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  • Assembly Language being used in Aircraft System

    - by caramel23
    Today my lecturer mentioned the reason why the aircraft system is programmed in assembly language is due to the program being written have less error . Is this statement true ? Because when he asked about our opinion I said assembly can create faster program thus it is a good language for real-time oriented aircraft system program . I search around google but can't seem to find an article clarifying my lecturer's statement .

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  • Future Trends and Challenges for Aircraft Cabins

    - by Bill Evjen
    Ingo Wuggetzer The aircraft cabin changes from the 60s till now has worsened. First class is actually premium / economy is still moving down in quality The challenge is to do efficiency and comfort Graying population is a challenge will be 14% of the world’s population soon Obesity increasingly becoming an all-milieu core societal problem Will have impact on seat sizes Female forces – women will increasingly influence business and lifestyle There are now more women in college than men People want to be green and this reflects into aircrafts. You can now buy carbon-offsets when you buy a ticket in some airlines 20% are willing to pay for green products 13% would like to but are not doing it yet Seamless Connectivity Internet is obviously mainstream and the influence of our daily lives 2 billion users in 2010 One direction is going mobile Another direction is going social computing We have to explore this to use more with our products Convergence of products iPad usage on Finair , Virgin, Jetstar iPhone share 2% Other smartphones – 11% Feature Phone – 87% Plans to invest in technology trends within the next 3 years connectivity to/from aircraft – 21% major investment / 47% R&D nominal investment Web 2.0 – 22% major investment / 57% R&D nominal investment Cabin technical investments Lighting Wireless Sensors Displays People want to use technologies on the plane that they can use on the ground Planes have moved to digital in the last decade – now they are moving to wireless Data volumes are going through the roof – (Moore’s Law)

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  • Flightradar24 Maps Global Air Traffic in Real Time

    - by Jason Fitzpatrick
    Flightradar24 is a real time flight tracking service that shows you where thousands of planes are at any given time. Whether you’re an aviation buff or just want to show a worried kid that mom’s flight is almost home, they have you covered. Flightradar24 is a free service that tracks flights using data from the FAA and ADS-B to display the status of flights across the globe. You can filter the information to see only certain planes, planes originating from certain airports, planes at various altitudes, and more. The interface is accessible via their web site as well as via iOS and Android devices. Hit up the link below to take it for a spin. Flightradar24 How To Create a Customized Windows 7 Installation Disc With Integrated Updates How to Get Pro Features in Windows Home Versions with Third Party Tools HTG Explains: Is ReadyBoost Worth Using?

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  • Retrofit Certification

    - by Bill Evjen
    Impact of Regulations on Cabin Systems Installation John Courtright, Structural Integrity Engineering There are “heightened” FAA attention to technical issues related to IFE and Wi-Fi Systems Installations The Aging Aircraft Safety Rule – EWIS & Damage Tolerance Analysis The Challenge: Maximize Flight Safety While Minimizing Costs Issue Papers & Testing, Testing, Testing The role of Airworthiness Directives (ADs) on the design of many IFE systems and all antenna systems. Goal is safety AND cost-effective maintenance intervals and inspection techniques The STC Process Briefly Stated Type Certifications (TC) Supplemental Type Certifications (STC) The STC Process Project Specific Certification Plan (PSCP) Managed by FAA Aircraft Certification Office (ACO) Type of Project (Electrical/Mechanical Systems or Structural) Specific Type of Aircraft Being Modified Schedule Design & Installation Location What does the STC Plan (PSCP) Cover? System Description – What does the system do? System qualification – Are the components qualified? Certification requirements – What FARs are applicable? Installation detail – what is being modified? Prototype installation – What is new? Functional hazard Assessment (FHA) – is it safe? EZAP-EWIS Requirements – Any aging aircraft issues? Certification Data – How is compliance achieved? Delegation and FAA involvement – Who is doing the work? Proposed certification schedule – When is the installation? Certification documentation – What the FAA Expects to see Cabin Systems Certification Concerns In addition to meeting the requirements for DO-160, Cabin System Certification needs to address issues related to: Power management: Generally, IFE and Wi-Fi Systems are classified as “Non-Essential Equipment” from a certification viewpoint. Connected to “non-essential” power buses Must be able to shed IFE & Wi-Fi Systems in a smoke/fire event or Other electrical emergency (FAA Policy 00-111-160) FAA is more relaxed with testing wi-fi. It used to be that you had to have 150 seats with laptops running wi-fi, but now it is down to around 50. Aging aircraft concerns – electrical and structural Issue papers addressing technical concerns involving: “Structural Certification Criteria for Large Antenna Installations” Antenna “Vibration/Buffeting Compliance Criteria” DO-160 : Environmental Test Procedures DO 160 – “Environmental Conditions and Test Procedures for Airborne Equipment”, Issued by RTCA Provides guidance to equipment manufacturers as to testing requirements Temperature: –40C to +55C Vibration and Shock Contaminant susceptibility – fluids and dust Electro-magnetic Interference Cabin systems are generally classified as “non-essential” Swissair 111 crashed (in part) due to non-standard wiring practices. EWIS Design Implications Installation design must take EWIS Requirements into account. This generally means: Aircraft surveys are needed to identify proper wire routing Ensure existing wiring diagrams are correct Identify primary/Secondary/Tertiary bus locations Verify proper separation of wire bundles exist Required separation from fuel quantity indicator system (FQIS) to prevent fuel tang ignition Enhanced Zonal Analysis Procedure (EZAP) Performed EZAP was developed by the Aging Transport Systems Rulemaking Advisory Committee (ATSRAC) EZAP is the method for analyzing airplane zones with an emphasis on evaluating wiring systems and the existence of combustibles  in the cabin. Certification Considerations for Wi-Fi Systems Electrical – All existing DO 160 testing required Issue papers required Onboard EMI testing – any interference with aircraft systems when multiple wi-fi users are logged on? Vibration/Buffeting compliance criteria – what is the effect of the antenna on aircraft flight characteristics? Structural certification criteria – what are the stress loads on the aircraft at the antenna location and what is the impact on maintenance inspection criteria for the airline? Damage tolerance analysis required Goal – minimize maintenance inspection intervals

