Response: The Few, the Proud, the Infantilized

This post is a response to Professor Fleming's article, The Few, the Proud, the Infantilized, published earlier this week.

It is by no means enough that an officer of the Navy should be a capable mariner. He must be that, of course, but also a great deal more. He should be as well a gentleman of liberal education, refined manners, punctilious courtesy, and the nicest sense of personal honor.

--- John Paul Jones

I read Bruce Fleming piece entitled The Few, The Proud, the Infantilized. The knee jerk reaction of many of my fellow service academy graduates might be, as was said in A Few Good Men, "I would rather you just said thank you, and went on your way. Otherwise, I suggest you pick up a weapon, and stand a post." However, I want to add some deeper insight. Some of Fleming's premises are right, but many of his conclusions are wrong, or, at least, incomplete.

As a Naval Academy graduate, I can tell you that Fleming is spot-on with his facts regarding the perception of midshipmen. From his articles and his book, Annapolis Autumn, I'm amazed at how much he gets right. He has the pulse of the Brigade of Midshipmen but without adequate context. Annapolis needs smart people who think differently, and, as painful as a pill it is to swallow, Professor Fleming's presence at the Naval Academy helps to keep us thinking critically about that institution.

Costs and Insights

Mr. Fleming has extraordinary insight into the inner workings of the U.S. Naval Academy's academic machine. He has been a professor at Annapolis far longer than any superintendent, commandant, or academic dean has been in charge. He has probably seen a few mistakes made at my beloved alma mater; no system is perfect. However, the downside of his overexposure to the Brigade is that Fleming has become a perpetual midshipman.

Without a doubt, a four year education at a service academy costs more than NROTC or OCS. However, his conclusion to eliminate or "repair" the academies, is shortsighted. I see Professor Fleming as a liberal thinker at a conservative institution; yet his propositions are too conservative in nature, while other comments, such as "Most of what the Naval Academy's PR machine disseminates is nonsense," are exaggerated.

Fleming needs to take a holistic view of the service academies and their function within the military. I greatly disliked the Naval Academy when I attended it; but, you would be hard pressed to find a graduate who, after completing their military obligation, still maintained the same view of their respective service academy that they held when the attended it.

The U.S. military has many pipelines to become a combat officer. As Lieutenant General Victor H. “Brute” Krulak wrote, in 1957, to the Commandant of the Marine Corps:

...in terms of cold mechanical logic, the United States does not need a Marine Corps. However, for good reasons which completely transcend cold logic, the United States wants a Marine Corps. Those reasons are strong; they are honest, they are deep rooted and they are above question or criticism.

Replace the words Marine Corps with service academy in the above quote and it is equally valid.

Things are not always what they appear. From the hottest fire comes the strongest steel is an old cliche with a deep truth. As a midshipman, we are put through trials and tribulations. Military indoctrination is the most extreme physical, academic, and emotional roller coster ride that one can experience at such a young age this side of combat or being a POW. On the surface, Plebe Summer may look like sadistic hazing. Every plebe is systematically set up for failure. They are scorned, yelled at, and punished. More stress and negativity is compressed into several weeks than is imaginable. Can this humiliation be productive? Just ask a graduate. Analyzing this and drawing negative conclusions, without experiencing it, is incomplete.

What other academic institution of comparable size has such laser focus on the product it produces? None come to mind other than private military schools. More generals and admirals now ascend to flag officer rank not because the service academies are worse at what they do, but, rather, it is, I believe, because the other commissioning pipelines have vastly improved over the decades.

Learning the Untaught

At first, I took exception to Fleming characterization of service academies as a military Disneyland. But, then I reflected on my time as a plebe when I, too, thought the same thing and nearly quit so I could return to being a corporal in the Marines. That would have been shortsighted. I am much better off for sticking it out.

The problem is that Fleming is standing too close to only one side of the equation without being able to visualize the bigger picture. He only sees the academic portion of the pipeline without participating in the full experience that extends past graduation. I cannot convey strongly enough the importance of what I learned at Annapolis that was never explicitly taught. Rather, it has to be experienced; and not in a classroom or on campus.

For example, Fleming comments on sleep deprivation. Sleep deprivation taught me my capabilities and limitations of what I can and cannot accomplish when physically, mentally, and emotionally exhausted. In a civilian school, I would have simply slept in and skipped class. Midshipmen who skip class are punished for being AWOL. Most civilian school graduates who did not experience what I did in this area had to learn their reactions later in their careers; perhaps at follow on training after they were commissioned or when they were in an operational environment. It is much better to learn it in a safe academic setting where the repercussion of failure is minimal. Learning from failure is a huge part of success.

