ok then, here you go:
218 publicly visible posts • joined 6 Jun 2014
Another version is that truck drivers will park at rest-stops when they reached their time-limits for driving, turn on their GPS jammers and continue on their journey.
Then when drop/pick up is completed, return to the same rest-stop, and turn it back on.
I guess more nevarious use is for thwarting the low-jack systems when stealing cars though.
Typically, geostationary and geosynchronous satellites are moved to a "graveyard orbit", several hundred kilometers further out. Although there are plans now to require decommissioning used-up sats means moving them to a "disposal orbit" from which point they further slow down due to atmospheric drag, within 1 year.
Yes, both methods use retro thrust.
Back in the early 2000's I worked primarily with Cisco switches, and the most common problem saw were duplex mismatches. And this does cause packet loss and bad throughput problems.
Thing was, at that time the autoneg specifications were pretty ill-defined, and not always implemented the same between vendors and versions. I believe especially Nortel switches had issues when connecting to Cisco.
Cisco also had one crap IOS version, where even if you configured your interfaces to full-duplex, the underlying software with still revert back to autonegotiate.
That one cost me a trip to Paris, as people were puzzled for a day or two on what was going on with their network traffic.
By then I already only had to take a quick glance at the blinkenlights on the front. Green going flashy amber can only happen in collisions.... IOS upgrade fixed that one.
Post 2005 the standards got better defined and followed, especially with GigE standards, but Cisco was still forced to put in IOS commands for manually configuring speed and duplex on GigE links. They did so reluctantly, as it's a really bad idea. Autoneg does more than just speed and duplex in GigE...
Not so sure about slowing things down, but one in my home town had a nice tendency. It was slightly sloped to let water flow out from the center outwards.
In the summer, oil and other liquids from vehicles spilled from the engines or the nearby car wash residue would spin of them and deposit and stick to the road during dry spells.
Which made it a lot of fun to drive around on it after a fresh downpour a couple of weeks after. Lots of bicycles and scooters and motorbikes would spin out and crash on on it.
If a CV made it through my first phase of vetting (the blatant lies, and nonsense) and not ended in the bin, I'd send the applicant a 10 question form, asking for a return by next day.
I found that asking really simple questions (for hiring a field installation/support engineer) would weed out a lot of the chaff.
"What is the difference between a hub, a switch, and a router?" If you'd get back a block of text copy-pasted from a Cisco website, it was one candidate fewer to invite to the office.
When invited to the office, I'd give a cup of coffee (or tea), two PCs, and a clean 2950, and a subnet to configure written on the whiteboard. "Make them talk over the switch, on VLAN 100."
Then walk out and give them half an hour.
I don't want to sound "smart" here. But after a couple of dozen duds wasting my time, not knowing the basics of much more complex stuff we were doing, this approach really worked, and we ended up with an great "flying squad" of engineers that could work out things by themselves without much, if any, remote support needed.
If I build a platform (as a private owner) for people to build an app on to chat or sing and dance to 15 seconds music, then if I decide your app is crap, or the content you are hosting on the platform I build is crap, or I personally disagree with the content, you won't get a 2 day notice, I'll rm -rf / you when I want.
Maybe I will send you a link to an Amazon ad for a bullhorn and suggest a nice park where you can free speech your merry ars* off.
AWS/Google/Apple/Microsoft are NOT government. You are fully in your right to disagree with them and go find another provider to serve your needs.
Or as a pilot friend of mine said one time (while we were having beers in a pub) to a guy nervous about having to fly the next day: Don't worry mate, we taking safety very seriously. We usually stop drinking about, oh, 24 or 48.... feet before we enter the cockpit.
I had to do a mandatory PCR test to get site access, and it just came back positive. Apart from now not knowing how long I have been positive, or whether or not I will develop systems and worse, it is incredibly disruptive. And I have been very diligent about masks/washing/distancing, but it all becomes hard when dorks like OP keep throwing the "hoax" argument and toss all advice in the wind.
If everyone would just follow simple rules for a couple of months -strictly- this thing might have a chance to stay under control, until we get large deployment of vaccines going.
Anyways, no, I never turn on my camera, unless it is as an introduction to a new team (member).
