msis

So all common stock gets canceled? Including finding team? What prevents founders/board of doing this many times over to prevent dilution?

Hi Peter, I've got an EB-1A (August 2018 approved in September 2018) and NIW (November 2018 approved in January 2020) petitions approved, and yet I haven't gotten my adjustment of status issued. The adjustment of status was filed with the NIW in Nov. 2018. I didn't file an adjustment of status for the EB-1A because the priority date wasn't current. Is there anything I can do to get anything issued? I've followed up regularly until I was told to stop calling...

If you have time in your hand, try following this and see if it suits your needs: https://www.youtube.com/watch?v=8VyGlSKsYeo

I honestly think that $10/month is more than worth it. I found that having copilot is cheaper than hiring a junior dev. I mostly use it for C++, python, and TypeScript and has been really satisfied with it.

Disclaimer: I'm the founder of blkSAIL (black sail) that builds AI and autonomy for ocean-going maritime ships. We are an MIT CSAIL spinoff. We started with an aim to become Uber for the waterways, then pivoted to large ships. Many of the comments below touch on many key points: (1) most commercial ships have a crew between 8 to 20, (2) auto-pilot in ships exist since the GPS was invented, (3) when ship hits the fan, there's not much you can do.

(1) Autonomy in maritime is not to replace seafarers, the navigation crew is less than 30% of the crew. And crew is negligible OPEX compared to fuel etc. (2) Because the industry is the backbone of global trade, it moves much slower in adopting technology for the sake of technology. However, when there's a simple reliable system that can clear benefit, the adoption happens. So given that there's few[1] lanes in the ocean, you can easily go from one waypoint to the next. (3) Onboard a ship, there's no such thing as breaks. In most cases, you know about a collision or a grounding 12+ minutes in advance. The challenge is in getting the predictions right and abide by the rules of the road. Most advanced LIDAR have 1km range, which is too close, cameras don't see much neither[2].

[1]: there are quite few channels around ports to ease traffic that are one-way. [2]: the resolution is too low to see far out. When using zoom, the stabilization is a nightmare.

Disclaimer: I'm the founder of blkSAIL (black sail) that builds AI and autonomy for ocean-going maritime ships. We are an MIT CSAIL spinoff. We started with an aim to become Uber for the waterways, then pivoted to large ships.

Many of the comments below touch on many key points: (1) most commercial ships have a crew between 8 to 20, (2) auto-pilot in ships exist since the GPS was invented, (3) when ship hits the fan, there's not much you can do.

(1) Autonomy in maritime is not to replace seafarers, the navigation crew is less than 30% of the crew. And crew is negligible OPEX compared to fuel etc. (2) Because the industry is the backbone of global trade, it moves much slower in adopting technology for the sake of technology. However, when there's a simple reliable system that can clear benefit, the adoption happens. So given that there's few[1] lanes in the ocean, you can easily go from one waypoint to the next. (3) Onboard a ship, there's no such thing as breaks. In most cases, you know about a collision or a grounding 12+ minutes in advance. The challenge is in getting the predictions right and abide by the rules of the road. Most advanced LIDAR have 1km range, which is too close, cameras don't see much neither[2].

[1]: there are quite few channels around ports to ease traffic that are one-way. [2]: the resolution is too low to see far out. When using zoom, the stabilization is a nightmare.

It would be amazing if this latest memo had different wordings per group of people. They search would be narrowed and they would have truly made an effort to track these leaks.

How is this different than https://www.byobu.org/ ? You can run byobu with screen or tmux.