That’s exactly what the project lighthouse guys did.
420 karma · joined February 27, 2009
It really depended on where you were. In my area everything was down. Literally and figuratively. The only utility that worked was gas.
T-Mobile was the first to come back up but it took weeks. I could occasionally get one bar of LTE if I climbed to the top of the hill but even then I could only send or receive about 1 SMS every few minutes.
Once I was able to get out of the neighborhood I could drive 5 miles away and get cell service and spotty data on Verizon.
NPR's updates were our most reliable way to get information on what was happening.
> - Fill up your vehicle’s fuel or battery before any big storm, we spent a lot of time siphoning and otherwise consolidating fuel to get ourselves and neighbors out of town, particularly because we didn’t know how far we’d have to go to find a gas station with electricity
Having supplies on hand and being patient worked out for us. We waited until 40 was clear and were able to head to the Triad for supplies and gas. In the mean time the neighborhood got together and cut up downed trees and filled in the missing road so it was easier to get in and out of the neighborhood.
And another on building a working reproduction: https://www.youtube.com/watch?v=BGHq4O-ib2U&list=PLZioPDnFPN...
onshape (web; free to use unless you want to protect your designs) and fusion (autodesk; free license available) are both really popular right now. they work differently than sketchup. i never really made friends with sketchup but the parametric modeling system used in fusion and onshape clicked with me and i really enjoy using them.
Sometimes streaming isn't an option. When Helene hit WNC we lost power, cell, internet, and water all at the same time. The local NPR stations were the only ones broadcasting updates on a regular cadence so we could learn what in the world was going on. And we're not far from downtown Asheville.
Some extremely rural areas only have spotty internet or no internet or cell at all and public radio is the only thing they have.
One of the more arbitrary and kinda pointless rules. Someone flying a 160 knot 200 hp Piper Arrow with a controllable prop and retractable gear doesn’t need the endorsement. Someone flying a 90 knot fixed gear fixed prop biplane with a 205 hp engine does.
It’s pretty much “use more right rudder”. Although most aircraft with over 200 hp have a constant speed prop so you learn to use manifold pressure and engine speed to set power.
I went from a 145 hp plane to a 235 hp one with about 30 min of instruction during a BFR.
The NPRM document explains it somewhere around page 200. It’s important to note that it’s 59 knots CAS clean vs 61 knots CAS dirty.
The argument seems to be that a sport pilot is operating with less training and less oversight and so if something goes wrong and they can’t get the aircraft fully configured for landing they’ll still be able to operate and touch down at 59 vs whatever the clean stall speed would be for an aircraft with a dirty stall speed of 61 knots. That margin could be fairly large (10 knots or more) and the difference in energy between 59 and 71 knots is massive.
No, it doesn't. All of the D-Subs are readily available in high density versions:
DA-15 | DA-26
DB-25 | DB-44
DC-37 | DC-62
DD-50 | DD-78
DE-9 | DE-15
There are also double density connectors putting 52 pins in a DB housing and whopping 100 connectors in the DD housing.
I smeared some Last Dab on the bird feeder support and cayenne on the furniture and railings and haven’t seen a squirrel since.
There isn’t a way to see what a referring site did to do the redirect (301 or 302 or even a js redirect) in your logs. All you’ll see is (potentially) the Referer http header.
Once I was logged in I spent another 45 minutes trying to find a document to transcribe. Every single one I found or was given from a challenge had either already been transcribed or was a typewritten document or manifest that the OCR had already done an OK job with. I reviewed a few documents for accuracy, closed the browser, and never went back.
It's a shame it's so hard to use. I really was hoping for something I could pop open for 15-30 minutes a day as a break from work and contribute to instead of doing a crossword or watching a video.
The drawknife is the safer of the two by far. It’s fairly hard to cut yourself when your whole body is moving the same direction. Similar to using a paring knife in your palm facing your thumb.
The adz however you just have to have good aim or pay the consequences!
