Что думаешь? Оцени!
Валентин Карант (редактор отдела БСССР)
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When new employees come to work at the Boeing production facility in Everett, Washington, one of their first stops is often an exhibition at the company’s Safety Experience Center. It opens on a sombre note: a memorial for famous air disasters, including the successive crashes of two 737 MAXs, in 2018 and 2019, in the Java Sea and Ethiopia. Then, gradually, the tone grows more hopeful. At Boeing, as throughout the aviation industry, disasters led to innovations. Oxygen masks and electronic anti-skid brakes were introduced in the nineteen-sixties, along with bird cannons at airports, to shoo off Canada geese and fellow-fliers. Overhead bins got latched doors that same decade, to keep luggage from toppling onto passengers’ heads. Satellite communication came along in the seventies; automated flight-management systems, capable of plotting a plane’s course, speed, and altitude, in the eighties. Radar systems got more accurate; planes grew stronger, sleeker, and more flexible. Pilots got better at skirting turbulence—or, if they couldn’t, at slowing down and “riding the bumps.”
There are also delta CRDTs, or hybrid CRDTs, which allow peers to negotiate the subset of the state they need to send each other. That’s one example of blending operation-based and state-based CRDTs. But the fundamental tradeoff remains: sending less data between peers means more constraints on communication. ↩