I don’t know if this counts as a low quality post or has been posted before but here I go!

2021.12.08 22:23 UnbrokenChainsMobile I don’t know if this counts as a low quality post or has been posted before but here I go!

I don’t know if this counts as a low quality post or has been posted before but here I go! submitted by UnbrokenChainsMobile to garfield [link] [comments]


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submitted by Advanced_Necessary81 to BSCMoonShots [link] [comments]


2021.12.08 22:23 appalledpal Book Recommendations?

Does anyone have any book recommendations about apostasy & religious trauma from Islam? Or with having to leave family and home for it? Ones that aren't necessarily based in the west.
I've been feeling anxious and afraid again about decisions I will need to make (bc I do feel alone in this), and I'd love to have something that I could relate to.
Thanks in advance!
submitted by appalledpal to exmuslim [link] [comments]


2021.12.08 22:23 Birdcage17 I think the current healthcare spending plans in build back better act are stupid AF. A better way can certainly be arranged.

Day two of learning about Biden’s build back better plan, I found enormous special healthcare plans are added. They are very complicated and need a lot of Human Resources to function. It’s very stupid.
Even though the government doesn’t want to balance its spending or give us our money back, it’s an inefficient way of spending. What about simplify the healthcare policy and fire redundant bureaucrats? The government can simply subsidize poor people in a progressive way. This kind of work can be incorporated into the workload of IRS. I believe Americans will benefit a lot.
Guys, it’s not even about left and right now. Government is literally stealing our money to the bureaucrats
submitted by Birdcage17 to Anarcho_Capitalism [link] [comments]


2021.12.08 22:23 PoundIncludeReddit Help with Oculus Quest 2 and Project Cars 2 on PC

I recently got an Oculus Quest 2 and I'm trying to try out PC2 in VR. I am an absolute VR noob so bear with me, here.
In Steam, in the PC2 game properties, I have the "Use Desktop Game Theatre while SteamVR is active" setting disable. When I launch the game, I select the Oculus VR mode (but I've tried the SteamVR mode as well) and I can see a mirror of my desktop on my Oculus, with the game still launched in theatre mode.
I think it's normal at this point.. BUT when I actually go into a race and am in cockpit/helmet view, the game is still in theater mode. How can I get the 3D mode/point of view enabled? Do I need any Steam launch options? Help is much appreciated!
submitted by PoundIncludeReddit to simracing [link] [comments]


2021.12.08 22:23 Impossible-Bar-521 Let there be marketing! 🧙 The day has arrived! Our team just had our kick-off meeting with @LUNAPR1 and they are now starting to put the word out there for us to reach out bigger audiences. Get ready as this is just the beginning! 😎

Let there be marketing! 🧙 The day has arrived! Our team just had our kick-off meeting with @LUNAPR1 and they are now starting to put the word out there for us to reach out bigger audiences. Get ready as this is just the beginning! 😎 submitted by Impossible-Bar-521 to IcoInvestor [link] [comments]


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submitted by Abject_Delay_7495 to CryptocurrencyICO [link] [comments]


2021.12.08 22:23 daunknowndude Bluetooth stopped working

I have the 2021 zephyrus g14 with the mediatek card and my Bluetooth randomly stopped working. I've gone through the regular fixes yet it still doesn't work. Anyone know how to fix it?
submitted by daunknowndude to ZephyrusG14 [link] [comments]


2021.12.08 22:23 Cr7Savage Forgot Why I Quit The Game around 3 Years Ago. Now I remember. Tired of getting close to Rank up then get paired against 3-5 teams like this in a row

Forgot Why I Quit The Game around 3 Years Ago. Now I remember. Tired of getting close to Rank up then get paired against 3-5 teams like this in a row submitted by Cr7Savage to ClashRoyale [link] [comments]


2021.12.08 22:23 Eateateatea Fear is self-imposed. You create it, you can destroy it too. Behind every fear is the person you want to be. When fear is destroyed, it comes back as confidence. – Greg Plitt

.
submitted by Eateateatea to quotes [link] [comments]


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submitted by awannaLicv6 to clicksforbeermoney [link] [comments]


2021.12.08 22:23 Afraid-Carry-7792 Hello,I want to make stickers and saw on the Internet how someone made a stickers with a side label to quickly peel the sticker off the paper. Photos are attached for a better understanding of what I mean. In this case, I wanted to ask, how is it possible to do? Thanks

submitted by Afraid-Carry-7792 to cricut [link] [comments]


