You are reading the article How Software Saved A Stealth Fighter Jet—And Its Pilot—From Crashing In Alaska updated in December 2023 on the website Minhminhbmm.com. We hope that the information we have shared is helpful to you. If you find the content interesting and meaningful, please share it with your friends and continue to follow and support us for the latest updates. Suggested January 2024 How Software Saved A Stealth Fighter Jet—And Its Pilot—From Crashing In Alaska
In June of 2023, a pilot flying an F-22 in Alaska reportedly became disoriented, and the aircraft likely would have crashed were it not for the intervention of a software system on the fighter jet. The F-22 in question had departed Joint Base Elmendorf–Richardson in Anchorage, and was operating in “Instrument Meteorological Conditions” or IMC, which is when weather and visibility require the pilot to fly using their instruments. The incident, according to a short summary of the event provided to Popular Science by the Air Force Safety Center, occurred due to the pilot’s “spatial disorientation.”
The pilot of the stealth fighter jet “was focused on their situation display and over-banked the aircraft to 135 degrees angle of bank and began to accelerate rapidly as the nose continued to fall,” the Air Force Safety Center reported.
When the aircraft was at an altitude of 13,520 feet above sea level, with its nose pointed downwards, traveling at a speed of about 600 mph, a software system onboard the aircraft “initiated an automatic fly-up” and steered the fighter jet out of its descent. The aircraft was also reportedly inverted at the time that the software activated. The plane was about 2,600 feet above the ground by the time the system had finished recovering the jet from its plunge.
The previously unreported F-22 event highlights the role of the software, called the Automatic Ground Collision Avoidance System, or Auto GCAS, and also represents the only completely confirmed save of a stealth fighter jet with this software, meaning that the pilot likely owes their life to the system.
Here’s what to know about the Auto GCAS software, the ways in which spatial disorientation can be a threat for pilots, as well as two additional incidents in F-22s that also involved the Auto GCAS system.Auto GCAS and spatial disorientation
Auto GCAS is not on every fighter jet. It is, however, on 100 percent of active F-22s, nearly 100 percent of the F-35A models that the Air Force flies, and roughly two-thirds of F-16s, according to the Air Force Safety Center.
The F-22 is a stealth fighter jet known as the Raptor. It predates the Air Force’s more modern stealth fighter jet, the F-35. The Air Force would like to retire 33 of the Raptors, leaving 153 of them remaining in the F-22 fleet.
Lockheed Martin officially credits the software with saving 11 pilots in F-16s, and now one pilot in an F-22 due to that June 2023 event.
Spatial disorientation can happen in fighter jets, helicopters, or other aircraft if the pilot flying the machine becomes tricked by their senses. For example, the semicircular canals in a pilot’s inner ears can be fooled into “thinking motion is occurring when it’s not, or the vice-versa,” says Brian Pinkston, who is a physician with an expertise in aerospace medicine and former flight surgeon in the Air Force. A pilot in an aircraft that’s banking in bad visibility could, after a bit, stop noticing that the plane is banking because their “inner ear becomes habituated to that movement,” Pinkston says. In brief: An airplane can be gradually banking, but the pilot might not feel or notice that it’s doing so.
The way to avoid being tricked by the inner ear when visibility is poor is to rely on the aircraft’s instruments for the ground truth “every single time,” Pinkston says. “And that’s the problem—the thing in fighters is, you’re a single person, and you may have multiple inputs coming in.” With a myriad of factors to juggle, it’s still possible for a pilot to still get disoriented.Over the Gulf of Mexico and the Pacific
Another incident in an F-22 also involved Auto GCAS and took place over the Gulf of Mexico in a Raptor that had flown out of Tyndall Air Force Base in Florida on December 6, 2023. Like with the Alaska incident, the Air Force Safety Center also attributes this event to spatial disorientation.
In this case, an alert from the software informed the pilot of trouble. The aviator in question “did not recognize a nose-low attitude while rolling to 45 degrees angle of bank and descending below 2,000 feet MSL [mean sea level] over water,” the Safety Center said. At 1,540 feet above sea level, the alert sounded in the cockpit and the pilot was able to recover the aircraft on their own, even though it had been dropping at an indicated rate of 9,400 feet per minute. The Safety Center said: “It was determined to be a save because the pilot was spatially disoriented and unaware of the altitude and attitude of the aircraft at the time of the Auto-GCAS alert and likely would have flown below the 1,000 feet floor or impacted the water without the aural warning.” The plane reached a low altitude of 1,430 above sea level.