My entire view on ethics was shaped as a result of what I learned in leadership classes at the Naval Academy. Mandatory leadership and ethics classes of this caliber are few and far in between at civilian schools. For example, I was explicitly taught when it is, in fact, okay to lie and be deceptive; and I try to remind others of the same: http://web.joemoreno.com/ethics.pdf

"But the students I respect the most tell me that those who succeed do so despite the institutions, not because of them." Ahh, no truer words were spoken by a midshipman. I know the sentiment. Even as a "firstie" (senior) preparing for graduation, I too resented the Academy. I didn't just mark the days until graduation, I memorized them. But, alas, midshipmen are held to a higher standard than their peer college students while giving up more liberties than could be imagined. We don't do it because it is easy; we do it because it is hard and, ironically, we end up taking pride in what we hate. It's a great honor for an active duty academy graduate to return to their alma mater to serve in uniform five, ten, or twenty years after graduation. I would be eager to see professor Fleming anonymously interview these returning active duty alumni a decade after graduation.

Mark Twain's sentiment about his father can be similarly applied to a midshipman:

When I was a boy of 14, my father was so ignorant I could hardly stand to have the old man around. But when I got to be 21, I was astonished at how much the old man had learned in seven years.

Better or Worse?

Is a service academy graduate better than an OCS or NRTOC graduate? No, but, the individual service academy graduate is, without a doubt, a better officer for having attended a service academy.

Many standards at the service academies are higher than both civilian schools and the military, in general. I've seen midshipmen expelled from Annapolis for academic or conduct issues only to embark on a long, honorable career in the Navy or Marine Corps. I have also seen other students voluntarily decide that Annapolis wasn't for them, only to attempt, and fail, to follow another pipeline to commissioning. I would speculate that the tolerance of wrongdoings which Fleming witnessed at Annapolis were failures of the institution's human leaders, not the principles of the institution.

Just like Fleming, I am personally very close to this issue. If it were not for Annapolis, I would not have become a Marine officer. In high school, and three years later when I applied to Annapolis, my SATs were 950, combined, out of 1,600, both times. That score put me in the bottom 36th percentile academically. When I sought admission, in 1988, the Naval Academy was the most competitive school in the nation with SATs averaging around 1,200 (if my memory serves). I graduated in the bottom half of a so-so high school. I was rejected by all the four year universities and two year community colleges I applied to. I had no motivation for college. Yet, despite this lack of self-discipline, I excelled in a military environment. Had it not been for the Naval Academy, I would not have graduated with a bachelor's degree from any other institution within four years.

For many of us, the structure provided by the service academies is so important that it literally means the difference between success and failure. In this area, I frequently think about the success of Buzz Aldrin, West Point class of 1951. Once his disciplined structure was removed, after leaving NASA and retiring from the military, his depression demons surfaced. It's amazing what one can accomplish when he or she has the full force and good faith of the U.S. government behind him or her.

I cannot stress to Fleming strongly enough that he is only seeing the tip of the iceberg. He is looking at a newly born baby and concluding that it is less capable than any other animal which can walk or swim right after birth. Judging the product of a service academy primarily by interacting with cadets or midshipmen is like judging a person's career at high school graduation. Midshipmen can be misinformed and hold on to those misbeliefs for a long time. Unlearning mislearned lessons usually requires a paradigm shift – one that midshipmen won't experience until years after graduation.

Service Academy Flaws?

It is easy to follow leaders. It is harder for leaders to lead followers. But, there is no harder leadership task than leading your own peers. Your peers see all of you, 24/7. Your motivations and beliefs must be pure in order for them to follow you. I think Fleming completely misses this experience. In the short term, an officer may fool both a senior or subordinate but it is nearly impossible to fool one's own peers.

All will agree with Fleming that the service academies should reduce their worst flaws. But, it is not obvious what those flaws actually are, especially from the view point of a midshipman. And we need to approach change very cautiously. Regardless of national politics, no other country, or the U.N., maintains the same global commitments and responsibilities as the United States. A mistake in training our military service members cannot be fixed with a software update. We all know what is at risk. We can make the right decision for the right reasons and still get the wrong result if poorly executed. 

