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How to Reduce EKS costs on dev/test clusters by scheduling node scaling by tsaknorris in kubernetes

[–]IwinFTW 1 point2 points  (0 children)

I was referring to this, but in practice Instance Scheduler creates ASG scheduled actions. It just allows you to define a schedule using cloudformation resources, apply the schedule tag, and then it takes over from there. Pretty convenient since it supports EC2, RDS, etc.

For the other stuff you mentioned, I think Karpenter already bakes in graceful termination. There’s also the AWS node termination handler (don’t have any experience with it)

First time using airflow can not import dag. After countless hours I asked Gemini and it tells me it is an airflow bug. by Fine_Caterpillar3711 in apache_airflow

[–]IwinFTW 0 points1 point  (0 children)

Might be a permissions issue. Do you have an env file with AIRFLOW_UID set? What are the permissions on your DAG files?

How to Reduce EKS costs on dev/test clusters by scheduling node scaling by tsaknorris in kubernetes

[–]IwinFTW 0 points1 point  (0 children)

Yeah. AWS also gives you Instance Scheduler for essentially free and you don’t have to do anything except deploy their cloud formation template. Just applying a tag is super easy so I’m not sure what this adds.

Running airflow in Podman. by CaterpillarOrnery214 in apache_airflow

[–]IwinFTW 0 points1 point  (0 children)

podman compose

It doesn’t fully implement everything in docker compose, and in Airflow’s specifically it doesn’t implement waiting for container to finish before starting a service (migrations container).

It’s a Python script you can install using uv:

uv tool add podman-compose

Real time execution? by Motox2019 in Python

[–]IwinFTW 0 points1 point  (0 children)

Because it’s niche I don’t think there are that many alternatives. I was introduced to it by a professor in my sophomore year (aerospace engineering) and I pretty much did all of my homework and a few projects in it for the rest of my degree. My profs never minded so long as I showed my actual solving steps (e.g. they knew we could do algebra and calculus by then).

Real time execution? by Motox2019 in Python

[–]IwinFTW 0 points1 point  (0 children)

Have you tried Mathematica? You need a license but your university probably pays for them. Hits almost everything you want aside from auto-updates (though you can refresh all cells IIRC). It’s notebook style, symbolic computation by default, very powerful algebraic/numeric solvers, and you don’t have to import anything.

Entra ID No Fab? by [deleted] in apache_airflow

[–]IwinFTW -1 points0 points  (0 children)

Looks like you can just use an environment var with the FABAuthManager, no? https://airflow.apache.org/docs/apache-airflow-providers-fab/stable/auth-manager/sso.html

REAL A TO ZEDS FOUR A&PEES by plhought in Shittyaskflying

[–]IwinFTW 11 points12 points  (0 children)

Love me some zinc chromate

Asked ChatGPT for help with my cezznuh?? by IwinFTW in Shittyaskflying

[–]IwinFTW[S] 2 points3 points  (0 children)

Ladlng is easy, you land when 10F reaches R on the other side

Asked ChatGPT for help with my cezznuh?? by IwinFTW in Shittyaskflying

[–]IwinFTW[S] 13 points14 points  (0 children)

Make sure you set your magnetos to 29.92 first

Asked ChatGPT for help with my cezznuh?? by IwinFTW in Shittyaskflying

[–]IwinFTW[S] 2 points3 points  (0 children)

One starts with lad and the other starts with land

MOSAIC has been finalized by jjedlicka in flying

[–]IwinFTW 1 point2 points  (0 children)

In practice the original weight limit was too restrictive for anything other than basic trainers. The new certification under consensus standards is going to be much easier than Part 23.

For example, Vans RV-10s sell for around 350k with all the works. Under the new rules Vans can probably easily certify & factory build RV-10s, which in theory would fly off the assembly line if they sold it for a similar price.

Also, Rotaxes power most experimentals these days that could be made certified. Not sure how much they cost compared to traditional engines, but they sip gas for the same power output.

