it as having potentially the best possible climate credentials, including CO2 including nox including contrails. It looks like it can also have the best economics and that's important again because this is as much of an economic challenge as anything else. And also in terms of overall energy efficiency if we look at the well to wing instead of well to wheel so well to wing efficiency of the aircraft and its energy. This also looks like one of the most promising methods and and essentially it's it's perhaps obvious for for many of you but we can't put wind turbines and solar panels on board aircraft. So, so what we need is a surrogate for this renewable energy that we can take on board aircraft and hydrogen is one of those surrogates. It is from all of the options that we've looked at, which include butane propane methane ammonia and the list goes on, including batteries and hybrid and various other configurations. Hydrogen really is the most promising, both in terms of economics and climate impact compared to every other option on the table. It's a huge challenge it's quite a change to the aircraft and to the ecosystem around the aircraft, but we believe that the prize is is sufficiently big that we need to pursue it at speed. The concepts that we revealed in September 2020 are these three, the blended wing body or flying wing the one in the middle of your screen is is the one which the media perhaps got the most excited about it's the one that many of you have perhaps seen. It's it's nonetheless the one that's also least likely to be our aircraft concept that enters into service by 2035. I think it's a big enough challenge for us to modify quite disruptively the propulsion system on board the aircraft without also dramatically changing the overall aircraft configuration. So we're likely to go with what we call either the turbofan or turbo prop aircraft is the first aircraft that we bring to commercial service. Nonetheless, the blended wing body and flying wing is is an interesting concept for us to study as a future long term hydrogen powered aircraft. Many of you who follow the aviation industry will know that flying wings have been studied numerous times and in the context of kerosene. It is difficult to to to get it to pay its way, but when you shift to hydrogen, because hydrogen requires requires more storage volume compared to kerosene. And this type of concept this flying wing concept has more naturally more internal volume. Then high then the configuration starts to pay its way you you don't pay any penalty in terms of wetted area or drag associated with that kind of configuration so it's it's really a future long term concept of interest. The other important point I'd like to share on this slide is really that hydrogen from the concept studies we've done has enormous versatility. You've perhaps seen that there are various people in the general aviation world looking at hydrogen for four and six feet or aircraft. And what we've confirmed in the studies that we've done is that this technology scales all the way up to 100 seat 200 seat aircraft 1000 nautical mile 2000 nautical mile aircraft and around 60% of aviation fuel use in 2019 was on flights less than 2000 nautical miles so that's a significant market, a significant portion of the energy use of aviation that we could potentially shift to hydrogen. The concepts on the previous slide were all concepts which have gas turbines and what are called hydrogen combustion on board even if it's in a hybrid configuration. This concept is a concept we revealed in December 2020 it's quite different than the other concepts in that this concept is is a fuel cell powered aircraft so there is no gas turbine there's no combustion on on board this concept. We're still analyzing it in terms of scalability and economics. It has some climate credentials, which are perhaps better than what we could achieve elsewhere in terms of knocks and contrails clearly if there's no combustion for example. But yes still still a topic of study in Airbus and we will make decisions about which concept we finally take to market as we get closer to 2025. Some of the technologies that we are maturing and which we will bring to flight test again in that pre 2025 timeframe are what you see now on your screen. We have hydrogen powered gas turbines. I mentioned that the injectors, the combustion chamber, the fuel system needs to be changed compared to what we have on an existing aircraft, so some significant modifications. Nonetheless, gas turbines have in fact flown with hydrogen so being powered by hydrogen in the past in the 1950s B 57 in the US Air Force flew with hydrogen in the 1980s a tuple of 155 flew in Russia with hydrogen. So the fundamental feasibility has already been demonstrated but we have plenty of work to do to take the technology further and prepare it for commercial aviation applications. As well as the gas turbine that the hydrogen storage and in this case liquid hydrogen storage is also really important. At the rear of the aircraft in this concept we have to twin walled vacuum insulated tanks. These are technologies which come from in fact the automotive industry. So in the 2010s there were limited series cars, which were using twin walled vacuum insulated tanks for the storage of liquid hydrogen already in that timeframe. So we have plenty of work to do to scale that technology to the size of tanks that we're going to need for aviation and also get some of the weight out of that tank again so that we can make the economics work for an aircraft of one to 200 passenger size. Fuel cells are of interest for basically all of the configurations and all of the propulsion system types that we're looking at fuel cells can can be used to complement the gas turbine, which during for example, what we call off design points like on ground operations or during to scent might not be operating at its optimum. And so it's interesting to complement the propulsion system with a very high efficiency fuel cell, which can be operating at 60% plus efficiency during those phases of flight. Fuel cells can also potentially be used to power an entire aircraft but again we have questions about the scalability and economics which we're working on. And then of course power electronics and electric motors which are needed to convert that electrical energy into shaft horsepower for the fan or the propeller on the aircraft. One of the challenges we have is the ecosystem around the aircraft if there's no hydrogen at airports. There's no point in having a hydrogen aircraft. And so we've started several collaborations with airports and with energy providers, where it looks of interest to decarbonize ground transportation in the 2020s, using hydrogen ground support equipment around aircraft buses which come to airports, trucks, which come to airports because airports are in fact logistics centers can can all economically be decarbonized using hydrogen. So we see airports similar to maritime ports as being hydrogen hubs of the future. They're often also strategically located compared to cities and can perhaps provide a wider service to cities. So we think this is an important enabler to scale up hydrogen usage at airports to familiarize airports with operation of hydrogen and essentially to prepare the ground for us to be using hydrogen in the 2030s to power hydrogen aircraft. The timeline that we've set ourselves is ambitious, but we think that this is the sort of level of ambition that we need to tackle the challenge in front of us. The entry into service date that we are targeting is by 2035. In order to achieve this successful entry into service, we would need by 2025 to have flight tested hydrogen propulsion systems on board flight test beds or flight test aircraft. We would need the technology to have been matured in terms of its operation, its, its safety and its performance by 2025. And we also want a lot of the confidence that the ecosystem is going in the right direction, especially in our early markets to be established by this 2035 timeframe. To give you an idea, we're talking about hundreds of millions in terms of investment up until 2025. And then, if we're successful, which we are planning to be, we will press the button to spend billions necessary to develop an aircraft and to bring it to commercial service by 2035. And I'm conscious that this effort is going to require massive partnerships beyond the usual aviation ecosystem. We've already teamed up with an automotive manufacturer and created a joint venture for fuel cell technology development. I think we're going to need to do the same type of partnerships for liquid hydrogen storage, but also in terms of the wider ecosystem and preparation of the wider ecosystem to make sure we have green hydrogen at airports, which secures the fact that these aircraft will genuinely be zero emission vehicles. We're reaching out a lot to partners at the moment and really consider this a team sport. Looking forward to the questions you might have and exchanging in the Q&A. Thank you. Thank you very much indeed. Glenn, it's a, it's a really exciting set of prospects really it's a, it's a, it's a complex picture. Let me start off with a very sort of basic question. When you say that solar isn't applicable, we have had, we have had little aircraft flying very long distances with solar panels on the roof. But no, seriously, the