Namaskar Satguru. The period of youth is defined by challenges, goals, achievements and ambitions. Many chase success as defined by others. In this hyper-connected, information-saturated era, there is the added stress of information overload and work-related burnout. Such stress takes away the happiness of our youngsters. We see more and more cases of depression amongst youth. How can the youth, in such challenging times, continually be happy? I want to know the truth about youth and happiness. Namaskaram Raj and... See in every generation, there is a set of people who are always complaining about something. And of course, there are people who are making use of the situations of their times. In the generation today, we have more conveniences, comforts, and we are able to know whatever we wish to know. People who are complaining about information overload, they must visualize and see that a thousand years ago, you wouldn't know what's happening hundred kilometers away. If even there was a great calamity or something fantastic happened hundred kilometers away, it would take a month or two months for you to get the information. Today, anywhere in the world, whatever is happening comes to you quickly and are you complaining about it? Please do not complain about it because this is one of the greatest privileges that we have as a generation that technologically we are empowered like never before. Never before another humanity had the capabilities that we have simply because of technological empowerment. It is just that you have not prepared yourself for the life that you need to handle in the sense right now you're complaining about technology which has made your life easy and comfortable. I want you to just imagine a thousand years ago, if you lived here, in the morning when you wake up, you need water for your use.  Believe me, most of the youth today are not even fit enough to carry two buckets of water for a mile. Physically they're just not capable of doing it. So, if you were here a thousand years ago without technology, would you carry these bucketfuls of water without complaint? No, you would complain because you are physically not capable. Similarly, if you have not made yourself mentally capable of handling various realities of today, then you complain. So what the youth needs to understand is the early part of their life, the most important thing is not your ambitions, not your desires to be fulfilled, not the lifestyles that you aspire for. The only thing that you should be concerned about is how to enhance this life to a higher level of possibility. If you do invest enough time in the inner development of who you are, handling the present situations will be effortless and above all you will not be complaining about the greatest gifts that have been offered to you in this generation. Never before you could fly from India to United States in fourteen hours time, never before you could pick up your phone and talk to somebody in any part of the world, never before you could see a million things happening all over the world and even in the outer space you can see what's happening. Please do not complain about these great gifts that you have, you have to equip yourself. Equipping yourself means there are technologies for inner well-being. What we are transmitting as inner engineering is just this, that you engineer yourself in such a way that you are fit for life. Instead of making yourself fit for life, you're asking life around you to change for your level of unfitness. Please don't do this. Right now the world is not moving any faster than what it was a few thousand years ago. The world is still spinning at the same time. It is just that we feel that the distances have been reduced simply because of technological prowess that we have. This is the most fantastic thing that's happened to human beings is we are so technologically empowered. We can see beyond our normal vision, you can hear beyond your normal sense of hearing, you can experience things beyond your normal sense of experience. It's just that you have to upgrade yourself. The technology around you is phenomenally upgrading itself every few months or years. It's time you upgrade yourself, upgradation of this technology, upgradation of who you are, enhancement of this life needs to happen. This is what inner engineering or yoga means, that you focus on enhancing this life.  It is like taking an old junky car on a F1 track, it'll fall apart. That's all that's happening to people. It's time that instead of just educating our children, just to make a living, just to find a job, just to get into this one or that one, we have to educate our children to first of all enhance themselves. Tools for self-transformation are the most important requirement of this age because external situations are going to be largely handled by machines. It's very important you are little smarter than the machines that you handle.


