I'm not entirely convinced that releasing the source code of an AV package is necessarily in the best interests of the community. I imagine a cluey virus writer (if there is such a thing) would find it useful.
I use AVG. I have for several years. A fantastic product.
Video internet, whatever that is, is bandwidth limited. The OS of the systems on each end of the cable makes virtually no difference to the deliverable bandwidth.
Friend of mine got an iPod a couple of years back, downloaded about 100 CDs onto it. I was listening to it idly, and remarked that the sound quality wasn't up to much (I was probably picking up compression artefacts, as he plays no music that I have ever listened to). He discovered that he'd been using the standard compression, and that switching to recordings made with the higher bit rate was a substantial improvement.
So, last week I had a mess about with Lame and found that 256 was OK for classical music, but 384 was noticeably better. I didn't A/B with the source material, as I knew I wasn't going to keep a CD quality file on my laptop. Incidentally I'd expect classical piano music would be a great way of revealing problems with compression algorithms.
http://www.pcabx.com/ for a very handy comparator tool that allows you to run statistically valid, double blind audio tests.
The GP is right. As the bullet gains altitude (as it flies vertically up) its lateral velocity is less than needed to keep pace with the target below, which is rotating on a slightly smaller radius.
The root cause is that the surface of the rotating Earth local to the target is an accelerating (in this case rotating) reference plane.
But if you were to plot journey cost vs safety, you'd find strong correlation, that is, flights are getting both cheaper AND safer. Of course, corrleation does not imply causation.
Diesels actually have excess air available, with the possible (but unlikely) exception of full demand. They emit carbon because there is not enough time for all the fuel to burn fully. The hydrogen/may/ improve the combustion efficiency to reduce this, or even prevent it.
Of course, if they then richen the mixture again (and knowing truckies that's quite likely) then you are back where you started, but with more power.
I don't necessarily believe the hype, but the benefits of using hydrogen to improve efficiency and reduce emissions has been demonstrated by several groups over the past decade.
if the downwind blade is travelling at windspeed, it is generating no force (and admittedly killing no birds who are flying with the wind, ie balloons). But, that implies that the upwind blade is travelling at twice the windspeed, relative to the wind.
So that little argument is rubbish.
Actually, the whole article is not too bad overall, we certainly see worse in real papers (eg the Guardian's coverage of that hydrogen atom fraud).
It would not be unusual for a large fleet to get a car prior to job 1, and we also put experimental subsystems (eg new HVACs) into say taxi fleets before they are used elsewhere.
However, your average customer is not going to drive cars long in advance of J1, because they will not be homologated, and will be uninsurable (we are self insured for our employees).
Also it is not unknown for other manufacturers to hire/borrow any early cars that are available and tear them down overnight. Honda have probably got some heavy security on this thing to stop that happening.
My department inherited a Lexus LS 400 that had been through a teardown, nice car, but the array of warning lights that you got because of the mistakes on re-assembly were a bit of a spoiler.
GM's Impact program was much the same idea, I'm sure they now have enough customer data to know how to model electric vehicles accurately.
We do a similar thing, we install a small box that monitors the Can bus (?sp) and saves the results to flash. Then we build up Real World Customer Useage Profiles, and design our durability tests around them.
Estimated cost of a 35% efficient fuel cell stack (ie worse than a good internal combustion engine) is $5000/kW or more. So for a 15 kW system, which will need some batteries as well for peak current draw, you are looking at $75000.
That number has not changed in 4 years.
Where are you going to get the hydrogen from? Nobody has a satisfactory reformulator for hydrocarbons.
Fuel cells are a taxpayer/investor funded daydream.
I get about 13 Mb per hour downloaded on dialup. I think waiting for 6 whole hours is not unreasonable for an entire office suite. Use GetRight in case of dropped connections.
Given that Excel 97 is about 35 Mb standalone, I don't think 80 Mb is unreasonable for the whole of OO.
