20 years ago I always had a $100 note tucked away for emergencies. It is laughable just how much less that would do today than back then. While normally I use the credit card a lot, in the places cash is king the small notes start to get painful. Countries where the largest note is $30 can make it painful for big bills
I was involved with a similar project in a different city, and just the infrastructure upgrades to the shelters and towers ran about $20 million per site for about 20 sites. None of them had been designed to a sufficiently robust criteria originally. The networking bits were easily another $10 million per site from what I understood.
Not to sound snooty, but I have a private banker that I went over all of this with before departure, and a regular co-op account that I did the same with. This didn’t stop the need for an hour on hold for a international calls for “verified by visa” transactions. The AWS one was really mind blowing though, and 100% on Amazon’s shoulders.
We have basically switched from 90% credit card transactions to 90% cash, and it gets messy.
Failed opening an AWS account while in Thailand and using a (cheap) SIP provider for a US number, despite giving them everything they asked for (absurd requests). These systems get annoying and expensive for the people that don’t fit the “normal” profile.
And today Google locked me out of my business email for the correct password from an IP address that just checked my email successfully.
Screw this hosted cloud shit. I’m going back to a physical server I have physical control over. (Even if it might have to be in my mom’s basement.)
Air launch itself isn’t a dead end, the benefits of launch flexibility could be material. The lack of a competitive advantage over the current launch platform for the rocket gets me though.
Really seems like they need a bigger (or smaller/cheaper) air launch rocket to have material advantages.
The Pegasus XL is currently launched (singularly) from an L1011; honest question, but what benefit does Stratolaunch hav over Orbital besides “we can carry three?”
I think the researchers fail to understand a few things as well. GP is correct— the ways hybrids improve include regenerative braking, increased starting torque, potentially simplified transmissions... and that is about it. From an energy perspective, a long-haul truck isn’t going to benefit much from a hybrid design, but there are minor gains (~1-2%?). From an emissions perspective, I’m sure it helps in several areas (especially around the depots where it can charge from the grid).
But, it isn’t about offsetting the “waiting for batteries to improve”, it is about waiting for manufacturers to be able to produce the vehicles, and this is the researcher’s biggest flaw in logic. Pure BEVs will serve multiple markets quite effectively. The long-haul versions don’t work with current market operation, but between platooning and other potential operational changes the economics might be able to change fairly quickly.
While now it is much easier and clearer than before, essentially the rules need to be changed to kill the meaningful outliers. Expat exemption... eliminate state eligibility to tax individuals living abroad; charitable deductions... force reporting for amounts over $1,000; home office... eliminate; etc.
Also, eliminate pass-through entities. It was great for me personally for a while, but it complicates things.
The goal needs to be simplification, and the policies worked out from there. If 90% of the people save significant time and money in the filing process, and the remaining don’t spend more effort, you have done a good job.
Back in the day, I had to spend about a week (25-40 hours) figuring out my capital gains from stocks, because the broker didn’t really have complete, accurate, and transparent records. I then had the spreadsheet generate a.txf file I could import into Turbo Tax to complete the schedules properly with each individual holding, opening, and closing transaction.
My frigging accountant just does a line for each section. While the new reporting makes it harder for interpretation of the rules, it is a needed simplification.
But, I am still stuck paying him $400 per year for what is essentially trivial work that can be summarized in 10 lines of a spreadsheet for income and deductions.
Because it is poor resource utilization. Unless you have extremely low subscriber density, fixed infrastructure provides better performance a slower cost.
I tried glusterfs briefly, but didn’t give it an honest go. Would love to abandon DFS, but even in its miserably unstable form was more reliable for apps like AutoCAD and MS Office than our attempt with Unison.
What kind of applications are you using and what is your bandwidth/latency between sites?
I had a similar issue— the file server we used as a license server was becoming unstable, so I wanted to migrate that function over to a new VM. In the end though, since I didn’t have time to do it myself, we put it on a spare desktop while we ordered a new micro-PC with Windows on it. Saving $30 going with Linux wasn’t worth the inability to delegate the task to a junior tech.
For Autocad only, not Revit, BricsCAD is great. They have BIM extensions, but not the same ecosystem. It is about $500/seat for a perpetual license. We switched about 25% of our users to it— fully.dwg compatible, and 99% command compatibility. Also faster than acad.
