Morricone Mondays

Three compositions...









And one tribute.





Something for you to watch while I work on wrapping up the Mars thread and starting the SNAP and drought threads.


(Did I mention this is what Harlan Ellison listens to while writing?)

A rich person's idea of a poor person's grocery

I had actually forgotten how on-topic this video was.


As mentioned before, there's a thread coming up on hunger in this country prompted by yet another journalist who would apparently drop dead of malnutrition if she had to live on a budget for an extended period.

A big part of this story is the way different classes perceive budgets and shopping and the way most journalists have internalized upper and upper-middle class perceptions. It's telling that when a journalist had to find the cheapest place to buy food, she thought of Trader Joe's rather than a warehouse grocery like Food-4-Less or Aldi (which actually owns Trader Joe's but it's a very different brand).

Don't get me wrong. I shop at Trader Joe's all the time -- It's convenient, it's reasonable and the store brands are excellent.-- but if I were trying to feed myself on less than thirty dollars a week, I would shop there less.

A big part of the secret to the chain's success lies in its ability to offer pretty good bargains while maintaining its foodie street cred. The stores tend to cater to upscale, urban singles and couples whose cooking often consists of throwing frozen dinners in a microwave. Trader Joe's has discovered that, if you make these dinners seem a bit fancier or more exotic, your customers will feel more like urban sophisticates and less like pathetic losers.

That said, I really do like the Lamb Vindaloo.

Eating reasonably healthy at the 99 Cents Only store

I'm about to start another thread on how clueless most journalists are about living on a tight budget, so to do some research and because I was out of tamarind bars...

(mainly because of the tamarind bars), I dropped by the 99 Cent Only Store.

Much if not most of the food you'll find here is junk or junk adjacent, but there are healthy options. You can prepare some tasty, nutritious, filling and very cheap meals if:

You have access to one of these stores (preferably with a car so you don't have to haul groceries on a bus);

You're flexible about your menu (inventories are driven by odd lots and approaching expiration dates so you don't know what you'll find);

You have time to shop and to cook;

You have the facilities to cook and store lots of food;

You like beans.

And potatoes (rice works too)
,

Hot sauce is your friend.

It's not obvious from the picture but this is a pretty big can.

I don't want to oversell the virtues of these stores or understate the challenges of maintaining a healthy diet near the poverty line, but too many of the people driving the hunger debate are coming from a Whole Foods sensibility and they inevitably screw up the discussion no matter how good their intentions may be.

Not a left/right but a left coast/right coast issue

I don't have time to delve into this as deeply as I would like, but there's an interesting labor story developing here in LA. It pits union management against people who are normally very pro-labor.

Here's a slightly edited rant on the subject by Ken Levine.

What’s the point of having a union if it goes against the overwhelming wishes of its members? That’s exactly what happened last week when Los Angeles Actors Equity members voted over 2-1 to keep things status quo in the small theater (99 seats or fewer) LA scene; to not demand they be paid minimum wage per hour for all performances and rehearsals – and the New York board completely dismissed their vote and implemented it anyway.
...
Why even conduct a vote if you completely ignore the results? Jesus! Elections in Iran are more legitimate.

My hope is that the LA branch breaks off from Actors Equity. Or files such a blizzard of lawsuits against the union that it completely strangles its ability to govern.

Here’s the issue: Small theaters make no money. For the most part they lose money. Everyone concerned does it for the love of theater. No one really gets paid – not actors, playwrights, directors, crews. The Whitefire Theatre in Studio City will be doing a one act play in June my partner, David Isaacs and I wrote. I’m also directing it. We’re making nothing. Not $9.00 an hour. Not $.09 an hour. But we’re thrilled to have the opportunity to see our work performed. We’re also employing eight actors. That means eight actors get to work on their craft, have a nice showcase, and perhaps get discovered.

And the evening will feature three one acts. Both the others also have casts of about eight. So do the math. Twenty-four actors, all the hours of rehearsal and performances – even at $9.00 an hour that adds up pretty quickly. Especially for a production where we have to buy our own props. If this ruling had already been in effect we simply would not do the production.

