Já compartilhamos muitos casos de vidas que foram salvas com a ajuda do Apple Watch, mas a maioria deles parte de relatos feitos pelos protagonistas (ou terceiros) nas redes sociais ou para publicações jornalísticas.
Desta vez, a própria Apple publicou em seu canal no YouTube o relato de um homem chamado Phil, que contou em um vídeo de pouco mais de meio minuto como o recurso SOS de Emergência do relógio salvou a sua vida.
Ele relatou estar pedalando em uma trilha com seus filhos pequenos quando calculou mal um salto e sofreu um acidente que o deixou desacordado — o que fez o Apple Watch detectar a queda e ligar imediatamente para a emergência.
“Só agradeço muito por estar usando o meu Apple Watch”, disse Phil, que foi resgatado pelos bombeiros e ficou internado por uma semana após quebrar a clavícula e sete costelas por causa do acidente.
Baita história, não?
Apple Watch Ultra 3
Cores: natural ou preto Pulseiras: loop Alpina, loop Trail, Oceano ou estilo milanês de titânio
Material: alumínio ou titânio Cores: cinza-espacial, prateado, ouro rosa, preto brilhante, natural, dourado ou ardósia Tamanho: 42mm ou 46mm Conectividade: GPS ou GPS + Cellular Pulseiras: esportiva ou estilo milanês
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Fontes da cadeia de suprimentos dão conta de que a Apple estaria avaliando a utilização de uma tela maior para o iPhone — de quase 7 polegadas, mais especificamente — em um futuro próximo.
A informação veio do leakerDigital Chat Station, o qual comentou na rede social chinesa Weibo que o tamanho físico do novo painel seria de exatas 6,96 polegadas. Ele especula que essa ampliação deverá acontecer no“iPhone 20 Pro Max”, a versão maior da edição comemorativa de 20 anos da linha, marcada para chegar em 2027, sucedendo o “iPhone 18 Pro Max”.
Caso o rumor se confirme, esse se tornará o maior painel já utilizado em um iPhone (embora a diferença em relação às 6,86″ do iPhone 17 Pro Max seja pequena), número suficiente para que o arredondamento das campanhas publicitárias da Apple dê conta de uma tela de 7″.
A proposta dos modelos comemorativos de 20 anos, conforme especulam vários insiders, é de uma tela sem intervenções, com bordas curvas. Segundo Mark Gurman, da Bloomberg, esses novos iPhones deverão contar com um chip “A21” de 2 nanômetros, que poderá estar presente ainda na segunda geração do iPhone dobrável. Resta a dúvida se a Apple pulará a linha “iPhone 19” e seguirá direto com o “20” (ou “XX”), como fez com os iPhones 8/8 Plus e o iPhone X, em 2017.
iPhone 17 Pro Max
Cores: prateado, laranja-cósmico ou azul-intenso Armazenamento: 256GB, 512GB, 1TB ou 2TB
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The president joined Republican officials who slammed the National Academies of Sciences for a chapter about climate science in an educational guide for judges.
The US military said it has launched its 10th consecutive round of strikes on Iran to force the reopening of the strait of Hormuz.
Earlier on Monday, Iran’s president said the country is in a “full-scale war” after the US expanded its aerial campaign and Tehran struck Washington’s Gulf allies, even as diplomats said talks to de-escalate were continuing.
A common culprit behind severe gum disease may also stiffen and narrow the heart's aortic valve, preliminary research suggests. This may help explain links between gum problems and poor heart health.
Now, researchers suggest that Porphyromonas gingivalis, one of the main bacteria involved in severe gum disease, may also contribute to calcific aortic valve disease (CAVD), a condition in which calcium builds up in the heart's aortic valve. The findings were presented in July at a meeting of the American Heart Association in Boston and have not been peer-reviewed yet.
Dr. Elena Aikawa, a professor of medicine at Harvard Medical School who was not involved in the study, said the findings "fit well with our current understanding of calcific aortic valve disease as an active, inflammation-driven disease rather than simply wear and tear of the valve."
Periodontal disease is likely just one contributor among many, rather than the sole cause of CAVD, she added. But the study does identify a biologically plausible pathway linking oral health to heart health that could open new opportunities for prevention and treatment.
