that article says that when the cell site simulator is turned on, it simulates a cell tower, forcing cellphones in the area to register with it. the phone need not be in use. (don't know if that last statement means it does not need to be turned on or just doesn't have to be in use?)
When the phone is turned on it is constantly seeking and communicating with towers. Otherwise you could receive no calls. SMS (the original basis of text services) uses the empty space in this traffic to handle short messages.
There is no "forcing" involved in registration. To register is the normal and necessary function of the phone. If anything looks to the phone like a cell tower, a message will be exchanged to check it out. See if the signal is usable, is the service on your network or roaming, etc.
Without constant cell site registration, a cell phone would be as useless as landline phone unplugged from the landline.
If you want to be tracked, get a Spot that uses GPS for tracking and satellite communication.
If you don't want to be tracked, turn the phone off. Any phone that is on and communicating with a tower can be tracked to the tower and a quadrant or octant. Phones deployed in the U.S. since the 911 law was passed in the early 2000s have to have a primitive GPS receiver (CDMA) or ability to be located by multiple towers (GSM).
A smart phone with WiFi on can more precisely (than GPS) locate itself in urban environment by reference to locations of nearby WiFi hot spots (Apple, Google etc maintain hotspot location databases). You have a choice, most phones, whether to report this location information to an application. When your FaceBook app on the phone says "you have a friend nearby" and they are in the same room or a few feet away on the street, location services got that from WiFi.
But if there is no cell service (almost half the area of the U.S. now that we have shut down analog) and no WiFi hotspots in the database, nobody has a clue where your phone is, because even if the GPS knows, the phone can't tell anybody.
I've always used wash clothes, and washed them for re-use. Water, or soap and water, does the job.
For bigger tasks, I like cotton knits like t-shirts, and gauze weaves like the old-fashioned cloth diapers from 50-60 years ago. Still have some of those, they last forever.
I would scrap my RV (thinking donate, but they have no real value to the receiver) and hire coach service with driver and full time guide/interpreter everywhere I wanted to travel.
I would might use charter services for international travel in those places where first class has disappeared. Or long-term, round the world cruising has an appeal, on those lines that offer nice suites and high levels of service.
The kind of wealth you are talking about, I think buying a $4,000,000 RV to drive it around the country myself would be short sighted. Megamillion lottery winnings put one in an income class where it is possible to hire people to take care of you, and by so employing them, you share the wealth and put the money back into the economy. It just feels better to me to do than than try to accumulate expensive toys that just depreciate and have to be junked eventually.
Ford had little idea of Ecoboost longevity beyond a few high mileage track tests out to warranty periods, and considered the first buyers to be the test drivers for the technology.
For the 3.5 Ecoboost, it has actually done pretty well with part time towing, running out to over 200,000 miles now. Ford has been adjusting the engine build based on in-service experience, so you can expect to do better than the first Ecoboost customers.
The 3.5 V-6 was already obsolete (3.7 replacing it) when picked for turbocharging and beefed up for the loads. The idea was, if it worked, they would develop a replacement engine designed from ground up for boosting. The interim choice has done so well that Ford is keeping it now.
Not so for some of the early 4 cylinder Ecoboost, where an older engine was picked for the turbo experiment. Most of those applications are now seeing new smaller, lighter 3 and 4 cylinder engines that were designed to be turbocharged only, with no normally aspirated versions used. Much like with turbo diesels, which started out as "let's put a little boost on this old thing" to be replaced by a heavily boosted engine of smaller displacement and more cutting edge engineering of internals, newer materials technology.
Winnebago installed my genset (4KW) in the front compartment. That compartment does not have a floor. It doesn't really have walls, either, it is just and open area between wall and frame rails, well below the floor, where the generator is mounted on steel supports.
This makes for a relatively noisy installation, but the genset is well ventilated.
80% of tank water capacity is 100% full. You and the dealer are talking about different things.
If you insist on a fill to 80%, you will most likely get 80% of the LPG fill, which would be about 65% of water capacity.
You've filled your boondocks with people. It is not just pulling off the road or sleeping in your driveway, it is about finding the empty places, where it is either public land or private land owners are willing.
Nor is boondocking always free of charge, though some define it that way to equate it with not paying, even if it is on a city street.
Airbus scrapped control wheels for a force-sensitive joystick when they went to fly by wire technology. Stick is left hand for the captain/pilot/aircraft commander, right hand for the first officer/copilot.
Most of the time, the pilots don't fly the plane, they put a 3-D flight plan into a computer that flies the plane. Manual controls get used to suggest to the computer something different.
