markab21

Interesting.

Do you have any thoughts on composite-based aircraft like a Cirrus and flutter? A few times I've had a Cirrus SR22 into a pretty steep descent with poor controller sequencing for an approach into busy terminal space and had to push it down, but the plane felt solid even at 180-190kts TAS. I backed it off only because I get nervous with any unexpected turbulence which is not uncommon in Florida.

The Piper Saratoga I flew for a bit didn't seem to like the speed as much, that or the toga was a bit more vocal than the Cirrus in what it was feeling with regards to airspeed.

When I was getting my pilots license I stumbled into a really cool video NASA did showing exactly what happens when you reach a fluttering condition like what you described. This is a link to the NASA recording if anyone is interested.

https://www.youtube.com/watch?v=pEOmCkZyXzk

https://www.youtube.com/watch?v=OhwLojNerMU (Older with music, kinda funny old-school science video from NASA)

Edit: formatting.

From your short message, it seems our experience with alcohol is similar. I've been struggling with my level of alcohol consumption, about 7-8 months ago I read an article on the Atlantic[1] that detailed the effectiveness of naltrexone.

I've included it as others might find it helpful.

[1] - https://www.theatlantic.com/magazine/archive/2015/04/the-irr...

If you built out a project to the level of maturity I'm seeing, with 0 customers, you absolutely are doing it wrong.

I've had a couple of market successes, mostly in the B2B2C/LeadGen space and every time it has been built with a primary customer who is basically getting the product at reduced cost with the caveat that I understand the business impact I'm making with my software to be able to derive true value. They have the benefit of the product growing up around their needs before their competitors get their hands on it.

You built a solution to a problem without an anchor customer using it from prototype stage on up. This is really risky, in that you don't have a solid insight into the intrinsic business value of your product.

It seems too that you didn't take distribution into account and assumed that word of mouth would carry your cost of acquisition. For me the formula would be something roughly like:

Estimated LifeTimeValue (LTV) over 1 year * .3 == Avail Cost Per Aquisition in Marketing / Bizdev / TradeBooth / Etc.

(this formula will create an initial deficit, but most products are fighting against media buys of entrenched companies so you have to expect this)

So if you make $300/yr per customer, you might expect to spend $120 in marketing expenses to acquire a single customer. If you have a 10% signup rate for a free trial, with a 15% stick rate from that (For every 100 people you buy targeted media on, you might expect 1.5 paying customers)... that means if you're spending $1/CPC on google, you would be spending $75 per new customer (beating your $150 budget). Organic reach and word of mouth might help this formula reduce in cost, but what you're wanting to build is a sustainable machine that can be driven by marketing expense, not by gimmicky front-page listings on HN You optimize on those metrics as your marketing continues to spend more and you have more data to work with.

Obviously, the above example is hyper-simplistic, but you have an advantage of not needing to hire devs. Now take the time to figure out the digital marketing piece or find a partner who knows it and can help you with it in exchange for equity if you're trying to bootstrap this.

You'd have to play with your pricing structure to make that work, as you increase your price, Cost Per Aquisition possibly goes up but you hopefully can find a balance that works in your market. This is why most people for their first product need investors to pony up spends to discover this, but in my experience, you can hit very low cost-per-acquisition numbers if you're careful, just not at scale. (Last part is important)

Feel free to shoot me a PM if you have any questions or want any advice, you're getting a LOT of great input from people here but this is my $.02 :)

There was another incident like that too, a guy tried to make it to Hawaii and calculated he'd not make it because of headwinds and had to ditch. He deployed his airframe parachute in the plane and was picked up by a life boat from a cruise ship.

Here is the coastguard video of the event:

https://www.youtube.com/watch?v=gBCUQlF3MMU

Ya, I have had to ballast my cirrus when I had a very heavy passenger up front with me to keep the plane from being too heavy in the front. The problem when a plane is out of balance if you get into a stall, it could be unrecoverable. I've landed the aircraft with heavy front COG and was really surprised how quickly the nose came down on the runway, compared to the normal flare and float I was used to. : )

While training you need to know how to calculate W&B by hand on paper, but there are various wonderful applications on the iPad or iPhone that do it for me quickly. Here is a simple example of one if you're curious.

https://ipadpilotnews.com/2014/10/calculate-weight-balance-f...

iMessages for is a big deal for me too. Almost everything else is manageable for me on windows for the most part. For me, this is the one thing that is annoying to not have.

