As an example, consider AF447 https://en.wikipedia.org/wiki/Air_France_Flight_447. While the outcome of this mishap was largely due to mistakes by the pilots prior to penetrating the weather and afterward by misapplication of controls during stall, it is highly doubtful that a remote pilot could ever have effected a recovery, even if he was not responsible for getting into this situation in the first place. The abstraction of kenesthetic data might someday be improved enough to make a recovery like this possible, but What's the point?

Going to all this trouble to remove, that is move, the pilot from the cockpit to a remote location gains what exactly while eliminating all that is made possible by manning the flight with trained and experienced flightcrew.

I've now lived long enough to see Tool covered on /.

Not my experience at all. Had one since it came out in late 2010 and never had any problems with it- works great. Not so sure that the InfiniTV6 won't work in MythTV. Is this a Ceton driver limitation or MythTV limitation. Card differ only by number of tuners.

I've had the InfiniTV4 since it was introduced and can't say anything negative about it. Four to six tuners with an M-card and works under Media Center and has unsupported driver source for Linux. PCIe and USB flavors avaiable, networkable tuners. XBOX 360 functions as a Media Center Extender (no copy flagged media will only play on extenders). They also have the Echo but its pricy for an extender. No requirement for cable but it does support SDV if your cable company uses this. No subscription fees for database. Why TiVO when you can build your own?

The F-4 Phantom was colloquially regarded as proof that with enough thrust, even a brick will fly.

Also the two of you are apparently dancing around the powerplant known as unducted fans

Quickly, to add on to your discussion: I was stationed at NAS Moffett during the early '90's and recall a great deal of research at that time on the topic of augmented lift in STOL/VSTOL fixed wing aircraft. NASA had a number of unusual experimental planes that were able to fly at very slow relative wind speeds by bathing the wing in jet thrust or prop wash. It was very striking to watch these aircraft virtually float to a landing at about 40KTS.

While I prefer hiding behind the locked Kevlar door (it's on the pushback checklist), don't forget some of us are armed with Heckler & Koch's and instructions to shoot to kill...

Yeah! Like the liberty to be killed by well armed suicidal terrorists who've hijacked my airplane...

I suppose, the desire to eke out a profit in what is now a highly competitive pricing environment. But I agree the nickle and dime-ing is annoying. They never ask me what I think of their ideas when they come up with stupid shit. They tell me to shut up and fly the plane.

From my perspective (and the view is terrific), I always thought I did a pretty good job of keeping the plane from falling out of the sky, though I must admit I've had a few hard landings.

I'm a commercial pilot with an ATP rating (and 13000+ hours) and I have a few observations on your comments. Drones will continue to expand their roles in aviation, but will not likely replace pilots in people transport. It's less a matter of convincing the flying public than the insurance industry. We simply have not and likely will not achieve an artificial intelligence that can replace an experienced pilots judgement. Same could be said for miliary pilots but in the business of war, there are still "acceptable" levels of "collateral damage".

As for that, I've never heard of any transport category aircraft that can take off on its own but, yes, they are capable (not better at) landing on their own. And that requires a great deal of training, preparation, and qualififcation- typically employed when there is a near complete lack of visual reference (RVRs of less than 500 or 1/8th mile visibility). Some aircraft carrier catapult launches are hands off, but just to prevent PIOs until sufficiently airborne.

Again, replacing pilots (and their experience and judgement) in the cockpit is a long way off if ever. Issues like weather, mechanical abnormalities, interaction with other traffic, etc. necessitates human pilots (IMHO).

More on topic, all of my "training" is done in simulators. The initial operating experience is done with passengers on board.

While I can't vouch for the account given by the AC (my aircraft had a service ceiling of 29,000ft), I can attest to having flown an aircraft with a "P-chute". This is a lot like an airlock in that one can fill the chute and close the door, then eject the contents without having to depressurize. Mostly used for special buoys and excrement.