Most Airbus accidents have been of the nature of the computer saying "this is not in my programming, you fly it now" and the pilots are not ready, or get caught up in trying to fix the computer, or they pilots trying to control the plane without disengaging the computer and the computer saying "I won't do that, that is not safe." Latter one was notably the first generation of fly by wire Airbus full of press and dignitaries at the Paris Air Show flew into the ground when pilots used approach programming to do a low pass and the computer landed it anyway, refused to pull up on pilot command.
Looking forward to our cars driving themselves, programmed to deal with normal situations and the most expected of emergencies.
The Mingo RV Park is the closest you will get to Broken Arrow. The Expo Center park is more of a commuting hassle, you will be a couple of miles to the nearest expressways.
There is nothing in the area that is RV Resort quality. There are some places in the northern park of the Grand Lake area (around Grove) that are pretty nice, well run, but nothing special.
Rving style in NE Oklahoma tends more in the direction of actual camping, mostly outdoor living, and the public campgrounds are a lot more popular than the RV parks, which tend to be parking lots in feel, and are often filled with people who are in the area for a few months to a few years, because they work. The presence of people who work tends to make for low ratings from recreational travelers.
Considering the overall size and living space, I think the target market is mostly singles and couples.
It looks like the 2016 model offerings for Jayco/Starcraft (the Starcraft division builds these) include 8 choices, a big step up from the past two years. All are in a twelve foot box, four of the eight have two sleeping areas, you just don't have two sleeping areas at the same time you have an eating area.
I think Forest River (Rockport, Flagstaff, and a subset of models for Coachmen/Clipper) has about as many offerings, but again just one box size.
Having any bath at all is a relatively recent innovation in A-frame folders. Most used to have much more limited plumbing than what is needed to provide water and waste storage for a shower.
I have an iMac. In less than an hour it felt like I was using one of my old friends, a clean simple GUI on Unix for a workstation. It has been 20 years since I last used a Mac OS, the first one with a BSD core and Macintosh interface, before switching to NextOS.
Ubuntu started somewhere around here, but has evolved into something more Windows complex and obscure on the how to do it.
Shipped with an autumn 2014 system build, so started with updates. System update from Mavericks to Yosemite plus two steps, updates for at least a half dozen of the included apps. What is different from Windows, more like what Sun would do with SunOS, the purpose of each update is explained, the dependencies noted. If an application update is not going to be compatible with the system it sees installed, it will tell you, and not install.
Big difference from "we have this batch of updates, we will send them to every system and try to install, regardless of what is already there."
It is not so much about one OS being better than another, as it is about software development managers having better control of how all the pieces get developed, and knowing how changes interact with all the different configurations already deployed.
You've seen some of your favorite MS applications get discontinued. Some of the reason in marketing, but sometimes it is also "the next OS upgrade is going to kill this application unless we totally rewrite it, and we don't sell enough of them to pay for that."
I ran into this ten years ago when I had just retired and started traveling full time, trying to use mailing lists to keep up with family and friends.
I remember first hitting the limit on number of addressees per send, so I split my lists and sent the same thing to two or three lists separately. Then if I sent too many things to too many people, I ran into other anti-spams limits.
I particularly remember shifting my mailing lists from using AOL to send, to Yahoo, because Yahoo had looser limits (and AOL back then was the big target for hijacking accounts for spamming, since AOL mail was still bigger than the Internet).
I don't think you'll be getting anybody's actual numbers, on these limits. The limits change as the big mail services have to adjust to the changing problem, and publishing the limits is simply telling spammers and abusers how to get around them.
People on my mailing lists eventually started pushing me toward social media, starting with MySpace and for my friends in China, an experimental system built by Microsoft to test the concept before jumping in. Then it was something on Yahoo, and most recently FaceBook, which my family has now stayed with (except the youngsters exchanging photos and videos instead of blog-like posts).
If your messages are short, Twitter works very well, can go out to mobile phones almost immediately, but you have to get the interested people to subscribe to your tweets.
In the reboot loop since Tuesday night. Automatic updates are turned off, but that doesn't not seem to stop them.
This is where get into "where did I put that system recovery disk I made five years ago?"
I can get to startup repair, which fails, and to the screen for choosing repair modes, where neither "repair system disk," "go back to an previous system image" nor "restore to OEM system image" will work.
I can boot and run an Ubuntu 10.4 from DVD image, where I can get to the Linux disk utilities and could once see the internal drive with undamaged file systems, mount the partitions and look at the files.
After a few more startup repair attempts, Linux no longer finds the drive on the SATA controller. This is a Dell XPS 8300, a model known to have a fault in the chipset, statistically small risk of intermittent failure of SATA interface to the bus. Early examples got a motherboard replacement, this example was supposed to have been manufactured with the corrected bridge chip.
This is the second time this year an update has failed, last time I got it repaired to bootable and backed off the updates.
