It does seem the sun is setting, after 25 years, on Alarm fĂźr Cobra 11: die Autobahnpolizei on RTL.
Last week, the network released three episodes from 8.15 p.m., and to heck with the low ratings of the last episode which would be far too late for younger viewers. Theyâre doing the same this week, and finishing up the season next week with the two last ones made.
Itâs no secret that the viewer numbers have been falling year after year, especially after the departure of Tom Beck, and the long-running actioner costs a lot to makeâtoo much for a show that now nets around the 2 million mark each week, with increased competition from other networks and forms of entertainment.
Last year, the show was revamped again, but unlike previous efforts, this was a very bumpy and massive reset. Shows donât always do well after this, especially a revamp that was bigger than Martial Law abandoning most of its original cast in season 2 as well as not resolving the season 1 cliffhanger. Or each of the incarnations of Blackadder. Cobra 11 survived most earlier revamps, such as the seasons with Vinzenz Kiefer, because it maintained some continuity. We didnât mind the anachronisms and the inconsistencies as long as the heart of the show was there. Over the first two decades, there was a humanity to the show, regardless of how much haters think it was a shallow actioner, and by that I refer to the home life of the main character, Semir Gerkhan, portrayed by ErdoÄan Atalay.
Viewers invested a lot into Semir and Andrea, and even with the 2014â15 seasons, we could count on that behind the emotional core of the series. It didnât matter that the bright, cheerful years of Beck had become a sombre-keyed drama, with the happy coupleâs marriage on the rocks, Semir sporting a full beard and not his goatee, and a major story arc. It was a return to the actionâcomedy tradition in 2016 with Daniel Roesner taking over from Kiefer, who I was surprised to see later in Bulletproof.
Semir and Andrea: the emotional heart of Alarm fĂźr Cobra 11.
With Roesnerâs departure, producers sought to get rid of everyone else on the show, wrapping up their storylines, so that 2020 would begin with only Atalay and Gizem Emre, who joined the cast in 2014, reprising their roles. We can deal with Semir pairing up with a female partner for the first time in 24 years (Vicky Reisinger, played by Pia Stutzenstein), having a new boss (a disabled character played by an able-bodied actor, Patrick Kalupa; and since we never had an episode about how the character became disabled, it seems a slap in the face to not cast a disabled actor), and an irritatingly dark set. But Andrea and the kids have been written out, not mentioned again; enter Semirâs estranged mother, who only became estranged a couple of seasons ago, since the character said previously that he called her every Christmas. To all intents and purposes, this was a new show with little connection to the old. And I think they may have gone one step too far in their efforts to present something new to viewers.
There is a slight return to the structures of the older scripts in this second block of season 25, with an emphasis on the stories over the action (as there had been at the start). There are moments where you even recognize the show. But if the first half of the season had put you off, you never would have found out, especially since RTL hasnât even bothered to show the action scenes in many of the press photos.
The scheduling is exactly what youâd expect a network to do in order to kill a show, to say that the average viewer numbers had dropped again, too far to be viable. Itâs the sort of show that might have a TV movie or two later on, but for now, Iâm not that surprised there are statements that this 25th season (28th, if you believe the network) is the last âsein wirdâ (for now). Another retooling for the 26th so it could return? Or time to wrap it all up?
I donât think it bodes well for us fans, unless they can tap into the Zeitgeist again for something that modern viewers are going to love.
Big Tech isnât afraid of the law, but it is afraid of bad press that could affect its stock price. The Murdoch Press has, refreshingly, stayed on Googleâs case, revealing that there had been another exposure of user data, allowing developers access to private information between 2015 and March 2018.
The company sent a memo warning executives not to disclose this, fearing âregulatory interestâ.
The access was available via Google Plus, which the company says it will permanently close. In 2011 I predicted Plus would be a flop, while tech journalists salivated at the prospect, calling it, among other things, a Facebook killer. A few years later, you couldnât find much support among the tech press, but no one admitting they were wrong.
