The not-quite-Apache-2 "Fair Source License, Version 1.1, ALv2 Future License" (https://github.com/getsentry/fsl.software/blob/main/FSL-1.1-...) includes the Apache 2 patent grant. That grants you conditional permission to use the software in ways that would, without the grant, infringe upon their patent. One of the conditions is that you may not make a claim against any party that the software infringes upon any patent, or else your patent grant is terminated.
Unfortunately, the license actually in the repo is not even a not-quite-Apache-2 license. It doesn't appear to be FSL-1.1-ALv2 at all: https://github.com/statewright/statewright/blob/main/plugins.... This notably does not include the patent grant, which makes it unclear whether use of the software would infringe upon the patent.
You're right, and I have just corrected this. The license in the repo now uses the canonical FSL-1.1-ALv2 based on the template from fsl.software and now includes the patent grant clause.
The omission wasn't intentional -- the patent grant wasn't on my radar when the original license text was committed. FSL licensing is very new territory for me and I duffed it slightly, now corrected.
the Cargo.toml covers the built Rust crates (engine, agent). the plugins/ directory has it's own LICENSE.md with the FSL terms. split license: the engine is completely open source, plugins FSL with a 3 year clock. I should make this clearer in the workspace config. I am planning on releasing more of the crates, they will likely be FSL and each of those crates will have a LICENSE.md override. I think this is the canonical pattern but anyone please correct me
I also just updated the https://statewright.ai/research page to accurately reflect the intent and mention the patent grant afforded under FSL-1.1-ALv2. Thanks again for calling my attention to this.
I'm currently working on the discovery phase of a larger refactor and have pretty quickly realized that AI can actually often be pretty useless even if you've encoded the rules in an unambiguous, programmatic way.
For example, consider a lint rule that bans Kysely queries on certain tables from existing outside of a specific folder. You'd write a rule like this in an effort to pull reads and writes on a certain domain into one place, hoping you can just hand the lint violations to your AI agent and it would split your queries into service calls as needed.
And at first, it will appear to have Just Worked™. You are feeling the AGI. Right up until you start to review the output carefully. Because there are now little discrepancies in the new queries written (like not distinguishing between calls to the primary vs. the replica, missing the point of a certain LIMIT or ORDER BY clause, failing to appropriately rewrite a condition or SELECT, etc.) You run a few more reviewer agent passes over it, but realize your efforts are entirely in vain... because even if the reviewer agent fixes 10 or 20 or 30 of the issues, you can still never fully trust the output.
As someone with experience in doing this kind of thing before AI, I went back to doing it the old way: using a codemod to rewrite the code automatically using a series of rules. AI can write the codemod, AI can help me evaluate the results, but actually having it apply all of the few hundred changes automatically led to a lack of my ability to trust the output. And I suspect that will continue to be true for some time.
This industry needs a "verification layer" that, as far as I know, it does not have yet. Some part of me hopes that someone will reply to this comment with a counterexample, because I could sorely use one.
You have to opt in, and they are honest about the tradeoffs when discussing them:
> Short-lived certificates are opt-in and we have no plan to make them the default at this time. Subscribers that have fully automated their renewal process should be able to switch to short-lived certificates easily if they wish, but we understand that not everyone is in that position and generally comfortable with this significantly shorter lifetime. We hope that over time everyone moves to automated solutions and we can demonstrate that short-lived certificates work well.
> We hope that over time everyone moves to automated solutions and we can demonstrate that short-lived certificates work well.
They're expressly trying to show that this is a viable approach. It's actually kinda good that this outage, whatever it is, is happening now, as it's giving them a chance to demonstrate (or not) that they can deliver.
The OP agrees with you... if you continue reading, they wrote
> These patches never went into Portable OpenSSH, because the Portable OpenSSH folks were ["not interested in taking a dependency on libsystemd"](link). And they never went into upstream OpenSSH, because OpenBSD doesn't have any need to support SystemD.
The language may have been harsher than it needed to and therefore could be more easily misunderstood, but I believe you are actually in agreement with them
It makes it sound even worse, cherry picking language like "not interested" as if the OpenBSD folks should shoulder blame for not being altruistic enough.
It reeks of trashing your benefactor, who gave you well-written free software, which you then made insecure with your own patches.
If you remove the roof of your car with a chainsaw and are inevitably injured later, is it the car manufacturer's fault they didn't offer that model as a convertible from the factory?
The better question is why are people still trying to assign blame all these years later? The IT world dodged a bullet but has moved on (and likely didn't learn from their mistakes as supply chain attacks are steadily increasing).
