Depends on what they're developing, now, doesn't it? Maybe a huge database. Maybe video processing code. Heck, I'm not even primarily a developer and I currently have 19TB on my primary desktop and 32TB on two servers.
Even on Windows it's easy to move "My Documents" off of C:. "Program Files" is not the big barrier in most cases. FAT32 is long dead for system drives, and NTFS has symbolic links.
C compiles very fast on modern computers. Fortran, I haven't any modern experience. C++ is spectacularly slow to compile if the code being compiled is at all sophisticated. And it's all compute. The drive light barely lights up for minutes at a time.
Well, which is it? Let's say they had exhaustive information and fingerprints on everybody in the world. Yeah, it has to be the world, because what if somebody from Monaco flies to Mexico, drives into the US, and then wants to fly out. But you can't guarantee any given person is "OK" just because you know a lot of stuff about him. Anyone could get radicalized or lose his mind at any time, or just have a secret life and secret thoughts.
Think, people. The nazis knew who Stauffenburg was. He was a Colonel in the Wehrmacht; "of course" he was "OK". But that didn't mean he couldn't carry a bomb into Hitler's briefing room.
So the idea that if they were allowed to steal everyone's privacy, that would enable them to magically be able to forego checking everyone out every time they fly... is RIDICULOUS. Baker is either stupid, or he is blowing shit out of his ass.
The wet dream of the statists is illusory. They can never stamp out alienation because it goes along with free will. They can make slaves and they can make a large proportion into sheep, but they can't wish away free will. They would do better to ask themselves why no airplane passengers had to submit to being intrusively searched by thugs in the 1920s, 30s, 40s, and 50s and statistically next to 0% of planes were hijacked, exploded, or crashed into big buildings until fairly recently.
If you don't want crap growing in there, always turn off the AC well before you're going to shut the car off, and leave the blower running until only warm air comes out. Just shutting the car off with the AC on, or one second after turning the AC off, is gonna make it smell like hell the next time you start the car due to stuff growing in the condensation.
Interesting story about oil solidifying or congealing. I'm not buying it until I observe it happen.
Bingo. Tape compression benefits some users but not most. If you are using that amount of storage on disk, it is usually incompressible video, audio, images, etc. That said, I had no idea LTO had come that far. Nobody I know has been using tape backup for some time now, so I haven't kept up with the tech over the last couple of years.
I have had car air conditioners sit for periods of up to a YEAR without being turned on, and never had one fail yet. I had one car for 18 years and never once even started the engine from december through april of every year. The car including the AC still worked fine until rear ended and totaled in the 18th year. Another car sat from 1999 to this year in the driveway. Finally somebody bought it, and he says the AC still works fine. So much for that old wives' tale.
I don't think hard drives degrade in storage. I've had them sit for multiple years and then put them back into service without any problem. I have some SCSIs that haven't been run at all since the 90s that I might try just for fun and to see if those old files include anything good.
I can't match your duration individually, but I have a huge failure-free aggregate duration of 2 and 3TB drives.
I have a total of 22 Samsung HD204UI 2TB 5400rpm (the last 4 were actually Seagate rebrands, but same design). Power-on hours 7574, 8090, 8098, 8592, 8609, 8690, 8691, 9330, 10,041, 10,105, 11,612, 11,612, 11,676, 11,676, 16,730, 17,270, 17276, 17,769, 17,769, 18663, 18663, 19650.
Also 7 Hitachi/Toshiba (another buyout) 3TB 7200rpm. POH 2133, 2761, 2766, 2925, 3533, 3598, the 7th one is not online to check at the moment, but not because of failure.
None of the 29 have any reassigned or failed sectors or any other indication of any problem to date, including SMART readouts. All of them have operated 24x7 for multiple periods of multiple months at a time. Purchases were spread over the last 7 years if memory serves.
OTOH I just recently had a 1TB WD current production RE4 Enterprise drive fail catastrophically after something like only 1000 hours.
Never had a Micropolis SCSI 5.25" or 3.5" fail either. They were built to last forever. OTOH, I distinctly remember paying in the neighborhood of $2000 for 300's and then again for 1000's. That's MB, not GB, BTW.
You're probably right about 7mm. HGST has a 1.5TB 3 platter 9.5mm. Samsung has or at least used to have a 500GB 3 platter 9.5mm. You left out 12.5mm; not sure about the platter count there. WD Passport 2TB's have 4 platters in 15mm.