I had warned regularly on this blog of privacy holes that I had found on Google, with inexplicable mystery parties among my Circles or on Google Buzz, as well as strange entries in my Google account. Iâve talked often about what I discovered with Googleâs ad preferences (something it got away with for up to two years), but Iâve also found YouTube and search history settings turned on without my consent. Murdochs had revealed Google hacked Iphones, which led to a lawsuit. To learn that Google has had a privacy problem, one that it let slip for three years, does not surprise me one bit.
I taught 180 people at tertiary level in 1999â2000.
Gutted that a second has passed away.
Most of them were kids when I taught them. Lost one to a brain bleed in 2015, just lost another to cancer.
Look after yourselves out there, and live life to the full. Tell those whom you love that you do.
Originally published at Drivetribe, but as I own the copyright it only made sense to share it here for readers, too, especially those who might wish to buy a car from abroad and want to do the job themselves. It was originally written for a British audience.
Above: The lengths I went to, to make sure I didn’t wind up buying a car with an automatic transmission: source it from the UK and spend ten months on the process.
One consequence of Brexit was the pound falling, which makes buying out of Blighty very tempting for foreigners. When it comes to buying a car, the savings can be substantial enough for a buyer in the antipodes.
My situation in New Zealand was neither driven by politics nor currency: it was the lack of manual-transmission cars. When I last bought a car for myself in 2004, the market was roughly 50â50 between manuals and automatics. Today that figure is 90 per cent in favour of automatics, meaning those of us who prefer shifting gears ourselves face a major difficulty. We either limit ourselves to the few cars that come on to the market that are manuals, or we switch. Considering it was my own money, and a five-figure sum at that, I wasnât about to contemplate getting something that I didnât like. Britain, it seemed, would have to be the source of my next car.
There were certain circumstances that made this a lot easier.
First, you need friends in the UK.
Secondly, you should browse Auto Trader, Parkers and other sites regularly for months on end to get a feel of the market.
Third, you should be looking for something thatâs relatively new, to ensure compliance with the laws of both the UK and your own.
When my old Renault MĂŠgane I CoupĂŠ was written off in an accident, the logical thing would be to buy the MĂŠgane III CoupĂŠ. However, if you live in a right-hand-drive country and youâre not in the UK, Ireland or South Africa, youâre out of luck, unless you fancy going to an RS. And I simply didnât need 250-plus horsepower to go to the post office or up the coast.
There were two powerplants common to Renaults in New Zealand: the 110 bhp 1¡6, and the 2¡0 automatic. That left me with one choice, and 110 bhp was sufficient for what I needed. I also looked forward to the better fuel economy, even if New Zealanders pay less at the pump than Brits.
I was fortunate that I didnât need a replacement car in a hurry. For years I had a âspare carâ, one that my father had bought and I could use now that he had developed Alzheimerâs. The other stroke of luck was that I had contemplated getting a newer MĂŠgane III CoupĂŠ anyway, and had been browsing UK sites for about six months at that point. I knew roughly what a good deal looked like. Finally, the esteemed motoring editor, Mr Keith Adams, and one other school friend, Philip, had offered to check out cars should I spot anything in their area.
I advise strongly that you use a company specializing in the importation. Thatâs where Jake Williams and Dan Hepburn at Online Logistics of Auckland came in
While my circumstances were unique, there are plenty of other reasons to look to the UK for cars.
A friend looking for a Volkswagen Eos reckoned he would save NZ$10,000 (ÂŁ5,850) by sourcing one from the UK. This is largely fuelled by the greater depreciation on UK second-hand cars, and the savings potentially mount on flasher motors, such as Audi Q7s or Bentleys.
While Japan is closer, and the source of many used cars in New Zealand, some buyers have had to buy new radios to match New Zealand frequencies. Thereâs also the disadvantage of dealing in a foreign language with a very different legal system should you choose to do it yourself.
The disadvantage of a UK import is that speedometers will be in mph, whereas New Zealand adopted the newfangled metric system decades ago. However, on a more modern car with a digital dashboard, the switch shouldnât be an issue, and that was the case with the MĂŠgane.