Okay. You could see it that way. Or you could read what the author wrote about who is to blame:
> No one person or team really made a mistake here, but with the benefit of hindsight it's clear the attackers perceived that the left hand of Debian/Fedora SSH did not know what the right hand of xz-utils was doing.
I guess it's up to interpretation, but I read it the complete opposite way, as in Linux distributions should not think so highly of themselves as to expect OpenBSD to conform and adapt to their mess, and OpenBSD rightfully should not be expected to "give a flying Fedora about Linux".
It's unlikely that you're special enough that someone will genuinely look through the massive amount of data produced by this system in order to target You Specifically. If you are that special you can just use another provider.
From this line of reasoning, my guess is that the huge discount is not so much intended to sell the data collection system as much as it is intended to sell the model. If you had to wring a geopolitical consequence from this, it would be that the US labs producing models would be impacted by a vastly less expensive competitor.
In those cases, OpenRouter just chooses providers that agree not to train / offer ZDR. Which sometimes means you start off without access to the model until some other providers start offering it.
Because the amount anyone would actually pay is substantially below cost for most routes, but it's still a service that many people depend on (either directly or by the indirect economic impact of travel). It's a genuine force multiplier that is unaffordable without being subsidized; making it a utility would just shift the subsidy from credit card points programs to the government.
> Because the amount anyone would actually pay is substantially below cost for most routes
This is absolutely not true. If all the airlines were prohibited from making money with anything else (miles, credit cards) then airfares would rise across the board and there would still be plenty of demand. Not as much, but still plenty.
That's.... like a pretty shocking erasure of the idea of a demand curve given the forum here.
To be glib: no, that's not how it works. Increase the price and fewer people will fly, but the demand won't drop to zero. Decrease it and you make less money per ticket but the size of the market is bigger. At some point there is a local maximum, to which the market seeks.
But conditions change occasionally and the equivalent supply curve is moving rapidly because of the oil shock (i.e. it's more expensive to put planes in the air to service tickets you already sold). And things like the mess with Spirit are what happens when the market readjusts: the rest of the industry will (probably) backfill some of the lost capacity, but not all of it, and prices will (probably) rise a bit to a new equilibrium.
If airlines didn’t exist, people and goods would continue to move around the globe as they have done for thousands of years. There’s nothing magical about air travel (or any other transport mode) that makes it worthy of subsidy .
Listen, I'm the type of fella who'd gladly take the Amtrak from the East Bay to Portland, 18 hours each way, and I'm telling you even I'd do so only as a novelty. If I actually had somewhere to be, spending basically an entire day on a train would be a non-starter. And that's just on the same coast! If I had to take the Amtrak back east to see my family for the holidays I would probably just not go. My travel to the other coast (not to mention back to the country where I was born, an additional ocean's worth of distance) would only be worth the trip for like a life change or a death in the family.
I'm clearly not the only one who thinks so, judging by both Amtrak ridership statistics and the cost ineffective nature of my attempts to travel on it.
People and goods have travelled around the world long for thousands of years before air air travel and train travel. And people have made decisions above the trade-offs of travel to see family for thousands of years before air travel and train travel.
If air travel was unavailable or unsubsidized, people would continue to make those decisions and life would go on.
> People and goods have travelled around the world long for thousands of years before air air travel and train travel.
Yes, and it really, really sucked back then. And the number of people who could actually do that travel was much, much smaller than today. Air travel (and train travel, to some extent, though it mostly sucks in the US) has enabled people to travel around the globe who never would have been able to in the past.
I'd like to see a revival of trains in the US, but I agree their impacts will be limited. I think they make sense for regional travel (Texas triangle, New England area, West coast, Midwest, maybe NM/Colorado/South Wyoming, etc.) Hopping between these regions seem like planes are the obvious choice. The distances are just so high, with often very limited regional centers connecting them in between.
I'd love to take some HSR to Austin or Houston or San Antonio from DFW, but I just can't imagine the network to make a train work competitively to get from DFW to NYC or LAX.
When something is that drastically different, it becomes different in kind. For example, if you have high network latency, you cannot jam (play live music) with friends remotely. If you have low latency, you can. Just because the difference is in a single value (I.e. net speed) doesn’t mean it doesn’t change the fundamental nature of what’s possible. Air travel makes the kind of business, shipping, and attendance possible that wouldn’t have been possible otherwise, because our collective lifetimes and risk tolerances are limited.
I think you're saying that there are businesses that rely on cheap air transportation that are very valuable, but at the same time couldn't afford higher air fees.
But that's a contradiction. If they are valuable, their customers would pay more for their services - that's the definition of valuable. And if their customers would pay more, they could afford higher air fees.