[Related: The Air Force wants to modernize air refueling, but it’s been a bumpy ride]
While that incident took place more than five years ago, another one in an F-22 occured over the Pacific on March 2 of last year. The pilot, who had departed out of Marine Corps Air Station Miramar in California, was practicing basic fighter maneuvers with another aircraft. While executing a specific dogfighting move, “the pilot lost sight of the other aircraft,” according to a summary of the incident provided by the Air Force Safety Center.
In basic fighter maneuvers like what the F-22 pilot was practicing in the March incident, “probably the most dangerous thing that the pilot has to worry about is the other aircraft, because it’s moving relative to him or her,” Pinkston observes. In this case, it was reportedly the process of searching for that other aircraft that resulted in the pilot’s dive towards the ocean below.
An incident like this one can “happen very easily,” says Cheryl Lowry, also a physician with a speciality in aerospace medicine and former flight surgeon with the Air Force. (Together, Pinkston and Lowry run a company called Kinetic Medical Consultants.) In incidents in which the “air speed is very fast, there’s a lot going on, you’re trying to watch that guy and potentially lock on him; you’re trying to navigate, you’re trying to use the radio communication equipment, and all of the distractions in the cockpit. And sometimes it’s easy to get target-fixated on that one thing, which is ok, ‘where is he? Where is he? Where is he?’”
A Lockheed Martin illustration of how Auto GCAS works. It functions differently in an F-22 compared to F-16s and F-35s. Lockheed MartinA differing analysis
Of the three incidents in 2023, 2023, and 2023, defense contractor Lockheed Martin—which developed the software along with NASA and the Air Force Research Laboratory—only considers the Alaska event in 2023 to be definitely a save that is attributable to the Auto GCAS software, while the Air Force Safety Center considers all three events to be software-based saves.
The differing analysis of the events stems from a couple factors. One of them has to do with what are apparently different conclusions reached internally at the Department of Defense. In a statement, Lockheed Martin said: “Lockheed Martin’s ‘one confirmed save’ [in an F-22] number is based on guidance from DoD’s Safety department, i.e. Force Safety & Occupational Health division, which conducted an internal analysis for all three referenced incidents using available data from the resulting Class E Mishap Reports as well as pilot interviews and concluded that only the June 2023 event was an actual Auto GCAS save.”
Meanwhile, the Air Force Safety Center says that all three F-22 incidents do have the software to thank for saving the aircraft and pilot. The Safety Center said: “The Air Force Safety Center and the F-22 Program office thoroughly reviewed the three F-22 incidents and consider all three of them to be Auto-GCAS saves.”
A related reason why the analysis of the events differs is because of slightly varied ways that the software works on F-35s and F-16s as compared to F-22s. In the Raptor, the ground-collision-avoidance software “uses a minimum altitude set by the pilot as an artificial floor,” the Air Force Safety Center explained. Meanwhile, the other two jets employ a system that’s more dynamic in regards to the terrain below, allowing the “system to automatically set a recovery altitude that changes throughout a flight to ensure the aircraft does not enter a buffer zone above the terrain which prevents ground impact.”
In short, the F-22’s software employs a static “line in the sky” below which the jet shouldn’t go, whereas the software in the other aircraft allows for more variation. Lockheed Martin said in a statement: “Due to the limited availability of related Line-in-the-Sky on-board algorithm data, Lockheed Martin was unable to conduct the typical Auto GCAS analysis (as is accomplished for F-16 activations) for the referenced three F-22 incidents.”
The Air Force Safety Center also says that because of the different way the software on the F-22 functions, it “allows for more variation when interpreting whether a reported event is considered a valid save.”The human, the machine, and trust
In the past, Auto GCAS has been credited with saving the lives of fighter pilots who have passed out while flying—here’s footage of one such event. A phenomenon called GLOC (G-induced loss of consciousness) can occur when a pilot, experiencing the pull of Gs as they maneuver, passes out because blood drains away from their brains. While both a physical exercise called the Anti-G Straining Maneuver and a piece of equipment called the G-suit on the jet can help an aviator avoid this potentially deadly problem, it still does happen.