For a Kiwi buyer, the first step is to check the New Zealand Transport Authority (NZTA) website, which has useful worksheets on private car importation.
In summary, the car must comply with New Zealand standards, and it helpsâfor nowâthat cars that have EU type approval will. The car must have a vehicle approval plate or sticker, or a statement of compliance. The NZTA worksheets and website are detailed and go through further specifics.
You should, for peace of mind, order an AA or Dekra inspection. AA members in New Zealand can expect a discount from AA in the UK, and this shouldnât exceed ÂŁ200. Any faults need to be remedied before you purchase the car, or you should walk away.
Of course, you need to be able to prove the ownership of the vehicle: that means an invoice showing that youâve purchased it (this should have the VIN on it), plus the V5 registration document. Since itâs being exported outside the UK, the relevant part of the V5 noting the car will be leaving the country will have been sent to the Department for Transport by the seller. The seller needs to put this in the courier to you.
I advise strongly that you use a company specializing in the importation. You can do a lot yourself, but it pays to have an extra pair of eyes to ensure youâve dotted the is and crossed the ts, and in New Zealand, thatâs where Jake Williams and Dan Hepburn at Online Logistics of Auckland came in.
Online Logistics isnât interested in profiting based on the price of your car, unlike some services. They set standard fees for shipping, and arrange insurance, which itâll need on the way to New Zealand. They do ask that the car departs from Felixstowe, and they will ship it to Auckland.
They will require the VIN, so they can double-check that the car meets the required standards, the invoice, and the original copy of the V5.
Once itâs on New Zealand shores, it has to go through several inspections.
The first is an inspection by the Ministry of Primary Industries, which makes sure that there arenât any bugs. It could order that the car be fumigated, and this can set you back around NZ$400. Once done, youâll get an MPI sticker saying the carâs passed the biosecurity inspection.
Customs will then sting you GST (the equivalent of VAT) on cost, insurance and freight.
An NZTA-approved organization will then inspect the car to check for structural faults. Online Logistics took care of this part, so you donât need to hunt for an approved one yourself. Once thatâs done, youâll get a pink sticker from NZTA.
The fourth step is getting the car certified. Again, Online Logistics has a company it contracts to do this, and this is where youâre likely to see your car for the first time. Certification will confirm that the car meets safety and emission standards, gets the VIN recorded into the database, gives you a registration form so you can get the car registered in New Zealand, and issues a warrant of fitness (MOT). Certification can be strict: cars that have had a poor repair job done in the UK will not pass until it is redone in line with New Zealand standards, and this is where the importation process can fall to pieces. Thatâs why itâs important to have that check done in the UK before purchase. Stay well away from category D cars, and aim for low miles.
Having identified the model I wanted, I had to trawl through the websites. The UK is well served, and some sites allow you to feed in a postcode and the distance youâre willing (or your friendâs willing) to travel.
However, if you rely on friends, youâll need to catch them at the right time, and both gentlemen had busy weekends that meant waiting.
VAT was the other issue thatâs unfamiliar to New Zealanders. GST is applied on all domestic transactions in New Zealand, but not on export ones. This isnât always the case in the UK, and some sellers wonât know how any of this works.
One of the first cars I spotted was from a seller who had VAT on the purchase price, which logically I should get refunded when the car left the country. I would have to pay the full amount but once I could prove that the car had left the UK, the transaction would be zero-rated and I would get the VAT back. I was told by the manager that in 11 years of business, he had never come across it, and over the weeks of chatting, the vehicle was sold.
Car Giant, in London, was one company that was very clued up and told me that it had sold to New Zealanders before. Theyâre willing to refund VAT on cars that were VAT-qualifying, but charged a small service fee to do so. The accountsâ department was particularly well set up, and its staff very easy to deal with long-distance.
Evans Halshaw, however, proved to be farcical. After having a vehicle moved to the Kettering branch close to Keithâs then-residence after paying the deposit, and having then paid for an AA inspection, the company then refused to sell it to me, and would only deal with Keith.
