Ha, that's what I did. I had been lurking on and off for about 13 years.

Do you know how to fucking read?
"The passwords are not stored in plain text."

Is there a particular reason why dividing by 8 matters to you on links that have encoding overhead?

How old were you when you got that first computer, because that's not that old? My first was similar; 540 MB HDD, 4 MB RAM, 486 DX2/66, and I'm 30.

I believe it's related to orders of magnitude; something that the computing community rallies against (MB vs MiB) :p

That's true, but another important word is cost. Apart from extended operations, APUs aren't run. For example, on the 747 it's not ever meant to be started in flight and has something like an 18k ft operating limit. I know of a few other aircraft that have APU altitude limits too, especially for bleed air (rather than just electricity).
The inconsistent battle between safety and cost is really odd to me. There are so many incredibly expensive requirements, but on the other hand you have aircraft that idle for half an hour or more in take off queues rather than be towed around (in wheel electric tow solutions are being investigated). Hell, once at LAX I saw a 757 wait 50 m from a gate for 15 minutes with both engines on. It was waiting for a marshall/ waving baton man (I was listening on my scanner). Some people are defensive about the status quo and justify this as "well imagine you had to jump out of bed and sprint 400 m", disregarding that at low volume airports aircraft do have VERY short warm up times for the engines (in my estimation my Jetstar A320 flight out of Avalon (YMAV) was under 120 seconds from a cold start sitting at the gate all night).
Mildly drunken rambling aside, yeah, there are very conservative rules in aviation, but cost considerations come into it too because everything is so god damn expensive.

Nah, 787 still uses hydraulic actuators. The system that they've done away with is the pneumatic system (engine bleed air) that is normally used for engine starting, cabin air conditioning and pressurising, and leading edge deicing.

Stringers run fore aft and frames circumferentially. It's not just an air skin, the skin takes the majority of the fuselage loads, and the stringers and frames are there to stop the thin skin from buckling as it does that. The frames also act as a hard point for localised forces.
Unfortunately you will probably have forgotten about this incident by the time it's reported.

You don't usually restart engines in flight. If it died or was shut down, it's for a good reason and it's staying that way til you land (with some rare exceptions like the BA flight into volcanic ash). On non ETOPS flights APUs aren't left running, but thanks to your comment I looked into it and learned that on ETOPS flights it often is. All these APUs also provide electrical power only above mid altitude, adding more evidence that their function is not for in flight restarts (the engine is windmilling anyway).

I shouldn't comment after drinking. It always seems like a good idea at the time :(

In the nicest way possible, I think you're full of shit. We have faced worse before and advanced out of it. Right now we're regressing, but I really think your bleak assessment of the possibilities holds no water.
That's not to say I agree with what's happening.

You sound like a person that only speaks one language if you think an odd English word has obvious pronunciation. FYI, I came in the top 1% of the Australian high school English competitions, so it's not like I struggle with English; it's just fucking stupid and inconsistent.

Which part of "angular velocity" do you not understand?

You should get modded down because you're way out of your depth and refuse to see it. If you don't know what CATIII autoland is, you shouldn't be commenting about landing procedures.
The fact this approach was a hand flown visual approach does not vindicate you.