I would add it's also easy to misclassify when dealing with high-risk, low-probability events. The fact that someone hasn't witnessed something happen in their entire career can lead them to think any mitigation against that event is waste.
Eh, I think it depends on how engaged your supervisor is. One of the last people I want to work with is the “it’s not my job” guy. I want to work with people who see a problem and offer a solution, whether it’s in their job description or not.
If you’re not being recognized for your work that’s a leadership problem. Stiff arming work feels like a way towards an ossified lumbering work culture.
My pushback isn’t the credit part it is when they try to spring things on you directly instead of going through normal channels. A lack of planning on someone’s part is not automatically an emergency on my part. I see this far more often than credit stealing
I can see that. The counterpoint is that it can create bureaucratic bloat.
If the proper channel means coordinating with finance to allocate money, get it assigned to labor codes, and reflected in my bi-monthly time allotment, I think I'd rather just jump the job and get it done this week than get it properly assigned two months from now. It does require a certain amount of cover and trust within an organization, though.
I've never worked somewhere where the proper channels meant "coordinate with finance", but "file a bug/feature request to track this work and time time spent on it" should be standard. If it's not worth 5 minutes for the requester to do that, it's not worth however long it would take me.
This makes it easier to query and show what you've done in a time period. It makes it easier to go through the list of your assigned tasks and understand where it fits in the priority order.
unless you're contracted (fixed bid) working on jobs then you're getting paid hourly, salary, whatever... boss tells you to stand around and shoot the shit, thats what you do. I dont know why people think 'not my job' is a relevant answer... the job is what they tell you to do...
I do agree with you, and most jobs have a "and other duties as assigned" for that reason.
But I'll equivocate by saying there are exceptions. If you work a union gig (technically a contract), you have to be careful to stay in your lane unless you want a grievance filed. If you are a licensed engineer and your boss tells you to design/stamp something outside your domain of competence, you have a duty to say no. But that kind of stuff is the exception.
Yes I sincerely doubt that the court of opinion, or the real court, would see the difference between "I use MySQL not MSSQL! you cant make me write this analysis" versus sometihng understandable like, you are a for example, a aging and lovable secretary who is being tasked to clean radioactive material from a jobsite because there are no calls coming in.
As for unions - yeah thats what got them kicked out of the convention center. Only certified electricians are smart enough to plug in laptops into sockets!
I don't think you need that dramatic of a strawman for the point. I think a more plausible one in a grey area could be a structural engineer who has experience in low rise commercial buildings being asked to quickly approve a steel scaffolding for a concert venue in the coming weekend. To the uninitiated, it may seem like a reasonable request but to those in the domain it's far enough outside the area of competence to be questionable.
Encumbrances and easements tend to follow the land even if they aren’t explicitly mentioned in the deed in question from the most recent transaction. They must be explicitly struck. Source: land attorney when asked this question about a deed restriction from a past deed. It was about NH real estate law, but I was told this was a general principle. It’s part of the reason title searches are done. The effective deed is a fold over the sequence of deeds.
I went through the deeds the other night. The first transfer from Bland to Texas Parks and Rec Foundation had a restriction to be held in trust for a city park (or for parkland or something). The transfer from tp&r to williamson county park foundation only said to be held in trust. The transfer from the park foundation to the city didn't mention it.
I don't know enough about texas real estate law to know if the restriction would tend to follow or not. I also don't know if the city would have done title research to have seen the restriction, so they may not have knowingly violated it (which may or may not matter; and maybe they should have known).
Also, fwiw, the 'one month later' sale reported in the article was more like a few months later, in case you date restrict deed searches.
AFAIU, the people suing have no privity; they're just a neighbor and don't have any right to enforce the covenant. (If the covenant had granted them an interest, they could have.) Presumably the original property owner who granted the land, or their successors in interest, could sue to enforce the covenant, but they haven't.