Although the company was happy to take my deposit, Keith was soon told, âwe will need payment to come from yourself either by debit card or bank transfer as the deal is with yourself not Mr Yan,â by one of its salesâ staff.
I wasnât about to ask Keith to part with any money, If I were to transfer funds to his account, but not have the car belong to me, and if Keith were to then transfer ownership to me without money changing hands, then the New Zealand Customs would smell a rat. It would look like money laundering: NZTA requires there to be a clear chain of ownership, and this wasnât clear. Evans Halshaw were unwilling to put the invoice in my name.
Iâm a British national with a UK addressâagain something a lot of buyers Down Under wonât haveâbut Evans Halshaw began claiming that it was âpolicyâ not to sell to me.
The company was never able to provide a copy of such a policy despite numerous phone calls and emails.
Essentially, for this to work and satisfy Customs on my end, Keith would have to fork out money, and I would have to pay him: a situation that didnât work for either of us.
Phil, a qualified lawyer, offered to head into another branch of Evans Halshaw and do the transaction exactly as they wanted: head there with âchip and PINâ, only for the company to change its tune again: it would not sell to me, or any representative of mine.
The refund from Evans Halshaw never materialized, and I found myself ÂŁ182 out of pocket
This farce went on for a month and involved a great deal of calls from me into the small hours of the morning.
The matter eventually went to the groupâs lawyer, David Bell, and between him and me, it was sorted in 10 minutes.
Evans Halshaw did indeed have a policy not to sell to a foreigner, never mind that he was also a Briton. What their first staffer should never have done was take my deposit in the first place.
Despite knowing it was me who paid the deposit, the Kettering dealer began believing it was Keith who was the buyer.
When Mr Bell knew all the facts, there was a moment when the penny dropped for us both: he had been told that Keith was the buyer all along, and advised accordingly. Once I knew where the mix-up was, everything made sense.
It wasnât helped by belligerent staff who refused to answer questions directly.
However, on knowing of their error, Evans Halshaw refunded my deposit (albeit minus the credit card fees I had paid) and offered to refund the AA check, in exchange for the report. I willingly gave them the report, but the second refund never materialized. Neither the dealer principal at Kettering nor Mr Bell responded, despite reminders, and I found myself ÂŁ182 out of pocket, along with goodness knows how much in long-distance phone charges. I still wonder how this is one of the countryâs largest dealer groups, with this blatant disregard for the customer.
Two weeks later, the perfect MĂŠgane popped up. It was all a blessing in disguise. It was the colour (Cayenne orange) of the car I had on my computer wallpaper years before. The mileage was very low. And another friend, Andrew, was willing to pop by and look at it, sold by a very easy-going seller, Andy Mudge of Thames Fleet Purchasing. In fact, he proved so amenable I referred others to him, and he was more than happy, as with many other dealers I had spoke to in the UK since the Evans Halshaw affair, to sell to a British national based abroad.
The car passed the Dekra check with next to no issues, and Andy was willing to cap the freight charges of the car from his Maidenhead property to the port for ÂŁ100. (Itâs advisable to have the car transported, rather than driven, to the port, as I wonât have paid for the tax as the new keeper.)
The car was non-VAT qualifying, making life easier for both parties. I paid Andy the amount by wire transfer, added a pony on top to cover the courier of documents (V5 and handbooks) and the spare key.
The one feeling I hadnât expected was to see thousands of pounds leave my account and have nothing to show for it. The car took just under two months before I witnessed it for the first time, having flown up to Auckland to collect it (another NZ$100), with a 600 km journey south back to its new home in Wellington.
Many months later, Iâm thrilled with my purchase. There are, to my knowledge, only two non-RS MĂŠgane III CoupĂŠs in New Zealand, both in the same colour. It has an engine for which I can get parts, and there are sufficient commonalities with the MĂŠganes sold here when it comes to brake pads and other items. It had taken a considerable amount of time but it was eventually worth it. After all, if itâs your money, you should get what you want. If you donât want to drive the standard New Zealand carâand looking around that appears to be a Toyota Auris Automaticâthen the UK is a very ready source of cars.