2021.12.08 22:23 doraemon1088 Honest Opinion: Wait for the Christmas Banner

That Hyaku Shiki Kai banner is more or less a trap. The first xmas banner for this game was the WZC. The second xmas was the shooter-type Heine's Destiny, with Lupus Rex and Kimaris Vidar as Sokai for the week prior to it.
Focus on the prize.
submitted by doraemon1088 to GundamBattle [link] [comments]


2021.12.08 22:23 Freekmagnet Jeep sounds like TRACTOR?? (Low Power, No Boost)

Jeep sounds like TRACTOR?? (Low Power, No Boost) submitted by Freekmagnet to DIYAutoRepair [link] [comments]


2021.12.08 22:23 Shadoruu For everyone who got Blue Harvester, here’s some cool combos!

submitted by Shadoruu to MurderMystery2 [link] [comments]


2021.12.08 22:23 Paddington-Bull Flight analysis of the EH216, evaluation of the technology and business outlook - Step One

Hello there,

Today we will analyse a flight of an EH216, compare it with the information we have and talk about the possible revenue and profit potential of the EH216 in the context of a platform-oriented business model, drawing a comparison with a current ground-based taxi service.
This is done by considering the technical data of the EH216, the current battery technology, the real flight and transport time, the operating costs and the respective efficiency of air taxi and ground-based taxi.

Of course, we are aware that nobody can predict the future precisely, none of us here and not even EHang themselves.
To say that, regarding UAM and AAM, many factors and variables will have an influence on the outcome would be a massive understatement, behind each factor and variable hides a whole network of values that can at best be determined with a certain degree of probability, and for a more accurate prediction we would need a huge amount of data and simulations that we simply don't have.
But here's the good news: we don't have to guess entirely, because with the help of logic and well-chosen estimation ranges, we can approach a meaningful forecast step by step. And that is what we are going to do here today, a step.

But where is the best place to start?
First, we need a full-length flight of an EH216, complete with velocity and acceleration data.
We don't have that?
Yes, we do!
EH216 Trial Flights in Hezhou

I have analysed and evaluated the data displayed on the screen in the EH216 second by second.
We should be aware that the data on the screen is not necessarily the system-relevant data in real time, the data displayed may be time-delayed or an average of two or more measurements, but unlike the system, the passenger does not need to know that precisely.
Just to make it clear at this point, we are talking about minimal deviations that are negligible when considering the entire flight; for our purpose, the data are more than precise enough.

Edward has his hands in front of the display three times briefly during the flight, but as this is not very long in each case and the change in speed is generally very slow, this is not a big deal, we can fill the gaps very well.

But before that, we will first structure the flight and see what happens:


This means that if we don't add the first few seconds plus the photo session, the flight takes a total of 322 seconds, 40 seconds of ascent and positioning, 232 seconds of forward flight and 50 seconds of descent and landing.


Now we come to the interesting part, the following graph shows you the speed (v) of the EH216 over time per second as well as the change in speed (Δv) from the previous speed, given in km/h.

https://preview.redd.it/a7yeu001xd481.png?width=3305&format=png&auto=webp&s=d61a5317def892d0d9e50ec596cc8f79db16d911

Although the graph is not exactly perfectly symmetrical, an underlying structure and symmetry can be clearly seen.
By the way, at 3:20 (200s) we flew a curve, hence the registered speed drop (ignoring the vector velocity), if you think that away, it was all relatively smooth.

Regarding the velocity change or (braking) acceleration, it is noticeable that it is more frequent and generally stronger at the beginning and end than at the middle part; the higher the velocity, the flatter the graph for Δv.
It is also noticeable that no change in velocity per second exceeds 10km/h, which means that no acceleration is faster than 2.78m/s².
Why is this important?
"... The most important thing we pursue is no feeling of acceleration ... We control all accelerations during ascent, descent, forwards and backwards to be between 0.3G"
- Huazhi Hu, during an interview by Visionaries
0.3G is equivalent to ~2.94m/s² - which means that during our test flight in Hezhou, all respective accelerations of the EH216 were within 0.3G, this is also true considering the three-dimensional vector velocity.
The software's control over the machine is pretty impressive!

Now you might ask why we don't push 0.3G more often or fly faster in general. Apart from the fact that this is a test flight, which can of course only have a certain significance, one could nevertheless find various answers to these questions.
One possible answer would be: because of our flight efficiency.
Regarding the range or flight efficiency of our EH216, it depends on many factors, unfortunately it is not only about the efficiency of our batteries and motors and how much of the energy we can convert and use for our propellers, we must not forget the aerodynamic efficiency of the propellers (and the structure) and here it becomes really difficult, because a propeller is in the end one part of the calculation and optimisation of the entire aerodynamics; diameter, shape, area, angle, RPM, vibrations, speed etc., all this affects our efficiency and we also have two propellers on top of each other, so we have to adjust their respective properties to each other.
At different speeds our lift-to-drag ratio varies, but it should increase with velocity up to a certain point, I think with the EH184 the best lift-to-drag ratio was around 100kmh, with the EH216 it could be similar, but I don't know.
Theoretically, however, our overall efficiency should initially increase with increasing speed, EHang probably also developed and designed the propellers to have a high efficiency at the primary operating speed. This also means that we should not expect particularly high aerodynamic efficiency at lower speeds.