[Related: I flew in an F-16 with the Air Force and oh boy did it go poorly]
Incidents like these highlight the complex relationship between high-performance aircraft and the relative physical fragility of the humans who pilots them; they also highlight the question of when or whether software should take over in aircraft if needed, and how much trust the pilots might have in that software, an issue that’s even been the topic of academic research.
You're reading How Software Saved A Stealth Fighter Jet—And Its Pilot—From Crashing In Alaska
Pilots sometimes train in simulators—machines on the ground that do their best to mimic the experience of operating an aircraft in the sky. This month, the simulators that give F-35 pilots the chance to practice down on terra firma at Nellis Air Force Base in Nevada received an update that allows them to link with a number of other Air Force simulators in real time. Thanks to the new uplink, a pilot in a sim at Nellis can fly their F-35 alongside a virtual F-16 operated by another aviator in a simulator in, say, Asia.
That may sound like basic video game stuff—the equivalent of playing Call of Duty or Fortnite against a friend in another location—but before this month, that capability didn’t exist for F-35 simulators. Previously, the four rigs at Nellis could mimic a four-ship exercise in a virtual flight with each other—like playing Mario Kart with a person sitting next to you—but now they’re capable of flying, in real time, with other simulators for other aircraft in far-flung places.
These F-35 sims can now connect with a variety of other aircraft simulators, most of them for other fighter jets: F-22s, F-16s, and F-15s. So, a pilot in an F-16 simulator in Europe, or an F-22 in the U.S., could digitally fly with one of the F-35 sims in Nevada. The system also works with the Boeing E-3, which is an AWAC, or airborne warning and control system plane.
A simulated image shows an F-35 flying alongside an E-3, F-15, F-16, and F-22. Lockheed Martin
Getting the F-35s onto the bigger Matrix-like web required building a “complex translator that allows for us to take the way the F-35 communicates and to put it out on a distributed network that can then flow to the other platforms,” says Chauncey McIntosh, vice president for F-35 training and logistics at Lockheed Martin, which makes the stealth jet, also known as the Joint Strike Fighter, or Lightning II. In this case, the simulated jets had to join a pre-existing Air Force system called the Distributed Mission Operations Network, or DMON.
McIntosh also notes that they had to bridge systems that simulate aircraft made by different manufacturers—for example, F-15s and E-3s are Boeing aircraft, while F-35s, F-16s, and F-22s are Lockheed. And the overall DMON system at the Air Force is run by Northrop Grumman, which makes the B-2 Spirit and forthcoming B-21 bombers.
The platform also needed to simulate a “fair fight,” McIntosh says. In other words, the aviators in different simulators “need to feel like it’s going to be that way in the real world.” Lockheed also had to think about how they depicted virtual weather, like rain, in the digital environments that bring various aircraft types together. Ultimately, the goal is for the training to be as similar as possible to real multi-aircraft missions in the actual world. These Nellis simulators, which run on the same code that the F-35 planes do, aren’t the type that physically move to mimic an aircraft’s motion: Instead, a pilot sits in a domed environment that displays high-def images around them.
An actual human in an F-35 simulator. Lockheed Martin
Lockheed Martin says that uplink of the four simulators at Nellis will be followed by simulator updates at two bases in California: Naval Air Station Lemoore, this fall, and at Marine Corps Naval Air Station Miramar, in the spring of 2023.
The Air Force, the Marines, and the Navy and all fly F-35s, and three different variants exist. It’s a tremendously expensive jet that will cost some $79 million apiece in 2023 for the Air Force model—the least expensive. And, it’s a high-tech flying machine that’s had a troublesome history. “It turns out when you combine the requirements of the three services, what you end up with is the F-35, which is an aircraft that is in many ways suboptimal for what each of the services really want,” Todd Harrison, of the Center for Strategic and International Studies, told The New York Times Magazine in a 2023 feature covering the jet’s turbulent past.
It’s a one-seat fighter jet, but airplane-makers like Boeing and Kratos have even been working on totally uncrewed fighter jets that could complement airplanes flown by people, like the way a wingman does. Because these planes would have no one board and would cost less to make, they’d be the type of craft that an air force would feel more comfortable losing in combat than a traditional crewed one.
What is chúng tôi & How to Fix It If Its Crashing It is a process associated with Intel Graphics Control Panel
The chúng tôi file is a software component of the Intel Common User Interface.
To fix issues related to it, you can run an SFC scan, update the graphics driver and uninstall unwanted apps.
