Author name: Mike M.

more-bad-news-for-psychedelic-drug-company:-fda-expands-probe-after-rejection

More bad news for psychedelic drug company: FDA expands probe after rejection

trippy trip up —

Psychedelic drug company Lykos already slashed staff and overhauled leadership.

 President of Multidisciplinary Association for Psychedelic Studies (MAPS) Rick Doblin speaks onstage during  the 2023 Concordia Annual Summit at Sheraton New York on September 18, 2023, in New York City.

Enlarge / President of Multidisciplinary Association for Psychedelic Studies (MAPS) Rick Doblin speaks onstage during the 2023 Concordia Annual Summit at Sheraton New York on September 18, 2023, in New York City.

There’s more bad news for the company behind an experimental MDMA therapy for post-traumatic stress disorder, which the Food and Drug Administration roundly rejected earlier this month.

According to a report from The Wall Street Journal, the FDA is now expanding an investigation into clinical trials behind the experimental psychedelic therapy—even though the agency has already rejected it. Agency investigators reportedly interviewed four additional people last week, asking questions regarding whether the trials underreported side effects.

People involved in the trial have previously alleged, among other things, that ill effects, such as suicidal thoughts, went undocumented, and trial participants were discouraged from reporting them to bolster the chances of FDA approval. Overall, the MDMA trials faced crushing criticism amid the FDA’s review, with outside experts and agency advisors calling out allegations of sexual misconduct at one trial site, as well as flaws in overall trial designs, multiple sources of biases, and claims of that the company behind the therapy, Lykos, fostered a cult-like belief in psychedelics.

According to the Journal, the recent interviews were being conducted by the FDA’s Office of Regulatory Affairs, which oversees inspections, and a subdivision of that office called Biomedical Research Monitoring Program, which works to ensure the quality and integrity of data submitted to FDA. Notably, when the agency rejected MDMA, it advised Lykos to conduct a new trial.

While the FDA’s rejection and expanded investigation are bad enough for Lykos, the company announced this month that it’s laying off 75 percent of its staff and overhauling its leadership. The moves were in response to the FDA’s rejections, the company said. Additionally, a scientific journal retracted three of the company’s MDMA studies, citing “protocol violations amounting to unethical conduct” in its trials, echoing claims raised amid the FDA review.

Troubling roots

Underpinning the allegations and criticisms against Lykos is its roots in drug advocacy. Lykos is a commercial spinoff of the psychedelic advocacy nonprofit Multidisciplinary Association for Psychedelic Studies (MAPS). For decades, MAPS has worked to legalize psychedelics and research their use as potential treatments, particularly mental health conditions, including PTSD, anxiety, and substance use disorders. MAPS was founded by Rick Doblin, a longtime psychedelic activist and advocate who openly believes the use of psychedelics will lead to world peace. Amid the leadership overhaul this month, Doblin left his position on Lykos’ board.

“After 38 plus years of work, I’m profoundly saddened by the FDA decision around this critically needed therapy, but am heartened that Lykos will still move forward continuing clinical research that addresses the FDA’s questions,” Doblin said in a statement. “I can speak more freely as a public advocate by resigning from the Lykos Board. The FDA delays make it more important than ever that I work at MAPS toward developing global legal access to MDMA and other psychedelics for public benefit through MAPS’ multidisciplinary research, education, and drug policy reform.”

Lykos did not immediately respond to Ars’ request for comment on the FDA’s investigation. In a response to the Journal, a company spokesperson said that “Lykos is committed to engaging with the FDA and addressing any questions it raises.” The spokesperson also noted that the company is planning to meet with the FDA about the rejection, which it is appealing.

But, trial participants and outsiders have levied heavy criticism against the company that will likely be hard to move beyond.

“The prospect of a therapy cult guiding a suggestibility-enhancing drug through clinical trials highlights unique risks that have never been publicly discussed,” Neşe Devenot, a Johns Hopkins University senior lecturer in the university’s writing program who focuses on the issue of drugs in society, said in public comments prior to the FDA rejection. “The trials should be scrutinized as if Scientology or NXIVM had submitted a new drug application to the FDA.”

Those public comments appeared in a damning report from Institute for Clinical and Economic Review, which concluded that there was insufficient evidence to back MDMA-based therapy. According to the Journal report, Devenot was among the people interviewed by FDA investigators recently.