I'm starting to get almost on a daily basis again the classic "we have installed an app that activates your camera and recording you "touching yourself in an indecent manor", send money to BC address [bc1q0x0rdt4znhspvxlm8cahtdntxtrhse2f2slhet] or we send the material to your contact list" mails again.
It even includes a -very- old password in the subject header, that probably came from the LinkedIN data breach a while back. The last 4 it was always that same BC address, but different email sender.
It's reported a couple of times on bitcoinabuse.com
Several of my friends are getting the same thing happening now, with again, the same BC address.
When looking at the source of the email (I know, don't tell me), the originator IPs all come from Microsoft (Outlook) domain, so good job MS (not). Also targeting my outlook email.
SkippyBing, you have it the wrong way around:
Full Flight simulators:
FAA & EASA classify FFS's into four levels:
FAA / EASA Level A - 3 axis motion / night visuals
FAA / EASA Level B - 3 axis motion / night visuals / ground handling simulation (lowest level of heli sim)
FAA / EASA Level C - 6 axis motion / night & dusk visuals / dynamic control loading / higher fidelity
FAA / EASA Level D - 6 axis motion / night, dusk & day visuals / dynamic control loading / highest fidelity
There are different catories for flight procedure trainers:
The FAA groups FTD's into seven levels (levels 1, 2 & 3 are no longer issued)
FTD Level 1 (not used for new devices / various grandfathered devices)
FTD Level 2 (not used for new devices / various grandfathered devices)
FTD Level 3 (not used for new devices / various grandfathered devices)
FTD Level 4 - basic cockpit procedural trainer / often a touch screen procedural trainer
FTD Level 5 - specific class of aircraft [S/E, M/E etc] / meets a specific FTD design criteria
FTD Level 6 - high fidelity / aircraft specific / specific aerodynamic modelling
FTD Level 7 - helicopters only / all controls & systems modeled / vibration system / visual system
I was called up yesterday, saying they had a big problem. I told them I was at an Italian restaurant having pizza and beer. He asked me to bring pizza and beer. I complied. And fixed the problem in 5 minutes before the pizza went cold, and the beer warm. Why do I keep the damn Cisco blue flat serial cable on hand you ask?
Yeah, I've not seen DC where the UPS would drive the AC in the DC (yeah, pun intended), but you hope the gen kicks in soon enough to start driving things after they stabilise/sync up.
Currently, I give it about 20 minutes before I order a complete graceful shutdown, as at 6 degree below Neptune's wrath, it's never really cold outside.
From that moment on, humidity becomes an instant issue, as everything condenses up once the AC kicks back in, so you'd have to wait for the center to "dry up" before switching things back on...
And truth too to heavy rain... You just know you will have a fun day when kids are playing outside and swimming along with your taxi on the way to work.
One more thing that's a killer by the way, is extreme drought. The grounding poles around the building stop reaching any sort of ground water level, and basically just poke into dried out soil. As in... no more grounding. Don't count on the local power supplier to be of any help.
… Unless the local population, with the help of security guards, have syphoned off all the diesel from the generators and sold it on the street..
The fun you can have in a developing country :-)
At my new posting, after lessons learned, they finally wired up the building chillers to the Genset, as it was cheaper than replacing hardware that went into meltdown. Just in time for our latest 24hr+ region-wide power outage...
I used to work for a company that had a knack for putting reverse logic questions in their GUI/command-line software, "Do you wish to not continue? Y/N" type of stuff. That, and same for config parameters, like
"disable_override=yes" kind of things.
Made for great troubleshooting sessions.
In case of dragracing tracks, this is not something that they "happen to have at hand".
This is standard equipment. Unlike most racing, dragracing does not allow a spot of water, as the track simply won't allow the power of the cars/bikes and accidents will happen.
Having said that, I don't think it will do much good on a grass pitch drying.
In case of Santa Pod:
Hope to be back there again soon :-)
It's always the same thinking by beancounters. It's working, right, so why do regular maintenance on the batteries.
I have 6 UPS across my site, carrying 46 batteries, rated 120Ah. I requested new batteries $Diety knows how many times, until one UPS started going down within a few minutes of operation, before the Diesel gen would kick in, and they got their wake-up call. Minimum age of batteries was 5 years by that time.
