The release version is frozen in time, essentially. The only thing that a named release will get is security and some other important updates. As for stable, testing, and sid:
stable always points to the current named release (today squeeze, later something else). When the new release is released, if you are running stable, an apt-get dist-upgrade will pull down the new release.
New package versions are pushed into sid. Sid can be frustrating because you might update to a package with broken dependancies or other issues that will not install. Give it a few days and it'll probably be fixed.
After some period of time in Sid, those packages move to testing. Testing is where I run, as it is continually updated and I have not observed many instances of breakage. When its time for a release, testing goes through a freeze and then becomes stable. Or something like that.
If you want stability, run stable. If you want cutting edge, run sid. If you want a reasonable mix of both, run testing.
Imho, active noise canceling is one thing Bose is actually good at. I've used their QC-2, QC-15 and X aviation headset, as well as active sets from Sennheiser, Lightspeeed and David Clark. I prefer the QC-15 for personal use and the lightspeed in the airplane (though I hear the new bose aviation headset is even better, I have not been able to try one yet).
The images are all allegedly of the 13" model where space is a premium and they combined the ports to save space. I imagine the 15" and 17" will have separate mini-display ports and thunderbolt/lightpeak ports.
Why fear? I personally use a macbook and have it setup to run Matlab, Maple, Grads, gnuplot, octave, R, NCAR graphics/ncl, CERN's root stuff, Vis5D+, full utilities to manipulate netCDF 3/4 and HDF 4/5 files, GEMPAK, ldm. I havent tried running WRF on this machine yet (still confined to my linux machines) because my laptop would probably melt if I tried.
Get fink and ports installed and start installing useful programs and mac is just as good as a linux box for science.
Actaully no, IE8 is the only program you mentioned that actually needs an i7 920 and 12 gigs or ram to properly execute.
The rest of your post is like a word problem, "Sally has 5 fish, 2 turtles and a cat. How many cats does Sally have?." That is to say, completely irrelevant to the question at hand.
Using putty to justify a multiple core machine, quite hardcore...
You are getting copyright and patent confused. Copyright protects the words, not the process. Copyrighting a software program used to be registered with the same form a book was. If they cut and paste a bunch of copyrighted code, that is infringement. If they change it slightly, that is an unauthorized derivative of the work. They can however come up with a clean-room solution where someone who has never seen the code comes up with something that looks exactly like it, and that is not infringement because they did not copy the code.
Patents on the other hand dont protect the implementation, they protect the idea/process that is being implemented. In that case no matter what language/program/style/etc you wanted to use, if you implement a patented process you are opening yourself up to lawsuits. This allegation has nothing to do with patents though.
Speaking of chemtrails, what's the explanation for the "contrails" cutting off as the plane continues to climb? Anyone? It's not covered in the FAA's brochure on contrail formation that they brought out to try to kill the chemtrail conspiracy theory.
Our engines put out particulate matter as a byproduct of combustion (same as your car). If we fly through an area with high enough relative humidity, then water will condense on the particles and form "contrails". If you look at a temperature and dewpoint sounding on a Skew-T/Log-P chart, you can see that both vary quite a bit with altitude and form distinct layers (in reference to moisture content and stability). Some combinations are good for forming countrails, some are not. Remember, a contrail is just a specific kind of cloud, and so the reasoning is the same as "why does a cloud form here, but not also here?".
But take my word with a grain of salt, since I am both an airline pilot and study meteorology.
Also, the article poster's example is pointless. aircraft operated under part 121 (airlines) are not required to carry ELTs of any sort, 121.5 or 406MHz. They are flight followed by dispatchers on the ground who know where the plane is at all times, as well as in this case, being radar identified by the new york tracon (N90).
forgive me if i'm mistaken, but SSL is used to encrypt and the post i replied to was specifically in reference to signing a document. I recognize your argument with wikileaks and agree that in that context it is stupid. At the same time i stand by my point that distributing a private key pretty much negates being able to sign a document with the purpose of trust.