If they don’t want to use it for the agreed upon purpose, they could either offer to pay the true value so they can use it for something else or give it back to the farmer/heirs.
The real problem seems to be one city gave the land to a parks nonprofit who then sold it to another city, but the original park intent did not follow those sales.
I’m pretty patriotic but even I can recognize some parallels. There are examples of targeting civilians (tarring and feathering loyalists, or destroying their property). If you consider the attacks against Tesla to be terrorism [1] then the Boston Tea Party would probably fit that bill as well. I’d probably consider it irregular warfare, but I wouldn’t call it a stretch for someone to disagree.
Well gee, to start France has higher healthcare quality/access, higher life expectancy, much lower treatable mortality, better work-life balance (less hours worked, more guaranteed leave), lower wealth inequality, higher voter turnout (indicative of less apathy or less efforts to disenfranchise), among others.
One of the problems with just using economic metrics is it seems to confuse the fact that the economy is supposed to serve society, not the other way around. So it leads one to wonder: with those better economic measures, what is it buying for US citizens?
Many Americans have a strong bias for measuring everything in money. If you've lived there, it can be shocking how pervasive the thinking is in EVERY decision.
All these things become meaningless when you cross the ~50th income percentile.
Besides work/life balance, the US gets much better as you earn more, and frankly high earners are generally less concerned with time off work too.
Also why the US enjoyed ~30 years of European brain drain, those benefits are much less enticing when you are the one paying more and getting less.
Median US income is $45k. Almost 18% of US household income goes to healthcare costs. So you’re saying healthcare access/quality, time off, and mortality are moot once you make $23/hr? Color me skeptical.
I mean, you're on the cusp there but $23/hr is around where "full benefits" jobs become the norm.
Also keep in mind that French pay a lot for healthcare too, except it's called taxes. That $23/hr in France would be taxed at 30% compared to 12% in the US.
This only gets more dramatic as you climb the income scale, which inevitably means (in France) you are paying way more taxes (41% at $100k) while using those social services the least.
Compare to the US where you are paying 22% on $100k and likely getting high tier health insurance for ~$200/mo from such a job.
The takeaway is that America sucks if you are poor, but gets much better if you can make it out of the bottom half, and way better if you can get to the top 25%.
P.S. there is a reason the media only talks about the bottom 50% and the top 1%. Talking about the 50-99% would reveal where the real money in the country is (and offend/call out half the country too).
Benefits are paid based on hours worked not on rate. You also seem to confuse marginal and effective tax rates because you don’t factor in the other tax structures in the US like FICA/state/local taxes. On the US healthcare side, you have to factor in deductibles; my annual family HSA deductible is $8k. And on and on. As a general rule, I try not to spend much time debating with new accounts that miss basic facts/principles.
But this all digresses from the point: simple economic indicators like GDP without fuller context are a lazy and misleading metric for evaluating the health of a society.
> That $23/hr in France would be taxed at 30% compared to 12% in the US.
So, since you're full of shit, let's do the math. I'll even be kind, I'll go 1$ = 1€. 23€ per hour, 35h/week, 4 weeks per month (broadly). 3220€ gross, which, to cut things short and not even get into gross -> net, let's assume 100% of your gross is now net, is 38640€ / year. The 30% tax BRACKET starts at 29316€. 25% gets taxed at 30%, 60% gets taxed at 11%.
Anyways, you're full of shit, I just needed people reading you to know it.
>The entire premise of a system is that it removes the need for careful attention.
I think this premise is flawed or, at best, too narrow. A system is just a logical grouping of items that perform a function. Sometimes that function can be to reduce cognitive burden, but it doesn't have to be. A "vision system" like what humans use does not reduce attention, but increases/enables it, while a autonomic nervous system can reduce attention. The ability to increase/reduce attention is not the central principle of a system.
What I'd say you're pointing out is that the word "system" is overloaded.