No, all I’m saying is that air travel is so different than any other kind of travel, that it is very special, and borderline magical. Saying something like “nothing magical about air travel, things and people would still travel around the globe” is very reductive. I’m not giving my opinion on subsidies.
Person 1. "Airline service is more valuable than people will pay for, it's a genuine force multiplier that is unaffordable without being subsidized"
Person 2. "Airlines are not magical, people and goods will move another way, so it doesn't need subsidy".
You: "Airlines are magical. Those things cannot happen another way."
There's three conclusions for what you think: 1) that airlines are special and magical and doing something which cannot be done another way, but that has no value and airlines can go away. That's incoherent. 2) Airlines are both affordable and profitable. That doesn't seem to be true and needs some supporting. 3) Airlines are doing something uniquely 'magically' valuable, they are not profitable, then they need subsidising.
Your point 3 is a non sequitur. If air travel is magical and valuable, that doesn’t automatically mean it needs subsidizing. We sometimes allow magical and valuable things to go away if we find them not to be popular enough to garner widespread political support.
My statement is correcting a fact (descriptive) not proposing what to do about it (I.e. not prescriptive).
It’s very hard to imagine what the world would look like without subsidized air travel. I have to think long and hard to figure out if subsidies would actually be sensible for something like this. I can be convinced either way right now, but it would take a lot of good historical data on something very similar, perhaps has to be specifically air travel in countries that do and don’t subsidize it, and their economic outcomes, controlled for other factors.
But saying that air travel is somehow the same in kind as other kinds of travel is incredibly shallow and reductive. We get to travel orders of magnitude faster and to places we wouldn’t even be able to reach otherwise.
There absolutely is something magical about air travel! We can get places much faster and much safer than we could before. I live in California, and another part of my family lives in Maryland. Are you saying that when I want to visit my family, instead of spending 5-6 hours in a metal tube in the air, I should spend a week (or more) either driving or taking various trains and buses?
If air travel didn't exist, I likely wouldn't move around the globe at all. Hell, I wouldn't move around the country even.
In the US, roads are mostly publicly-owned (the ultimate subsidy). Local bus and rail transit is usually also publicly-owned, though when it isn't, it's done through public-private partnership and/or subsidy. Regional and long-distance rail is subsidized. Why shouldn't air travel follow the pattern?
> There’s nothing magical about air travel (or any other transport mode)
There kind of is. I can make it from here in Bucharest to Paris in about 3 hours by plane, while by car I'll need about 3 days (i.e. two sleepovers till I get there). This is magical to me. To say nothing of places like the Arabian peninsula or, I don't know, the Indian subcontinent, I wouldn't even think of getting there by car as it is close to impossible (at least when it comes to a land-route to India), but taking a plane is a 6-hour flight from nearby Istanbul to Delhi.
Buses and planes are both great! Both have advantages and disadvantages, and different cost structures. I trust people to make their own decisions about trade-offs for travel that work for them and their situation. When we arbitrarily pick one and shovel free money, land or infrastructure toward it, we are putting a thumb on the scale and depriving people of the power to make their own decisions.
Of course, we can argue that there are network effects or natural monopoly effects for fixed infrastructure like roads and rails, and thus there must be a public role. However policy rarely seems to remain at this reasonable position and instead quickly expands into something altogether different.
Aren't all modes of transportation in the US either subsidized or public-owned to some degree? We haven't arbitrarily picked one; we picked them all.
Air travel is maybe the least subsidized, though? Essential Air Service is probably the main thing? Long-distance bus like Greyhound is only minimally subsidized too.
But local transit (bus & rail), and regional and long-distance rail are all subsidized or publicly owned in the US. Most roads are publicly-owned, either locally or by the federal government. Long-distance bus and rail are actually unusual in how little they're subsidized.
You forgot that private cars are also creatures of subsidy. We like to think that the main input to go vroom vroom in cars is cheap gasoline, but IMO it’s realy cheap land. (aka subsidized public land)
A car with no gas could still be used to store stuff, or even roll downhill. A car with no land can’t be used at all for anything. And the amount of land required increases with the square of the velocity you want to travel out. But we never add that in.
As far as air travel, I haven’t done the math, but I suspect if you were to add up just the foregone property tax revenue associated with the land underneath the airports you’d end up with some pretty serious numbers.
Anyways, my basic point all of this is the same – we should be careful about subsidies because they tend to distort incentives and decision-making, whether we apply them to airplanes or horse buggies. It doesn’t mean that there’s no place for government involvement in transport, simply that we ought to be wise to the side effects and externalities. I could buy that the government should be involved in air travel, but I part ways with the idea that this should be extended such that if people get used cheap fares on Spirit then the government should guarantee Spirit operation forever. Maybe Spirit was just an anomaly, and we’ll be fine when it’s gone? Some people might fly a little less, some people will just eat the difference and not care, some people will take the bus, some people will buy a car. It’s all just normal people making normal trade-offs about decisions in their life.