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  • How to get started with embedded systems in the aircraft or submarine industries?

    - by Jason
    Hi, Not 100% sure how to frame this question but here goes... I currently work as a Rails developer but want to work on more substancial / "meaty" projects and have always been very interested in embedded systems, especially systems that run on aircraft and especially submarines.....I know strange combination. I have been doing some searching & found lockheed martin produces a lot of underwater systems for various navys around the world e.g. http://www.naval-technology.com/projects/nssn/ However, there is very little information about what software is used within these systems, what OS's they use or anything else "technical", presume there is a lot of C / C++ involved but that is just a guess... so its hard to know where to even begin learning what is required to potential work in these areas. Just wondering if anyone has any experiance working with or more information about embeddeed systems in either the airline (onboard flight systems) or especially submarine systems? Thanks!

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  • Fluent Nhibernate causes System.IndexOutOfRangeException on Commit()

    - by Moss
    Hey there. I have been trying to figure out how to configure the mapping with both NH and FluentNH for days, and I think I'm almost there, but not quite. I have the following problem. What I need to do is basically map these two entities, which are simplified versions of the actual ones. Airlines varchar2(3) airlineCode //PK varchar2(50) Aircraft varchar2(3) aircraftCode //composite PK varchar2(3) airlineCode //composite PK, FK referencing PK in Airlines varchar2(50) aircraftName My classes look like class Airline { string AirlineCode; string AirlineName; IList<Aircraft> Fleet; } class Aircraft { Airline Airline; string AircraftCode; string AircraftName; } Using FluentNH, I mapped it like so AirlineMap Table("Airlines"); Id(x => x.AirlineCode); Map(x => x.AirlineName); HasMany<Aircraft>(x => x.Fleet) .KeyColumn("Airline"); AircraftMap Table("Aircraft"); CompositeId() .KeyProperty(x => x.AircraftCode) .KeyReference(x => x.Airline); Map(x => x.AircraftName); References(x => x.Airline) .Column("Airline"); Using Nunit, I'm testing the addition of another aircraft, but upon calling transaction.Commit after session.Save(aircraft), I get an exception: "System.IndexOutOfRangeException : Invalid index 22 for this OracleParameterCollection with Count=22." The Aircraft class (and the table) has 22 properties. Anyone have any ideas?

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  • How to best integrate generated code

    - by Arne
    I am evaluating the use of code generation for my flight simulation project. More specifically there is a requirement to allow "the average engineer" (no offense I am one myself) to define the differential equations that describe the dynamic system in a more natural syntax than C++ provides. The idea is to devise a abstract descriptor language that can be easily understood and edited to generate C++ code from. This descriptor is supplied by the modeling engineer and used by the ones implementing and maintaining the simulation evironment to generate code. I've got something like this in mind: model Aircraft has state x1, x2; state x3; input double : u; input bool : flag1, flag2; algebraic double : x1x2; model Engine : tw1, tw2; model Gear : gear; model ISA : isa; trim routine HorizontalFight; trim routine OnGround, General; constant double : c1, c2; constant int : ci1; begin differential equations x1' = x1 + 2.*x2; x2' = x2 + x1x2; begin algebraic equations x1x2 = x1*x2 + x1'; end model It is important to retain the flexibility of the C language thus the descriptor language is meant to only define certain parts of the definition and implementation of the model class. This way one enigneer provides the model in from of the descriptor language as examplified above and the maintenance enigneer will add all the code to read parameters from files, start/stop/pause the execution of the simulation and how a concrete object gets instatiated. My first though is to either generate two files from the descriptor file: one .h file containing declarations and one .cpp file containing the implementation of certain functions. These then need to be #included at appropriate places [File Aircarft.h] class Aircraft { public: void Aircraft(..); // hand-written constructor void ReadParameters(string &file_name); // hand-written private: /* more hand wirtten boiler-plate code */ /* generate declarations follow */ #include "Aircraft.generated.decl" }; [File Aircraft.cpp] Aircarft::Aircraft(..) { /* hand-written constructer implementation */ } /* more hand-written implementation code */ /* generated implementation code follows */ #include "Aircraft.generated.impl" Any thoughts or suggestions?