question about to what extent do, does considerable development in jet turbine technology improving its efficiency that represent a tension, a competitive tension. Of course, they're still fossil fuel based, but really considerable improvements in their efficiency in the efficiency of conventional engines. To some extent undermining this, this development. So maybe first talking about the solar applications, I think the key question is the ratio between your wing size and your passenger carrying capability. If you have two, two passengers on board or one passenger on board and massive wings, then I think what you're saying could work and has worked. When you go to mass transportation, which is what we do in the commercial aviation world, that ratio sort of is way different, and we, we can't make it viable. Unfortunately, considering the gas turbine technology and, and its potential. I think the, if, if kerosene was the future and sustainable aviation fuel will, I hope be the future and sustainable aviation fuel will in in a large part we believe be hydrogen based. That gas turbine technology, as well as for hydrogen combustion, any improvements we get in it are going to benefit all of the energy types that we're talking about. I mean, it would benefit kerosene powered aircraft have better performance improvement. It would benefit sustainable aviation fuel powered aircraft and it would benefit hydrogen powered aircraft, if you are considering hydrogen combustion as the way you would use the hydrogen on board which is a pathway that we're exploring with engine manufacturers at the moment. So, I don't see any competition between improved gas turbine performance I think it's mandatory for all of the pathways that we have improved gas turbine performance. I think we know very well though that improved gas turbine performance on its own will not achieve the levels of reductions that we need so essentially we have to change the energy carrier on board the aircraft, as well as improve the efficiency and the performance of the aircraft. Thank you. We have a question from our former Minister for Transport and Minister for Finance as well Alan Dukes. He asks that carbon tax increases will inevitably increase not only the cost of fossil fuels for aviation but also the cost of metals and carbon fibers and so on used in construction. Will this lead to real increases in aviation costs? So our approach to this aircraft is going to be very much focused on what we call LCA analysis, life cycle analysis. So it means that all of the material choices, both in the airframe in the systems in the propulsion system are going to be going through this life cycle assessment in order for us to choose our technologies based on the climate impact as a key parameter and as soon as you do that you start to eliminate any of the costs that you might see associated with for example higher carbon taxes and so on. And I think that's the aim of carbon taxation or taxation on climate impact. The aim is to drive businesses and drive end users and consumers towards more sustainable solutions. And I think that's exactly the sort of dynamic which we know is occurring and we're preparing for in the buildup of the Zero E aircraft. Thank you. There's a question from Ray Foley in Collins Aerospace. Thank you for your interesting presentation. He says Europe is positioning well for a future hydrogen economy. How do you see this progressing in the rest of the world and will that have a big impact on the success of aviation decarbonization? Yeah, I think the announcement in the US recently, the rejoining of the Paris Agreement, the announcements we saw as recent as last week in terms of investment in renewables as well as the target that we see coming out of the US for 2030 show that we have now two massive players, Europe and the US, who are more or less going the same direction with the same level of ambition on this topic. We see other economies for various reasons going also in this direction. I've been on a discussion this morning with India about their shift towards a hydrogen economy. Basically, every week we see more and more happening on this topic. And I think it's just down to simple mathematics. When you look at what the Paris Agreement means, when you calculate what is it that society is going to need to put in place to meet the Paris Agreement, hydrogen is an essential part of the roadmap. You can't meet the Paris Agreement and not have hydrogen. So, whatever the sector, whether we're talking about aviation, whether we're talking about long haul trucking, whether we're talking about shipping and then intra-continental shipping in particular, mass passenger transportation in buses, especially over the longer distances, home heating, steel industry, cement industry. There's a huge convergence on the fact that hydrogen is going to be key for all of those industries. So, I think we need to create the world we want to live in. We need to encourage all of the ecosystems to develop so that hydrogen does form this important piece of the jigsaw that we see, because I think we all want that society meets the Paris Agreement. So, rather than predict exactly who's going to do what, I think we're in the process of trying to shape it and influence it. And I've got a lot of hope with the recent announcements that we're on the right track. The next question is a different focus. COVID-19 has had a major impact on the aviation industry. The question asks, to what extent will the pandemic affect future demand for Airbus Zero We aircraft? I think society has a growing appetite for zero climate impact. And I guess, again, it's about predicting the future, but there is one scenario which is that the Zero We aircraft that we're talking about today is the most successful aircraft of all time in Airbus, because societal expectation is changing, because regulation is changing, and therefore this kind of aircraft will be really successful. So for sure, we see business opportunity in what we're doing. And I think it's mandatory for the aviation industry, in particular post COVID, to be growing back with better and better climate credentials over time. I think that's what society expects. That's what we all, even in the industry, believe that we need to do to continue providing an added value to society. I think it's an added value that we can physically meet and we can physically connect with each other. So this added value is super, but an aviation is not the problem. I think aviation is a benefit to society, but aviation today has a climate impact and we need to focus on getting rid of that climate impact. And I think COVID has reinforced that, for sure, hopefully accelerated that. And the Zero We project is, I think, part of Airbus's response to delivering on our commitment. Thank you. Oh, Macalir declares his interest in a way because he's hydrogen manager at ESB generation and trading. And he asks, he looks to explore what Airbus would need from an Irish based hydrogen industry. The very introduction made reference to the ESB's plans with which I think you would not be familiar for a converting what's now currently a coal fired power station, a very large one on the west coast as connected with major offshore wind development to form a green hydrogen production production facility. And could you imagine that that could align with the requirements of the Zero We program bearing in mind that quite close to it is a significant part of the Shannon airport? Yeah, yeah, for sure. The key is to get hydrogen, green hydrogen available at airports at a sensible dollar or euro or great British pound per kilogram. That's our target. That's what we work with airports and energy providers on. And that's going to be critically important in our roadmap up to 2025. If we start to launch the billions of investment for the product development in 2025, as our target, we're going to want to see that the economics of hydrogen really at the airport are in the right ballpark for airlines to want to take this solution. And we think it has the possibility to have the best economics compared to all solutions. So if you just look at this in terms of euros per ton of CO2 avoided, it looks like it's got the best credentials compared to every other option, every other energy carrier on board the aircraft. But we have to drive the renewable energy ecosystem. We need electricity costs to come down. We need electrolyzer costs to come down. We need liquefaction. I don't know if that's in the plans associated with money point, but it looks like there will be several industries that need liquid hydrogen. We're certainly one of them. There are many players looking at liquefaction and liquid hydrogen because it's more economic to store. You can have hydrogen refilling stations, which are potentially much lower cost if you put liquid hydrogen storage associated with them. So there are various people looking at liquid and that the trucking industry is for kind of the same reasons. We are also looking at liquid because you get more cargo carrying capacity and more range if you go to liquid compared to gaseous storage. So people like Daimler trucks, for example, very, very vocal about how we should invest in liquid hydrogen technology, liquid hydrogen infrastructure, especially for trucking and for us it's the same for aviation. Because otherwise we would do the crazy thing of investing in perhaps 700 bar or 350 bar technology and ecosystem. And then in five or 10 years time say, okay, now let's go for liquid hydrogen and essentially as a society, it would mean that we invest twice because we invest in two technology developments. A question from Kieron McGlynn, the Vice President for Commercial Engine Lease Finance, who compliments you and praises your presentation. But he says over the past decade, jet A1 fuel has accounted for anywhere between 20 to 33% of an airline's operating cost. What is the cost of hydrogen compared today per barrel and what's the projected cost for 2035 based on the required mass production. Yeah, so I don't I don't have the direct cost comparisons in mind because you have to you have to consider how the ecosystem is evolving there are various discussions for example on sustainable aviation fuel mandates in in Europe. So what what I think the best thing to do is to take two solutions which have, let's say similar qualities in terms of CO2 reduction capability, biomass based fuel or part of liquid synthetic fuel.  