And this is what’s going to happen all over town. Producers will stop staging shows, small theaters will close, actors won’t work, and everybody loses (but Actors Equity).

LA actors understand this. They make their living in TV or films or commercials. And again, they voted 2-1 to not implement new restrictions.  That's a mandate, folks.

...

But your union clearly doesn’t care. So what if they destroy the LA theater scene? As long as they maintain their control.

At your expense.

And by the way, I’m very pro-union. I’m a proud member of the WGA, DGA, AFTRA-SAG. I totally understand that without unions the studios and networks would pay us all less than a janitor makes in Cuba while raking in billions on the wings of our work. But no one is making money in small theaters.

So now it’s time for actors to take action. Your union is supposed to represent YOU. Actors Equity most definitely does NOT. Are you going to stand for that? Are you going to let a board with its own agenda dictate your career path? Send the message. Your vote COUNTS.

It’s bad enough actors face rejection every day, but to be rejected by its own union is, to me, intolerable. 

This is consistent with something I've noticed about bicoastal musicians I've gotten a chance to talk with over the past few years. At least for small venues, everyone makes much more money back east, particularly in NYC. Audiences just seem to be willing to pay more.

In LA, performers tend to make their money in recorded media. Live performance plays more of a supporting role, developing craft, making connections, workshopping material. The proposed rule changes probably make sense from a New York vantage point, but most LA actors don't think they make sense here.

'It's a good thing we didn't see what we just saw.'

It takes a couple of minutes, but most of this relates to our old friends, the flack-to-hack ratio and the tame media.




And you gotta love the Babe Ruth story.

Time of Apollo

A while back I posted some vintage NASA videos at the teaching site. In keeping with our recent space thread, I thought I'd post one here as well.

This is where I got my numbers on radiation shielding for Mars One

CEO Bas Lansdorp writing for Space.com:

The Mars One habitat will be covered by a necessary layer of soil that provides shielding even against galactic cosmic rays. Sixteen feet (5 meters) of Martian soil provides the same protection as the Earth's atmosphere — equivalent to 1,000 grams per square cm(227.6 ounces per square inch) of shielding. The Mars One habitat can support a soil layer 36 feet (11 m) thick. If the settlers spend, on average, two hours per day outside the habitat, their individual exposure adds up to 22 mSv per year.

A VERY intelligent rover

As mentioned before, two of the major issues in the Mars One involve the definition of "existing" technology and the way the project fails to account for technological unknowns and development costs. Case in point, the proposed Mars rover, which will have to greatly exceed any of its predecessors in functionality while remaining small enough to be lowered by sky crane (assuming that Mars One isn't planning on developing entirely new EDL [entry, descent and landing] technology). 

Here are some relevant passages from the Mars One website [emphasis added].

From the technology section:

Mars Landing Module: Mars One will secure the landing modules from one of the experienced suppliers in the world, for example Lockheed Martin. Similar landers will be equipped to perform different functions.

Carrying Life Support Units that generate energy, water and breathable air for the settlement.
Carrying Supply Unit with food, solar panels, spare parts and other components.
Carrying Living Units that are outfitted with deployable inflatable habitats.
Carrying Humans to the surface of Mars
Carrying Rovers to the surface of Mars

Rovers: Two rovers will be sent to Mars to set up the outpost before the humans arrive. One of them will explore the surface of Mars in search of the most suitable location for the settlement, transport of large hardware components, and the general assembly. Mars One’s rover supplier will determine the exact rover strategy; it is possible that instead of one large rover, multiple smaller rovers will be sent. For example, a main rover accompanied by a trailer system used for transporting the landing capsules.

You often encounter this kind of nonchalance about details in statements from Mars One, along with absolute confidence in the budget estimates that were based on those vague details.

The Mars One roadmap gives an idea of just how versatile the rover will have to be. Keep in mind, all of this has to be done autonomously before the first crew arrives.