I’m long Tesla, but their real problem is demand is drying up for the Model S and X, due to demand being pulled forward, cannibalization from the Model 3, and ultimately expectations of a refresh.
There is also the secondary factors surrounding pricing and policy changes, but that is likely more minor.
Traveling right now, and using only a tablet. Aside from not being able to manually manage routes on conflicting up address blocks to my VPN, the tablet has been fine. Next time I will bring a Raspberry Pi along to handle that for me, and to add in tcpdump.
There are things that would be easier with my desktop machine, but nothing that would be worth the incremental improvement over the inconvenience of lugging along a laptop. Spreadsheets, word documents, even light CAD are all solved issues. The minor things that are a bit of a pain (combining multiple document to a single pdf was one on my iPad) I needed to get someone in the office to tackle, but not a big deal.
The second sensor is not an option; it is standard. The option is an indicator that the two sensors do not agree. (I am told this is optional to maximize commonality between the previous generation and the MAX. The asinine decision is that this system has too much authority to rely on a single sensor; the system was deemed non flight critical.
For legacy reasons, the aircraft is designed with fallback to manual as the default logic. This means that the sensors and flight commputers essentially mirror a single individual. Boeing might need to bring the aircraft closer to fly-by-wire with envelope protection, but even the 320 only has two sensors and not triple modular redundant logic for voting.
Using your simple example of no passengers forward of the exit door on the 747, does the safety record of the 747, over its millions of flight hours, suggest that this is unsafe? If not, why should it not be allowed to be certified?
“Grandfathering” just avoids certification to current standards of elements that have not changed and the regulator does not feel would have an adverse impact on safety.
There are real things on the 737 that should have been upgraded to current standards, like the exit doors. MCAS was a miserably implemented system which should have never been certified as designed, but the next logical step is almost a fly by wire flight envelope protection, where things start to look a lot less like a 737.
Slashdot Mirror
20 years ago I always had a $100 note tucked away for emergencies. It is laughable just how much less that would do today than back then. While normally I use the credit card a lot, in the places cash is king the small notes start to get painful. Countries where the largest note is $30 can make it painful for big bills
I was thinking more like “Zuck Off” and it records in high fidelity.
I was involved with a similar project in a different city, and just the infrastructure upgrades to the shelters and towers ran about $20 million per site for about 20 sites. None of them had been designed to a sufficiently robust criteria originally. The networking bits were easily another $10 million per site from what I understood.
Not to sound snooty, but I have a private banker that I went over all of this with before departure, and a regular co-op account that I did the same with. This didn’t stop the need for an hour on hold for a international calls for “verified by visa” transactions. The AWS one was really mind blowing though, and 100% on Amazon’s shoulders.
We have basically switched from 90% credit card transactions to 90% cash, and it gets messy.
Failed opening an AWS account while in Thailand and using a (cheap) SIP provider for a US number, despite giving them everything they asked for (absurd requests). These systems get annoying and expensive for the people that don’t fit the “normal” profile.
And today Google locked me out of my business email for the correct password from an IP address that just checked my email successfully.
Screw this hosted cloud shit. I’m going back to a physical server I have physical control over. (Even if it might have to be in my mom’s basement.)
Air launch itself isn’t a dead end, the benefits of launch flexibility could be material. The lack of a competitive advantage over the current launch platform for the rocket gets me though.
Really seems like they need a bigger (or smaller/cheaper) air launch rocket to have material advantages.
The Pegasus XL is currently launched (singularly) from an L1011; honest question, but what benefit does Stratolaunch hav over Orbital besides “we can carry three?”
Isn’t it more for starting torque?
Hey, that is how I drive...
I think the researchers fail to understand a few things as well. GP is correct— the ways hybrids improve include regenerative braking, increased starting torque, potentially simplified transmissions... and that is about it. From an energy perspective, a long-haul truck isn’t going to benefit much from a hybrid design, but there are minor gains (~1-2%?). From an emissions perspective, I’m sure it helps in several areas (especially around the depots where it can charge from the grid).
But, it isn’t about offsetting the “waiting for batteries to improve”, it is about waiting for manufacturers to be able to produce the vehicles, and this is the researcher’s biggest flaw in logic. Pure BEVs will serve multiple markets quite effectively. The long-haul versions don’t work with current market operation, but between platooning and other potential operational changes the economics might be able to change fairly quickly.
