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Is it just me, or do others think that errors like this shouldn't be shown to the public? Both buttons asked for a 4digit pin (which I didn't have, but which I'm sure could have been shoulder surfed). I wonder what operator functions were available...
How can this ever happen? Is a whole corporation so stupid that nobody at any point spotted it?
Mobile phone shot.
Well my luck with electronic gear continues. I swear every device I purchase has something go wrong with it :o). My 7D comes up with an "error 40" and refuses to turn on or do anything. Also don't do what I did and purchase these devices cheaply as the ensuing fight with the supplier is not fun.
I think it'll take a while before I'm up to full steam.
Happy sunday all and enjoy mother's day all the mums :o)
u-ziq...wheel of time | a memory of light
This is what happens when the first stage bootloader, in ROM, can't find the second stage (in NAND flash). In this case, it's because I desoldered the NAND flash chip :)
The RAW version of this image displayed correctly, but it turned out like this when converted to JPG.
Just thought it made a boring photo a little bit interesting.
The back office computer at work seems to be having a bit of a meltdown today, who am I to argue with that instruction! Early finish for me then!
An error was found (passive). Candy Crush error - It's the beginning of the end. Eventually, like Restaurant City, the owners of Candy Crush will run out of money and close the game down. You have been told!
The familiar window caught my sight, when I was in the center of Zakopane (riddled with ads). It usually displayed ads, but something went wrong with their ads display soft ;)
Windows error on gas station pump screen -- it says "the file or directory C://XPE_ROOT/system32 is corrupt and unreadable. Please run the Chkdsk utlity."
BOEING B-17G-95-DL 44-83868/77233/N5237V
Jul 45 Built by Douglas Aircraft Corporation at Long Beach, California with
manufacturers' serial 32509, as part of the last block of B-17Gs built by
Douglas, `868 being the 17th from last of the block, part of contract
No.AC-1862.
04 Jul 45 First Flight - 1¼-hour test flight by Douglas test pilot Wally Tower.
05 Jul 45 50-minute test flight by Tower since the previous flight had been less than
the statutory 1½ hours.
06 Jul 45 Accepted at factory by USAAF as 44-83868.
08 Jul 45 Departed Long Beach en route to Syracuse Army Air Base, NY, via
Chanute Field IL - arrived 09 Jul.
14 Jul 45 Transferred from USAAF supply pool to US Navy as Bu No.77233. With
the advent of the Cadillac II programme (land-based long-range Airborne
Early Warning, command and control system) the USAAF set aside 20
brand new Douglas built B-17Gs serialled between 44-83855 and 44-
83884, including 44-83868, forming the nucleus of the US Navy radar
equipped PB-IW programme as US Navy serials 77225 to 77244. The
aircraft were transferred to the US Navy at Johnsville, Pennsylvania. See
Article - `The Navy and Coast Guard PB-1; A Summation. S A
Thompson, AAHS Journal Spring 1995. The US Navy obtained a total of
79 B-17s from various sources 1945-50, 21 as PB-IWs and 28 purely for
spares. On this date the aircraft left Syracuse Air Base for NAS
Johnsonville, a crew having been requested three days earlier.
Upon transfer 44-83868 and the other aircraft were ferried to the Naval
Aircraft Modification Unit (NAMU) at NAS Johnsville for conversion, the
major change being the installation of AN/APS-20 search radar in a
radome fitted below the bomb bay. Antennae were added to the fuselage.
Armament was usually deleted. Early PB-IWs flew in natural metal, later
changed to overall gloss sea blue with white codes and lettering. PB-IWs
entered Navy service for anti-submarine patrol and maritime
reconnaissance duties in Spring 1946.
26 Jul 45 Struck off charge by USAAF?
Aug 45- 44-83868 assigned to NAMU at Johnsville.
Mar 47
Apr 47-Mar 48 Air Test and Evaluation Squadron No.4 (VX-4), at NAS Quonset Point,2
Rhode Island on the eastern coast of the USA.
