Countdown To The GPS Timepocalypse

April 5, 2019 by Dan Maloney 75 Comments

There’s a bug about to hit older GPS hardware that has echos of Y2K. Those old enough to have experienced the transition from the 1990s to the 2000s will no doubt recall the dreaded “Year 2000 Bug” that was supposed to spell the doom of civilization. Thanks to short-sighted software engineering that only recorded two digits for year, we were told that date calculations would fail en masse in software that ran everything from the power grid to digital watches. Massive remediation efforts were undertaken, companies rehired programmers whose outdated skills were suddenly back in demand, and in the end, pretty much nothing actually happened.

Yet another epoch is upon us, far less well-known but potentially deeper and more insidious. On Saturday April 6, 2019 — that’s tomorrow — GPS receivers may suffer from software issues due to rollover of their time counters. This could result in anything from minor inconvenience to major confusion, with an outside chance of chaos. Some alarmists are even stating that they won’t fly this weekend, for fear of the consequences.

So what are the real potential consequences, and what’s the problem with GPS in the first place? Unsurprisingly, it all boils down to basic math.

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Could Orion Ride Falcon Heavy To The Moon?

March 25, 2019 by Tom Nardi 73 Comments

Things aren’t looking good for NASA’s Space Launch System (SLS). Occasionally referred to as the “Senate Launch System”, or even less graciously, the “Rocket to Nowhere”, the super heavy-lift booster has long been a bone of contention for those in the industry. Designed as an evolution of core Space Shuttle technology, the SLS promised to reuse existing infrastructure to deliver higher payload capacities and lower operating costs than its infamous winged predecessor. But in the face of increased competition from commercial launch providers and proposed budget cuts targeting future upgrades and expansions of the core booster, the significantly over budget and behind schedule program is in a very precarious position.

Which is not to say the SLS doesn’t look impressive, at least on paper. In its initial configuration it would easily take the title as the world’s most powerful rocket, capable of lifting nearly 105 tons into low Earth orbit (LEO), compared to 70 tons for SpaceX’s Falcon Heavy. It would still fall short of the mighty Saturn V’s 155 tons to LEO, but the proposed “Block 2” upgrades would increase SLS payload capability to within striking distance of the iconic Apollo-era booster at 145 tons. Since the retirement of the Space Shuttle in 2011, NASA has been adamant that the might of SLS was the only way the agency could accomplish bigger and more ambitious missions to the Moon, Mars, and beyond.

Or at least, they were. On March 13th, NASA Administrator Jim Bridenstine testified to Congress that in an effort to avoid further delays, the agency is exploring the possibility of sending their Orion spacecraft to the Moon with a commercial launcher. The statement came as a shock to many in the aerospace community, as it would seem to call into question the future of the entire SLS program. If commercial rockets can do the job of SLS, at least in some cases, why does the agency need it?

NASA is currently preparing a report which investigates what physical and logistical modifications would need to be made to missions originally slated to fly on SLS; a document which is sure to be scrutinized by SLS supporters and critics alike. Until the report is released, we can speculate about what this hypothetical flight to the Moon might look like.

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Hitchhiking To The Moon For Fun And Profit

March 18, 2019 by Tom Nardi 43 Comments

On February 22nd, a Falcon rocket lifted off from Cape Canaveral carrying the Indonesian communications satellite Nusantara Satu. While the satellite was the primary payload for the mission, as is common on the Falcon 9, the rocket had a couple of stowaways. These secondary payloads are generally experiments or spacecraft which are too small or light to warrant a rocket of their own such as CubeSats. But despite flying in the economy seats, one of the secondary payloads on this particular launch has a date with destiny: Israel’s Beresheet, the first privately-funded mission to attempt landing on the Moon.

But unlike the Apollo missions, which took only three days to reach our nearest celestial neighbor, Beresheet is taking a considerably more leisurely course. It will take over a month for the spacecraft to reach the Moon, and it will be a few weeks after that before it finally makes a powered descent towards the Sea of Serenity, not far from where Apollo 17 landed 47 years ago. That assumes everything goes perfectly; tack a few extra weeks onto that estimate if the vehicle runs into any hiccups on the way.

At first glance, this might seem odd. If the trip only took a few days with 1960’s technology, it seems a modern rocket like the Falcon 9 should be able to make better time. But in reality, the pace is dictated by budgetary constraints on both the vehicle itself and the booster that carried it into space. While one could argue that the orbital maneuvers involved in this “scenic route” towards the Moon are more complicated than the direct trajectory employed by the manned Apollo missions, it does hold promise for a whole new class of lunar spacecraft. If you’re not in any particular hurry, and you’re trying to save some cash, your Moon mission might be better off taking the long way around.

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MCAS And The 737: When Small Changes Have Huge Consequences

March 14, 2019 by Tom Nardi 164 Comments

When the first 737 MAX entered service in May of 2017, it was considered a major milestone for Boeing. For nearly a decade, the aerospace giant had been working on a more fuel efficient iteration of the classic 737 that first took to the skies in 1967. Powered by cutting-edge CFM International LEAP engines, and sporting modern aerodynamic improvements such as unique split wingtips, Boeing built the new 737 to have an operating cost that was competitive with the latest designs from Airbus. With over 5,000 orders placed between the different 737 MAX variants, the aircraft was an instant success.

