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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The Joy Of Properly Designed Embedded Systems

March 20, 2019 by Maya Posch 32 Comments

The ages-old dream of home automation has never been nearer to reality. Creating an Internet of Things device or even a building-wide collection of networked embedded devices is “easy” thanks to cheap building blocks like the ESP8266 WiFi-enabled microcontroller. Yet for any sizable project, it really helps to have a plan before getting started. But even more importantly, if your plan is subject to change as you work along, it is important to plan for flexibility. Practically, this is going to mean expansion headers and over-the-air (OTA) firmware upgrades are a must.

I’d like to illustrate this using a project I got involved in a few years ago, called BMaC, which grew in complexity and scope practically every month. This had us scrambling to keep up with the changes, while teaching us valuable lessons about how to save time and money by having an adaptable system architecture.

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Hands-On: New Nvidia Jetson Nano Is More Power In A Smaller Form Factor

March 18, 2019 by Brian Benchoff 55 Comments

Today, Nvidia released their next generation of small but powerful modules for embedded AI. It’s the Nvidia Jetson Nano, and it’s smaller, cheaper, and more maker-friendly than anything they’ve put out before.

The Jetson Nano follows the Jetson TX1, the TX2, and the Jetson AGX Xavier, all very capable platforms, but just out of reach in both physical size, price, and the cost of implementation for many product designers and nearly all hobbyist embedded enthusiasts.

The Nvidia Jetson Nano Developers Kit clocks in at $99 USD, available right now, while the production ready module will be available in June for $129. It’s the size of a stick of laptop RAM, and it only needs five Watts. Let’s take a closer look with a hands-on review of the hardware.

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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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Mid-Winter Hacker Camp In Civilised Surroundings

March 15, 2019 by Jenny List 8 Comments

Imagine a weekend of opulence in which you meet your companion at the railway station and whisk away across the continent in a 190mph express train for a relaxing couple of days enjoying the ambience of a luxury resort hotel in the fresh surroundings of a woodland in midwinter. Break out the Martinis, it’s a scene of elegance and sophistication from a byegone era! This is the general idea of Hacker Hotel 2019, and I had a wonderful time!

On a recent February weekend I broke out the Club-Mate instead stea of a Martini. My companion for the Eurostar and Thalys trip was my local hackspace friend Matt “Gasman” Westcott with his keytar in a bulky suitcase for a chiptune gig, and we were heading for the Netherlands. It’s a pivot from the summer’s hacker camps as over 200 hackers fill a resort hotel for the weekend, scoring comfortable beds instead of dust or mud!

What follows is my experience from this weekend. Join me below and find out why you simply can’t miss the next one! Continue reading “Mid-Winter Hacker Camp In Civilised Surroundings” →

Expert Says Don’t Teach Kids To Code

March 14, 2019 by Al Williams 220 Comments

I was a little surprised to see a news report about Andreas Schleicher, the director of education and skills at OECD — the Organization for Economic Cooperation and Development. Speaking at the World Innovation Summit for Education in Paris, Schleicher thinks that teaching kids to code is a waste of time. In particular, he seems to think that by the time a child today grows up, coding will be obsolete.

I can’t help but think that he might be a little confused. Coding isn’t going away anytime soon. It could, of course, become an even deeper specialty, and thus less generally applicable. But the comments he’s made seem to imply that soon we will just tell smart computers what we want and they will just do that. Somewhat like computers work on Star Trek.

What is more likely is that most people will be able to find specific applications that can do what they want without traditional coding. But someone still has to write something for the foreseeable future. What’s more, if you’ve ever tried to tease requirements out of an end user, you know that you can’t just blurt out anything you want to a computer and expect it to make sense. It isn’t the computer’s fault. People — especially untrained people — don’t always make sense or communicate unambiguously.

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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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