Anodes are great for cheaply protecting cheap (mild) steel for 10 years at a time. ROVs and the like are built out of much better quality materials. 516-stainless steel, phosphor bronze and where necessary (e.g. power connectors), gold plating that would make a commodity circuit board manufacturer's toes curl. An ounce of gold on a million dollars worth of machinery is nothing - you'd lose more in manpower alone on one avoidable re-opening and re-closing of a connector.
Hmmm, I'm defiitly not sure that I'd want to submit to that. Maybe for a severely trimmed down "trailer," but for content I actually wished to make profit of...
But that's what you expect from "free" services, where you are the product being sold.
Depending on who you ask, it's either a "roll-on, roll-off", or "roll-on, roll-over" ferry. Inherent safety issues with the more profitable designs ; inherent costs in less dangerous designs. Take your pick.
Teach them what your PHBs have told you to teach them. Teach them the absolute minimum that isn't in the PHB's instructions. Don't explain anything about how or why.
Collect the severance pay.
Go get another job and wait for the panicked phone call at 03:00. Have agreements (made on napkins at bars ; napkins then burned) with other axed colleagues about minimum pay rates and "fire-fighting" pay rates. Screw the bastards, and teach people even less.
On the other hand - while building power lines through mountain areas isn't exactly easy (compared to building them across populated plains), it is do-able. One line at 100% capacity is vulnerable ; 2 lines at at 100% capacity is more expensive, but less vulnerable; 3 lines at 50% (each) capacity is (broadly) comparable to 2@100% and considerably more resilient ; 4 @ 33% is in the same ball park, and much more resilient; 5 @ 25% is similarly pricey, and much more resilient.
This isn't rocket science - naval architects have balancing the costs of infrastructure against the costs of failure for systems since... well, you can argue whether they started in the age of steam-propelled ships, or with the increasing variety (and complexity) of masts and sails on sail ships.
(2) Youtube just has to include a small element of the videos copyright by Youtube; A digital watermark would be sufficient... then...
Never having felt the need to upload something to YouTube (I'm not even familiar enough with the UI to think where to look), I'e never felt the need to read their ToS. Are you saying that by uploading something to YouTube, we're giving them the right to modify our content, even if it's content that we've generated ourselves?
It's sort of rare, but you can occasionally run into path limits, especially with deeply nested computer-generated filenames, etc.
I have been having recurring problems on this point for well over a decade now, and it's one of the things the prompted me to move my persona stuff completely away from Windows about 8 years ago.
I subscribe to a number of scientific journals. Because it is common for me to be several hundred miles from a mobile telephone service, or a network of any sort, I keep those articles on local storage, because I literally don't know when I'll need to consult them. But how do I find them? Well, obviously the path needs to include the journal name, year and volume. For redundancy (because files do get misplaced) I put the journal name and volume into the file name too ; then I append the title of the paper so that I can find files relevant to (say) "West African Turonian limestones" with simple searches (rather than having to do deep inspection of every one of hundreds of thousands of PDFs. PArticularly with the titles, I've been bumping against file name limits let alone path+filename limits for years. It was never consistent between even current versions of Windows.
I do something similar with the family photos, with informatino stored in the comment field of the JPEG, then the comment exported to become part of the file name. Again, fairly long (150+ file names come with the territory.
It might be rare in your use case, but it has been a recurring problem for me, at home, for years.
So, in your design, these things can be ejected WITHOUT alarms screaming in the ears of cockpit crew and cabin crew chief.
What is the current minimum spacing allowed to avoid planes flying into the turbulence of the preceding plane. I think it used to be 3 minutes, but it's been raised to 5 minutes in the last decade or so. Something to do with a plane being brought down by flying into wake turbulence. Or are you going to dispense with that pointless restriction, because after all, no planes have ever been brought down by wake turbulence. Apart from the ones that have.