INSTALL BY CLICKING THE DOWNLOAD FILE
To fix Windows PC system issues, you will need a dedicated tool
Fortect is a tool that does not simply cleans up your PC, but has a repository with several millions of Windows System files stored in their initial version. When your PC encounters a problem, Fortect will fix it for you, by replacing bad files with fresh versions. To fix your current PC issue, here are the steps you need to take:
Download Fortect and install it on your PC.
Start the tool’s scanning process to look for corrupt files that are the source of your problem
Fortect has been downloaded by
readers this month.
If you have encountered an error message mentioning the chúng tôi file and wondering what it does and how it can crash, this guide can help!
We’ll explore what the file does, its significance, and the steps you can take to fix it if it’s crashing on your computer.What is igfxCUIService.exe?
The chúng tôi file stands for Intel Graphics Common User Interface Service. It is a software component of Intel Common User Interface developed by Intel Corporation.
It is associated with Intel graphics drivers and is responsible for providing user interface services related to the Intel Graphics Control Panel.
The Intel Common User Interface allows users to access and configure various graphics settings, display options, and performance optimizations for Intel-integrated graphics.
If you are using an external graphics card along with this one, you may see error messages saying this executable file is missing or has crashed.
The file is located in C:WindowsSystem32DriverStoreFileRepositoryigdlh64.inf_amd64_88119f5187d09975. If it is found elsewhere, chances are the file is malicious. Try running an antivirus scan to be sure.How can I fix errors related to igfxCUIService.exe?
Restart your computer.
Ensure your Windows is up to date.
If you are using an external graphics card along with this, check its Properties.
Once done, move to the detailed methods mentioned below.1. Run Hardware and devices troubleshooter 2. Disable startup for Intel(R) HD Graphics Control Panel Service
Here’s how to do it:
Download and install the Outbyte Driver Updater app.
Launch the software.
Wait for the app to detect all incompatible drivers.
Afterward, it will show you a list of the drivers found to select the ones to Update or Ignore.
Restart your PC to ensure the applied changes.
Outbyte Driver Updater
Use this software and solve all driver-related issues from your PC.
Free trial Download now
Disclaimer: You may need to upgrade the app from the free version to perform specific actions.4. Run SFC & DISM scans 5. Run your computer in a clean boot environment
Now check if the issue persists. If the issue is still there, check all the recently installed apps and services to single out the app or service causing the issue.
Once done, follow the same methods to revert the system to normal mode.
So, these are the methods you have to follow to fix the errors related to chúng tôi and restore system health.
If you are facing other issues with Intel graphics drivers, we suggest you check out this guide to find the relevant fixes.
Still experiencing issues?
Was this page helpful?
Start a conversation
A new army of micro-robots just burst onto the scene. One of the stand-out forms is a peekytoe crab-shaped figure (with pincers) that’s less than 1 millimeter across. The details on the geometrically varied group are described this week in the journal Science Robotics.
The animal-like robots are distinguished by their very small size. The smallest ones are as wide as a human hair, and the larger ones are slightly smaller than a flea. They’re also available also as a scrunching inchworm, a spring-coiling cricket, and in other forms too. So why create them?
“There’s quite a bit of interest these days in tiny robots—small-scale structures that can be controlled remotely for various purposes. I think there’s a vision that they could be useful in surgical operations or for diagnostic purposes in the context of clinical medicine,” says John Rogers, a professor of materials science and engineering at Northwestern University, and an author on the paper. “What we’ve tried to do is put forward some ideas in terrestrial robots of that type that can add to the portfolio of capabilities that are developing in this emerging area of research.”
A crabby shuffle. Northwestern University
This hoard of mini robots Rogers and his colleagues designed are not programmed to do any specific tasks. And besides their wee size, what’s interesting about them is that they’re constructed and assembled in a similar way to silicon microchips.
[Related: The trick to a more powerful computer chip? Going vertical.]
“If you think about a silicon foundry or a setup of that sort, it involves a deposition of thin layers of materials and then patterning approaches that allow those materials to be structured with very high resolution on planar surfaces, typically, semiconductor wafers,” says Rogers. Unlike silicon chips, robots are intrinsically three-dimensional. But he and his team found a way to make them in a 2D form that pops up in 3D, like a “kid’s pop-up book in a sense.”