Lykos’ saga has been a blow to the psychedelic community in general and to many patients, particularly veterans, who have reported benefits from using MDMA to treat PTSD, a condition in desperate need of effective treatments.

Amid Lykos’ troubles, the company has brought in David Hough as senior medical advisor to oversee clinical and regulatory work. Hough is a former vice president at Johnson & Johnson, where he notably helped develop Spravato—esketamine—a compound related to ketamine that was approved for use against treatment-resistant depression in 2019.

More bad news for psychedelic drug company: FDA expands probe after rejection Read More »

valve’s-worst-kept-secret-is-no-longer-a-secret

Valve’s worst-kept secret is no longer a secret

Officially official —

Deadlock is now on Steam and on streams.

Look! A wild Valve game appears!

Enlarge / Look! A wild Valve game appears!

Valve

If you read Ars Technica regularly, you’ve known since May that Valve is working on Deadlock, a mishmash of genres that has been slowly amassing SteamDB-tracked players through an invite-only playtest. Over the weekend, Valve took the “hiding” part out of that “hiding-in-plain-sight” test, launching a bare bones Steam page for Deadlock, the company’s first attempt at developing a new gaming franchise since collectible card game Artifact launched in 2018 (and fell apart in 2021).

The new page, which went up on Saturday, has precious little information about Deadlock, save for a description as “a multiplayer game in early development” and a 22-second trailer that essentially pans over a piece of concept art. Everything from the game’s system requirements to the release date is still “TBD,” and players who are lucky enough to get “friend invites via our playtesters” are promised “temporary art and experimental gameplay” on the Steam page.

Not that a Steam page is strictly needed for more info on Deadlock at this point. Since the first leaks months ago, the playtest has slowly expanded from hundreds of players to tens of thousands, including some who have posted extensive impressions of the game. Valve has also reportedly lifted rules regarding streaming for invited playtesters, leading to a surge of players showing off live gameplay on Twitch.

See how many genres you can pick out.

Enlarge / See how many genres you can pick out.

Valve

Those extended streams and impressions show a six-on-six hero shooter (a la Overwatch) but with teams of NPC drones protecting Dota 2-style battle lanes as well. There’s also the requisite Fortnite-style cover construction, Titanfall-style double-jumping and air-dashing, melee attacks and parries, and all the unlockable abilities you could hope for.

Given all that direct info, the presence of a new Steam page mainly serves as an anchor for Wishlist-based reminders, user-defined tagging (bot “MOBA” and “cute” are currently popular), and a lot of spammy/scammy invite-begging in the Community hub and forums. Still, it’s not every day that a completely new title appears on Valve’s old Steam developer page—we’ve set a reminder to check for the next one in 2030 or so.

Valve’s worst-kept secret is no longer a secret Read More »

one-of-the-most-adventurous-human-spaceflights-since-apollo-may-launch-tonight

One of the most adventurous human spaceflights since Apollo may launch tonight

Above and beyond —

Liftoff is set for 3: 38 am ET in Florida.

The crew of Polaris Dawn, from L to R: Scott

Enlarge / The crew of Polaris Dawn, from L to R: Scott “Kidd” Poteet, Anna Menon, Sarah Gillis, and Jared Isaacman.

Polaris Program/John Kraus

SpaceX is set to launch the 14th crewed flight on its Dragon spacecraft early on Tuesday morning—and it’s an intriguing one.

This Polaris Dawn mission, helmed and funded by an entrepreneur and billionaire named Jared Isaacman, is scheduled to lift off at 3: 38 am ET (07: 38 UTC) on Tuesday from Launch Complex 39A at Kennedy Space Center in Florida.

This is just the second free-flying Crew Dragon mission that SpaceX has flown, and like the Inspiration4 mission that came before it, Polaris Dawn will once again field an entire crew of private astronauts. Although this is a private spaceflight, it really is not a space tourism mission. Rather, it seeks to push the ball of exploration forward. Isaacman has emerged as one of the most serious figures in commercial spaceflight in recent years, spending hundreds of millions of dollars to fly into space and push forward the boundaries of what private citizens can do in space.

“The idea is to develop and test new technology and operations in furtherance of SpaceX’s bold vision to enable humankind to journey among the stars,” Isaacman said last week during a news conference ahead of Tuesday’s launch.

