I've never heard of a mechanic fixing a circuit board. They replace them.
Mechanics generally don't fix circuit boards, but automotive circuit boards do regularly get fixed. It's common for certain Bosch ABS modules, because they have known wire bonding problems — it's done both at the semi-pro level, and the pro level.
Gas stations are also not necessarily in the best locations to bring in a lot of electrical power. They're attached to large road networks, not large electrical networks.
The issue is not that the GM, Ford, or Chrysler dealers want to fix Teslas, it's that they want to make life miserable for anyone that buys a car from someone like Tesla.
Frankly, it's both. They want to drive sales through dealerships, but they also want to drive service through them as well. Most dealers make more on service than on sales. EVs are a threat on all levels. Tesla's withholding of repair tools and information is harmful to everyone but Tesla.
Oh, so they can only dominate in basic stuff that everybody needs. Well, what a yawner then...
And they can only prey on the stupid. Cheap batteries are almost never a good idea. They are almost always crap. You don't have to buy the most expensive ones, but you should almost never buy the cheapest ones either. (I'm sure there are limited exceptions. I'm considering some pretty cheap storage AGMs, but they aren't vastly cheaper, and they are well-reviewed.)
I interpreted Gavagai80's comment as saying Tesla should have the option to offer repair services to anyone who wanted service from Tesla, not that Tesla should have the option to force all Tesla owners to get service from Tesla.
Pretty sure I'm using the classic view of Slashdot, but not sure how to check that.
Slashdot options popup, layout tab, check "Simple Design" (I also have Lowbandwidth on.)
The first thing I do when it happens is to attempt to return forward, but no can do.
It should work if you are using classic, although it's possible you also need to disable some scripts. I am permitting slashdot.org, fsdn.com, cloudfront, and licdn.com, and blocking everything else.
of course a battery pack system would be fairly trivial to develop. you could just hang it on the underside of the thing, or maybe have 3 different packs for redundancey. but you still have the energy density problem for the range of it vs. gasoline.
They're intended for short hops anyway, so the energy density isn't a problem except for recharging.
and after that, it's still just a helicopter with all the associated problems of one. you can have one today, even fairly cheaply, if you can deal with all the problems between the points you want to fly.
Well, let's distinguish between singlecopters and multicopters. When one says helicopter, one generally means a turbine-powered craft with a gearbox and a swashplate, and one variable-pitch rotor. Automated air taxi designs all seem to be electric multicopters. That means they have more overall complexity, but many fewer moving parts. If designed with enough motors (and rotors) then they can land with partial failure without having to autorotate. That does make them fundamentally different from traditional helis.
But whatever, it all leads to the same conclusion -- they shoulda designed a new airframe, regardless of the cost, because choices made have bitten them in the butt now.
Even if this failure didn't happen, they still should have designed a new airframe. Commercial airframes should be inherently stable, period. It's one thing to design unstable designs for military aircraft, and it's wholly another to design them for commercial use, especially passenger air. There ought to be a law, in fact, that fixed-wing aircraft for commercial use have to be inherently stable.
After accidentally confirming that the Backspace bug still exists on Slashdot and that it can destroy your draft without a trace...
What are you on about? Do you mean that you're fat-fingering the touchpad, losing text focus, hitting backspace, and going back to the prior page? In that case, you should be using both the classic view of Slashdot, and a browser that preserves form contents on back/forward. Firefox, Pale Moon... I opened this reply window in a new tab, so I can't go back. But if I could, if I went forward again, my form contents would still be there. Maybe non-classic view uses DOM to rewrite the form contents, which would break this basic bit of browser functionality (and for which Slashdot's ownership would be to blame) but only noobs use anything but classic anyway.
I saw a video elsewhere that said that there was an easy way to disable the sensor, but when the pilot only has a few seconds to respond and he is busy trying to keep the plane in the air...
...then it's a training issue. They didn't train for that failure enough. If airlines want to fly planes with new technology, they have a responsibility to make sure that pilots are trained on it. Fighting the plane while ignoring the warning that the plane thinks something wacky is going on is pilot error, but the fault likely lies with the airlines' training requirements being designed primarily for low cost rather than for adequacy.
AmazonBasics stuff may or may not be any good, lots of people have examples of stuff they like. But the Amazon Basics add-on items I've tried have been pure trash. For example, a camp toaster that smelled horribly of machine oil even through several heat cycles. No idea if the steel was pickled in oil to begin with, or it was inundated with oil during the manufacturing process, but either way I don't need my toast contaminated with oil. That stuff should be thrown away, not sold at a discount.
