metanoia

Comparison of the oxidative stability of soybean and sunflower oils enriched with herbal plant extracts (Kozowlski, Gruczyńska, Chem Zvesti. 2018; 72(10): 2607–2615.)

https://www.ncbi.nlm.nih.gov/pmc/articles/PMC6096694/

Nutrient density and bioavailability are two very different things. Kale is extremely nutrient dense but as the parent poster has pointed out, the anti-nutrients [1] reduce the absorption of said nutrients.

You can take kale into a lab and determine that it has so much of nutrient X and Y but in reality, do you absorb it?

[1] https://www.ncbi.nlm.nih.gov/pmc/articles/PMC4663599/

Grass fed animals, typically beef. The nutrient density is off the charts. When I eat dessicated beef liver (available in pill form), the code just flows out of me...

It's not cheap unfortunately, feedlot beef and chicken muscle meat is typically cheaper than grass fed beef liver.

You have already, probably multiple times. The 737 model is proven over 50 years of service.

The Max has issues, for sure, and I will be weary of that as well as the upcoming 777X, but I wouldn't hesitate to get on any prior 737 or other Boeing model.

On paper, no. We're all insured by the FDIC/NCUA up to $250k per institution (or account? I forget). In reality, I think the systemic risk means everyone has deposits on the line as the FDIC can't cover multiple bank failures.

The distribution problem has been solved for many years - travel agents were disrupted in the first wave of the web. Hipmunk tried to create a friendlier UX than what Kayak, Expedia, et. al were trying to provide, but it wasn't a step change.

I think RouteHappy was the last travel startup that caught my attention. In fact, I was thinking of doing the same thing, but they beat me to it :) They brought visibility to data about the flights such as seat width, pitch, inflight entertainment/connectivity, inflight power, etc. that had been hiding in other places (SeatGuru, various travel review and business travel interest sites such as TPG).

But, they were acquired, which meant that they were more a feature than an independent distribution channel.

I'd love to see what this person is doing but as a viable business, based on current travel-agency-commission business models, I can't imagine anything that couldn't be copied by the big travel companies in an instant.

We need new business models here, or at least a strong incentive to go back to fee-for-service travel agents...

That's good old negotiation and group purchasing there. No fancy tech required, just a relatively performant CRUD app and integration into travel GDS (reservation) systems.

Out of interest: What's your data source for this? The GDSs have most things locked down unless you are a huge customer, and Google/ITA seems super expensive.

EDIT: Oops, there's only one trim motor on the NG. Both trim switches must be actuated on the yoke switches though. But the input cutoff switches still work the same way I originally stated.

Not sure about the Max's # of trim motors, but the Max definitely doesn't have input source cutoff switches.

One question I've had is why Boeing changed the design of the stab cutout switches from the 737NG from a pair of switches - the right side switch that disabled the autopilot control of trim and the left side that disabled the trim motors entirely [1] - to a design with a similar pair of switches, but each controlling the primary and backup control motors of the elevator trim [2] instead of controlling the source of the input. (If you look closely at the yoke trim switches, there are two independent switches that are grouped together by a frame so that they move simultaneously. One drives the primary motor, and the other the secondary).

Assuming they'd kept MCAS on the switch associated with the automatics, the procedure would have been to throw the AUTO PILOT switch, disabling MCAS, but keeping the MAIN ELEC switch on, allowing them to trim back to neutral for that speed.

[1] https://www.airliners.net/photo/Australia-Air-Force/Boeing-7...

[2] http://www.b737.org.uk/mcas.htm#stcs

Inattention to autopilot modes has killed before. So much focus is put on pilots recognizing and confirming flight mode annunciator mode changes (such as change of autopilot or autothrottle state) has been put into place to stop that kind of accident.

The lack of feedback from the MCAS system is probably the killer here.

How am I supposed to know that MCAS is operating, and how do I know when to hit trim cutoff switches to override it? You don't want to ever be asking "what the heck is the airplane doing now?". Watching the trim wheel to check if it's spinning nose down all the time isn't going to work.

>We are living in the golden age of business class travel.

I've had the privilege of flying 300k+ miles in Emirates over the last 2 years, mostly in business, and including a few first class segments through upgrades and I can also say that there is not much difference between business and first other than individualized service and better wine/spirits.

As another poster has mentioned Premium Economy is where business was about 15-20 years ago - and the PE segment is growing significantly in the airline business as they try to capture revenue in the "comfort gap" segment between economy and business.

As this segment grows, and becomes more attractive to accountants, during the next economic contraction I expect that there will be a lot of corporate travel policies that will push travelers down into PE, so let's enjoy it while we can.