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  • The Iron Bird Approach

    - by David Paquette
    It turns out that designing software is not so different than designing commercial aircraft.  I just finished watching a video that talked about the approach that Bombardier is taking in designing the new C Series aircraft.  I was struck by the similarities to agile approaches to software design.  In the video, Bombardier describes how they are using an Iron Bird to work through a number of design questions in advance of ever having a version of the aircraft that can ever be flown.  The Iron Bird is a life size replica of the plane.  Based on the name, I would assume the plane is built in a very heavy material that could never fly.  Using this replica, Bombardier is able to valid certain assumptions such as the length of each wire in the electric system.  They are also able to confirm that some parts are working properly (like the rudders).  They even go as far as to have a complete replica of the cockpit.  This allows Bombardier to put pilots in the cockpit to run through simulated take-off and landing sequences. The basic tenant of the approach seems to be Validate your design early with working prototypes Get feedback from users early, well in advance of finishing the end product   In software development, we tend to think of ourselves as special.  I often tell people that it is difficult to draw comparisons to building items in the physical world (“Building software is nothing like building a sky scraper”).  After watching this video, I am wondering if designing/building software is actually a lot like designing/building commercial aircraft.   Watch the video here (http://www.theglobeandmail.com/report-on-business/video/video-selling-the-c-series/article4400616/)

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  • Use multiple inheritance to discriminate useage roles?

    - by Arne
    Hi fellows, it's my flight simulation application again. I am leaving the mere prototyping phase now and start fleshing out the software design now. At least I try.. Each of the aircraft in the simulation have got a flight plan associated to them, the exact nature of which is of no interest for this question. Sufficient to say that the operator way edit the flight plan while the simulation is running. The aircraft model most of the time only needs to read-acess the flight plan object which at first thought calls for simply passing a const reference. But ocassionally the aircraft will need to call AdvanceActiveWayPoint() to indicate a way point has been reached. This will affect the Iterator returned by function ActiveWayPoint(). This implies that the aircraft model indeed needs a non-const reference which in turn would also expose functions like AppendWayPoint() to the aircraft model. I would like to avoid this because I would like to enforce the useage rule described above at compile time. Note that class WayPointIter is equivalent to a STL const iterator, that is the way point can not be mutated by the iterator. class FlightPlan { public: void AppendWayPoint(const WayPointIter& at, WayPoint new_wp); void ReplaceWayPoint(const WayPointIter& ar, WayPoint new_wp); void RemoveWayPoint(WayPointIter at); (...) WayPointIter First() const; WayPointIter Last() const; WayPointIter Active() const; void AdvanceActiveWayPoint() const; (...) }; My idea to overcome the issue is this: define an abstract interface class for each usage role and inherit FlightPlan from both. Each user then only gets passed a reference of the appropriate useage role. class IFlightPlanActiveWayPoint { public: WayPointIter Active() const =0; void AdvanceActiveWayPoint() const =0; }; class IFlightPlanEditable { public: void AppendWayPoint(const WayPointIter& at, WayPoint new_wp); void ReplaceWayPoint(const WayPointIter& ar, WayPoint new_wp); void RemoveWayPoint(WayPointIter at); (...) }; Thus the declaration of FlightPlan would only need to be changed to: class FlightPlan : public IFlightPlanActiveWayPoint, IFlightPlanEditable { (...) }; What do you think? Are there any cavecats I might be missing? Is this design clear or should I come up with somethink different for the sake of clarity? Alternatively I could also define a special ActiveWayPoint class which would contain the function AdvanceActiveWayPoint() but feel that this might be unnecessary. Thanks in advance!

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  • Alkan Improves Aeronautical-Equipment Product Collaboration, Design Processes, and Government Compliance

    - by Gerald Fauteux
    Alkan S.A. a leading aeronautical equipment manufacturer in France, specializing in carriage-release and ejection systems for various types of military aircraft utilize Oracle’s AutoVue Electro-Mechanical Professional for Agile as part of its Agile Product Lifecycle Management solution. AutoVue Electro-Mechanical Professional for Agile enables multiformat 3-D viewing of engineering designs, leading to deeper analysis of component and product functionality and allows all teams to easily participate and contribute to product data early in the development cycle. Alkan S.A.’s equipment is used in more than 65 countries and is certified for more than 60 types of aircraft, worldwide. Click here to read the complete story. French version.

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  • Why can't the IT industry deliver large, faultless projects quickly as in other industries?

    - by MainMa
    After watching National Geographic's MegaStructures series, I was surprised how fast large projects are completed. Once the preliminary work (design, specifications, etc.) is done on paper, the realization itself of huge projects take just a few years or sometimes a few months. For example, Airbus A380 "formally launched on Dec. 19, 2000", and "in the Early March, 2005", the aircraft was already tested. The same goes for huge oil tankers, skyscrapers, etc. Comparing this to the delays in software industry, I can't help wondering why most IT projects are so slow, or more precisely, why they cannot be as fast and faultless, at the same scale, given enough people? Projects such as the Airbus A380 present both: Major unforeseen risks: while this is not the first aircraft built, it still pushes the limits if the technology and things which worked well for smaller airliners may not work for the larger one due to physical constraints; in the same way, new technologies are used which were not used yet, because for example they were not available in 1969 when Boeing 747 was done. Risks related to human resources and management in general: people quitting in the middle of the project, inability to reach a person because she's on vacation, ordinary human errors, etc. With those risks, people still achieve projects like those large airliners in a very short period of time, and despite the delivery delays, those projects are still hugely successful and of a high quality. When it comes to software development, the projects are hardly as large and complicated as an airliner (both technically and in terms of management), and have slightly less unforeseen risks from the real world. Still, most IT projects are slow and late, and adding more developers to the project is not a solution (going from a team of ten developer to two thousand will sometimes allow to deliver the project faster, sometimes not, and sometimes will only harm the project and increase the risk of not finishing it at all). Those which are still delivered may often contain a lot of bugs, requiring consecutive service packs and regular updates (imagine "installing updates" on every Airbus A380 twice per week to patch the bugs in the original product and prevent the aircraft from crashing). How can such differences be explained? Is it due exclusively to the fact that software development industry is too young to be able to manage thousands of people on a single project in order to deliver large scale, nearly faultless products very fast?