Reality check. Tape died because it stopped growing in capacity anywhere near fast enough to keep up with disks. Not because it was too slow. That in no way whatever bears on the disk situation now. When and if it ever does, and it just might (since this story makes it clear just how they are scraping the bottom of the barrel and not coming up with anything worthwhile for advancing disk tech), then at that time we can talk about disks dying. Disks are going to far outperform ssd's in GB/$ for a long time to come.
It's way, way, way too much of a crippling performance and reliability hit for a laughably miserably tiny capacity gain. 25%? Are you kidding? I'll buy two 4's to get 8. I'll never buy a 5 to replace a 4. Maybe, just possibly, if it gave a 300% capacity gain I might possibly consider it for data where speed and reliability does not matter at all. Hmm, come to think of it, I guess that covers a big fat ZERO percent of my needs. So, no. Just no.
Citation very much desired - I'd love to read more about such things.
I had to do some reading in various books to track this down, since it was something I remembered reading 45 or so years ago. J. Gordon Vaeth, "Graf Zeppelin", 1959. In my edition, it is on page 193.
"The Hindenburg would make nine more round trips between Germany and North America before the year [1936] was out. The public liked its comforts, quiet, and the absolute freedom from airsickness which it offered. They relied upon its schedule-keeping and dependability. It left on time when fog and heavy rains kept all other aircraft grounded. Not even a North Atlantic hurricane affected it much. The ship rode its winds and made good a ground speed of 160 miles per hour. In storm after storm passengers would look down to see surface vessels heavily pitching and rolling and to see damage being done by high wind to trees and houses below. Yet even as they did, the Hindenburg would ride steady and stable in the air. 'Why, I didn't even know we were in a storm until I looked out of the window!' This was a common remark heard aboard the 'weatherproof' airship."
I'm sure I have seen the story elsewhere, but can't pin down the other references at the moment.
Since the cruising airspeed was almost always 78 mph with very few variations, this would indicate a tailwind of about 80 mph on that occasion.
They didn't fight winds. They found favorable (or least unfavorable) winds by altering the details of the course, and, of lesser effectiveness, changing altitude. There were times when driving straight ahead into the teeth of a gale reduced the speed made good over the surface to a small fraction of the airspeed, but these periods were of limited geographical extent and duration. "Ground" speed (actually surface speed; they traveled mostly over oceans) was the simple vector sum of airspeed and wind speed. In principle they could come to a standstill or even lose "ground", but they didn't plot their course stupidly...
They called it pressure pattern navigation. The officers had a good intuitive understanding of weather as it applied to their craft. They studied weather maps and plotted a course to take advantage of wind circulation around high and low pressure centers, seeking the quadrants with winds favorable to their course. And over the course of a 2-3 day flight they would update/modify their course according to developing changes in the weather. A simple direct great circle route was generally never the fastest. The technique is just begging to be fully computerized in the modern world.
Of course it was practically always faster flying eastbound than westbound crossing the North Atlantic. The better part of one day's difference on average.
As for air or gas compression for lift control, it was simply impractical given the available structural materials in those days. The strength to weight ratio was so low that the containers would have greatly outweighed the lift change they could have effected. Today we are looking at advanced composites with half the density and 3-4 times the tensile strength of the best aluminum alloys of the 1930s.
They used different techniques. During flight an airship gets progressively lighter due to fuel burn. Hydrogen was cheap and they could just valve it off to lose excess lift. The US was the only operator using the more expensive helium, and they developed engine exhaust water recovery which on average could compensate for pretty much 100% of the weight lost due to fuel burn. During flight an airship only gets heavier to a mild extent due to quite predictable circumstances such as rainfall. This can almost always be easily compensated for dynamic lift derived from engine power with the craft inclined upward at a very slight angle - seldom was more than three degrees necessary.
Back at the base, of course variations could be dealt with by simply pumping ballast water on or off board.
Five seconds with google reveals the plot. In the story it seems that widespread radiant power turns out to have unexpected and deleterious effects on people and equipment.
Slashdot Mirror
Are they really? Not in my experience. Symbolic links are most decidedly not "shortcuts".
The TeX source for the equations is just embedded in the text of the page. The use Javascript to render them. I'm not sure why that was expensive.
OK, I now found a cached version of the web page that actually works properly, and the equations are indeed rendered correctly.
So why can't you just print the pages out to PDF? Would the result be considered "not good quality" PDF?
It may have something to do with stuff that can't be rendered properly in HTML. The web presentation is full of equations rendered like this:
I assume that is rendered as a proper equation in the hardcopy!