Yeah unfortunately the weight and size of those systems is prohibitive for most light aircraft. Plus catalytic converters and oxygen sensors for closed loop efi can’t be used with leaded fuel.
> They are 60's or maybe 80's car engines that are still made since nobody in GA wants to pay for better ones.
The Lycoming and continental engines in most of the fleet were certified in the early 50s. A few were in the early 60s. That means they were designed in the 40s and 50s!
The S54 is also notorious for VANOS issues and cam drive failures. I had to replace the solenoid pack on mine but elected to not upgrade the drive while I was in there.
It was a DXImageTransform Alpha filter. Complete pain to use.
These are the two that sound familiar to me. Doxycycline in particular.
The bite was ~3 years ago for me. I still have the mark on my ankle. It was red and raised until about 6 months ago. Now it just looks like a faint bit of scar tissue.
The doctor I went to was equally perplexed. He basically said "you never go to the doctor but you're here. I don't think you have lyme but I don't know what you have. I'll give you an antibiotic and see if it helps."
And even in isolated environments I find myself running code outside of the container for testing. Usually a quick script to test some package's functionality or opening a REPL to run something or running a code-generator (manage.py, artisan, etc). That's all it takes for the malware to break out of the isolation and attack your machine.
Is there any fix at all? Aside from something like multiple-account code signing/release verification I cannot think of something that couldn't be compromised in some way.
At the end of the day you have to trust someone and trust that they trust someone else. The problem is you have no way of vetting the entire dependency chain. You may have reviewed gem/package A but you aren't going to (realistically) review all of its dependencies and those dependencies' dependencies.
At this point it's all a "many eyes" approach. And it seems to be working relatively effectively.
I believe I had some sort of tick-borne bacterial illness as well. I felt a scratch on my ankle and found a small tick. I didn't think anything about it and threw it in the toilet. A few days later I started losing concentration, almost feeling out of body. I'd find myself not remembering what I was doing or how I got there. I couldn't read. I would stop mid conversation unable to remember what I was saying. After a week I went to the doctor and Lyme came back negative. Another week passed and he gave me an antibiotic and it cleared up in a few days. It may have been psychosomatic but I have never experienced anything like it before or since. The mark on my ankle has taken almost three years to heal.
phpcs + PHPCompatibility ruleset is pretty good about finding issues as well.
Yes, but not what you may be thinking. The AoA is the angle of the wing vs relative wind (the angle the wing is attacking the air). You can have high relative pitch (attitude) to the horizon but a low AoA, such as during climb. That same attitude is a full stall at slower speeds/power.
The wing doesn't care where the nose points. All it cares about is its relative angle to the wind. Once it diverges past a critical angle the wing stalls.
What appears to have happened with these MCAS issues is that the MCAS senses that the AoA is too high when it's completely normal and safe, so it auto-trims down.
The FAA says you have to have a B-737 rating to fly any 737, regardless of revision [1]. The MAX series is the maximum number of changes the FAA would permit and still allow it to be called a 737. In theory, someone who is type rated and familiar with the -100 series should be able to safely operate the MAX 8.
Most likely the airlines have rules above and beyond that (like requiring sim or right seat time in a particular revision), but this is the motivation behind the aircraft. If they had made a 738, it would have needed to go through certification as if it were a new design. By making it a revision, the certification process is significantly reduced in both time and costs.
1. https://registry.faa.gov/TypeRatings/ (note the MAX isn't present on this list; I assume due to it being grounded)
I've flown an RV10 and and seriously looking into building one. Nothing about his accident has any influence on my decision process. The Vans kits are probably the best in the industry and section 5.27 of the plans clearly says not to use any sealant, including RTV, on fluid fittings. (Section 5 is a common chapter to all of the RV series and even comes with the practice kit.)
1. http://www.vansairforce.com/community/showthread.php?t=44934
PS your first link is about lions.
Power enrichment is a different function and commands a new afr for peak power (generally around 12.5:1) instead of trying to maintain around stoich.