Inch worm bot goes oontz oontz with the beat of the light. Northwestern University
To make the robots, they first started with 2D stacks of patterned films and then bonded them in a specific way to a pre-stretched rubber substrate. “What happens when you relax the pre-stretch is that the rubber substrate imposes compressive forces on that flat pattern structure such that it buckles up,” Rogers explains. “Everything starts out planar and flat, and then through this buckling process we cause those material structures to move out of the plane into a 3D geometry that defines our inchworms or grasshoppers or crabs.”
That’s the structural component, or the skeleton, of the robot. Then comes the “muscles.”
The muscles are built out of a shape memory alloy material that can change shape in the presence of heat. In the crab form, these appear as blackened joints that sit on the junctions between each leg and the body. Repeated cycles of heating and cooling can cause various limbs on the robot to move back and forth and produce movement.
Sweeping light makes the spring-loaded robot jump. Northwestern University
For controlling them remotely, lasers are a good option because they are high intensity and can be focused on very small spots, which allows for each individual limb to be controlled. And depending on how its limbs are heated, the robot can move in a corresponding fashion based on its structural design. The way that the laser scans across the body of the robot determines the sequence of movement in the legs, and the direction it goes in. When the researchers scan the laser from left to right, the crabby micro-robots move right to left.
“It’s remote-controlled in the sense that the pattern of illumination is determining the motion,” says Rogers. “It’s not remote controlled in the sense of an RC car being remote controlled because we don’t have an active radio built into the robot.”
In theory, you could control many of these robots at once with something like a laser light show with scanning mirrors and other fancy light tech. All they require is a direct line of sight.
Although this fabrication will work with almost any layout, the reason for the bio-inspired design may be reflection of the history of work that has come from Rogers and his collaborators, including a maple seed-like flying microchip, a fly’s eye camera, and artificial cephalopod skin that can camouflage.
Because the robots are fabricated like microelectronics, “it would be very easy to build into the robot’s bodies any kind of electronic circuit you can imagine,” Rogers says. “That will open up a lot of functional options in the future whether it’s sensing, or energy storage, or radio communication—all kinds of things follow from that.”
Can’t remember the password of the Wi-Fi network your Chromebook is connected to? You can easily find Chromebook Wi-Fi passwords through the Google Chrome web browser.
Google Chrome encrypts and saves the details (name and password) of all Wi-Fi networks your Chromebook joins. This tutorial will show you how to find Wi-Fi passwords on your Chromebook.
Table of ContentsFind Saved Wi-Fi Passwords via Google Chrome
Open Google Chrome on your Chromebook and follow the steps below.
in the address bar and press
in the search box, and press
on your keyboard.
Use online hex decoder tools like Base64 or JavaInUse to decrypt the network name/SSID.
Paste copied text in the hex decoder tool to decrypt/see the network name/SSID. The next step is to decrypt the network passcode or password.
Return to the Wi-Fi network’s page on Chrome’s “Sync internals” menu and copy the text in the “passphrase” row.
Paste the copied text in the online hex decoder tool to see the Wi-Fi network’s password.Check Chromebook Wi-Fi Password in Developer Mode
An alternate method of checking Wi-Fi passwords in Chrome OS requires enabling Developer Mode and running multiple commands in the Chrome Shell terminal.
Although this method worked for some Chromebook users, some commands wouldn’t run on our test device. We suspect that finding Wi-Fi passwords in Developer Mode works on Chromebooks running specific/older Chrome OS versions. You could try the method and check if it works on your Chromebook.
Note: Enabling Developer Mode will powerwash (read: factory reset) your Chromebook—that’ll uninstall all apps and delete local data. We recommend backing up important files to Google Drive or an external storage device before enabling Developer Mode. Also, activating Developer Mode may cause hardware malfunctions/issues and void your Chromebook’s warranty.
Connect your Chromebook to a power source or ensure it holds at least 50% battery charge before you proceed. Follow the steps below to boot your Chromebook into Developer Mode.
Select the time in the bottom-right corner of the screen to open your Chromebook’s system tray. You can also use the
keyboard shortcut to open the system tray.
to shut down your Chromebook. Wait 10-15 seconds for your Chromebook to shut down before proceeding to the next step.
Press and hold the
Release all three buttons when your Chromebook displays a recovery screen with the “Please insert a recovery USB stick or SD card” message.
to enable Developer Mode.
to turn off OS verification.