When accelerating, we are not primarily concerned with the efficiency per se, but with how much energy we need simultaneously.
Let's just consider the resulting kinetic energy of our EH216; for example, the difference in kinetic energy of a system between 80kmh and 81kmh is about two times the difference in its kinetic energy between 40kmh and 41kmh, since kinetic energy increases exponentially with increasing velocity (E = ½Mv²).
How much energy we actually have to expend in the end to reach our referenced speeds depends on several factors, but the fastestronger the immediate acceleration, the higher the simultaneous energy consumption - and more energy means more heat.
The question is what consequences this might have.
Does efficiency suffer because of too much thermal loss, perhaps making our motors less efficient at converting energy? Is our performance also affected by other internal losses (eddy currents, internal resistances)?
Does the heat affect the lifetime and discharge rate of our batteries, would our BMS perhaps even sound the alarm at a certain point?
Or is the heat less of a problem in terms of overheating or possible system damage, and the rapid acceleration and deceleration simply has a negative effect on our range or flight efficiency, as we suffer disproportionately high internal losses and thermal losses as a result?

I can't say for sure, but what we do know is that ehang stands for safety, redundancy and control!
"The core of our BMS is the self-adaptive smart battery management algorithm that optimizes the balance between performance and battery life [...]"
The flight is planned from start to finish, and the limits are certainly not pushed; with enough room for all eventualities and complete control of the AI in real time, absolute safety is ensured at all times.

This control also includes limiting the resulting vibrations, for example, which also have a negative impact on our systems.
However, we must not forget the most important thing: the passenger!
In addition to flight efficiency, our passenger should preferably not suffer either.
We want a flight that is as stable and smooth as possible, which will feel safe for our passengers at all times, and for this such a structured and controlled flight process is of course ideal.
At this point I would like to bring in a very interesting view of different people I have talked to about this. They said that a flight with the EH216 shouldn't be too short; on the one hand you want of course to reach your destination quickly compared to other means of transport, but then you also want to enjoy the view and the flight per se.
If we consider that every flight necessarily includes boarding, system check, ascent as well as landing and disembarking, then the question is whether our passengers might not be disappointed if the share of the actual flight in the overall process was too small.
Of course, in real-world use, expectations are likely to differ depending on the intended use (tourism vs. river crossing e.g.), but we should keep that in mind.

At the same time, however, we also want to reach a higher speed relatively quickly, because then both our aerodynamic and our economic (more on this later) efficiency will increase.
This means that it is not the best possible efficiency at any particular moment that is relevant for us, but the efficiency as a whole, so we have to find the best possible compromise between economic efficiency, technical optimisation and the well-being of our passengers.
The graph reflects our considerations.


Something else we can see on the screen is the altitude reading.
In this case, the altitude measurement partly does not reflect the actual altitude above the ground, but the altitude in relation to the starting point, this can be seen well at the end of the video, before we sink, we stop at the value of 110m in the air and stand at the displayed value of 72m on the ground.
If we add up the descent rate in m/s for the intermediate time, we get exactly the 38m difference, so the barometric altimeter works fine.
But why is the relative altitude above the ground not displayed?
First of all, it's only a test flight and probably only the value of one of the barometers is displayed on the screen, it started at 0m with the air pressure of the take-off site and the landing site is in reality 72m above it.
And secondly, determining the exact position is actually not that easy and I don't just mean the relative height above the ground, how does our EH216 even know where it is, how does the positioning work?

If you're planning to dig deeper, I'd like to say that it's going to be incredibly complicated, so we prefer to just scratch the surface here.
Let's see what we have on board:
“[…] our AAVs fly in a pre-determined inverted U-shape path from the origin to the destination with precise vertical take-off and landing. Our autopilot and flight control system collects and analyzes data from sensors installed on our AAVs, including accelerometers, gyroscopes, magnetic compass, barometers, visual sensors, Global Navigation Satellite System (GNSS) receivers and millimeter wave radars.”
All redundant, of course, we also have three on-board computers.
Our EH216 can handle the GNSS systems GPS, GLONASS, Beidou and I think also Galileo.
Unfortunately, accuracy and reliability is not that easy, especially if you want to achieve an accuracy of 1m or better; if you are interested, you can have a look at GNSS augmentation, GNSS/INS, Kalman filter or extended Kalman filter, differential GNSS and real-time kinematic positioning or general advances in accuracy. The whole topic is quite extensive.

