Mobile phone with pedometer built in?

Lisa (skinny), Alex (husky), Sammy (skinny), and I (still trying to get down to 180 for flying the R22 helicopter) were walking today around Harvard Square and wondering why pedometers weren’t built into cell phones.  A Web search upon returning home revealed just one such phone and it was available only in Japan back in 2003(http://walking.about.com/b/a/036931.htm).  As our nation gets fatter and we don’t even have to get off the couch to answer the phone, wouldn’t this be a natural addition to the one electronic gadget that almost everyone carries?

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Low-wage workers have to choose between car and rent

Today’s New York Times carries an article “Falling Fortunes of Wage Earners” noting that “Even though the economy added 2.2 million jobs in 2004 and produced strong growth in corporate profits, wages for the average worker fell for the year, after adjusting for inflation – the first such drop in nearly a decade.”  This is a theme in Barbara Ehrenreich’s book Nickel and Dimed, which I recently finished listening to while driving back from Virginia.  Ehrenreich did her research in the boom economy of 1998 and 1999 when labor was in short supply yet wages barely rose for the unskilled.  Ehrenreich took service jobs in Key West, Portland, Maine, and Minneapolis to see if she could make ends meet after one month.


Ehrenreich notes that the official poverty line was defined in 1964 as a multiple of the cost of food (see http://www.census.gov/hhes/income/defs/poverty.html) and has barely been revised since then.  The marketplace, however, has changed.  Real estate and rents have become much more expensive and food has stayed relatively cheap.  Thus it is easy to envision a family whose income is 3X the cost of eating at McDonald’s but who can’t afford rent.  Ehrenreich finds that almost no unskilled worker would be able to afford rent plus a car at the same time.  If they can’t team up with a spouse and they need the car to get to work they are forced to live in the car.


Ehrenreich’s conclusion is that this can’t last.  The workers will rebel and demand their right to at least an efficiency apartment plus some means of transportation to a job.  She predicts a Proletarian Revolution.  Six years have elapsed since Nickel and Dimed was written and yet the Walmartians and hotel and restaurant slaves seem as docile as ever.


What did Ehrenreich overlook?  Immigration!  There are plenty of people from poor countries who think that working 60-70 hours per week for $7.50/hour is acceptable, especially if there are opportunities for their children to do better.  As long as the immigrants are streaming into the U.S. it seems unlikely that wages for the unskilled will rise.


One might ask “Why do we have such a welcoming immigration policy?”  Countries that value quality of life restrict immigration.  To get into New Zealand, for example, you need to demonstrate some combination of youth, education, and wealth.  The New Zealanders don’t see a need to clog their neighborhoods with development and their highways with traffic unless the newcomers are bringing something interesting.  The U.S., by contrast, is happy to grant visas and green cards to people who don’t speak English and who in some cases are dedicated to the destruction of the U.S. government (the September 11th terrorists, for example, most of whom had official U.S. INS blessing).  The U.S. government puts GDP growth as its #1 priority because GDP growth enables the government to collect more in taxes and the extra tax revenue enables the government to expand.  If the population growth that is required to generate the GDP growth means that young people have to work two jobs in order to rent an apartment that’s not Uncle Sam’s problem.  High housing costs and the lack of guaranteed health care are both desired spurs to keep potential taxpayers getting up and going into work every day.


The best predictions available today show the U.S. population rising from its present 295 million to 500 million within our lifetimes.  With wages for low-skill workers set according to wages in India and China the living styles of many unskilled workers in America will have to be more like those in India and China.  Ehrenreich’s idea that a worker is entitled to an efficiency apartment does not apply in India or China.  I visited Agra, home to the Taj Majal, a few years ago.  Statistics showed that 2 million people lived there, subsantially smaller than the population of Boston and its closest suburbs, yet there were essentially no buildings taller than one story.  If a family of 8 people ran a little shop by the road they would roll down the shop door at night and sleep there as well.  A friend recently returned from living in Shanghai and reported the same system there.