When I was searching for a car to buy after my previous one was written off in an accident, one no-brainer was that it had to be a manual. It can’t be that hard, right? After all, when I bought my earlier Renault MĂŠgane in 2004, about 70 per cent of the market was manual.
It turns out that in 11 years, things changed a lot in New Zealand. Somewhere along the line we became the United States or Japan, places where you get the impression people are afraid of manual gearboxes. We also changed our laws so that someone who is licensed to drive an automatic is permitted to drive a manual, so unlike the UK, manuals no longer became the default option for someone who wanted the freedom to drive both.
I had the sense that New Zealand had become 80 per cent automatic, based on scanning car sales’ periodicals and websites. A quick scan of Auto Trader NZ last week, where there were 27,925 cars for sale, gave this break-down:
In fact, a traditional manual, one with gears you change with a clutch, comprises considerably less than 20 per cent.
One friend, like me, specifically sought a manual in 2015, and asked me to scan through websites. In the greater Wellington region, cars matching his other criteria on engine size and price numbered a grand total of two, one in Eastbourne and the other in Upper Hutt. He eventually had to go outside his criteria to buy a manual.
I visited one dealership in Lower Hutt where one of the senior salespeople told me that was what the market demanded, so they followed suit, as he tried to sell me an automatic, Turkish-made car. This claim was, based on my own research, bollocks.
Granted, this research was of a sample of my 2,300 Facebook friends, but of those who responded, it appeared to be evenly divided. Some of the comments were along the lines of, ‘I wanted a manual, but I had no choice, so I bought an automatic.’
If I didn’t have a second car (since sold to a friend who also preferred manuals), I could have found myself looking at doing the sameâjust because I needed wheels in a hurry. Or I could have bought a car that did not meet all my needs, one that was “near enough”. But if you are spending a five-figure sum, and you intend to hold on to the car for the next decade, is this such a wise thing to do? A car is an investment for me, not a fashion item.
That earlier Renault took me four months to find in a market that wasn’t so heavily biased against manuals in the mid-2000s, and this time out, I wound up searching for eight. Most people don’t have that luxury.
The most evident explanation for the overwhelming numbers of automatics is that so many used cars are sourced from Japan, but it’s really not what all people want.
I’ve nothing against the half of the population who prefer automatics, but they are just not my sort of thing. These days, the most advanced automatics are more economical than manuals, but generally, you still get a few more mpg from a car you shift yourself. I enjoy driving, and automatics blunt that enjoyment for me, but I’m sure others don’t mind them as much.
In future blog posts I’ll touch on this subject again, and I’ll be penning a story for Classic Car Weekly in the UK on the whole saga of buying a new car. Who knew that, despite being armed with money, it would be such an uphill task to find someone to give it to?
It also suggests that if someone wishes to specialize in manuals, they would be tapping in to a large, unserved chunk of the New Zealand market.
What a fun project! In September, a class in a QuĂŠbec school set its pupils a travel diary project. The idea: see how well travelled each pupil’s diary gets by passing it to a friend, then to their friend, and so on. The aim is educational: they want to learn about different cultures. The person who receives it nearest April 15 has to send it back to the origin. That was me: the diary arrived in my office on Friday. Iâve since written a four-page letter to the schoolgirl about my life in Wellington, my hobbies, and my family, in reply to her opening piece.
It has been over 25 years since I wrote in an exercise book. Prior to me, it went to the Netherlands, France, and Hong Kong. I hope she has the most well travelled journal in her class.
And yes, I chucked it on a courier. It would suck if it travelled all this way and got lost on the last leg. It left for QuĂŠbec this afternoon.
General Motors’ fine in 1995 for 470,000 cars using defeat devices against EPA testing: US$11 million. Volkswagen’s fine in 2016 for 580,000 cars using defeat devices against EPA testing: potentially US$40,000 million (or $40 billion, as the Americans say). The local companies get off far easier in the US. In fact, GM can even get a US$49,500 million bail-out from Uncle Sam. I realize there’s a difference between a settlement and a claim, but I wonder if Volkswagen’s going get away with paying less than a figure in the milliards.
