Sun was in financial trouble. Oracle had to buy it out to stop their competition acquiring Java. All their corporate products are built using it or embed it.
Having to call their flagship product "Oracle Database, powered by Microsoft Java" would be bad for them.
The amount of pitch up with the newer more powerful engines got to a point where when the plane is already at a high angle of attack, the elevator don't have enough authority to counter act it. The entire rear stabilizer needs to be moved using the stabilizer trim.
Other planes have larger elevators or less pitch-up under full thrust.
The only "control grabbing" you can do to stop MCAS is to grab the stabilizer trim wheel while it's spinning and physically stop it. Which only to be done if cutting the power to the stabilizer trim motor doesn't fix the problem.
To be fair though, the pilots should have noticed the trim moving by itself and pitching the plane down. If they didn't know why it was happening they should have gone through their runaway stabilizer trim checklist, which every 737 pilot should already know.
just having two on a plane is already borderline minimalist
I would assume there are only two optimal places to put the AoA sensor, one on each side of the plane at the front in the centreline, where the airflow over that section of the plane is just right.
Also, why do they need to have separate indicators for every possible failure mode? Nowadays, you have a bunch of large screens in there, you can certainly log some warnings on one of them if essential instruments disagree.
That's what they already do. Boeing offers an optional extra to display the angle of attack to the pilot on one of those screens. It also shows a warning when the two sensors disagree. The angle display is going to continue to be a paid extra, the warning is going to be made standard.
Just to make the previous point clear: Boeing deliberately made a malfunctioning sensor warning to a critical system a paid optional add-on.
thrust is what causes the stall this system is designed to mitigate.
The most thrust you apply to an aircraft the low mounted engines, the more the aircraft pitches up, making a stall more likely.
If the aircraft has tiny elevators, like the 737, there is a point where the thrust is pitching the aircraft up more than they can correct, given the current angle of attack. In that situation, there are only two things you can do to stop a stall 1) lower the thrust that is pitching the aircraft up 2) use the stabilizer trim to change the angle of the rear stabilizer - which is what MCAS does automatically.
No, it's intended to stop a stall from happening by automatically adjusting the stabilizer trim as the elevators don't have enough pitch authority to counteract the pitch-up caused by the more powerful engines.
The system is intended to allow the plane to be certified without redesigning the elevators.
Keep in mind that Qualcomm didn't file this suit until Apple switched to using Intel chips
You idiot, that's because Qualcomm had a patent agreement with Apple while they were supplying them the chips. Apple didn't like how Qualcomm based the royalty payment on the retail price of the phone, the same as all the other manufacturers, because Apple have been skyrocketing the retail price - like paying $1099 for a 64GB phone or $1449 for a 256GB model. That's $350 for 192GB. A 256GB micro SD card costs less than $100. They stopped paying Qualcomm royalties, so Qualcomm sued for infringement.
The bans will be for specific models that have been found to be infringing. These cases take so long to complete that new models are out and the ones being banned aren't being shipped anymore.
Boeing decided to make their plane more attractive to airlines by saying minimal training is required for existing 737 pilots, just a simple iPad tutorial.
The FAA decided it was a good idea to let Boeing do all their own certification, which includes required training.
Pity they decided not to train the pilots on when they should do this.
They put the MCAS system in to reduce the need to retrain existing 737 pilots. They should have: a) wrote better software, that uses both angle of attack sensors and only intervenes when both provide good data. The current software reacts to either sensor b) Trained the pilots on how the MCAS system works, when it operates, what its full capabilities are and how it could malfunction, so they know when it needs to be disabled.
“It seems a little sketchy that IBM can use these pictures without saying anything to anybody,” he said.
It seems a little sketchy than this photographer didn't explain to the subjects that he was going to post their image online with a licence that allows anyone to do anything with it for any reason.
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eBay would just do an Amazon and migrate away from Oracle.
Sun was in financial trouble.
Oracle had to buy it out to stop their competition acquiring Java. All their corporate products are built using it or embed it.
Having to call their flagship product "Oracle Database, powered by Microsoft Java" would be bad for them.
What are you talking about?
All Google did was build their own platform using the Java language and API. They didn't take or change any code.
Except Google started using Java when it was still owned by Sun Microsystems.
Oracle is still around because it has lots of money. Money from entrenching itself in a lot of large companies.
If Oracle had the vision at the time, Google using the same platform for app development would have helped them significantly.
The amount of pitch up with the newer more powerful engines got to a point where when the plane is already at a high angle of attack, the elevator don't have enough authority to counter act it. The entire rear stabilizer needs to be moved using the stabilizer trim.
