Papio Anubis

Is there a historical or etymology reason why even though "Lady" is the feminine form of "Lord" it feels like if you use the term "Lady" as the intended form of respect, it kinda feels like you're being disrespectful by treating them like a normal person in comparison to when you use "Lord"?

(Bear in mind that all of this is a sweeping generalisation of a thousand years of history, so while most of it is broadly true in most cases, there were definitely numerous exceptions!)

Historically, feminine titles in English peerages were typically ranked as strictly inferior to their masculine counterparts. That's why a reigning king's wife is a queen, but a reigning queen's husband is a prince (or "prince-consort", if you want to get real specific); the former case admits no ambiguity regarding who's really in charge because "king" is a superior title to "queen", but in the latter case the husband can't be a king because if he was he'd technically outrank his spouse. Indeed, in many periods the only way to access a given feminine title was to marry the holder of its masculine counterpart, since women simply couldn't inherit titles. In such cases, unmarried female offspring of titled nobility and royalty would be styled "Lady" as a sort of generic "this person is a noble in theory but isn't allowed to hold a Real Title because she's a Girl" honorific.

Truncated text of tweet from MrPitBull, Mar 11, 2026:

She kept finding women in laboratory photographs from the 1800s. Then she read the published papers—and every single woman had vanished. Someone had erased them from history.

Yale University, 1969.

Margaret Rossiter was a graduate student studying the history of science. She was one of very few women in her program.

Every Friday afternoon, students and faculty gathered for beers and informal conversation. One week, Margaret asked a simple question: "Were there ever any women scientists?"

The faculty answered firmly: No.

Someone mentioned Marie Curie. The group dismissed it—her husband Pierre really deserved the credit.

Margaret didn't argue. But she also didn't believe them.

So she started looking.

She found a reference book called "American Men of Science"—essentially a Who's Who of scientific achievement. Despite the title, she was shocked to discover it contained entries about women. Botanists trained at Wellesley. Geologists from Vermont.

There were names. There were credentials. There were careers.

The professors had been wrong.

But Margaret's discovery was just the beginning. Because as she dug deeper into archives across the country, she found something far more disturbing.

Photograph after photograph showed women standing at laboratory benches, working with equipment, listed on research teams.

But when she read the published papers, the award citations, the official histories—those same women had disappeared. Their names were missing. Their contributions erased.

It wasn't random. It was systematic.

Women who designed experiments watched male colleagues publish results without giving them credit. Women whose discoveries were assigned to supervisors. Women listed in acknowledgments instead of as authors. Women passed over for awards that went to male collaborators who contributed far less.

Margaret realized she was witnessing a pattern that stretched across centuries.

Women had always been present in science. The record had simply pushed them aside.

She needed a name for what she was documenting.

In the early 1990s, she found it in the work of Matilda Joslyn Gage—a 19th-century suffragist who had written about this exact phenomenon in 1870.

In 1993, Margaret published a paper formally naming it: The Matilda Effect.

The term captured something that had been hidden in plain sight for generations. Once you knew the term, you saw it everywhere.

Her dissertation became a lifelong mission.

For more than 30 years, Margaret researched and wrote her landmark three-volume series: Women Scientists in America. She examined letters, institutional policies, individual careers. She gathered undeniable evidence that women in science had been consistently under-credited and structurally excluded.

Her work faced resistance. Many dismissed women's history as political rather than academic. Others insisted she was exaggerating.

Margaret didn't argue emotionally. She presented data. Documented cases. Patterns repeated across decades and institutions.

Eventually, the evidence became undeniable.

Her research helped restore recognition to scientists who had been erased:

Rosalind Franklin, whose X-ray work revealed DNA's structure—credit went to Watson and Crick.

Lise Meitner, who explained nuclear fission—omitted from the Nobel Prize.

Nettie Stevens, who discovered sex chromosomes—received little credit.

Cecilia Payne-Gaposchkin, who discovered stars are made of hydrogen—initially dismissed.