When Facebook says it cares about security, I laugh. Every day I see bots, spammers and click-farm workers plague the site, and despite reporting them, Facebook lets them stay. It will make a statement saying it would no longer kick off drag queens and kings, then proceed to kick off drag queens and kings. So when I was blocked last night from using Facebook on my Windows 10 computer, after using a website with a Facebook messaging plug-in, with the claim that there was malware on the system, I knew something was fishy.
Like Googleâs false malware accusationsâso serious that people have lost websites over themâI knew to take this one with a massive grain of salt. However, I didnât have a choice: in order to get in to the site, I had to download a Kaspersky malware program, and let it run. The program never appeared in my installed list in Windows. I let it run overnight, for seven hours, whereupon it was frozen at 62 per cent. Restarting the computer, I was back to square one.
Above: Doing things the Facebook way. Listening to them was bound to end in tears.
Above: There’s no sign of Kaspersky in Windows’ installed programs’ list.
Above: While the Kaspersky scan proceeded, McAfee was knocked out and could not be switched on. Coincidence?
Unlike most people, I have options open to me, so I began to go on to Facebook using several different methods. A VirtualBox containing XP on the same computer was fine, if incredibly slow while Kaspersky was doing its thing. (Think about Windows XP on a 386.) Lubuntu was fine as well, as was Mac OS X. I Tweeted the McAfee community link, and thought it odd that it did not appear in Facebook (I have my Twitter set up to post there). I then tried to paste the link into Facebook manually, whereupon, in Lubuntu and Mac OS, I was told that my computer was now infected with either a virus or malware. Unlike Windows, I had the option of telling them they were in error, and I was able to continue using the machines.
This really sounds like Facebook and Kaspersky have it in for McAfee and, possibly, rival products, if the scan knocks out your choice of antivirus and anti-malware program, and if the mere mention of mcafee.com inside Facebook results in a warning box saying your computer is infected.
Above: On a Mac, I couldn’t even tell people about the post on mcafee.com. The second I did, Facebook said my computer was infected. The same thing happened on Lubuntu. Facebook accuses you of infection on the mere mention of mcafee.com.
Eventually, the entire system froze, and while I could still move the mouse about, I couldnât access the task bar or go to other programs.
I was forced to do a hard reboot.
But youâre asking now: was I ever infected? No. Itâs Google all over again. Peter, the very knowledgeable McAfee support tech who came to my aid many years ago, was present again and put me on to two other programs after this restart. Getsusp analysed my system for malware, and, you guessed it, found nothing. Malware Bytes did the same, and found some PUPs (potentially unwanted programs), all of which I knew about, and I had intentionally installed. Theyâve been present for years. In other words, two other malware scanners told me my system was clean. Malware Bytes did, however, restore McAfee as the correct antivirus program, exactly as Peter had predicted.
He also suggested a system restore, which sadly failed, with Windows giving the reason that an antivirus program was running. Having restored this system once before (after some bad advice from Microsoft), I knew it couldnât be McAfee. The only difference on this computer: I had had Kaspersky doing its Facebook scan. It appears that Facebook and Kaspersky donât want you restoring your system.
I had fixed the newer issues, but the original one remained: I couldnât get on to Facebook. The Kaspersky scan never finishes, incidentallyâyouâre stuck on 62, 73 or 98 per centâand while not having a personal Facebook is no great loss, I have businesses that have presences there.
I stumbled across a Reddit thread where others had been forced to download antivirus programs by Facebook, and, fortunately, a woman there had found where hers resided. In my case, it was at C:\Users\USERNAME\AppData\Local\Temp\FBScanner_331840299. Deleting this, and all cookies mentioning Facebook and Kaspersky, restored my access.