We could argue about the merits of globalization and U.S. immigration policy but these factors are unlikely to change.  Better to think about how best to deal with the implications.  Low-wage workers in America won’t be able to afford housing constructed with currently prevailing methods.  In Third World countries this has traditionally resulted in shantytowns springing up (cf. Mexico City).  Perhaps with innovations in prefab housing we could provide shelter in the exurbs at a cost affordable to unskilled workers.  If not and if we have to accept the idea that a low-wage worker with a car will never be able to afford an apartment maybe the solution is an inexpensive car that is comfortable for sleeping.  If the Chinese can make a cheap car they should be able to make a cheap small RV.  If the Chinese can make a sleeping van for $10,000 (new) a low-wage worker could have transportation and minimal shelter at the same time.


Karl Marx thought that the Industrial Revolution would end scarcity, i.e., that everyone in the U.S. would be living in a McMansion and driving an S.U.V.  That was one of his main reasons for concluding that Communism would be the natural end-result of economic development.  Marx did not count on a world population explosion, however, and the simultaneous stagnation in construction technology resulting in tremendous pressure on housing costs.

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Lincoln Conservation Land Off-Leash Dog Ban

One of the sad things about aging is that one’s fantasies shift from sex to real estate.  My personal suburban Boston fantasy has long been to move to Lincoln, Massachusetts and live in a house up against the conservation land where I can bike and cross-country ski with what seems to be a growing population of dogs.  People pay $2 million for the privilege of living in an environment free of Republicans, people of color (as the good liberals of Lincoln would call them), or generally anyone who can’t afford a 1-5 acre chunk of property a 20-minute drive from Harvard Square (and conveniently just five minutes from Hanscom Field where one can keep an airplane or helicopter).  One of the side benefits of being in a 100% rich community is that all of the dogs running around the conservation land are friendly to people and mostly quite playful with other dogs.  Because there is no white trash there are no white trash dogs, unlike trying to bike through the Lynn Woods, for example, where the first few hundred yards can be a gauntlet of Pit Bulls, Rottweilers, etc., all bristling for a fight with any newcomer.  The typical dog met in Lincoln, by contrast, is a tail-wagging Golden Retriever or Lab.


Paradise was lost during my trip to the South, however, and it seems that there are now signs around the Mt. Misery conservation land banning off-leash dogs.

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White men bad; white dogs worse

We spent the weekend in Gettysburg, Pennsylvania with an anthropologist friend who has two 3-year-old bitches (Lab and Husky) and 4 acres of land on which Alex and Sammy could play with them.  One of the nice things about colleges located in areas where real estate is cheap is that the professors live close to the campus and are available to students for informal dinners and shared extracurricular activities.  Thus over the weekend we encountered a few other Gettysburg College professors.  I asked one of them whether faculty could bring their dogs to work.  She replied “The college’s Affirmative Action lawyer, before she left, made up a lot of new rules.  One of them was that junior and senior faculty could not sleep together.  Another was to ban dogs in the buildings.”


This is a good measure of how desperate PhDs are for jobs as college professors.  The college pays lower salaries, to people of the same age, as the public high school down the street.  The high school teachers were able to go to work at age 22 without suffering through a long period of starvation wages as graduate assistants.  The high school teachers are union members who ever have to worry about losing their job, compared to the college professors who live for 7 years in fear of being tossed out as a middle-aged has-been (“denied tenure” is the polite term for this event).  And now these poor souls are expected to get through their day without a dog at their side and without the possibility of an interlude with a more senior professor.


[Note to parents:  if you want to know why tuition prices have risen so fast, consider that a very small liberal arts school was paying a full-time lawyer to work on affirmative action; Walmart has a “Chief Diversity Officer” but they had $billions in revenue over which to spread the cost.]

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No Samoyed Left Behind

Alex and I are working out way up the East Coast now with a new companion:  a 9-month-old Samoyed puppy named “Sammy”.  He wore out his welcome with a family in Norfolk, Virginia and is coming to Boston under my “No Samoyed Left Behind” initiative.  Samoyeds are unpopular for fairly good reasons.  Most people who want a big dog want one that will be aggressive and attack other humans.  Hence the Top 10 American Kennel Club breed registristrations include German Shepherds, Rottweilers, etc. (Pit Bulls are not an AKC breed.)  A second category of popular big dog is the obedience champ, e.g., Labs and Goldens.  These breeds are smart and make an owner feel good by hanging on his every word.  The Arctic breeds are big and smart (as measured by their ability to solve puzzles that reward them with things that they like, e.g., food) but they don’t see any particular reason to listen to most humans and they aren’t interested in attacking humans.  Samoyeds are easily bored.  Especially when young they seem to need constant companionship and entertainment, either from a person or another dog.  If they get bored they find ways to entertain themselves.  Unfortunately what is entertaining to a Samoyed usually is not entertaining to his or her owner.  Digging and chewing are popular pastimes as is destroying the rugs and furniture.