One intelligent rover and one trailer will be launched. The rover can use the trailer to transport the landers to the outpost location. On Mars, the rover drives around the chosen region to find the best location for the settlement. An ideal location for the settlement needs to be far enough North for the soil to contain enough water, equatorial enough for maximum solar power, and flat enough to facilitate the construction of the settlement.

When the settlement location is determined, the rover will prepare the surface for the arrival of the cargo missions. It will also clear large areas where the solar panels will lie.
...
The six cargo units will land up to 10 km away from the outpost on Mars. The rover will pick up the first life support unit using the trailer, place the life support unit in the right place, and deploy the thin film solar panel of the life support unit. The rover will then be able to connect to the life support unit to recharge its batteries much faster than using only its own panels, which will allow it work much more efficiently.

The rover will pick up all the other cargo units and deploy the thin film solar panel of the second life support unit and the inflatable sections of the living units.
...
The rover will also deposit Martian soil on top of the inflatable sections of the habitat for radiation shielding.

We are talking about a lot of soil here (think five meters) and a lot of heavy lifting and a lot of precise work. Add to that concerns like dust and the need to be absolutely maintenance-free (if the rover breaks down, future launches can't proceed). To accomplish all of this will require a tremendous amount of engineering talent. Mars One claims this can be done quickly at bargain-basement prices.

For context, take a look at the development costs for the last big advance in the field [emphasis added]

NASA called for proposals for the rover's scientific instruments in April 2004,[80] and eight proposals were selected on December 14 of that year.[80] Testing and design of components also began in late 2004, including Aerojet's designing of a monopropellant engine with the ability to throttle from 15–100 percent thrust with a fixed propellant inlet pressure.[80]

By November 2008 most hardware and software development was complete, and testing continued.[81] At this point, cost overruns were approximately $400 million. In the attempts to meet the launch date, several instruments and a cache for samples were removed and other instruments and cameras were simplified to simplify testing and integration of the rover.[82][83] The next month, NASA delayed the launch to late 2011 because of inadequate testing time.[84][85][86] Eventually the costs for developing the rover did reach $2.47 billion, that for a rover that initially had been classified as a medium-cost mission with a maximum budget of $650 million, yet NASA still had to ask for an additional $82 million to meet the planned November launch.

“Six Minutes of Terror” -- why Mars landings are so difficult

In case you were wondering what a sky crane looked like.

This is one of the many reasons why aerospace people roll their eyes when Mars One CEO Bas Lansdorp starts talking about being able to carry out the project just using existing technology.

There’s no comfort in the statistics for missions to Mars. To date over 60% of the missions have failed. The scientists and engineers of these undertakings use phrases like “Six Minutes of Terror,” and “The Great Galactic Ghoul” to illustrate their experiences, evidence of the anxiety that’s evoked by sending a robotic spacecraft to Mars — even among those who have devoted their careers to the task. But mention sending a human mission to land on the Red Planet, with payloads several factors larger than an unmanned spacecraft and the trepidation among that same group grows even larger. Why?

Nobody knows how to do it.


Surprised? Most people are, says Rob Manning the Chief Engineer for the Mars Exploration Directorate and presently the only person who has led teams to land three robotic spacecraft successfully on the surface of Mars.

“It turns out that most people aren’t aware of this problem and very few have worried about the details of how you get something very heavy safely to the surface of Mars,” said Manning.

He believes many people immediately come to the conclusion that landing humans on Mars should be easy. After all, humans have landed successfully on the Moon and we can land our human-carrying vehicles from space to Earth. And since Mars falls between the Earth and the Moon in size, and also in the amount of atmosphere it has then the middle ground of Mars should be easy. “There’s the mindset that we should just be able to connect the dots in between,” said Manning.

But as of now, the dots will need to connect across a large abyss.

“We know what the problems are. I like to blame the god of war,” quipped Manning. “This planet is not friendly or conducive for landing.”