What to do if you ever come across this? My advice is to, first, run Malware Bytes, but ensure you run the free version, and do not opt for the trials. Once youâre satisfied your computer is clean, head into your cookies and delete all the Facebook ones, and any from the antivirus provider it recommends.This second Reddit thread may be helpful, too. I donât know if this will work completely, but anything is preferable to following Facebookâs instructions and wasting your time. I really need to stop following instructions from these big firmsâyouâd think after all these years, Iâd know better.
PS.: I found this video from last July which suggests the malware accusations have nothing to do with your computer set-up:
In addition, I cannot paste any links in Facebook. The situation began deteriorating after I regained access. Initially, I could paste and like a few things, but that facility eventually disappeared. Regardless of platform, I get the same error I did on the Mac yesterday (see screen shot above). Liking things results in the below error, and the wisdom there is to wait it out till Facebook staff get back to work on Monday.
P.PS.: Holly Jahangiri confronted the same issue as I did a few days later. She was smarter than me: she didn’t download the anti-malware malware. Have a read of her post here: other than that one difference, it’s almost play for play what happened to me for four days. She’s also rightly frustrated, as I am, by Facebook’s inaction when it’s legitimately needed.
P.P.P.PS.: I’m beginning to hear that deleting cookies will not work (April 26). Facebook seems intent on having you download their suspicious junk. In those cases, people have switched to another browser.
P.P.P.P.PS.:Andrew McPherson was hit with this more recently, with Facebook blocking the cookie-deleting method in some cases, and advises, ‘If you get this, you will need to change your Facebook password to something very long (a phrase will do), delete and clear your browsers cache and history, then delete your browser, then renew your IP address to a different number and then reinstall your browsers.’ If you cannot change your IP address but are using a router, then he suggests refreshing the address on that. Basically, Facebook is making it harder and harder for us to work around their bug. Once again, if you sign on using a different account using the same “infected” computer, there are no problemsâwhich means the finger of blame should remain squarely pointed at Facebook.
P.P.P.P.P.P.PS.: January 28, 2017: David has come up with a great solution in the comments (no. 103). You can fool Facebook into thinking you are using a Mac by changing the user-agent. He suggests a Chrome Extension. I have Modify Headers for Firefox, which might work, too.
P.P.P.P.P.P.P.P.PS.: October 24: Don Dalton found that he was able to replace his Chrome profile with an older one to bypass Facebook’s block. Have a read of his comment here.
P.P.P.P.P.P.P.P.P.PS.: February 18, 2018: over the last few weeks, Mac users have been getting hit hard with this fake warning, and are being offered Windows software to download (which, of course will not work). Some have reported that changing browsers gets them around this. Downloading the equivalent anti-malware program from the same provider (e.g. Eset) does nothing, since the one user I know of who has done this came up with a clean Macâbecause, as we already know, the warnings are fake.
P.P.P.P.P.P.P.P.P.P.PS.: February 18, 2018: let’s see if Wesley Shields, security engineer at Facebook, will tell us what’s going on. He’s been asking for more staff to join his malware detection team.
Hi Wesley, Iâve seen a lot of people being told their machines have malware, but they run scans and they are clean. Happened to me in 2016. Is this something that your department has created? Iâd like to learn more, but of course tagging Facebook doesnât net a reply.
P.P.P.P.P.P.P.P.P.P.PS.: February 23, 2018: finally, a journalist has taken this seriously! Louise Matsakis, a writer for Wired covering the security and social media beats, has looked into the latest round of Facebook malware warnings being forced on Mac users. Facebook is still lying, in my opinion, claiming there could really have been malware (lie number one), but the company’s probably so used to saying one thing and doing another by now. Louise is right to seize upon the fact that no one knows what data are sent to Facebook during the scan. It’s a fine article, and I highly recommend it.
In response to a friend’s Facebook post applauding the possibility that Kim Dotcom would get extradited, two days ago. It’s unedited, other than the inclusion of a link and a note, and I apologize for the grammatical errors.