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  • use jquery to toggle disabled state with a radio button

    - by hbowman
    I want to toggle two radio buttons and select fields based on which radio button is selected. I have the jQuery working, but want to know if there is a way to make it more efficient. Seems like quite a few lines for the simple goal I am trying to achieve. Here are the requirements: when the page loads, #aircraftType should be checked and #aircraftModelSelect should be grayed out (right now, the "checked" is being ignored by Firefox). If the user clicks either #aircraftType or #aircraftModel, the opposite select field should become disabled (if #aircraftModel is checked, #aircraftTypeSelect should be disabled, and vise versa). Any help on optimizing this code is appreciated. Code is up on jsfiddle too: http://jsfiddle.net/JuRKn/ $("#aircraftType").attr("checked"); $("#aircraftModel").removeAttr("checked"); $("#aircraftModelSelect").attr("disabled","disabled").addClass("disabled"); $("#aircraftType").click(function(){ $("#aircraftModelSelect").attr("disabled","disabled").addClass("disabled"); $("#aircraftTypeSelect").removeAttr("disabled").removeClass("disabled"); }); $("#aircraftModel").click(function(){ $("#aircraftTypeSelect").attr("disabled","disabled").addClass("disabled"); $("#aircraftModelSelect").removeAttr("disabled").removeClass("disabled"); }); HTML <div class="aircraftType"> <input type="radio" id="aircraftType" name="aircraft" checked /> <label for="aircraftType">Aircraft Type</label> <select size="6" multiple="multiple" id="aircraftTypeSelect" name="aircraftType"> <option value="">Light Jet</option> <option value="">Mid-Size Jet</option> <option value="">Super-Mid Jet</option> <option value="">Heavy Jet</option> <option value="">Turbo-Prop</option> </select> </div> <div class="aircraftModel"> <input type="radio" id="aircraftModel" name="aircraft" /> <label for="aircraftModel">Aircraft Model</label> <select size="6" multiple="multiple" id="aircraftModelSelect" name="aircraftModel"> <option value="">Astra SP</option> <option value="">Beechjet 400</option> <option value="">Beechjet 400A</option> <option value="">Challenger 300</option> <option value="">Challenger 600</option> <option value="">Challenger 603</option> <option value="">Challenger 604</option> <option value="">Challenger 605</option> <option value="">Citation Bravo</option> </select> </div>

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  • How to begin? Windows 8 Development

    - by Dennis Vroegop
    Ok. I convinced you in my last post to do some Win8 development. You want a piece of that cake, or whatever your reasons may be. Good! Welcome to the club! Now let me ask you a question: what are you going to write? Ah. That’s the big one, isn’t it? What indeed? If you have been creating applications for computers before you’re in for quite a shock. The way people perceive apps on a tablet is quite different from what we know as applications. There’s a reason we call them apps instead of applications! Yes, technically they are applications but we don’t call them apps only because it sounds cool. The abbreviated form of the word applications itself is a pointer. Apps are small. Apps are focused. Apps are more lightweight. Apps do one thing but they do that one thing extremely good. In the ‘old’ days we wrote huge systems. We build ecosystems of services, screens, databases and more to create a system that provides value for the user. Think about it: what application do you use most at work? Can you in one sentence describe what it is, or what it does and yet still distinctively describe its purpose? I doubt you can. Let’s have a look at Outlouk. We all know it and we all love or hate it. But what is it? A mail program? No, there’s so much more there: calendar, contacts, RSS feeds and so on. Some call it a ‘collaboration’  application but that’s not really true as well. After all, why should a collaboration application give me my schedule for the day? I think the best way to describe Outlook is “client for Exchange”  although that isn’t accurate either. Anyway: Outlook is a great application but it’s not an ‘app’ and therefor not very suitable for WinRT. Ok. Disclaimer here: yes, you can write big applications for WinRT. Some will. But that’s not what 99.9% of the developers will do. So I am stating here that big applications are not meant for WinRT. If 0.01% of the developers think that this is nonsense then they are welcome to go ahead but for the majority here this is not what we’re talking about. So: Apps are small, lightweight and good at what they do but only at that. If you’re a Phone developer you already know that: Phone apps on any platform fit the description I have above. If you’ve ever worked in a large cooperation before you might have seen one of these before: the Mission Statement. It’s supposed to be a oneliner that sums up what the company is supposed to do. Funny enough: although this doesn’t work for large companies it does work for defining your app. A mission statement for an app describes what it does. If it doesn’t fit in the mission statement then your app is going to get to big and will fail. A statement like this should be in the following style “<your app name> is the best app to <describe single task>” Fill in the blanks, write it and go! Mmm.. not really. There are some things there we need to think about. But the statement is a very, very important one. If you cannot fit your app in that line you’re preparing to fail. Your app will become to big, its purpose will be unclear and it will be hard to use. People won’t download it and those who do will give it a bad rating therefor preventing that huge success you’ve been dreaming about. Stick to the statement! Ok, let’s give it a try: “PlanesAreCool” is the best app to do planespotting in the field. You might have seen these people along runways of airports: taking photographs of airplanes and noting down their numbers and arrival- and departure times. We are going to help them out with our great app! If you look at the statement, can you guess what it does? I bet you can. If you find out it isn’t clear enough of if it’s too broad, refine it. This is probably the most important step in the development of your app so give it enough time! So. We’ve got the statement. Print it out, stick it to the wall and look at it. What does it tell you? If you see this, what do you think the app does? Write that down. Sit down with some friends and talk about it. What do they expect from an app like this? Write that down as well. Brainstorm. Make a list of features. This is mine: Note planes Look up aircraft carriers Add pictures of that plane Look up airfields Notify friends of new spots Look up details of a type of plane Plot a graph with arrival and departure times Share new spots on social media Look up history of a particular aircraft Compare your spots with friends Write down arrival times Write down departure times Write down wind conditions Write down the runway they take Look up weather conditions for next spotting day Invite friends to join you for a day of spotting. Now, I must make it clear that I am not a planespotter nor do I know what one does. So if the above list makes no sense, I apologize. There is a lesson: write apps for stuff you know about…. First of all, let’s look at our statement and then go through the list of features. Remove everything that has nothing to do with that statement! If you end up with an empty list, try again with both steps. Note planes Look up aircraft carriers Add pictures of that plane Look up airfields Notify friends of new spots Look up details of a type of plane Plot a graph with arrival and departure times Share new spots on social media Look up history of a particular aircraft Compare your spots with friends Write down arrival times Write down departure times Write down wind conditions Write down the runway they take Look up weather conditions for next spotting day Invite friends to join you for a day of spotting. That's better. The things I removed could be pretty useful to a plane spotter and could be fun to write. But do they match the statement? I said that the app is for spotting in the field, so “look up airfields” doesn’t belong there: I know where I am so why look it up? And the same goes for inviting friends or looking up the weather conditions for tomorrow. I am at the airfield right now, looking through my binoculars at the planes. I know the weather now and I don’t care about tomorrow. If you feel the items you’ve crossed out are valuable, then why not write another app? One that says “SpotNoter” is the best app for preparing a day of spotting with my friends. That’s a different app! Remember: Win8 apps are small and very good at doing ONE thing, and one thing only! If you have made that list, it’s time to prepare the navigation of your app. The navigation is how users see your app and how they use it. We’ll do that next time!

