Could be when operating systems like Ubuntu will be popular they make viruses for linux also, and if its virus proof then why is it so and why msdos isnt ?

Answer:

good answer by murcuri, apart from one thing, this > Finally, because Linux has such a small market share, virus writers don't even bother to target it < it has nothing to do with the market share, most web servers run a version of linux, not windows - why are these not targeted? virtually all linux software is installed via the respective repositories through the software manager, to do this you need to be root, all software is checked and you need to add your root password, as the software is checked then no malware can get through, even if it did then you would have to install it, this article, from 2000, is what most people think http://simson.net/clips/2000/2000.SecurityFocus.Linux_Viruses.html the linux virus plague never happened - not even a flies worth, it was a money making ploy for the anti-virus companies this is a must read for anyone who thinks that there is no virus for linux because there is only a small percentage of users, http://linuxmafia.com/~rick/faq/index.php?page=virus (people write virus's for windows because its easy and most users use the admin account instead of a limited user account)

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Many everyday devices - including cars and other vehicles - are controlled by operating systems. There are advantages, such as avoiding possible driver errors and the ability to change the speed of or reroute trains automatically to avoid collisions. But are there potential risks, as well? Do you think the benefits of increased automation of devices that could put us in danger if they malfunction outweigh the risks? What types of safeguards should be incorporated into computer-controlled cars, subway trains, and other automated vehicles? What about medication dispensers and other automated medical devices? I am doing a research paper associated with this topic so I would appreciate all the feedback I can get. Thank you!

Answer:

There definitely are risks. In automobiles the main risk so far has been in "fly by wire" throttle controls. The misguided stories about Toyota having trouble with them was a disservice to us but there have been actual runaways - Volvo had their share with their early fly by wire system, and Fords have run away a few times. For deadly automation it is hard to beat the Therac-25, a radiation therapy machine that killed three patients and injured three others as a result of a software bug.

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Is there a difference flying a passenger planes such as the Jumbo and a fighter plane like the F15and F16? What is so different about this? Do you need different licenses?

Answer:

The basics of controlling any airplane are the same. The differences come about because of the mission and intended use of the airplane, and the systems necessary to support them. Many systems are common to all aircraft (flight controls, retractable landing gear, pressurization/air conditioning, electrical, hydraulic and pneumatic systems) In general, the larger the airplane, the less maneuverable it is. A fighter is intended to go fast, be maneuverable and engage aerial and ground based targets with ordnance, and they are sized and have engines and systems installed for that mission. Fighters fly faster than airliners, so the pilot has to "think" farther ahead. The pilot training for military missions includes basic flying and the specific skills necessary to do the job, including aerobatics and aerial combat. Many fighter pilots become airline pilots after additional training in airline flying. A 747 or A380 is intended to carry a lot of people a long distance, and are sized and equipped for that mission, including passenger seats, galleys, flight attendant crew positions... The pilot training for airline pilots includes basic flying and the skills necessary to do that job, including operating in highly congested airspace and airports within a very defined set of operational rules (FAR 121).

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I've noticed them popping up everywhere and you can just buy them everywhere. Is any permit required to fly them, buy them etc? I'm guessing not since I see people all over the place flying model toy helicopters, model hobbie airplanes and Estos model rockets...how would drones be classified as any different from any of these other devices, or flying toys that you see them selling at malls everywhere. Like for example I'm sure someone could just tape a camera to a toy helicopter from a toystore and use that to fly things around and do by nosy with neighbors and such. BTW, how would anyone enforce something like that if it even were illegal. What do you guys think?

Answer:

The FAA regulates the National Airspace System. To operate in the US NAS a Certificate of Authorization is required. Model aircraft may be operated under COA # AC 91-57. If the aircraft is used commercially, if the images from such aircraft are to be used commercially, or even TO BE PUBLISHED you need another COA. The FAA is working in special regulations for Unmanned Aircraft Systems. Until they get their regulations in order, you have to apply for a Special Airworthiness Certificate in the experimental category, or a COA if your are a public entity, to take pictures or videos. A helluva lot of those toys are in violation. Until the FAA has the manpower, to police and enforce these violations, you will be pretty safe, with you toy quality helicopter, spying on the lady next door while she sunbathes.

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i am trying to learn grand ma, flying pig systems(hog, whole hog) ETC boards and so forth.

Answer:

http://calarts.edu/

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What are some backup systems that the international space station has and what are the dangers of orbiting the earth aside from space junk?

