Those *actual experts* were qualified only to testify about Lockheed's repair techniques (that the plane would be rebuilt to specs). However, they were not qualified to testify about whether or not the panel came from her specific Electra, as it could have received post factory modifications of which they (the experts) were unaware.
What did you tell them, when you called? Did you advise them that you were transferring an OEM copy to a new machine? 'Cuz you are violating the license, as Luckyo pointed out . . . getting away with it doesn't change that fact.
Except that you can get a few more years out of an existing machine, and you'll want/need to upgrade your system by the time you upgrade the OS again - this time to Windows 10. I've taken this approach for a few friends who didn't want the security risks involved with XP, but who also didn't want 8.x. (Another friend's box was too old - it was bought the year XP was released - and so we replaced it with a $300 refurb with Win 7 included).
BTW, how often do you think the average user transfer the OS from one PC to another?
You might want to Google "Piercing the Corporate Veil."
No, that's "whoosh".
They are offering a product at a proposed cost. How is this not advertising?
You left out the "vibration rich atmosphere of a car." Yeah, I've owned a few clunkers that would vibrate the cigarette lighter out of the socket, bot I'm not at all convinced that you will find any vibration in the Tesla's panel. Aren't the vibes somehow connected to the number of cylinders?
That sounds more like a Mechanical Turk - and what would Amazon have to do with a Mechanical Turk?
A bit of history: the 2 x 4 nomenclature is the size of the plank that is initially cut from the log. The reduced size is primarily a result of the wood drying out. This has lead to our oddball system where planks are listed with oversize numbers, but finished wood or plywood by actual dimensions.
The problem only affects electronic displays. Aircraft with the displays are still required to have "steam gauges" - the old fashioned instruments (airspeed, attitude, altitude, etc.) which are physically driven by direct sensors (such as the pitot tube which measures airspeed). A couple of these instruments (artificial horizon, direction indicator) can be seen in the picture in the article, between the second and third display screens.
The likely concern is that there is a reaction time required in order to revert to the manual instruments in the event of a screen failure. This shouldn't be a problem for a trained pilot, but the Korean airline crash in San Francisco was a classic case of trained pros getting it wrong . . .
The ones that I've noticed (specifically speaking of over wing exits) had the hatch being removed inwards, and then being dumped on the wing. But I don't fly a lot, and I don't recall what models I was in.
BTW, the new Boeing does have an outward opening door, apparently a sort of a gull wing action that lifts the door up and over the exit, out of the way.
The Martin Mars can drop 600 gallons compared to the 12,000 gallons of the DC-10.
No, it carries 600 gallons of foam concentrate alone - it scoops up 7,200 gallons of water each time, and can make a pass every fifteen minutes. I think this throws your comparison off by a wee bit . . .
The Martin Mars (as mentioned elsewhere) has the option of mixing retardant en route - up to 600 gallons of concentrate, enough for up to 21 drops. IIRC, other aerial tankers can do so as well.
And yet, emergency doors typically open inwards.
A nit to pick: the batteries are different; it is the cells that are the same.
There are two ways to write error-free programs; only the third one works.