Sammy was living with a family in Norfolk.  It sounded like an ideal environment with a stay-at-home wife and kids aged 6 and 3 plus a backyard with pool.  Sammy, however, wanted to wrestle with the kids non-stop and they were really too young and small to deliver the required pounding to 45 lbs. of solid puppy muscle.  The wife had her hands full with the kids.  So Sammy was left alone in the backyard and would dig (“they did in the winter to keep warm; they dig in the summer to keep cool; they dig in the fall and spring to keep in practice” George’s breeder used to say).  He was sent to sleep-away obedience camp for two weeks and came back with a good report and knowledge of some commands, though not necessarily a lot of interest in obeying them.


So… now he is coming up to New England where I am going to let Alex wear him out for a month or two and then find him a home either in the suburbs where there is a big fenced yard and some other dogs or in the city with someone who works at home and can keep the dog with him or her at all times for mutual companionship.  No Samoyed should live in the South and no Samoyed should be left behind…


[The question of naming arises.  I like “Ralph” better than “Sammy”.  And there is a terrier in Manhattan named “Sizzler” whose name could be well applied to this little bundle of energy.  Any other ideas?]


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Some photos from the Richmond helicopter experience

Here are some photos by David Rafner, who grew up in my old neighborhood in Bethesda, Maryland and now lives in Richmond.  He rode in the back seat with a camera while Kevin Peterson and I flew Sky 12.


We start off with Sky 12, a 15,000-hour Bell 206 Jet Ranger sitting on its dolly, my nemesis at the end of every flight.


Philip Greenspun and Richmond's Sky 12 Jet Ranger helicopter.  Photo: David Rafner.


Part of the preflight process involves climbing on to the top of the helicopter to check the nuts and bolts holding the rotor system and flight controls together.


Philip Greenspun checking the rotor system of Sky 12, Richmond's traffic helicopter.  Photo: David Rafner.


Beautiful downtown Richmond (actually Richmond is all office buildings and highways; anyone with money has fled to the western suburbs though the Fan district near the art museum shows some signs of revitalization if you don’t mind living right next to some truly bad neighborhoods)…


Richmond, Virginia from Sky 12.  Pilot: Philip Greenspun; photo: David Rafner.

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I watched more TV news in the last week than in all of 2004.  The camera monitor includes a little inset window showing the actual broadcast, complete with commercials.


The monitor in the right front of Sky 12, Richmond, VA, which shows the pilot (1) what the Wescam in the front of the helicopter is beaming back to the TV station, and (2) what the TV station is currently broadcasting to the public.  Photo: David Rafner.

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One guy doing five jobs for nine years

Driving down here to Richmond, Virginia I was listening to an audio version of Barbara Ehrenreich of Nickel and Dimed, a book about how tough it is for the unskilled laborer in the U.S. and how many of these folks must work two jobs to make ends meet.  Upon arriving here, I found one of my teachers, Rob Roberts, working five jobs simultaneously and having done so for nine years.


In a big metropolitan area the TV station helicopter is a monstrous Bell 407 with four blades and enough horsepower from a single turbine to move the Queen Mary.  The 407 carries a pilot who worries only about flying the aircraft and talking occasionally to Air Traffic Control, a camera operator who points the camera at interesting events on the ground, an engineer who makes sure that the camera and video/audio communications links to the station are working properly, and the “talent”, a person with a good wardrobe and make-up whose voice and image skill out into viewers’ living rooms.


Richmond is a smaller city and only Channel 12 (NBC) even has a helicopter.  In the afternoons Rob Roberts fires up the HeloAir Jet Ranger and does all four of the jobs that are being done by four separate people in a big city Bell 407.  On days when he is unlucky some neophyte like me gets in and he now has to add a fifth job: flight instructor.