Apr 48 Assigned to Air Early Warning Squadron No.1 (VPW-1), Ream Field, San
Ysidro, near San Diego, California, as one of four VX4 Pb1-Ws assigned
to the unit. VPW-1 was the Navy’s first dedicated land based AEW
Squadron, with an authorised strength of six aircraft. Operated in support
of the Pacific Fleet. Due to limited facilities and short runways at Ream
Field, the Squadron moved to nearby NAAS Miramar for operations,
although Ream Field remained its assigned home base.
08 Sep 49- Under overhaul at Naval Air Material Centre (NAMC) Norfolk,
18 Jul 50 Virginia.
21 Jul 50 To VX-4, Patuxent River, Maryland. Carried squadron code ‘XD -5’ on
tail. Generally operated in support of the U.S. Atlantic Fleet.
May-Oct 52 Assigned to Airborne Early Warning Squadron 2 (VW-2) at NAS
Patuxent River, including August-Oct 52 detachment to VW-2
Detachment 1 at Gardamoen, Norway. The former VX-4 had disbanded in
June 1952 and reformed at the same base as VW-2 on 18 Jul 52, still
operating in support of the Atlantic fleet. It provided Airborne Early
Warning, scouting, weather reconnaissance and electronic
countermeasures support.
14 Oct 52- Under overhaul at NAMC Norfolk, Virginia.
19 May 53
03 Jun 53- To VW-2, Patuxent River. The unit retired its last PB1-W in March 1955,
Nov 54 replacing them with PO1-W Constellations.
08 Dec 54- Under overhaul at NAS Norfolk. During US Navy service carried
codes XD-2 and XD-24. Overhaul period ended May 1955.
26 May 55 Withdrawn and stored at NAF Litchfield Park, 20 miles west of Phoenix,
Arizona (where RAFM PBY-6A `L866' was also stored 1953-1957) US
Navy PB-IWs were the last front line US Military B-17s and were replaced
in 1955 by Lockheed WV-2 Constellation Warning Star aircraft.
10 Jul 56 Struck off US Navy charge along with the other remaining 15 US Navy B-
17s at Litchfield Park. (of these 16 aircraft, three survive today). The 16
PB-IWs were sold in three groups. At this time 77233 had logged 3,484
flying hours.
02 Dec 57 77233 was part of the third and final batch of thirteen PB-IWs sold, in this
case to the American Pressed Steel Corporation of Dallas, Texas for
$8,333.33 and given a registration block between N6460D and N6471D,
77233 being allotted N6466D, but this was not taken up - the company
also had a block of registrations between N5225V and N5237V, and
77233 became N5237V on 08 March 1958 when this block was used in
preference.
1958 Twelve of the 13 PB-IW aircraft were ferried from NAF Litchfield Park to
Dallas - Love Field and parked near the Dallas Aero Service ramp on the
north side of the airport and were gradually sold off as civil transports in
South America (6 aircraft) and a US fire bombers (3 aircraft). See article3
and photo of 77233 at Love Field c.1960 carrying basic US Navy colours
with white `2' and `Hell Wagon' Nose Art on starboard nose, and crude
white painted civil registration - AAHS Journal Summer 1964 p.141;
Flypast September 2004 p.44 and 46. Around this time local rumours had
it that these aircraft were earmarked for Cuban revolutionary Fidel Castro
in his attempt to overthrow the Batista regime, but when crews arrived to
fly them to Cuba they were prevented by Federal agents. American
Compressed Steel Corporation was later linked with CIA efforts to
smuggle surplus military aircraft to African and South American countries
so perhaps the rumour is not that farfetched. Most of the Love Field PBIWs quickly became derelict until rescued by civil operators in the 1960s.
Two flew to England in 1961 of the filming of `The War Lover' and were
scrapped there in 1962 after filming was completed.
26 Feb 60 Sold to Ashland Corporation of Tucson, Arizona.
07 Jul 60 Sold to Marson Equipment and Salvage Company, also of Tucson, but
remained at Love Field.
27 Sep 61 Sold to Aero Union of Anderson, California along with seven other B-17s
and restored to airworthy condition, despite being sunk up to the axles in
the ground.
c. Nov 61 Ferried to California, still in basic USN markings and colour scheme, with
‘XD’ code on fin.