Compare when you do that comparison, we have something which is definitely more competitive in hydrogen compared to the other options. If you compare all of the options with kerosene, they're all more expensive. I mean, kerosene, the oil that we take from underground, it's, it's as we all know, especially I'm sure in this forum, it's a very cheap source of energy. I think we can do a lot in scaling the ecosystem to drive the price down, probably over time to something very close. But it won't be in the 2030 timeframe. It's more as we move into 2040 2050 that we could expect that convergence I think. Thank you very much. There's an interesting question from Tom O'Regan who's a member of the Institute, and he's raised the question about what are the competition doing. He asks, is Boeing heavily invested in hydrogen or other renewable bases for aviation, presumably the aircraft, the engine manufacturers, the Rolls Royce and so on are taking an interest in this matter too. Are you alone on how hydrogen is the industry moving in that direction? Yeah, so we're working with all the major engine manufacturers on what we're doing. In fact, without the engine manufacturers, we couldn't do what we're targeting. So that's just a mandatory partnership that we've already established. In terms of what the competition is doing, I think the competition is saying that it's more like 2050 when we could have this solution, this hydrogen powered aircraft solution. And we're saying no, that we can do this earlier, that there's some urgency to bring these kind of solutions to market to explore them to their maximum. And yeah, that's that's the approach that Airbus is taking. We're quite aggressive in pushing this technology and pushing the ecosystem because we think it's really important for aviation. Interesting. I suspect a lot of forces are going to combine to require an acceleration in progress in this area. I have two questions which I think you've probably already answered. Clifford guest in Limerick Institute of Technology asked how much synthetic fuel in percentage terms can be added to standard fuel and I think you indicated up to 50% And Dermot Scott, it's an issue that you had touched upon, but Dermot's a member of the Institute. He asked what are your plans for reducing the carbon and environmental impact of aircraft construction. That comes back to the life cycle analysis and, you know, I think in all industries, typically, we've optimized for economics in the past in aviation, waste is one significant parameter because you reduce the waste and you improve the aircraft performance. On this aircraft, we're going to introduce we have we've already introduced another parameter, which is going to be part of our optimization which is life cycle assessment in terms of climate impact. And that's critically important. This is today. The huge majority of aviation's climate impact comes from in-service operations. It makes almost insignificant the climate impact, let's say, embedded in the product itself. As soon as you have a zero emission aircraft, all of your climate impact comes from what's embedded in the product. So it's mandatory that we address that in a very serious way.  Great. Thank you. Ray McGarron asks, it seems the type of aircraft in your presentation are short and medium range. What are the prospects for long haul? Yeah. Yeah, so since we're talking about hydrogen, and I kind of touched on it at the beginning, but hydrogen plays a really big role in long range as well. Long range aircraft, like all of our aircraft can be powered today with up to 50% of sustainable aviation fuel. So that means biomass based fuel or synthetic fuel made from hydrogen. In the first generation of hydrogen, raw hydrogen powered aircraft, we don't see that technology scaling to long range aircraft, the size, for example, of an A350 aircraft. But in subsequent generations, we could imagine the technology scaling further to those market segments. So we're going to see a sort of step by step approach where the longer range aircraft are still powered by hydrogen, but in a liquid synthetic fuel form, the shorter range in raw hydrogen form. And then as the technology progresses, I think we'll see hydrogen becoming more and more relevant for the larger and longer range aircraft. Thank you. I think what needs to be a final question, and it's about the decision process. You talk about 2025 being a landmark time. In the next four years, you're spending hundreds of millions of euro investing. So presumably you don't keep spending on the less likely options until 2025 comes in that but there's a narrowing down on the spectrum which is under serious consideration. Just a little bit about that blend of business and technology decision making, please. Yeah, sure. So we have various propulsion system architectures that we're looking at all the way from gas turbines on their own gas turbines with hybrid systems, different levels of hybridization. So this means you change the amount of the percentage of electrical power that goes to the fan or that goes to the propeller. I mentioned also that we're looking at what is the scalability of fully fuel cell powered aircraft, you know, how big can they go, we know that they work for four and six seater aircraft, how big can they go. And so we'll have decisions that we need to take over the next few years to decide which is the propulsion system that we want to fly by 2025. So I mentioned earlier that the 2025 date is important and needs to be fed by a flight of or several flights. In fact, the flight test program of hydrogen propulsion system. And to decide what hydrogen propulsion system we want to fly, we need to finish the studies that we're doing on what's the best hydrogen propulsion system between gas turbine and what levels of hybridization to fuel cell and so on. Okay. I said that was the last one but a couple of just cryptid short ones if I if I could know Rush asks, does hydrogen provide the same weight to energy ratio. And Steve Kelly says, are the propulsion power differences or reaction using hydrogen for the turbofan engine. So in terms of waste, so weight ratio between hydrogen and kerosene hydrogen has about three times less mass for the same amount of energy. The problem is around volume. So the there is hydrogen requires much more volume per unit of energy. That's why you see that we've had to extend the fuselage for example in the images I showed you in that concept of storage to store hydrogen where you wouldn't have to do that with kerosene. And the second question sorry. I've actually lost it myself now. Oh yeah propulsion power differences be using hydrogen for turbofan. Yeah, it looks looks like things are more or less the same between the two in terms of what you can do you have a lot less mass flow because you have a lot more energy per unit of mass compared to kerosene but there are other challenges like you're you're using a gas instead of a liquid through your pipes and so on so but but things that we believe are manageable and that have been flight tested in the past. Anyway, thank you very very much indeed a fascinating fascinating presentation must be extraordinary area to to work in getting up in the morning to tackle these kind of issues on behalf of the I like to thank you for your remarks today. And taking time out to share with us this thing. I want to wish you and your colleagues, the best in your pursuit to develop the first commercial zero emission aircraft. If I turn to this series then the next lecture on the rethink energy countdown to COP 26 will take place on Monday the 10th of May at this time. On that occasion, we welcome Christian partner alley head of electricity industry at the world economic forum. Stephanie Jameson senior managing director of global utilities at Accenture, and Dr Paul Dean senior research fellow at the environmental research institutes Mara center in UCC. The speakers will be discussing the system value framework developed by the world economic forum in partnership with Accenture. It evaluates the economic environmental social and technical outcomes of potential climate solutions across markets, the aims to shift political and commercial focus beyond cost to include value. Until next time. Good afternoon. Take care and many thanks. Glenn the well and thank you.