Hmm. 180 minutes between (diversion) airports... I don't think I get above that even in mid-Sahara. (A couple of years ago I had a diversion - lightning strike during the climb. Aborted to next capital along the coast for inspection then 8 hours in an un-air-conditioned departures hall waiting to re-board. Complete pain in the arse.). Certainly not above Asia - too many capital cities in all the 'Stans, each one wanting a full-service international airport and penis-extension (even if they don't actually have the traffic to justify it). When I worked in Canada, I'm not sure that would even apply on the stretch between Keflavik and Gander. Depends on the exact great circle taken. Does it apply anywhere apart from mid-Pacific? Because if that's the case I'm far more likely to go to anywhere in the Pacific by flying overland (e.g. Paris-Delhi-Singapore-Sydney-New Zealand). I'm pretty sure that Perth WA can take 747s and A380s, otherwise Quantas would have been particularly insane to have brought A380s, and they had one of the first A380 incidents when the plane went into service.
In retrospect, OS/2 Warp's most valuable legacy was its partition and boot manager, which I continued to use long after I'd ceased using OS/2 itself. It was absolutely without equal until Partition Manager finally came out.
Yep, that one kept me in beer and takeaways for years, until about 2001.
The one suggestion that I haven't seen (yet) that would be workable and proof against a single mad pilot (or whatever truly happened to MH370) would be to have TWO data link systems. Which you probably would have for redundancy. One in the cockpit, with a circuit breaker in the normal rack of CBs. And the other at the very far end of the plane with it's circuit breaker within a few feet and accessible to the cabin crew - probably the purser. Hook up alarms if either or both are turned off, which sound at both cockpit and aft cabin crew station.
Yes, you do need to be able to turn them off if they develop a fault. But otherwise, a mad pilot still wouldn't be able to turn off both systems without having to walk the length of the plane.
As AmiMoJo says, it's called "potting". It's not waterproof below a few hundred feet and a few hours. That's why it's not used in (for example) the sort of ROVs that would actually be used to collect any located debris on the seabed.
You want electronics to work to 3,4,5,11 km below surface, you need a rigid canister (and for depths below about 7km, that's ceramic ; battleship armour isn't rigid enough) with a closure that you seal with several 'O'-rings. How you get your signals in and out? Well that's why optical fibre was a huge step forward when it was introduced, because it halved the failure rate. You still get leaks on the power lines, but you can tolerate losing a couple of hundred volts to contact resistance through corrosion.
And a very expensive clean-up job when there is an unexpected leak.
If the expansion takes place close to a structural member, you may have an expensive repair too, and have an airframe out of commission for several weeks.
A couple of years ago, when I was working in tropical Africa there was a party of 6 engineers out from Lufthansa (IIRC) to try to fault find a flame-out on an aircraft engine. They were at it for at least a week, so 6 days * $2000/day (wages), plus 6*6*$250 (rooms + food), plus 6 * 300(seats) * 2 (directions) * $1000 (revenue per seat) , I make that investigation costing $3621000. For an unexplained flame-out
What's that Lassie? You think this idea should spend some more time on the drawing board?
Next time you're paying full attention to the emergency drills on a boat (ferry, whatever), read the settings on the cylindrical device that keeps the liferafts locked to the deck. You'll see that they're "hydrostatic releases" - and they should be set to about 30 psi - about 20 metres in seawater. I'm not sure if it's a RECOMMENDATION, or a REQUIREMENT of SOLAS'84 (Safety Of Life At Sea regulations, 1984 edition. I'm not sure if they're accepted in the USA, but I've never been on a USA vessel in international waters which didn't follow them.
Great to see the Slashdot tradition of re-inventing the wheel is continuing, because, like, no one has invented the wheel before. That's why we don't have a word for "wheel."
Boeing's concern centers around accidental deployment - they estimate that there will be 6 or 7 deployments per year.
That sounds very credible. There are about that many accidental deployments of the maritime equivalents in the UK annually. They're normally accidental (when the deployer gets a really serious telling off), but malicious cases have been known.
Up-thread someone suggested putting Big Red Switches where the cabin crew can get at them. That would increase the number of accidental deployments a lot, and when people start to find out about it, malicious deployments will become an issue.