How mouth bacteria harm the heart
CAVD affects millions of people worldwide, and there are no approved drugs that slow or stop its progression. As the disease worsens, people may develop fatigue, shortness of breath and chest pain, and in severe cases, they often require valve-replacement surgery.
Meanwhile, prior to the new research, it was known that bacteria and inflammatory signals from the mouth can sometimes enter the bloodstream and affect distant tissues, said Richard Lamont, chair of oral immunology and infectious diseases at the University of Louisville School of Dentistry, who was not involved in the study. Over time, these effects can accrue and gradually reshape how the immune system behaves, he said.
In CAVD, calcium builds up in the aortic valve, which connects the left side of the heart to the large artery that carries oxygen-rich blood to the body. (Image credit: Noctiluxx via Getty Images)
P. gingivalis is known to be particularly destructive to gum tissue, causing lots of inflammation, and it's been tied to cardiovascular disease in the past. To see if the bacterium might be directly impacting heart health, researchers at Fuwai Hospital in Beijing looked for P. gingivalis in aortic valve tissue removed during valve-replacement surgery. They compared this diseased tissue to valves that weren't calcified.
The calcified valves contained much higher levels of P. gingivalis DNA and proteins made by the bacterium. "P. gingivalis was about 30 times more abundant in calcified valves than in non-calcified valves," study first author Dr. Chenyang Li, a doctoral candidate at Fuwai Hospital, told Live Science in an email.
To test whether the bacteria might directly contribute to valve damage, Li and colleagues injected live P. gingivalis into the bloodstreams of healthy lab mice. The bacteria reached the animals' aortic valves, triggering inflammation, calcium buildup and narrowing of the valve.
"We were surprised to see valve calcification even in mice without high cholesterol," Li said. "This suggests P. gingivalis may directly contribute to valve disease, beyond traditional cardiovascular risk factors."
A comparison group of mice was given antibiotics before the injection and had less bacteria in their aortic valves and slower disease progression. Meanwhile, mice injected with dead P. gingivalis bacteria did not show any changes in their aortic valves.
The researchers traced the changes in the mice's hearts to interleukin-1 beta, a signalling molecule that normally helps the body fight infections. Exposure to P. gingivalis ramped up the production of this molecule, and in turn, the immune signal switched on genes that pushed healthy valve cells to behave more like bone-building cells, which is a hallmark of CAVD. This switch causes the cells to lay down calcium in the surrounding valve tissue.
When the scientists blocked interleukin-1 beta in some mice, the animals developed much less valve calcification even when the bacteria reached the valve. Lamont said that the mouse experiments strengthen the case that there's a biological mechanism directly linking gum and heart diseases. However, he cautioned that mice have very different oral microbiomes than humans, making it difficult to know whether the exact same process occurs in people.
That said, the team also saw the same pattern in human valve cells grown in the lab. Exposure to P. gingivalis increased inflammation and calcium buildup among the cells, while blocking interleukin-1 beta blunted those effects.
Both Aikawa and Lamont said more research is needed to confirm the relationship in humans. The findings give researchers a new pathway to explore for future treatments, raising questions of whether targeting inflammatory signals like interleukin-1 beta could help slow the progression of this widespread heart disease.
This article is for informational purposes only and is not meant to offer medical advice.
What do you know about the body's hardest-working muscle? Find out with our heart quiz!
During the Covid-19 pandemic, wastewater testing became a virus warning system. Now, scientists are using the approach to understand how communities eat.
What it means: Autotrophs are organisms that can feed themselves with inorganic substances such as light (for plants) or methane (certain microbes). Autotrophs were the first single-celled life-forms to colonize the planet, thriving on chemicals bubbling up from the subsurface at deep-sea vents or figuring out how to harness the sun for energy. Heterotrophs (like you, me and all fungi), arrived on the scene later to feast on these DIY-ers.
How to use it in a sentence: Stromatolites, microbial mats built by cyanobacteria, are autotrophs that thrived in ancient shallow seas.
Can you crack our science word of the day puzzle, Chain Word?
The president joined Republican officials who slammed the National Academies of Sciences for a chapter about climate science in an educational guide for judges.