We do regular tests though. But not by choice. Power fails at least once a month because of lightning strikes at the local substation, or just because of shoddy infrastructure problems.
Fun extra, the diesel gen doesn't supply power to drive the building airconditioning, so humidity shoots up pretty fast. Don't turn machines back on (after controlled shutdown) right after a power restore. Condensation is a killer...
Well, the warning light is there already. It's on the glareshield and lights up as "WARN". Which will put the attention of the pilots to the ECAM display where it will say what it's about.
Since MCAS was only reading from 1 sensor, there is no disagree, and hence no warning! Which is damn stupid.
Hans 1. No and Yes. AF447 was a 330, not 320. And the 330 uses 3 primary (PRIM) and 2 secondary (SEC) computers between all controls.
320 has 2 ELAC, 2 FAC, and 3 SEC computers.
The issue was more or less (it's much more complicated than that) that there is no physical connection between captain and FO sidestick. If you push full nose down on the left, and full nose up on the right, the result is no action at all. This is indicated by a control disagree alarm, but I'm not sure if this was implemented before, or after AF447. Same as a button on each sidestick that when pushed, says "I have control now", and the other side gets cancelled.
imanidiot, just one caveat there. MCAS doesn't operate when flaps are extended, or A/P disabled, and only works under high thrust, low speed. You'd find that on approach none of these conditions would be met.
When you look at the FDR data from JT610, you will see that the problems started as soon as they retracted flaps to 0.
That's exactly what implied Spartacus. We don't know the reason yet so don't step ahead of yourself. And as for the Boeing vs. Airbus dispute, I don't have time for those people.
What is wrote is factual without bias.
We will find out. And then we can all banter about how we all know better.
Having said that, one thing seems to have been missed in the news. Both aircraft went very fast at low altitude. Whether that was because of unreliable airspeed indication, or because no attention was given, I'll leave that to investigators, but..
Airplanes have a nasty characteristic in this situation. When there is a pitch down , at high speed, low altitude, the earodynamic forces on the elevator will actually go into blow-back. The hydraulic actuators won't be able to avoid this and the control surfaces will be pushed to full nose down.
The only way to get out is to reduce speed, and full pull on yoke, plus full up trim. When already pointing down, this is almost neigh on impossible. Certainly at an altitude without margin. Ethiopian was at 9000ft, but 1000ft above ground...
Both aircraft ended doing a full nosedive in the last moments.
Don't take my word for this. I don't do conspiracies. You can look it up.
There is a procedure for "runaway elevator trim" in the flight manual. However the situation calling for this was when the original STS (speed trim system) was installed only, where it would trim nose-up at constant rate.
MCAS does a nose-down trim, and switches off for 5 seconds after the pilots counter trim from the yoke, and then repeats.
The pilots were not familiar with this behaviour, so it didn't trigger the action to turn off the two switches.
On the flight preceding JT610, a Batik air captain (typically the grey-beards coming out of long service from sister company Lionair), who was also 737-max8 rated and sitting in the observer seat, did conclude it had to do with auto-trim (he wasn't in control, so had a bit more room to evaluate the situation), and advised the flight crew to turn the switches to off position, which recovered the situation.
I've had the pleasure of doing work for a customer at a data center near Melbourne.
It was pretty much squeezed in between a landfill and a huge cow hide processing (not sure, tanning, or leather producing) factory.
In the nights, when the air calmed down, the A/C would suck in all these lovely smells. Enough to make you gag all the while there. It did make for more speedy installation and testing jobs.
Don't want to sound pedantic, but in 1990 I think it was Cat-3, 10BaseT. Cat-4 and Cat-5 were introduced in 1991.
I guess it would have worked if it said "it was the 90's".
Only from the mid '90s did 100BaseT arrive as well.
Impressed with a 386 downloading 20MB. I'm not sure my HDD was much bigger at that time :-)
Lee, this is more prevalent than I wish it to be. I keep trying to educate my techies to work from the lowest layer up (including the layer between chair and keyboard), instead of having them do turn-off turn-on stuff and "see if it works now". To no avail, mostly.