The real problem is the combination of Mars’ atmosphere and the size of spacecraft needed for human missions. So far, our robotic spacecraft have been small enough to enable at least some success in reaching the surface safely. But while the Apollo lunar lander weighed approximately 10 metric tons, a human mission to Mars will require three to six times that mass, given the restraints of staying on the planet for a year. Landing a payload that heavy on Mars is currently impossible, using our existing capabilities. “There’s too much atmosphere on Mars to land heavy vehicles like we do on the moon, using propulsive technology completely,” said Manning, “and there’s too little atmosphere to land like we do on Earth. So, it’s in this ugly, grey zone.”

But what about airbags, parachutes, or thrusters that have been used on the previous successful robotic Mars missions, or a lifting body vehicle similar to the space shuttle?

None of those will work, either on their own or in combination, to land payloads of one metric ton and beyond on Mars. This problem affects not only human missions to the Red Planet, but also larger robotic missions such as a sample return. “Unfortunately, that’s where we are,” said Manning. “Until we come up with a whole new trick, a whole new system, landing humans on Mars will be an ugly and scary proposition.”

If you're interested in aerospace, I'd recommend reading the entire article. It walks through all of the not-very-good options in detail.

"Clutching at straws: the illusion of existing technology" -- more Mars One

Still working on a Mars One article and passing off my notes as blog posts.

From Failure to launch: the technical, ethical, and legal case against Mars One
by Michael Listner and Christopher Newman

Although the ethical and legal challenges facing Mars One are considerable, this venture will ultimately rise or fall on the technical and engineering elements. The stated aim of Mars One, according to their website, is to use “existing technologies available from proven suppliers.”1 This statement provides the first crucial difficulty. At each crucial phase of the mission—travel to Mars, landing, and establishing a permanent colony—the claim that of utilizing existing technology is unsustainable.

For example, at present the only existing operational human spaceflight vehicle is the Russian Soyuz capsule. Mars One states that the existing technology that will be used to traverse millions of kilometers from the Earth to Mars will instead be a variant of SpaceX’s Dragon capsule. To call the considerable research and development that this would require as “existing technology” is, at best, grossly oversimplifying the issue.

The Mars One project also provides no detail in respect of the development of reliable and effective life support systems and the problematic subject of dealing with human waste disposal. These are issues that will ultimately need to be solved for a successful mission to Mars, and there is significant research and development activity ongoing in this area.2 Such technology is, however, by no means “existing” without a significant amount of investment in research and development.

The picture is very much the same when considering the critical issue of landing the Mars One colonists on the Martian surface. Considered one of the most problematic aspects of human exploration, it is this aspect of the Mars One project where the notion of using existing technology is exposed as being dangerously misleading. The existing technology that has landed rovers on Mars is inadequate for landing humans.3 The Martian atmosphere poses considerable and serious challenges for landing a heavy payload onto the surface. The atmosphere varies considerably, making it extremely difficult to scale up existing technology used to land small rovers. Supersonic retropropulsion, which at present seems the most promising method of overcoming the obstacles posed by the variable Martian atmosphere, still requires expensive research and development.4 Again, this is not a problem unique to the Mars One project. It is, however, a fundamental obstacle to a 2023 mission with a projected budget of $6 billion.

Assuming, however, that the Mars One crew successfully makes it to the Martian surface, one aspect of space technology that remains untested, and makes the Mars One project fundamentally different from any previous space activity, is the technology required for the permanent settlement of Mars. Much has been made of in situ resource utilization (ISRU) technologies that will enable the colonists to live off the land. The much-publicized MIT feasibility study of Mars One casts significant doubt on the readiness of this technology, none of which has been deployed in practice.5 When challenged on this, the Mars One team responded by maintaining that the MIT study was based on ISS operations and therefore the study does not provide a valid comparison.6

Such assertions are, however, inconsistent with the stated aim of using existing technology. Either Mars One will utilize existing technology that has been tested in space on the ISS (in which case the MIT study is valid), or they will be looking to extrapolate new, untested methods of ISRU, which raises questions of reliability and cost in terms of money and time. In any event, the MIT study did not consider issues such as establishing a reliable power system and communications network, as well as the costly issue of spacesuit and habitat development. All these issues raise further questions about the technical feasibility of the entire venture.