The cost would be reduced by only putting them on planes that actually fly over open ocean.
Plnaes get moved around from route to route routinely (sorry). Inevitably your next crash would be of an unequipped plane which was assigned to that route for 3 cycles while it's regular plane went through annual inspection. All, or nothing.
Are you the sort of person who would put such an object at the front end of the aircraft? You do realise that the fat-cats up at the front in First and Business class are actually disposable padding to protect the "black boxes" from excessive impact forces. The black boxes are housed in the tail-cone of the aircraft, pretty much as far back as possible.
but provide a secondary "black box" which contains a duplicate record.
Which part of
auxiliary black box
was unclear?
Any flight staff would be able to hit a button (placed in several different areas throughout the plane)
Therefore any disgruntled customer would also be able to hit the button. You might not have seen it, but people hit fire alarm buttons all the time in shops, stadia, etc causing considerable trouble and costs.
Also, during detected flight emergencies, cabin crew do actually have things to do. Getting customers to SHUT THE FUCK UP COMPLAINING ABOUT YOUR MEAL, SIT DOWN AND FASTEN YOUR FUCKING SEATBELT, "M'am" ; Yes, other M'am I already showed you seven fucking times how to fasten the baby seat belt and you didn't fucking listen once did you and now the shit has hit the fan you want me to show you an 8th fucking time you retard your baby deserves to die "Here M'am, like this and this" , sit down you drunken bum-groping perv, "You really need to go to your seat now, Sir", "No sir, I don't know the nature of the emergency but the Captain will keep us informed as necessary...
If you live near an airport and have tiime, volunteer to be a crash-test dummy for flight-crew training one day - it'll give you a different opinion or what they're actually there for. Or do an industrial flying school including evacuation drills in flame, smoke, into water, after inversion into water... very educational! It'll put you off flying unless someone is paying you to take the risks.
If they accidentally eject it... oh well, not THAT big of a deal and we still have the primary system
No, not a big deal - like any other EPIRB that goes into the water. The signals will be picked up in a matter of minutes and rescue assets launched ; air traffic control will be calling all aircraft in the region for a position and status check ; coast guard and naval assets of multiple nations will be deployed to the area and a whole fucking shitload of resources will be deployed... because the default response to detecting an emergency signal is to get everyone moving towards the indicted emergency in overwhelming force, not to sit around with thumbs firmly inserted into rectums, saying "oh, it's probably just a false alarm, or some stupid twat 'crying wolf'."
Have you ever noticed the opprobium that gets heaped on people who accidentally fire off an EPIRB (say, if they're carrying out maintenance on a boat)? Shit and shame is heaped on their head by the ton, from a great height. And that's for accidental discharge. Malicious discharge is in many countries a criminal offence.
Sorry, but have you ever had anything to do with Search and Rescue? Anything at ll, including being the lost victim?
Slashdot Mirror
I apologise for raising the level of discourse on Slashdot from the gutter it normally resides in.
Anodes are great for cheaply protecting cheap (mild) steel for 10 years at a time. ROVs and the like are built out of much better quality materials. 516-stainless steel, phosphor bronze and where necessary (e.g. power connectors), gold plating that would make a commodity circuit board manufacturer's toes curl. An ounce of gold on a million dollars worth of machinery is nothing - you'd lose more in manpower alone on one avoidable re-opening and re-closing of a connector.
But that's what you expect from "free" services, where you are the product being sold.
Subject says it all.
Depending on who you ask, it's either a "roll-on, roll-off", or "roll-on, roll-over" ferry. Inherent safety issues with the more profitable designs ; inherent costs in less dangerous designs. Take your pick.
Teach them what your PHBs have told you to teach them. Teach them the absolute minimum that isn't in the PHB's instructions. Don't explain anything about how or why. Collect the severance pay. Go get another job and wait for the panicked phone call at 03:00. Have agreements (made on napkins at bars ; napkins then burned) with other axed colleagues about minimum pay rates and "fire-fighting" pay rates. Screw the bastards, and teach people even less.