My guess is they're young and childless. With kids in school, working wife, etc., it's nearly impossible to hit those popular destinations when we are all available. OTOH, if I don't care where or when, sure I can find some place to go- maybe even a nice place if it's off season. Flexibility is the key and I don't have enough to make pass travel an attractive benefit. BTW, I'm Chicago based too. Is your college friend a crew member? No names necessary, just curious.

You're kind to offer sympathies. I was bitter, but have come to accept it. However, due to how they went about terminating my pension, I will forever mistrust them, and my sense of loyalty and desire to "pull on the same end of the rope" are significantly diminished. I have learned it's just business to them and they do not value employee morale in any way- just cogs in the wheel.

So are we talking typical or upper end? Your post was of a general nature and makes it sound like all or most flight attendants and pilots are all rolling cigars with $50 notes. Yeah, Southwest employees are doing well- particularly those at the top end. And so is Southwest for that matter. Perhaps because Southwest treats their employees well or their management is more talented. The typical airline crew employee is not so fortunate, particularly at the contract carriers (feeders). The relevant statistic is the average- just as all CEOs aren't paid like John H. Hammergren. BTW, take a look at how much their management compensation compares to the rest of this industry: Airline CEO Compensation Roundup (dated, I know but things haven't changed all that much). Odd how my company wants to use Southwest as a benchmark for PRASM, CASM and other operating costs- EXCEPT when the cost of compensation of the employees is at hand. Then it's apples and oranges...

I'm on a personal campaign to educate anyone and everyone about the myths of pilot pay. Pilots are perceived as on the same level as doctors and lawyers, but that's not the case anymore. Please pardon my passion, and thanks for being civil- hard to find on slashdot these days...

You are grossly misinformed:

http://www.glassdoor.com/GD/Salary/United-Airlines-Flight-Attendant-Salaries-E683_D_KO16,32.htm?filter.experienceLevel=TEN_PLUS/

try $48K at most.

not if you want that $48K: More like 10 days off...

There's never any "space available" for those pesky employees. It's nothing but an enormous waste of time to even try.

You get the same thing we do...

What? Do you think dining on the road is cheap- you must not travel much. That doesn't even cover it. Take a look next time, most of them carry a cooler full of food with them.

YGTBSM. Maybe at Southwest, but even with them 401K's are the only retirement.

GONE, GONE, GONE. After telling us to take MASSIVE paycuts to save them- tremendous bait and switch. We were totally suckered. Live and learn...

IAAAP (I am an airline pilot) and I don't even make half that- after 17 years. From the devil itself:http://blogs.wsj.com/middleseat/2009/06/16/pilot-pay-want-to-know-how-much-your-captain-earns/. Not everybody gets to be Captain, and it take years to make it. Oh yeah, they keep raising the retirement age: moving the line ever so further away...

Not as bad as you think.: "2012 - Special items Labor Agreement Costs: On Aug. 3, 2012, the company announced it had reached an agreement in principle with respect to a new joint collective bargaining agreement with the Air Line Pilots Association, representing pilots at United and Continental. The company recorded $454 million of expense in the third quarter associated with lump sum cash payments that would be made in conjunction with the ratification of the contract and the completion of the integrated pilot seniority list. This charge also includes costs associated with changes to existing pilot disability plans negotiated in connection with the agreement in principle. The lump sum payments are not in lieu of future pay increases and were accrued in the third quarter as a result of the payments becoming probable, primarily due to reaching the agreement in principle. The agreement in principle is subject to definitive documentation, and any such definitive documentation is subject to approvals by each of the United and Continental ALPA master executive councils and ratification by the company's pilots. The company currently expects to make cash payments of approximately $250 million in late 2012 or early 2013 relating to these charges and the balance in subsequent periods."

That turns out to be about what the profit was for the quarter. It appears that they have finally agreed to pay us, though not nearly enough after 10 years of bankruptcy wages and work rules...

It should likely be closer to $1B so as not to reward them for dragging out the negotiations past the amendable date. OTOH, from what I hear, it might not even pass the ratification vote.