Now altimeters, compasses and GNSS with all the augmentation are not the only way to navigate, because we still have 5G.
That's right, besides communication, coordination and identification through 5G, it offers us the possibility to localise our position, more precisely we are talking about 5G New Radio (5G NR), which is divided into the "sub 6 GHz" frequency range (FR1) and the frequency range above 24 GHz (FR2) or 5G mmWave.
„For positioning, 5G offers the best prerequisites, as it offers, among other things, a large bandwidth for better time resolution, new frequency bands in the mm-wave range and massive MIMO for accurate angle measurement.”
https://www.iis.fraunhofer.de/de/ff/lv/lok/5g.html
Here we will also increase accuracy and reliability through data fusion (sensor fusion), for example with 5G/GNSS or 5G/INS.

“It's primarily navigated via 5G network with ground stations, and should all ground navigation systems fail there's a back-up system that then navigates via satellite[s], and if that fails then there's an inertial navigation system, which means the drone will find a landing field and it will land there."
- Robert Machtlinger, CEO of FACC

Everyone always talks about redundancy and backups when it comes to ehang, but I don't think many people understand the real meaning of that, so let's just take this step:
The entire 5G network on the ground and all our GNSS receivers are down, highly unlikely, but it happened - and we can still fly!
It's not magic, it's a lot of mathematics, physics and computer science, so almost the same actually.

“An inertial navigation system (INS) is a navigation device that uses a computer, motion sensors (accelerometers) and rotation sensors (gyroscopes) to continuously calculate by dead reckoning the position, the orientation, and the velocity of a moving object without the need for external references. Often the inertial sensors are supplemented by a barometric altimeter and sometimes by magnetic sensors and/or speed measuring devices.” https://en.wikipedia.org/wiki/Inertial_navigation_system

That sounds a bit better than it actually is, an INS is not a magic bullet, on its own the inaccuracy increases over time.
But now we still have our visual sensors, our millimetre wave radars and also our LTE transceivers and a backup for the INS, actually two.
“Millimeter-wave radars can be classified into Long-Range Radar (LRR) and Short-Range Radar (SRR). Since the millimeter wave is weakly attenuated in the atmosphere, it is possible to detect a farther distance. Among them, LRR can achieve more than 200 m of sensing and detection […]
Compared with ultrasonic radar, millimeter-wave radar has the characteristics of small size, lightweight, and high spatial resolution. Millimeter-wave radar has a strong ability to penetrate fog, smoke, and dust […] Millimeter-wave radar has all-weather all-day characteristics. In addition, the antiinterference ability of millimeter-wave radar is better than other on-board sensors.”
https://www.sciencedirect.com/topics/engineering/millimeter-wave-radar

Sounds good, we have a millimetre-wave radar altimeter and detector and a camera for visual positioning and (pattern) recognition, now let's merge these with our INS, then we can search for a landing site and land there; we also have relevant data stored on-board, plus we could intervene manually from the Control Centre.
I'm sure I've forgotten one or two things.

To build a functioning autonomous aircraft is difficult enough, but to build one that can perfectly control its stability, its movement in space and its acceleration regardless of wind and weather, even seamlessly in case of failure of different engines, that is an evolution of aviation.
And then to develop it in such a way that important systems for air navigation and communication fail and we can still land safely, that absolute safety and redundancy is guaranteed at all times, that is a revolution.
I don't think many people realise the complexity behind it, but the software and technology of ehang is extraordinary and a milestone in aviation, whether people know about it or understand it.
What we know is a drop, what we don't know is an ocean.



Something else we don't really know: the current range of the EH216.
We've been hearing about the 35km and the 21 minutes for so long, it's already in their SEC Form DRS from June 2019. Has nothing changed in the meantime, neither the effective energy density of the battery nor the weight and thus the range?