A vision system does allow you to pay less attention: you don't need to carefully remember how far away the door is, you just need to look! I tried this often as a kid: if you want to navigate a hallway with your eyes closed, you need to pay far more attention to your other senses than you need to pay with your eyes -- where attention here is not the volume of data, but rather the complexity of conscious bookkeeping -- I can (ironically) "play it by ear" with my eyes open, but eyes closed I must plan every step!
It just so happens to be that the ability to pay less attention makes more things possible and hence the demand for attention overall may increase -- if not intrinsically, due to your competitors (who can also see!)
I would argue this take conflates attention with cognitive overhead required because of a lack of training. Navigating with our closed feels like it takes more attention because we’ve practiced so many hours navigating by sight that it no longer feels cognitively burdensome. A bat would have no trouble navigating without sight for the same reason. I don’t think most people would say giving up our sight for echolocation would reduce our attention, it just transforms it.
I think part of the point of the article is that it also makes edge-cases more dangerous and catastrophic than if there was no autopilot at all. From the article:
>The argument for automation is that it frees up cognitive bandwidth. Fewer routine decisions means more headroom to think carefully about the ones that matter.
So if the expectation is that the human pilot is expected to pay attention to mitigate the dangerous edge cases "that matter", there is a contradiction: the tool that promises to free up the bandwidth for that attention creates a complacency that prevents that attention from being applied.
In other words, it makes the normal situations safer but the abnormal situations more dangerous.
I remember reading an internal memo something to the effect that with the assist systems off there were large groups of pilots that couldn't physically control the aircraft to the point of landing, they just didn't have the strength for it because the physicality had stopped being a day to day aspect of the job.
Landing is an abnormal situation for an aircraft which we make SUBSTANTIALLY less dangerous through intense automation. Do you want to rip out automated landing systems?
The FAA describes taxi, takeoff, landing, and operations other than cruise flight below 10,000 MSL as critical phases of flight because of increased risk. The aircraft is closer to the ground, other aircraft, and hazards such that prompt, correct responses are essential to the safe outcome of the flight.
Any equipment on the aircraft can and will fail. Becoming dependent on autoland — not a worry on most general aviation aircraft — is terrible risk management. Every pilot must maintain hand flying skills. Automation is nice and reduces workload, but the pilot must actively manage it.
Not only is landing not an "abnormal situation", contrary to armchair internet wisdom pilots of airliners in fact do not use autoland all the time and don't even always fly a precision approach at all.
Not to mention that they get mandated regular reviews of their ability to fly manually. And even with that, there's still a reason why "children of the magenta line" (i.e. pilots who passively follow automated systems into danger and/or have seriously degraded stick-and-rudder skills) has become a term.
2 things. First, landing a plane is abnormal! You're shedding a huge amount of energy and you're transitioning from a state where you can keep flying due to your speed to one where flight is impossible as you lower speed. That's an abnormal state to put an aircraft in, regardless of how often it happens. Second, what exactly is the level of automation you're saying is not necessary? Should we rip out radar systems that mark glide paths?
> That's an abnormal state to put an aircraft in, regardless of how often it happens
Taking off, flying, and landing are all absolutely required in the normal operation of a plane. If your plane is not engineered in such a way that landing is normal, it won't last long
This is about as silly as feverishly claiming that e.g. deploying a web app to production is an "abnormal situation".
On top of that I'm sorry but you seem to have skimmed over both the article and what I said in favour of clutching pearls at some nebulous entity apparently claiming that "automation should be ripped out" when what is actually being explained to you is that without actual, manual, hands-on, current experience the "human in the loop" loses the ability to properly control or take over from an automated system - and worse, the ability to even understand when it is doing something nonsensical and/or dangerous.