Right, the externalities of those road systems aren't really paid for properly, by anyone.
But that's hard to do, because for many people/uses, they have to use those roads to get done what they need to do. The alternatives (like high speed rail) just largely don't exist in the US, or are painfully sub-par.
We have to distinguish between several levels of externalities and between different timespans.
About the former: when you drive on the road, you cause congestion for other road users. But having the roads at all (and having them used) also causes externalities for others, who ain't on the road. Like cutting up nature or noise.
About the timespans:
In the very short term, demand for specific roads is inelastic: if you live in one place and work in another, you have to commute.
But over several years demand for specific roads is very elastic: people and jobs can and do move.
> people and goods would continue to move around the globe as they have done for thousands of years.
Indeed! We don't need air travel when we have perfectly good teams of oxen and covered wagons. We could even hunt and forage for our food along the way to save some money!
Just build hospitals closer to people. Or make people move closer to them. If it wasn't possible to fly to the hospital, people would just not live so far from them.
> people and goods would continue to move around the globe as they have done for thousands of years.
Would love to compare the economic throughput in raw dollars of the Oregon trail vs a single flight route.
Don't forget that the whole point of transportation under capitalism is enabling and stimulating economic activity. So sure, get rid of the airlines if you want to collapse a bunch of economic activity. Personally I'd hope for it to get replaced by high speed rail, but kinda hard to do that when economic activity is highly depressed.
Nearly all 'goods' are going to travel more efficiently by rail and truck. And I say nearly all to cover the outliers like maybe an organ flying across country for transplant.
So if it's not the distribution method of choice for goods, then leisure? It's probably a global positive if people fly less. People will end up going to more local vacation destinations instead of aggregating all of those resources into a few popular locations that end up being massively overcrowded. This in turn reduces carbon impact because driving 3 hours is significantly less impactful than flying for 3 hours.
If you are just talking about all of the labor that has built up to support this inefficient and wasteful enterprise, that's probably for the best to reallocate that labor elsewhere. It will happen eventually, unless you think cheap oil is a permamenent feature, so why not happen sooner than later?
And I kind of buy the intent behind the cooling-off period anyway. IIRC it's to prevent people from being pressured into installing apps by scammers that could then take their phones hostage
Yes. That attack is a very real attack. The attacker gets access to the victim's phone and sideloads additional apps that appear to be the victim's legitimate banking application. The victim logs into it and sees a fake balance (as the app is fake). Pressure and other social engineering tactics are invoked and the scammer walks away with all of the victim's money.
I don't recall ever seeing USSR products in stores, while plenty of manufactured goods from other countries were. (By products I meant manufactured products, not extracted resources like oil.)
I got some Soviet Union produced wrenches and drill from my great grandfather and East Germany made drill bits from an auction despite nobody in my family living outside the US in 120 years. No it isn't common, but I wouldn't expect the Soviet Union's biggest rival to be importing many of their products to start with, so the fact I possess them at all is decent evidence of their significant production volume.
But no cars, washing machines, microwaves, electronics, furniture, apparel, and on and on. Kinda sad for the size of the country.
I bought some Soviet stuff after the fall of the USSR, because it was unique and interesting. One item was a telescope, one was a brand new rotary dial telephone manufactured in the 1950s, and one was a mechanical clock reputed to be from a submarine.
I'm only sad that I abandoned my phone line (as I only received spam calls on it) and so my Commie Phone is a nice, but useless, desk ornament.
actually there was car export. Google "britain lada". I also remember some south american countries having cars from USSR.
Cars were mostly exported to countries that didn't have car production.
>> electronics, furniture, apparel
There was a lot of trade going on, but in most countries local electronics and apparel was the better option.
You have to understand, the economy wasn't that global at the time. A lot of countries had american knick-knacks mostly because american soldiers brought it in and exchange it for local knick-knacks.
I remember books (there was a famous soviet science publisher, which I believe we learned later had gulag deportees working on their printing presses) and I seem to recall toys and some foods.
My memory from the period is far from perfect, though, as I was a kid when the USSR collapsed.
I think that may have been a result of the political divide of that era. The USSR did export some machinery and arms, but those were traded largely within other Communist countries and "third world" countries.
Unfortunately, the license actually in the repo is not even a not-quite-Apache-2 license. It doesn't appear to be FSL-1.1-ALv2 at all: https://github.com/statewright/statewright/blob/main/plugins.... This notably does not include the patent grant, which makes it unclear whether use of the software would infringe upon the patent.
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