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Comment Re:Never going to take off (Score 2) 181

I have an '11 370z as my daily driver and backing out of a parking spot is neither easy nor safe if you aren't craning your neck out the window. The pillars between the hatch and the main cabin create MASSIVE blind spots that cover the spot where cars would be while you are backing out. I always back /in/ to spaces now so I can pull out without fear of getting run into.

Comment Re:Because it sucks (Score 1) 1091

I've had quite to opposite experience. I've been using GNU/Linux and BSD for 12 or 13 years (still dual-booted my desktop for flight simulator and other games until recently). The biggest problems I had were wireless connectivity on laptops in the early/mid-2000s - easily resolvable with NDISWrapper or something like LinuxAnt. More recently, hybrid graphics have presented battery life problems on a Vaio laptop I own - using VGASwitcheroo fixes that and the script can be mapped to my hardware "speed" and "battery life" switch. I've used Slackware, Fedora, Ubuntu (I think starting with Breezy Badger), a few others for brief stints (Gentoo, Backtrack), back and forth between Fedora and Ubuntu and finally settling on Arch. In each case, the install and setup is quite simple and - with the exception of Slackware - package management is quite easy on all of them. Certainly, things have improved noticeably, especially over the last four or five years but I don't think there was a point where I ever thought "boy this sucks", which was the thought I had back with Windows 98 and Windows ME which caused me to go to Linux as primary OS in the first place.

Comment Re:Kind of a bummer (Score 1) 123

Are you dense? You must be trolling. If you are even moderately skilled, doing all of this doesn't take up all of your time. I have a nice custom mail setup, I program for fun, and I tinker with software and hardware (a lot). Even doing that, I still manage a few non-tech hobbies that take up quite a few hours per week, plus I manage a family life and a job.

Comment Re:Almost. (Score 4, Insightful) 223

I manage a support environment (granted, they are not script-readers) and we pay our support staff very well. I also have one of the lowest turnover rates in the industry, despite the fact that we are busy and the job can be stressful. In fact, most of my turnover is losing support reps to our DBA and Development groups as the folks advance in skill (win/win for the company and for the rep).

It really depends on what you are supporting and your skill level. I'm willing to pay more for someone who is a great problem solver; someone who can connect to a client's environment and do whatever it takes to solve a problem - take risks, explore, and find solutions. I'm certainly not going to replace that person with someone cheaper who can't resolve the problems we face.

Comment Re:Every commercial airliner already is a drone (Score 1) 196

Sorry, this is not true. VFR aircraft have a LOT of leeway in airspace that isn't Class A (above 18,000), Class B (around huge airports), Class C (around less huge airports) or Class D (around other towered fields). You don't ever have to talk to ATC if you are flying VFR and stay out of that airspace. You can request specific routes on an IFR (an instrument) flight - in many cases they'll be approved, sometimes not - but many flights are not IFR. There are airways - which doesn't involve specifying the type of aircraft that can fly on them. However, if you are flying in VMC (decent weather), and you aren't in class A airspace, there could be a VFR flight anywhere around you. There is more control in Class D, Class C or Class B airspace as all of the aircraft are talking to ATC but that doesn't cover any significant portion of airspace. For example, on Sunday I took off from my home airport, did some maneuvering, flew about 20 miles into the next state, landed at a different airport, took off, flew over a separate airport and did a practice instrument approach back to my home airport. Not once did I talk to ATC, I communicated only on unicom frequencies to announce my intentions to the aircraft at the airports where I was operating (whether anyone else was listening or heard, I don't know). The responsibility was on me as a pilot to keep my eyes open and look for other aircraft. So let's say a drone is flying on its predetermined flight path through airspace shared with VFR flights. There I am, doing maneuvers, changing altitudes, etc. Am I really going to see something with a 2ft wingspan coming at me from the side? It's hard enough spotting another general aviation aircraft with a 30ft wingspan.

Comment Re:Well, that's the trick... (Score 1) 196

They could enforce a rule that the pilot must have appropriate certificates and ratings to fly a manned aircraft of similar size. Perhaps enforce a minimum of Single-Engine Land, Instrument Airplane, and a Commercial ticket.

For something larger (predator size) mandate that the pilot have an ATP. They could also mandate that the operator be located at the departure or arrival airport during operation and force them to get flight following or fly on an instrument plan. Give them N-Numbers and allow controllers to violate the pilot based on their actions.

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There is no likelihood man can ever tap the power of the atom. -- Robert Millikan, Nobel Prize in Physics, 1923