This is one of the things that I like about aviation.  One is very often pleasantly surprised at the supercompetence of the people involved at every level.  The mechanics are craftsmen.  The pilots usually have an impressive range of other skills.  The young ladies at the front desk of Richmond Jet Center are smarter, friendlier, kinder to a wayward Samoyed, and better looking than people working service jobs anywhere else in the city.  How many other fields can we say this about?  The one with which I have the most experience is software engineering.  Despite the higher pay, I would say that the average denizen of the software world is not supercompetent, though often he views himself as such, and the customers are not typically pleasantly surprised.

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My nemesis: a 1′-high wood-and-steel platform

My third flight in “Sky 12” became unexpectedly challenging when the GPS receiver for the microwave uplink failed.  Normally the transmitter automatically aligns itself to point at the TV station and send them a feed from the helicopter’s camera.  It can’t do this alignment if it doesn’t know where the helicopter is and without its GPS the only solution is for us to aim the transmitter manually.  My supervising pilot was Rob Roberts, who has been doing this for 9 years and is an expert in every facet of the operation (see earlier story).  Nonetheless if the helicopter changes its position or orientation the transmitter will need to be reaimed.  So we are forced to do all of our filming from an out-of-ground-effect (mid-air) hover, which I establish about one minute before our signal is due to be broadcast.  Rob doubles as “talent” and is one of the two pilots qualified to be an on-air reporter, for which we have a small camera pointed inside the helicopter.  About 45 seconds before we go live, the guys back at the station say “we’re receiving your feed; don’t move!”  This turns out to be one of the cruelest things possible to say to a helicopter pilot.  Inset into the camera monitor on my side of the machine is a little window showing the actual broadcast coming out of the TV station and into homes.  The little picture and the producer’s words serve as a constant reminder that “any kind of screw up and the screens inside 100,000 Richmond homes will go blank.  This kind of reflection turns out not to be conducive to good flying.


For the rest of the week I was able to handle most aspects of the job without too much fear or incompetence.  However at the end of every flight the fearsome dolly would be waiting.  If we just landed on the ramp it would be too hard for the maintenance guys to pull the Jet Ranger into the hangar.  So we land on a surprisingly small dolly, about 1′ high, which they then tow with a golfcart-style tug.  The dolly is a few feet wider than the Jet Ranger’s skids and a bit longer fore-and-aft so it shouldn’t be all that tough.  However, the one thing that you are taught as a helicopter pilot is never to look down at the ground when you’re trying to hover.  You always look off into the middle distance.  Looking down leads to overcontrol and wild oscillations.  Another problem is that the skids of the Jet Ranger are not easily visible to the pilot, unlike with a Robinson R22.  Finally there is the issue that if you get the helicopter into a position where it might fall off the dolly, or at least half off, there is a serious risk of dynamic rollover and having to go out and buy another $1 million helicopter.  This is the bit of knowledge that makes the whole thing hard.  If there were just some painted marks on the asphalt and the consequence of missing them were being embarrassed and picking the machine back up or buying lunch for the line guys it would be easy.  But the consequence is spectacular destruction and this ruins almost everyone’s concentration.  Apparently there is an expert instructor at the Bell factory school who refuses to land on a dolly.  He doesn’t have to do it regularly so he sees no need to add this kind of stress to his life on occasion.  Sadly at HeloAir one does have to do this after every flight and it turns my knuckles white.  At the end of the week I’m able to do it with only a bit of help from Rob but I would not want to try it by myself.

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Burning jet fuel while going nowhere over Richmond, VA

Today was my first day flying “Sky 12”, Richmond, Virginia’s only traffic helicopter.  Sky 12 is a Bell 206 Jet Ranger that has been fitted with a Wescam gyro-stabilized camera mount and a microwave link back to the TV station.  Normally the helicopter is operated by a single pilot who simultaneously talks to the TV news producer, aims the camera, and positions the aircraft.  However, for $125 per hour the contractor, HeloAir, sells the right seat to rated helicopter pilots who want to build 206 time or, like me, just have some fun. The left seat is occupied by an expert with thousands of flying hours, a flight instructor’s rating, and years of experience doing TV work. This morning it was Alisa, one of only a few hundred female commercial helicopter pilots in the U.S. [Young female readers: this is a great career for a woman because there is a certain amount of preferential hiring on the basis of sex and employers want pilots who are as light as possible so that they can fill the rest of the ship with equipment or passengers (just don’t expect to earn more than $60,000/year and much much less for the first five years)].