Perhaps, one day, the service academies will outlive their usefulness; but it will be obvious as applications decline and interest is lost. When the service academies become the telegram or slide rule for combat officer commissions, it will be apparent. But, in the mean time, we should keep in mind, as Fleming points out, that the service academies are a means to an end, not an end itself. 

Childhood Communications

Yesterday, I read Ernest Hemingway's A Day's Wait. It's about a boy who is waiting to die from the flu. He has a temperature of 102°. He heard that any temperature over 44° was deadly. For an entire day, he simply waits to die, not understanding the difference between Fahrenheit and Celsius. Once he learns the difference between the two temperature scales and that he's not going to die, he simply goes back to his every day routine, but he's a bit more sensitive to the world. Children are resilient like that.

This story reminds me of two events in my life. The resiliency part brings back a specific memory when I was five years old. It was the first time my parents took me from Brooklyn to Huntington to show me the new house that we were going to be moving into. When my father told me that this would be our new home, I cried as we stood on the front lawn.

I asked him, "What about my friends?" I was obviously upset that I'd be leaving my "life long" friends of just a couple years.

My father hugged me and said, "You'll make new ones."

That thought hadn't occurred to me. I could simply make new friends. As soon as he said it, it all made perfect sense and I was completely over the trauma of moving to a new world.

Miscommunications
When I was about seven years old, I experienced the biggest miscommunication of my childhood. My parents were born in the mid 1930s and they grew up listening to radio programs like The Shadow, The Lone Ranger, etc. In the early 1970s, when I was about seven years old, they bought some cassette tape recordings of the old radio shows. One night, I sat with my entire family in our downstairs basement, which was laid out for entertainment. It was a game room with a wet bar, piano, organ, pool and ping pong table as well as a quadraphonic sound system.

One of the recordings that we listened to was Orson Welles' radio drama of H.G. Wells' novel The War of The Worlds. The broadcast talked about Martians who had landed in Grover's Mill, NJ. I knew that we were listening to a recording of a radio broadcast from decades ago. And I knew that New Jersey wasn't very far away – I had been there frequently. But, I also knew if Martians had attacked us in the past, so close to our home, that it could happen again.

So, when I asked my parents, several times, if these events had really transpired, they unknowingly answered, "Yes."

Obviously, they were answering the wrong question. I was asking if Martians had really attacked us. They heard me asking if this performance had really been broadcast over the radio.

I was reliving the panic of October 30, 1938, when many in the public thought the dramatic broadcast was real and fled their homes. Many listeners sued the network for "mental anguish" and "personal injury," but nearly all were dismissed. The newspapers may have played up the extend of the panic, but to me, and those before me, it was real.

I was terrified and, unlike the resilience of finding new friends, it took me a while to get over the fear of Martians.

Contextual Menus

When I worked at Apple, my boss's boss was discussing UI/UX design with Steve Jobs in meeting about the Apple Online Store. Steve commented that contextual menus had become the "dumping ground" for the lazy designer.

After upgrading to OS X 10.8.2, last night, I noticed two things. They weren't new things, but they jumped out at me.

First was that Mac OS X is no longer Mac OS X, it's now just OS X. I had heard something about this rebranding earlier this year, but this was the first time that I actually noticed it. In 2001, when I spoke at WWDC, it was beaten into us that we had to refer to it as Mac OS X.

The second thing - and this one's minor - is that the order of items on Mail's contextual menus could be better arranged - much better arranged.

Specifically, when right clicking on an e-mail account the Erase Deleted Items/Junk Mail should be near the very top. In other words, they should be one of the first choices since they're the most common options selected. Personally, I think the New/Rename/Delete/Export Mailbox options probably don't even belong in this contextual menu since they're so rarely needed.

But, that's just my 2¢. There may be a good reason that I'm overlooking.

Yet Another Aviation Lesson Learned

This past weekend, I flew down to Norfolk, VA. I was surprised that it was actually cool when I left Morristown, NJ but the forecast called for highs around 90° F so I knew that it would be warming up.

I had never flown into Norfolk International Airport and I hadn't printed out a hard copy of the approach procedures or taxi diagram since that information was on my iPad.

It was very pleasant at my cruising altitude of 6,000'. But, I could feel the heat and humidity when ATC stepped me down to 3,000' as I approached my destination. I realized that it would be an uncomfortable ten minutes, once I landed, until I reached my tie down spot and opened the door. Most small planes don't have air conditioners – it's all about the weight – so the only air movement inside the plane happens when it's flying.

