One reason is that there are a lot of similar words in the dictionary. It is easy to mishear the wrong location especially when they are close together. Some of the words are long and complicated. Another is that they are random which means can't navigate from the codes.
They are missing feature of some codes that can have variable length for variable precision.
You don't want that. I was organizing my cables and noticed how much thicker the USB3 cables are than USB2. USB2 cables are cheaper than USB3 cables, the latter have gotten cheaper but still buy two USB2 for some USB3. USB3 cables are also shorter cause harder to transmit signal, this has also gotten better.
The flaw is that USB-IF didn't require marking faster cables. Putting a blue ring, stripe, or dot would have solved the problem.
What voltage do you use? Most DC stuff wants low voltage (5-48V), but appliances need higher voltage like AC-level to get enough power over existing wiring. The result is DC-DC converters every place that have transformers now.
The gain from DC-DC converters is small and DC devices are small part of usage compared appliances. There is no way will pay back costs of replacing all the appliances.
You can run 240V circuit to kitchen for kettle and put in NEMA 6 outlet. But few people care about fast boil and importing European kettle. Most people use the microwave or stovetop, and 120V kettles are fine in most cases. It will never become a standard thing.
Prius had 0.91 kWh battery and the EV1 had 26.4 kWh with NiMH. The EV1 was expensive, $80k to produce in 1996 money. A large part of that had to be the battery.
And despite that expensive battery, it could only go about 100 miles on a charge. For a point of reference, my old Tesla has a nominal 85kWh battery, which I think is actually about 77kWh usable, so about 3x the capacity. And its range is somewhat weak compared to what's typical today.
It's a pretty decent approximation to say that the battery is the only problem for EVs. Everything else is either standard car stuff, or small/cheap/simple enough not to be a major problem. Nearly all of the progress in EVs that we've seen since the EV1 has been down to battery improvements. Take the EV1 and give it a modern battery and it'll be pretty decent. Take any modern EV and give it a 1999 battery and it'll be absolutely awful.
I used to have a '16 Ford Focus EV and it could only go about 80 km on a charge. This turns out to be plenty enough to drive kids to school, drive downtown from the burbs, work a day, drive home, and have maybe 15-20km left on the thing for an emergency. As a second car alongside a gas SUV that got used maybe once a fortnight, it was fantastic; I honestly believe that there's a huge potential for smaller, lighter, simpler EVs that don't need the 3500 pound battery my new EV rides on top of.
There is a big market for it, but I don’t think that market exists until you go another 10+ years down the road. And then that market will likely be largely filled by used EVs.
The problem I see is that many people are skeptical of EVs, most people don’t have experience with EVs or any existing EV infrastructure (a charger at home), and having an extra car kind of sucks (parking, registration, insurance, etc).
Car buyers don't give you a mulligan for being great compared to existing tech. There's a reason EVs didn't start to really catch on until about 20 years later. 100 miles is great for late 1990s EV, but craptastic for a late 1990s automobile. Especially for a cheap-looking two-seater that cost as much to produce as a decent luxury sedan.
The first Nissan Leaf models had a comparable 24kWh (Li-ion) battery, for comparison. They can still be viable used cars for city driving and affordable to drive (particularly right now). Until earlier this month we had a business in our city which restored and recycled, primarily, Nissan Leafs and their batteries. The loss of EV incentives with the Trump administration may have been the primary reason for their recent closure.
Voice communication has the advantage is that it can be used without taking off hands and attention off controls. Digital solution would require using device.
Voice communication can still be used for anything out of the ordinary despite automating the common case.
Almost all voice transmissions are routine instructions/clearances from ground to air, with the pilots reading them back to reduce the chance of errors. In fact, this already exists and is in wide use in (at least) the US, EU, and in transoceanic airspace.
Of course, now you have two systems that can fail, and reducing reliance on the older one can easily cause automation complacency (which is a well-researched source of errors) and require more frequent refresher courses if the skill is not practiced on a continuos basis.
I suspect that that these are the reasons it's not commonly used for approach and tower operations: There's a lot more spontaneous and/or nonstandard stuff happening in those flight phases, and as you say you don't want a pilot's eyes on a tiny screen/keyboard instead of on their instruments or out the window.
I was originally going to reply with "Try moving a couch with eye blinks and hand signals" and then decided against it. Pilots have enough to do with their hands and feet as it is and looking for and mashing a "I accept the terms and conditions of the landing clearance" button is not really in line with the task at hand.
The initial segment in Central Valley has current date of 2032. It depends on if federal government restores funding or if California has to fund itself.
Phase 1 from SF to LA is estimated for 2035-2040. They might do end-to-end service before that with existing tracks and slower speeds, especially from Palmdale to LA. The SF and LA segments require tunneling to get over the mountains.
What's notable about the initial segment is that it parallels (and thus duplicates) an existing Amtrak service between Bakersfield and Merced. So the initial operating segment gives us zero new destinations by rail.
But, hey, you'll be able to go really fast between California's 6th and 80th largest cities!
My understanding is that home batteries are not UPSes, they don't go through the battery. They have a switch between power company, solar, or battery. I think that means would be exposed to surge from power company.
You can install a whole house surge protector. Those go in the panel and would protect from different sources.
Starshield means multiple things, or really it is SpaceX business unit with military. Starshield is the name for US military buying Starlink service. It is also SpaceX building Starlink-based satellites for the military. This doesn't have to be communications, the first ones were missile defense trackers.
I think the custom satellites came first and they rebranded the communications after it.
Laptop uses negligible power. The solar panels generate eight houses worth of power (they don't give number).
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