It would 'work'. That is to say, you would get hydrogen to burn in a conventional engine. But, if you take one step back, look at the real process. I'll use aluminium as an example, as it is the worst case scenario.
1) Make aluminium from bauxite and electricity and stuff. Lots of electricity. Really big amounts of electricity.
2) Burn aluminium in water, releasing hydrogen, and creating aluminium oxide/hydroxide.
3) Burn hydrogen in a normal internal combustion engine, max efficiency 40%, say.
Rather than writing a whole new ECU program, why not just install a Hardware Abstraction Layer between the Prius' ECU and that of the diesel? So when the Prius wants (say) 62% throttle and 4300 rpm you intercept that and ask for 79% throttle (or whatever).
Thinnish coating of aluminum oxide on glass/plastic multilayer laminate improves its strength and scratch resistance.
News for non chemical nerds, maybe. A bit ho hum for anybody familiar with the AMAZING see through properties of things like aluminumium oxide, aka rubies and saphires.
I think you'll find that this effect has a fairly small thrust/mass ratio, so it won't really be suitable for heavy lifters. While we're at it what does efficiency mean in this context? Why don't they quote a specific impulse?
Not really true, if you are trying to hire competent engineers. I'd say it is more like three for the price of one in India, and there is an additional management overhead, and interviewing is a pain. Mind you, good Indian engineers are very good, if you can find one. Good USAn engineers are very good, if you can find one.
Good oh. I live in Australia, which has about the same land area as the USA, and 1/15 of the population. So by your idiotic logic I am 'entitled' to 15 times as much oil as you.
Slashdot Mirror
There's only scientists and artists, right?
I'm not entirely convinced that releasing the source code of an AV package is necessarily in the best interests of the community. I imagine a cluey virus writer (if there is such a thing) would find it useful.
I use AVG. I have for several years. A fantastic product.
Video internet, whatever that is, is bandwidth limited. The OS of the systems on each end of the cable makes virtually no difference to the deliverable bandwidth.
The drag of a streamlined body underwater in deep water does not include a significant term that is a function of gravity.
If you really want to look into it start from the wave resistance equations invented by Michell, rediscovered by Havelock and solved by Castle.
So, does that mean the rest of the article is wrong?
Friend of mine got an iPod a couple of years back, downloaded about 100 CDs onto it. I was listening to it idly, and remarked that the sound quality wasn't up to much (I was probably picking up compression artefacts, as he plays no music that I have ever listened to). He discovered that he'd been using the standard compression, and that switching to recordings made with the higher bit rate was a substantial improvement.
So, last week I had a mess about with Lame and found that 256 was OK for classical music, but 384 was noticeably better. I didn't A/B with the source material, as I knew I wasn't going to keep a CD quality file on my laptop. Incidentally I'd expect classical piano music would be a great way of revealing problems with compression algorithms.
http://www.pcabx.com/ for a very handy comparator tool that allows you to run statistically valid, double blind audio tests.
but it's not interesting, truly relevant or funny. +5 coming your way
The GP is right. As the bullet gains altitude (as it flies vertically up) its lateral velocity is less than needed to keep pace with the target below, which is rotating on a slightly smaller radius.
The root cause is that the surface of the rotating Earth local to the target is an accelerating (in this case rotating) reference plane.
So, no troll.
But if you were to plot journey cost vs safety, you'd find strong correlation, that is, flights are getting both cheaper AND safer. Of course, corrleation does not imply causation.
engineers take legal responsibility for their mistakes. In the case of software 'engineers' I'd like to see that.
That is a very good suggestion.
I'm kinda looking forward to the Mac equivalents of MathCAD, Solidworks, Nastran and ADAMS.
Oh, you didn't mean real software you meant typewriting and pretty pictures. That's nice, dear.
Silent Running as well.
The list in the article is just a fanboy teen thing.
you use a DeLorean
Diesels actually have excess air available, with the possible (but unlikely) exception of full demand. They emit carbon because there is not enough time for all the fuel to burn fully. The hydrogen /may/ improve the combustion efficiency to reduce this, or even prevent it.
