Virgin Galactic’s Long Road To Commercial Spaceflight

June 1, 2021 by Tom Nardi 24 Comments

To hear founder Richard Branson tell it, the first operational flight of Virgin Galactic’s SpaceShipTwo has been 18 months out since at least 2008. But a series of delays, technical glitches, and several tragic accidents have continually pushed the date back to the point that many have wondered if it will ever happen at all. The company’s glacial pace has only been made more obvious when compared with their rivals in the commercial spaceflight field such as SpaceX and Blue Origin, which have made incredible leaps in bounds in the last decade.

Richard Branson watching *Unity’s* test flight.

But now, at long last, it seems like Branson’s suborbital spaceplane might finally start generating some income for the fledgling company. Their recent successful test flight, while technically the company’s third to reach space, represents an important milestone on the road to commercial service. Not only did it prove that changes made to Virgin Space Ship (VSS) Unity in response to issues identified during last year’s aborted flight were successful, but it was the first full duration mission to fly from Spaceport America, the company’s new operational base in New Mexico.

The data collected from this flight, which took pilots Frederick “CJ” Sturckow and Dave Mackay to an altitude of 89.23 kilometers (55.45 miles), will be thoroughly reviewed by the Federal Aviation Administration as part of the process to get the vehicle licensed for commercial service. The next flight will have four Virgin Galactic employees join the pilots, to test the craft’s performance when loaded with passengers. Finally, Branson himself will ride to the edge of space on Unity’s final test flight as a public demonstration of his faith in the vehicle.

If all goes according to plan, the whole process should be wrapped up before the end of the year. At that point, between the government contracts Virgin Galactic has secured for testing equipment and training astronauts in a weightless environment, and the backlog of more than 600 paying passengers, the company should be bringing in millions of dollars in revenue with each flight.

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Not All SpaceX Software Goes To Space

June 1, 2021 by Roger Cheng 13 Comments

SpaceX has always been willing to break from aerospace tradition if they feel there’s a more pragmatic solution. Today this is most visible in their use of standard construction equipment like cranes in their Starship development facility. But the same focus on problem solving can also be found in their software parts we don’t see. Recently we got two different views behind the scenes. First, a four-part series about “software in space” published by StackOverflow blog, followed quickly by an Ask Me Anything (AMA) session on SpaceX Reddit.

Some of the StackOverflow series cover ground that has been previously discussed. Mostly in the first part dealing with their workhorse Falcon and Dragon vehicles, and some in the second part discussing Starlink whose beta program is reaching more and more people. Both confirmed that spaceflight software has to meet very stringent requirements and are mostly close to the metal bespoke C++ code. But we receive fascinating new information in part three, which focuses on code verification and testing. Here they leverage a lot of open source infrastructure more common to software startups than aerospace companies. The fourth and final component of this series covers software to support SpaceX hardware manufacturing, which had been rarely discussed before this point. (Unfortunately, there was nothing about how often SpaceX software developers copy and paste code from StackOverflow.)

The recent Reddit AMA likewise had some overlap with the SpaceX software AMA a year ago, but there were new information about SpaceX work within the past year. There was Crew Dragon’s transition from a test to an operational vehicle, and the aforementioned Starship development program. Our comments section had a lot of discussion about the practicality of touchscreen interfaces in real spacecraft, and here we learn SpaceX put a lot of study into building something functional and effective.

It also showed us that essentially every Sci-Fi Movie Interface was unrealistic and would be unreadable under extreme conditions.

In the course of this research, they learned a lot of pitfalls about fictional touch interfaces. Though to be fair, movie and television spacecraft UI are more concerned about looking cool than being useful.

If the standard AMA format is not to your liking, one of the contributors compiled all SpaceX answers alongside their related questions in a much more readable form here. And even though there’s an obvious recruiting side to these events, we’re happy to learn more about how SpaceX have continued to focus on getting the job done instead of rigidly conforming to aerospace tradition. An attitude that goes all the way back to the beginning of this company.

Hackaday Links: May 16, 2021

May 16, 2021 by Dan Maloney 19 Comments

With the successful arrival of China’s first Mars lander and rover this week, and the relatively recent addition of NASA’s Perseverance rover and its little helicopter sidekick Ingenuity, Mars has collected a lot of new hardware lately. But while the new kids on the block are getting all the attention, spare a thought for the reliable old warhorse which has been plying Gale Crater for the better part of a decade now — Curiosity. NASA has been driving the compact-car-sized rover around Mars for a long time now, long enough to rack up some pretty severe damage to its six highly engineered wheels, thanks to the brutal Martian rocks. But if you think Curiosity will get sidelined as its wheels degrade, think again — the rover’s operators have a plan to continue surface operations that includes ripping off its own wheels if necessary. It’s a complex operation that would require positioning the wheel over a suitable rock and twisting with the steering motor to peel off the outer section of the wheel, leaving a rim to drive around on. JPL has already practiced it, but they predict it won’t be necessary until 2034 or so. Now that’s thinking ahead.