Disclaimer of the week

I was checking my mail the other day and I saw this.

I don't want to wast too much time on the marketing ethics of people who pitch house-flipping seminars. They are both too easy to criticize and largely immune to criticism.

 

Still, this one phrase struck me as too perfect to let pass.

The implication is that success is solely a function of effort and (implicitly) belief. I suppose this has always been associated with get-rich-quick schemes, but the underlying idea has become disturbingly common in a number of places including many corporations where aspirational language has become the official newspeak.

For a case study of how this works in real life, I refer you to Duke Fightmaster.

Pi

I broke down and posted this College Humor video at the teaching site. Obviously, you can see the gag coming, but it's well sustained and besides, how often does math humor close in one a million hits?

"Little interest in sequels"

When people try to argue for funding private space exploration through television revenues, the remarkable viewership of Apollo 11 is often mentioned, but since it's difficult to monetize a spike, we should probably consider the performance of all of the missions.

From Media, NASA, and America's Quest for the Moon by Harlen Makemson

The spectacle of lunar conquest would have a short-lived hold on the attention of the American public. Aside from a spike during the imperiled Apollo 13 mission, viewership waned throughout the remainder of the lunar program. The networks responded accordingly by allotting less and less time to space coverage. Each network devoted fifty-plus hours of airtime to Apollo 11; NBCs thirty-five hours of coverage of Apollo 12 far outdistanced that provided by its two competitors. And by the time Apollo 17 made the country’s final moon voyage in December 1972, only one television station in the country – Houston’s public television outlet -- showed the entire twenty-plus hours worth of lunar surface excursions.

The public, it seems, had made up its mind about the space program long before Armstrong’s boot had hit lunar dust. A national survey on the eve of Apollo 11 indicated that Americans backed the moon landing by a 51-to-41 percent margin, essentially reversing the results of a similar survey months earlier. Beneath the surface though, the same poll showed that the country hadn't changed at all: More than half of the citizenry still thought the annual 4 billion price tag for the space program wasn't worth it, a percentage that had varied little since the mid-1960s. Given the amount of time and money they had invested toward the lunar conquest though, Americans made the decision to enjoy the resulting blockbuster when it was released over the country’s airwaves. Most had little interest in the sequels.

I thought I had posted these weeks ago

I have got to clean out my draft folder.

This is a post about a fluff piece about a 25-year-old bubblegum movie. Suffice it to say, the point of diminishing returns is fairly close, but still this "All Things Considered" piece on the anniversary of Back to the Future provides a too-good-to-ignore example of some of the issues we've talked about involving journalism and technology.

Specifically the issues are treating weak indications of progress the same as strong indications, rearranging chronology and not doing background research.

When we talk about the march of technology, how exactly do we know when something has arrived? We could make the case for various standards ranging all the way from the very strict (the technology is in wide use and has stood the test of time) to be very lax (people are talking about maybe doing it someday). Whatever the standard, we need to be self-aware and consistent.

This exchange from a recent All Things Considered story about flying cars and hoverboards illustrated the questionable way journalists often treat prototypes.

[LOURDES] GARCIA-NAVARRO: Not quite standard issue as predicted, but the idea may not be so far off. A company called AeroMobile [sic*] successfully tested a two-seater car-airplane hybrid last year.

[ROBERT] SIEGEL: And speaking of flying, yes, we do have hoverboards. They cost $10,000, but the Hendo hoverboard company has created a working model that looks surprisingly similar to the one in the movie, minus the bright pink paint.

I've covered the Hendo previously. You can see the full rundown here, but to sum up: cool, potentially viable, but not at all what most journalists seem to think it is.

For now, let's focus on the first part. Somehow flying cars have become the go-to example of either just-around-the-corner or unfulfilled technology depending on the writer's angle. It's a curious choice, partly because the roadblocks (if you'll pardon the metaphor) probably have more to do with non-technical issues and partly because so few writers bother to spend the ten or fifteen minutes needed to check some facts on Wikipedia.