Live from Washington, D.C., it's theCUBE. Covering AWS Public Sector Summit. Brought to you by Amazon Web Services. Welcome back everyone to theCUBE's live coverage of the AWS Public Sector Summit here in our nation's capital. I'm your host, Rebecca Knight, along with my co-host, John Furrier. We have Allison Robinson joining us. She is the AVP IT operations at Cal Poly University. Thanks so much for coming on theCUBE. Thank you for having me. So talk about your big announcement yesterday in terms of ground station. This is one of John's favorite topics, so tell us more about what you announced. So yesterday there was an announcement that Cal Poly, through our digital transformation hub, and that hub exists to do innovative things with the greater good through the public sector and helping with challenges that they're trying to learn more about and solve problems. And so through that group, we announced the initiative to do CUBE satellite in connection with ground station at AWS to be able to help people that use these satellites, be able to test their satellites and collect data and share it ultimately with others. Because there's a problem. They're not expensive satellites, but that means you don't have a lot of money to work with. And so to be able to test and make sure your communications are good and the infrastructure's there is kind of missing in the whole environment and now that's going to be solved. And you're able to get many more shots and also pay as you go, not necessarily have to, as you said, put up your own satellite yourself. You can put the satellite up, the problem was the infrastructure to communicate back with it. So the ground station, those antennae are approximately located to AWS regions. So you can now bring the data, process it, store it, analyze it, and then ultimately share it. That, again, being for the public good, we want to make sure that the data we're collecting is in the AWS data set registry so that people can access that information. That's important. Allison, talk about the relationship with AWS. How did it get started? I mean, you're involved in these cool projects like ground station, which I'm a big fan of because I think the impact to IoT, just forest fires in California could be a real saver right there. Just using data, backhauling data for whatever is going to be a great thing. But you've got a relationship with AWS that goes beyond not just ground stations, other things going on. Take a minute to explain the relationship with AWS. So the vice president of IT at Cal Poly, Bill Britton, began his position with Cal Poly about two years ago and took a look at the data center and had to ask the question, do we invest here on-prem or do we have to look for something else? And that began the conversation of we need to do something about a data center. It looks like Amazon has the tools we need to modernize our technical environment, both in how we work, how people work our processes and our technical infrastructure. And so that began the work of, we announced two years ago, I didn't work for Cal Poly yet. They announced there, the president and Bill announced that we were all in where data center was going to AWS. I happened to be presenting on a different topic and we connected there. And a year later, we made a connection and I've been at Cal Poly now for a year to help them get to the AWS data center. A lot of smart people at Cal Poly, I know I looked at the university, great computer science, great everything. You guys got a lot of smart people. So what was it like to actually, as this starts to evolve, the progression of the modernization, take us through where you guys are on progress, what are some of the cool things going on? What's the result of this shift? What are some of the notable highlights? It's really exciting because we really did take an approach of we've got to look at it, not just as AWS and a new tool, which you have to work so differently in DevOps and Agile. We said, okay, then we've got to figure out our processes to be able to work that way. We have to change as an organization. So we were more structured around those technical silos and we became a service management group. Who do we serve and what are they trying to accomplish? And that's the focus of everything we do. So from idea to service, we have a process to handle that. And AWS, we're all in on their tools too, so they completely facilitate that process. You got a lot of stakeholders. So you have impact at the student body level, faculty, institution overall. What are some of the game changes that you see? Obviously the ground station, you've got great R&D coming in with the Amazon. What's the impact? Digital transformation hub is part of the IT organization as well and our community outreach and giving students actual hands-on experience to work with the public sector, whether it be law enforcement or maybe a city is trying to deal with a homeless situation. They actually are engaged with professionals and learning about problems and solutions. And in 10 weeks, so we work on quarters and our quarters are 10 weeks, which align perfectly to exactly how long it takes an engagement with the digital hub to find what's possible in terms of solutions to problems. So talk about the students of today. I mean, we hear a lot about them and I want to hear you, you're teaching them. You're helping to educate this new generation of people who we hope will make huge, great waves in private industry as well as state, local and the federal government. What do you see as their strengths, their weaknesses and what are they looking at in terms of building careers? You know, I really do love working with the students. They are incredible. Makes me wonder sometimes like, I don't think I'd get into college now, but times have changed and they really care. They care, that's why the public, being able to work through these to serve the greater good of the public and share that data after actually means so much more to them than if it were just a class project because they want to make a difference. They care about social justice and making sure that we're green and efficient with how we use our earth resources. And so this maps around a lot of the challenges. The homelessness that I mentioned before and how we've worked with that or making sure that we can make cities safer. They care about that deeply and they have access to a lot of resources. This past fall's incoming class was born in the year 2000. They've never not known a time with computers. They do math homework. They're not reading. They're actually doing homework on their phones. They're very mobily engaged, very digitally engaged. And we're going to see wonderful things from them because they think so differently about these things. It sounds as though the education that you're providing is very practical in the sense that you're having your students work with these state and local governments on these issues like homelessness and buying climate change. Can you talk about some of the projects that they're doing? So our mantra is learn by doing. And you come in and you are admitted to a major and you begin working in that major right away. Every student finishes their last quarter with a senior project and you actually produce an outcome and have something you could talk about both as the product and the process to get there. I was recently invited to the senior project's showcase for the graphic arts department and in common they all had technology and somewhere one of the students that we had just contracted for some software and he, thank you so much. You helped make the difference with that. So that's neat when you get to see to make that difference. But even though it's graphic arts in every way technology was key to what they do. And they have really, students come from some great backgrounds too where they've had some great access to information and technology and really think differently about it. Engineering students are winning awards and doing really great things. So it's fun to see and be a part of. Great energy. What about the culture within your department itself?  Can you talk about, particularly as a partner, as working so closely with AWS which has such a famous culture of innovation and of taking risks and tolerating failure because the more failures you'll have, you'll ultimately get there someday. So can you talk a little bit about the culture within Cal Poly? It's hard because IT people are usually very analytical and there's a right and a wrong. So that sense of it's okay to get it wrong isn't popular generally. So that starts with me. I had to get up and say, you know, we may not get it right but rarely do we get it wrong. You know, we might get parts of it wrong, we adjust. It's okay to get it wrong. We've got to figure things out. All of this is new. And as I've been there longer and really work with people through different things, it's, they believe that for me now. There's not judgment. I once worked at a place where you go on your permanent record. Well, try and get somebody to try something innovative if you have a problem and it goes on your permanent record. So I don't have that now. Be a career ender. Yeah. I have a lot of people that are getting it and we're trying it and you can work so fast in the AWS environment that if it isn't right, blow it away.   