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Backup plan for the International Space Station July 31, 2011 By Ralph Vartabedian, Los Angeles Times The space shuttle flew to the International Space Station 37 times, but its retirement leaves NASA reliant on the Russian Soyuz for future trips, raising the question of what would happen if the Soyuz is grounded for an accident or another problem. As it turns out, NASA does not have a formal contingency plan, said Michael Suffredini, NASA's program manager for the space station. But without hesitation, he rattled off a list of steps the agency could take. "We would keep the crew on orbit for some months and likely extend that if we thought that was viable," Suffredini said. Crews normally stay six months. If necessary, the space station crew could leave via the two docked Soyuz capsules, which can each carry three astronauts. The station can be operated by ground controllers, so long as critical parts - such as guidance gyroscopes - don't require human hands for repairs. It carries 6 metric tons of fuel, enough to keep it boosted to the proper orbit for 360 days. Russian progress cargo ships can replenish the fuel supply robotically. An analysis after the Columbia shuttle accident showed that if the space station were unoccupied for more than six months, the chance of it leaving orbit and crashing into the atmosphere would increase tenfold, although that risk is still minimal, Suffredini said. "Most of our critical systems have redundancy," he said. Even that low risk is something to think about, given the station's importance and cost. The space station represents one of the most complex and ambitious construction projects in human history, requiring new technologies in materials, tools and spacesuits, as well as the development of new human skills for working in space. It is regarded as the most expensive machine ever built, with the U.S. cost alone about $65 billion. Combined with the other partners' shares, the program's life-cycle cost is more than $100 billion. The station was completed only this year and is finally ready to allow NASA, along with its international partners, to conduct full-scale research. Initially, 36 hours per week of research will be done on the American side of the station, while the Russians will control their own programs in their labs. NASA has an ambitious agenda in astrophysics, biology and medicine, said agency spokesman Kelly O. Humphries. Clinical trials are about to start on a vaccine pioneered at the station for a type of salmonella, he added. Others say any verdict on the quality of that science is not yet in. "We are just getting into the science program, and the outcome of that is yet to be determined," said Charles Vick, a senior analyst at GlobalSecurity.org, a Washington think tank. If the station were to fall into harm's way while unmanned and had to be "deorbited," NASA would aim it at an empty spot in the ocean. Such a decision would rest with the Space Station Control Board, an international panel that runs the program and is chaired by Suffredini. "Given the significance of this decision, we would ultimately make a recommendation to our agency leadership, who would ... approve any plan to deorbit the ISS," he said.

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I was wondering how many flying hours you'd need on other aircraft to start training for the 747? How many thousands?Lol.

Answer:

There is no minimum time under Part 91; the left seat requires a type rating, the right seat requires training, knowledge of systems, and 3 bounces. As someone mentioned, getting insurance is another matter. As a practical matter, a pilot with a shoe-in at a company or individual that operated B747s under Part 91, could probably be a useful FO with around 1500 hours total time, and 500-1000 hours jet time. Until then, I would rather have a potted plant in the right seat. At least the potted plant smells nice, and I know that it won't do anything stupid. After a thousand or two hours, with a captain who was good at mentoring, this imaginary person could probably move safely to the left seat. In the airline business, it is all about supply and demand. Under the right conditions, warm blood is enough to get hired, and, yes, some go directly to the right seat of the big iron. At my airline, some new hires have gone directly to the right seat of the B767. At the wrong time, a degree in aeronautical engineering, 10,000 hours of jet time, and three moon landings can't get you hired. Occasionally, an airline is growing so fast, and has hired some pilots who are so young that one or more FOs has to delay his/her ascent to captain because they aren't 23 and can't yet hold an ATP. I've heard of situations where the number one FO couldn't upgrade because he/she didn't meet the insurance requirements.

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We know both male and female pilots learn how to fly the fighters and operate weapon systems, and the ejection seat. But like a male, if a women were to be shot down in enemy territory and has to eject from her fighter aircraft, does she get trained in hand to hand, as well as more importantly escape and evasion tactics. I think for both males and females alike, learning escape and evasion is the most important if one were to be shot down. And also, are there some pilots more inclined to die in their planes rather than risk falling into enemy hands?

Answer:

It varies by branch, but nearly all of the branches teach some form of SERE to their aviators. SERE school is the same for both genders and there is no extra training because someone is female. Also, nearly everyone entering the military gets some form of basic self defense, but it will by no means allow you to defend yourself when surrounded in hostile territory. Also, few pilots will be more willing to die in their plane than to crash. Most pilots are taught to never stop flying the aircraft until it is 100% oobvious that there is nothing they can do to recover it. If you crash in an aircraft at 400 knots, you are guaranteed to die, but if you bail out and evade, you at least have a chance. This isn't the movies.

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I'm a private pilot who is a member of a skydiving club. Currently we pay our pilots to fly our Cessna 182, however to save on costs I would be happy to fly the plane for free in order to build hours. However I am unsure whether this is considered flying for hire can anyone clarify this?

Answer:

It is true that a commercial pilot certificate is required if the pilot is to be compensated for the flight. But it's also true that a commercial rating is required if the passengers pay for the flight or if the flight took place for commercial purposes. One litmus test that the FAA uses is, "Would this flight have occurred if the passengers did not pay for the ride?" Rarely would a jump operation pass this test and be permitted to use a private pilot to fly a load. Passengers are allowed to "share" in the cost of the flight but the question remains. And since the FAA is the prosecutor, the judge, and the jury, in their own court system, they rarely lose. The moral of the story is that even in a club environment, the pilot should hold a commercial certificate and of course the appropriate rating(s). -- Mark R. Williams, New Brunswick, N.J. Just paying for a flight doesn't automatically make it commercial in the FAA's definition of the word. A passenger may pay something towards the direct costs of the flight; he may share certain costs with the pilot. The pilot of a Cessna 182 could, for instance, let people jump from it providing he or she wasn't compensated (paid beyond a portion of the direct costs) for the flight, even if the pilot held only a private certificate. The pilot and jumpers could split the cost of the fuel, however, and other direct operating costs. As Williams notes, our sport in the U.S. is almost exclusively pursued at commercial centers, so rarely would a pilot not need a commercial certificate to carry skydivers. At a for-profit DZ, even if the pilot isn't paid, the aircraft owner or operator is. The FARs require a commercial certificate in those situations. But private pilots may, in some situations, legally haul skydivers.

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Can someone tell me what the pilot officer ranks are and what each of their roles are suppose to be?Some guy I know says he graduated from the pilot academy and he could make 70000 USD in a year and says he could operate the boeing 747. What rank will you usually be when you just first graduate from the pilot academy?10 points for best answer.

Answer:

Your rank will be "Mr." as you need to get a job and graduation from "a pilot academy" doesn't really cut it for hiring. Since you'll be unemployed, at least flying-wise, it's doubtful you'll be making $70K either.

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