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  • C# Lack of Static Inheritance - What Should I Do?

    - by yellowblood
    Alright, so as you probably know, static inheritance is impossible in C#. I understand that, however I'm stuck with the development of my program. I will try to make it as simple as possible. Lets say our code needs to manage objects that are presenting aircrafts in some airport. The requirements are as follows: There are members and methods that are shared for all aircrafts There are many types of aircrafts, each type may have its own extra methods and members. There can be many instances for each aircraft type. Every aircraft type must have a friendly name for this type, and more details about this type. For example a class named F16 will have a static member FriendlyName with the value of "Lockheed Martin F-16 Fighting Falcon". Other programmers should be able to add more aircrafts, although they must be enforced to create the same static details about the types of the aircrafts. In some GUI, there should be a way to let the user see the list of available types (with the details such as FriendlyName) and add or remove instances of the aircrafts, saved, lets say, to some XML file. So, basically, if I could enforce inherited classes to implement static members and methods, I would enforce the aircraft types to have static members such as FriendlyName. Sadly I cannot do that. So, what would be the best design for this scenario?

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  • Is there a Linux-compatible R/C simulator that works with real radios?

    - by Norman Ramsey
    My Dad flies radio-controlled (R/C) aircraft. He used to run a simulator called "RealFlight" which allowed him to connect his actual radio to his computer and fly simulated craft. He learned enough to fly actual planes, but he wants to move up from "trainer" aircraft to higher-performance craft. After some crashes, he'd like to go back to the simulator for a while. The catch: he's given up Windows and is now running Ubuntu. Question: is there an R/C flight simulator that Runs on Ubuntu? Allows you to connect your radio and use it to control the simulator, preferably through a USB port?

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  • KISS principle applied to programming language design?

    - by Giorgio
    KISS ("keep it simple stupid", see e.g. here) is an important principle in software development, even though it apparently originated in engineering. Citing from the wikipedia article: The principle is best exemplified by the story of Johnson handing a team of design engineers a handful of tools, with the challenge that the jet aircraft they were designing must be repairable by an average mechanic in the field under combat conditions with only these tools. Hence, the 'stupid' refers to the relationship between the way things break and the sophistication available to fix them. If I wanted to apply this to the field of software development I would replace "jet aircraft" with "piece of software", "average mechanic" with "average developer" and "under combat conditions" with "under the expected software development / maintenance conditions" (deadlines, time constraints, meetings / interruptions, available tools, and so on). So it is a commonly accepted idea that one should try to keep a piece of software simple stupid so that it easy to work on it later. But can the KISS principle be applied also to programming language design? Do you know of any programming languages that have been designed specifically with this principle in mind, i.e. to "allow an average programmer under average working conditions to write and maintain as much code as possible with the least cognitive effort"? If you cite any specific language it would be great if you could add a link to some document in which this intent is clearly expressed by the language designers. In any case, I would be interested to learn about the designers' (documented) intentions rather than your personal opinion about a particular programming language.

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  • How is software used in critical life-or-death systems tested?