Here you guys are doing, it's progressive in the sense that you're trying new things. Learn by doing is a call to action but it also gives you that space to try. Yeah, be creative. It's learning. What's your impression of the show here in DC? I'll see. It's our fourth year covering public sector. I've been following them a couple of years early but first four years covering live broadcasting, reporting, but besides the growth, what's your takeaway? I need to be cloned. There are so many things happening here. You need a digital twin. You can solve that. There's going to be a lot of people that are going to say, no, don't clone her. Don't do it. But there's so much information and the innovation that AWS does, it's sometimes it's like exciting to hear and it's like, oh, where was that a month ago when we were working on that? So we just have to stay on our toes and we have to keep engaged with AWS and what they're doing and what we can use from them to make our environment better and move even faster to live service. It's keeping pace is also a hard thing because they're introducing so many new things. At Amazon. We're very fortunate again in our partnership. Actually that does translate into the ITU operations organization that we've been working with them on some services that they do. We could tell them, hey, this isn't quite working. And they honestly listen to us and deliver what we ask on a roadmap sometimes sooner than later too. So it's been a great partnership. That's interesting. A company that actually delivers on what you ask for. Exactly, exactly. And we have scale. There's, you know, it's a small town. There's 24,000 students. You have your faculty and staff. So when we try something with them, we have the opportunity for big impacts right away. That's awesome. Well, congratulations. Great work. Thank you. On the DX hubs, fascinating ground station. Great project for students and you guys to play around and help that grow. Because that's going to be a good service. Yes, we're excited. We can't wait to get going. Thanks for coming on theCUBE, Allison. Thank you. We will have more of theCUBE's live coverage of the AWS Public Sector Summit here in Washington DC. Stay tuned.


Good morning friends. Happy Friday. Happy day after Thanksgiving. How are you guys? Are you full? I'm literally still full from yesterday, and I even worked out for an hour and a half yesterday morning at Jazzercise in Tense workout. I burned 1100 calories, and I am still full and I didn't even eat that much yesterday Which is always a good thing when you're back on track the next day So my Thanksgiving was wonderful.  It's kind of our tradition her and I go for a little bit such a fabulous holiday I love Thanksgiving. There are so many things I'm thankful for and one of them is of course you guys one of the top ones is you guys Thankful for WW my family. It was just overall a fabulous day, but I am back on Track today, so I am outside of WW I am not weighing in I actually weighed in on Wednesday And I'm gonna insert that clip here at the end like traditional for my way in So I'm just going to the workshop to listen to the topic Get some remotivation to get right back on track after the holiday and it is time for Christmas friends It is time to get into the Christmas spirit So this is a good time to rejuvenate get re-energized and recommitted to your program So I'm gonna head into the WW workshop. I'll be back to share what we discussed and of course my way in so just stay tuned Welcome back friends I am out of my WW workshop and I am excited to share this week's topic with you of course once again It comes at the absolutely perfect time after the Thanksgiving holiday and that is some tips and tricks on how to bounce Back after an indulgence after a holiday after going above and beyond your points for the day What are some tips and tricks to get right back on track? So the first tip is to kind of tune into those cues where maybe you've started off really good during the day you commit So today I am committed to tracking all of my food I am back on track today after the holiday yesterday. I might track my breakfast my lunch But when it gets to the afternoon or dinner, I just go I just I not gonna finish tracking the rest of the day So tune into those cues when your mind starts telling you to stop doing the things that you know that you should be doing to Be successful on your program and really be mindful and aware when those thoughts enter your mind So that you can hurry up and flip them over and switch them to a better mindset for your weight loss journey Instead of going I'm just not gonna track my dinner or I know the points or I already blew it Go ahead and just start over at the next meal and track your dinner Tune in to the thoughts that enter your mind that can sabotage Getting back on track and getting success on the scale during your journey number two is get Specific so when those thoughts enter your mind remind yourself of why you need to do this Maybe you're trying to earn wellness wins So tracking your lunch or dinner is going to get you those wellness wins that you really really want Just take some time to think about the benefit of doing the exact thing that your mind is telling you not to do We may not have tracked yesterday on Thanksgiving But it's a new day and we need to track all of our meals and get back on track so that when we weigh in next week We actually see a loss on the scale You might even want to set an alarm on your phone that reminds you to track at all of your meals That's something that I've actually done in the past when I find myself Struggling to track all of my meals. I set an alarm on my phone right before my typical lunch time That reminds me to track my lunch or maybe I have a snack every day at 3 p.m So I'm going to set an alarm on my phone that's going to remind me right before 3 p.m To track my snack until you get back into the habit of that or until it just becomes something that you automatically do Setting an alarm or a cue or a reminder to track your food is essential And lastly just pick something that's doable for you if setting an alarm on your phone Just isn't doable for you then don't worry about it Don't set the alarm on your phone write it down Maybe take a photo of the wellness win that you're trying to earn make it the screensaver on your phone even better Make the WW app where you track your food the screensaver on your phone We are on our phones Constantly and if there is a constant visual reminder of what we need to do such as the screensaver on our phone That will remind us to track our food And we all know that one of the key components of getting back to our program is to track our food There is no better way to stay on program and lose weight than to track track track it like it's hot is what I always Say so definitely do whatever is something that you're going to stick with Something that's going to remind you and something that is doable for you to make sure that you're tracking and getting right back On track after the holiday. I'm going to go ahead and insert my clip from Wednesday when I weighed in at WW to give you my weigh-in for the week and then we'll come back and we'll talk about that weigh-in and what plans and goals are for the upcoming week Good morning guys. It is actually Wednesday I'm gonna just insert this little clip at the weigh-in portion of today's video But it is Wednesday morning and I decided that I was gonna go ahead and take the plunge in weigh-in today Because one I don't want to weigh in after Thanksgiving Because I'll be using my weekly points on Thanksgiving and I don't want that stress of having to weigh in and After a Thanksgiving dinner because it probably isn't gonna look pretty the day after Technically a splurge type of a day. So I decided that I would weigh in today Wednesday, which Was kind of a hard decision because it's not even a week It's shy two days shy of a week for me But I thought it would be better than weighing in the day after Thanksgiving So I just left the workshop I weighed in and I am extremely happy to report that I am down two pounds So I lost