Style on being a Social Robot
February 23, 2004 by Thundercat
Filed under Tips & Tricks
Wow, the GREAT and MIGHTY Syle (the most powerful of the Jedi) has graced the Advanced board of mASF with yet another $$$$$ post on something which stikes to THE VERY CORE of many of the “Poo-Ahhs” out there. Here’s what he has to say:
Style writes:
Have you ever noticed that there’s something strange about a lot of sargers?It’s as if you look at a guy, and you can just TELL that something is missing.
And some of these guys even do amazing in the field. They get great reactions most of the time, and sometimes even #s and !s. But, at the same time, they NEVER seem to have a girlfriend.
Most of the guys I know are like this. And there are a few reasons why: First, it goes back to one of my cardinal rules: The best way to sarge is to have something BETTER to do than to sarge. Some guys give up everything — school, work, even GFs — to learn to sarge better. But all these things ALLOW you to sarge better, because they make you a more COMPLETE person.
A problem I’ve noticed amongst some of the most dedicated posters here, especially those who got into ASF in their teens or early 20s,, is that they have INVENTED themselves through this theory. They are, to some degree, SOCIAL ROBOTS. And, after a great 20 minute set, it begins to show through to an HB that you don’t have anything MORE going for you. The other problem with being a social robot is that you start to thing that everyone else around you is one too, and begin to read TOO MUCH into their actions.
Here’s another thing Social Robots do: They treat Women completely differently than they treat Men. If they are around women, even at a lunch for work, they feel a stange shot of adrenaline and feel as if they have to sarge. Interactions with women are no longer normal; they become special occasions to feel a sense of self-worth. Your self-esteem is contantly at the mercy of the reactions of women.
Social robots also stop seeing value in things that are non-PU related, such as books and movies and even friends that they can’t learn about PU from.
So, what I’m trying to say in short is that ASF and the PU lifestyle can give you SO much — I know it’s given me so much — but it can take away a lot too. You can end up becoming just a one-dimensional person, a social robot.
The solution is to put your life back into balance; spend just an hour a day reading ASF/PU-related material; spend just three nights or afternoons a week sarging or hanging out with PUAs. Alternate PUA reading with good literature. Make it a HOBBY. And focus a greater share of your efforts on the job/achievements/success you want in life. If you can make something of yourself, the HBs will come and what you’ve learned here will prepare you to deal with them.
There’s a book on cold-reading that basically breaks down all problems to Health, Wealth and Relationships. And each have an Internal and External component. (This btw is the book where Mystery got his theory on this from.) And you need to start DIVIDING your attention between ALL of these to be successful in any single one.
A lot of guys always ask how I got good so quickly. And I think that in addition to all the awesome things (like Mystery’s workshop) that changed my life, I was well-rounded and interested in people to start with. So when I ran out of routines, I could still be INTERESTING and INTERESTED. Those two words in caps right there are, I think, the special sauce that can prevent a lot of flaking that guys here seem to get.
And then later on Style chimes back in with this:
Oh, and here are some other things Social Robots do:
–They think that everything that a HB says to them that isn’t 100 percent positive is a “shit test.”
–They think that if an HB is busy on the one night they ask her out, then it’s a personal insult and must be dealt with using “anti-flake” measures.
–They panic if they run out of “material” during a conversation with a woman.
–They see all other males who are interacting with women as AMOGs who must be destroyed.
–They cannot discuss a woman without asking first, “What’s her rating?”
I could go on. But you get the point…
(And, hey, I have no illusions: I’ve been guilty of being a social robot just like everyone else here.)
Hmmm. More than a few not-so-subtle pot-shots at some big guys in the community (and the community in general to boot). But does that make him any less right? Ideed, I have noticed this is a big problem with lots of guys as well. But the real question is: Are people like this because it is a result of studying this stuff, or does it just bring out who people are to begin with?
You can read the whole thread here.
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First, the good news. “The vast majority of aircraft accidents are survivable, and the majority of people in accidents survive,” says Galea. Since 1988, aircraft — and the seats inside them — must be built to withstand an impact of up to 16G, or g-force up to 16 times the force of gravity. That means, he says, that in most incidents, “it’s possible to survive the trauma of the impact of the crash.”
