dramm

Yes that's a great stat. It's amazing how slowly large companies can die. Intel has serious problems in all those segments. Maybe they can recover but I'm pretty pessimistic about their chances.

No it's text-book pointing out the bloody obvious. It's a voice memo app sitting in an ring with limited functionality/usefulness. You can tart that idea up however you want but it's an obvious limited value idea itself at it's core and it is exactly the type of thing that will do better as an app on somebody else' platform.

Oh look it's a Humane AI Pin without the AI, or rechargeable battery, or ...

It's an app. It's an app that will run on somebody else's platform. Putting that in a ring has so marginal benefits (you can't find a phone or computer or notepad or... to record ideas and do it better) and has so many limitations. It's a non-starter.

A periodic reminder Intel is still in business.

Had very similar dropouts with Comcast. Fired them years ago. Can't be happier than with the 10G Sonic Fiber. Yes we are lucky.

I had an old Samsung washing machine and it was annoying with chimes, maybe it was not Schubert or I never realized it.

Yes, it's just evil. I sure would not buy a Samsung TV laden with crap, I just will not do it. I run an old high-end commercial plasma display and otherwise watch video on dumb computer monitors or iPads. And yes I know, an iPad is far from a dumb device.

Zero chance I'll purchasing any household device from Samsung. Not with all the crapware and spyware they pile onto their systems. Zero chance I'd purchase a household appliance with a large screen. WTF would I want that for. More garbage annoying crap and more to go wrong. The never ending chimes about everything on our Mellie clothes dryer was annoying enough... (and oh it wants to connect to the WiFi? Good luck with that. Terrible menu UI. I'll never buy one of those again either).

I like to think in future there migh be Harry Tuttle like appliance repair vigilantes that come out and remove all this crap from home appliances. :-)

Well done Steinberg/Yamaha.

At the same time Steinberg also open sourced their ASIO audio hardware interface standard but under GPL3. GPL2 here would have made more sense to me to align with the Linux kernel GPL2 only licensing. So why GPL3? Other commenters here have mentioned OBS, and OBS is "GPLv2 or later" so sure that works for them. Not being GPL 2 and missing on the Linux kernel just surprises me.

I have been using the nice cwASIO (https://github.com/s13n/cwASIO) re-implementation of the ASIO SDK, it's MIT licensed. https://github.com/s13n/cwASIO. It's nice there just to see something more up to date than the ancient ASIO SDK documentation. I would love to see the Steinberg ASIO SDK updated and improved, if you are listening Steinberg folks: nobody cares about the history of ASIO on Macs or Silicon Graphics Workstations, just dive in and get deep into the weeds of ASIO on Windows, and include lots more sample code, especially covering the ASIO device enumeration mess on Windows.

Carplay is absolutely a requirement for me for any purchase. Mmmm maybe Barra knows something special about typical GM purchasers, or maybe she is just loony tunes nuts.

Apple talking about big leaps in AI anything is real Fonzi taking a big leap over the shark stuff.

Microsoft software gavage, and we are the geese.

Aw darn :-(

Contributors: There was an error generating this graph

Your honor, it appears somebody has obtained your Netflix video rental history and has been asking ChatGPT about it.

I wonder how well flat rate movers is going to survive network partitions, clock skews, and quorum failures.

I'd prefer a coconut please!

Surely one of the the main reason to program in Lisp (and Haskell, and ???) is so you can write blog posts about doing so :-)

(I do really like Lisp).

I would GTFO, IBM ain't your friend and ain't your savior and are unlikely to invest and the worse may come with increasing IBM management sticking their fingers in the pie. The folks who did well out of this already know, they have the checks to cash if that was your take away congratulations. Otherwise find another opportunity. If nothing else look around and find out what you are worth on the market and then have that hard discussion soon with HashiCorp/IBM.