28 Dec 61 Sold to Calvin Butler of Butler Aircraft Co, Redmond Oregon as Tanker
E15 in United States Forestry Service region 6 (Oregon and Washington
states). Fitted with a 2,200-gallon four-door tank installed for fire
bombing work to drop retardant 24 May 1962. See log books - airframes,
engines and propellers for 1962-83 period. DoRIS Ref.B3249. See also
article by Cpl Butler in Correspondence Files, entry 82.
21 Aug 62 Spray booms installed for aerial spraying.
Transferred through several of Butler’s companies, including the Butler
Rental Company (01 Mar 63); Butler Aircraft Company (29 Dec 1965);
Calvin Butler (29 Dec 1966); Butler Aircraft 06 May 1970, still tailmarked as tanker 15 in May 1971.
27 Jul 67 Accident at Carson, Washington – at 16.30hrs collided with trees whilst
pulling up from run during fire control flight, due to restricted vision
causing substantial damage. This was a fire retardant drop on Gifford
Pinchot National Forest, and visibility was greatly reduced by smoke.
27 Sep 75 Photographed operating from U.S. Forest Service Goleta Air Tanker Base,
Santa Barbara, California whilst being used to fight the Rattlesnake
Canyon fire in Los Padres National Forest. Colour scheme was overall
natural metal; chin turret removed and faired over; nose Plexiglass and tail
gunner’s windows overpainted silver; borate tank fitted into bomb bay and
extending slightly below it. Tail number ‘65’, horizontal tail surface, rear4
fuselage band and nacelle bands all faded Dayglo. See IPMS/USA Update
Vol.12 No.3 P.62.
N5237V operated regularly until 1981, as tanker 65 from Visalia,
California when DC-7s replaced the two B-17s in the Butler Aviation
Fleet. Usually dropped a phos-chek or fire-trol water mix fire retardant,
dyed for visibility on the ground. Colour photos as Tanker 65; Flypast
September 2004 p.49 and Flypast May 2009 p.70 (at Hemet, 1980).
1982-3 Retired, traded to TBM inc, and restored to military configuration by
TBM Inc. team led by engineer Ken Stubbs at Sequoia Field. Given
markings of 332nd Bombardment Squadron, 94th BG (H), 3rd Air
Division, USAAF 8th Air Force, England, 1945. Received bomb bay
doors, a new Plexiglas nose, and fibreglass replica turrets.
Aircraft donated to RAFM by US Air Force Museum who had acquired
the aircraft, in appreciation of a Vulcan donated by the RAF. Actual
restoration costs funded by RAFM. Ferry Flight arranged from California
to UK, piloted by Air Cdr Ron Dick, then Air Attache at the British
Embassy, Washington, Ken Stubbs of TBM Inc. as 2nd Pilot/Engineer and
Flt Lt Dave Fox of No.10 Squadron RAF as navigator. Photo of crew:
Aircraft Illustrated Dec 83 p.570.
Sep 83 At Sequoia Field, San Joaquin Valley, California, thence to Castle AFB for
repainting.
28 Sep 83 Post restoration test flight from Sequoia Field. Photo in USA as newly
restored; The Flying M February 1984 p.12.
03 Oct 83 Departed Fresno, California having previously been ferried from Sequoia.
Callsign ‘RAFAIR B17’ For account of delivery flight see Ron Dick’s
articles in Air Clues May 1984 and Jan/Feb 1985.
04 Oct 83 To Peterson AFB, Colorado Springs (including flypast at the nearby
USAF Academy).
05 Oct 83 To England AFB, Louisiana for refuelling.
06 Oct 83 To 8
th
AF HQ, Barksdale AFB, Louisiana.
07 Oct 83 To USAF Museum, Wright Patterson AFB, Ohio.
08 Oct 83 To Andrews AFB, Washington DC
11 Oct 83 To Gander, Newfoundland.
12 Oct 83 To Lajes, Azores.
13 Oct 83 Arrived at RAF Brize Norton, Oxon. Touched down at 5.30pm at the end
of the final 1120 nautical miles leg from Lajes, completed in 7 hours 20
minutes having flown some 7000 miles in 50 flying hours since leaving
California. Photos: Aviation News 18 Nov-1 Dec 83 p.586; FlyPast Dec
83 p.3; Air Pictorial Dec 83 p.446; Aviation News December 2002 p.952.5
25 Oct 83 Made flypast (two passes) at RAFM Hendon whilst temporarily based at
RAF Honington.