    - by waiwai933
    An airplane, as opposed to, for example, a website, is a system where any failure in certain systems is completely unacceptable, since errors in e.g. flight monitoring can cause the autopilot to malfunction and do a dive. Obviously, this doesn't happen since the brilliant engineers at Boeing and Airbus have checks in the autopilot to make sure it doesn't suddenly decide a dive is a perfectly acceptable and safe maneuver. Or perhaps the computer crashes, and the pilots in the newer fly-by-wire aircraft can no longer actually fly the plane. Of course, there are various safety procedures and redundancies built into these systems to prevent a crash (of both the software and the aircraft). However, on the other hand, it's quite obvious that software isn't perfect—both open source and closed source software do crash regularly, and only the simplest "Hello World" program doesn't fail. How can the engineers who design the software systems in the aeronautic, medical, and other life-or-death industries manage to test their software so that it doesn't fail (and if it does fail, at least fail gracefully)? I'm desperately hoping that you're not all going to go: "Oh, I work for Boeing/Airbus/(some other company) and it's not! Have fun on your next flight/hospital visit."

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  • E 2.0 Value Metaphors

    - by Tom Tonkin
    I guess I have been doing this too long. I can easily see the value of Enterprise 2.0 technology for an organization, but find it a challenge at times to convey that same value to others. I also know that I'm not the only one that has that issue. Others, that have that same passion, also suffer from being, perhaps, too close to the market. I was having this same discussion with a few colleagues when one of them suggested that metaphors might be a good vehicle to communicate the value to those that are not as familiar.  One such metaphor was discussed.Apparently,back in the early 50's, there was a great Air Force aviator and military strategist by the name of John Boyd.  Without going into a ton of detail (you can search him on the internet), what made Colonel Boyd great was that he never lost a dog fight.  As a matter of fact, they called him 'Forty-Second Boyd' since he claimed to be able to beat anyone in any type of aircraft in less than forty seconds, even if his aircraft was inferior to his opponents.His approach as was unique.  He observed over time that there was a pattern on how aviators  engaged in a dogfight.  He called this method OODA.   It describes how a person or, in our case, an organization, would react to an event.  OODA is an acrostic for Observation, Orientation, Decision and Action.  Again, there is a lot more on the internet about this.A pilot would go through this loop several times during a dogfight and Boyd would try to predict this loop and interrupt it by changing the landscape of the actual dogfight.  This would give Boyd an advantage and be able to predict what his opponent would do and then counterattack.Boyd went on to say that many companies have a similar reaction loop and that by understanding that loop, organizations would be able to adjust better to market conditions, predict what the competition is doing and reposition themselves to gain competitive advantages. So, our metaphor would be that Enterprise 2.0 provides companies greater visibility of their business by connecting to employees, customers and partners in a collaborative fashion.  This, in turn, helps them navigate through the tough times and provide lines of sight to more innovative ideas.  Innovation is that last tool for companies to achieve competitive advantage (maybe a discusion for another post).Perhaps this is more wordy than some other metaphor, but it does allow for an interesting  dialogue to start and maybe even a framwork to fullfill the promise of E 2.0. So, I'm sure there are many more metaphors for the value that E 2.0 brings to organzaitons. Do you have one to share? Please comment below and thanks for stopping by.

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  • Meet Peter, 80 years old today

    - by AdamRG
    You have to arrive at the office early in the morning to meet Peter. He arrives at 5am and by 8:30am he's gone. Peter has been a cleaner here for several years. He is 80 years old today. Peter was born only a couple of km from our office in Cambridge, England and was for many years an Engineer for Pye Electronics. I'm lucky enough to arrive in the office early enough to catch Peter, dressed smarter than most of us in shirt and tie, and he tells stories of how Cambridge was years ago. He says the site of our office is on land between what would have been a prisoner of war camp (camp 1025), and a few hundred metres North, a camp of American allies. In February 1944, Peter was 13 years old. One night, a Dornier Do 217 heavy bomber heading towards London was hit by anti-aircraft fire and the crew of four parachuted from the plane. The plane however, continued on autopilot for over 50km. Gradually dropping lower and lower, narrowly missing the spires of Cambridge, it eventually came to land, largely intact, in allotment gardens by Peter's house near Milton Road. He told me that he was quick to the scene, along with some other young lads, and grabbed parts of the plane as souvenirs. It's one of many tales that Peter recounts, but I happened to discover a chapter about this particular plane crash in a history book called the War Torn Skies of Great Britain by Julian Evan-Hart. It reads: 'It slid to a halt in the allotment gardens of Milton Road. The cockpit ended up crumpled against a wooden fence and several incendiary bombs that had broken loose from their containers in the ruptured bomb bay were strewn over the ground behind the Dornier.' I smiled when I read the following line: 'Many residents came to see the Dornier in the allotments. Several lads made off with souvenirs' It seems a young Peter has been captured in print! For his birthday, among other things, we gave him a copy of the book. Working for a software company and rushing headlong through the 21st century, it's easy to forget even our recent history, or what feet stood on the same ground before us. That aircraft crashed only 700 metres from where our office now stands. The disused and overgrown railway line that runs down the side of the office closed to passengers 30 years ago. The industrial estate the other side was the site of a farm, Trinity Hall Farm, as recently as 60 years ago. Roman rings and Palaeolithic handaxes have been unearthed nearby. I suppose Peter will be one of the last people I'll ever hear talking first-hand about Cambridge during the war. It's a privilege to know him. Happy birthday Peter.