This is all about the web of trust and authenticating data. Why does it matter that the sender keeps their private key private?
because, like you say, its about trust and authentication. The only way that is possible is to sign with a private key and keep it private. If you sign with a private key and then distribute the private key, then anyone can sign the document as that person and you no longer have a signature that is meaningful.
Dynamic IP addresses are used because its the only possible way to do it without having techs setting up every joe six pack or grandmothers computer. DHCP can be used to assign static addresses and it would be transparent to the end user.
(1) I can't easily believe it's more efficient. Granted, you use a fair amount of energy raising a jetliner to 40,000 feet, but it can't be that much, compared to what you need to use to keep it levitated and push air out of the way at 600 knots for hours and hours -- and a maglev train needs to do that, too. Indeed, air resistance is surely much higher on the maglev train, which has to operate near sea level instead of at the significantly lower air pressures in the stratosphere.
I fly a relatively small airplane (max gross takeoff 53000#). Total fuel flow when we set the thrust for takeoff is 6000#/hr. When climb thrust is set this goes down a bit and when we get to cruise altitude and start accelerating (climbing ~ M.65 and accelerating toward.76-.80) fuel flow can be somewhere in the 3-4000#/hr depending on temp aloft and some other factors. Once we reach cruise speed the fuel flow to maintain that speed is lower, only 2400-2600#/hr total.
You also touch on the benefits of altitude. The speeds you see quoted for cruise speeds are typically true airspeed or groundspeed. Airplanes operate off of indicated airspeed which is derived from the interaction with air molecules. Cruising in the mid 30's @ mach.78 is only around 250 kts indicated airspeed but yields 450 kts true airspeed. True airspeed is the actual movement of the airplane through the airmass but lift/drag effects are predicated upon the indicated speed (as well as the mach number which comes into effect at higher speeds and altitudes). At sea level to have a true airspeed of 450 kts you need to be indicating pretty much 450 kts which would require much more thrust and produce much more drag than achieving that true airspeed at altitude.
yup, i've made it to just a few miles shy of slate run only to be given a due north heading for "ny center airspace avoidance" until they can throw direct hancock at us. Followed up by direct sparta max forward, direct teterboro call the field. I also have a golden meatball on the tail, but im with the guys taking up all the gates over at C-2.
They already give us the choice if waiting it out or reroutes. The call them "Ground Delay Programs" and the cause us to be issued "Estimated Departure Clearance Times" (EDCT for short). If the volume problem is at the destination airport we just have to live with them (daily when you're flying in and out of newark all day). If its weather and the constraint is an arrival corridor they'll reroute us. Sometimes this means instead of coming up over DC we'll be sent west over the pa/ohio border around lake erie and into ny, and then routed from the north down a line from albany to sparta. That will kill the fuel burn....
What this article is about though is the FAA wants to use a computer to predict flow managment around pop up storms and let the computer do all the work. They tried this last summer and i think it lasted all of 2 days before they shut it off and let the traffic management guys do thier job. Which by the way is still a poor job. The TMA units are rumored to be controllers that couldnt hack working traffic on the scopes, and based on the stuff i see daily at work thier flow management isnt so hot either. Nothing like sitting out a 2 hour ground delay only to be given shortcuts all the way to newark, asked for best forward speed and when you finally do get to the airport you're "#1, cleared for the visual, tower's 118.3". makes no sense to me, but im just a pilot, so whatever.
commercial/non-commercial (and the many many subtypes therin) will determine what part of the regulations the aircraft is operated under. The Prefix of the registration number will inidacte the country in which the aircraft is registered.
Slashdot Mirror
The release version is frozen in time, essentially. The only thing that a named release will get is security and some other important updates. As for stable, testing, and sid:
stable always points to the current named release (today squeeze, later something else). When the new release is released, if you are running stable, an apt-get dist-upgrade will pull down the new release.