With all the upheaval caused by the ongoing and worsening semiconductor shortage, it might seem natural to expect that manufacturers are responding to market forces by building new fabs to ramp up production. And while there seems to be at least some movement in that direction, we stumbled across an article that seems to give the lie to the thought that we can build our way out of the crisis. It’s a sobering assessment, to say the least; the essence of the argument is that 20 years ago or so, foundries thought that everyone would switch to the new 300-mm wafers, leaving manufacturing based on 200-mm silicon wafers behind. But the opposite happened, and demand for chips coming from the older 200-mm wafers, including a lot of the chips used in cars and trucks, skyrocketed. So more fabs were built for the 200-mm wafers, leaving relatively fewer fabs capable of building the chips that the current generation of phones, IoT appliances, and 5G gear demand. Add to all that the fact that it takes a long time and a lot of money to build new fabs, and you’ve got the makings of a crisis that won’t be solved anytime soon.

From not enough components to too many: the Adafruit blog has a short item about XScomponent, an online marketplace for listing your excess inventory of electronic components for sale. If you perhaps ordered a reel of caps when you only needed a dozen, or if the project you thought was a done deal got canceled after all the parts were ordered, this might be just the thing for you. Most items offered appear to have a large minimum quantity requirement, so it’s probably not going to be a place to pick up a few odd parts to finish a build, but it’s still an interesting look at where the market is heading.

Speaking of learning from the marketplace, if you’re curious about what brands and models of hard drives hold up best in the long run, you could do worse than to look over real-world results from a known torturer of hard drives. Cloud storage concern Backblaze has published their analysis of the reliability of the over 175,000 drives they have installed in their data centers, and there’s a ton of data to pick through. The overall reliability of these drives, which are thrashing about almost endlessly, is pretty impressive: the annualized failure rate of the whole fleet is only 0.85%. They’ve also got an interesting comparison of HDDs and SSDs; Backblaze only uses solid-state disks for boot drives and for logging and such, so they don’t get quite the same level of thrash as drives containing customer data. But the annualized failure rate of boot SDDs is much lower than that of HDDs used in the same role. They slice and dice their data in a lot of fun and revealing ways, including by specific brand and model of drive, so check it out if you’re looking to buy soon.

And finally, you know that throbbing feeling you get in your head when you’re having one of those days? Well, it turns out that whether you can feel it or not, you’re having one of those days every day. Using a new technique called “3D Amplified Magnetic Resonance Imaging”, or 3D aMRI, researchers have made cool new videos that show the brain pulsating in time to the blood flowing through it. The motion is exaggerated by the imaging process, which is good because it sure looks like the brain swells enough with each pulse to crack your skull open, a feeling which every migraine sufferer can relate to. This reminds us a bit of those techniques that use special algorithms to detects a person’s heartbeat from a video by looking for the slight but periodic skin changes that occurs as blood rushes into the capillaries. It’s also interesting that when we spied this item, we were sitting with crossed legs, watching our upper leg bounce slightly in time with our pulse.

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SpaceX Drops The Ball On Catching Fairings

May 6, 2021 by Tom Nardi 91 Comments

You don’t have to look very hard to find another rousing success by SpaceX. It’s a company defined by big and bold moves, and when something goes right, they make sure you know about it. From launching a Tesla into deep space to the captivating test flights of their next-generation Starship spacecraft, the private company has turned high-stakes aerospace research and development into a public event. A cult of personality has developed around SpaceX’s outlandish CEO Elon Musk, and so long as he’s at the helm, we can expect bigger and brighter spectacles as he directs the company towards its ultimate goal of putting humans on Mars.

Of course, things don’t always go right for SpaceX. While setbacks are inevitable in aerospace, the company has had a few particularly embarrassing failures that could be directly attributed to their rapid development pace or even operational inexperience. A perfect example is the loss of the Israeli AMOS-6 satellite during a static fire of the Falcon 9’s engines on the launch pad in 2016, as industry experts questioned why the spacecraft had even been mounted to the rocket before it had passed its pre-flight checks. Since that costly mistake, the company has waited until all engine tests have been completed before attaching the customer’s payload.

