tjohns

If you are preparing for your own defense and don't have an attorney (you're acting pro se), your own LLM use would likely be protected under work product doctrine. The court would extend you some of the same protections an attorney would have, for the limited purposes of preparing your case.

This is a very narrow exemption, however.

(You would also want to make sure you're using a paid AI plan with contractually guaranteed privacy protections, otherwise it could be construed as third-party communications, which implicitly waives privilege.)

See: Warner v. Gilbarco, Inc.

#1 is a little complicated. Communications with an AI are possibly sometimes protected by work-product doctrine... but only if you're representing yourself as a pro se litigant, and strictly limited to mental impressions and opinion work product of counsel (in this case, extended to the pro se litigant). See: Warner v. Gilbarco, Inc.

There's a good summary of the current state of things here: https://www.akerman.com/en/perspectives/ai-privilege-and-wor...

Also worth noting that none of this is binding precedent, so expect this field to evolve over time.

Once you've lost more than ~2 processors, you're probably into the realm of common mode failures and voting won't save you. At that point, it's entirely possible you're just working with random data coming out of all your processors.

> I wonder what happens if you disable the e-SIM (in the US) and then a safety recall appears via software update - do dealers have any way to update control modules besides OTA?

I would assume so. Even on older cars, service techs can typically manually push firmware updates over the OBD-II / J2534 port. Rivian's OBD-II port actually hides an Ethernet signal inside of it - so the interface is certainly there.

Fun fact: You can buy an Ethernet adapter directly from Rivian here to connect to the car's internal network: https://rivianservicetools.com/Catalog/Product/TSN00535-300-...

Even in the US, I don't know many friends with enough living space to have an entire spare guest room. When friends visit, they sleep on the living room couch or an air mattress. Is this not typical?

> Often they don't pay high taxes nor do they employ large numbers of people... They are building and selling a non tangible good i.e where do you tax it?

You could easily charge a property tax (could even have a higher rate for data centers, specifically), or an excise tax on number of servers, or a tax on excess energy/water consumption. There's lots of options here, if that's what you're worried about.

> Their is also noise pollution concerns which can destroy communities near by and water usage concerns. These plants drain aquaifers.

Factories also do both of these things. They're noisy, often have emissions much worse than anything coming from a datacenter, and most factories use large quantities of water as well.

Does anybody else find these AI-authored blog posts difficult to read? Something about the writing style and structure just feels unnatural, it's hard put my finger on it.

At the very least, the writing takes way too long to get to a point.

That could still get prohibitively expensive. Take the example from this article, where there's only one person still using the paper ticket option...

I could see someone arguing you need a specially trained staff member or supervisor to verify your ID for anti-scalping, which they don't need to do for other e-tickets. Say only one person uses this option all season, they could be asked to pay for an entire employee's salary/benefits.

It's a bit hyperbolic, but supporting non-standard workflows is organizationally expensive with many non-quantifable costs.

It looks like you can buy them in the Purrrr app.

The metadata at the bottom says the feeder is out of kibble. :( A small amount (8%) of snack left, though!

It depends on whether the ticket is considered a criminal or civil matter in the US.

For a criminal case, yes, they need to prove "beyond a reasonable doubt" - which would require that you are positively identified as the driver.

For a civil case, they only need to prove by a "preponderance of the evidence" - which is a much lower standard.

This is why tickets from red-light cameras in many states are zero-point citations. You're still charged a fine, but there's no finding of guilt attached to the offense, which keeps it away from being considered a criminal matter. (This is the same way parking tickets work.)

FileMarker Pro had a dedicated server product (FileMaker Server) that you could use for multi-user access. Claris still sells it: https://www.claris.com/filemaker/

Microsoft Access was strictly file based. You could drop the .mdb/.accdb file on a SMB share and it would support basic concurrency via lock files. However, you could also swap out the internal database engine (Jet) with anything else via ODBC, so your Access database could connect to a remote Microsoft SQL Server instance - or even MySQL/Postgres.

Back in high school, I even wired up an Access database to give a graphical frontend to an accounting app running on an IBM AS/400 mainframe. ODBC made it easy, and Access itself didn't really care where the data lived.

Yes, though that's separate from the flight plan.

There's also several different ways to transmit the passenger manifest to CBP - including over a CBP-provided VPN and IATA "Type B" messages sent through ARINC/SITA.

The network for Type B messages is also independent of the Internet (it was developed 60 years ago).

Nit: If you're filing a flight plan, you do it with the country you're departing from. Even if you're piloting an aircraft departing into the US, it wouldn't have any effect on operations if you couldn't reach US websites. There's also several alternative ways for pilots to file flight plans outside of the web.

(The flight plans get passed between countries via AFTN/AMHS, which are dedicated telecommunications networks independent of the Internet.)