In 1926, Henry Ford displayed an experimental single-seat aeroplane that he called the "sky flivver". The project was abandoned two years later when a distance-record attempt flight crashed, killing the pilot. The Flivver was not a flying car at all, but it did get press attention at the time, exciting the public that they would have a mass-produced affordable airplane product that would be made, marketed, sold, and maintained just like an automobile. The airplane was to be as commonplace in the future as the Model T of the time.

In 1940, Henry Ford famously predicted: "Mark my word: a combination airplane and motorcar is coming. You may smile, but it will come.”

In 1956, Ford's Advanced Design studio built the Volante Tri-Athodyne, a 3/8 scale concept car model. It was designed to have three ducted fans, each with their own motor, that would lift it off the ground and move it through the air. In public relation release, Ford noted that "the day where there will be an aero-car in every garage is still some time off", but added that "the Volante indicates one direction that the styling of such a vehicle would take".

In 1957, Popular Mechanics reported that Hiller Helicopters is developing a ducted-fan aircraft that would be easier to fly than helicopters, and should cost a lot less. Some estimated that in 10 years a four-place fan would cost like a good car. Hiller engineers expected that this type of an aircraft would become the basis for a whole family of special-purpose aircraft.

In 1956, the US Army's Transportation Research Command began an investigation into "flying jeeps", ducted-fan-based aircraft that were envisioned to be smaller and easier to fly than helicopters. In 1957, Chrysler, Curtiss-Wright, and Piasecki were assigned contracts for building and delivery of prototypes. They all delivered their prototypes, however Piasecki's VZ-8 was the most successful of the three. While it would normally operate close to the ground, it was capable of flying to several thousand feet, proving to be stable in flight. Nonetheless, the Army decided that the "Flying Jeep concept [was] unsuitable for the modern battlefield", and concentrated on the development of conventional helicopters. In addition to the army contract, Piasecki was developing the Sky Car, a modified verision of its VZ-8 for civilian use.

In the mid-1980s, former Boeing engineer, Fred Barker, founded Flight Innovations Inc and began the development of the Sky Commuter, a small duct fans-based VTOL aircraft. It was a compact, 14-foot-long two-passenger and was made primarily of composite materials. In 2008, the remaining prototype was sold for £86k on eBay.

This is not an exhaustive list. Among others, it notably omits Moulton Taylor's Aerocar which made its first flight in 1949.

As a general rule, it is dangerous to read too much into any prototype demonstration. Even if that preliminary model can actually do what it appears to (and there is a long history of staged demonstrations), all that prototype really gives you is proof of concept. You still have to find a way to manufacture the product cheaply and reliably and to find a market for it (history is full of failed products that everyone assumed everyone would want).

You could make a case for the 1917 Curtiss Autoplane being the first working model of a flying car (assuming you are willing to be fairly broad with your definition of 'flying.).

At the risk of putting too fine a point on all this, after fifty to one hundred years of announcements of prototypes of flying cars, another announcement, almost by definition, does not constitute "progress."

I am not saying that this latest model doesn't represent a real advance – – it probably does – – nor am I implying that the makers will not be able to overcome the various technical and commercial road blocks – – they very well may. It is entirely possible that this will usher in a new age of personal aviation (though a side-by-side comparison of the Taylor Aerocar and the AeroMobil 3.0 does not suggest a huge breakthrough, particularly given the sixty-six year age difference).

What I am saying is that journalists need to be better at discussing technology. They need to stop confusing vague promises with working prototypes and working prototypes with commercially viable technology. They need to start thinking critically about what they hear. And finally, they need to learn how to find Wikipedia on their computers.


* Spelled AeroMobil.

Another post I won't have time to write

If you follow all the links in this post from the redoubtable James Kwak, you'll find a fascinating discussion on the speculator-driven bubble. I was going to comment on this at length but I don't have time so here's the thumbnail:

Kwak and Felix Salmon both have smart things to say on the subject while James Stewart continues to show his skill at saying what a large segment of his audience wants to hear.