As I touched down, the tower told me to expedite a turn onto the taxiway because there was a jet on short-final approach behind me.

I had already brought up the taxi diagram on my iPad so I knew exactly where I was and where I needed to go. Then, within 30 seconds of landing, the iPad display went black and it shutdown. It had overheated.

Obviously, this isn't an emergency situation but my heart did skip a beat as I evaluated my options before ground control told me to move. I figured, worst case, I could inform ground control that I needed progressive taxi instructions to the terminal, but that would be hard on my ego. After all, I didn't want to seem unprepared. Luckily, I remembered that I also had the taxi diagram on my iPhone. The electronic taxi diagrams are very handy since they not only display the layout of the airport's runways and taxiways, but they also mark your exact location, via GPS, within a couple meters.

As I brought up the taxi diagram on my iPhone, I wondered if it, too, would shutdown due to the heat. Luckily, it didn't, but this is a scenario I will be better prepared for, next time.

Last Weekend's Aviation Lessons Learned

26 mile flight turned into 196 miles.

A college classmate, who used to fly F/A-18s in the Marines, is now an airline pilot with well over 10,000 hours under his belt. He made a comment, last year, that no two flights are the same and there's always something to learn. I was safely reminded of his axiom, this past weekend.

I took a buddy, who was visiting from out of town, on a flight to Sussex Airport that's about 20 minutes away. The clouds were dissipating as the afternoon progressed. Just to be on the safe side, I filed an IFR flight plan and expected a direct route, via ATC vectors, to our destination. When I was issued my clearance I discovered that my 20 minute flight of 26 nautical miles (nm) had turned into a nearly two hour, 196 nm flight.

The first lesson I learned that day was not to take for granted the route that ATC will issue through busy airspace. Another lesson that I didn't learn until I got home was to always recompute fuel requirements when there's a change to your flight plan. I didn't top off my fuel tanks before I left my home airport since I was only expecting to fly about 20 minutes to a place where the aviation gas was significantly cheaper. However, even though I had almost three hours of fuel on board, it still should have crossed my mind. But, before leaving, I decided to turn down the clearance that I was issued (which is perfectly allowable).

When I took off from my home airport of Morristown the weather was clear so I simply flew my route visually. About 20 minutes later I learned an even more important lesson. Since Sussex Airport doesn't have a control tower, I flew directly over it at 800' above the traffic pattern altitude. This procedure gives the pilot an opportunity to check the wind sock and runway conditions for any glaring problems. But, since I didn't suspect any issues at the airport, I wasn't looking for anything in particular. Everything seemed fine as I announced my position on the traffic advisory frequency until a voice recommended that I not land at Sussex Airport since a "plane had crashed" at the far end of the runway.

Obviously, this seemed like good advice, so I turned around and, as we overflew Sussex airport on the way back to Morristown, we took a harder look at the runway. While we could see a King Air airplane at one end of the runway, there was no way to know that it had - as I found out today - landed with its landing gear up. In other words, the King Air pilot, who was returning to the airport after dropping off jumpers (parachutists), simply forgot to deploy his landing gear and he landed on the belly of the plane.

You might be asking yourself, "How does a pilot forget to put down the landing gear?" That's a great question since an alarm will go off if you forget to put it down as you can hear in the following video. But, it happens more frequently than you'd expect.

And don't take for granted that the runway's clear before landing.

Waiting on line online

In today's online world of e-commerce, slammed servers are the equivalent to waiting on line.

A buddy of mine that I've known since middle school is a lifelong Doctor Who fan. Yesterday, he called me and asked if I could order him some tickets for a Doctor Who movie showing later this month in New York City. I said that it wouldn't be a problem.

Instead of setting a time for the tickets to go on sale the announcement was made via Twitter. The link in the tweet lead to a bit.ly link which redirected to clearviewcinemas.com. But that website was struggling under the load. Once it did load (if it did), there was a description of the event with a link to purchase the movie tickets on movietickets.com. All the traffic flooding into movietickets.com brought down their entire website.

Even with all the benefits of the online world, queuing up and waiting on line at the theater would have been your best bet - we've only decentralized the problem. But, at 11¢ per ticket, how could you go wrong and not at least give it a try.

How I Lose Weight

I'm fortunate that my weight hasn't fluctuated much since college. But, from time to time, it might creep up 10 or 15 pounds which needs to be knocked back down. I've always believed that you don't gain 100 pounds without first gaining 50 pounds without first gaining 25 pounds, etc. So I try to remain vigilant. I enjoy running, so imagine going for a three mile run while carrying two five pound weights - being just ten pounds overweight will definitely slow you down.