two pounds between Friday and Wednesday really proud of myself I even had a couple of high-point days in there So thrilled about that so I lost the pound that I gained last week plus an additional pound and again Just in a few days. So hallelujah for that. So that is my weigh-in for the week And also I wanted to let you guys know that next week is going to be a little bit different for me as well because I'm actually heading over to Seattle on Thursday to Go to a class for real estate. I'm gonna get certified to teach a first-time homebuyer's class So actually be gone Thursday Friday Saturday So I will be weighing in next Wednesday as well, but you guys will see the video on Friday It'll go up on Friday. So couple Wednesday weigh-ins for the next couple weeks So that was my weigh-in for Wednesday and on another note I hope you guys had a fabulous Thanksgiving because when you see this video Friday Thanksgiving would have happened So I hope you guys had a wonderful Thanksgiving. So as you can see, I lost two pounds when I waited on Wednesday I was so excited about that because that was a short week for me Friday to Wednesday And I still was able to lose two pounds and again I did not weigh in today because a I just weighed in Wednesday and B I'm not weighing in after Thanksgiving. So I did go to the workshop though, which is a huge step So if you guys have a workshop after the holiday, even if you totally blew Thanksgiving go to your workshop That is a great way to hit the reset button and restart a new successful week for you So my plan for this week is I'm going to be working out or going to Jazzercise at least three times I'm shooting for four to five times I am going to track everything that goes into my mouth every single day except for Saturday That is the day that I use my weeklies my week started over today So Saturday, I will have a fresh set of weeklies to use or today that I'm going to use on Saturday My husband and I are going to a little Snow day carriage ride fun day up at Green Bluff, which is a really fun place here Where I live where it's all Christmas everything So we're going to that tomorrow and then I'm going to a home decor swap with one of my clients From real estate that I sold the house to and we've just become really good friends So I'm going to that so that allows me the opportunity To indulge a little bit tomorrow, but back on track today back on track Sunday And I'm going to do the reminder on my phone so that I don't forget to track all of my meals You can also pre-track your day you guys. That's a good way to do it, too It does help you kind of stick to what you tracked and then of course You don't have to worry about remembering to track because you've pre-tracked it So those are my goals for the upcoming week. I want to hear how was your Thanksgiving? Did you track your food? Did you just indulge and enjoy the day with your friends and family and don't forget you guys? Thanksgiving's a holiday not a whole week not a hollow month. It's a hollow day So back on track today my friends and we should see some good results on the scale at our next weigh-in So make sure that you let me know how your Thanksgiving was how your week went when you hopped on the scale I would love it if you're new if you would take a moment and just subscribe So that you can be part of my youtube community It is such a wonderful place to be and of course hit the notification bell and thumbs up this video and leave Your comments lots of to-dos for you today But thank you guys so much for tuning in to this weigh-in video after the Thanksgiving holiday Happy holidays. It is time my friends to start Christmas and to start vlogmas I will be uploading every day in the month of December as part of vlogmas I also wanted to let you know that I am going to have a couple of videos coming out towards the end of December One of them is going to tell you what my plans are for my channel moving forward into 2020 So don't miss that video. Thank you guys for watching. Happy holidays. My friends. I love you and I'll see you in my next video Bye guys


Hello, welcome to this presentation about Wolf Boot on the STM32U5. This is part four of a series we're doing with ST. We're going to talk about how to configure and build Wolf Boot for the U5. We'll talk about how to do the key generation and signing for your firmware and how to test and debug in the security features that are on it as well. So this is the development board target that we'll be using today. This is a U585 and it's called the IoT02 development board. This is a Cortex-M33 running at 160 megahertz. It has 2 megabyte of flash, 786 kilobytes of RAM. So with Wolf Boots, there are a couple of things that you would need to get set up to build correctly. Everything is generally done from a Linux style environment where you have Mac and GCC. Here's a couple of ways you can install the essential items needed. All the source code for Wolf Boot, which it's a secure boot loader, I've talked about this in detail in some of the earlier videos, but it's a secure boot loader. It's out there on GitHub. It's as a GPLv2, you can download it. And I'm going to walk you through the steps to use it on the STM32 U5. Okay, so first thing after you clone it is to basically define the configuration. And we have some templates underneath the config examples directory. And there's actually one, I think there might be two out there for the STM32 U5. There's one with trust zone, one without. You could optionally do make config, which will list you through like 20 different options, but using one of these templates is the best way to move forward. Here's an example of some of the settings. So, you know, the architecture's arm, the TZEN, which is trust zone enable is one. The target is the STM32 U5. This example uses ECC 256 bit for the signing, but we also support 3A4 bit, 521, add 25519, RSA 2048, 3072, 4096. So those are all asymmetric algorithms that you can use for signing firmware. And we have a few different hash options as well. That's the digest that's computed over the firmware image. And then that digest is what gets signed. The image header size is the amount of space we reserve at the beginning after we apply our signature to it, which contains information like the hash and the signature of the type version. And you could enlarge that to a different size and add additional values if you need. So this example sets up the partitions. So the sector size is 8K. That's just defined by the onboard flash. We reserve some space for the boot loader and the application and update partitions. And then we reserve a little bit of space for the swap. So you can swap between these two partitions at the end. This is just an example setup that we do. And let's see. So then after you've done the config, you basically just go make. And it will build all these things. It'll build the, well, it won't build the key tools. You should do a make key tools to build the C version. Otherwise, it'll try to use the WolfCritpy version of the signing and key gen tools, which is fine if you've installed it. But if you do a normal make, it'll build WolfBoot. It'll build a test application. It'll sign it and then it'll assemble all that into what we call a factory bin, which is just something you can flash all together onto the onboard flash as a test. So this is what it looks like to copy the example configuration to a .config file and do a make. And you'll see it builds both boot and the test app. And the next step it'll do is if there isn't a key to sign with, it'll generate one and then it'll do the signing. Like I said, we have two versions of the key tools. One is the C version and the other is Python. You can use either one. They're both maintained. The C version is a little bit more portable, in my opinion, which I know sounds weird, but it's true. So make key tools builds those two applications. And then those are examples of how you would call them. Although when you do a make, it actually will do this automatically, right? So it'll build a it'll create a private key if it doesn't exist. So it'll do this key generation and then it'll export the public key into the key store. And actually, I think this is a little bit different now. Yeah, because we have a key store file that contains all the keys because you can do multiple public keys in a key store. And the signing is an example for what a sign looks like. Of course, this is using ed25519. But normally, that would be the ECC256. Let's see. And then we do support using an external HSM if you wanted to sign with that. It supports a way to export the hash that you would sign on the HSM. And then you import the signature. And there's arguments for the sign tool for that. And you can see with that