171–180 of 187 posts
> unauthorized persons can not get there for reasons I will not show Not sure what else can be there, I mean it's already a critical infrastructure of the plane what we saw
He might mean that what happens if you trespass won't be shown! There might be a gas release system that would neutralise an attacker or perhaps just open the door to the hold so they freeze!
Earlier quoted context omitted.
Non-airline pilot and generally curious, plus work on viability of new ground up stack for vehicle vs Garmin or Honeywell. Rules for my own small GA plane flights if it’s in one without glass cockpit are: two fully charged devices with latest data on both (iPad and phone), flight plan on both (ForeFlight syncs automatically), plus two means of charging (larger Anker pack, and dashboard USB or 12V outlet).
Thanks. Have you ever had a failure of your devices? Do you know anyone who has? I could see tablets as being far more efficient and thus effective in a crisis - no searching through thousands of pages, no juggling large volumes, just hold a tablet and search or click a bookmark. I'm just trying to get the full picture.
The iPad is actually mounted on the yoke right in front of you, some people mount it to the side with suction cups against the window, and starting to fiddle with the backup phone is already a distraction if the main hands free one goes down. Issues friends had were heat shutdowns in summer, plus one already cracked screen where the backlight then suddenly failed.
You rarely use the iPad in critical flight stages anyway, it’s more a navigation aid and displaying other traffic, and good practice to (see battery point above) keep the screen switched off for longer to stay proficient in the traditional approaches anyway.
The arguably number one case were an iPad with the fast updating screen is helpful in a crisis is an engine failure or similar emergency where you need to find a place to land fast, and as it knows the airplane you’re flying in, terrain underneath, winds etc it literally draws and uneven (different terrain) circle around your current position and shows you what is probably realistic. Another one is as potential fallback if one of the actual instruments fails, once had a stuck compass for example.
Earlier quoted context omitted.
They might have different standards and I'm not a pilot, but in my opinion having multiple seconds of UI lag in vitally important interfaces is not good enough nor deserves certification.
it's not considered vitally important interface, that's probably even the reason for the lag - higher priority tasks preempting it.
I wonder what sort of security measures are in place to protect the server area from unauthorized access in the cargo hold entrance.
On the ground, unauthorized personnel gaining access to the cargo hold could leave a bomb there so they really try disallowing that.
I doubt there's special concern here.
“First time OBE been here” Shouldn’t a pilot have been everywhere during training, before he takes charge?
The avionics bay is for maintenance, pilots don't get to touch any of it ever. And pilot training covers the systems not in a physical sense but in a logical "power is supplied to this system via the secondary avionics bus which is fed via this breaker from the generator on the left engine or via another breaker from the main avionics bus" so you can debug and understand what it means when some bus fails or you loose…
Earlier quoted context omitted.
The avionics bay is for maintenance, pilots don't get to touch any of it ever. And pilot training covers the systems not in a physical sense but in a logical "power is supplied to this system via the secondary avionics bus which is fed via this breaker from the generator on the left engine or via another breaker from the main avionics bus" so you can debug and understand what it means when some bus fails or you loose…
Just seems weird to brit have had just a basic tour of every part of the plane so if smoke starts pouring out of the hatch they know what it looks like down there.
Earlier quoted context omitted.
Well, which explanation would you prefer then? JES3, which is the closest extant example of such tech? I'm comparing it to statically assigned k8s not because it's manually assigned applications, but because it's a cluster system where the equivalent of k8s scheduler was run offline to resolve various performance and deadline constraints, both between specific application threads on the cluster, and between devices o…
>because it's a cluster system where the equivalent of k8s scheduler was run offline to resolve various performance and deadline constraints, both between specific application threads on the cluster, and between devices on the AFDX (modified ethernet) network that are managed from said cluster. Oh, I genuinely didn't know that! I assumed you were just talking about something that had been manually hand-optimized by s…
For example, AFDX ensures no congestion by statically assigned timeslots, effectively using Ethernet in a sort-of TDMA setup, coupled by special switches that effectively implement virtual circuits based on, again precomputed, mapping loaded into them (at least the standard implies there's no MAC-learning supposed to happen). This allows you to develop and do basic test with any random Ethernet switch before needing a proper AFDX one for more thorough testing, as the application-level protocol is essentially UDP over IP. However you need to consider a whole AFDX network segment when assigning the timeslots and virtual channels, and that's where tools come in :)