This is not correct. Here's Pfizer's 2025 annual report [1]. Total expenses for the year were $55.1 billion. Advertising expenses were $2.7 billion of that, or just under 5%. R&D expenses were $12.1 billion, or just under 22%. They do have a lot of SG&A, but the large majority of that is not going to marketing.
Advertising is only a subset of marketing. From that doc, look at operating costs: SGA was ~$11B and R&D ~$12B - basically 50/50. Pfizer is very international, so is pretty difficult to break out US operating costs and what marketing vs R&D is for just the US. But one can also assume US marketing is higher than any other nation as direct-to-consumer advertising is primarily only allowed in the US.
In addition to snmx999's point, you're also not specifying that you want to wash your car at the car wash (as opposed to washing it in your driveway or something, in which case the car wash is superfluous information). The article's prompt failed in Sonnet 4.6, but the one below works fine. I think more humans would get it right as well.
I want to wash my car at the car wash. The car wash is 50 meters away and my car is in my driveway. Should I walk or drive?
I don't think it is, though. Where is the car? Do you want to wash your car at the car wash? Both of those are rather important pieces of information. Everyone is relying on assumptions to answer the question, which is fine, but in my opinion not a great reasoning test.
By having native English language proficiency and an IQ above 100.
This isn't even particularly good slop. If you can't identify this, we're entering a not so good space.
Anyhow, I'd recommend you roll away from this hill because it's really not worth dying on. Common sense and peer reviewed slop detection aren't working for you. I provided my opinion and backed it with evidence. That's why I posted what I did.
The uproar over AI data center resource use has been rather bizarre to see and feels vaguely luddite. As this article points out, frivolous things like golf courses are far worse users of fresh water (and land) than any amount of AI. And on the electricity side, forcing the US to actually build more power generating capacity and infrastructure is a good thing in my book. Once the AI hype dies down we can use that for BEVs and other useful things.
> And on the electricity side, forcing the US to actually build more power generating capacity and infrastructure is a good thing in my book.
Electricity use is fungible. Every extra TW-hr of marginal demand is one coal plant that is delayed an extra year from being mothballed, spewing one extra quantum of CO2 into the atmosphere, adding one increment to the greenhouse effect.
It’s because a bunch of the tech elite backed Trump, therefore anything tech related must now be evil according to people left of center.
If they’d all opposed Trump you’d see MAGA people making up any reason for anything tech to be evil and calling for AI to be outlawed, and lefty puff pieces about how wonderful and liberating AI is.
Reality is now subordinate to political hyper partisanship. If Trump says the sky is blue, the left thinks it must be green. If Trump says it’s green, MAGA people will swear they see green and seeing blue would become “woke.”
Are you sure it was actually a 40mph zone in that section? Austin has plenty of school and construction zones with lower speed limits that most drivers completely ignore.
737 MAX. That whole saga was because of Boeing trying really hard to not certify a new airframe so that they could quickly push out a competitor to A320 Neo. The result was hundreds of deaths.
Yes. The problem wasn’t the airframe, nor even frankly the engines, it was the combination plus the decision to fix an aerodynamic instability with an undocumented software patch.
That last part is key: the MCAS system was designed to fake handling like the older planes but they skimped on safety to save the cost of a second sensor and didn’t train pilots on it or have an override mechanism. If the whole thing had been aboveboard they’d have saved so many lives…
There was an override system, MCAS drove the stabiliser trim motors and so flipping the stabiliser trim motor cutout switches would disable MCAS. This relied on the pilots diagnosing an MCAS runaway as a stabiliser trim runaway and enacting the same checklist.
However, to add insult to injury, the MAX also had another change. In the 737 NG, there were two switches, one would disable automated movement of stabiliser trim, the other would cutout the electric trim motors entirely. This allowed the pilots to disable automation without losing the ability to trim the aircraft using the switches on the yoke.
The MAX changed this arrangement, now either switch would cut power to electric trim. Tragically the pilots of Ethiopian Airlines Flight 302 recognised the runaway, enacted the correct checklist, but the aircraft was now so far out of trim that aerodynamic loads made correcting the situation using the hand trim crank impossible. In desperation the pilots restored electrical power to the trim motors, MCAS re-engaged and drove the aircraft into the ground.