Of course, if they then richen the mixture again (and knowing truckies that's quite likely) then you are back where you started, but with more power.
I don't necessarily believe the hype, but the benefits of using hydrogen to improve efficiency and reduce emissions has been demonstrated by several groups over the past decade.
if the downwind blade is travelling at windspeed, it is generating no force (and admittedly killing no birds who are flying with the wind, ie balloons). But, that implies that the upwind blade is travelling at twice the windspeed, relative to the wind.
So that little argument is rubbish.
Actually, the whole article is not too bad overall, we certainly see worse in real papers (eg the Guardian's coverage of that hydrogen atom fraud).
As a matter of interest, who do /you/ think owns BP Solar?
It would not be unusual for a large fleet to get a car prior to job 1, and we also put experimental subsystems (eg new HVACs) into say taxi fleets before they are used elsewhere.
However, your average customer is not going to drive cars long in advance of J1, because they will not be homologated, and will be uninsurable (we are self insured for our employees).
Also it is not unknown for other manufacturers to hire/borrow any early cars that are available and tear them down overnight. Honda have probably got some heavy security on this thing to stop that happening.
My department inherited a Lexus LS 400 that had been through a teardown, nice car, but the array of warning lights that you got because of the mistakes on re-assembly were a bit of a spoiler.
GM's Impact program was much the same idea, I'm sure they now have enough customer data to know how to model electric vehicles accurately.
We do a similar thing, we install a small box that monitors the Can bus (?sp) and saves the results to flash. Then we build up Real World Customer Useage Profiles, and design our durability tests around them.
Estimated cost of a 35% efficient fuel cell stack (ie worse than a good internal combustion engine) is $5000/kW or more. So for a 15 kW system, which will need some batteries as well for peak current draw, you are looking at $75000.
That number has not changed in 4 years.
Where are you going to get the hydrogen from? Nobody has a satisfactory reformulator for hydrocarbons.
Fuel cells are a taxpayer/investor funded daydream.
I get about 13 Mb per hour downloaded on dialup. I think waiting for 6 whole hours is not unreasonable for an entire office suite. Use GetRight in case of dropped connections.
Given that Excel 97 is about 35 Mb standalone, I don't think 80 Mb is unreasonable for the whole of OO.
It would 'work'. That is to say, you would get hydrogen to burn in a conventional engine. But, if you take one step back, look at the real process. I'll use aluminium as an example, as it is the worst case scenario.
1) Make aluminium from bauxite and electricity and stuff. Lots of electricity. Really big amounts of electricity.
2) Burn aluminium in water, releasing hydrogen, and creating aluminium oxide/hydroxide.
3) Burn hydrogen in a normal internal combustion engine, max efficiency 40%, say.
Rather than writing a whole new ECU program, why not just install a Hardware Abstraction Layer between the Prius' ECU and that of the diesel? So when the Prius wants (say) 62% throttle and 4300 rpm you intercept that and ask for 79% throttle (or whatever).
Still a tricky job, but not impossible.
Thinnish coating of aluminum oxide on glass/plastic multilayer laminate improves its strength and scratch resistance.
News for non chemical nerds, maybe. A bit ho hum for anybody familiar with the AMAZING see through properties of things like aluminumium oxide, aka rubies and saphires.
He said, grass-sourly.
I think you'll find that this effect has a fairly small thrust/mass ratio, so it won't really be suitable for heavy lifters. While we're at it what does efficiency mean in this context? Why don't they quote a specific impulse?
Anyway, it sounds like a good thing.
Not really true, if you are trying to hire competent engineers. I'd say it is more like three for the price of one in India, and there is an additional management overhead, and interviewing is a pain. Mind you, good Indian engineers are very good, if you can find one. Good USAn engineers are very good, if you can find one.
Good oh. I live in Australia, which has about the same land area as the USA, and 1/15 of the population. So by your idiotic logic I am 'entitled' to 15 times as much oil as you.