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Comment by TeMPOraL | Hacker News Reader

> So what is the right way to handle these updates?

Avoid doing them in the first place? It's not like bit rot is - or should be - a problem for cars. It's a problem specific to the Internet-connected software ecosystem, which a car shouldn't be a part of.

So basically: develop software, test the shit out of it, then release. If you happen to find some critical problem later on that is fixable with software, by all means fix it, again test the shit out of it, and only then update.

If OTA updates on cars are frequent, it means someone preferred to get to market quickly instead of building the product right. Which, again, is fine for bullshit social apps, but not fine for life-critical systems.

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Tesla does test the shit out of it before they release a patch. The problem is that users expectations of the systems performance suddenly get out of sync with what the car is going to do.

Part of me wonders if there should be a very quick, unskipable, animated, easy to understand explanation of the patch notes before you can drive when they make material changes to core driving functionality.

I'd vote in favor of such explanation, though this alone may not be enough to cancel out possibly thousands of hours of experience with the previous system behavior.

While using Autopilot (Big A), there should be a loud klaxon every 30 seconds followed by a notification "CHECK ROAD CONDITIONS" and "REMAIN ENGAGED WITH DRIVING" in the same urgent tone of an aircraft autopilot (small a) warning system.

Tesla did make a mistake calling it Autopilot, but only because regular folk don't understand that aircraft autopilot is literally a heading, altitude, and speed, and will not make any correction for fault. Aircraft autopilot will fly you straight into a mountain if one happens to be in the way.

I don't know why Tesla defenders keep repeating this FUD:

> Tesla did make a mistake calling it Autopilot, but only because regular folk don't understand that aircraft autopilot is literally a heading, altitude, and speed, and will not make any correction for fault. Aircraft autopilot will fly you straight into a mountain if one happens to be in the way.

Auto-TCAS and Auto-GCAS exist, and the public is aware of them: E.g. http://www.airbus.com/newsroom/press-releases/en/2009/08/eas.... http://aviationweek.com/air-combat-safety/auto-gcas-saves-un....

Well, then what are they testing exactly?

This is beyond broken, it's a fundamental misunderstanding of how physical products are supposed to work. Software people have gotten used to dismiss the principle of least astonishment because they know better —and no user got killed because of a Gmail redesign—, but this is a car, it's hardware with its user on-board, a lot of kinetic energy and all of it relies on muscle memory.

Or make certain critical updates only part of a physical recall, which provides notice to users that behavior will chance.

Obviously they don't, or the braking update would never have needed to happen in the first place.

Highways are not, nor should they ever be if at all possible, proving grounds.

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