As an aside, I assume that by "radar systems" you are referring to radio navigation aids. Like I've already mentioned (though in fairness not everyone knows what a non-precision approach means), pilots of airliners are still trained to fly without them, are expected to know how to fly without them, and shockingly enough DO fly without them in the real world where equipment fails or cannot even be installed at all. I know most of the software that people write here is insulated by several layers of abstraction from the hardware, but surely we haven't already lost the understanding that automated systems are not in fact magic - that they depend on real world hardware with real world physical constraints?
First, snark goes against HN guidelines so you might want familiarize yourself with them.
Secondly, MCAS autonomously adjusts trim based on sensor inputs to avoid a hazard. It is not advisory and directly controls flight surfaces. This would make it automation according to how organizations like NASA categorize flight software taxonomy.
The circumstance doesn’t have to be that dramatic to be abnormal.
Landing after a merely unstable approach, too many significant changes too close to landing, increases risk.
Landing too fast may result in overrunning the end of the runway, pilot induced oscillation, or loss of control. Energy being proportional to the square of velocity means the margin doesn’t have to be huge to pose significant danger. Landing too slow risks an aerodynamic stall or worse a spin, which at low altitude is nearly certain to be fatal.
Landing safely with a crosswind requires technique changes. Too much crosswind or “running out of rudder” is extremely dangerous.
Landing after accumulating airframe icing is triply bad because the ice reduces the control surfaces’ aerodynamic effectiveness, makes the airplane heavier, and requires a faster landing.
As the article already states, there is a well known phenomenon in aviation called automation-induced complacency. So, yes, if you automate landing to the extent that human pilots no longer pay attention to abnormal signals that indicate something is wrong, or no longer feel the need to train or stay vigilant, it can make things more dangerous. There is plenty of research on this, but here's the first that came up in a cursory search:
A more recent example is the Boeing 737-Max where there was a focus on automating trim control. In that case, the automation made the system more complex, to the detriment of a pilot understanding and reacting to an abnormal operation.
We should also be careful that we don't create a false dichotomy between "all automated or no automation", or an expectation that more automation is always better. The goal should be the right balance that increases reliability/safety.
> A more recent example is the Boeing 737-Max where there was a focus on automating trim control. In that case, the automation made the system more complex, to the detriment of a pilot understanding and reacting to an abnormal operation
To be fair this is not entirely accurate: a focus was made on stall prevention in a very specific mode of flight given the variant's increased susceptibility to the pitch-power couple. It did not make the system any more complex per se than other airliners - see e.g. Airbus aircraft which do actually have autotrim in normal flight. The actual kicker was that the existence of MCAS was hidden to avoid the need for lengthy re-training of pilots if the 737 MAX was deemed sufficiently different from its predecessor variants (on top of MCAS being rather poorly implemented in its first iteration).
Fair enough. The “hidden” aspect is what I was alluding to…ie, control that exists but isn’t apparent to the pilots (and worse, intermittent). In the human factors world, it was more complex than the pilots assumed, but you’re right that it’s probably not the best description.
(As an aside, the hazard being mitigated, ie stall, has little bearing on whether or not it’s autonomous or complex, although it does impact whether its safety critical)
The fact that the autopilot will loudly disengage if there is a serious enough control surface failure to cause an upset is more than enough support IMO.
That’s a real aspect, but only one dimension. Nonetheless, it’s telling that it’s what you distill the entire problem down to. There are many other problems that make the problem hard:
a) these communities often depend on consensus decision making. Problems that require collective action get nearly impossible when the society gets too big
b) People underestimate how much they depend on greater society in a modern context
c) It’s normal for future generations to have evolving values. The original idealistic notions tend to lose their luster to those who were born into it
There are others more unique to communes, but I highlighted those because they also make it hard for the inverse libertarian ideal to work as well. Meaning it has to do as much with human nature as any ideology.
I think a lot of these statements are, at best, incomplete. For example, healthcare quality can get better while access gets lower, still resulting in worse outcomes for patients. Or, housing cost should be normalized based on size since until recently, houses have been getting larger on average.
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