But now, in response to a pair of accidents which claimed 346 lives, the entire Boeing 737 MAX global fleet is grounded. While the investigations into these tragedies are still ongoing, the preliminary findings are too similar to ignore. In both cases, it appears the aircraft put itself into a dive despite the efforts of the crew to maintain altitude. While the Federal Aviation Administration initially hesitated to suspend operations of the Boeing 737 MAX, they eventually agreed with government regulatory bodies all over the world to call for a temporary ban on operating the planes until the cause of these accidents can be identified and resolved.

For their part, Boeing maintains their aircraft is safe. They say that grounding the fleet was done out of an “abundance of caution”, rather than in direct response to a particular deficiency of the aircraft:

Boeing continues to have full confidence in the safety of the 737 MAX. However, after consultation with the U.S. Federal Aviation Administration (FAA), the U.S. National Transportation Safety Board (NTSB), and aviation authorities and its customers around the world, Boeing has determined — out of an abundance of caution and in order to reassure the flying public of the aircraft’s safety — to recommend to the FAA the temporary suspension of operations of the entire global fleet of 371 737 MAX aircraft.

Until both accident investigations are completed, nobody can say with complete certainty what caused the loss of the aircraft and their passengers. But with the available information about what changes were made during the 737 redesign, along with Boeing’s own recommendations to operators, industry insiders have started to point towards a fault in the plane’s new Maneuvering Characteristics Augmentation System (MCAS) as a likely culprit in both accidents.

Despite the billions of dollars spent developing these incredibly complex aircraft, and the exceptionally stringent standards their operation is held to, there’s now a strong indication that the Boeing 737 MAX could be plagued with two common issues that we’ve likely all experienced in the past: a software glitch and poor documentation.

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Proposed NASA Budget Signals Changes To Space Launch System

March 13, 2019 by Brian Benchoff 17 Comments

The White House’s proposed budget for 2020 is out, and with it comes cuts to NASA. The most important item of note in the proposed budget is a delay of the Space Launch System, the SLS, a super-heavy lifting launch vehicle designed for single use. The proposed delay would defer work on the enhanced version of the SLS, the Block 1B with the Exploration Upper Stage.

The current plans for the Space Launch System include a flight using NASA’s Orion spacecraft in June 2020 for a flight around the moon. This uncrewed flight, Exploration Mission 1, or EM-1, would use the SLS Block 1 Crew rocket. A later flight, EM-2, would fly a crewed Orion capsule around the moon in 2022. A third proposed flight in 2023 would send the Europa Clipper to Jupiter. The proposed 2020 budget puts these flights in jeopardy.

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Spoiler, Use-After-Free, And Ghidra: This Week In Computer Security

March 13, 2019 by Jonathan Bennett 24 Comments

The past few days have been busy if you’re trying to keep up with the pace of computer security news. Between a serious Chromium bug that’s actively being exploited on Windows 7 systems, the NSA releasing one of their tools as an open source project, and a new Spectre-like speculative execution flaw in Intel processors, there’s a lot to digest.
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No, Your 3D Printer Doesn’t Have A Fingerprint

March 12, 2019 by Tom Nardi 103 Comments

Hackers and makers see the desktop 3D printer as something close to a dream come true, a device that enables automated small-scale manufacturing for a few hundred dollars. But it’s not unreasonable to say that most of us are idealists; we see the rise of 3D printing as a positive development because we have positive intentions for the technology. But what of those who would use 3D printers to produce objects of more questionable intent?

We’ve already seen 3D printed credit card skimmers in the wild, and if you have a clear enough picture of a key its been demonstrated that you can print a functional copy. Following this logic, it’s reasonable to conclude that the forensic identification of 3D printed objects could one day become a valuable tool for law enforcement. If a printed credit card skimmer is recovered by authorities, being able to tell how and when it was printed could provide valuable clues as to who put it there.

This precise line of thinking is how the paper “PrinTracker: Fingerprinting 3D Printers using Commodity Scanners” (PDF link) came to be. This research, led by the University at Buffalo, aims to develop a system which would allow investigators to scan a 3D printed object recovered from a crime scene and identify which printer was used to produce it. The document claims that microscopic inconsistencies in the object are distinctive enough that they’re analogous to the human fingerprint.

But like many of you, I had considerable doubts about this proposal when it was recently featured here on Hackaday. Those of us who use 3D printers on a regular basis know how many variables are involved in getting consistent prints, and how introducing even the smallest change can have a huge impact on the final product. The idea that a visual inspection could make any useful identification with all of these parameters in play was exceptionally difficult to believe.

In light of my own doubts, and some of the excellent points brought up by reader comments, I thought a closer examination of the PrinTracker concept was in order. How exactly is this identification system supposed to work? How well does it adapt to the highly dynamic nature of 3D printing? But perhaps most importantly, could these techniques really be trusted in a criminal investigation?

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