For that, let's take a look at the following:

“With a quick-charge function, 80 percent of the battery can also be charged in just 45 minutes. A full battery is enough to fly for about 21 minutes during which time the drone can travel 35 kilometres […] The drone is still too heavy. This is where the Austrian company FACC comes in. […]
The current version of the Ehang 216 still weighs 380 kilos. At the end of 2019, when regular production starts, the structure of the drone is expected to be 20 to 25 percent lighter.”
The Red Bulletin

“Moreover, as battery weight accounts for about 1/3 of total empty weight of the AAV, further reduction in battery weight would significantly increase the AAV’s flight range.
Finally, from a commercial perspective, a reduction in battery charging time would lead to higher asset utilization and increase operating results.”
- EHang White Paper on Urban Air Mobility Systems

The article from "The Red Bulletin" was published on 18.09.2019, but the material for this was created earlier, at least the photos from the article are from 22, 23 and 24 July 2019, according to the article the weight of the EH216 is still 380kg.
We know the later weight will be 360kg, but this was already reported before in April 2019, during the presentation of the 216 by EHang and FACC.
I don't know if there was a mistake somewhere or if the information in April was pre-empted, but it doesn't really matter, because we are much more interested in the second part, which is that the structure of the drone is supposed to be 20 to 25 per cent lighter by the end of 2019.
Mind you, only the structure, so excluding batteries and possibly the motors and some of the irreducible electronics, depending on the definition, nevertheless we would probably still be talking about at least 40kg.
FACC entered into a strategic partnership with EHang in November 2018 and is one of the world's leading companies in aerospace lightweight components, so when they said 20 to 25 per cent, they probably meant it. Whether and when the weight was 380kg or 360kg, the question remains the same: where did the weight of the modified structure go?
Although EHang's white paper states that the "further reduction in battery weight would significantly increase the AAV's flight range", the energy density would first have to be significantly higher to have a clear advantage with less weight and sufficient energy capacity, and the range would also have to be already good enough to be able to save weight on the batteries in the first place; which, at least in 2019, was probably still something for the future.
However, the FACC has nothing to do with batteries, but only with lightweight components and aircraft parts, so the 20 to 25 percent in this context do not refer to the batteries, but only to the structure.
This means that theoretically, at the end of 2019, the structure was lighter than before and something else was heavier in return, as the total weight was still 360kg afterwards.

Edward Xu joined EHang on 1 July 2019 and is the author of the "White Paper on Urban Air Mobility Systems".
Even though it was published in mid-January 2020, at least parts of it were written in 2019, as the author mentions "now, in 2019" (page 20) and it would also be reasonable to assume that Edward started writing the white paper shortly after joining EHang, i.e. as early as July 2019.
"Moreover, as battery weight accounts for about 1/3 of total empty weight of the AAV [...]".
To which weight at which point in time does this third refer to then?
Possibly this statement referred to the weight of the drone in summer 2019, before the weight of the structure was reduced, but possibly it was after.
In any case, this would be pure speculation, but what we do know for sure is that the range and flight time specifications were already the same before the article and white paper were written, but the weight of the structure and batteries has probably changed since then.
I can't say or prove exactly what has happened in terms of weight or what energy density we have today, but I am sure that the range at least has not remained the same over the years.

“Finally, from a commercial perspective, a reduction in battery charging time would lead to higher asset utilization and increase operating results.”
I'm with Edward on this one, the battery charging time may even be the most important thing, because if it's fast enough, then the popular topics of range and battery swapping may be put on the back burner, especially since swappable batteries would mean increased complexity of the structure and probably more weight and maintenance, and we don't really want that.
In practice, the range is more than enough for urban operation, and as time goes on and battery technology advances, this will get better and better. For the passenger him- or herself, there are actually no disadvantages in urban airspace; the only problem would be a long charging time for us, because this means we have to provide more drones for our routes that can fly and maintain operations during the charging times.
But the faster the batteries can be charged, the fewer machines we need to compensate.
However, we don't necessarily have to rely on that either, because we were smart enough to design our drones to be very cost-effective and space-efficient, so the transition period has been taken care of early on, the redundancy is everywhere at EHang.

Another thing we have to bear in mind is that we can never and must never use all of the power or range that we theoretically have.
Our aircraft must be guaranteed to land safely at all times and under all circumstances. Unfortunately, it is not enough to simply leave 20% of the charge, we have to think much more redundantly.
If a battery set or a motor fails, due to a defect or increased temperature, then we need a backup and the possibility to compensate for the loss without our BMS sounding an alarm because suddenly the other batteries are getting too warm.
We know that we don't need all the propellers to fly and land safely, but we can't leave the safety of our passengers to an unfortunate chain of coincidences either.
What if a battery set failed on one side and three engines failed on the other?
Of course that is unlikely, but our claim was to build the "safest aircraft" and not the "probably safest".
"Our AAVs use full-redundancy safety technology in their flight control systems, sensors, propulsion systems and battery management systems. Our proprietary redundancy control algorithms are based on a real-time voting mechanism. Our passenger-grade AAVs are designed with distributed electric propulsion, or DEP, an advanced propulsion technology defined by NASA with an aim of achieving the highest level of safety through redundancy and efficiency. In the event of malfunction of certain parts of our AAVs, the operating systems automatically activate the backup components to ensure proper functioning and performance of our AAVs."
If 8 of our 12 battery sets were planned for operation and 4 for backup, and we never want our batteries to fall below 25%, then under this premise 50% of the total capacity could be used in reality.
Regarding the range, we have also heard other values in the past, recently there was talk of 60km maximum range, but officially everything has remained the same to date.
I have a hunch that the officially stated range actually corresponds 1:1 to the real usable range per cycle (with high lift-to-drag ratio), so about 30 - 35km and 21-25 minutes.
I'll come back to that, but now let's finally talk about money!