The NOTAM system certainly does allow users to specify the end date for a TFR as "PERM" (Permanent).

For example, see the Disneyland TFR (FDC 4/3635): https://tfr.faa.gov/tfr3/?page=detail_4_3635

The part about power outages is certainly true in Tahoe. I grew up there and remember a week-long power outage as a kid, since the snow took out the feeder lines from both CA and NV simultaneously.

Outages that long aren't common, but it's not uncommon to lose power for about a day a few times each winter.

Based on the published dimensions, it's almost the exact same size as a Toyota 4Runner - which I'd consider a midsize SUV.

Comparison image: https://www.reddit.com/r/RivianR2/comments/1inep90/r2_vs_4ru...

Apparently there's a aftermarket device that will add Android Auto / CarPlay support by selectively taking over the infotainment display:

https://evplay.io/shop/ev-play-for-rivian

(I can't vouch for it, just something I stumbled upon recently.)

Cars don't need high octane fuel, aircraft do. Outside of the absolute smallest aircraft, you can't get enough power out of automobile gasoline.

They started looking at it 14 years ago, but there's been tons of bureaucratic roadblocks that have impeded progress. (Depending on who you ask, the petroleum companies were responsible for some of these.)

Even today, there are reports that the new unleaded avgas formulations cause engine damage, and we don't entirely know why that's happening. So there's still technical issues to work out. (But it's important, so folks are trying to solve them as quickly as possible.)

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.

No, piston aircraft cannot run on Jet-A. That would cause detonation and the engine would quite literally self-destruct within minutes - likely during takeoff when the engine is at highest power.

There's been some trials of battery-powered trainer aircraft. The last I checked, they still don't have enough range to do the "long" cross country that's legally required.

And I assure you it's not because of old aircraft. Some flights schools have fleets of brand new 2025/26 models - all of them still run on leaded avgas.

At least in the US, the current proposed plan is to phase out leaded avgas by 2030: https://www.faa.gov/aircraft/draft_docs/draft_unleaded_avgas...

Piston aircraft are vital to training new pilots. Without the piston fleet, you wouldn't have anybody flying anything larger.

Not to mention they're frequently used for air ambulance flights, survey work, and law enforcement. The "satellite" view on most online mapping tools is recorded from a piston aircraft.

Also, the current proposed plan is to migrate off of leaded gasoline for most of the country by 2030, which is actually quite ambitious given that acceptable alternative fuels didn't exist until literally a few years ago.

There definitely is urgency to phase out leaded aviation gasoline. The FAA is proposing that we phase it out by 2030 - just 4 years from now - even though we still haven't agreed on which of the 3 competing gas blends to standardize on, the pumping infrastructure only exists at a small number of airports, and even though there's still open concerns about them causing engine damage.

They just published a draft version of the transition plan here: https://www.faa.gov/aircraft/draft_docs/draft_unleaded_avgas...

It would be under the FCC regs, not the FAA regs.

Whatever transmitter you're using would not be type-accepted for operation on the 1080 MHz or 978 MHz band. (47 USC § 301)

Additionally, RF operation with the intent of willful interference is inherently illegal. (47 USC § 333)

Carrier-level telco is labor intensive.

You're building new cell towers, managing countless failed backhual links (thanks to fiber's natural enemy, the backhoe), working with whatever obscure bugs your MVNOs have managed to uncover, certifying new cell phone designs, and still working on upgrading everything to 5G while simultaneously planning for 6G (keeping in mind that the 5G network architecture looks radically different than the LTE architecture). Much of that work is necessarily physically distributed across the entire country.

Not to mention dealing with end-user sales and support, which unfortunately often needs physical stores.

I'm not going to say whether 100k is too many, but there's a lot more involved here than just maintenance and monitoring - especially if you want your network capacity to keep up with growing demand.

Sure, but the people doing the recycling have no idea what's inside of it.

The problem is you can’t find any company willing to recycle them. Because of the nicotine content, I’ve heard e-waste recyclers consider them hazardous waste and refuse to touch them.

The biggest tangible benefit is you don't need to worry about NAT port mapping any more. Every device can have a public address, and you can have multiple servers exposing services on the same port without a conflict.

(The flip side is having a network-level firewall is more important than ever.)

You also don't have to worry about running a DHCP server anymore, at least on small networks. The simplicity of SLAAC is a breath of fresh air, and removes DHCP as a single point of failure for a network.

NAT doesn't solve everything, and creates a whole new class of problems that you can just avoid by adopting IPv6 natively. And it's definitely not being ignored at larger companies.

In particular, just off the top of my head...

- T-Mobile US doesn't even assign clients an IPv4 address anymore. Their entire network is IPv6 native.

- Many cloud providers charge extra for IPv4 addresses, but give IPv6 addresses out for free.