Comment Re:I hope so... (Score 2) 90
Aviation is very conservative in regards to new technology. Many airliners still fly with CRT displays.
Aviation is very conservative in regards to new technology. Many airliners still fly with CRT displays.
what the definition of insanity is? Insanity is doing the exactsame fucking thing over and over again expecting shit to change.
This isn't the USA. The loser pays the legal fees for both sides and the legal fees themselves are quite a bit lower.
Obviously a small group of developers in India had more than three years to prepare and comply with the "disable advertising" policy but opted against it
They have a fair amount of political influence but they really aren't in any position to demand that anybody who isn't part of the EU show up and bow and scrape for them.
So I guess you never heard of Amazon EU S.a.r.L.?
Technically, ChatGPT isn't a somebody.
Airbus has used at least three AoA sensors since the very first A300. Boeing still uses just two on their newest 787.
Are you russian?
Not the same functionality, though. Several video streaming providers refuse to show videos on Linux, even through a web browser.
Not really. The UK imported most of their natural gas from Norway, Germany imported half of their natural gas from Russia. So when gas delivery literally stopped overnight, Germany had to scramble to replace that gas and to build the LNG infrastructure in record time. That was very expensive and lead to a heavy hit to the German industry which essentially stopped manufacturing most energy intensive products like aluminium and certain chemicals.
So no, that comparison would not only make sense if UK was not a signatory to sanctions. By your logic, that comparison also would only make sense if Germany exited the EU.
Imagine what happens if the British natural gas supply suddenly halves. How do you think the UK will fare in such a scenario?
Well, that means brexit is roughly equivalent to suddenly losing access to cheap oil and gas and hence killing off a large chunk of the industry.
Also an old tradition in Berlin
https://www.theguardian.com/wo...
There is a visual "input disagree" indicator if the controls are mismatched, and also a priority control where if it happens, which control should be used.
There is a voice warning.
https://www.youtube.com/watch?...
The other problem with Airbus is its reversion mechanism sucks. Usually the controls are set to "normal law" which is fully fly by wire and with all protection systems engaged. But the problems arise when the controls revert to direct law where suddenly the protection systems aren't engaged anymore and everything you knew about flying an Airbus goes out the window.
The direct law is exactly how a non-intelligent aircraft - like everything Boeing designed before the 777 - is being flown. If the pilots don't have the skills to fly that, they don't belong in the cockpit in the first place because flying in direct law is a part of the A320 training.
It's why Sully did the very unusual (as in, not in the checklist) step of turning on the APU during the Miracle on the Hudson.
Wrong. Sullenberger, in fact, enabled the APU to stay in the normal law. The unusual part about it was that he enabled it immediately, even before the dual engine out checklist. Without the envelope protection of the normal law, or on a 737, he would have stalled and crashed.
Here is the direct quote from the NTSB report (NTSB/AAR-10/03 page 88):
Although the flight crew was only able to complete about one-third of the Engine Dual Failure checklist, immediately after the bird strike, the captain did accomplish one critical item that the flight crew did not reach in the checklist: starting the APU. Starting the APU early in the accident sequence proved to be critical because it improved the outcome of the ditching by ensuring that electrical power was available to the airplane. Further, if the captain had not started the APU, the airplane would not have remained in normal law mode. This critical step would not have been completed if the flight crew had simply followed the order of the items in the checklist.
The NTSB concludes that, despite being unable to complete the Engine Dual Failure checklist, the captain started the APU, which improved the outcome of the ditching by ensuring that a primary source of electrical power was available to the airplane and that the airplane remained in normal law and maintained the flight envelope protections, one of which protects against a stall.
Really, you are wrong about essentially everything you have written so far.
Nope, this has happened on mechanical yoke aircraft as well. Pilots without situational awareness simply assume that the reason the yoke is unresponsive is a technical defect and just use more force. At least an Airbus literally tells the pilots that they both are in control. The AF447 crew simply ignored it. Maybe Airbus should re-record their voice warning systems to sound more urgent for warnings.
I have an even better example: Kenya Airways Flight 507.
This was a 737-800, so no fly by wire.
What is algebra, exactly? Is it one of those three-cornered things? -- J.M. Barrie