The guy's first mistake was thinking he could somehow talk to the police himself and "clear things up".
His first mistake was choosing to do business with the career criminals at Wells Fargo. They're well-known to be thieves and liars. Why willfully associate with a criminal conspiracy?
I wonder if some proprietary Solaris fork would still be viable (w/ "community edition").
It depends on what you are running. Just like Macs were only ever commercially useful for DTP or music because of the software available, Solaris has only ever been useful in certain industries. To be fair, through most of history it's been useful for more than Macs have, but today there are few if any commercial applications being distributed for Solaris x86.
Jesus, what a nightmare. And, I'm sure, no way of turning off the MCAS
There's a switch, and a warning when MCAS activates, according to assorted comments in related discussions. That makes the crash a combination of bad design, equipment failure, and pilot error.
I read in a different article that the reason for the airframe design has its roots in the way airports were designed decades ago.
I read in slashdot comments:D that the reason for MCAS is the poor choice of putting too-big engines on this plane instead of doing a new design. It doesn't matter why the old design wasn't suitable for larger engines, the problem was not coming up with a new design that is suitable.
Don't believe me? Go visit Kenmore Air in Seattle. Try to get a job with them doing 100 hour inspections on their float equipped Cessna and Dehavilland aircraft.
100 hour inspections of liquid-fueled aircraft are necessarily expensive because they have many complex parts. Multicopters don't, and you couldn't perform any meaningful test that couldn't better be performed by the hardware itself. Battery retention would likely be controlled by wired or use-once tab-retained fasteners (the tabs are bent up after the fasteners are torqued down, and the retention shims are discarded after use) with the batteries themselves being installed by machine.
Self-testing is just one of the major benefits of using electric power in aviation.
I don't think that's measuring the wrong way. I think it makes sense to measure from the average person's point of view. In that context, merit has to be measured from the perspective of serving the public interest by being the best, not just the best at market-related skullduggery.
Starting out, their use will be extremely restricted. Later on, perhaps the military will let loose of some of their quiet heli tech, or it may be replicated in the private sector.
An electric flying taxi will spend as much (or more) time on the ground being recharged as it does actually flying
So battery swap it. It ought to be easy on a purpose-built multicopter. Or use supercapacitors, maybe this is the type of vehicle where it finally makes sense because of the trip prices and energy consumption profile.
If I can change the channel on my radio why can't I do it on my phone sitting in a dash holder?
Some of them let you do that. California prohibits windshield mounts (probably as a way to penalize people who can only afford cheap radar detectors, which are legal to have in this state) but you can change the music on your phone in a non-windshield-mount cradle. You can only text by voice, though.
Right to repair works both ways. Every mechanic should have a right to work on Teslas if they so choose, but Tesla should also have a right to service their own cars if they choose.
If they're lease vehicles, then they're Tesla's cars. If they're sold vehicles, they're not Tesla's cars. Tesla is free to service all of the vehicles they actually own, but if they stand in the way of other people repairing the vehicles they've sold and therefore no longer own, then they're in the wrong.
All manufacturers of anything which is serviceable should be forced to provide the same materials they use for service to any interested party, for only a reasonable distribution fee. All manufacturers of anything which is not serviceable (i.e. glued together, and difficult to disassemble without destruction) should be responsible for a long warranty period, and for taking it back for recycling.
Well, there's everything2. Or there's just putting something up on a vanity site, and letting the internet archive grab it, although your site may have to be around for some time before it will do so.
If you want to be able to survive even foreseeable problems, you have to have a migration strategy away from whatever cloud provider you choose. Picking not-amazon is a reasonable strategy for keeping your cloud provider's interest, so long as you can pick another not-amazon (or Amazon, for that matter) if your current provider goes south.
A catalyst by definition is not used in the reaction. It will only be deactivated through contamination or poisoning.
That was my point. That's the expensive part that tends to get messed up here. Avoiding that generally requires a distillation phase. It can be done with direct solar, but that requires more space.
Most packages can still work without systemd, but probably in a less-well-tested way, and a distro has to make all supported packages work well. That's a whole lot of work. And the very reason that so many distros have adopted systemd is that it reduces their workload so they can get more done with fewer volunteers. They're not going to see much point to using a workload-reducing project to increase their workload.
The reason so many packages depend upon systemd is that the major distributions (redhate and debian) adopted it. If Debian hadn't done so, then it would never have become so prevalent. It's a bed of their own making.
Slashdot Mirror
I've never heard of a mechanic fixing a circuit board. They replace them.