New package versions are pushed into sid. Sid can be frustrating because you might update to a package with broken dependancies or other issues that will not install. Give it a few days and it'll probably be fixed.
After some period of time in Sid, those packages move to testing. Testing is where I run, as it is continually updated and I have not observed many instances of breakage. When its time for a release, testing goes through a freeze and then becomes stable. Or something like that.
If you want stability, run stable.
If you want cutting edge, run sid.
If you want a reasonable mix of both, run testing.
Imho, active noise canceling is one thing Bose is actually good at. I've used their QC-2, QC-15 and X aviation headset, as well as active sets from Sennheiser, Lightspeeed and David Clark. I prefer the QC-15 for personal use and the lightspeed in the airplane (though I hear the new bose aviation headset is even better, I have not been able to try one yet).
solid angle
The images are all allegedly of the 13" model where space is a premium and they combined the ports to save space. I imagine the 15" and 17" will have separate mini-display ports and thunderbolt/lightpeak ports.
Depends on who you ask, Meteorological winter started 12 days ago.
Why fear? I personally use a macbook and have it setup to run Matlab, Maple, Grads, gnuplot, octave, R, NCAR graphics/ncl, CERN's root stuff, Vis5D+, full utilities to manipulate netCDF 3/4 and HDF 4/5 files, GEMPAK, ldm. I havent tried running WRF on this machine yet (still confined to my linux machines) because my laptop would probably melt if I tried.
Get fink and ports installed and start installing useful programs and mac is just as good as a linux box for science.
Is the symbol for "Ohm" R in India? I think you are the confused one. And so is the guy selling resistors in units of "R".
Actaully no, IE8 is the only program you mentioned that actually needs an i7 920 and 12 gigs or ram to properly execute.
The rest of your post is like a word problem, "Sally has 5 fish, 2 turtles and a cat. How many cats does Sally have?." That is to say, completely irrelevant to the question at hand.
Using putty to justify a multiple core machine, quite hardcore...
You are getting copyright and patent confused. Copyright protects the words, not the process. Copyrighting a software program used to be registered with the same form a book was. If they cut and paste a bunch of copyrighted code, that is infringement. If they change it slightly, that is an unauthorized derivative of the work. They can however come up with a clean-room solution where someone who has never seen the code comes up with something that looks exactly like it, and that is not infringement because they did not copy the code.
Patents on the other hand dont protect the implementation, they protect the idea/process that is being implemented. In that case no matter what language/program/style/etc you wanted to use, if you implement a patented process you are opening yourself up to lawsuits. This allegation has nothing to do with patents though.
The issue isnt eavesdropping, its that the mere act of communicating gives your position away to everyone when wants to know.
Last time I checked there were 7.
Speaking of chemtrails, what's the explanation for the "contrails" cutting off as the plane continues to climb? Anyone? It's not covered in the FAA's brochure on contrail formation that they brought out to try to kill the chemtrail conspiracy theory.
Our engines put out particulate matter as a byproduct of combustion (same as your car). If we fly through an area with high enough relative humidity, then water will condense on the particles and form "contrails". If you look at a temperature and dewpoint sounding on a Skew-T/Log-P chart, you can see that both vary quite a bit with altitude and form distinct layers (in reference to moisture content and stability). Some combinations are good for forming countrails, some are not. Remember, a contrail is just a specific kind of cloud, and so the reasoning is the same as "why does a cloud form here, but not also here?".
But take my word with a grain of salt, since I am both an airline pilot and study meteorology.
Also, the article poster's example is pointless. aircraft operated under part 121 (airlines) are not required to carry ELTs of any sort, 121.5 or 406MHz. They are flight followed by dispatchers on the ground who know where the plane is at all times, as well as in this case, being radar identified by the new york tracon (N90).
forgive me if i'm mistaken, but SSL is used to encrypt and the post i replied to was specifically in reference to signing a document. I recognize your argument with wikileaks and agree that in that context it is stupid. At the same time i stand by my point that distributing a private key pretty much negates being able to sign a document with the purpose of trust.
why should that be an issue?