I'm a big fan of the company iOgear. It's such a some really nice little solutions to problems. They've got a sign here says Thunderbolt 3 USB-C. We got to talk to this guy. This is Michael Volpe from iOgear. Hi, how's everyone doing this evening? We're doing good. So we're doing an audio and video podcast. So we got to describe things and you can point at the same time. I will try my best. All right, well where you don't I'll say how big things are. All right, what do you want to show us today? So one of our newest products is our 60 gigahertz ultra fast 4k video extender. It's a fun little product that we actually won our 2019 innovation award honoree. One of the great things about it is in addition to looking amazing. It's a triangle. It is a triangle. And on the back I'm seeing power HDMI. We've got was that USB. So what does this do? So this is a 4k wireless transmitter. It sends in true 4k up to 60 feet from one HDMI source to another HDMI television. So you can do ultra HD TV and transmission with a dedicated 60 gigahertz bandwidth. So I don't get the use case for this. Do I want to watch TV in two rooms at the same thing? What am I doing with this? This is one of those scenarios where if you have a source in another space across the hall or in another point of the living room, you can set it up over there and then set this up so that there are no wires between TV at all. So with your brand new 4k television and your brand new 4k blu-ray player, you can get crystal clear near zero latency between the two devices. Wow, that's pretty slick. All right. Now this looks fun. What is that? So this is our 4k 4 port HD switch. It allows you to connect up to four devices. Okay, it's for 4 HDMI sources. Is that one in and three out? No, three in and one out. Right. There we go. So it allows you to have multiple devices that you can toggle between because as we know the televisions have been decreasing in the number of HDMI switches, but we have more toys. So many more toys. Well, we had to buy a receiver with I think six HDMI ports that cost a fortune. Yes. So you could get one of these and switch between them. Nice. And you have the ability to do remote, so you can jump between them. Sweet. So you can only use one HDMI port and have up to four devices playing on it. Nice. And it's 4k supports HDMI 2, what is it? It's 2.2. Sorry, I got that off by one. I was close. All right. What else you got? So we've got a number of cool new devices, including our upcoming docking station for the surface go. Okay. It allows for USB-C HDMI out and actually you can charge another device and the power delivery as well as pass through. Okay. Now with this work on an iPad as well? It wouldn't work on an iPad. It's actually custom built for... Oh, for that weird connector they got. Yes. Ah. Okay. So it's got the... Wait, that looks like USB-C. Oh, but it's also got a headphone. So it's been custom built for the surface go. Okay. That's cool. It's a need that we've seen in the marketplace for that particular provider. All right. Here's a USB type-C thing. I want to play with this. What is this? So this is our six-card SD reader with Thunderbolt 3. Oh, hold on. You can actually access all six cards at the same time. So who does six SD cards at the same time?  I'm pointing at Steve right now. This is a compact little thing like the size of a deck of cards or a smartphone maybe with six SD cards slot. And you've got the Thunderbolt 3 setup so that you can kind of get the benefit. Okay, cool. All right. And then of course... Now if the flash is down here at the end, right? This is a crazy looking keyboard. I'm going to describe it a little bit. The keys are changing color. They're green. They're blue. They're red. They're purple. We've got all the rainbow going on. What is this for? So this is our Hover Pro RGB. It's the latest from our caliber gaming line. It is features full RGB. Each key can be independently sourced with a different color. You can set up to 16 macros so you can have multiple fun. We have it on the default where it's just kind of flashing through right now. But it's built with a nice solid aluminum case. That is beautiful. But one of the nice things about it is it comes in both the red mechanical switch and the brown mechanical switch. So for that gamer who wants that hardcore click, this is the keyboard for you. And we kind of live in a nice space between the razors and the HyperX's and the lower right around the $80 MSRP. Okay, so affordable. Very affordable. We kind of like try to target the budget gamer right now. And of course, this supports our Keymander product, which is a kind of fun revolutionary piece of technology that allows you to connect your keyboard and mouse to your Xbox and PlayStation 4 so you can play any game via the keyboard and mouse, even if it's not supported by the developers. Very cool. Looks like IO Gear is into a lot of fun stuff now. Yes, we've been kind of exploring a lot of new areas for over the past five to ten years. And it's kind of, we've come a long way from the KBMs that we were known for and moved into areas that... I had that KBM. I mean, everyone had that KBM. That was kind of, we built our whole business on the KBM and we've been rapidly expanding into these new areas over the last five to ten years. Very good. So if people want to learn more about IO Gear, they would go to www.iogear.com. All right, very good. Thank you very much. Thank you so much. Have a great rest of the show.