The prices that will be charged in the end will probably vary from city to city and country to country, and at some point it will probably also depend on the competition, but we are interested in what prices we could justify today on the basis of speed and efficiency.
Our competition here is not public transport, but today's ground-based taxis.
We realise that the EH216 will ultimately be used for different and carefully selected routes, all of which will make commercial sense per se, but we want to know for what distances people will choose taxis and thus higher travel costs in the first place, because that is what we have to beat.

If we want to compare our air taxis with ground taxis, we first need reference values for the "normal" taxis: Global Taxi Benchmarking Study

Let's take Hong Kong as an example. 402km per taxi per day, 63% of which is with a passenger, with an average of 36 trips per day, that makes about 7km per passenger trip.
We'll keep that in mind for later, but first we have to answer an important question:
What speeds are we actually calculating with?
How fast was our EH216 during its test flight?
During our forward flight (232s) we had an average speed of ~63kmh, but if you consider the ascent and descent, then the average speed for the total time (322s) is ~45kmh.
There is no reason to be disappointed now, because in the following we'll see why we have a massive advantage and don't have to rush over the city at 100kmh, and besides, it was only a test flight, we can fly faster and the further the flight, the higher the average speed over time becomes.

For our ground-based taxis, on the other hand, the rules of the street apply, and in a large and populous city there is one thing more than anything else, a lot of traffic.
For comparison, I have the Traffic Analysis Report of Major Cities in China 2018 - Q1 for you and I've also put it into a nice graphic:

https://preview.redd.it/e2psqzyx3e481.png?width=2144&format=png&auto=webp&s=ce651141f76d525348012cfcc04e40971a3325f6

„In the top ten congested cities the average speed is only 23kmh during peak hours” Source
According to our report, the top 10 don't even quite make the 23kmh, but we'll use it.
Of the 100 cities in the report, 93 have an all-day average of under 35kmh and 84 even have a non-peak average of under 35kmh, so let's use that as an upper limit for our ground taxis.

Now, however, we need to be a bit more specific about our example of Hong Kong, if you search online for the daily average speed in Hong Kong, you will find some very high values, over 35kmh.
Well, don't trust any statistics you haven't messed up yourself, or so.
GovHK - LCQ17
In the New Territories the average speed is of course much higher than in Kowloon or Hong Kong Island, the table from GovHK clearly shows that one should not necessarily hope for 35kmh on average in the urban, densely populated areas of Hong Kong.
Now, of course, we are mainly interested in the densely populated part for our UAM, but unfortunately, I can't find any reliable data on all-day average, so we' ll help ourselves:
Kowloon has a grid street plan, so let's have a look at other Chinese cities that also have a grid street plan.

https://preview.redd.it/6rf4woac4e481.png?width=2209&format=png&auto=webp&s=bd79edcc773fb34d53422cfaed488616eb59900f

The speeds are more than just similar, but relatively the same, the peak speed in Kowloon is lower than in the other cities, but we still give the area a daily average of 28kmh.
So we have our comparative figures for the ground taxis, we will compare our EH216 with a taxi at 23, 28 and 35km/h.

But something is still missing.
We fly a relatively straight route in the air, even though that's not entirely true, but for simplicity's sake we'll leave it at that. The car on the ground, however, has to follow the roads and travels a longer distance than we fly, but how much longer?
We know the length of the route on the ground because our taxi travels 7km with its passenger, but how long is the route of our EH216?
My first thought with a grid plan was to simply calculate with the square root of 2, since we are flying diagonally across the streets and the taxi on the ground basically has to travel the right angles of the street blocks; we are of course only talking about the average detour index between two random points in a city with a grid street plan.
But it's not that simple in reality.
Well, usually, because for once it's actually that simple, thanks to a US-wide study :
“We call attention to the observation that the nationwide detour index of 1.417 is virtually equal to the diagonal of a unit square (1.414). This means that, on average, traveling from an arbitrary address in the United States to the nearest community hospital is equivalent to the maximum possible Manhattan distance between those two points […]”
By the way, grid street plans are quite common in the USA.

