Sonder is the noun for the realization that each random person you see has a life as vivid and complex as your own.
I guess the company lived up to its name by reminding every guest that the company itself has(had?) a “life” as complex and eventfull as the guest’s own.
The first part of the comment is very valuable. “I looked at it and it made me feel extremely strange almost immediately“. That is very good to know.
The second bit I’m less sure about. What do they mean by “check to make sure this can't trigger migraines or seizures”? Like what check are they expecting? Literature research? Or experiments? The word “check” makes it sound as if they think this is some easy to do thung, like how you could “double check” the spelling of a word using a dictionary.
> Do you say “killing” to mean “eliminating the job of”?
No. They mean killing as in ordering a pilot to fly an airplane with less cautious testing resulting in a crash and the death of the crew.
> I don’t see anywhere that mentioned “killing”.
It is there. This is what stackskipton said “Your primary concern is not spending a ton of money and not getting a bunch of people killed.” They even use the example of the F-4U Corsairs mentioning how during the program pilots died.
This is the comment potato3732842 replied to and this is the context their message should be interpreted in. They compared “fractional lives wasted” which they define as “man hours worked to pay the taxes to pay for unnecessary paper pushing labor” with “whole lives”. They don’t define what they mean by whole lives lost, but since they wrote it as a response to stackskipton‘s comment from context i think they mean pilot deaths.
To me it seems they are arguing that if we accept more mangled pilot bodies pulled out of burning wreckages then we can do the program cheaper. And to understand where they stand on the question they call the work needed to prevent those pilot deaths “unnecessary paper pushing”. Is your reading of the comment different?
Oh wow I completely misread that, I missed the subroot comment of that subtopic and my reading of the exchange in isolation produced a different but still coherent interpretation.
I withdraw my comment, I don’t feel that way, sorry everyone.
There are no "millions" of 5mm plastic pieces in your bloodstream. That's about a rice grain. If there would be even a single one between 5mm and 1mm it would cause an almost immediate obstruction.
What part of "smaller than" was difficult to parse?
Microplastics can be defined as < 5mm (e.g. EPA uses that definition), doesn't mean the larger ones are in the bloodstream, or even less so, the brain.
But such "sizable" ones in the environment can and are be broken down, digested, shed smaller micro- and nanoplastics by the loads, and so on.
> It's a service provided to the public. Seems like a natural fit for being run by government.
I don't understand this part of your reasoning. It sounds like you are saying it is a service provided to the public therefore it is a natural fit for being run by the government. Do I understand your reasoning right?
Because if so: A lot of services are provided to the public. For example baking bread. Should every baker be a government employee?
The difference here is that everyone needs air traffic control and there's zero choices so a market structure doesn't make sense.
With bread, maybe I only like certain types of bread. Maybe I don't want bread. It makes sense for there to be a market with diverse offerings. If bread inputs get expensive maybe everyone pivots to eating potatoes.
In contrast if you want to fly out of a major city there's one major airport, and you need air traffic control. It's a uniform service that is required. The same sort of market structure is not really viable.
> The difference here is that everyone needs air traffic control
This is very much not true. People who don’t own or operate aircraft don’t need air traffic control.
> and there's zero choices
Probably what you are saying here is that air traffic control is a natural monopoly. You can’t have two (or more) paralel systems issuing clearances at the same time in the same airspace. That would be madness.
But what I’m saying is not that we should have some crazy capitalist system where rival air traffic controllers compete with each other in the same airspace. What I’m talking about is a system where air traffic control services are provided by a private company. A private company which is funded by service charges to aircraft operators, and one whose operations are regulated by the government.
You can argue why that is not possible, but this is exactly how Canada’s air traffic control is organised. There the air traffic controllers are employed by a non-profit corporation which is funded by service charges. https://en.wikipedia.org/wiki/Nav_Canada
Similarly air traffic controllers in the UK are employed by the NATS which is a public-private partnership.
Germany has a similar structure with Deutsche Flugsicherung, or switzerland with Skyguide (formerly known as Swisscontrol).
When you are arguing why it cannot work, you are arguing against all these examples.
Yea that's the point I'm making that it's a natural monopoly. And yea the examples you provide are another way to handle a monopoly, though it's not really clear to me what the comprehensive benefits actually would be. Other than to create an appearance of arms length from government.
Would have the upside of not being shutdown due to the USA's crazy government shutdown nonsense, tho possibly you still have the shutdowns of a union strike.
Kind of reminds me about how people slip up and occasionally call BC Ferries a crown corporation, and are corrected that no, actually BC Ferries is an independent, company, simply one with the sole monopoly contract to provide ferry service that is 100% owned by BC Ferry Authority, which is... owned by the Province and whose board is 44% selected by the Province (another 44% by municipalities, who are creatures of the Province).
> Other than to create an appearance of arms length from government.
Big benefit is to separate the regulator from the regulated entity. That alone could probably stop the kind of group thinking which let them route a busy helicopter route through a busy landing corridor with inadequate procedural controls.
Other big benefit is to make the flight operators pay directly for the services the flight operators need. We are not paying their fuel from taxes, why do we pay for air navigation services from taxes?
> Would have the upside of not being shutdown due to the USA's crazy government shutdown nonsense
That is why it is brought up, yes. That is the most direct benefit at this moment.
Also, people living under the paths of airplanes need ATC because they don't want planes colliding and crashing into their homes. It's a clear public service that benefits the public broadly. I personally wouldn't want to turn it over to profit-seeking, race-to-the-bottom private contractors.
Are you flying a Boeing 747-400 from Seatle to London return overflying Canada? That will be $5,370.78 please. It consist of $66.10 for oceanic services and $5,304.68 for enroute services.