And countless others whose names had nearly vanished.

Margaret changed the narrative. Science was no longer just the story of solitary male geniuses. It became a story of collaboration that included women who had been written out.

Harvestmen, otherwise known as daddy long-legs (not to be confused with the cellar spiders of family Pholcidae, which are also described as daddy long-legs) bear a striking resemblance to spiders, but they actually belong to a separate order of arachnids known as Opiliones. These strange-looking creatures have eight legs, but only two eyes, and their body segments are largely fused together, giving the body a noticeably rounded, pill-like appearance.

Above: Metagryne bicolumnata, commonly known as the bunny harvestman

There are roughly 6,700 known species of harvestman, but researchers estimate that a total of more than 10,000 species may currently exist. Their physical features vary greatly from one species to the next; some harvestmen have crab-like claws, spikes, thorny legs, elongated bodies, colorful features, or cryptic markings. Most of them are equipped with long, spindly legs, but there are some that have shorter, stockier limbs instead.

Above: Megabunus diadema and two unidentified species from family Sclerosomatidae

Unlike spiders, harvestmen have an omnivorous diet that includes fungi, fruit pulp, seeds, pollen, lichen, algae, and invertebrate prey, and they are capable of consuming solid food, whereas spiders are typically carnivorous and feed only on fluids.

Above: a harvestman from genus Chasenella munching on a mushroom-cap

As this article explains:

Harvestmen consume mushrooms, fruit pulp, seeds, and seed appendages more frequently than spiders probably because they are “solid food feeders," which means they can ingest solid tissues by biting off small pieces. In turn, spiders are “fluid feeders” and feed on vegetable matter most frequently in the form of fluids (e.g. nectar, stigmatic exudate, plant sap, and honey dew) rather than fungal or plant tissues.

Above: genus Marthana

When given a choice between fresh fruit or invertebrate prey, some harvestmen actually prefer the fruit:

Schaus et al. carried out a feeding trial in which the Neotropical harvestman Erginulus clavotibialis was given a choice between fresh pineapple and live invertebrate prey. This harvestman demonstrated a distinct preference for fruit over the invertebrate prey.

Above: Dentobunus quadridentatus

Harvestmen are also much more social than spiders, and the males of some species have been known to engage in paternal care, which is a trait that rarely occurs among arthropods:

Single fatherhood is the rarest form of parental care in nature. Still, males are often the sole caretakers of progeny among a number of species of daddy long-legs, also known as harvestmen. In these species, fathers are exclusively responsible for guarding eggs that females lay on the undersides of leaves; the males remain on the eggs nearly constantly for months.

Above: several harvestman eggs and a young hatchling

When threatened, harvestmen often bob up and down erratically in an effort to confuse their attackers. They also have several other defense mechanisms, including pungent, foul-tasting secretions, the ability to "play dead," and autotomy, which is the ability to discard one or more of their own limbs in order to escape from predators.

Above: the photo at the top shows an unidentified harvestman from family Cosmetidae, while the photo on the bottom shows a species from genus Gnomulus

Harvestmen are completely harmless to humans. Their mouthparts are far too small to penetrate human skin, and contrary to popular belief, they do not have the "world's deadliest venom" -- in fact, they don't produce any venom at all.

Above: genus Obidosus

Sources & More Info:

BioOne: Fungus and Fruit Consumption by Harvestmen and Spiders: the Vegetarian Side of Two Predominantly Predaceous Arachnid Groups

Laboratory of Arthropod Behavior and Evolution: Harvestmen

Argo Biology: Citizen Science Reveals How Devoted Harvestman Dads Evolved Again and Again

NBC: Daddy Long-Legs Paternal Care Pays off in Longer Life, More Sex

PLOS One: Paternal Care Decreases Foraging Activity, but Does Not Impose Survival Costs to Caring Males in a Neotropical Arachnid

Gulo in Nature: Are Daddy Long-Legs Venemous?