On the other hand - while building power lines through mountain areas isn't exactly easy (compared to building them across populated plains), it is do-able. One line at 100% capacity is vulnerable ; 2 lines at at 100% capacity is more expensive, but less vulnerable; 3 lines at 50% (each) capacity is (broadly) comparable to 2@100% and considerably more resilient ; 4 @ 33% is in the same ball park, and much more resilient; 5 @ 25% is similarly pricey, and much more resilient. This isn't rocket science - naval architects have balancing the costs of infrastructure against the costs of failure for systems since ... well, you can argue whether they started in the age of steam-propelled ships, or with the increasing variety (and complexity) of masts and sails on sail ships.
By the time you impact the surface at 1km / sec, not really.
Never having felt the need to upload something to YouTube (I'm not even familiar enough with the UI to think where to look), I'e never felt the need to read their ToS. Are you saying that by uploading something to YouTube, we're giving them the right to modify our content, even if it's content that we've generated ourselves?
I'm not sure that I'd be willing to do that.
I have been having recurring problems on this point for well over a decade now, and it's one of the things the prompted me to move my persona stuff completely away from Windows about 8 years ago.
I subscribe to a number of scientific journals. Because it is common for me to be several hundred miles from a mobile telephone service, or a network of any sort, I keep those articles on local storage, because I literally don't know when I'll need to consult them. But how do I find them? Well, obviously the path needs to include the journal name, year and volume. For redundancy (because files do get misplaced) I put the journal name and volume into the file name too ; then I append the title of the paper so that I can find files relevant to (say) "West African Turonian limestones" with simple searches (rather than having to do deep inspection of every one of hundreds of thousands of PDFs. PArticularly with the titles, I've been bumping against file name limits let alone path+filename limits for years. It was never consistent between even current versions of Windows.
I do something similar with the family photos, with informatino stored in the comment field of the JPEG, then the comment exported to become part of the file name. Again, fairly long (150+ file names come with the territory.
It might be rare in your use case, but it has been a recurring problem for me, at home, for years.
So, in your design, these things can be ejected WITHOUT alarms screaming in the ears of cockpit crew and cabin crew chief. What is the current minimum spacing allowed to avoid planes flying into the turbulence of the preceding plane. I think it used to be 3 minutes, but it's been raised to 5 minutes in the last decade or so. Something to do with a plane being brought down by flying into wake turbulence. Or are you going to dispense with that pointless restriction, because after all, no planes have ever been brought down by wake turbulence. Apart from the ones that have.
Hmm. 180 minutes between (diversion) airports ... I don't think I get above that even in mid-Sahara. (A couple of years ago I had a diversion - lightning strike during the climb. Aborted to next capital along the coast for inspection then 8 hours in an un-air-conditioned departures hall waiting to re-board. Complete pain in the arse.). Certainly not above Asia - too many capital cities in all the 'Stans, each one wanting a full-service international airport and penis-extension (even if they don't actually have the traffic to justify it). When I worked in Canada, I'm not sure that would even apply on the stretch between Keflavik and Gander. Depends on the exact great circle taken. Does it apply anywhere apart from mid-Pacific? Because if that's the case I'm far more likely to go to anywhere in the Pacific by flying overland (e.g. Paris-Delhi-Singapore-Sydney-New Zealand). I'm pretty sure that Perth WA can take 747s and A380s, otherwise Quantas would have been particularly insane to have brought A380s, and they had one of the first A380 incidents when the plane went into service.
Yep, that one kept me in beer and takeaways for years, until about 2001.
Yes, you do need to be able to turn them off if they develop a fault. But otherwise, a mad pilot still wouldn't be able to turn off both systems without having to walk the length of the plane.
... until the first plane that crashes because the transponder suffered a short circuit and couldn't be switched off.
You want electronics to work to 3,4,5,11 km below surface, you need a rigid canister (and for depths below about 7km, that's ceramic ; battleship armour isn't rigid enough) with a closure that you seal with several 'O'-rings. How you get your signals in and out? Well that's why optical fibre was a huge step forward when it was introduced, because it halved the failure rate. You still get leaks on the power lines, but you can tolerate losing a couple of hundred volts to contact resistance through corrosion.