Mechanics generally don't fix circuit boards, but automotive circuit boards do regularly get fixed. It's common for certain Bosch ABS modules, because they have known wire bonding problems — it's done both at the semi-pro level, and the pro level.
Gas stations are also not necessarily in the best locations to bring in a lot of electrical power. They're attached to large road networks, not large electrical networks.
The issue is not that the GM, Ford, or Chrysler dealers want to fix Teslas, it's that they want to make life miserable for anyone that buys a car from someone like Tesla.
Frankly, it's both. They want to drive sales through dealerships, but they also want to drive service through them as well. Most dealers make more on service than on sales. EVs are a threat on all levels. Tesla's withholding of repair tools and information is harmful to everyone but Tesla.
Oh, so they can only dominate in basic stuff that everybody needs. Well, what a yawner then ...
And they can only prey on the stupid. Cheap batteries are almost never a good idea. They are almost always crap. You don't have to buy the most expensive ones, but you should almost never buy the cheapest ones either. (I'm sure there are limited exceptions. I'm considering some pretty cheap storage AGMs, but they aren't vastly cheaper, and they are well-reviewed.)
No, and that's a stupid question, and vice specializes in outrage porn. It might be too powerful for YOUR good, but more powerful is good for Adobe.
I interpreted Gavagai80's comment as saying Tesla should have the option to offer repair services to anyone who wanted service from Tesla, not that Tesla should have the option to force all Tesla owners to get service from Tesla.
And yet, Tesla is attempting to do both.
Pretty sure I'm using the classic view of Slashdot, but not sure how to check that.
Slashdot options popup, layout tab, check "Simple Design" (I also have Lowbandwidth on.)
The first thing I do when it happens is to attempt to return forward, but no can do.
It should work if you are using classic, although it's possible you also need to disable some scripts. I am permitting slashdot.org, fsdn.com, cloudfront, and licdn.com, and blocking everything else.
of course a battery pack system would be fairly trivial to develop. you could just hang it on the underside of the thing, or maybe have 3 different packs for redundancey. but you still have the energy density problem for the range of it vs. gasoline.
They're intended for short hops anyway, so the energy density isn't a problem except for recharging.
and after that, it's still just a helicopter with all the associated problems of one. you can have one today, even fairly cheaply, if you can deal with all the problems between the points you want to fly.
Well, let's distinguish between singlecopters and multicopters. When one says helicopter, one generally means a turbine-powered craft with a gearbox and a swashplate, and one variable-pitch rotor. Automated air taxi designs all seem to be electric multicopters. That means they have more overall complexity, but many fewer moving parts. If designed with enough motors (and rotors) then they can land with partial failure without having to autorotate. That does make them fundamentally different from traditional helis.
But whatever, it all leads to the same conclusion -- they shoulda designed a new airframe, regardless of the cost, because choices made have bitten them in the butt now.
Even if this failure didn't happen, they still should have designed a new airframe. Commercial airframes should be inherently stable, period. It's one thing to design unstable designs for military aircraft, and it's wholly another to design them for commercial use, especially passenger air. There ought to be a law, in fact, that fixed-wing aircraft for commercial use have to be inherently stable.
After accidentally confirming that the Backspace bug still exists on Slashdot and that it can destroy your draft without a trace...
What are you on about? Do you mean that you're fat-fingering the touchpad, losing text focus, hitting backspace, and going back to the prior page? In that case, you should be using both the classic view of Slashdot, and a browser that preserves form contents on back/forward. Firefox, Pale Moon... I opened this reply window in a new tab, so I can't go back. But if I could, if I went forward again, my form contents would still be there. Maybe non-classic view uses DOM to rewrite the form contents, which would break this basic bit of browser functionality (and for which Slashdot's ownership would be to blame) but only noobs use anything but classic anyway.
I saw a video elsewhere that said that there was an easy way to disable the sensor, but when the pilot only has a few seconds to respond and he is busy trying to keep the plane in the air...
...then it's a training issue. They didn't train for that failure enough. If airlines want to fly planes with new technology, they have a responsibility to make sure that pilots are trained on it. Fighting the plane while ignoring the warning that the plane thinks something wacky is going on is pilot error, but the fault likely lies with the airlines' training requirements being designed primarily for low cost rather than for adequacy.
AmazonBasics stuff may or may not be any good, lots of people have examples of stuff they like. But the Amazon Basics add-on items I've tried have been pure trash. For example, a camp toaster that smelled horribly of machine oil even through several heat cycles. No idea if the steel was pickled in oil to begin with, or it was inundated with oil during the manufacturing process, but either way I don't need my toast contaminated with oil. That stuff should be thrown away, not sold at a discount.