I remember a callout at 2am Saturday morning where "the hub has failed, we replaced it, but systems are still down." Strange, as we don't have any hubs in the complex.
So, I go over there, even after enjoying a good Friday "activity", which is a 2km walk, driving was out of the question...
Only to find the "hub" being a c3650, which they slapped in without thinking of configuring.
Even if you think you've covered it all, things like that will make you go.. hmmmm
Assumption is your enemy when troubleshooting.
Oh, systems were back up and working in 15 minutes. Is configuring-while-intoxicated a crime?
You can also find out if grounding in your setup is done proper when you try to measure the 80V/16hz ringer circuit output (as in telephone ring voltage), by hooking your 1:1 oscilloscope probe to ground and touch the ouput with the probe. It's very effective, and capacitors give of nasty smoke when they blow. Can be expensive too.. (it wasn't me, ex-boss, I swear)
Truth that. I usually carried a magnet with me from a decommissioned subwoofer. You could "smear" the blot on the screen back out by expertly waving it over the screen. Magic! Usually tv sets that alligned north-south a long time would get that.
More fun with people putting plant pots on top of the set and watering all the time too heavily. And heavy plants would sometimes even break the circuit boards underneath, requiring a lot of trace resoldering. Extra points for fixing TV's by vacuuming the interior cob-webs and dustballs out.
Sometimes they can actually be helpful, unwittingly.
We had a team running bit error rate tests on an STM-64 test setup in our labs, only to find out that every morning there were a high number or errors over the line, which is not really acceptable in a 5-nines setup.
So, a crew was assigned to monitor the equipment over-night, and for a week they sat there, with nothing happening. 0 bits fell over.
That is, until one of the guys left the DC for a break, and while walking out in a half-zombie mode, switched off the lights, said sorry, and switched them back on. Bang: errors.
Turned out that every night, the cleaning crew would come in, and then upon leaving switched off the lights. First person in the next morning would turn the lights back on.. and there you go. It was a faulty starter in one of the overhead tube-light pair causing it.... While the guys were monitoring for a week, the light always stayed on.
(It did demonstrate a bit of a over-sensitivity to EMC in the equipment though.)
A bit OT there, but "Because it was dark, had no visual confirmation" means your flying on Instrument Flight Rules. Key word being INSTRUMENT there.
The first officer was pilot flying and interpreted the situation wrong, and pulled the aircraft into a stall.
It also didn't help that the Captain tried to control the situation, but resulting in both pilots trying to to do opposite actions, which in an Airbus of the type, just cancels each out (one nose down, the other nose up, resulting in a neutral position, which was already up). You do get an aural warning "Dual input", and a red light saying the same on the glareshield, but both ignored it, for the most part of the way down. In other words, CRM was part to blame.
The aircraft was perfectly flyable otherwise...
Spot on JassMan. I was wondering about that part.
After having to learn several languages while meandering around the globe, I've only ever considered having a decent grasp of the local language, when I could actually not just understand what was being said, but able to understand the jokes, with all the local contexts, and laugh about it.
Japanese humour is by far not the same as US, or British humour in this case.
Also, if anyone could develop an AI chatbot, that would recognise where a person was from, and then switch the conversation to match the cultural limits, and courtesy rules of that person's locale, now that would be impressive. If neigh-on impossible. Even humans seem mostly incapable of it.
Oh boy. HQ in Tel-Aviv.. Could I please fly out for a meeting in Sydney planned for the next morning, as "I'm in the country next to it". I wished sometimes HQ owned a globe (Jakarta-Sydney is about the same as London-NY).
Of course it didn't beat the rush job in Seattle that needed attention, while working in Melbourne, subsequently changed to LA, then Dallas (all east-bound), with a flight back to Melbourne through Dublin and Amsterdam.
Round-the-world trips are sooo romantic and adventurous :-)
(I have some news for you flat-Earthers around there)
I think the Ts & Cs are pretty clear on what you can and can't do with an Opal card.
If you get one, and use one, you agree to these, cyborg or not:
A good start is reading item 40.
IANAL, but point 82 seems pretty clear:
Acceptance of terms:
What I (might have) missed from the article is whether or not his "card" was topped up, or if he was indeed traveling without paying. If you want to use PT, pay up.