For instance, he classes the initial Jeju Air incident as survivable — an assumed bird strike, engine loss and belly landing on the runway, without functioning landing gear. “Had it not smashed into the concrete reinforced obstacle at the end of the runway, it’s quite possible the majority, if not everyone, could have survived,” he says.
The Azerbaijan Airlines crash, on the other hand, he classes as a non-survivable accident, and calls it a “miracle” that anyone made it out alive.
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Most aircraft involved in accidents, however, are not — as suspicion is growing over the Azerbaijan crash — shot out of the sky.
And with modern planes built to withstand impacts and slow the spread of fire, Galea puts the chances of surviving a “survivable” accident at at least 90%.
Instead, he says, what makes the difference between life and death in most modern accidents is how fast passengers can evacuate.
Aircraft today must show that they can be evacuated in 90 seconds in order to gain certification. But a theoretical evacuation — practiced with volunteers at the manufacturers’ premises — is very different from the reality of a panicked public onboard a jet that has just crash-landed.
Galea, an evacuation expert, has conducted research for the UK’s Civil Aviation Authority (CAA) looking at the most “survivable” seats on a plane. His landmark research, conducted over several years in the early 2000s, looked at how passengers and crew behaved during a post-crash evacuation, rather than looking at the crashes themselves. By compiling data from 1,917 passengers and 155 crew involved in 105 accidents from 1977 to 1999, his team created a database of human behavior around plane crashes.
His analysis of which exits passengers actually used “shattered many myths about aircraft evacuation,” he says. “Prior to my study, it was believed that passengers tend to use their boarding exit because it was the most familiar, and that passengers tend to go forward. My analysis of the data demonstrated that none of these myths were supported by the evidence.”
The survivors of recent crashes were sitting at the back of the plane. What does that tell us about airplane safety?
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Look at the photos of the two fatal air crashes of the last two weeks, and amid the horror and the anguish, one thought might come to mind for frequent flyers.
The old frequent-flyer adage is that sitting at the back of the plane is a safer place to be than at the front — and the wreckage of both Azerbaijan Airlines flight 8243 and Jeju Air flight 2216 seem to bear that out.
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The 29 survivors of the Azeri crash were all sitting at the back of the plane, which split into two, leaving the rear half largely intact. The sole survivors of the South Korean crash, meanwhile, were the two flight attendants in their jumpseats in the very tail of the plane.
So is that old adage — and the dark humor jokes about first and business class seats being good until there’s a problem with the plane — right after all?
In 2015, TIME Magazine reporters wrote that they had combed through the records of all US plane crashes with both fatalities and survivors from 1985 to 2000, and found in a meta-analysis that seats in the back third of the aircraft had a 32% fatality rate overall, compared with 38% in the front third and 39% in the middle third.
Even better, they found, were middle seats in that back third of the cabin, with a 28% fatality rate. The “worst” seats were aisles in the middle third of the aircraft, with a 44% fatality rate.
But does that still hold true in 2024?
According to aviation safety experts, it’s an old wives’ tale.
“There isn’t any data that shows a correlation of seating to survivability,” says Hassan Shahidi, president of the Flight Safety Foundation. “Every accident is different.”
“If we’re talking about a fatal crash, then there is almost no difference where one sits,” says Cheng-Lung Wu, associate professor at the School of Aviation of the University of New South Wales, Sydney.
Ed Galea, professor of fire safety engineering at London’s University of Greenwich, who has conducted landmark studies on plane crash evacuations, warns, “There is no magic safest seat.”
A year ago today, things went from bad to worse for Boeing
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At 5 p.m. PT on January 5, 2024, Boeing seemed like a company on the upswing. It didn’t last. Minutes later, a near-tragedy set off a full year of problems.
As Alaska Airlines flight 1282 climbed to 16,000 feet in its departure from Portland, Oregon, a door plug blew out near the rear of the plane, leaving a gaping hole in the fuselage. Phones and clothing were ripped away from passengers and sent hurtling into the night sky. Oxygen masks dropped, and the rush of air twisted seats next to the hole toward the opening.
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Fortunately, those were among the few empty seats on the flight, and the crew got the plane on the ground without any serious injuries. The incident could have been far worse — even a fatal crash.