The good news is that the web presentation is searchable ASCII text, which a bit-mapped scan would not be.
But isn't the copyright the property of Feynman's heirs? If not, why not? I am probably naive.
Depends on what they're developing, now, doesn't it? Maybe a huge database. Maybe video processing code. Heck, I'm not even primarily a developer and I currently have 19TB on my primary desktop and 32TB on two servers.
Even on Windows it's easy to move "My Documents" off of C:. "Program Files" is not the big barrier in most cases. FAT32 is long dead for system drives, and NTFS has symbolic links.
It's hopeless. The rubes are mod'ing up GP, while parent is the one who is correct.
C compiles very fast on modern computers. Fortran, I haven't any modern experience. C++ is spectacularly slow to compile if the code being compiled is at all sophisticated. And it's all compute. The drive light barely lights up for minutes at a time.
Spectacularly poorly, in my experience, for the kinds of things I do.
Well, which is it? Let's say they had exhaustive information and fingerprints on everybody in the world. Yeah, it has to be the world, because what if somebody from Monaco flies to Mexico, drives into the US, and then wants to fly out. But you can't guarantee any given person is "OK" just because you know a lot of stuff about him. Anyone could get radicalized or lose his mind at any time, or just have a secret life and secret thoughts.
Think, people. The nazis knew who Stauffenburg was. He was a Colonel in the Wehrmacht; "of course" he was "OK". But that didn't mean he couldn't carry a bomb into Hitler's briefing room.
So the idea that if they were allowed to steal everyone's privacy, that would enable them to magically be able to forego checking everyone out every time they fly ... is RIDICULOUS. Baker is either stupid, or he is blowing shit out of his ass.
The wet dream of the statists is illusory. They can never stamp out alienation because it goes along with free will. They can make slaves and they can make a large proportion into sheep, but they can't wish away free will. They would do better to ask themselves why no airplane passengers had to submit to being intrusively searched by thugs in the 1920s, 30s, 40s, and 50s and statistically next to 0% of planes were hijacked, exploded, or crashed into big buildings until fairly recently.
If you don't want crap growing in there, always turn off the AC well before you're going to shut the car off, and leave the blower running until only warm air comes out. Just shutting the car off with the AC on, or one second after turning the AC off, is gonna make it smell like hell the next time you start the car due to stuff growing in the condensation.
Interesting story about oil solidifying or congealing. I'm not buying it until I observe it happen.
Why not do it right?
You don't have the slightest concept what inert means.
Bingo. Tape compression benefits some users but not most. If you are using that amount of storage on disk, it is usually incompressible video, audio, images, etc. That said, I had no idea LTO had come that far. Nobody I know has been using tape backup for some time now, so I haven't kept up with the tech over the last couple of years.
I have had car air conditioners sit for periods of up to a YEAR without being turned on, and never had one fail yet. I had one car for 18 years and never once even started the engine from december through april of every year. The car including the AC still worked fine until rear ended and totaled in the 18th year. Another car sat from 1999 to this year in the driveway. Finally somebody bought it, and he says the AC still works fine. So much for that old wives' tale.
I don't think hard drives degrade in storage. I've had them sit for multiple years and then put them back into service without any problem. I have some SCSIs that haven't been run at all since the 90s that I might try just for fun and to see if those old files include anything good.
I can't match your duration individually, but I have a huge failure-free aggregate duration of 2 and 3TB drives.
I have a total of 22 Samsung HD204UI 2TB 5400rpm (the last 4 were actually Seagate rebrands, but same design). Power-on hours 7574, 8090, 8098, 8592, 8609, 8690, 8691, 9330, 10,041, 10,105, 11,612, 11,612, 11,676, 11,676, 16,730, 17,270, 17276, 17,769, 17,769, 18663, 18663, 19650.
Also 7 Hitachi/Toshiba (another buyout) 3TB 7200rpm. POH 2133, 2761, 2766, 2925, 3533, 3598, the 7th one is not online to check at the moment, but not because of failure.
None of the 29 have any reassigned or failed sectors or any other indication of any problem to date, including SMART readouts. All of them have operated 24x7 for multiple periods of multiple months at a time. Purchases were spread over the last 7 years if memory serves.
OTOH I just recently had a 1TB WD current production RE4 Enterprise drive fail catastrophically after something like only 1000 hours.