Other planes have larger elevators or less pitch-up under full thrust.
You've confused MCAS with something else.
The only "control grabbing" you can do to stop MCAS is to grab the stabilizer trim wheel while it's spinning and physically stop it. Which only to be done if cutting the power to the stabilizer trim motor doesn't fix the problem.
To be fair though, the pilots should have noticed the trim moving by itself and pitching the plane down. If they didn't know why it was happening they should have gone through their runaway stabilizer trim checklist, which every 737 pilot should already know.
just having two on a plane is already borderline minimalist
I would assume there are only two optimal places to put the AoA sensor, one on each side of the plane at the front in the centreline, where the airflow over that section of the plane is just right.
Also, why do they need to have separate indicators for every possible failure mode? Nowadays, you have a bunch of large screens in there, you can certainly log some warnings on one of them if essential instruments disagree.
That's what they already do. Boeing offers an optional extra to display the angle of attack to the pilot on one of those screens. It also shows a warning when the two sensors disagree. The angle display is going to continue to be a paid extra, the warning is going to be made standard.
Just to make the previous point clear: Boeing deliberately made a malfunctioning sensor warning to a critical system a paid optional add-on.
thrust is what causes the stall this system is designed to mitigate.
The most thrust you apply to an aircraft the low mounted engines, the more the aircraft pitches up, making a stall more likely.
If the aircraft has tiny elevators, like the 737, there is a point where the thrust is pitching the aircraft up more than they can correct, given the current angle of attack.
In that situation, there are only two things you can do to stop a stall
1) lower the thrust that is pitching the aircraft up
2) use the stabilizer trim to change the angle of the rear stabilizer - which is what MCAS does automatically.
No, it's intended to stop a stall from happening by automatically adjusting the stabilizer trim as the elevators don't have enough pitch authority to counteract the pitch-up caused by the more powerful engines.
The system is intended to allow the plane to be certified without redesigning the elevators.
Keep in mind that Qualcomm didn't file this suit until Apple switched to using Intel chips
You idiot, that's because Qualcomm had a patent agreement with Apple while they were supplying them the chips.
Apple didn't like how Qualcomm based the royalty payment on the retail price of the phone, the same as all the other manufacturers, because Apple have been skyrocketing the retail price - like paying $1099 for a 64GB phone or $1449 for a 256GB model. That's $350 for 192GB. A 256GB micro SD card costs less than $100.
They stopped paying Qualcomm royalties, so Qualcomm sued for infringement.
That's how it's supposed to work.
The bans will be for specific models that have been found to be infringing.
These cases take so long to complete that new models are out and the ones being banned aren't being shipped anymore.
just what we need, more features to support advertisers.
What's the use case for AMP in the context of a person sending another person an email?
Yes, they are allowed to do as they please and say what they want to who ever they want.
Facebook are also allowed to fire them too.
They make far too much money from people answering spam calls.
Training problem.
Boeing decided to make their plane more attractive to airlines by saying minimal training is required for existing 737 pilots, just a simple iPad tutorial.
The FAA decided it was a good idea to let Boeing do all their own certification, which includes required training.
Cisco couldn't compete on a level playing field with Huawei, so they asked the Government to help them out.
1995 called, they want their PAE back
5% of daily turnover... that's 0.0137%
$18 million maybe? That's all of Alphabet though.
I never get a spam call on my cellphone. It costs them too much.
I don't ask you to call my mobile either, that's your choice that you made, so you pay for it.
Pity they decided not to train the pilots on when they should do this.
They put the MCAS system in to reduce the need to retrain existing 737 pilots. They should have:
a) wrote better software, that uses both angle of attack sensors and only intervenes when both provide good data. The current software reacts to either sensor
b) Trained the pilots on how the MCAS system works, when it operates, what its full capabilities are and how it could malfunction, so they know when it needs to be disabled.
In cold weather? Like colder than cruising altitude of -60C?
But, no, different plane.
It's a critical safety system, required to obtain flight certification because of the larger, more powerful engines.
Without it, on full throttle, the aircraft doesn't have enough authority to bring the nose down once it goes up too high.
That's why only the MAX variants have this system, because they have larger engines.
It has nothing to do with auto-pilot, except the system is disabled when auto-pilot is engaged.
Except they could still fly all over USA.
When the announcement was made there were 10 of these planes in the air.
“It seems a little sketchy that IBM can use these pictures without saying anything to anybody,” he said.
It seems a little sketchy than this photographer didn't explain to the subjects that he was going to post their image online with a licence that allows anyone to do anything with it for any reason.