Eat less and workout more is what needs to be done. But that's an oversimplification - it takes more than physics to successfully lose weight, there's a huge physiological and psychological part. My goal when losing weight is to do it without increasing my workout routine.

Fats vs Carbs
The key when deciding which foods to eat is to pay attention to the energy macronutrients (carbohydrates, proteins, and fats), before looking at the micronutrients (vitamins, minerals, antioxidants, etc). Traditionally, we think that low fat or no fat is good but consider which of the following is healthier: eating a tablespoon of sugar that's completely fat free or eating a tablespoon of flaxseed oil that's 100% fat.

When it comes to fats and carbs, it's important to recognize the difference between good ones and bad ones. The nice thing about fats is that they give you a full feeling when you eat them but you want to stick to eating unsaturated fats while staying away from trans fats.

With carbs, you'll want to eat complex carbs (high fiber) instead of refined simple carbs like sugar. The problem with eating simple carbs is that your body burns them up right away. In the world of carbs, simple sugars are like barbecuing with only lighter fluid whereas complex carbs provide the slow burn you get from charcoal.

My Experiences
Over the years, I've tried different techniques and, in the end, it's a matter of finding what works. I've made a few surprising discoveries. Most people will weigh themselves the same time, everyday - usually first thing in the morning. It's not unusual, when dieting, to notice a pound, or more, difference from one day to the next. While this looks like progress, don't be too quick to celebrate because it's not a pound of fat that you lost.

In theory, a pound of fat requires burning about 3,500 calories more than you've consumed. That's a big calorie deficit from one day to the next. A 200 pound person would have to run a marathon to burn that many calories.

So, where did that missing pound come from? It's mostly water weight but that's still a good thing as long as you're drinking water and staying hydrated. Ironically, you'll need to drink plenty of water to keep the fat burning process going smoothly.

Getting Started
The key to this diet is to make it a lifestyle. It starts with two weeks of indoctrination where you consume virtually no carbs that puts your body into a state called ketosis (more here) which weens your body off of carbs and simple sugars in a healthy way. When I do the two week indoctrination, I typically lose almost a pound each day. Also, since it only lasts for two weeks, it's not as unhealthy as it might seem when it comes to cholesterol, blood pressure, heart rate, etc. On the contrary, I find that these health indicators also drop with the weight loss - and I'm only loosing 10 - 15 pounds.

After the first two weeks, I start to introduce more carbs into my diet without bingeing. The key is to look at the nutritional information on the foods that you're eating. The downside is that you have to be very careful when eating out. Fortunately, if you find that this weight loss technique works for you then there's no shortage of foods to make it easier designed by Atkins, PR Nutrition, The Zone, South Beach, Philip Maffetone, etc.

I don't want to sound fanatical about a low carb diet. Most any diet will result in some weight loss since it restricts what you eat. I've simply found that the low carb solution works for me. "Low carbs" generally means that, after the two week indoctrination, no more than 40% of your calories come from carbs while the other 60% is split evenly between fat and protein. For this reason, it's sometimes referred to as the 40/30/30 diet.

What About Exercise?
Obviously, exercise is important. But, don't suddenly increase your workout routine and expect the weight to melt off. Actually, whenever I increase my runs substantially, I notice a weight increase over the following week or two. I suspect that this is due to two things: my body retaining more water due to the added stress from the increased workouts and my increased appetite.

While exercise is important in the long term, consider that running a mile might burn 70-110 calories. If you walk that same distance, you'll burn more of it as fat instead of carbs. Regardless, if you cover three miles you'll burn up to 300 calories. That's less than a single Boston Kreme Donut. Trust me, it's easier to skip the donut than to find the 60-90 minutes it takes to run or walk three miles (keep in mind that you'll need a shower if you run three miles, which also takes time.) Cutting back on 300-500 calories every day, without feeling hungry, is much better and it's surprisingly easier than you'd think during the two week indoctrination, especially when eating tasty nutrition bars. Reducing 500 calories, each day, equals one pound of fat per week.

Keeping it Off
Keeping the weight off is always a challenge. Our bodies appear to have "set" points. In other words, our body likes to maintain the average weight it's been at during the past few months. So, if you can keep the weight off for six to nine months then you should be "set" unless you completely fall off the wagon.