I've owned my Volt for about a year now, it's frankly been the best car i've ever owned. I'm -shocked- that these things aren't selling better, on the used market it's probably one of the best values on the vehicle market today next to the leaf. I have the new gen with ~ 65 mile range in Florida. I visit a gas station -maybe- once every 3 months, and it's only when i'm doing a drive over to Orlando or the east coast.

I visited a friend, and he showed me his goofy car, a Chevrolet Volt. This person is someone I'd met at a flying safety conference (I'm a pilot/aircraft owner) as was he and we became friends. He'd made his money in the 80's/90's selling his software company which produced accounting software and retired.

I was astonished to hear he'd sold his Lexus for this car. After driving it a few times, I became a bit intrigued. It was goofy, but one of the smoothest power-delivery I'd experienced in a car (I've never driven an electric) and the feel of the car felt good. It's not a luxury car but didn't seem to be lacking much.

Long story short, three months later I had traded in my Porsche Macan SUV for a Chevy Volt, the 65-mile range gets me 99% of the time where I need to go, and I've loved not having to stop at gas stations, almost ever. I would have bought the Bolt if I'd been able to get one, but this was late 2016, and they just weren't available.

Looking back, for what I paid for the car, what I'm spending on the car for fuel (electricity) and relative maintenance (almost none), this has probably been the best car I've ever owned. I went from considering purchasing a Tesla to now not even being interested because I have everything I need out of a car and am somehow at that rare place of being happy with the relatively modest vehicle.

To anyone considering a Volt, do not discount what a value this car is in the market if you have an effective way to charge the thing and it matches your commute cycle. I'll never be able to see petrol cars the same again. (I got a dealer demo with 500 miles for $30k and was able to get a $7500 tax credit), costing $22.5k for a new car. LOVE the vehicle and went from never owning a Chevrolet or American vehicle to now absolutely loving the car even though some people might find the car unattractive.

Buy what you like, but what works for you. There are excellent options out there now on the electric market, the problem for some is one of the most practical options is a Chevrolet.

One of my closest strikes was taking off from RW9 at Keywest one morning. Scared the daylights out of me. Flying out of there at night is not only daunting because of the darkness over the water after turning north but not knowing if there are birds waiting for me in the air. :P

I have only flown past what I believe seemed to have maybe been a drone (honestly, it could of been a bird but I swear it looked like a drone to me). I was taking off out of the Tampa airspace at about 1k feet AGL. If the drone did have ADS-B out, it might not give me the precise location to where i can do a 200' flyby, but just like any other aircraft avoidance, I could steer clear of the general area where it's at and at least know that there is something there.

My experience with ADS-B has been incredibly positive, I fly frequently in-and-out of the Tampa bravo, being my home airport and love the situational awareness. Sure it's not perfect but seems to be reasonably solid.

The biggest risk of having ADS-B is probably assuming there is nothing else out there if it's not showing up on traffic.

I'm not an expert on this matter, simply a consumer of the tech as a pilot myself. Regardless, it's interesting to listen to other pilots take on ADS-B. = )

In my experience flying, when you have one that is in your vision it's usually too late to make drastic changes. Birds in our area tend to dive when we are approaching them, if you see a bird above you it makes me very nervous. It never stops surprising me how little I seem to be able to do when I do see a bird, maybe a small nudge on the yoke. Also short final or just after rotation on takeoff seems to be where i've had most of my near-misses with them.

Sadly though, this is move 3-5 years too late. WebOS was great in its day, but I can't imagine there has been a lot of R&D invested in the progress of the tools or OS.

Not to be overly nit-picky, you obviously know ASEL referencing the Cirrus but maybe I can add a little more of my own experience. I own a Cirrus SR20, and I'm lucky at cruise to get more than 12-14mpg running 8.5gph lean of peak at altitude. I just recently flew a NA SR22 up to Philadelphia from Tampa and averaged about 12mpg. You might hit those numbers you mentioned in a turbo at flight levels, but not low, and certainly without a tailwind.