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  • WebCenter Customer Spotlight: Azul Brazilian Airlines

    - by me
    Author: Peter Reiser - Social Business Evangelist, Oracle WebCenter  Solution SummaryAzul Linhas Aéreas Brasileiras (Azul Brazilian Airlines) is the third-largest airline in Brazil serving  42 destinations with a fleet of 49 aircraft and employs 4,500 crew members. The company wanted to offer an innovative site with a simple purchasing process for customers to search for and buy tickets and for the company’s marketing team to more effectively conduct its campaigns. To this end, Azul implemented Oracle WebCenter Sites, succeeding in gathering all of the site’s key information onto a single platform. Azul can now complete the Web site content updating process—which used to take approximately 48 hours—in less than five minutes. Company OverviewAzul Linhas Aéreas Brasileiras (Azul Brazilian Airlines) has established itself as the third-largest airline in Brazil, based on a business model that combines low prices with a high level of service. Azul serves 42 destinations with a fleet of 49 aircraft. It operates 350 daily flights with a team of 4,500 crew members. Last year, the company transported 15 million passengers, achieving a 10% share of the Brazilian market, according to the Agência Nacional de Aviação Civil (ANAC, or the National Civil Aviation Agency). Business ChallengesThe company wanted to offer an innovative site with a simple purchasing process for customers to search for and buy tickets and for the company’s marketing team to more effectively conduct its campaigns. Provide customers with an  innovative Web site with a simple process for purchasing flight tickets Bring dynamism to the Web site’s content updating process to provide autonomy to the airline’s strategic departments, such as marketing and product development Facilitate integration among the site’s different application providers, such as ticket availability and payment process, on which ticket sales depend Solution DeployedAzul worked with the  Oracle partner TQI to implement Oracle WebCenter Sites, succeeding in gathering all of the site’s key information onto a single platform. Previously, at least three servers and corporate information environments had directed data to the portal. The single Oracle-based platform now facilitates site updates, which are daily and constant. Business Results Gained development freedom in all processes—from implementation to content editing Gathered all of the Web site’s key information onto a single platform, facilitating its daily and constant updating, whereas the information was previously spread among at least three IT environments and had to go through a complex process to be made available online to customers Reduced time needed to update banners and other Web site content from an average of 48 hours to less than five minutes Simplified the flight ticket sales process thanks to tool flexibility that enabled the company to improve Website usability “Oracle WebCenter Sites provides an easy-to-use platform that enables our marketing department to spend less time updating content and more time on innovative activities. Previously, it would take 48 hours to update content on our Web site; now it takes less than five minutes. We have shown the market that we are innovators, enabling customer convenience through an improved flight ticket purchase process.” Kleber Linhares, Information Technology and E-Commerce Director, Azul Linhas Aéreas Brasileiras Additional Information Azul Brazilian Airlines Case Study Oracle WebCenter Sites Oracle WebCenter Sites Satellite Server

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  • Different Flavors of Leases Back On