SpaceX’s concept art for propulsive landing

But sometimes the failure isn’t so much a technical problem as an inability for the company to achieve their own lofty goals. Occasionally one of Musk’s grand ideas ends up being too complex, dangerous, or expensive to put into practice. For instance, despite spending several years and untold amounts of money perfecting the technology involved, propulsive landings for the Crew Dragon were nixed before the idea could ever fully be tested. NASA was reportedly uncomfortable with what they saw as an unnecessary risk compared to the more traditional ocean splashdown under parachutes; it would have been an impressive sight to be sure, but it didn’t offer a substantive benefit over the simpler approach.

A similar fate recently befell SpaceX’s twin fairing recovery ships Ms. Tree and Ms. Chief, which were quietly retired in April. These vessels were designed to catch the Falcon’s school bus sized payload fairings as they drifted down back to Earth using massive nets suspended over their decks, but in the end, the process turned out to be more difficult than expected. More importantly, it apparently wasn’t even necessary in the first place.

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After Years Of Uncertainty, Stratolaunch Flies Again

May 3, 2021 by Tom Nardi 15 Comments

When Paul Allen founded Stratolaunch in 2011, the hope was to make access to space cheaper and faster. The company’s massive carrier aircraft, the largest plane by wingspan ever to be built, would be able to carry rocket-powered vehicles up into the thin upper atmosphere on short notice under the power of its conventional jet engines. The smaller vehicle, free of the drag it would incur in the denser atmosphere closer to the ground, could then be released and continue its journey to space using smaller engines and less propellant than would have been required for a conventional launch.

But Allen, who died in October of 2018, never got to see his gigantic plane fly. It wasn’t until April 13th, 2019 that the prototype carrier aircraft, nicknamed Roc, finally got to stretch its 117 meter (385 feet) wings and soar over the Mojave Desert. By that time, the nature of spaceflight had changed completely. Commercial companies were putting payloads into orbit on their own rockets, and SpaceX was regularly recovering and reusing their first stage boosters. Facing a very different market, and without Allen at the helm, Stratolaunch ceased operations the following month. By June the company’s assets, including Roc, went on the market for $400 million.

Finally, after years of rumors that it was to be scrapped, Allen’s mega-plane has flown for the second time. With new ownership and a new mission, Stratolaunch is poised to reinvent itself as a major player in the emerging field of hypersonic flight.

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Apple-Picking Robot Stems From Labor Shortage

May 1, 2021 by Kristina Panos 35 Comments

Among all the job-related problems wrought by the pandemic, here is another one that comes as the result of people generally staying home: there are hardly any backpackers to do traditional transient backpacker jobs like picking apples. Researchers at Monash University’s Department of Mechanical and Aerospace engineering found a way to fill in the gap by building a pneumatic robot arm that can harvest an apple every seven seconds at top speed.

A suite of cameras and algorithms look for fruit amongst the foliage and carefully remove it by gripping it gently and twisting, much like a human would. In order to do this, the robot must consider the shape of the fruit, the way it’s hanging, and where to separate it from the tree while keeping damage to a minimum. A suction system helps pull the apple into the soft, four-fingered grip and then the arm twists and turns to deposit the apple into the bin.

There are a lot of upsides to this robot, including the fact that it works in any lighting and weather conditions and can ID an apple in less than 200 milliseconds. The only problem is that this operation results in the occasional missing stem — a cosmetic problem that sounds nit-picky, but would definitely prevent some stores from buying the fruit. Well, that, and there only seems to be one of these robots so far.

There are two videos after the break — a short one that gives you the gist, and a much longer one that offers a view of the suction cup, which emerges from the middle of the fingers like a xenomorph’s little mouth.

Some readers may be wondering why apples are still picked individually when shaking harvesters exists. “Shake-and-catch” tends to bruise apples, making them undesirable for produce sellers, however, apples destined for juicing have no issue with being handled roughly by the harvesters as shown in this fascinating harvest video. Robot grippers are gentle and we’ve seen all shapes and sizes that are suited to a particular need. When the needs are more general, rollers or squishy spheres might be the answer.

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Hackaday Podcast 115: AI Is Bad At Linux Terminal, Puppeting Pico In Python, 3D Scanning Comes Up Short

April 23, 2021 by Mike Szczys 2 Comments

Hackaday editors Mike Szczys and Elliot Williams pull back the curtain on a week of excellent hacks. We saw an awesome use of RGB LEDs as a data channel on a drone, and the secrets of an IP camera’s OS laid bare with some neat reverse engineering tools. There’s an AI project for the Linux terminal that guesses at the commands you actually want to run. And after considering how far autopilot has come in the aerospace industry, we jump into a look at the gotchas you’ll find when working with models of 3D scanned objects.

Take a look at the links below if you want to follow along, and as always, tell us what you think about this episode in the comments!

Direct download (~60 MB)