If we expect to be remotely large, sorting by new only is infeasible.

None of that is necessary these days; all you need is to scrub the encryption keya from RAM and cache.

The issue is reliably detecting tampering without undue false alarms.

Someone needs to teach this guy about log scales.

Yeah, I need to figure out GSIs. Finding non-flagship phones with decent custom rom communities is getting harder.

It’s not just AI, but new android phones drive me spare.

You can’t disable that. You can’t uninstall that. You can’t make a backup of the whole phone. You can’t make a backup of one app and restore it to a different phone, unless you go through Google. We’re going to install these apps you don’t want, and there’s no way to cancel it.

A good number of bombers got taken out, so two parts is not entirely out of the question.

My experience is that digital signage displays are still HDMI-only.

Does the US not practice basic food safety? (answer: no, it doesn’t)

I did some contracting for an NZ food manufacturer and EVERYTHING went through a metal detector after the packaging was sealed. It was regularly tested with a 0.5mm metal ball cast into a brick of some kind of acrylic/epoxy.

The later line had an x-ray too.

Funny, $200 is standard in NZ if you pre pay. Can usually post pay though as you say.

Or guess how much fuel you’re going to need and pre-auth a little more than that.

Paris’s RER A is an extreme example, with 10-car double-deck trains moving 2,600 people, ~30 trains per hour. More than a million daily journeys.

The Victoria line is a more frequency-heavy system, with 8-car single deck trains at 1100 passengers at 36tph, or 40k PPHPD.

Fully underground systems usually have shorter trains due to the constraints and costs of building longer underground platforms.

Honestly you’re in the 11-15m range in most cases, because you want lineside equipment (signal cabinets, masts, cable routing etc) and ideally a 4WD path for maintenance access.

9m is doable but you don’t built an entire system like that unless you really have to. Equally, your roads have hard shoulders and crash barriers.

Road design is part of it but improving road design only improves ‘reasonable’ drivers, and things like chicanes, lane narrowing, and speed bumps cause issues for larger commercial vehicles like buses.

Persistent asshole drivers will still drive drunk or drive dementia, run red lights, or go three times the speed a road is built for.

“the systems and environments we place people in” is not just the road. It’s the licensing regime, the society that makes having a car necessary even if you can’t drive safely or afford to maintain it, and that doesn’t mandate effective ongoing training.

You can but the track has to be built for it. Japan has stations that are passed at 320km/h (200mph). You need minimum four tracks (two platforms, two passing) and curves/gradients suitable for the speed, along with noise mitigations as necessary.

If you’re trying to re-use tracks and stations built in the 1800s that’s possibly less feasible.

Part of handling that is having both local and limited-stop services (which they likely already do) and a good local/commuter train network.

Commercial planes often take off in mild tailwinds; they’re typically certified for 10-15kt of tailwind. It’s sometimes easier for the airport than re-sequencing all the flights especially if it’s only a mild tailwind.

Florence has hills to one side (the west?) that mean taking off in that direction also carries a performance penalty because you need good engine-out climb rates. So it can be a choice of tailwind or hills.

It’s all statistics. If you’re never getting surprised by the weather, you are probably leaving money on the table. If it’s happening all the time, you’re selling too many seats.

It will also depend on how far out the last seat was sold.

I don’t think there’s much if any airfreight going through LCA. Both Florence and LCA are very short constrained runways, near much larger airports where you can more easily deal with freight.

Usually freight gets offloaded first, but then you’re looking at passengers and bags. Or an enroute fuel stop somewhere with a longer runway.

It’s often not just the heat, but also wind direction both at the airport and enroute. They probably plan for some combination of the three, but not worse case on all at once.

Headwinds on takeoff mean you can takeoff with more mass. Tailwinds, crosswinds, and higher temperatures mean you can carry less mass.

Tailwinds enroute mean you get a higher groundspeed for a given airspeed and arrive earlier, having burnt less fuel. If the tailwinds are known before departure, you can carry less fuel (less mass) and thus more payload (passengers).

There is nothing you can do to ‘prepare’ other than sell fewer tickets (and thus leave the flight unnecessarily empty on days when there isn’t adverse weather) or use a bigger plane that still needs to be lightly loaded.

And NZ Post.

I meant to write FPU. It got auto-mangled and I thought I corrected it; clearly not…

I thought Intel already managed that with the GPU issues.