- Due to storms, they had to evacuate the National Mall grounds. But the MAGA crowd didn't want to leave. They just stood around chanting "USA! USA!" They were convinced liberals were messing with the weather. Reportedly, one of the security guards got so fed up that he threw a chair at them.

- Fox News didn't have anything to share while they were waiting for Trump's delayed speech, so they just showed a feed of him staring at the TV. And he was watching Fox News.

- A bunch of the crowd that was evacuated wasn't even let back in, and they were raging about it on social media. Some of them waited 10 to 12 hours in record-setting heat (102°F) and never got to see anything. All special passes were canceled. So much for money privilege.

- Because the program was running so far behind, several performers were cancelled.

- Trump's speech began at 11:15 p.m., after a sizeable amount of his followers had abandoned the event. It was unremarkable in just like all of his other ones- a bunch of "America is the greatest nation," blaming Democrats for everything bad, and general gibberish.

- The fireworks didn't begin until almost midnight, so they ended on July 5th.

- They wanted to have more fireworks than ever before, but they set off so many that the sky was covered in light, and it just looked like everything was on fire. The finale was not visible due to the smoke.

- Trump appeared to fall asleep during the show.

- The immense amount of pyrotechnics fucked up the air in DC

in 1999, an italian named giancarlo pasquini released a europop song under the alias dave rogers called Deja Vu. this song was picked up as the theme song for the above anime. it in turn became a meme, a shorthand for drifting and Cool Moves as a concept.

in 1983, air canada flight 143, a full sized 767, ran out of fuel halfway to edmonton, alberta. this is not something you want to have happen to a huge airplane. the flight chose to try and make an emergency landing at a nearby decomissioned airforce base (as they were falling fast and could not make it to a proper airport), where they ran into a second problem: they were falling out of the sky at 500 feet per mile, but reached gimli (the base in question) while still too high to safely land. normally a plane would just do a big loop-de-loop to lose altitude, but they had maybe three minutes of airtime left before they hit the ground: not enough time to make any kind of circle. the pilot, therefore, decided to execute a side slip to lose speed and altitude. this is Not a move you want to do with a massive 767, because airplanes are not built for that and if you screw it up that plane is hitting the ground at a high speed at a weird angle and breaking into a million pieces. nevertheless, the captain tried it... and succeeded. the plane landed perfectly, and there were no major injuries! (a couple of people did get minor injuries when evacuating the plane after.) he did it so well, in fact, that the plane was refueled, flown out of gimli a couple days later, and continued to fly for another 20 years with the nickname "Gimli Glider."

what is a side-slip, you ask?

it's drifting.

the guy goddamn drifted his 767.

in 2008, the tv show Mayday: Air Disaster featured the gimli glider with full reenactments as an episode on season five of their show.

and so, in conclusion, the thing i have been giggling to myself about all weekend:

so you may be wondering: how the hell does a 737 (capacity of roughly 100-120 people) run out of fuel midair? the METRIC SYSTEM, that's how!

up until the early eighties, airplanes would have three people in the cockpit: the pilot, first officer, and flight engineer. generally speaking, the pilot's job is to fly the airplane; the first officer's job is to provide support, monitor instruments, and assist (the pilot and FO will swap roles periodically), and the flight engineer's job was to watch over all the fuel gauges, electrical systems, hydraulics, etc., to make sure they were all working properly, as well as taking charge of things like "setting engine power."

however, in the early 1980s -- when this story takes place -- the flight engineer role began to be made obsolete as computers and more advanced systems became capable of doing most of that work. the boeing 737 of this story was one such plane: actually, air canada 143 was quite a new airplane at the time of the accident, and had no flight engineer.

also in the early 1980s? canada was making the switch from the imperial system to metric.

neither of these things is bad in and of themselves. but put together? one of the flight engineer's jobs was to monitor fuel; it hadn't yet been made clear whose job it was now. canada, at the time, was doing refuelling in a convoluted "the fuel is weighed in pounds but put into the plane as liters" system that required Math and Conversion.