We gladly work with this and when we apply it to the flight distance of our EH216, we learn that we have to fly 4.94km to our common destination, while the ground taxi has to travel a whole 7km due to the detour index of 1.417.
For this we adjust our test flight a bit, we add 38 seconds at the highest speed of our test flight at 86kmh and get a total flight time of exactly 6 minutes and an average speed of ~49.4kmh, which brings us to our wanted 4.94km.

We now compare the times we need with the ground taxi at different speeds with those of the EH216, we can also see the times for the direct comparison without detour index, in these cases both have an equal and straight distance. This is of course not realistic, but it shows us what a detour index can do.

https://preview.redd.it/y0oyp1tv4e481.png?width=3041&format=png&auto=webp&s=e5b70ddcb5e4868d0e181c6c43fdde47c6bb15df

With the daily average speed of 28kmh, it takes us 15 minutes by car.
On the other side, we get into our EH216, select our destination and pay, the doors lock and the engines unlock and do their test run, we then fly comfortably and land again, the propellers stop, the doors open and we get out, taking about 7.5 minutes in total.
You also have to get into the ground taxi, name a destination and finally get out again, which also takes time, but let's not dwell too much on trivialities, in the end we are twice as fast with the EH216.
And we didn't even fly as fast as we could, there is still room for much more. But it was very pleasant, we could enjoy the view and still save half the time.
Seen in this light, we could in good conscience charge twice the cost of a taxi ride to the same destination in Hong Kong, which for our example route would cost 24 HKD entry fee (including the first 2km) and 8.5 HKD per additional km, so for the 7km a total of 66.5 HKD.

But now we can't just add 100% on that and call it a day, maybe we should take a look at our operational costs first.

For this we can take a closer look at EHang's white paper and Edward's statements during the Q2 2021 earnings call.
The white paper was published almost 2 years ago and is now outdated in parts, which is a good thing, otherwise we would not have made much progress. Nevertheless, it provides us with important insights, for example about the estimated operating costs of then compared to now. While the annual operating costs 2019/2020 were still estimated at $214,174 per AAV, they are now closer to $93,000. We know this because during the call Edward talked about a revenue of one million RMB and a possible operating margin of 40%, so 60% operating costs.
Unfortunately, exchange rates change all the time, so we shouldn't be too fussy, I just calculated with $155,000, so we have an operating profit of $62,000 per AAV.
Let's leave aside the calculation of ASK, passenger kilometres, electricity costs, etc., that will change again and we don't design the prices anyway, but one thing we would be interested in is how EHang got to the one million RMB; can't we generate more revenue?
To answer this, we first need to clarify how often we can operate a flight like our example flight per hour or per cycle.
I think up to 25 minutes net flight time is possible by now. We probably have to subtract something, as we are not travelling with high aerodynamic efficiency all the time during our test flight. In addition, we will probably not charge the batteries to 100%, since it would maybe take too long for us, so we should subtract something again.
Still, it should be about enough for three flights of 6 minutes each, so 18 minutes in total.
Afterwards, we use our quick-charge function to recharge the batteries to 85% - 90%, and we'll just say that that fills up the hour; of course, this is only an approximation, in commercial operation we would coordinate our route, the flights and the charging process.

Now let's take another look at the white paper, EHang has calculated 300 operating days of 20 hours each, so let's do the same now:
1,000,000 RMB / (300 days x 20 hours per day x 3 flights per hour) = ~55.55 RMB per flight.
At the time of the earnings call, this was equivalent to 66.5 HKD.

Funny, the same amount as for our ground taxi ride in Hong Kong.
Even if only two flights were possible, we would have just 50% higher prices compared to the ground-based taxi, that' s not even the time factor.

Now of course this is only half the truth, taxi costs in other Chinese cities are lower than in Hong Kong, there we would actually charge about double the taxi costs with our pricing model. But we have shown that we can justify this price, and the time advantage is even greater during rush hour and for longer distances. Besides, we are still only talking about the time factor, regardless of how much people would actually pay to fly with us.
The one million RMB is not only a conservative estimate, for our example it is even the absolute minimum. In the case of three flights similar to our example, the flight would cost as much as a taxi ride to the same destination in Hong Kong, except that it would be twice as fast; the experience and the "coolness" factor aside.
And even for Chinese cities with lower taxi costs, it would still be a very fair and acceptable price.
Furthermore, higher prices could be justified or routes could be made more profitable, depending on location, detour index, speed, etc.