Virtually impossible for the average American accountant to know how much tax you “actually owe,” beyond the philosophical portion.
While now it is much easier and clearer than before, essentially the rules need to be changed to kill the meaningful outliers. Expat exemption... eliminate state eligibility to tax individuals living abroad; charitable deductions... force reporting for amounts over $1,000; home office... eliminate; etc.
Also, eliminate pass-through entities. It was great for me personally for a while, but it complicates things.
The goal needs to be simplification, and the policies worked out from there. If 90% of the people save significant time and money in the filing process, and the remaining don’t spend more effort, you have done a good job.
Back in the day, I had to spend about a week (25-40 hours) figuring out my capital gains from stocks, because the broker didn’t really have complete, accurate, and transparent records. I then had the spreadsheet generate a .txf file I could import into Turbo Tax to complete the schedules properly with each individual holding, opening, and closing transaction.
My frigging accountant just does a line for each section. While the new reporting makes it harder for interpretation of the rules, it is a needed simplification.
But, I am still stuck paying him $400 per year for what is essentially trivial work that can be summarized in 10 lines of a spreadsheet for income and deductions.
Scam.
Because it is poor resource utilization. Unless you have extremely low subscriber density, fixed infrastructure provides better performance a slower cost.
...one where I (as an owner) was going on sabbatical in a week. Small company.
I tried glusterfs briefly, but didn’t give it an honest go. Would love to abandon DFS, but even in its miserably unstable form was more reliable for apps like AutoCAD and MS Office than our attempt with Unison.
What kind of applications are you using and what is your bandwidth/latency between sites?
I had a similar issue— the file server we used as a license server was becoming unstable, so I wanted to migrate that function over to a new VM. In the end though, since I didn’t have time to do it myself, we put it on a spare desktop while we ordered a new micro-PC with Windows on it. Saving $30 going with Linux wasn’t worth the inability to delegate the task to a junior tech.
For Autocad only, not Revit, BricsCAD is great. They have BIM extensions, but not the same ecosystem. It is about $500/seat for a perpetual license. We switched about 25% of our users to it— fully .dwg compatible, and 99% command compatibility. Also faster than acad.
Arguably, DFS-R is better than any of the Linux alternatives for replication of data between offices.
Biggest reason on the desktop is the same as it was 15 years ago: people like Outlook,
I’m long Tesla, but their real problem is demand is drying up for the Model S and X, due to demand being pulled forward, cannibalization from the Model 3, and ultimately expectations of a refresh.
There is also the secondary factors surrounding pricing and policy changes, but that is likely more minor.
Traveling right now, and using only a tablet. Aside from not being able to manually manage routes on conflicting up address blocks to my VPN, the tablet has been fine. Next time I will bring a Raspberry Pi along to handle that for me, and to add in tcpdump.
There are things that would be easier with my desktop machine, but nothing that would be worth the incremental improvement over the inconvenience of lugging along a laptop. Spreadsheets, word documents, even light CAD are all solved issues. The minor things that are a bit of a pain (combining multiple document to a single pdf was one on my iPad) I needed to get someone in the office to tackle, but not a big deal.
The second sensor is not an option; it is standard. The option is an indicator that the two sensors do not agree. (I am told this is optional to maximize commonality between the previous generation and the MAX. The asinine decision is that this system has too much authority to rely on a single sensor; the system was deemed non flight critical.
For legacy reasons, the aircraft is designed with fallback to manual as the default logic. This means that the sensors and flight commputers essentially mirror a single individual. Boeing might need to bring the aircraft closer to fly-by-wire with envelope protection, but even the 320 only has two sensors and not triple modular redundant logic for voting.
Using your simple example of no passengers forward of the exit door on the 747, does the safety record of the 747, over its millions of flight hours, suggest that this is unsafe? If not, why should it not be allowed to be certified?
“Grandfathering” just avoids certification to current standards of elements that have not changed and the regulator does not feel would have an adverse impact on safety.
There are real things on the 737 that should have been upgraded to current standards, like the exit doors. MCAS was a miserably implemented system which should have never been certified as designed, but the next logical step is almost a fly by wire flight envelope protection, where things start to look a lot less like a 737.
No, check the letters carefully. While the logo looks like TSA’s it is CAS.
Well, FWIW, SFO does private screening, so it isn't actually TSA.