SFO has ground radar systems (ASDE-X/ASSC) [1] which allows ground and tower controllers to see potential conflicts on taxiways and runways. Pure speculation, but I don't think that these systems' conflict logic take into account an aircraft trying to land on a taxiway.

[1] https://en.wikipedia.org/wiki/Airport_Surface_Surveillance_C...

And this is the essential problem with society today - the lack of acknowledgement that there is such a thing as civic duty, or the greater good. It's all about personal advancement regardless of the externalized costs.

In the words of Toby Keith - It's all about me, it's all about I, it's all about #1...

Don't give them any ideas!

United and Delta cut their nonstops to Dubai a while back, so yes, most likely.

> You don't drink wine for the alcohol, you drink it for the flavor.

I really wish that synthehol (of Star Trek fame) were a thing. I was at a champagne tasting of 60+ wines from the best producers (Krug and Roederer come to mind), and made it through 25 or so, spitting each one, and was still terribly buzzed.

If there were a way to enjoy the taste without the effects I would be all for it.

> If you want another "wtf, do we need this" service, check out TrashDay.co, saving us the indignity of taking out our own trash.

One more startup that makes the statement "assisted living for the young" that much more true about SF.

I don't think that it's all hackers. Without mentioning the neighborhood (because this borders on stereotype, and these things usually devolve into an x vs. x neighborhood discussion), I live in a neighborhood where people mostly hold non-technical titles like "marketing manager" and "product manager".

And they've all worked out, shopped for groceries, had breakfast, etc. before 9am.

It's because everyone in SF seems to be a morning person. In my building everyone (except me) is asleep by 10pm. In NYC things are only getting started at 10.

Thanks for the link! Super interesting, will have to keep track of their work.

Removing the ability/encouragement to hand fly the airplane in real life - as some Asian/ME carriers have done either through punitive QAR (Quick Access Recorder, like the Flight Data Recorder) and FOQA (Flight Operations Quality Assurance aka spy on the pilot) regimes that track when a pilot blows an approach or other parameter - will only make pilots MORE dependent on automation and unable to cope when automation fails, ala Air France 447. [1]

That's also partially why we had Asiana 214 - if the pilot at the controls was more skilled at hand flying the aircraft he would not have been so dependent on the autothrottle functionality to manage the speed of the airplane.

I worry deeply about creeping automation not only on the flight deck but in our cars. Although automation is far more responsive and adds greatly to safety in both cases, dependence on automation will breed a new generation of the "Children of the Magenta" [2] who blindly allow the computer to follow the magenta line on the display, either into the ground in an airplane, or into oncoming traffic in a car as they ask themselves "what's it doing now??!"

[1] https://en.wikipedia.org/wiki/Air_France_Flight_447

[2] https://www.youtube.com/watch?v=pN41LvuSz10

What do you see as advantages/disadvantages of each tool?

I would argue that despite budget increases we have not seen an appreciable increase in operating service levels across the board - from transit to infrastructure to homeless outreach and everything in between. Hard to believe with a $9B (yes, billion) budget. [1]

(Yes, there are capital expenditures happening that are quite visible but do we really need an extension of the slow T-line to Fishermans Wharf?)

[1] - http://sfmayor.org/ftp/uploadedfiles/mayor/budget/SF_Budget_...

He'll probably take credit for making Serum famous.

Agreed. It is much more important to embody Christ in how you run your business - how you make decisions, and how treat your users, employees, partners, and investors without shouting it from the rooftops.

My wife recently gave me this quote from St. Francis - "Preach the gospel at all times, and when necessary, use words." I think it applies here.

I was thinking from the point of view of a part-time driver who was driving to work already and using features like destination filter, and picking up the full fares that Uber/Lyft currently pay for UberPool/Line.

Now there appears to be a lower tier that Uber is pushing for to drive down payments even more.

From the passenger point of view, it's similar to an UberPool and slightly discounted. Based on previous Uber behavior, it will probably be significantly less pay for what was a career driver, and, as you pointed out, better than nothing for those drivers who had empty seats.

The race to the bottom continues. The bottom for the driver, that is.

Anyone notice this statement? "We will be piloting a new program for drivers who want to share their commute and recoup the cost of the trip." (emphasis mine)

If we go with what is implied by this, I don't see how this is much different than using the destination filter, except for possibly paying the driver "costs" instead of the typical fare.

When I'm in LA and it's stop-and-go traffic, I find it's best to follow the trucks in the right lane. I average a much higher speed because they don't have the ability to tailgate and slam on their brakes like the most aggressive drivers in the fast lane who are actually causing the traffic jam, and consequently go an even 15 mph as opposed to 0-30-0-30-0, etc.