27 Oct 83 Flypast over former East Anglia USAAF bases in company with Duxfordbased B-17 `Sally B' –
Article and photos: FlyPast Jan 84 p.16-67; Aviation News 30 Dec 83 - 12
Jan 84 p.681; Sally B News Issue 37 Summer 2000. Colour photo at
Duxford; 8
th
Air Force (Flypast Special 2002) p.71
07 Nov 83 Final flight to Stansted Airport, Essex for dismantling by Civilian
contractor, J R Consultants. Again accompanied by Sally B. Photos:
Flypast Jan 84 p.17; Flypast May 2001 p.91. Engines exchanged with
higher hour examples from Sally B. Total flying hours 5,724.
08-9 Dec 83 Moved by road to RAFM Hendon and reassembled for display in the
Bomber Command Hall, the engines being fitted 21 Dec 83.
Jan 84 Placed on public display. Remains displayed in Bomber Command Hall at
present.
17 Apr 84 Official handover ceremony at RAFM - General William P Acker, Cdr of
US 3rd Air Force, handed the B-17 over to MRAF Sir Michael Beetham,
Chairman of the RAFM's board of Trustees, and received a cheque for
£35,000 from the Boeing Company to pay for restoration costs. Photo:
Air Pictorial Jul 84 p.272.
23 Nov 93 Registration N5237V cancelled by FAA-recorded in error as ‘destroyed’
Sources: USAAF/USAF -Individual Aircraft Record Cards, USAF Historical Research
Agency; Army Air Force Installations Directory = Continental United States,
Headquarters, Army Air Forces, Washington DC, 1 August 1945.
TEXT; ANDREW SIMPSON
ROYAL AIR FORCE MUSEUM 2009
Working on a Windows-only app for work, inside Parallels of course, I got this stupid error message. Not only is it less than useful (What am I supposed to do now that I know this error occurred?), it is missing a period at the end of the sentence blaming my computer for the problem.
Since being helpfully updated to Yahoo! Flickr account, apparently my Flickr email does not forward anymore (I just found these messages). So if you are sending me emails, send directly to me, don't trust Flickr mail - I tried updating it but it won't let me.
Installation Error graphic available for download at http://dryicons.com/free-graphics/preview/installation-error/ in EPS (vector) format.
View similar vector graphics at DryIcons Graphics.
Here we aggregate errors for the last day in one place, so we see if a system is blowing up. This gives us one place to monitor during builds as well, so we can tell if changes to an API in one system affected another.
"Error Is Superior To Art"
This is a pre-order > tind.bigcartel.com/product/error-is-superior-to-art-silks...
Available in 2 color combinations:
- Black print on White t-shirt
- Discharge White on Black t-shirt
Just specify in your order which one you want.
Designed by Vassilis P. Georgiou -http://vgeorgiou.com/
Limited Edition Screen print on 100% cotton / 145 g/m² / t-shirt.
Shipping will take place end of May 2016. As a pre-order the price is lower during pre-production and expected to be higher after that.
Peace, love and silkscreen.
Even worse-this machine is having trouble booting. Wouldn't it be better if these displays failed with a cryptic linux error?
11/20/2004 When in Rome! Heather and Rich fly to Rome and have fun on their first day.
It is 11:30 pm local time, and oh but we've been footsore and on the way. It all started a couple of day ago, Thursday for us, when we left home about 6:40 pm with Maddy and Spencer. I officially finished the book by writing two chapter intros. I later got on line and learned that Schuyler planned to do intros for ch1 and ch6, and write the 'how gps works' section for ch5. This meant that I am, officially, at least until QC (quality control) comes back, done with the book.
Wow.
And we drove to Dad's and the kids were rambunctious until we opened up our new CD's for Harry Potter and the Prisonar of Azkaban...we listened to the first CD and that quieted them right down!