Washington Approach, PN 452, we have the airport in sight. PN 452, Washington Approach, cleared visual approach runway 34R, contact Washington Tower 119.0, good day. PN 452, cleared visual 34R. Washington Approach, November 26124, approaching the mall. PN 26124, Washington Approach, traffic 1 o'clock, 5 miles westbound, Boeing 757 descending through 5,000 for runway 34R. Do you have that traffic in sight? Did he say 757? Property of Washington, I have the 757 in sight. PN 124, you're 4 miles behind the Boeing 757, caution wake turbulence. Follow that traffic, cleared visual approach runway 34R, contact Washington Tower 119.0. PN 22, can you connect 34R, following traffic 34R? Roger, Washington 34R, no problem. The introduction of wide-body airplanes in the 70s was instrumental in satisfying the public's desire for traveling. In order to safely avoid the wake turbulence associated with these aircraft, separation standards were developed that established aircraft weight categories and distances. At that time, aircraft were easily categorized, wide bodies, B727, B737, DC-9 and others. As the aircraft within the categories increased in number and size, the potential for wake turbulence encounters increased as well. Today there is almost a continuum of aircraft sizes as manufacturers developed the airplane family concept of new transport and corporate aircraft. Airports of various sizes are handling increased air traffic that includes everything from heavy wide bodies to small business and recreational aircraft. Along with this increased mix of aircraft comes an increased concern about wake turbulence. Wake turbulence, being a natural byproduct of powered flight, is generated by the lift created by the aircraft wings and helicopter rotor systems. It develops when air rolls up off the wingtips, forming two counter-rotating vortices. The strength and effect of a trailing vortex is predominantly determined by the size, weight, speed and wing configuration of the aircraft producing it. The strongest and potentially most dangerous wake turbulence is produced when the aircraft is heavy and flying slowly. The vortices from larger aircraft sink initially at about 300 to 500 feet per minute to a maximum of 900 feet below the flight path of the generating aircraft. Vortex strength diminishes with time and is affected by atmospheric conditions and contact with the ground. In calm wind, as the vortices sink close to the ground, they tend to move laterally over the ground at approximately 2 to 5 knots. The vortices are strongly influenced by ambient wind. A strong enough wind will dissipate the turbulence. A light crosswind will decrease the lateral movement of the upwind vortex and increase the movement of the downwind vortex. A tailwind condition can move the vortices forward into the touchdown area. One of the most hazardous situations is a light, quartering tailwind. The location and strength of wake turbulence still remains fairly difficult to determine and usually invisible to both the pilot and controller. There are, however, some basic recommended procedures which can be used to assist pilots in avoiding the preceding aircraft's wake. Your aircraft's performance and capability should be considered when applying these procedures. When landing behind a larger aircraft on the same runway, stay at or above its flight path, noting its touchdown point and landing beyond it. In the case of parallel runways closer than 2,500 feet, landing behind a larger aircraft requires the pilots to be aware of possible wind drift towards their runway. Stay at or above the larger aircraft's flight path and note its touchdown. If you are landing behind a larger aircraft on crossing runways, cross above the larger aircraft's flight path. If the larger aircraft is departing on the same runway, note its rotation point and land well prior to that point. Here, the larger aircraft is departing on a crossing runway. Note the rotation point. If it has passed the intersection, continue your approach and land prior to the intersection. If it rotates prior to the intersection, avoid flying below the larger aircraft's flight path. Abandon the approach unless you can land well before the intersection. Be alert for any critical takeoff situation which could lead to a vortex encounter. In takeoff situations, note the departing aircraft's rotation point and rotate prior to it. Be sure to evaluate aircraft performance and determine if it is possible. If necessary, or there is any doubt, delay the takeoff. After takeoff, continue your climb above and upwind of the larger aircraft's climb path until turning clear of its way. Avoid any headings which will place you behind a preceding aircraft path. In the case of an intersection takeoff on the same runway or parallel runways, be alert to adjacent large aircraft, particularly upwind of your position. Avoid subsequent headings which will cause you to cross below a large aircraft path. In the case of an aircraft making a low missed approach or touch and go, weight turbulence may exist along the runway and in your flight path, especially if a light quartering wind exists. Leave an interval of at least two minutes before executing a takeoff after a heavy aircraft. If you are en route via far and you observe a large aircraft above on the same track, avoid the area below and behind its path by adjusting your position laterally, preferably upwind. The other key player directly involved with avoiding weight turbulence is air traffic control. Air traffic controllers are required to provide radar and weight turbulence separation or visual separation until the pilot accepts visual separation or a visual approach. The primary considerations that affect the controller's ability to control traffic safely, orderly and expeditiously are the types of approaches available, instrument flight rules or visual flight rules, mix of traffic, jet, propeller or helicopter, traffic density, weight turbulence separation and noise abatement requirements. Traffic density is the major factor in