I think my next "power" computer for photo editing and video production is going to be an iMac, as right now they are selling for a lot less than what someone else wants for a good IPS monitor and XPS-class box with equivalent processor, memory, storage and less capable graphics. A leap of faith, since I've not used a Mac since the Mac II in my Unix workstation test lab twenty-some years ago.
Decision partly driven by my collection of dead Dell computers (three Inspiron laptops, three desksides including two in "workstation" class). Three of the six taken out by disk controller failures.
I have had problems with my HP laptop booting when I have external USB drive connected. The drive has its own power cord, but something stops the boot when it is connected. I did not see any indication you have anything else connected to laptop, but if you do, try disconnecting them. If you can get into setup, check the BIOS settings.
Thanks for the clue. Startup repair was not working, messages made it look like it was trying to boot a partition on an external drive that happens to be powered down.
These may come to the U.S., AWD, with a 2litre Diesel
VW would have to take the parent van through the DOT and EPA certifications in order for someone to import the conversions. VW did so for the T4, but stopped importing when the passenger van failed to gain market share against our large minivans, VW pulled the Transporter out of the U.S. in 2004 and started importing their own minivan instead.
It was hard to make the commercial T4 van competitive with the "chicken tax" (a 25% tariff retaliating against an EU tariff). There have been discussions lately about ending this particular tariff, but a similar effort in 2009 got nowhere (we can't discuss the politics of that here).
Current "import" trucks being sold in the U.S. are either being assembled in North America, or they are being imported as passenger vehicles and converted to trucks on arrival (e.g. take the seats out).
It would be nice to have the Transporter here again. I would have bought one instead of my Ford E-series.
VW T4 Westfalia was imported by Winnebago 1995-2003 as Eurovan Camper. They used the long wheelbase version, 201 inches overall length.
Since 2007, the standard wheelbase Express van has been 224 inches overall length, the standard length E-series 212 inches through 2008, 217 inches with the nose stretch for more crush space in 2009. The standard length RAM 2500 van was a bit shorter than Express and E-series, at 205 inches but production stopped in 2003, before your cutoff.
Ford, Chevy, and Dodge all once built vans under 180 inches (15 feet) but Ford and Chevy discontinued those before Chevy Van became Express and Econoline became E-series. Dodge built the RAM 1500 as a short van to the end, but I think it was only as a wagon, and any Class B would have been a custom conversion.
Nissan's full size van is not a shortest candidate, at 240 inches.
PleasureWay built the Traverse campervan on the standard length E-series.
Roadtrek builds some models (170 for sure) on the short wheelbase Express. Other manufacturers may also have a lower cost short model.
You will find used Sportmobile conversions on the standard length vans, these are all built to customer choice, and many choose the shorter length for a purpose. Sportmobiles might be built as B motorhomes, or as camper vans, or in other custom configurations (band vans, mobile offices, workshops, etc), so in looking to buy used you need to find out just what it actually is.
I have friends with Westfalia campers, second generation T2, Vanagon, and Eurovan models. They like them for getting well into the forests where the roads are narrow and parking spaces small. But they are really more for camping support, not for a motorhome lifestyle.
My electronic battery disconnect stopped working so I installed a knife blade switch on my battery bank. Stopped the discharging, but may have an unwanted side effect. Just completed a 900 mile trip and my mileage is almost 1 mpg less than I got on last summer's trip. May be coincidence; will require more tracking. I did have a roof coating installed but can't conceive how that would create enough additional drag to make such a difference.
1 mpg difference on a trip you made last year compared to same trip a year later may have nothing to do with engine electronics, which usually normalize from the reset within the first couple of hours of driving. I regularly see 2-3 mpg difference trip to trip, and segment to segment on a long trip, from changing driving conditions, more importantly wind speed and direction. My 8.3 mpg can drop to 6.5 into a headwind and rise to 10 or 11 with a good tailwind.
Similarly, my full size van will range from 11 mpg to 16 mpg with wind and cruising speed as factors, and will even get up to 18 mpg in the winter when not using A/C is combined with a tailwind.
From the point of view of the electronics, there should no difference between disconnecting with a switch (or pulling off the cable) versus having them lose power by running the battery down.
From the point of view of the battery, it is a whole lot better to disconnect it, so you have only self-discharge, than to let the onboard electronics drag it down to 10 volts or lower. These deep discharges greatly shorten battery life.
Ive never seen a Diesel up front. Cool.
Both Freightliner and Navistar offered front engine diesels. Freightliner offered 5.9 to 6.7 L Cummins B. The Workhorse branded Navistar might have had a Navistar engine, most likely one of the V-8s. It is not a major change from their van and bus chassis, to make a motorhome model to sell as Workhorse.
I just don't know who used them. Tiffin used Freightliners for front diesel until developing their own chassis.