And we had a dinner at Dad and Judy's and then up to my Mom's, where we chatted a bit...then bed. And the 5:15 am alarm. It didn't feel all that bad, surprisingly.
The flight to NY went well. I watched the incredibly stupid, but still amusing, movie Anchor Man, heather geeked on our itinery. Then I did a bit, then geeked with my GPS.
Note to self...GPS is cool, and this whole idea of narrative of place is cool, but really, taking GPS tracks in Rome doesn't work that well. I think it is best supplemented with voice recordings of places and later geocoding to a map.
hmmm. I try and create meaning by automatically/quasi automatically parsing track logs of less meaningful trips or segments of trips-down I5 to go lobster diving, for example, but perhaps it is the meaning in the trip that is more important. The GPS is a tool for helping to look at that, but I think I can post process intermittent track points, coupled with memory and photos and voice recordings, to get a better sense of trip.
Anyway...the leg to NY went very quickly. Then we were stuck on the tarmac for a bit while our gate was cleared for us. Eeeks...I had to pee!
Then we actually were in a bit of a rush to make our connection...we got there before the 'we are closing the door on your ass' stage, but not much!
I felt a bit ick for a bit, but once I took an ibuprofen, got rid of my heart burn and had some dinner i was okay. We took sleeping pills when we took off. I took another one after dinner, and then forced myself to try to sleep.
It didn't feel as though it were working-almost as though the sleeping pill made weary but not asleep...odd feeling. But I guess I slepped. Heather woke me when they served breakfast. I did not wake easily, and I went back to sleep a couple of times. I was seeing double for part of the time.
Poor Heather says she only slept about 2 hours.
But we arrived, and waltzed through customs and onto the train. Amazing! About 10 euros apiece and we had a nice train ride with two Italian women and an italian man...we didn't really talk, but, oh well.
Into the train station, and a bit of trouble getting oriented to find our hotel. Now it is easy, but the first time was not so easy.
And then somehow it got later and we figured out the metro to go to the vatican. I was pissy about wanting to eat, and we had trouble with that-the place Heather wanted for us wasn't open until 12:30. We had okay ham and cheese sandwiches and excellent olives from a deli, ate in the plazza (?) by the gellatti milleneum.
Then we went up to the vatican. We had missed the vatican museum, sadly, but we perservered and toured Saint Peters. Heather and I were seperated at this point. I hooked up with a free tour guide and learned lots of great stuff.
Heather called when I was about to learn how to become a Swiss Guard. I accidentally hung up on her, and then couldn't figure out how to call her back, but I guessed she'd be in the front, and she was. She was pooped! But gamely lead me through the tombs of the popes. That is neat...it is so non-cave like...and yet, there is plenty of room for more of them :-)
Well we hiked back to the metro, metroe'd back to the train station and walked back to the hotel and took a 2ish hour nap...it was about 3:00 when we started this 'nap' thing.
Well we woke and did like the Romans, and then got ourselves out of the hotel. We took the 40 bus out and walked down to campo di fiori and did Rick Steve's 'Nighttime rome' walk...
We had dinner in the Piazza Navona at the 'Tre Scalini' cafe/Mokarabina coffee bar. We had drinks an appetizer and a primi-ie, we shared 1 appetizer and 1 primi, and a desert, shared, and it cost a bit. Later we saw what looked like better food for much less money. live and learn. I loved the pantheon (only the outside, as it was closed) and saw where kids had set up to camp at the pantheon, etc.
We got minorly scammed at the Trevi fountain over some flowers that were 'given' to us...and when I didnt' pay enough for them the guy took 2 of three back! ack. I was not too annoyed-I mean, I should know better, right?
And I took pictures and we made our way back to the hotel.
tags: italy heather rich rome
slurl.com/secondlife/Error/124/132/33
I saw this AM Radio's HUD with this location in Melponeme's stream:
This is the rejected May 2008 subway map produced by the TTC and later withdrawn. It includes two address errors and the only time that precise (but less useful) street addresses were used for stations. A new bold (but harder to read) font was used as well, and later junked in the September 2008 version.