the amount of airplanes that can be safely, orderly and expeditiously landed or departed. The busiest airport schedule takeoffs and landings based on weather conditions. Visual conditions and visual separation allow air traffic control to handle more aircraft in the traffic control system. Air traffic controllers can gain more flexibility in handling aircraft still under IFR control by clearing aircraft to maintain visual separation or a visual approach. There are several factors a controller should consider before clearing an aircraft to maintain visual separation or for a visual approach when weight turbulence separation must be applied. An aircraft upwind from a larger aircraft is unlikely to encounter any weight turbulence. However, it is not always possible or practical to have a smaller aircraft follow a larger aircraft on the upwind side. Another consideration controllers need to make is the flight path of the preceding aircraft compared to the flight path of the following aircraft. A steep descent of larger aircraft could create a hazard for smaller aircraft following on a normal descent to the same runway. As you can see, at some time, the smaller aircraft would be below the flight path of the larger jet. When practical, air traffic controllers should advise the following aircraft of the leader's steep descent. Faster aircraft following slower aircraft can create a serious weight turbulence problem by easily getting too close. The separation distance provides time for the weight turbulence to dissipate as well as descend. Intersecting runways can also create a hazard when a small aircraft is cleared to land on a runway where the flight path will take it through the flight path of a larger aircraft that was landing already parting on a different runway. The best method for avoiding weight turbulence is both pilot and controller awareness. Controllers must know where weight turbulence could occur and how it will affect other following aircraft. Crosswinds, steep descents, different air speeds, and crossing runways are just some of the factors controllers should consider. Pilots also have to be aware of where potential hazards exist. Sometimes giving a caution weight turbulence advisory is not enough. The pilots need to know if the aircraft they are following is on a steeper than normal descent, is flying slower than they are, or if it is landing on another runway. If there is a potential for weight turbulence hazard, the controller needs to inform the pilot of it and allow the pilots to adjust their flight paths accordingly. Conversely, it is the pilot's responsibility to keep air traffic controllers informed of flight profiles outside of the normal operation. When it is operationally beneficial, air traffic control may authorize the pilot to conduct a visual approach to an airport or to follow another aircraft in VFR weather conditions. The pilot must have the airport or the preceding aircraft in sight before the clearance is granted. The pilot is solely responsible for avoiding weight turbulence. The task of maintaining proper visual relationship with the lead aircraft in order to remain at or above its flight path becomes greater and more complicated when aircraft of different sizes and speeds approaching from various altitudes and directions are involved. Changing from an instrument approach to a visual approach and landing, when conditions permit, is routinely accomplished. The pilot's situational awareness, up until the time of transition from IMC to VMC, is usually limited to information received from radio communications. So that's 2-10 traffic is 10-12 miles east of the mall is a 0.757 for 34R, caution possible, wake turbulence. While ATC will issue information and cautionary instructions, the pilot must be prepared to determine the traffic situation and apply proper avoidance procedures. In order for pilots to avoid weight turbulence by staying on or above the flight path of the leader aircraft, trailing pilots must make some assumptions on where the leader has flown since there is no available visual reference to indicate this. The use of visual glideslope indicators such as VASI or PAPI or instrument precision approach aids will assist in establishing and maintaining a normal approach flight path. When available to the pilot, the ILS glideslope can assist in determining the flight path of a leader aircraft. However, it is not foolproof. In fact, the leader aircraft may have flown above the glideslope for wake turbulence avoidance or other reasons. If external aids are not available and obstacles are not a factor, a descent rate of 300 feet per nautical mile traveled approximates a 3-degree flight path. The aircraft should be stabilized on a flight path as early as possible, but not later than 500 feet above the ground. One way to determine the flight path the leader aircraft has flown is to line up the leader aircraft with the anticipated or normal runway touchdown point. Visualize an extension of the line between those two points. This technique assumes the leader has flown a consistent flight path and is using a normal touchdown point. While following an aircraft, extending an imaginary line from your aircraft through the leader to the runway should end at the normal runway touchdown point. If it ends at a point down the runway, the trilling aircraft is probably below the flight path of the leader. If the line extension is prior to the touchdown point, as in an overrun, the trilling aircraft is probably above the leader flight path. When ILS approaches are being used in VMC, consideration may be made by the pilot of the trilling aircraft to fly at or above the ILS glideslope. This assumes the leader aircraft is positioned on the glideslope. However, this assumption is not always valid. Pilots should be cautious of leader aircraft intercepting the glideslope from above. A nose-high pitch attitude of the leader aircraft should not be used as an indicator of flight path because pitch attitudes vary among aircraft types and manufacturers. During