If the expansion takes place close to a structural member, you may have an expensive repair too, and have an airframe out of commission for several weeks.
A couple of years ago, when I was working in tropical Africa there was a party of 6 engineers out from Lufthansa (IIRC) to try to fault find a flame-out on an aircraft engine. They were at it for at least a week, so 6 days * $2000/day (wages), plus 6*6*$250 (rooms + food), plus 6 * 300(seats) * 2 (directions) * $1000 (revenue per seat) , I make that investigation costing $3621000. For an unexplained flame-out
What's that Lassie? You think this idea should spend some more time on the drawing board?
What - you mean in the same way that has been SOP for over 30 years?
Great to see the Slashdot tradition of re-inventing the wheel is continuing, because, like, no one has invented the wheel before. That's why we don't have a word for "wheel."
That sounds very credible. There are about that many accidental deployments of the maritime equivalents in the UK annually. They're normally accidental (when the deployer gets a really serious telling off), but malicious cases have been known.
Up-thread someone suggested putting Big Red Switches where the cabin crew can get at them. That would increase the number of accidental deployments a lot, and when people start to find out about it, malicious deployments will become an issue.
Plnaes get moved around from route to route routinely (sorry). Inevitably your next crash would be of an unequipped plane which was assigned to that route for 3 cycles while it's regular plane went through annual inspection. All, or nothing.
Are you the sort of person who would put such an object at the front end of the aircraft? You do realise that the fat-cats up at the front in First and Business class are actually disposable padding to protect the "black boxes" from excessive impact forces. The black boxes are housed in the tail-cone of the aircraft, pretty much as far back as possible.
To mis-quote Shakespeare, "We fat ourselves for lawyers."
Having taken dozens of intercontinental flights, I can't recall one that had internet service. Not that I'd have looked for one in any case.
Which part of
was unclear?
Therefore any disgruntled customer would also be able to hit the button. You might not have seen it, but people hit fire alarm buttons all the time in shops, stadia, etc causing considerable trouble and costs.
Also, during detected flight emergencies, cabin crew do actually have things to do. Getting customers to SHUT THE FUCK UP COMPLAINING ABOUT YOUR MEAL, SIT DOWN AND FASTEN YOUR FUCKING SEATBELT, "M'am" ; Yes, other M'am I already showed you seven fucking times how to fasten the baby seat belt and you didn't fucking listen once did you and now the shit has hit the fan you want me to show you an 8th fucking time you retard your baby deserves to die "Here M'am, like this and this" , sit down you drunken bum-groping perv, "You really need to go to your seat now, Sir", "No sir, I don't know the nature of the emergency but the Captain will keep us informed as necessary ...
If you live near an airport and have tiime, volunteer to be a crash-test dummy for flight-crew training one day - it'll give you a different opinion or what they're actually there for. Or do an industrial flying school including evacuation drills in flame, smoke, into water, after inversion into water ... very educational! It'll put you off flying unless someone is paying you to take the risks.
No, not a big deal - like any other EPIRB that goes into the water. The signals will be picked up in a matter of minutes and rescue assets launched ; air traffic control will be calling all aircraft in the region for a position and status check ; coast guard and naval assets of multiple nations will be deployed to the area and a whole fucking shitload of resources will be deployed ... because the default response to detecting an emergency signal is to get everyone moving towards the indicted emergency in overwhelming force, not to sit around with thumbs firmly inserted into rectums, saying "oh, it's probably just a false alarm, or some stupid twat 'crying wolf'."
Have you ever noticed the opprobium that gets heaped on people who accidentally fire off an EPIRB (say, if they're carrying out maintenance on a boat)? Shit and shame is heaped on their head by the ton, from a great height. And that's for accidental discharge. Malicious discharge is in many countries a criminal offence.
Sorry, but have you ever had anything to do with Search and Rescue? Anything at ll, including being the lost victim?