The guy's first mistake was thinking he could somehow talk to the police himself and "clear things up".
His first mistake was choosing to do business with the career criminals at Wells Fargo. They're well-known to be thieves and liars. Why willfully associate with a criminal conspiracy?
I wonder if some proprietary Solaris fork would still be viable (w/ "community edition").
It depends on what you are running. Just like Macs were only ever commercially useful for DTP or music because of the software available, Solaris has only ever been useful in certain industries. To be fair, through most of history it's been useful for more than Macs have, but today there are few if any commercial applications being distributed for Solaris x86.
Jesus, what a nightmare. And, I'm sure, no way of turning off the MCAS
There's a switch, and a warning when MCAS activates, according to assorted comments in related discussions. That makes the crash a combination of bad design, equipment failure, and pilot error.
I read in a different article that the reason for the airframe design has its roots in the way airports were designed decades ago.
I read in slashdot comments :D that the reason for MCAS is the poor choice of putting too-big engines on this plane instead of doing a new design. It doesn't matter why the old design wasn't suitable for larger engines, the problem was not coming up with a new design that is suitable.
Don't believe me? Go visit Kenmore Air in Seattle. Try to get a job with them doing 100 hour inspections on their float equipped Cessna and Dehavilland aircraft.
100 hour inspections of liquid-fueled aircraft are necessarily expensive because they have many complex parts. Multicopters don't, and you couldn't perform any meaningful test that couldn't better be performed by the hardware itself. Battery retention would likely be controlled by wired or use-once tab-retained fasteners (the tabs are bent up after the fasteners are torqued down, and the retention shims are discarded after use) with the batteries themselves being installed by machine.
Self-testing is just one of the major benefits of using electric power in aviation.
You're measuring 'merit' the wrong way.
I don't think that's measuring the wrong way. I think it makes sense to measure from the average person's point of view. In that context, merit has to be measured from the perspective of serving the public interest by being the best, not just the best at market-related skullduggery.
Starting out, their use will be extremely restricted. Later on, perhaps the military will let loose of some of their quiet heli tech, or it may be replicated in the private sector.
An electric flying taxi will spend as much (or more) time on the ground being recharged as it does actually flying
So battery swap it. It ought to be easy on a purpose-built multicopter. Or use supercapacitors, maybe this is the type of vehicle where it finally makes sense because of the trip prices and energy consumption profile.
If I can change the channel on my radio why can't I do it on my phone sitting in a dash holder?
Some of them let you do that. California prohibits windshield mounts (probably as a way to penalize people who can only afford cheap radar detectors, which are legal to have in this state) but you can change the music on your phone in a non-windshield-mount cradle. You can only text by voice, though.
Right to repair works both ways. Every mechanic should have a right to work on Teslas if they so choose, but Tesla should also have a right to service their own cars if they choose.
If they're lease vehicles, then they're Tesla's cars. If they're sold vehicles, they're not Tesla's cars. Tesla is free to service all of the vehicles they actually own, but if they stand in the way of other people repairing the vehicles they've sold and therefore no longer own, then they're in the wrong.
All manufacturers of anything which is serviceable should be forced to provide the same materials they use for service to any interested party, for only a reasonable distribution fee. All manufacturers of anything which is not serviceable (i.e. glued together, and difficult to disassemble without destruction) should be responsible for a long warranty period, and for taking it back for recycling.
Well, there's everything2. Or there's just putting something up on a vanity site, and letting the internet archive grab it, although your site may have to be around for some time before it will do so.
If you want to be able to survive even foreseeable problems, you have to have a migration strategy away from whatever cloud provider you choose. Picking not-amazon is a reasonable strategy for keeping your cloud provider's interest, so long as you can pick another not-amazon (or Amazon, for that matter) if your current provider goes south.
A catalyst by definition is not used in the reaction. It will only be deactivated through contamination or poisoning.
That was my point. That's the expensive part that tends to get messed up here. Avoiding that generally requires a distillation phase. It can be done with direct solar, but that requires more space.
Most packages can still work without systemd, but probably in a less-well-tested way, and a distro has to make all supported packages work well. That's a whole lot of work. And the very reason that so many distros have adopted systemd is that it reduces their workload so they can get more done with fewer volunteers. They're not going to see much point to using a workload-reducing project to increase their workload.
The reason so many packages depend upon systemd is that the major distributions (redhate and debian) adopted it. If Debian hadn't done so, then it would never have become so prevalent. It's a bed of their own making.