let's talk about AIRPLANE FUEL. unlike a car, you don't take your airplane to the station and fill 'er up: fuel has weight, and airplanes care a LOT about weight. way more than you'd imagine. it's the pilot's job to therefore calculate a) how much fuel they need to get from A to B b) how much extra/emergency fuel they need for safety and c) if and when they need to refuel and by how much. is there bad weather in the area? where's the nearest backup airport? if i need Ten Fuels to get to alberta and there's storms in alberta, i need another Two Fuels to circle around and kill time before landing safely, plus another Five Fuels to get to calgary in case alberta is impossible. my airplane is fully loaded, which means it's heavier than usual, so needs another One Fuel for takeoff power. so altogether i need Eighteen Fuels. except i'm in canada in the 1980s so now i need to figure out what that is in liters, and this used to be the flight engineer's job, and idk man. maybe it's 5 liters? that sounds right?

...you see the issue. it isn't that anyone was slacking off, but no one was quite sure what the conversion was, and so instead of giving the soon-to-be Gimli Glider 18 Fuels, they took off in that fucker with nowhere near enough fuel. to make things worse, the plane had a broken fuel gauge, which was a whole other thing and series of comical misunderstandings, but basically it meant that not only was there No Fuel, but the fuel gauges looked something like this:

the very-soon-to-be crashed airplane's day started off normally. they did a little hour long flight from one city to another with no issues. because they knew the fuel gauges were being silly, while on the ground they did a "stick test", which i'm imagining involved a tree branch, basically checking that yep, there was fuel in the tanks, we're good! (in actuality, what it was doing was measuring the weight of the fuel. except, again, they had their maths all backwards, so due to this convoluted conversion process they went "our fuel weighs 5 kilograms, which equals 20 pounds, which equals 18 fuels, which equals 900 liters." just. silly math. i don't want to make these guys out to be idiots: they would obviously have never flown the plane if they had realized their mistake. but the other problem was of course that the process was already convoluted and required multiple conversions; imagine how much worse it would be if, like these pilots, it was a new system you weren't used to!)

so they boarded their passengers and set off from montreal with the intention of flying to edmonton. and that's when things all went terribly wrong.

pictured: the intended and my interpretation of the actual flight.

all this set up leads to the actual flight, which is almost boring in summary: while high up in the sky, the plane suddenly ran out of fuel. this is bad. we do not want this to happen. the pilots had no idea what was happening at first, but i mean: it was pretty obvious. there's no fuel. no engines. no power. you're 30,000 feet in the air in a 64 ton machine and gravity is going hey girllll heyyyy.

but the thing is, airplanes are really cool. like, this is what got me so interested in these plane crashes and accidents: airplanes are awesome. because first of all: just because you weigh as much as a building and are thousands and thousands of meters in the air? doesn't mean the airplane just falls. hell no! without power, an airplane will still stay in the air, losing altitude, sure, but gliding fairly safely and manageably. this doesn't mean you're safe, but: when air canada 143 lost all power, it still had time and options. it also had... the RAT.

the Ram Air Turbine, or the RAT, is an amazing fucking guy. if an airplane loses power? a hatch pops open, and a little propeller drops down automatically. he's wind powered, and he will provide just enough backup power to keep the most critical systems online, even without fuel or engines or god. we LOVE the rat. and the rat leapt into action here, providing the pilots with enough basic systems to keep going.

this doesn't mean that air canada is out of the woods. landing without power is not easy! the trick to landing an airplane is doing it at a nice shallow angle and low speed, which involves things like "doing nice steady turns to line up with a runway" (no time, we're falling steadily), "using engines to get our speed right" (what engines), "getting to the correct altitude and speed to touch down gently" (we have NO POWER we can't go "oopsie too low" and pull up and adjust). if a plane loses too much speed, it WILL fall out of the sky (a stall) because the aerodynamics stop working. if it's going too fast, you're not landing, you're diving cockpit first into the ground. without power, you can turn, but turns will reduce speed. you can't level off or go back up. you are Going In A Downward Direction. the trick is figuring out how fast and how far and aiming at a runway.