crosswind conditions, pilots may consider flying offset on the upwind side of the localizer centerline as a means of avoiding the leader's weight turbulence. This assumes the leader is flying on the localizer course. Pilots may also establish longitudinal separation from a leader aircraft so as to allow time for the weight turbulence to move or dissipate. Judging in-flight distances is not always easy to do. Air traffic controllers are willing to provide separation distance information to pilots. They can also provide airspeed differential between aircraft if applicable. One technique available is for the trilling pilot to start timing the leader aircraft when it or its shadow passes a recognizable geographical reference point. Radio call points can also be used for timing references. After determining the amount of time it takes for the trilling aircraft to pass over the same point, convert that time into distance. Most heavy and large aircraft produce some smoke from tires during touchdown on landing. Pilots of trailing aircraft upon observing the smoke can estimate their own position from touchdown as well as determining a point to land beyond. Knowing the distance from the runway to an instrument final approach fix or an available landmark can be helpful in determining relative distances. There are multiple ways to increase separation distances while following an aircraft on final approach. Several factors should be considered however before implementing these techniques. Aircraft performance, in-flight visibility, coordination with ATC and other traffic in the pattern that are taking off or preparing to take off. Airspeed reduction is an obvious choice of most pilots for increasing separation. But it is usually limited to small changes because of aircraft performance or ATC restrictions. Pilots must not reduce airspeed below the aircraft's minimum safe operating speed. Be aware that recovery from an inadvertent wake turbulence encounter is more difficult at slower speeds. Performing S turns is another way to gain separation. Flying a 360 degree turn will greatly increase the distance from the leader but the impact on other aircraft may preclude its use. The decision to abort the approach or landing and go around is always an alternative for avoiding wake turbulence. Speedbird 87 heavy to traffic now 12 to 1 o'clock, 8 miles northeast, bounce in MD-8500 for 3, 4 left UC. Listening to all radio communications, not just those directed at you, can be helpful in providing information that can improve wake turbulence situational awareness. Prior to entering a visual pattern or initiating an instrument approach, radio communications between ATC and other airplanes can alert pilots on where they may fit in the landing sequence or what type aircraft they may follow. Takeoff and landing clearances for other aircraft provide pilots information that can be useful for spacing considerations as well as anticipating the location of generated wake turbulence. In other words, don't overlook any information that can aid your planning and flying an approach, takeoff, landing or go around. The number of aircraft continues to increase each year for reasons that reach from the desire for greater recreational use to responding to commercial requirements. As this number has increased, so has the necessary support or infrastructure. We have evolved from few pilots to many pilots, from few air traffic controllers to many air traffic controllers. This situation coupled with high air traffic density creates an environment that requires pilots and air traffic controllers to cooperate in order to safely and efficiently conduct flight operations. Air traffic controllers should understand that many times the pilot's situational awareness is limited to information provided by air traffic until the pilot enters visual conditions. This means initially that it may be difficult for us to visually detect whether we may be overtaking the leader aircraft or where we are relative to the leader's flight path. We as pilots can assist air traffic in several ways. One way is to understand the controllers are continually challenged in sequencing arrivals with departures, planning for different aircraft with different performance characteristics, and applying wake turbulence separation criteria. If we initiate an unusual request or make a change in our flight operations from what is normally expected by air traffic, it will probably increase an already high workload for most controllers at major airports. Timely precise and disciplined radio communications with air traffic improves the flow of vital information. Now let's review the re-enactment of the wake turbulence encounter you watched at the beginning of this video and see where increased awareness might have prevented the incident. The leader aircraft is coming in high and slow because its descent was delayed. Although not typically a problem, it contributes to the situation which arises. The citation should have been aware of the location of the 757's flight path and that the citation's current flight path would be below the flight path of the 757. The pilots lacked sufficient situational awareness of the possibilities. Putting the 757 on the left runway with the trailing citation on the right positioned the citation downwind from the 757. Light winds enabled the wake turbulence from the 757 to drift to the right. Additionally, if the controller had been aware that there was potential for reduced separation upon landing and of the 757's higher approach path, he could have worn the citation of its closure with the 757 and he could have given important information regarding the 757's flight path by advising the following aircraft that the leader aircraft was higher. For example, your traffic departed the outer marker at 3,000 feet. Wake turbulence is one of many factors that pilots and air traffic controllers must overcome to fly safely. It takes cooperation, awareness and the understanding of each other's requirements to safely avoid wake turbulence.