Oh God more Audiophile snake oil idiots. I feel sorry for Mend it Mark putting up with YouTube's copyright stupidity triggered by these idiots. I thought his well natured response video was a lot of fun. (https://www.youtube.com/watch?v=yPIrCaeVtvI)

I hope Mend it Mark can continue to work to be less dependent on YouTube/Google, his training courses are hosted on Wistia for example.

Run your own code :-) I used to fly sailplanes and around Northern California at least there is an interesting intersection of computer nerds, aerodynamics nerds and weather nerds. One of my favorite things being Jack Glendening's weather code/models for sailplane pilots, culminating in the RASP forecasts that more technical sailplane (and hang glider etc) pilots ran for their own hyper-local forecasts. The localized terrain triggered thermal hotspots and convergence prediction of these RASP models were super impressive. http://www.drjack.info/rasp. Today specialized commercial forecast services are used by many sailplane pilots, and RASP and related forecasts predated or inspired those, but a well run RASP forecast on a fine grid is still something to behold.

Given Mullenweg's behavior I wish WP Engines and their very capable litigation attorneys nothing but the best of luck, which I doubt very much they will need. Jeez, how to torch a brand's reputation.

Ugh so sad. I really liked AnandTech's knowledgeable product reviews, especially SSD reviews and benchmarks.

Yes, great article. And now can we convince folks with http+https websites to shut down http access and only offer https. I've seen simple mistakes like only partial redirects happening. Large numbers of internal links that still go to the http site, and some of those not redirect, etc. (you would think they are simple to find and just clean up), etc. And it is frustrating when sites like some online forums may be interesting targets for password theft.

A three bladed prop modification along with floats is very common. Wipaire, the leading float manufacturer has its own STC for that. In combination with STOL kits is not uncommon either. I expect the Robinson STOL STC explicitly accommodates floats (Wipaire’ STOL STC sure do) but not sure since I don’t have the paperwork in front of me.

You are over inflating issues here. Are you a pilot? The issue here is straight up incompetent operation of an aircraft.

Operating a floatplane and separately operating with a STOL kits can increase complexity and risks especially when aircraft are mishandled/abused like here with an incompetent pilot who does not know what they are doing. You don’t need to dream up issues from combination of stuff here, the simple linear addition of issues was more than enough for an incompetent pilot to get into trouble, and seems they are lucky they did not get into more trouble before, and lucky they were not killed.

The C185 is a beautiful well behaved workhorse used extensively in bush and floatplane flying, often with multiple STCs to upgrade these aircraft.

Radical has all the wrong implications. It's a "major alteration" in a regulatory sense, done from an approved kit of parts, with a very well documented installation and post-installation operation and maintenance procedures.

The aircraft was modified with a Robertson STOL kit. A common type of modification to make to a "bush aircraft". In the USA the modification is covered by an STC (Supplemental Type Certificate), the installation needs to be supervised and approved by an A&P technician with IA (Inspection Authority). The STC will modify the airspeed indicator markings, including the stall speed markings (bottom of green and white arcs), and modify the approved flight manual/pilot operating handbook and maintenance documentation for the aircraft. Since this is a major alteration (in a 14CFR regulatory sense) that modifies the flight characteristics of the aircraft it needs to be test flown after the work, and the STC will also separately requires this. I expect/hope the STC includes instructions for checking stall characteristics including airspeed. In European countries a similar level of regulation/documentation is followed based on the USA STC.

Give the description of the pilot's sad lack of understanding of basic operation of the aircraft I am doubting they even read the pilot operating handbook.

What a horrible click-bait title. There is nothing about a C185 or one modified with a STOL kit that is unstallable. A better title would be something like "Clueless pilot stalls aircraft. Which unfortunately is not an uncommon thing.

As a science (and science fiction) nerd kid growing up in Australia in the 1970/80s I got a kick out of tracking station 43 mention in Epilogue 2 of Jeff Wayne's Musical Version of War of the Worlds (1978)...