Disabling OS verification activates Developer Mode, allowing your Chromebook to boot non-Google operating systems. Wait while your Chromebook transitions into Developer Mode—the operation takes 5-10 minutes.
on the “OS verification is OFF” screen to boot your Chromebook.
Alternatively, wait 10-20 seconds, and your Chromebook will automatically boot into Developer Mode after making a loud beep.
Now that your Chromebook is in Developer Mode, proceed to the next step to find passwords to previously connected Wi-Fi networks.
to launch the Chrome Shell command-line interface/terminal.
Type or paste shell in the terminal and press
Afterward, type/paste sudo su in the following line and press
Type cd home/root and press
Type ls, press
, and copy the code string in the next line.
Next, type or paste more shill/shill.profile and press
You should see information about Wi-Fi networks saved on your Chromebook.
Locate a Wi-Fi network and copy the characters after the colon on the “Passphrase=rot47:” row.
The characters are the encrypted password for the Wi-Fi network. Run the command in the next step to decrypt the network password.
You should see the password to the Wi-Fi network on the next line.Find Wi-Fi Passwords on Other Devices
Try using Android Wi-Fi password reveal apps if you can’t check Wi-Fi passwords via Google Chrome or Developer Mode. Finding Wi-Fi passwords in Windows and macOS is more straightforward. If your Windows or Mac computers use the same Wi-Fi network(s) as your Chromebook, check the network’s password on your other device(s) instead.
blog / Project Management What is the Best Project Management Software and What are Their Benefits?
Project management can be difficult in today’s fast-paced business environment, especially if you’re still relying on manual methods and outdated tools. Fortunately, many project management software solutions are available to help you streamline your workflow, improve collaboration, and increase project efficiency. We look at the best project management software solutions on the market, their key features, and their benefits, and pick the best one for your needs—whether you’re a small business owner, a project manager, or a team leader.What is Project Management Software?
ALSO READ: What is Project Management and How to Become a Successful PMBenefits of Project Management Software
Project management software simplifies project planning and execution, making it easier to track progress, identify potential issues, and make necessary changes.
It improves team collaboration and productivity by centralizing project information and allowing team members to communicate and collaborate in real time.
Improved time management:
Scheduling and time management can be improved by providing tools for managing tasks, deadlines, and resources.
Team members can be held accountable for their assigned tasks and deadlines, making it easier to identify areas for improvement and ensure project completion on time.
Increased transparency: T
eam members, stakeholders, and clients can have more transparency and trust as they have access to project status updates and progress reports.
It also helps reduce project costs and increases profitability by improving project efficiency and minimizing potential risks.The 5 Best Project Management Software Solutions
Here are five popular project management software solutions that industry experts and users frequently recommend:Asana
Unique feature: The timeline view in Asana project management software is a unique feature that provides a visual representation of a project’s tasks and their timing. Users can see their project plan at a glance, adjust task timing using the drag-and-drop feature, set milestones to mark key points, and add dependencies between tasks using this feature. As a result, Asana’s Timeline view can assist users in better understanding their project schedule, identifying potential issues, and communicating the project plan to stakeholders; it is a powerful and intuitive way to manage project timelines and ensure project success compared to other project management software.Trello Basecamp
Basecamp is a web-based project management software that offers tools for task management, project management, and team communication. In essence, it includes features like to-do lists, calendars, and file storage. Basecamp also offers message boards, chat rooms, and direct messages for team collaboration and communication. With a 30-day free trial, Basecamp’s flat pricing model is based on the number of projects and team members using it.
Unique feature: Basecamp project management software is distinguished by its all-in-one approach to project management, which includes a wide range of features and tools in a single platform. In fact, it combines project management tools such as to-do lists, schedules, group chat, document storage, and automated check-ins into a single platform, making it a comprehensive project collaboration tool.Jira
Project management software is a must-have for any organization looking to streamline its project management processes, improve collaboration, and boost project efficiency. Thus, when choosing a project management software, keep in mind your organization’s specific needs and requirements, and the features and pricing plans provided by each software solution. To learn more about project management, you can check out Emeritus’ project management courses in collaboration with the best universities around the globe.
By Siddhesh Shinde
Write to us at [email protected]
Update the detailed information about How Software Saved A Stealth Fighter Jet—And Its Pilot—From Crashing In Alaska on the Minhminhbmm.com website. We hope the article's content will meet your needs, and we will regularly update the information to provide you with the fastest and most accurate information. Have a great day!