Now this is very good news, not only because we can probably expect higher revenues, but also because even in our example, with prices at the level of a ground-based taxi, we are already profitable and have good margins today!
So much for electric air taxis only being something for the rich, if you do it like EHang, then everyone will be able to fly relatively cheaply; in fact, thanks to the autonomous, scalable and mass-produceable lightweight construction, they will be able to fly at all, since we will actually be able to meet the demand with the EH216.

Regarding the possible production capacities, we can only guess, but with the necessary investments, the capacity could explode exponentially very quickly. After less than half a year, there were already rumours of a doubling of production in Yunfu and the factory was also built relatively quickly, it can theoretically be done again, automation is advancing and should already be higher in future factories from the start. It makes little sense to make a forecast here, in 2025 there could be 4,000 to 5,000 drones, but it could also be 10,000, just look at what has happened at Tesla in recent years.

Now, we could develop different pricing models for different countries and cities, we could also make forecasts for logistics, smart city management, aerial media, firefighting, etc., but in the end, it is unlikely that we will be able to predict this very accurately.
What we can say is that the whole sector will become gigantic over the years.
Whether the EH216 generates $150,000 or $225,000 or $300,000 in revenues, we're going to make money and we're going to grow very quickly.
We offer a complete ecosystem of products and software solutions, which is why we are well positioned in the entire UAM/AAM spectrum in addition to passenger transport. The market will not be saturated for decades anyway and our products shine with high profitability, reliability, security and scalability, which pleases not only the investors but also the customers.


EHang is also working to increase logistics efficiency through seamless mobility solutions and automated processes, such as an automated (dis)connector, to minimise or eliminate manual intervention, human error and time delays.
Today's counter-arguments to drone logistics will be eliminated step by step, costs will decrease over time and infrastructure will gradually emerge, logistics centres of the future will be like beehives and EHang has already proven with their software that they can control the drone swarms, even with centimetre precision thanks to modern technology.

The process of researching, developing and certifying our AAVs and UAVs has already taken 9 years and actually even longer, considering the experience and past of EHang and Mr. Hu.
"Since the 2008 Olympic Games, we have been continuously building command and dispatch systems, including the World Expo, the Asian Games, and Beijing's 110/999 ambulance dispatch system. At that time, Ehang did a lot of big projects, but no one knew who Ehang was."
- Huazhi Hu

Fortunately, EHang's success never depended on the understanding of others in the first place.
Either way, there will soon come a time when people will begin to understand the technological maturity and complexity behind EHang, once they are done confusing simplicity with inferiority.
Ignorance is bliss, but not in technology and economics and certainly not when it serves as the precursor of arrogance.

Some people are currently wondering how EHang will meet the necessary technical requirements for certification... Guess what, they already have!

There is another key to a successful future besides certification, and that is patience.
We are not going to get a market cap of 100 billion overnight, but we will get there.
I don't know if the sceptics and doubters have us on their radar, but in any case we won't collide with someone that could drag us down.

So long!
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2021.12.08 22:23 AveragePegasus Meme aside, I hope we get a clean race

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2021.12.08 22:23 RTjunkie Misc FatLancer

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2021.12.08 22:23 fts_02 Is this guy glitched? I just picked him up on free for my Vanarama National Team and his attributes are not normal

Is this guy glitched? I just picked him up on free for my Vanarama National Team and his attributes are not normal submitted by fts_02 to footballmanagergames [link] [comments]


2021.12.08 22:23 AlkaloidalAnecdote Picked up this '12 z750 yesterday, took it up the local mountain today.

Picked up this '12 z750 yesterday, took it up the local mountain today. submitted by AlkaloidalAnecdote to Kawasaki [link] [comments]


2021.12.08 22:23 lupinomsy Is she really fuckable!!! She is my Ex-wife (27) see how grown her melon after the divorce. Thoughts and comments are mostly welcome

Is she really fuckable!!! She is my Ex-wife (27) see how grown her melon after the divorce. Thoughts and comments are mostly welcome submitted by lupinomsy to sexy_reallife_ladiess [link] [comments]


2021.12.08 22:23 Psychaz NiKo on NIP interview

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2021.12.08 22:23 StonkBrothers2021 IMPORTANT: To all moderators and users! If you want this sub to have its own cryptocurrency and get paid for your contribution to the community, please fill in this form (provided by Reddit)

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2021.12.08 22:23 AutoNewspaperAdmin [Local] - Father, son under arrest on suspicion of starting Caldor Fire | SF Chronicle

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2021.12.08 22:23 probablyadeadboy Found this set of keys in the Merivale Beer Store parking lot today. Anyone lose a set of keys?

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