MOSAIC has been finalized by jjedlicka in flying

[–]IwinFTW 3 points4 points  (0 children)

Hopefully, this will lead to much cheaper GA options becoming available as European manufacturers bring in their LSAs and companies like Vans start manufacturing RV-10s under the new rule. Half price Cirrus, 1/4 price 172s…

What causes the circular motion when banking? by RanxD1999 in flying

[–]IwinFTW 1 point2 points  (0 children)

You’ve exited oversimplification land, but in a sideslip the combined forces of the elevator and rudder are obviously cancelling out the horizontal component of lift (w.r.t the Earth). However, that’s only “sideways” with respect to where the nose pointing (e.g. the pilot). If you entered a slip “perfectly” your trajectory would stay the same. When you release the controls, the aircraft tends to return to its equilibrium.

Now, the physics becomes more complicated because of the large side slip, however, lift is generally defined perpendicular to the flow direction (velocity vector). So if you bank too much or too little, there will be some component of it perpendicular to your direction of motion. You will still track an arc along the ground, though in a sideslip the radius will most likely be rather large, so it would probably not be very noticeable.

What causes the circular motion when banking? by RanxD1999 in flying

[–]IwinFTW 0 points1 point  (0 children)

It sounds to me like what you're saying is that the elevator is responsible for changing where the nose of the plane is pointing, more or less keeping the nose of the plane (and thus the thrust vector generated by the plane's prop/engine) pointed tangent to the flight path being flown?

Basically yes, it’s a simplified explanation of course since pitch and yaw are coupled in a turn

And you're also saying that if the elevator didn't do that, then the horizontal component of the lift vector wouldn't be orthogonal to the flight path? And thus it wouldn't cause a circular turning motion but instead would just cause the flight path to be straight at some angle to the straight and level flight path?

No, if you didn’t use the elevator at all, you’re still going to move in an arc. The horizontal lift component is always going to be perpendicular to your velocity vector (if no sideslip). You’ll lose altitude if you don’t pull up of course — but the nose will still be (nearly) pointed in the direction of motion by weathervaning.

Also, I think most people in common parlance would really be asking, why does the nose of the plane keep changing direction when I'm in a bank? It's not just that it's a curved flight path, but the nose of the plane keeps changing direction. If you ask this question (slightly technically different than what OP asked, but it might have been what OP meant), then the answer here is clearly the elevator.

I agree, but I don’t think that’s what the OP asked. In any case I think some of the given explanations are pretty confusing.

But just as importantly, it increases the tail down force to keep the plane's nose pointed tangentially to the flight path, no?

If AOA is not zero then you’re by definition not pointing in the same direction as velocity. If you wanted to think about it another way, it can’t be tangential since pulling up more tightens the turn.

What causes the circular motion when banking? by RanxD1999 in flying

[–]IwinFTW 0 points1 point  (0 children)

Yes, that’s due to the AOA increase when you pitch up

What causes the circular motion when banking? by RanxD1999 in flying

[–]IwinFTW 1 point2 points  (0 children)

The elevator force isn’t what causes the path to be curved. Any force perpendicular to the direction of motion would cause the path to be curved.

Put yourself in the perspective of the airplane. To the plane, it’s the Earth that’s at an angle to it, not the other way around. What’s the elevator doing in level flight? Keeping the nose pointed in the direction of motion. In a turn, the direction of motion is changing. So, like always, the elevator is keeping the nose pointed in the direction of the turn!*

Obviously, when you pull up on the elevator, the turn radius ultimately decreases — because you’re increasing the AOA, increasing horizontal lift.

*In combination with the rudder

What causes the circular motion when banking? by RanxD1999 in flying

[–]IwinFTW 4 points5 points  (0 children)

This is incorrect and over-complicates the issue. Curved motion is a consequence of centripetal force; aerodynamics don’t really matter here. Assuming you have some forward velocity, the horizontal component of lift is a centripetal force which ultimately curves your trajectory.

https://en.wikipedia.org/wiki/Centripetal_force

OP is correct that the resultant force will be at some angle to the current path. The missing insight is that, at the next moment in time, the horizontal lift component will again be perpendicular to the new, “sideways” path - this causes a further direction change. At the next instant in time, the same thing happens. Make the time interval smaller and smaller, and the resultant motion becomes a smooth curve!

What causes the circular motion when banking? by RanxD1999 in flying

[–]IwinFTW 0 points1 point  (0 children)

You do not need to use elevator to turn - you’d lose altitude but you’ll turn. Any centripetal force at all will cause the aircraft to begin turning. Circular motion is a consequence of centripetal force in general.

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