Yeah, I felt kind of bad that he gave me such an earnest, thought-out reply to what was essentially a stupid morg/borg joke. But his final sentence suggests that he at least got my joke.
(I don't entirely agree with him, but I upvoted for at least trying to get us back on topic!)
I'm not sure why you're concerned about RAM; the numbers I mentioned are all relating to diskspace. It doesn't take much RAM at all to run a torrent client daemon. FWIW it runs without any noticeable effects on my OnePlus 6 from 2018.
swap consumes disk. Commenter was talking about a scenario where swap dynamically filling and emptying space on the disk would make your software thrash
I know a Velis Electro can fly for an hour, that's plenty of time for flight school. I'm sure there's better options now too. If something needs to take longer than that and is worth doing, then do it with a turboprop.
That's besides the fact that there are genuine certified unleaded alternative fuels for piston aircraft now. Fucking "we oh can't do it" lead apologists smh.
"One hour is plenty of time for flight school" is not doing you any favours in coming across as knowing what you're talking about lol. Good freaking luck completing cross-country flights for an instrument rating with that endurance, never mind your certainty that there are "better options" as if the laws of physics have changed dramatically between 2020 and today.
And I mentioned workhorse aircraft for a reason, considering that the Velis Electro has a payload of...172 kilograms. Turboprops (gas turbines in general) are far more expensive and far less fuel efficient at low altitudes than their piston engine counterparts, which is precisely why piston engines still exist.
The fact that alternative fuels now exist for piston engines does not make the blatantly wrong nonsense you've been throwing out any more correct, such as your suggestion that you can "just run" piston engines on Jet-A. That is something that anyone who actually knows anything about internal combustion engines can tell you for free causes regular piston engines to detonate/knock. Your assertion that piston-engine aircraft have virtually no vital role was similarly ignorant.
And that's besides the fact that black-and-white "if you don't agree with whatever half-assed or plainly incorrect crap I say in support of The Cause™ you're an apologist" nonsense lost its efficacy years ago; you might want to find a better soapboxing tactic for 2026.
It really doesn't matter if I don't know the paragraph eight of rule one hundred and thirty four, I know that if you can't do something without poisoning people you should not get to do it. That's as much as there is to it, and it's an argument you can't ever win without proving lead is harmless or something.
You can't just run piston engines on jet-a but you can run them on regular high octane from any regular gas station or any of the actual alternatives, my point was you can swap them for small turboprop powerplants and run the plane on jet-a. Afaik reducing knocking is not really the point of avgas either, which I'm sure you know, but vapor lock at high altitudes, which you can easily avoid by... not flying high, which by your own point is the main use case for piston aircraft. I guess we'll just spray lead over everyone instead, cause it's "safer".
One hour really isn't enough time. You can spend 30-40 minutes just getting in/out of busy terminal airspace, which would only leave 20-30 minutes for instruction - which is nothing. Most flight lessons are closer to 1.5 hours for a reason.
You're also legally required to maintain 30-45 minutes of emergency reserve, longer if you're flying IFR.
And again, this isn't even touching on the "long" cross-country flights that are legally required for training.
Piston-engine aircraft both have much more vital roles than people flying them for fun (for example they form practically all of "last mile" air service as well as pretty much all of ag flying) and very much do not have viable alternatives as far as both cost and operational efficiency go.
It's literally "computer fraud and abuse" in every sense of the word, so one assumes that an avenue of potential prosecution and possible conviction would be under the CFAA act. This does not, of course, guarantee that a conviction would be made and upheld at appeal, but this community is quite familiar with the dire harm that federal prosecution for misuse of computer services can impose on individuals, no matter how misguided that prosecution may be. Prosecution can be wielded as a form of persecution that does not require a conviction as outcome to be successful, and that is the a pressing risk now faced by whoever did this.
Bear in mind that despite carefully worded PR, "Boomless cruise" is 1) not guaranteed to be "boomless" 2) is much slower than would make all the rigmarole of supersonic flight worth it even when it is "boomless".
I'm not sure how that matters. A sonic boom in a phenomenon not an SPL reading. The goal should be to have a direct metric for how loud/how much it disturbs things is. "boomless" and "speed" aren't a direct metric. If someone makes a sonic boom that's quiet enough, that's fine too.
I'm not sure how to respond to this because it's really just ignoring what I said entirely (maybe due to a lack of context?) and instead responding to things that I didn't say. "Supersonic for supersonic's sake" makes no sense.