Around the 1950s children were playing war games mainly based on mobile 2. They played England versus Germany and made fun of Hitler. They ran from bullets and bombs and things like that. Now we base it on computer games, movies and the war in Afghanistan. My dad said that he played cowboys and Indians and made dens by covering holes in the ground with corrugated iron over the top. Some Friday afternoons after school my brother and I made a den by covering the sides and adding a torch inside since we turned out all the other lights off. My teacher played teachers when she was a little girl. Nowadays we play teachers mostly with computers or pieces of paper.


What's up everybody, Jason here for jazzybiscasebricks.com. So that was the 1920 Overdeck and Grain Hockey Five Box Case Brick Brigade Team number seven just sold out. So here you go. Fresh case number seven and eight. Yeah, and you got the last one, Mojo, got the Jets, and then also got the Honorable Senators. So good luck, couple Canadian teams. And then here is the case in grain. This is a master 10 box case. There'll be two inners of five boxes each, which this is a five box interbrick. So we'll see what we will be doing here once we open it up. So top, bottom, actually let's flip it around. Case on the top, case on the bottom, one, two, three for the top, four, five, six for the bottom. All right, six. One, two, three, four, five, six. This would be for PYT number eight. All right, here on the top. I'm sure that'll be coming up soon. Awesome, Mo, a little, little case. I love that when a product implements this product, created it last year, it was pretty cool to the rotation of yearly products. I love those wood carbs that we pull out of here. They made a monograph this year, which was pretty cool. So even better, these ones have a great finish, like it feels really, really nice. So that's 35 out of 49, little John Gibson for the Ducks. He's a little blank sub-TJ. And you got Jack Eichel to $2.99 for the Sabres. And we got to $2.99, Zach McEwen for the Nucks. How about we just go in order? Jesper, both of us, rookie signature shots. These are cool little stick cards right here. Carbon fiber, basically what they use for the new sticks now that make them so bendable. So that's for the Devils and Matt Buckler. And how about a signature remnants to 35 Ray Bork, little piece of the wood. So that's what they used to use back in the day, right? Wood sticks. And then there's the ink, beautiful seven out of 35 for the Bruins, but a David Duffy. And then we got ourselves a Michael Folique to $65. That's a real stick right there. There you go. Game used. That's for the Calgary Flames and Curtis. Where's that flame at? What's up, Curtis? What would you call people from Calgary? Just sounds weird to say Calgarians, but it sounds like a Game of Thrones type of deal. Like Targaryens. Cody Glass. Are you Calgarians? All right, sounds like I said, sounds like some type of Game of Thrones stuff. Cody Glass, rookie for the Vegas Golden Knights. There you go. Got a little Patrick Wah to $2.99. Carl Ravillage. Going to Steve and then Zach Sennicham. And we got ourselves a Ryan Kufner to $2.49. Detroit Red Wings, going to Steve. You used to be one, Jack? You live in Calgary too? All right, so a little BB-6, Brock Besser. I kind of love his autograph, to be honest. This is an update from last year's, 1819. I don't know if the auto's looking exactly like this, but this is what they felt, this is what they looked like last year. Nice one there for the Nucks and Ryan. There you go, man. How about a little Connor McDavid, little used stick right there. Always got to feel the stick, you know? 60 out of 100 for the Oilers. Michael with that one. Nice for one year. I want to do one of those travel Alberta packages the Kings offer, where you just go to Calgary for a game, and then you go to the Kings game when they play against Edmonton. And David Perron to 85 for the Blues. Who's taking it this year, guys? Michael with the Blues. Next box, Lightning are taking it this year? I don't know, man. Actually, they just seem to choke over here. They're kind of like the Colorado Avalanche, you know? It's like the Avalanche are always there, always the team to be in that roundup being synthesis. For the Islanders, little Matthew Barzell. Henrik Zidine, another one there for, oops, sorry, another one there for the Nucks. And you got Nikita Guza, for the Doubles. A little Tobias Pijorm from 299 for my L.A. Kings. Chris Pairn with that one. Ooh, this is nice, complete sticks. There's a little chip right here in the top corner of this OV, but other than that, I don't actually have the bottom chip too a little bit. 18 out of 25, a little triple relic. That's the thing with these bigger, thicker carts. Watch the capital's gonna mark. And we got Andreas Anthony, see you. I don't think he's on the Detroit Red Boons anymore, but there you go, little remnants. I know, cheer for the Kings in the off season to make the right pick at number two. All right, there for the Detroit. I do, I always tell Jack