this is also where ATC comes in! we love air traffic controllers!! air canada called a mayday, and ATC leapt into action. their job becomes to Get Them What They Need. air canada wants to go anywhere in canada? atc will move everyone out of the way and get them any runway in the northern hemisphere. when this happened, air canada 143 was near winnipeg, which was their initial goal: this IS going to be a crash landing, and the nearer they can be to emergency services, the better. however, the first officer was doing Good Math, calculating their rate of decent vs distance flown, and soon realized that even though they could literally see winnipeg from the windows, they just weren't going to make it. they were falling too fast.

enter: GIMLI. the first officer had actually trained there during his air force days; it's a former base with two runways. it wasn't ideal, because ATC had no information on it and it lacked instruments and equipment (normally, for example, airports will have locator beams and so on to help an aircraft lock on to the runway at the Correct Safe Angle), but... better than a field or lake. one of the dangers of this type of no engine landing is actually being non-committal: waiting too long to make a decision, trying to maximize time in the air rather than land. this makes sense! it's probably pretty human instinct! prolong that crash as long as possible! but it's much, much better to simply Commit and Prepare and Go For It. and that's exactly what air canada now did.

they told ATC they're going to gimli and made the turn. the cabin crew was meanwhile preparing the passengers for a crash landing.

the crazy thing about plane crashes is, actually, that they are very survivable. don't get me wrong: they're bad. people die. but the number of worst case scenarios where dozens of people still, somehow, survive? shockingly high. of course, you don't want ANYONE to die. i would be terrified if it was me. but cabin crew had to know it would probably be... well, not okay. but that if they got everyone prepared and braced, people were going to make it out. people were going to survive this. possibly most of them. possibly all of them.

as the plane approached gimli, problem #87 came up: they were still too fucking fast. they're gliding down! they can't stop! normally, a plane would simply slow down with flaps, or maybe do a couple of big circles before reorienting themselves towards the runway to lose some speed and altitude, but they don't have time -- or altitude. and that's where the theme song KICKS IN

here are reasons you DO NOT DRIFT airplanes, by the way. it can fuck up your engines: engines work in part by taking IN air, so flying at a Drifting Angle means that's all wrong. the aerodynamics are wrong. you're losing speed VERY fast. you can get OUT of the drift, but now your engines are fucked. on the other hand, this plane effectively HAS no engines, but... there's a reason people don't drift planes, okay.

another plot twist: gimli air force base was no more. the runways were still there... but it had been turned into a drag strip, ironically enough. and it was family day! picture this. you're a nice canadian racing fan in 1983, at the strip with your family, cooking hotdogs and poutine on a grill. and a fucking 737 APPEARS OUT OF NOWHERE in front of you. because that is exactly what happened. there were KIDS. on BIKES. with a PLANE HEADING RIGHT TOWARDS THEM. in the mayday episode, the kids tried to outrace the plane in a panic: in the pilot's telling, the kids simply froze in fear.

by the time the pilots realized the runway was occupied, it was way too late to turn back. they landed. in a twist of bad luck that turned into good: without power, they had to manually release their landing gear.... and the nose gear didn't lock. this turned out to be a weirdly good thing: without nose gear, the plane's nose hit the runway and acted as one hell of a brake in ITSELF, grinding on the asphalt as the plane barreled down at high speed. the pilot also intentionally steered the plane into the rail in the middle of the runway, trying to slow the plane even more. and... it worked! the plane came to a stop. everyone was fine. even the kids on bikes.