This is all about the web of trust and authenticating data. Why does it matter that the sender keeps their private key private?
because, like you say, its about trust and authentication. The only way that is possible is to sign with a private key and keep it private. If you sign with a private key and then distribute the private key, then anyone can sign the document as that person and you no longer have a signature that is meaningful.yes, but when you sign a document you use your private key, not the reciever's public key, which is the issue.
"Really, Windows is terrible for programming in C compared to Linux, and so, at least .NET papers over all the crap."
you've never written any code to run under X windows, have you? Not qt/gtk, but plain X, its just as bad, if not worse.
"Verizon Wireless" is the cellphone asshole.
re: airline unions.
find a copy of "Flying the line, volume I" and get back to us on why they arent needed, especially in todays volatile market.
(1) I can't easily believe it's more efficient. Granted, you use a fair amount of energy raising a jetliner to 40,000 feet, but it can't be that much, compared to what you need to use to keep it levitated and push air out of the way at 600 knots for hours and hours -- and a maglev train needs to do that, too. Indeed, air resistance is surely much higher on the maglev train, which has to operate near sea level instead of at the significantly lower air pressures in the stratosphere. I fly a relatively small airplane (max gross takeoff 53000#). Total fuel flow when we set the thrust for takeoff is 6000#/hr. When climb thrust is set this goes down a bit and when we get to cruise altitude and start accelerating (climbing ~ M.65 and accelerating toward .76-.80) fuel flow can be somewhere in the 3-4000#/hr depending on temp aloft and some other factors. Once we reach cruise speed the fuel flow to maintain that speed is lower, only 2400-2600#/hr total.
You also touch on the benefits of altitude. The speeds you see quoted for cruise speeds are typically true airspeed or groundspeed. Airplanes operate off of indicated airspeed which is derived from the interaction with air molecules. Cruising in the mid 30's @ mach .78 is only around 250 kts indicated airspeed but yields 450 kts true airspeed. True airspeed is the actual movement of the airplane through the airmass but lift/drag effects are predicated upon the indicated speed (as well as the mach number which comes into effect at higher speeds and altitudes). At sea level to have a true airspeed of 450 kts you need to be indicating pretty much 450 kts which would require much more thrust and produce much more drag than achieving that true airspeed at altitude.
dremel? use a plasma cutter.
yup, i've made it to just a few miles shy of slate run only to be given a due north heading for "ny center airspace avoidance" until they can throw direct hancock at us. Followed up by direct sparta max forward, direct teterboro call the field. I also have a golden meatball on the tail, but im with the guys taking up all the gates over at C-2.
They already give us the choice if waiting it out or reroutes. The call them "Ground Delay Programs" and the cause us to be issued "Estimated Departure Clearance Times" (EDCT for short). If the volume problem is at the destination airport we just have to live with them (daily when you're flying in and out of newark all day). If its weather and the constraint is an arrival corridor they'll reroute us. Sometimes this means instead of coming up over DC we'll be sent west over the pa/ohio border around lake erie and into ny, and then routed from the north down a line from albany to sparta. That will kill the fuel burn....
What this article is about though is the FAA wants to use a computer to predict flow managment around pop up storms and let the computer do all the work. They tried this last summer and i think it lasted all of 2 days before they shut it off and let the traffic management guys do thier job. Which by the way is still a poor job. The TMA units are rumored to be controllers that couldnt hack working traffic on the scopes, and based on the stuff i see daily at work thier flow management isnt so hot either. Nothing like sitting out a 2 hour ground delay only to be given shortcuts all the way to newark, asked for best forward speed and when you finally do get to the airport you're "#1, cleared for the visual, tower's 118.3". makes no sense to me, but im just a pilot, so whatever.
commercial/non-commercial (and the many many subtypes therin) will determine what part of the regulations the aircraft is operated under. The Prefix of the registration number will inidacte the country in which the aircraft is registered.