If the point of a Google Photos app is to access / back up your photos via Google Photos (web), then it seems rather dubious that making API calls to a cloud server is an endeavour that takes hundreds of megabytes of code and resources.
If, rather more accurately, the point of a Google Photos app is to provide a photo editor and various other photo-adjacent functionality coincidentally including the ability to back up photos to Google's servers, then again that raises the question of why Apple's equivalent app is so much smaller. Are there image-related system frameworks that Google cannot use that Apple is using? Then sure, feel free to count them in Apple Photos' "true" size. But if Google simply won't use them then IMO it's fair to ask if the size of what they're shipping is worth it.
1. The in-flight time from LA to Dubai is not 24 hours. A direct flight between the two cities is more like 15. If he was on a "24 hour flight", it was a flight with a stopover, which just goes to show the point about air travel time being bloated by non-flight time.
2. Concorde rather infamously could barely make the transatlantic trip from New York to London, because supersonic flight is expensive. Boom's currently nonexistent aircraft is planned to have about the same range. Neither could make the flight from LA to Dubai, which is a distance close to double their maximum ranges.
RE 1. - the example still stands. Travel time is best understood as falling into buckets. Roughly:
- < 1h - can go there for lunch, or as part of running some errands;
- 2-3 hours - can fly over, have a full day of work at remote location (or sight-seeing), and get back home for supper;
- 4-8 hours - can fly over, do something useful, fly back overnight or next morning;
- > 8 hours - definitely a multi-day trip.
(There are more buckets still, if you consider long-distance travel by sea or land, and then more when considering how people perceived travel in historical times.)
As long as the travel time stays in the same bucket, reducing (or increasing) it doesn't matter much to the travelers. However, going up or down a bucket is a huge qualitative change, and one people - especially the business travelers - are more than happy to pay premium for.
So back to our supersonic planes, cutting down the LA-Seattle travel time from 3 hours to 1.5 hours (and accounting for airport overhead), doesn't affect the kind of trips people take. Cutting down travel from LA to Dubai from your 15 hours to 5 hours means it suddenly makes sense for corporate executives to fly over in person for single-day meetings, where previously it wouldn't.
This is also why it's the business customers that are always the target for such ideas - regular people are much more price sensitive than corporations, and are fine with long and hard flights if it means they can afford them. Meanwhile, paying an extra $10k to get the executive on an important meeting might actually be worth it for a large company.
Even with airport overhead, there's plenty of routes a supersonic plane could drop from 4-8h bucket to 2-3h bucket, and that is still something business flyers would pay for.
Like which ones? Bear in mind that despite carefully worded PR, Boom has very much not somehow surmounted the laws of physics to eliminate the sonic boom that caused the Mach 2+ Concorde to be banned from going supersonic over land.
See the pesky thing is that if you actually read the paper you've been linking as opposed to just running with "NASA said it's possible", you'll notice that like I alluded to, at Mach 1.3 (theoretically!) "boomless flight" is much slower than Concorde's Mach 2+ cruise that the company certainly wants you to think of when you do your back-of-the-napkin supersonic flight time savings maths. And that's on top of requiring optimal atmospheric conditions, so not even a guarantee to begin with.
The laws of physics funnily enough are not something you can "move fast and break" or PR-speak your way around.
And NY to London really isn't bad. I have to do Zero Dark Thirty for London flights with a change in Newark but EWR-LHR itself isn't really much different from when I fly from BOS to SFO.
At a minimum, I'd want to be able to fly from the East Coast to continental Europe to avoid a red-eye but the biggest win would be trans-Pacific.
Yeah, in my opinion the point that "wouldn't it be nice if this was faster?" becomes a real issue is the point that you would feasibly need to get your day's sleep en route with today's airliners, because it's difficult to sleep for more than a few hours at a stretch on a flight even with business class conveniences (and that's before getting into the degraded quality of sleep). If I could catch a flight that's fast enough to let me hold off on sleep altogether until I get to my destination, then that's worth paying a premium even for economy seats. Unfortunately, that's also the point that a supersonic airliner becomes unworkable for airlines, because the fuel-to-passenger ratio just stops making sense. You can try to make it work with refuelling stops along the way, but that really eats up the theoretical time savings and adds its own operational overhead too.
I think we need an energy breakthrough with a denser and still cost-effective fuel before really getting into the era of supersonic transport. Maybe at some point someone will dust off the nuclear-powered aircraft designs of yore...
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