The operating costs for my SR20 with all things taken into account: Oil, Hangar Costs, annual inspection and averaged annual repairs, engine overhaul allowance are close to being conservative $160/hr fuel included vs. about $70 about it being fuel alone. From my calculations, if I went with a NA SR22, I'd be closer to $200/hr for a non-turbo, and about $260 for a SR22T.

Keep in mind, those hourly costs don't take into account the capital costs, depreciation and other training expenses required to operate the vehicle.

It's hard to compare costs of a vehicle to an aircraft. To drive to the airport, pre-flight the plane.. file a flight plan and deal with being re-routed the terminal area trying to get into a busy airport often undermine the time savings of just driving, unless i'm flying out of the state. I don't fly because it's convenient or faster. I do it because the feeling of watching the earth drift away from you when the plane is leaving the runway never gets old. I love flying. :)

I too am a Florida Resident and my power costs are 8.3 cents/kwh. (Duke Energy) I've attached my normal rate sheet below.

https://www.duke-energy.com/_/media/pdfs/rates/peratespefres...

It seems this could have application in conceptual interior design. Think room makeovers.

Google had corporate/cross platform messaging before it was cool. Gmail, Google Talk was a killer combo for our small teams.

Dumb dumb dumb.

I'm a private pilot as of 1 year this month, having only 250 hours. Of those hours many of which are spent traveling "cross country" out of Tampa Airspace into New Orleans, Miami and Orlando areas... arguably some pretty busy airspace.

I'm constantly shocked by not only how well traffic controllers do their job, but how serious they seem to take and how courteous and helpful 99% of the controllers are, both in regional approach/departure TRACON and large center control such as Miami, Jacksonville, Atlanta or Houston.

The majority of the goals of what they are trying to do with "NexGen"[1] is primarily moving all aircraft to more effecient GPS routes, which are for the most part already in place and getting airplanes to talk to each-other 2 way with ADS-B in and out. Of course every pilot is going to have a different opinon, but as others have stated my experience has shown that the FAA has done a decent job of accomplishing that mission without completely disrupting the current air traffic control, and of course it's not ideal it's still as good as you can hope for givin the constraints. We have a tendancy of blaming the government of being too beurocratic, but the implimentation of current next-gen policy has been not only pragmatic but mostly sympathetic to the fleet of aging General Aviation. [2]

My experience are this: I can get in my plane, file a flight plan to an airport in the next state, ask for GPS direct and get traffic awareness of about 80% of the planes in the sky directly and the remaining 20% are sent to my plane via ADS-B. I'm not having to fly using only Victor Airways reliant on aging VOR stations I'm having NEXRAD radar streamed into my cockpit, including weather TAF and METAR updates at airports. Other planes in the sky know where I'm at as well. A lot of this can be done with a small GPS box and an iPad. (And yes, I know ADS-B out is only certified installed equipment) But foreflight and many other solutions are here, the ADS-B recievers are cheap and it works today. [3]

All of this has only been available over the last few years because of ground work and policy that has been being pushed over the last 2 decades, and is within reach of not only the largest air carriers but even the student pilot just getting his start.

[1] https://en.wikipedia.org/wiki/Next_Generation_Air_Transporta... [2] https://www.faa.gov/news/fact_sheets/news_story.cfm?newsId=2... (* Rebate programs and other incentives to help get people into new equipment) [3] https://www.foreflight.com

I've been running ads for a bit now on Facebook. Compared to googles ad stack, Facebook's feels definitely more unrefined, to say the least, than Google's. Sometimes basic things on Facebook's platform simply do not work.

Their ad approval process is random. I've had ad's that were not approved, resubmit for "automatic" approval. (Keep trying till it passes into the sample group of Auto-Approve, it's an older account?)

All that said... I know Facebook was under pressure after their IPO to get revenue coming. They've figured out now how to monetize their traffic base and marketers are flocking to their platform. I expect that over time you're going to see slow tightening of their policies, especially as marketers learn to exploit it. It's still impossible to get someone on the phone from Facebook if you have a problem and though you can generate very low cost CPA actions from facebook, it's dangerous to bet big on them right now as this article points out, change is going to have to come.