For example a modern EICAS system is required today, and all modern passenger aircraft have one. Except the 737 Max.
The 737 Max 7 and 10 had to get a waiver due to not being certified in time by the hard requirement to have one when updating old types. Let alone certifying new types.
Considering the low ground clearance is one of the major issues of the 737 today (which lead to the whole MAX disaster), you'd have to replace the landing gear, and with that you'd also need to make changes to the airframe itself.
> Considering the low ground clearance is one of the major issues of the 737 today (which lead to the whole MAX disaster)
You’re describing an introduced aerodynamic instability. Not an airframe issue. (Misconfiguring the airframe with non-airframe modifications doesn’t count as an airframe failure.)
Analogy: most Linux kernels are not real time. If I run a non-RT Linux in a real-time use case, that doesn’t make the kernel crap. (You probably used it because it’s popular!) It does mean you used it wrong.
737 Max was fundamentally fucked. But it was fucked because it tried to retain a great and proven airframe with incompatible components. The problem isn’t Boeing producing bad airframes. (787 is also a great airframe.) It’s Boeing integrating terribly.
Missing this distinction misses a critical point about the 737 Max’s failure. (It’s also not necessary to understand it the way an aerospace engineer and pilot might. But then don’t misuse, and then double down on misusing, technical terminology.)
You're just clinging to definition while missing the actual issue.
For the 737 to compete with the A320neo, it required much larger engines.
For those engines to fit, they'd either have to raise the landing gear and redesign the airframe to accommodate the changes (which would be a very different airframe), or they'd have to offset the engines (which massively increases the stall risk and lead to the MAX disaster).
This is not an integration issue. There is no possible way for the 737 to fulfill the needs of the 21st century without becoming an entirely different plane.
The 737’s airframe’s excellence is the reason Boeing was loath to let it go. It’s a really good airframe, and a market fit to boot for the transition from hub and spoke. A clean-sheet design for the 737 would look a lot like the 737. That is what makes the shortcuts tempting.
Engines, avionics and control software are distinct components and not part of the airframe. (Debatable only on engine cowlings and mounts. Neither of which were relevant to the 737 Max’s faults.)
Southwest's 737 MAX contract had a penalty clause of $1 million per aircraft that would trigger if Boeing's delivery contract for the 737 MAX failed to meet certain standards, particularly Southwest's insistence that no flight simulator training be required for the MAX
Meaning, the roots of the “no new type rating” requirement come from Southwest, not Boeing.
This is an interesting detail I had not heard. Can you link to a backstory on this? Why would such a contract ever be signed (especially for a technological product)?
Basically they were looking for an edge against Airbus and a really big one was being able to promise that pilots wouldn’t need a separate certification from the existing 737, which is where that MCAS software came in trying to make the new hardware behave like the existing planes. The allegations about Southwest in particular got the most attention in this lawsuit:
EB-5 is intended to create businesses and jobs in the US as part of the process. This is just straight-up "give us money and we'll give you residency".
On the other hand, it's not out of line with programs in other countries (ex. NZ's golden visa program)
Most of those "investments" for EB-5 visas are really just shares in "businesses" that hold piles of money for the "investors." The payment straight to the treasury is both more honest and more revenue for the government.
Jobs are created by economic demand, which rich people generate a lot of. So we get this either way.
NZ’s Active Investor Plus program is more like EB-5 than this. AIP requires that migrants invest their funds, not donate them.
The Growth category requires fewer residency days and a NZ$5m (~US$3m) investment in “growth” companies or funds, including VC funds and companies that VC funds invest with.
The Balanced category requires double the investment and has a wider range of asset classes, but also a longer duration and higher number of days of residency required.
Chat? No. But the strength of Teams is that it lets you do everything else you want in an integrated communications app - voice, video calls, calendars, viewing (and editing) documents, etc. At a reasonable price that Microsoft isn't going to crank to the moon.
[1] https://d18rn0p25nwr6d.cloudfront.net/CIK-0000078003/908eb6a...
reply