    - by Theresa Hickman
    Given the continued interest regarding the proposed changes to Lease Accounting, I decided to write another entry on this controversial topic with colorful commentary from our resident accounting expert, Seamus Moran. Background (A History Lesson) Back in 1976, the FASB issued FAS 13, “Accounting for Leases” that permitted leases to be either an operating lease or capital (finance) lease. In substance, operating leases are a form of off-balance sheet financing. According to Seamus, operating leases date back to the launch of the Boeing 707 in the 1950s.  Because the aircraft was so much more expensive than previous aircrafts, the industry came up with the operating lease concept to accommodate these jet liners that dominated air transport.  How it worked was the bank would buy the plane and lease it to the airline.  Because the bank never controlled or flew the plane, they never placed the asset on their balance sheet, and because the airline never owned the plane, they didn’t place it on their balance sheet either. They simply treated the monthly lease payments as rental expenses on the P&L.   August 2010 Original Lease Accounting Changes In August 2010, FASB and IASB decided to overhaul lease accounting as part of their joint commitment “to insure that investors and other users of financial statements are provided useful, transparent, and complete information about leasing transactions in the financial statements.”  Some say that the current lease accounting standards are broken because it keeps assets off the balance sheet, hidden from investors’ view. The original proposal abolished operating leases and only permitted capital leases where all leases would be recorded on the balance sheet as assets and liabilities. The asset side would reflect the right to use the asset for the leased term, and the liability side would reflect the obligation to make lease payments.   Why Companies Were Freaking Out According to the SEC, the financial impact of the aforementioned lease changes was estimated to add more than $1.3 trillion of operating lease obligations to corporate balance sheets. Many companies in various industries, especially retail, are concerned because the changes are significant and will impact existing leases with no grandfather clause for existing operating leases. Of course, the banks and airlines I mentioned earlier really hate this because neither wants to report the airplane (now costing around $60 M) as an asset. Regular companies were concerned that they would have to report routine short term leases of real estate or equipment as fixed assets, even though they were really just longer term rentals.  One company we spoke to leased roadside billboards, and really did not consider them to be fixed assets in any way. Obviously, these changes would have had a profound and lasting effect on a company’s financial and real estate strategies and significantly impact its financial statements.  Financial statements would show higher depreciation and interest expense with significantly higher total assets and debt. In terms of financial metrics, they’re negatively impacted. It would raise a company’s debt-to-capital ratio to reflect the higher debt compared to equity, it would negatively impact their return-on-assets because now companies will appear more asset intensive, and it will decrease EPS, lowering shareholder ROI. Feb. 2011 Recent Update The comment period on leases closed in December 2010. The FASB and the IASB have met several times since then and published their initial responses to the input they received from the various interested parties.  They are “redeliberating” the principles involved in Lease Accounting.  Some of the issues they are looking at include: The core definition of a lease.  This will articulate principles on what is a lease and what is “not-a-lease.” One theory or supposition is that they might define a lease as the transfer of certain but not all major ownership attributes for a certain period of time.  So a year’s lease of an aircraft might be a “lease,” but a year’s lease of half a floor in an office building would be “not-a-lease.”  The ownership attributes transferred from the core owner to the user are different; the airline must maintain, paint, and do whatever it needs to do on the aircraft. However, the office renter will have strictly limited rights in respect to the rented space. The differences between a lease contract and service contract.  Even if they call them “leases” for the purpose of commercial law, a service contract might not be accounted for as a lease. The accounting to be done by the lessee.  They would define when the bank or landlord would retain the asset on their balance sheet, and perhaps by implication, when the lessor would not need to include the asset on theirs.  So if the finance house keeps the airplane or office on their balance sheet, the tenant doesn’t need to.  I’m not sure that I can draw the opposite conclusion where the finance house doesn’t report but the tenant must. The difference, if any, between a financing lease and other leases, and the implications to the accounting. The present value calculation when renewable terms exist. They have reduced the circumstances in which one must look at the renewable terms of a lease in calculating the present value.  In most circumstances, you will use the lease term rather than the potential renewable term. Their latest discussion this past week with the contents of the discussion was not available at the time of me writing this entry.  For more details, the results of the discussions are posted on both the FASB and the IASB websites. Implied Software Changes Whatever the final rules turn out to be, all ERP systems, such as Oracle E-Business Suite, PeopleSoft Enterprise, JD Edwards, and Oracle Hyperion will need to change their software to accommodate the new rules. The following lists some changes that might have to be made to accounting software depending on what the final standards will be in June 2011: Lease tracking may require modifications with tracking of additional lease details that might require a centralized repository to maintain Accounting may need to be modified as there are many changes to how capital leases and the new “other than finance” leases are accounted for both on the lessee and lessor side.  For example, valuation, amortization, and disclosure will be considerably different requiring different types of data to be captured. Companies may need to modify their chart of accounts depending on how they want to track leases, which could then impact financial reporting and consolidation Business processes may require changes which could then impact internal controls Software applications may need to perform more advanced computations on leases Reports and KPIs may need to reflect new operating metrics Hold Onto Your Seats           Before you redo all your lease agreements and call your software vendors asking when the changes to the software will be made, remember that the rules are not finalized yet, and from appearances, will not reflect the proposals in the exposure draft.  Not only are there objections to putting the operating lease assets on anyone’s balance sheet, there are lots of objections to subjectivity and the data required for the valuation.  According to Seamus, there is huge opposition from New York bankers, the airlines, the EU, the Communist Party of China (since it impacts their exporting business), and Republicans (hearing complaints from small and large businesses). Even if everyone can agree on the proposed changes, 2013 might be the earliest that companies would need to change how they report leases. The Boards will finish their deliberations in April, May or June 2011.  As we’ve seen with other Exposure Drafts, if the changes are minor and the principles met the General Acceptance consensus criteria, the Standard could be finalized at that time.  However, if substantial changes are made, a fresh exposure draft, comment period, and review period might be involved, too. Seamus added an interesting perspective. Even if the proposed changes do pass, don’t you think our customers, such as Boeing, GE Capital, United Airlines, etc. will be clever enough to come up with a new kind of financing arrangement that complies with the new accounting? How about the large retail customers, such as Best Buy and Macerich? Don’t you think they might simply cut deals around retail locations with new contracts that prevent their leases from being capital leases? Instead of blindly adapting the software to meet the principles outlined in the final standard, our software needs to accommodate how businesses will respond to the new rules. We cannot know our customers’ responses until the rules are finalized. Oracle is aware of the potential changes and is staying abreast of the developments through our domain expertise staff, our relationship with customers, our market awareness, and, of course, our relationships with the Big 4. This is part of our normal process with respect to worldwide regulatory compliance. Oracle products have been IFRS and GAAP compliant for years and we will continue to maintain those standards going forward.

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  • 3D/perspective Top down shooter bullet issues

    - by Tseng
    I'm developing a top-down shooter with multiple levels (ground for ground units, middle level for buildings, top level for air unity). The problem is the collision. Though I can make the collider box of a bullet be long enough to reach the ground (and collide with it), the real issue is optical. When the bullet is fired from a aircraft and collides with some object on the ground (building, ground unit) it will be optically offset due to the perspective camera, because it looks like the shot "by-passed" the target as seen below Is there any way to make the bullets collide perspectively correct? I'm using Unity3d Engine and it offers only simple colliders (box, sphere, cylinder, mesh and wheel), though I don't think a cone-formed collider would solve this issue. I'd need a (cheap) way to check if it's overlapping a destructible object? I thought of casting a ray from the camera through the bullet and if it hits something destructible, trigger an action, but that's quite punctual and maybe to performance heavy on certain number of bullets

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  • Matlap Simulation

    - by iva123
    I have to make a simulation for Aircraft Cabin Pressure in Mathlap. But I could not find any characteristic equation on the web. Does anyone know where to start a characterisctic equation for matlap or can anyone suuggest me a book for it ?

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