link that the steps to do that. So testing and debugging. Flashing is done with the STM32 Cube Programmer tool. And that's a there's a command line interface tool. And these are the examples of how you would actually program it. So one is, you know, the option bytes for trust zone. But then flashing the WOLF boot.bin and the test app that serves you what you would do for that. You could also flash the factory.bin if you wanted on a successful boot with this board, you'll actually get the boot LED number nine. The red one will be turned on. If you wanted to do a test, you could sign that same firmware with a version two. So like this last argument is the version number. That's a 32-bit value. And WOLF boot is looking for a newer version to install, right? So if you sign with a newer version, it'll try to update that. And you can flash to it and reboot. You can see that it'll actually use that one instead. For debugging, you can build WOLF boot in the test app with debug symbols included if you use the make debug equals one. And then you could program that and attach the GDB server. And you could use GDB to actually walk through the code. You can add the symbol file as well for the test app. There's actually a GDB init in WOLF boot specified right here that actually points to where the symbols are for WOLF boot. And then you can supplement the symbols for the test app so you can set break points and jump around between the source code on both. So the U5 has quite a few security features built in. Let's see, there's the Secure Firmware Install SFI, which is in the reference manual section 3.2. It is Secure Encounter Installation of the OEM firmware using immutable root of trust code sort and system flash. It's a procedure that ST came up with for provisioning which is quite good. This chip also has trust zone and that basically has secure and non-secured version areas of the chip, so flash and memory that can isolate from each other. And WOLF boot does have some trust on support that's out there in a pull request and that's still a work in progress. But you're welcome to explore it. There's also temporal isolation, which uses this secure hide protection mechanism. So after you jump out of WOLF boot, the areas that WOLF boot resides in flash are inaccessible from the user application. And we have some support for that that's for similar architecture, the G0, which can be adopted. There's also the write protection. So this would be to prevent illegal or unwanted flash writes or erases on certain pages. There's also the readout protection, RDP. And this is when you're at the end stages of production, you would lock down your device. And these are the methods you would do that. For example, RDP level two would be set to prevent modification of the option bytes. So it's really important things to consider when you're building a device and you're putting that into production. Anyway, thank you for your time about WOLF boot, our secure boot loader. And thank you for ST for allowing us to do these videos.


is very well evidenced that if you do a simple lumpectomy where you're taking out the cancer surrounding tissue but you leave most of the breast when you do that the survival is not any worse than taking it all out if you get radiation afterward. So basically you're out from getting the whole breast tissue and all the tissue removed is when you're doing radiation after a lumpectomy where you're taking out like a portion of the breast. So that's let me make that clear for everybody so if you think why are they only taking a little bit of breast cancer take the whole thing out that's why this study show the radiation does the trick.


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This team is not anonymous this is Rami Daz and He's a senior software engineer and blockchain developer with real-world experience in planning creating and managing high-level applications He has experience in developing a wide range of software systems using a variety of programming Languages framework and databases. He also boasts a strong understanding of scaling various blockchain solutions and businesses and Here's one of his websites right here VTS blockchain engineers Here's Ali Ali is a renowned software back-end engineer with extensive work experience he boasts a deep knowledge of technical tools such as dango and Python here is John Miracle who is part of the marketing team? John is accomplished web 3 marketer specializing in helping web 3 companies grow and succeed through effective marketing strategies With a wealth of experience and inbound and outbound marketing John Miracle has a proven track record of Developing and implementing successful marketing campaigns that drive growth and increase brand awareness This is ready Shiam Shankar Shem has proficiency in boasting crypto brands with his content strategy He boasts a portfolio of 30 million words and has experienced Serving brands like Ku coin by bit and coin stats and this is ready Shiva Ready Shiva is a copywriter content creator and social media strategist with a proven track record of serving multiple global crypto brands and his content and research Welcome to Swiss cheese dot finance Swiss cheese the world's first ever decentralized Stock exchange We are developing radically futuristic user-friendly multi-chain Stock and crypto products on top of a robust decks on Swiss cheese by our native token SWCT exclusively on our ICO and the deadline is July the 1st now a couple things for you to realize is Swiss cheese is built on the polygon blockchain It is an ERC 20 Hoken standard it has a 120 million total supply very good. I like to see that you can see right here built on Polygon blockchain. This is their website All you got to do is go and connect your wallet and go to the public sale to start and get started A lot of people are comparing SWCT ICO with the Matic ICO Because they're on the polygon blockchain Swiss cheese is the world's first decentralized stock exchange. That's what makes it very very unique See right here trade everything on our blockchain platform right here It says Swiss cheese is developing a set of products and services designed to simplify the way you trade stocks shares and bonds Using a single swiss cheese dot finance account You can trade stocks crypto bond shares and invest in any global currency you wish without having to interact with the underlying technology this is game changer and If you scroll down you can see here trade everything on our blockchain platform completely decentralized Universal secured and dynamic. What's the advantage of participating in the Swiss cheese token? SWCT ICO Platforms native token SWCT is at the center of everything we do at Swiss cheese token swapping rewards disbursement and many other crucial aspects of the exchange are done using the SWCT token Also using ERC 20 token standard, which is Ethereum and huge growth potential as the Swiss cheese ecosystem grows. So does the potential for the SWCT token With more users and transactions taking place on the platform the demand for SWCT will continue to increase This in turn will increase the price of SWCT providing holders with a strong return on investment OTC rebates customers who hold enough SWCT will receive rebates from all of their OTC trading on Swiss cheese dot finance Access a stack of products in the single account One-stop shop Swiss cheese is building a stack of products focused on making stocks bonds and Cryptocurrency accessible to a new generation of users our products are super simple to use and work seamlessly Allowing you to earn invest and transact via a single platform a one-stop shop And I must remind you that rich TV live is strictly for information and education purposes Please do your due diligence do your research before you invest in anything that we talk about here on rich TV live Remember crypto projects are very risky, especially new ones We have no guarantee that anything is going to last some projects are gonna do great some of them won't this is a new project So it is inherently risky and past performance is not always an indication of future results What I want to do is I want to show you their Instagram This is their Instagram here Swiss cheese Swiss cheese underscore finance on Instagram This is their telegram page. I've joined their telegram. This is their Twitter page. I am also following them on Twitter It's he here. Don't forget to participate in the Swiss cheese giveaway and get a chance to win up to 2000 by investing in SWCT Exclusively on their ICO. This was on March 13th Now, how do you participate in the SWCT ICO? So this is a question that everyone's been asking how do you participate in the ICO really simple go to the website Go to Swiss cheese website