this, I know he probably hates it, but yeah, like my East Coast team would be the Leafs because the Austin Matthews are big Austin Matthews fans, but I am a big Ovechkin fan too, so I don't mind seeing Ovechkin win another ring. I wouldn't mind him partying like he did when they won two years ago. OV deserves it, and so I wouldn't mind that happening. So, for me it's the Leafs and the Washington Capitals, if anything. All right, Pierre-Luc de Bois, and we got Seth Jones for the Hawks, who has the Hawks? Jacob does. Would have been fun. You know, the Kings are playing some good hockey, man. I was always bringing it up, man, but they were like on an eight, nine game winning streak before COVID hit. I'm not saying they would have made the playoffs, but the way they were playing, I mean, if they would have ended up finishing out the season, if that's the case, I mean, who knows? They may have made the 24 team playoff little tournament they have, honestly. Blue Jackets, Michael. They were finally playing really, really well together. Lot of young talent on that team. Would have been fun to see. Dylan Sakura, that is out of 65 for the Chicago Blackhawks. I mean, yeah, I mean, for the hobby, I wouldn't mind seeing the Oilers win it, either, if they were to go that far. And we got Dante Fabro, little rookie relic to 35. I'll try not, Daniel. I will try not, just in case, man, get these teams in the next break, if you can. Well, I think if you're thinking of like, the only one I think that probably hasn't worked out too much is probably, I mean, I think Quick, obviously, is one of them. Copa Tars contract, I'm okay with that because he's still produces. Doughty, obviously, still young enough. He's like 29. 30. The one, if anything, is like Carters and Browns and stuff. But even them, Dustin Brown, had a pretty decent season. And the fact is that he's like 36 already too. It's pretty crazy. But like I said, they do have a lot of young talent though. Towards the end of the year, they started all playing together. Started clicking, you know? But I'm sure they'll get rid of some of these people over the off season. You know, I hate to see like, Quick go, but I think it's almost time for him to hang it up too. But I don't think the Kings will trade them. I don't think they would do something like that to him. I think they'll just tell him, hey man, do you want to go somewhere? Cause I can only see him probably going to the Rangers. Cause I'm sure he grew up a Rangers fan. But other than that, I think he would retire. No, Dustin. And we got a Winnipeg jet, Inola signature rookie shots to 249. There you go, Daniel. No going skunked in this break, you know? Well, I don't, I mean, I think Cal Peterson is pretty good. I mean, he's not, he was a pretty big name, but decided to go to college and you know, chose the Kings over anybody else. So I still think he has a chance to be really good. Palo Fonte, for the Islanders. But yes, they do need some more defensive help for sure. But I really think you just need that big goal score that they strive to get every year. Islanders going to David Duffy and a little leaf patch to 6435. Adam Johnson with that one. Little Elio. And another one, Dale Hauerchuck to 100. Going to the Jets, Jets, Jets, Daniel. There you go. And there you go guys, that was the break. Very nice stuff here. As always, upper deck and great hockey, five box case break, frequency number seven, jaskierscasebreak.com, number eight's in the store, should be sold out soon. Let's get that going a little bit later tonight. Appreciate it guys.


Wow. Hey guys, this is a cool announcement. We reached 3,000 subscribers I wasn't expecting this to happen until maybe next year if ever just wanted to do a little thank you to you guys saying hey Thank you for subscribing. I hope you guys have enjoyed what I've brought to you over the years I know a lot of it's just been me ragging on supernatural But there's all the other stuff as well that I try to do and I'm hoping that y'all are enjoying yourselves and Well, thank you. This is a big little accomplishment for me I didn't expect this so I'm quite happy about it It does make me think that maybe that we could try some other things down the road Um, I have been thinking about a patreon thing for a little while now But I am going to do a video talking about it and asking you guys What you would think would work the best so that will be coming around but obviously we got finished supernatural season 15 So that's coming up. But anyways, yeah, just thank you. This is so cool. I I've been looking at it I've been counting it down. I wanted to do the video yesterday, but I was just exhausted when I crossed over. I was like That was that was my excitement because I was just so tired when I woke up it for the morning. Anyways guys I hope that you are doing well and thank you For all of you who have stuck around for all of you who have enjoyed what I've brought to you And I hope that I continue to do that. Anyways, that's all from me guys. I hope you're enjoying your day I'll see you guys next time