Are you flying an Embraer 175 from Halifax to St John return? Good on ya. That will be $1,608.04. Pleasure doing busines.
> To my amazement almost everyone, even true AI believers, thought it was impossible to achieve.
I mean. Is it possible? Hey Zeroq give me a good gangster flick please?
How will you know what i have seen and what I haven’t yet? How will you know what movies I like? Are there even good gangster flicks i would enjoy and haven’t seen yet?
The way the problem is phrased it sounds like your dream recommender has two properties: “it doesn’t receive any other information than what is in the prompt” and “it always recommends a movie you haven’t seen and will enjoy”. Those together are what makes your dream recommendation engine impossible. If you relax those then of course it is possible. That’s just a recommendation engine.
There are two fire detection loops for each engine.[1] Even if both fails (because they get shredded as you say it) the system will report an engine fire if the two loops fail within 5s of each other. (Or FIRE DET (1,2,3,or APU) FAIL, if they got shredded with more than 5s in between without any fire indications in between.)
The detection logic is implemented directly below the cockpit. So that unlikely to have shredded at the same time. But even if the detection logic would have died that would also result in a fire alarm. (as we learned from the March 31, 2002 Charlotte incident.)[2]
its super weird to me this isn't a thing, and there's resistence to the idea. I mean, if they are already masters at glacing at 100000 differnent indicators and warning messages etc. and processing them at super speeds (they really do!) then i'd say a monitor with a bunch of buttons below it to switch feeds (maybe a little more elaborate, but not tooo...) would be helpful.
the problem might be getting trained and experienced pilots to adjust to it since they are already in a certain flow of habits and skills to apply in their job, but new pilots surely could learn it as they aren't so set on their ways yet and have the opportunity to build this new data into their skillset / habits.
Look, information overload is a real problem. Medical devices are an analogous industry in that in an emergency nurses and doctors are getting completely bombarded with alarm tones, flashing lights, noise, and also whatever is going on with the patient. There are standards in that industry governing how you alarm, what your alarm tones sound like, what colors you're supposed to use, how fast you're supposed to flash, and so on. And people still miss alarms because there are still a ton of them all going off at once.
People have an upper limit on their capacity to take in information, and that limit goes down when they are moving quickly to solve problems. Throwing more information at them in those moments increases the risk that they will take in the wrong information, disregard more important information, and make really bad decisions.
So no, it's not cut and dried like you're thinking.
The entire event was over in less than a minute, and during that time there’s only one thing pilots are working on: maintaining what little control they have, and gaining as much altitude as possible without loss of control.
This is consuming all mental processing, there are no spare cycles.
This wasn’t a salvageable situation by having more information after the engine separated. If a sensor could have provided a warning of engine failure well before V1, that would be helpful.
I expect the questions will focus on what information existed that should have resulted in aborting the takeoff. Not what information was needed to continue.
Okay. So you mean in general it would help in some cases. Not that in this case it would have helped.
> see UA1175
I'm familiar with the case you are mentioning. I'm also aware that they sent a jump seater to look at the engine. But did seeing the engine provide them with any actionable information? Did they fly the airplane differently than if they would have just seen the indications available in the cockpit?
Excellent. So in what cases does seeing the engine visually do help? So far we discussed UPS2976 and UA1175 where the presence or absence of the camera didn't change the outcome.
> Regarding UA1175, they had someone extra, but not all flights happen to have someone extra in the cockpit.
You are dancing around my question. What does the pilot do differently based on what they see? If you can't articulate a clear "pilot sees X they do Y, pilot sees Z they do Q" flow then what is the video good for?
in a sibling thread you say "There are countless situations where it can be helpful." But you haven't named even one of those countless situations yet.
Let's say there is a case like UA1175:
- they can see how damaged the engine is
- they can see if the wing is damaged in any way (over and under)
- is there any other damage to the aircraft (like there was a piece of shrapnel that hit the plane)
In other situations:
- are the wheels out when the sensors say they are not
- have a way to visually inspect critical parts of the plane while in flight (so you don't have to do a flyover and the tower to look with binoculars at the airplane)
> So far we discussed UPS2976 and UA1175 where the presence or absence of the camera didn't change the outcome
To be fair, the presence of a camera might have changed the outcome of UPS2976. Depending on when the fire developed fully, rejecting the takeoff based on the sheer size of the fireball on the wing might have led to fewer casualties on the ground. This is of course under the assumption of a world where a camera feed is a normal part of the flight deck instruments and there is a standard for the pilot monitoring to make judgments based on it.
> Yes, the cameras would not have helped here, but it dorsn’t mean they are useless in general.
I think that statement needs the support of actual evidence. Air incident investigation agencies make detailed reports of the causes of crashes, with specific, targeted recommendations to help ensure that similar incidents don't recur.
If we haven't seen recommendations for cameras like that, then I think it's reasonable to assume that the actual experts here have determined that cameras would not be helpful.
FAA/EASA can dictate what equipment new airplans should/must have. And that is done in cooperation with the manufacturers. And manufacturers have zero incentives to add new equipment, airlines zero desire to do additional certifications for pilots.
It is not reasonable to assume anything.
Air crash investigators are not the experts on airplanes design.
> So I'm not sure why it is so rare for me to dream, but I suspect low glucose or oxygen may have something to do with it.
You might be having those but “not having dreams” is not an indication of that. And i put the “not having dreams” in quotes because for most people they have dreams but then go on to forget them.
If you are having other symptomps by all means get it checked out. But if your only symptom is not remembering dreams i wouldn’t worry about that.
I guess the company lived up to its name by reminding every guest that the company itself has(had?) a “life” as complex and eventfull as the guest’s own.
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