on the left hand side. It says buy SWCT now Just like you see here in this picture It says we're right in the red by SWCT now right in the website right here by SWCT now click on it and It takes you here Okay Takes you to the next screen all you need to do is go and click on Contribute enter the amount of magic you want to spend and click contribute So you put in the amount that you want to spend right here and then click Right here and you want to put in the amount of magic you want to spend connect your wallet and then click contribute very very simple and Then you confirm the transaction on your crypto wallet. Just hit confirm really really simple Okay, so once you've done that just click confirm and it says right here how to Take part in the Swiss cheese ICO visit the ICO section connect your wallet Load dramatic to your wallet and on the pre-sale section enter the amount of SWCT You want to buy? Confirm your transaction and wait for the tokens to be airdropped to your wallet on launch day Swap your dreams with Swiss cheese today. All right, so if you go to the website and it hits Why participate it talks about all the reasons why you want to participate in the SWCT ICO Which we talked about Advantage Trade global financial instruments issue or trade stocks currencies bonds and other popular asset classes with no restrictions Swap cryptos with any shares and stocks You can swap your cryptos with any shares on our platform in a matter of seconds and in a press of a button Invest in our specially curated mix portfolios Invest in our specially curated mix portfolios that generate high returns even during turbulent market conditions and stay updated access high quality prices latest market trends and valuable news Updates only on the Swiss cheese platform now We talked a little bit about the token knock is tokenomics and I think tokenomics are very important for me Token sale the monetary policy mainly pertains to the tokens total supply and liquidity It also covers any mechanisms to expand or contract the token supply as needed by introducing inflation and deflation Mechanics token details Swiss cheese will be conducting the token sale on its own launchpad a platform That will be made available to future partners and businesses for their own token distribution needs So you can see here 5% for referral 30% for reverse 5% bonus for high-volume investors 40% for the ICO and 20% for the funding team. This is their roadmap second half of 2022 Private sale 14 million unsold tokens will be carried forward to the next round and start of MVP development If you like this video, please smash the like button comment down below share the video everywhere and subscribe This is Swiss cheese finance the world's first ever decentralized stock exchange


One unfortunate subject which should not have existed, but right now it's become a national debate which is rape because of a sudden horrible incident that happened in New Delhi. The whole country is talking, talking about rape. So this needs to be understood that though there may be a sexual stimulus to rape, it is not about sexuality alone. It's about the power to possess. This wanting to possess comes from various things. One fundamental mistake that societies have done is somewhere in the minds of the youth, the male youth in the world. We have put the idea that a female is a an object, a thing that you can possess. Either somebody's father can give you away. If he refuses, you can take it. Still there isn't it in the background. Somewhere very deep in the psychological structure there is an idea that a woman is a commodity. A commodity is... if something doesn't have a mind of its own, that's a commodity. So this probably in some places consciously implanted, in many other places unconsciously implanted, but it's deeply implanted in people's minds. Without taking this away, just one more law, hang the rapist, castrate the rapist, he's not going to really produce results. And where does this come from? This is a very wonderful thing in the ancient Bharat or India. The Hindu law proclaimed a man cannot go to heaven without his wife. You must understand the significance of this. I want you to understand the significance of it. A few thousand years ago, in many ways today, the playing field has been leveled for man and woman not because of any great social evolution, but because of technology. The technological development, which has made a woman being capable of participating in many global activities. If there was no technology, if it was a question of your physical strength, which carried you from place to place, definitely a woman would be still very home-bound. Not that she shouldn't be home. I'm saying being home is one thing, being home-bound is one thing. Being home is nice. Being bound by home is a different thing. So yes, definitely when somebody perpetrates a violent act, they need to be punished. But still if you want a better society, not just better longs, a law or a punishment is only relevant after things have gone wrong. Hanging somebody doing something else is still not going to fix somebody's life. If we want to see that things don't go wrong, there may be no absolute fix. But definitely there is something called as lowering the percentages or heightening the percentages. When you're dealing with a larger world, it is only question of lowering the percentages. Maybe there is never going to be an ideal society where no such thing will happen. But in striving towards that possibility, the most important thing is we need to understand. Right now the chant that we were doing is just about that. Still in most minds a woman means body parts, an accumulation of body parts. Yes. A breast, a navel, a curve, long hair, something. That's why many of you have short hair this day. One part of it you've gotten rid of. It is still a sum of body parts. Why is a woman a sum of body parts in someone who is not a woman is essentially this is springing. This is not just with a man, with a woman also, but she doesn't conclude. She does not make the same conclusions that a man makes. But she is also bound by the same limitations. The moment the boundaries of your physicality becomes ultimate boundaries of life. You do not experience your breath. You do not experience any transaction that's happening to keep you alive. This you think is ultimate boundary. If this is ultimate boundary, if I look at this, those who look like just like me they are enemies we would like to get rid of. Those who look different, those who seem to have different kinds of body parts are something that you want to possess. So essentially the problem is rooted in investing too much in physicality of life. If societies or human beings were experiencing their lives little more than their physical boundaries, these things would simply go down just like that. Maybe not eliminate it, but would go down dramatically and considerably. To a point where a few offenders you can deal with them with punishment. You cannot deal a vast majority of population with punishment. Suppose ten, fifteen, twenty percent of the people are committing crime in a society, you cannot punish twenty percent of the population. If it's one percent, you can punish them, you can deal with punishment. If it's twenty percent, you cannot deal with punishment. It's not going to help. You want to hang twenty percent of the population? That's going to be worse than rape and that's not going to help. So punishment people think is a deterrent. To some extent it is, maybe for most people it is not. They will just try to do it more carefully. Yes. They will try to take more precautions about it. Maybe because they have to take more precautions, it may come down a little bit. But still what's happening in one's mind and how it translates into life is the next step. But it's happening in your mind means when there's an opportunity it will happen in reality. Right now it seems there are over five hundred rape video games very popular. The video games go like this, this very popular video game goes like this.  If you successfully do it, you will get one of the daughters. This is a video game commercially being sold, bought in millions. Secretly people playing these games in their homes or offices or wherever on their computers. We are nurturing a sick world and we expect it to not to happen in the railway station. It will happen. This time it happened in a bus and this time it happened in the capital city. So it's a big news. Whole country and the media is on. Fine. Attention was needed for this. But if it happened in somewhere, some local place, in some village, in some little town, it would be just one more statistic or it does not even become a statistic because nobody reports such things.