Not much has gone right for Boeing ever since. The company has had one misstep after another, ranging from embarrassing to horrifying. And many of the problems are poised to extend into 2025 and perhaps beyond.
The problems were capped by another Boeing crash in South Korea that killed 179 people on December 29 in what was in the year’s worst aviation disaster. The cause of the crash of a 15-year old Boeing jet flown by Korean discount carrier Jeju Air is still under investigation, and it is quite possible that Boeing will not be found liable for anything that led to the tragedy.
But unlike the Jeju crash, most of the problems of the last 12 months have clearly been Boeing’s fault.
And 2024 was the sixth straight year of serious problems for the once proud, now embattled company, starting with the 20-month grounding of its best selling plane, the 737 Max, following two fatal crashes in late 2018 and early 2019, which killed 346 people.
Still the outlook for 2024 right before the Alaska Air incident had been somewhat promising. The company had just achieved the best sales month in its history in December 2023, capping its strongest sales year since 2018.
It was believed to be on the verge of getting Federal Aviation Administration approval for two new models, the 737 Max 7 and Max 10, with airline customers eager to take delivery. Approvals and deliveries of its next generation widebody, the 777X, were believed to be close behind. Its production rate had been climbing and there were hopes that it could be on the verge of returning to profitability for the first time since 2018.
Chile’s President Boric leads journey to South Pole in historic trip
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Chile’s President Gabriel Boric travelled to Antarctica’s South Pole on Friday, a place where no other Latin American president has set foot, according to the Chilean government.
Boric led the historic two-day trip, named Operation Pole Star III, to extend the environmental monitoring of pollutants on Antarctica, Chile’s government said in a statement.
He travelled with scientists, armed forces commanders and government ministers from the Chilean capital of Santiago to Punta Arenas, a city in southern Chile, public broadcaster Television Nacional de Chile (TVN) reported. From there, they made several stops before finally reaching the US-run Amundsen-Scott South Pole Station, according to TVN.
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Chile is one of seven countries that has a territorial claim in Antarctica, alongside Argentina, Australia, France, New Zealand, Norway and the United Kingdom.
It is also a signatory of the Antarctic Treaty, which dictates that the continent may only be used for peaceful and scientific purposes.
While Chile has historically carried out scientific activity in Antarctica’s northern sector, the country’s government is now hoping to expand research into the west of the continent, its statement said.
Boric called his trip to the South Pole an “honor” and a source of pride, TVN reported.
“This is a milestone for us. It is the first time a Chilean and Latin American President has visited the South Pole,” he said, according to TVN.
On a long-dormant pad in Florida, a rocket that could challenge SpaceX’s dominance is poised to launch
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On a Florida launchpad that has been dormant for almost two decades, a new, roughly 320-foot (98-meter) rocket — developed by Jeff Bezos’ company Blue Origin — is poised for its maiden flight.
The uncrewed launch vehicle, called New Glenn, will mark Blue Origin’s first attempt to send a rocket to orbit, a feat necessary if the company hopes to chip away at SpaceX’s long-held dominance in the industry.
New Glenn is set to lift off from Cape Canaveral Space Force Station as early as next week.
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The rocket, which stands about as tall as a 30-story building, consists of several parts: The first-stage rocket booster gives the initial thrust at liftoff. Atop the booster is an upper rocket stage that includes a cargo bay protected by a nose cone that will house experimental technology for this mission.
And, in an attempt to replicate the success that SpaceX has found reusing rocket boosters over the past decade, Blue Origin will also aim to guide New Glenn’s first-stage rocket booster back to a safe landing on a seafaring platform — named Jacklyn for Bezos’ mother — minutes after takeoff.
Like SpaceX, Blue Origin will seek to recover, refurbish and reuse first-stage rocket boosters to drive down costs.
For this inaugural mission, a smooth flight is not guaranteed.
But the eventual success of New Glenn, named after storied NASA astronaut John Glenn, is instrumental to some of Blue Origin’s most ambitious goals.
The rocket could one day power national security launches, haul Amazon internet satellites to space and even help in the construction of a space station that Blue Origin is developing with commercial partners.