all this friction caused a small fire in the nose, and so the pilots called for an immediate evacuation to be safe. this caused a bit of an issue: because the nose was on the ground, the butt of the plane was higher than usual, and the back slides were basically just vertical drops. a couple people got mildly hurt using them, as you'd expect.

meanwhile, the drag strip folks were rushing over with fire extinguishers and the like, and the small fire was easily contained (note: do not fuck with burning airplanes. this one had no fuel so COULD be contained). by the time ATC got emergency services to gimli, everyone was safe, ankles were being iced, and presumably everyone was eating hot dogs.

the airplane itself had some minor damage (from when the nose acted as a brake), but was largely intact: it was patched up, refuelled, and took off from gimli a while later, where it flew for another 20 years before retiring of old age.

and that is the story of the Gimli Glider: that time a pilot drifted his plane so hard that he saved the lives of everyone on his plane.

all 69 of them 😎

it’s called a Hawser and is the thick cable or rope used for towing/mooring a ship

This is a line designed to hold in place a moving object that can be easily in excess of 10000 tons. AND THEY CAN BREAK FROM THAT TENSION ALONE.

You’ve heard of the term, “Going haywire,” right? Ever spared a thought to why that term exists?

See, time was there was a prototype automatic hay-baler. But this was in that magic period juuust before we really got into standardized sizes. So calibration of the machine was handled manually - a mix of guessing and learning from the results of guessing. If you’ve read Raising Steam by Sir Terry Pratchett you know that many people don’t get to learn from the results of their own guesses, due to being dead.

A poorly calibrated hay-baler had the mechanical strength to smush the hay into a tight bundle, wrap the wire around it, and tie that wire off to maintain the bale’s form. But the pressure of the over-packed hay was a constant outward force. Each bale made by an over-tight baler was potential energy in physical form. We have a word for “potential energy in physical form” and that word is “bomb.”

So sometimes, a man would toss a hay bale and it would land with a twang and the man who’d been reaching down to pick it up where it landed was dead.

Do people even know how casually and pervasively U.S. christians believe actual witchcraft and demons are a tangible everyday threat? Because it should be horrifying that these people just walk around thinking that way.

This isn't harmless religious freedom, it's an untreated ongoing mass hysteria dangerous enough that these people have zero business ever touching any form of educational work, medical work, law enforcement or politics and yet they outright dominate those last two. Your local state senators quite possibly think little goblins from hell are as real as like, seagulls. And they think you're possesed and brainwashed under their* influence for not agreeing with them.

*the demons, not the seagulls...but maybe?

stalked jellyfishes

This is a nice sign to look at. 10/10 for composition.

I think I should write a guidebook to go along with it.

No guidebook yet, but hopefully I'll get around to it.

I want to boost everything this person has said and add on.

The reason I call myself a tomboy now, despite it being seen as a childish word and having had someone swear at me over it because ‘tHeRe’S nO suCh thInG as BoY thInGs anD giRL thIngS sHut uP’ is because I couldn’t call myself that or be like that when I was a kid. It was seen as a negative thing and I was already bullied enough. “Looking like a boy” was the worst thing that could happen to a girl.

And I’m not even 26 yet. We aren’t talking 30+ years ago, we are talking 2000s and even 2010s. It’s only since trans people have become more accepted in the past few years that gender nonconformity has too.

And the people who helped me accept my gender nonconformity more than anyone else? Were trans people. They taught me, “there’s nothing wrong with how you feel. You’re still a valid woman no matter what you wear, how you have your hair or what you’re into ❤️”

And don’t even get me started on how people treat gender nonconforming men. JK Rowling has a lot of nerve to be like “uwu boys can wear dresses and only us gendercrits accept that!” when she has, even in recent works, made femininity in men a negative trait, as well as making masculinity in women a negative trait also.

A lot of people still don’t accept gnc people even now. Just last year I had someone tell me they’d never let their daughter “dress like a boy”, and I’m always terrified to walk into a bathroom in case the next JK Rowling is in there, sees my gender expression and pepper sprays me or worse.