Preparations for Next Moonwalk Simulations Underway (and Underwater)
A modified Saab 340B aircraft in flight powered in part by a hybrid electric system built by GE Aerospace, along with NASA, BETA Technologies, and Boeing.
GE Aerospace
An aircraft powered by a megawatt-class hybrid-electric engine developed in collaboration with NASA and built by GE Aerospace, demonstrated flight of an innovation that can inform new generations of fuel-saving aircraft power systems.
Mounted to a Saab 340B aircraft, the engine flew at Farnborough International Air Show in the United Kingdom. It was the public debut of a system that has in recent months made historic test flights, becoming the first hybrid electric-powered aircraft to fly above 30,000 feet.
“This achievement reflects what NASA does best in aeronautics: we explore bold possibilities, validate them through rigorous research and testing, and work with industry to turn breakthrough ideas into technologies that bring real value for the American people,” said Laurie Grindle, director of the Aeronautics Division within the agency’s Research and Technology Mission Directorate at NASA Headquarters in Washington.
The testing leveraged work done through NASA’s former Electrified Powertrain Flight Demonstration project and the agency’s ongoing Subsonic Vehicle Technologies and Tools project – years of collaborative research that included key testing at NASA test facilities.
The engine integrates electric motors, a gas turbine, and energy storage capabilities. It was designed to demonstrate the capacity to power an aircraft around the size of a regional-class jet, reducing fuel burn and costs without sacrificing performance. The unit’s technology and designs are expected to be used to help develop future hybrid systems that could lower airline operating costs.
The demonstration flight came after years of rapid development for the technology. For NASA, it also validates work that stretches back to a time when hybrid aviation propulsion seemed almost beyond the horizon of possibility.
This achievement reflects what NASA does best in aeronautics: we explore bold possibilities, validate them through rigorous research and testing, and work with industry to turn breakthrough ideas into technologies that bring real value for the American people.
LAURIE A. GRINDLE
Director of the Aeronautics Division within the agency's Research and Technology Mission Directorate
“This is the culmination of more than 15 years of work, and we did that because it’s going to have an impact for aircraft that will help reduce energy use and help U.S. companies and the public,” said Ralph Jansen, aerospace engineer at NASA’s Glenn Research Center in Cleveland. “It’s about having a vision that no one believes can happen and then doing the work to define and execute the research and development needed to make it happen.”
This accomplishment was possible because of the collaborative effort of hundreds of people working on Electrified Powertrain Flight Demonstration and Subsonic Vehicle Technologies and Tools projects across NASA centers, in conjunction with GE Aerospace and its partner companies.
Hybird-Electric Evolves
In recent years, aviation has seen a boom in small aircraft and drones powered by electrical systems drawing from batteries. But large passenger and cargo planes require complex engines capable of supplying massive amounts of power. So more than a decade ago when NASA began contemplating hybrid systems, just the possibility of using electric motors to supplement some energy was a daunting engineering challenge.
NASA spent about seven years performing preliminary research, working with small businesses and other partners to consider technological obstacles and the potential commercial viability of hybrid systems. During that time, the agency addressed several barriers to implementation including the power, thermal, and battery technology, and the integration of the power system, engine, and aircraft.
Through the agency’s Electrified Powertrain Flight Demonstration award, GE Aerospace and NASA worked with researchers to develop lighter and more efficient power systems and shrink key components – sometimes dramatically.
NASA and GE Aerospace also leveraged agency facilities and resources to further their research. In 2022, GE Aerospace tested an integrated version of its propulsion system at NASA’s Electric Aircraft Testbed at the agency’s Neil A. Armstrong Test Facility in Sandusky, Ohio. Testing allowed the system to operate in conditions simulating 45,000 feet in altitude, the range in which commercial single-aisle aircraft fly.
The team added components, including electric motors, power converters, propellers, and a GE Aerospace commercial engine, followed by more ground tests and eventual flight tests. For the researchers who’d spent years on the concept, seeing the engine powering an aircraft in flight was a major step in a long journey.
“I’ve got to say, I was pretty touched seeing it fly. It was just awesome,” Jansen said. “It’s just like a regular plane, which is probably the best thing of all.”
NASA’s current support for this research is through the Aeronautics Division of its Research and Technology Mission Directorate.
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