Starting a turbine engine is more complex and fraught with potential for expensive damage than starting a piston engine.  You begin by holding down the starter button and holding it until the turbine has been spun up to about 15%.  Then you roll the throttle to flight idle, which introduces fuel into the turbine.  You continue holding the starter button down until the turbine has reached 60%, at which point turning, burning and cooling become self-sustaining.  If at any time the turbine outlet temperature goes into the red, indicating a “hot start”, you must roll the throttle back to “off” to take the fuel out of the system while again keeping the turbine rotating with the starter so that it gets cooling air.


Once started we lifted off from the ramp and climbed to 1200′ to circle downtown Richmond and await instructions from the station. Upon being told to film a particular bridge we would try to approach it so that we were heading into the wind.  Then we brought the helicopter to an “out of ground effect” (mid-air) hover, with the airspeed coming down below 30 knots.  Remember that we were into the wind so even if we weren’t moving over the ground we were still flying forward through the air to some extent.  This maneuver violates every principle that I had been taught in the light piston Robinson R22 during training.  The R22 has almost no inertia in the rotor system. If the engine quits the blades will spin down dangerously slow within about 1 second.  You must immediately lower the collective to begin gliding but also usually pull back on the cyclic to transfer some of the forward speed energy into higher blade RPM.  If you didn’t have any forward airspeed to perform that flare the blades potentially could spin down below about 83% in which case you fall like a rock and can’t recover without restarting the engine.  The Bell 206, by contrast, has a lot more inertia in the engine, spinning at 30,000 RPM, and the heavy rotor blades.  In the unlikely event that the engine were to quit there would be plenty of time to notice, react, lower the collective, and push the cyclic forward to regain airspeed to be used at the end of an autorotation the ground.


The Jet Ranger is mostly easier to fly than the R22 because it is so much heavier and therefore more stable.  Transitioning pilots will need to get used to a bit of lag after power adjustments are requested, watching the ball instead of yaw strings and using more anti-torque pedal in general, and the lack of feedback from the cyclic due to the hydraulic boosting.


One thing that I loved about the Jet Ranger was the lack of vibration in the ship overall and in the cyclic.  Some R22s feel like they are about to come apart and, even if you aren’t worried, the vibration is fatiguing.  Whether that smoothness is worth an extra $500 per hour is another question…

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Verizon broadband data service reviewed

I’m a reasonably frequent visitor to my parents’ house in Bethesda, Maryland.  Mom and Dad are both Harvard graduates and consequently have little trouble recognize the utter worthlessness of something developed to a large extent at MIT, i.e., the Internet.  There is thus no high-speed Internet connection in their house and their neighbors apparently share the belief that Internet is not worth paying for because there are no wireless networks from which to steal.


Frustrated at having to drive to a friend’s or sibling’s house every time I wanted to check the weather or email, I signed up for an $80/month Verizon data card.  Washington, D.C. area is one of its flagship service area, promising “typical speeds of 300-500 kbps, capable of reaching speeds up to 2 Mbps”.  Getting the PC 5220 card to work at all required a couple of calls to Verizon tech support, which, unlike Vonage and Lingo, involved minimal hold times and knowledgeable staff.  I needed to download a newer version of some software, which, of course, required an Internet connection…


How does it work?  The average throughput on the “broadband” network here in D.C. has been 50-100 kbps at most.  The software shows that at one point this computer achieved a peak rate of 450 kbps but there are long dropout periods when the rate is 0 kbps.  Most distressing, the service only lasts for 10-30 minutes, after which time this supposedly “always-on” service turns you off and you have to manually disconnect and reconnect to get back on.  Sometimes the software is smart enough to notice that you are disconnected and a little box comes up in the bottom right of your screen noting the fact of the disconnection.  Underneath the note are the words “Verizon: We never stop working for you (R)”.


On balance the service is somewhat similar in feel to a 56 kbps modem except that you never know if that 3-second wait for a Web page is going to turn into 60 seconds because you’ve been silently dropped from the network.


Using Windows XP it is sometimes necessary to reboot the machine in order to switch from 802.11b to Verizon or vice versa.


[Update: Verizon service in Richmond, VA: Richmond is part of the “broadband access” service area.  This translates into an average speed of  10-20 kbps.  There are enough dropouts that downloading a 3 MB email attachment proved impossible after four tries.  However, unlike in Washington, DC, the connection did not have to be manually reestablished every 10 minutes.]

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