[NASA unmanned landing craft just touches down on mars] [Houston Control]: "What's that flare? See it? A green flare, coming from Mars, kind of a green mist behind it. It's getting closer. You see it, Bermuda? Come in, Bermuda! Houston, come in! What's going on? Tracking station 43, Canberra, come in, Canberra! Tracking station 63, can you hear me, Madrid? Can anybody hear me? Come in, come in!" [instrumental music suddenly stops]

https://www.youtube.com/playlist?list=PLPHEbh7cnr561iJqxno3q...

The Viking missions to mars had started planning in the late 1960s and Viking 1 and 2 landed on Mars in 1976 so the inclusion of a NASA Mars landing in Epilogue 2 was pretty neat.

Thanks. I enjoyed the hour I spent reading about Alphonse Chapanis.

The ADS-B Out situation with gliders in the USA is complex. Many high-performance modern gliders used for racing and cross country flying are equipped with Mode-S transponders with 1090ES Out (either 14 CFR 91.227 ADS-B Out compliant or TABS/TSO-C199 ADS-B Out compliant) as well as the glider specific FLARM traffic awareness system that broadcasts and receives proprietary low-power position data. FLARM systems, at least as used in the USA also typically receive 1090ES In so they drive the integrated traffic display and warning systems in these modern glider cockpits. For historical and technical reasons gliders use a FLARM modified NMEA serial data protocols for traffic data in the cockpit instead of what is found in GA aircraft ADS-B traffic display systems.

Gliders potentially face very different risk scenarios and their owners will hopefully equip for what is the most significant risks to them and others. e.g. gliders often fly close to each other, especially when thermalling together, if flying with other gliders in remote areas then the FLARM system optimized to handle glider on glider threats is optimal (where GA focused ADS-B produces far to many false alerts), if flying near lots of GA aircraft ADS-B Out (and In via FLARM) is likely optimal, if flying near airliners, fast jets and tactical military aircraft then transponders alone even without 1090ES Out may be most critical item for their SSR, TCAS and IFF compatibility. Ideally owners do equip with all three... Mode-S, 1090ES Out, and FLARM.

The challenge may be more where there are low-cost/low-value gliders, maybe trainers and glider club owned gliders especially those located in busy traffic areas. You would hope those owners long ago got the message they should be equipping with some forms of supplementary traffic broadcast/awareness systems.

UAT adoption in gliders is nearly non-existent as FLARM systems only receive directly on 1090ES In and you don't want to rely on ADS-R coverage in remote or mountainous areas.

TABS/TSO-C199 is an easier route to an approved installation of ADS-B Out systems in type-certified gliders. TSO-C199 was developed by industry and the FAA following the 2006 mid-air collision between a glider and Hawker business jet near Minden NV. Experimental category gliders will typically have 14 CFR 91.227 compliant installations done under the same "meets performance requirements" clauses as many experimental power aircraft.

Military aircraft operators in the USA are pretty cautions about non-ADS-B Out or non-transponder operations. Air Force bases etc. will have active MACA (Mid-Air Collision Avoidance) programs, with aircraft and controllers working to reduce conflict potential with civilian traffic. Many bases will have MACA information on their web sites and staff to contact, and they are typically very responsive. Ironically the ones I have worked with were trying to encourage more civilian GA aircraft to adopt transponders, and to utilize the flight following services of their ATC/RAPCON.

TCAS uses active transponder interrogation from the TCAS unit interrogating a threat target's Mode-C or Mode-S transponder. TCAS only uses ADS-B In in an indirect way, in large part to acquire traffic in the area that is not yet a threat, and reduce it's RF congestion caused by excessive interrogation, especially of legacy Mode-C targets. A TCAS II system will fly you right into say a UAT out equipped aircraft without issuing an RA (resolution advisory) if that threat aircraft has no transponder or an inop transponder.

TCAS II only issuing an RA based on active interrogation of a threat aircraft's transponder is a kind of safety feature given the potential spoofing of ADS-B Out data.