As much as it might feel like selling out to the founders of this product, providing the tech in white-label or licensing to travel groups such as Kayak for example could of been a way to at least keep the doors open.

Oh cool, thanks for sharing that. I was curious why I kept seeing the same FlightAware page when i land in almost any small airport.

Sad to see companies like this go. The founder stated in the article above that the cost of the data being expensive was part of the demise, I wonder if croud-sourced solutions such as https://flightaware.com/commercial/flightxml/ (FlightAware) was ever used. That said any time I walk into an FBO or look on the screens for arriving or departing flights in general aviation, FlightAware data is the only thing I see people use. It could be because FlightAware owns the data (which is crowdsourced in a similar fashion to WeatherUnderground stations) they provide a service that Just Landed simply can't compete with.

As with anything in Travel outside of actual aviation aspects these types of services such as just landed, to me, feel more like Value Ads than core products. I personally just use google to track the flight of an arrival and can do it from my phone's browser by typing the flight number in a google search box.

Yeah, I keep seeing this complaint come up. Interesting that so many people don't realize you can run bash scripts from another shell without fanfare.

I agree that this is better than parachutes , but not because of the cost of the plane. If your engine is failing, your plane failed you and isn't worth saving. that's what insurance is for : ) the moment you pull a parachute (for example the CAPS on the cirrus , the plane is totaled anyway).

The most dangerous place to have a failure is during initial take off (low hour student pilot here). The engine kicking on would give you a chance to actually do what is nearly impossible in this circumstance, get back to the airport safely without a stall.

As I understand usually the most dangerous circumstances are the one above described, stalling on base or final approach to runway and flying from VFR (clear of clouds with visibility) into IMC poor weather conditions.

Both of those circumstances wouldn't benefit from a backup engine. : (

As other people in the threads have posted, Fuel Starvation, water condensation in the fuel, some of those situations this would definitely help, but all of those conditions are 100% preventable with proper pre-flight planning and inspections.

So we have been using Geckoboard for our dashboarding needs for almost 3 years now with great success. I think we spend $19 a month and we have enterprise wide visibility to things that matter to us. 80% of the widgets we just use internal pre-built widgets, they have a way to feed in highchart data if they aren't flexible enough.

One thing that I think is important for the dashboards isn't so much the look, but more so the ability to present actionable data that stakeholders can quickly understand and react to.

In a lot of ways we also use the dashboards to hold ourselves accountable. (engineering, media and demand sides of the business). We've built a lot of software to support our organization, but the dashboards have become the most critical.

disclaimer: I'm in the performance-marketing space, so we have a lot of campaigns and moving parts to keep track of. With that said, even being a product-oriented company, I'd still use Geckoboard.

Also I'm in no way affiliated with Geckoboard, just a happy customer.

Yup,

I agree 100% on the Aeropress. I never thought i'd enjoy such a simple and in-expensive coffee making device as much as I do my Aeropress. I bought one to keep at my office too =D

Sorry if this is obvious somewhere, but i have to ask: Will this allow me on windows to pull a linux-based image (ubuntu for example) and run it on the windows platform or pull a windows based image and run it on the linux docker platform host?

Their pricing models make even less sense when you’re using docker containers for deployments.

With that said, I’ve used their services for years and without question for my group the monitoring pays for itself in improved efficiency of developers and operations. Last year we moved from the free service to the enterprise service that gives us 12 app-servers (in our case 12 deployed Rails docker-Containers) for about $500 a month.

We have docker nodes that spin up and down frequently for one of the rails apps we use for monitoring and it can at times create what appears to be more instances than what we physically have.

Their free service I believe is good enough for many use cases, and you can monitor an unlimited number of hosts/services outside of the “application” monitoring. I looked at scout and a few other monitoring services, and as much as I like their pricing model, the product just doesn’t compare to new-relic.

Does anyone know what happens to the pod after a shuttle-craft docks and delivers cargo?

Do they push it back to earth? Into space, leave it in orbit?

Yeah, it read like a BBQ sauce commercial.

Sweet Baby Rays - big bold taste.