Surely this remains the only case in the history of humankind where copyright is a multi-jurisdictional criminal matter? And if getting rich off copyrighted material is a crime, then YouTube has a longer history of letting this happen and rewarding users for it. The principal difference that I can see is that YouTube (through its parent Google) dodges paying New Zealand tax,* which seems to be a position our government is comfortable with. Iâm not saying I like Dotcomâwho I think is only out for himself and yes, he comes across as a dickâbut fairâs fair. Nor am I saying I support copyright infringement, but under New Zealand law thatâs a civil matter that should be fought by the infringed, not by governments. (In the US there is a criminal provision but the guy hasnât ever been there nor was his company based there.)
When I read the prosecutionâs case it falls down at some basic hurdles. They say the defendants infringed. But they donât say what they infringed. Youâve got to have this, especially if youâre going to prosecute this as a crime. The guy has a right to know exactly whatâs at issue. And Megaupload stored stuff, they werenât the infringers. Even if they knew about it, thereâs no crime knowing about criminal copyright infringement. If the US position holds true, then when we go to YouTube to view a full-length movie or TV programme that someone has uploaded in order to make money for themselves, it would actually make us criminals. Iâm not comfortable with this.
I see an appalling double standard when it comes to how this bloke is dealt with, e.g. he is dissed for spending money funding a political party but Colin Craig gets a pass for doing the same thing at exactly the same time. He is dissed for showing us how our government monitors us by bringing in Glenn Greenwald yet we all applaud Greenwald when he does it overseas. I find it interesting how he went from Public Enemy No. 1 when he was first arrested, to admired underdog for quite a lengthy period when Kiwis realized copyright law was on his side, and now heâs back to Public Enemy No. 1 again after exposing the flaws in our security services and trying to do us a favour with the flop that was âthe moment of truthâ. Guess we really hate it when a foreign-born New Zealand resident tells us how things should be, but we love telling foreigners about gun laws, imperialism and inequality.
If the guy is to go to prison, then let it be for an actual crime.
* PS.: Yes, itâs technically legal to run things through a Bermuda tax haven and pay yourselves back for stuff.
With Google and Ford announcing they will team up to make self-driving cars, I have some concerns.
Iâm not in Luddite position on the idea of self-driving cars. Potentially, they can be far safer than what we have today. I see so many godawful drivers out thereâNew Zealand has a very high road toll based on our small population, and itâs not hard to see whyâand the self-driving car canât be a bad thing. Active safety, active cruise control, and other features all point to be a better future on our roads.
However, is Google the right firm? You donât need to look too far (especially on this blog) to find some Google misdeed, a company that happily does dodgy things till it gets busted.
Imagine the future.
⢠The car has no brakes until you sign up to Google Plus, then log in.
⢠You cannot enter the car till you load a Google Play app on to your phone. You have to agree to a bunch of settings which you don’t even read, but essentially you’ve let them monitor you.
⢠If you have a car accident in a Google car, thereâs no phone number for anyone to call. You have to sign up to the support forums where youâre told by Google volunteers that itâs your fault for misusing the software. Or they just ignore you. You spend several years trying to get your case heard.
⢠Google listens to all your in-car conversations so it can deliver targeted advertising to you, until you opt out of this feature in your Google Account settings.
⢠Google hacks your devices while you are near the car, even if you have Do Not Track or other privacy settings turned on. They continue doing this till the Murdoch Press writes an article about it or they get reported to an industry association.
⢠Doubleclick targeted advertising appears in the carâs central LCD screen.
⢠All routes that the Google cars choose go past advertisers’ brick-and-mortar stores.
⢠Google Street View is updated a lot more, which sounds great, till you realize it’s been updated with images from your latest journey.
⢠Unless you opt out, Google actually drives you to the store which has the goods you mentioned in a private Gmail message, even though you don’t need the product and it just came up casually in conversation.
⢠When US state attorneys-general sue Google over wasted time with the cars driving you to these stores, the penalty is roughly four hours of the companyâs earnings.
Autonomous cars are part of our future. But I’ll opt for the tech of a firm I trust more, thank you. And right now, I even trust Volkswagen more than Google.