Never had a Micropolis SCSI 5.25" or 3.5" fail either. They were built to last forever. OTOH, I distinctly remember paying in the neighborhood of $2000 for 300's and then again for 1000's. That's MB, not GB, BTW.
You're probably right about 7mm. HGST has a 1.5TB 3 platter 9.5mm. Samsung has or at least used to have a 500GB 3 platter 9.5mm. You left out 12.5mm; not sure about the platter count there. WD Passport 2TB's have 4 platters in 15mm.
Reality check. Tape died because it stopped growing in capacity anywhere near fast enough to keep up with disks. Not because it was too slow. That in no way whatever bears on the disk situation now. When and if it ever does, and it just might (since this story makes it clear just how they are scraping the bottom of the barrel and not coming up with anything worthwhile for advancing disk tech), then at that time we can talk about disks dying. Disks are going to far outperform ssd's in GB/$ for a long time to come.
Do not want and WILL NOT BUY EVAR.
It's way, way, way too much of a crippling performance and reliability hit for a laughably miserably tiny capacity gain. 25%? Are you kidding? I'll buy two 4's to get 8. I'll never buy a 5 to replace a 4. Maybe, just possibly, if it gave a 300% capacity gain I might possibly consider it for data where speed and reliability does not matter at all. Hmm, come to think of it, I guess that covers a big fat ZERO percent of my needs. So, no. Just no.
I had to do some reading in various books to track this down, since it was something I remembered reading 45 or so years ago. J. Gordon Vaeth, "Graf Zeppelin", 1959. In my edition, it is on page 193.
"The Hindenburg would make nine more round trips between Germany and North America before the year [1936] was out. The public liked its comforts, quiet, and the absolute freedom from airsickness which it offered. They relied upon its schedule-keeping and dependability. It left on time when fog and heavy rains kept all other aircraft grounded. Not even a North Atlantic hurricane affected it much. The ship rode its winds and made good a ground speed of 160 miles per hour. In storm after storm passengers would look down to see surface vessels heavily pitching and rolling and to see damage being done by high wind to trees and houses below. Yet even as they did, the Hindenburg would ride steady and stable in the air. 'Why, I didn't even know we were in a storm until I looked out of the window!' This was a common remark heard aboard the 'weatherproof' airship."
I'm sure I have seen the story elsewhere, but can't pin down the other references at the moment.
Since the cruising airspeed was almost always 78 mph with very few variations, this would indicate a tailwind of about 80 mph on that occasion.
They didn't fight winds. They found favorable (or least unfavorable) winds by altering the details of the course, and, of lesser effectiveness, changing altitude. There were times when driving straight ahead into the teeth of a gale reduced the speed made good over the surface to a small fraction of the airspeed, but these periods were of limited geographical extent and duration. "Ground" speed (actually surface speed; they traveled mostly over oceans) was the simple vector sum of airspeed and wind speed. In principle they could come to a standstill or even lose "ground", but they didn't plot their course stupidly ...
They called it pressure pattern navigation. The officers had a good intuitive understanding of weather as it applied to their craft. They studied weather maps and plotted a course to take advantage of wind circulation around high and low pressure centers, seeking the quadrants with winds favorable to their course. And over the course of a 2-3 day flight they would update/modify their course according to developing changes in the weather. A simple direct great circle route was generally never the fastest. The technique is just begging to be fully computerized in the modern world.
Of course it was practically always faster flying eastbound than westbound crossing the North Atlantic. The better part of one day's difference on average.
As for air or gas compression for lift control, it was simply impractical given the available structural materials in those days. The strength to weight ratio was so low that the containers would have greatly outweighed the lift change they could have effected. Today we are looking at advanced composites with half the density and 3-4 times the tensile strength of the best aluminum alloys of the 1930s.
They used different techniques. During flight an airship gets progressively lighter due to fuel burn. Hydrogen was cheap and they could just valve it off to lose excess lift. The US was the only operator using the more expensive helium, and they developed engine exhaust water recovery which on average could compensate for pretty much 100% of the weight lost due to fuel burn. During flight an airship only gets heavier to a mild extent due to quite predictable circumstances such as rainfall. This can almost always be easily compensated for dynamic lift derived from engine power with the craft inclined upward at a very slight angle - seldom was more than three degrees necessary.
Back at the base, of course variations could be dealt with by simply pumping ballast water on or off board.
Five seconds with google reveals the plot. In the story it seems that widespread radiant power turns out to have unexpected and deleterious effects on people and equipment.
Some semi literate people confuse the i sound with the e sound in English.