That's actually a really good point. If you want to get access to sensitive locations, get hired onto the work crew. Want a key to the CEO's office? Become a janitor.

Cleaners and janitors are a known known issue with physical security. So this is unlikely to work with the likes of the NSA :)

Parent has seen all the proof he needs in "Die Hard II".

This fiction. Mythbusters managed to inadvertantly "bust" the ending too.

No, but commercial aircraft in high traffic areas tend to have TCAS and similar to alert them to traffic, and if on a proper clearance won't run into anyone anyway.

IIRC there are plenty of places where TCAS is mandatory. Even for light aircraft which intend to use that airspace.

Believe it or not, there are other people who stop planes from running into "each other". They're called "pilots". Actual human beings who control the airplanes and where they go.

They also tend to have a direct personal interest in planes not colliding too. They are also not obliged to follow ATC either. There are rules specifically indicating that if ATC and TCAS are in conflict to follow TCAS. Though a pilot might have to answer to all sorts of people afterwards if they said "unable" without a good reason.

You might as well be the person in the back yelling "WHY AREN'T WE TAKING OFF" after a blown tire and abort near V1.

Or even the one in the back of the plane behind the one now stuck half way down the runway until all the wheels on the MLG are changed.

Now, what happens when a nutter cuts the cable going out of the building, or sets it afire? Yeah, it has a serious impact.

Where there is malicious action that can easily circumvent "redundancy". Especially where this involves "insiders" who can know which parts of systems are the least redundant. Since redundant systems are generally intended to be so against random damage.

Not even barring inclement weather. The navigation aids were not impacted by this, only center. Departure and approach were still functional, too. Get an IFR clearance and fly it. You don't have to talk to a center to do that.

It's the getting the clearance which is the issue. Because of the problem the FAA might reject your flight plan. If the flight is effectivly a charter by the FAA then that isn't likely to happen.

loyalty side effects may occur (aka you get what you pay for)

There are also highly paid (possibly overpaid) people who show utter contempt for their employers though.

The problem is, we are trying to adapt CFLs to Incandescent sockets.

Not always too well, since the result can be a a bad fit. Sometimes even a lamp which can't fit in the fixture.

The CFLs you're getting have about the cheapest ballasts that can be made in them and the airflow through them is awful. In an ideal setup you'd have these ballasts elsewhere... where they can remain cool.

Which is how "classic" florescent fittings work. With the ballast typically nowhere near the lamp.

LED is DC, and it needs regulated DC.

LED stands for Light Emitting Diode. So they can be fed AC and illuminate. One way of making a tri-colour LED is to connect a red and a green one in anti-parallel within the same package. Result DC one way red, DC the other way green, AC yellow (actually the illusion of yellow due to presistance of vision).

None of the LEDs in this house have failed so far (after close to three years since installation), so I have no reason to expect that they won't last the rated lifetime.

I've seen one fail. But it looks like it was some of the electronics driving the lamps which literally "went up in smoke".

Now, when you're using it as a water bomber, you're never going to pressurize the cabin, and you've likely made some other major changes.

But you will put a different set of stresses on the airframe through dumping the cargo.

What killed the plane for commercial service is the same thing that killed every other tri-jet. Third Engine meant higher costs both in terms of fuel and maintenance.

There's also the costs of requiring 3 cockpit crew. Unless converted to an MD-10.

Fundamental problem with DC-10 was the poor management. They made a stupid decision to make the cargo door open outward. Designed a complex locking arrangment using pins to be done by the cargo handlers. If not properly locked, the door flies off.

Outward opening cargo doors are common on widebodied aircraft. N4713U, performing flight UA 811, was a 741. Even though the locking mechanism used by Douglas was different from that of Boeing both contained design flaws.

Added to that the airlines were using some home grown procedure to dismount and remount engines. Recommended process called for removing some 198 bolts. Airliners detached three loading pins on the pylon. In the process damaged the pylon. They had the engine on a fork lift truck while someone shouted directions trying to slide in the loading pin. The mistake was by the airlines. DC-10 paid the price for it.

Here too you can find similar problems with both the DC-10 and B747. American Airlines 191 and El Al 1862

Specifically, tidal power period ~ 12.42 hours (in most places), wave power period ~ 15 seconds.

Wave power has the same problem as applies to wind and solar, variable with a strong random element.