An Everyday Plane Crash

Click to view video

Most four-seat single-engine airplanes can't actually carry four adults with full fuel tanks, especially in the summer.

There are three "enemies" to small, single-engine, airplanes: heat, height, and humidity. A piston engine aircraft's performance severely degrades as these three factors increase.

The plane crash video, above, is unique in its clarity, first person point of view, and the fact that everyone survived.

The passenger in the right seat stated to the NTSB that the plane was unable to climb more than 60 or 70 feet above the ground before experiencing a down draft as it collided with the tree tops.

Investigation
My initial reaction, when I saw this video, was that the plane was overloaded for the prevailing weather conditions. While drafting this blog post, my buddy, who's a commercial pilot / flight instructor, and I researched the airport and weather conditions as well as the aircraft's performance specifications. The key variable we didn't know was how much fuel was aboard the aircraft, for weight considerations, as we speculated the cause of the accident.

The airport that they departed from was 6,370' above sea level, "on a high mountain valley surrounded by mountains," and the temperature was about 80°F. It's possible that the airplane may have been climbing, relative to sea level, but the ground was sloping up faster than the plane was climbing. Also, after running some back of the envelope calculations, we figured that it would be very easy for this airplane to be outside its operating envelope for ideal conditions, let alone the conditions at the high, hot, departure airport. I'd be surprised if the FAA investigation doesn't mention these factors in its final report in about 12-18 months.

Experience
I experienced the high, high effects for the first time as I piloted my plane out of Las Vegas, last August, while carrying four adults. Fortunately, for me, my aircraft could handle these conditions since it was operating within its performance envelope. However, it was extremely obvious that I couldn't climb very fast. Air traffic control, who's used to seeing this type of degraded performance in the Las Vegas desert, simply had us circle a few times so we could gain enough altitude to get over the mountains on our way back to San Diego.

Plane crashes, like the one in this video, happen almost every day. Many are minor and most go unnoticed except by the local media. As a matter of fact, on the day this video was recorded there were six other plane crashes in the United States resulting in five fatalities.

Working For Another Big Company

I just watched a video that was recorded last Tuesday of Harry McCracken moderating a discussion with Ken Segall. Segall worked very closely with Steve Jobs, for many years, at Apple's ad agency.

Segall raises a great point about the key difference between Apple and other big tech companies which was originally stated by Jony Ive: Apple doesn't set out to make a profit, rather, the company sets out to make great products and if they do that well, profit ensues.

Ok, so what? That's no secret, is it?

Segall goes on, in the video, to contrast Apple's attitude with Dell's where the latter focuses on measuring clicks throughs.

Apple's key focus, since Steve Jobs' returned in 1997, was simply to provide the best possible user experience.

So, why do so many companies not "get it?" It's not what Apple does, it's how.

A big part of it is that many big companies misprioritize their focus. Specifically, the CEO works for the board of directors and they, in turn, answer to the shareholders. The company's focus is on maximizing shareholder value every quarter.

But, ultimately - in the long term - it's the customer who decides the profitability of any company. If you have something the customer is eager to pay for then you're golden.

Trust me when I say that your customers aren't going to pay you because you increased click throughs on your website by 10%.

Steve had the luxury of answering to a very friendly board of directors and he simply paid lip service to the shareholder's short term desires. It's not easy to amass this much power. When Steve returned to Apple, he fired nearly the entire board.

How many people, other than Steve Jobs, were concurrently the CEO of two multibillion dollar companies for years? I cannot think of a single person.

Need More Bandwidth

Ten years ago, I signed up for AT&T's top of the line business class DSL in Carlsbad. It's worked very well with five static IPs and 5 Mbps up / 600 Kbps down. With proper optimization, the servers on this circuit could handle 75,000 unique visitors each day. All of my professional and personal needs we met.

Last fall, I signed up for Optimum's residential service in New Jersey which is amazingly fast as you can see in the graphic. Faster than FiOS and "faster than 95% of the US."

The problem is that we keep needing more bandwidth and slowing down feels like going back in time. It feels so "dial up."

In the past, I've optimized the Carlsbad business servers by pushing static resources into Amazon's cloud. But, I've noticed a recent problem with only 600 Kbps up. When I'd get home, after taking photos with my iPhone, they'd sync to iCloud. Surfing the web, during the automatic iCloud sync, is painfully slow and there's no way to optimize this process. I think it's time to find a faster connection for Carlsbad, unfortunately, there are only a couple choices.