One of the interesting things about living in modern times is that a confluence of the Internet and rapid changes in the electronics industry means that test gear that used to be astronomically priced is now super affordable. Especially if, like [Frankie Mashockie], you can do a little repair work. He picked up an HP6038A power supply for $50. We couldn’t find the original list price, but even refurbs from “professional” sources go for around $800. However, the $50 price came with a “for parts” disclaimer.
The power supply is autoranging. You usually think of that as a feature of meters. In a power supply, autoranging means the device can adjust the voltage based on load as you can see explained in the video below.
Although spying is a time-honored tradition, the sheer scope of it reached a fever pitch during the Cold War, when everyone was spying on everyone, and conceivably for both sides at the same time. In an era where both McCarthyism and the character of James Bond enjoyed strong popularity, it should come as no surprise that a project of geopolitical importance like the development of the world’s first supersonic airliner would come amidst espionage, as well as accusations thereof. This is the topic of a documentary that recently aired on Channel 4 in the UK called Concorde: The Race for Supersonic, yet what is the evidence that the Soviet Tu-144 truly was just a Concorde clone, a derogatory nicknamed ‘Concordski’?
At the time that the Concorde was being developed, there wasn’t just the competition from the Tu-144 team, but also the Boeing 2702 (pictured) and Lockheed L-2000, with the latter two ultimately being cancelled. Throughout development, all teams converged on a similar design, with a delta wing and similar overall shape. Differences included the drooping nose (absent on Boeing 2707-300) and use of canards (present on Tu-144 and 2707-200), and wildly different engines, with the production Tu-144S requiring an afterburner on its Kuznetsov NK-144A engines just like the Concorde, before the revised Tu-144D removing the need for afterburners with the Koliesov RD36-51 engines.
Although generally classified as a ‘failure’, the Tu-144’s biggest issues appear to have been due to the pressure on the development team from Soviet leadership. Once the biggest issues were being fixed (Tu-144D) it saw continued use for cargo use and even flying missions for NASA (Tu-144LL) until 1999. Although Soviet spies were definitely caught with Concorde blueprints, the practical use of these for the already overburdened Tu-144 development team in terms of reverse-engineering and applying it to the Tu-144’s design would be limited at best, which would seem to be reflected in the final results.
Meanwhile, although supersonic airliners haven’t been flying since the Concorde retired in 2003, the Lockheed Martin X-59 Quesst supersonic airplane that is being built for NASA looks set to fix the sonic boom and fuel usage issues that hampered supersonic flight. After the L-2000 lost to Boeing so many decades ago, it might be Lockheed that has the last laugh in the race towards supersonic flight for airliners.
(Top image: Tu-144 with distinctive droop nose at the MAKS-2007 exhibition)
Long time readers will have followed the twists and turns of the John Deere repair saga, in which the agricultural machinery manufacturer has used DRM to restrict the repair of its tractors. It may be hot stuff on the prairies, but it matters to everyone because it’s a key right-to-repair battleground. Now the company’s attempt to throw out the latest class-action lawsuit, this time in Illinois. has failed, paving the way for a meaningful challenge.
This lawsuit is special because has the aim of determining whether or not Deere conspired to drive up the cost of repair and edge out independent mechanics. It comes against a backdrop in which their promised access to repair software which we reported on back in January has failed to materialize, and this is likely to figure as an act of bad faith.
A failing of corporate culture is that the organisation can in its own eyes, never be wrong. In Deere’s case they have accrued plenty of bad publicity in the years they’ve pursued this ill-advised business model, and in case that weren’t enough they’ve alienated their core customers out on the farms to the extent that a second-hand Deere from before the DRM era has more value than its newer counterparts. Deere genuinely do make very good tractors, so for farmers loyal for generations to turn their backs on them is a very significant story indeed. One has to ask, how much bad publicity and how many lawsuits do they have to have before someone at head office in Moline figures out that DRM in tractors (or anything else for that matter) isn’t the great idea they once thought it was? Maybe this one will finally herald the moment when that happens.
We all have good intentions when starting a new project, but then again, we all know where those lead. Such is the case with [RealCorebb]’s BBAir project, a completely transparent air bubble display. Although the plan was to spend about three months on it, the months slowly added up to a full year of tinkering.
It all started when [RealCorebb] made a subscriber counter using Minecraft campfire smoke to display the digits. Someone suggested using air to implement the next iteration, and for [RealCorebb], it was challenge accepted. After considering a syringe for each channel, a separate pump, or one pump and many solenoids, [RealCorebb] settled on solenoids to push air, and designed a PCB to reduce the amount of wire spaghetti.
Once [RealCorebb] created an acrylic enclosure and wired everything up, it was time to test it out. Everything worked, except that air was leaking from somewhere, which turned out to be the way the solenoids were installed. Then, of course, it was time to don sunglasses and write the code. We still don’t know if [RealCorebb] settled on water, glycerine, or silicone oil, but the end result is quite nice, and we’re betting on glycerine. Be sure to check out the build video after the break, which has English subtitles.
A few weeks ago, I found myself the victim of flights from hell. My first flight was cancelled, leaving me driving home late at night, only to wake again for a red-eye the next morning. That was cancelled as well, with the second replacement delayed by a further hour. All in all I ended up spending a good ten hours extra in the airport surrounded by tired, sick, and coughing individuals, and ended up a full 16 hours late to my destination. On the return, I’d again tangle with delays, and by the weekend’s close, I’d contracted a nasty flu for my trouble.
All this had me riled up and looking for revenge. I had lost hours of my life to these frustrations, and the respiratory havoc claimed a further week of my working life. It had me realizing that we could surely improve the performance and hygiene of our airliners with a simple idea: a website called Flights From Hell.
As you might expect, Apple’s AirPods are a fine example of miniaturization. They’re packed to the gills with hardware, with very little wasted space inside. Flexible PCBs hook up the electronics in an elegant and tidy fashion. Three tiny MEMS microphones are on board to capture the user’s voice and filter out noise. The battery that runs the show is a hefty lithium-ion coin cell which fills almost all the empty space behind the audio driver.
By contrast, the fakes look positively weedy inside. They cut out the bonus microphones, using just one to do the job. Wires link up the different components, with unimpressive blobby soldering visible that has splattered around the internal enclosure. Even the cases are lower-tech, with a weaker battery and a poorer charging solution. Hilariously, cheaping out on the tech makes the fakes lighter, so they compensate by adding weights to create a sense of heft for the user.
It’s amazing how much is revealed by a CT scan, that doesn’t even require opening the devices to tear them down. Fake hardware really is a scourge that many in the tech industry find themselves fighting against on a regular basis.
Once upon a time, escaping an aircraft was a tricky business. You had to unstrap yourself, fling open a heavy glass canopy, and try to wrench yourself out of a small opening without getting smacked by the tail or chopped up by the propeller. Many pilots failed this difficult task, to the tragic loss of their lives.
Eventually, the human cost was heavy enough and militaries grew strained at having to train new pilots to replace the experienced ones lost to accidents and enemy fire. The ejection seat was developed to make escaping a plane as simple as tucking yourself in and pulling a big red handle. Let’s dive in and learn how it came to be.