A novel step forward

Isaacman, chief executive of the Shift4 payments company, led the Inspiration4 mission in September 2021, which was unique because the crew consisted of himself—an experienced pilot—and three newcomers to spaceflight. Isaacman used the world’s first all-civilian spaceflight, on a private vehicle, to raise hundreds of millions of dollars for charity and expand the window of who could become an astronaut.

Yet whereas Inspiration4 felt like something of a novelty, Polaris Dawn is truly pushing the boundary of private spaceflight forward. Working closely with SpaceX, Isaacman has plotted a five-day flight that will accomplish a number of significant tasks after it launches.

During the initial hours of the spaceflight, the crew will seek to fly in a highly elliptical orbit, reaching an altitude as high as 1,400 km (870 miles) above the planet’s surface. This will be the highest Earth-orbit mission ever flown by humans and the farthest any person has flown from Earth since the Apollo Moon landings more than half a century ago. This will expose the crew to a not insignificant amount of radiation, and they will collect biological data to assess harms.

The Resilience spacecraft will then descend toward a more circular orbit about 700 km above the Earth’s surface. Assuming a launch on Tuesday, the crew will don four spacesuits on Friday and open the hatch to the vacuum of space. Then Isaacman, followed by mission specialist Sarah Gillis, will each briefly climb out of the spacecraft into space.

Isaacman’s interest in performing the first private spacewalk accelerated, by years, SpaceX’s development of these spacesuits. This really is just the first generation of the suit, and SpaceX is likely to continue iterating toward a spacesuit that has its own portable life support system (PLSS). This is the “backpack” on a traditional spacesuit that allows NASA astronauts to perform spacewalks untethered to the International Space Station.

The general idea is that, as the Starship vehicle makes the surface of the Moon and eventually Mars more accessible to more people, future generations of these lower-cost spacesuits will enable exploration and settlement. That journey, in some sense, begins with this mission’s brief spacewalks, with Isaacman and Gillis tethered to the Dragon vehicle for life support.

Sarah Gillis, a mission specialist on Polaris Dawn, is pretty darn excited about going to space.

Enlarge / Sarah Gillis, a mission specialist on Polaris Dawn, is pretty darn excited about going to space.

Polaris Program/John Kraus

Lasers and SpaceXers

Isaacman and his crew will also conduct a number of other research experiments, including trying to better understand a recently detected but major concern of space habitation, spaceflight-associated neuro-ocular syndrome. This will also be the first crewed mission to test Starlink-based laser communications in space.

Then, there is the crew. Isaacman’s close friend, retired US Air Force Col. Scott “Kidd” Poteet, will be the mission’s pilot, with Gillis and Anna Menon serving as mission specialists. Both Gillis and Menon are SpaceX engineers who worked with Isaacman during Inspiration4. Now, they’ll become the first SpaceX employees to ever go into orbit, bringing their experiences back to share with their colleagues.

This is the first of three “Polaris” missions that Isaacman is scheduled to fly with SpaceX. The plan for the second Polaris mission, also to fly on a Dragon spacecraft, has yet to be determined. But it may well employ a second-generation spacesuit based on learnings from this spaceflight. The third flight, unlikely to occur before at least 2030, will be an orbital launch aboard the company’s Starship vehicle—making Isaacman and his crew the first to fly on that rocket.

One of the most adventurous human spaceflights since Apollo may launch tonight Read More »

nasa’s-starliner-decision-was-the-right-one,-but-it’s-a-crushing-blow-for-boeing

NASA’s Starliner decision was the right one, but it’s a crushing blow for Boeing

Falling short —

It’s unlikely Boeing can fly all six of its Starliner missions before retirement of the ISS in 2030.

A Starliner spacecraft mounted on top of an Atlas V rocket before an unpiloted test flight in 2022.

Enlarge / A Starliner spacecraft mounted on top of an Atlas V rocket before an unpiloted test flight in 2022.

Ten years ago next month NASA announced that Boeing, one of the agency’s most experienced contractors, won the lion’s share of government money available to end the agency’s sole reliance on Russia to ferry its astronauts to and from low-Earth orbit.

At the time, Boeing won $4.2 billion from NASA to complete development of the Starliner spacecraft and fly a minimum of two, and potentially up to six, operational crew flights to rotate crews between Earth and the International Space Station (ISS). SpaceX won a $2.6 billion contract for essentially the same scope of work.

A decade later the Starliner program finds itself at a crossroads after Boeing learned it will not complete the spacecraft’s first Crew Flight Test with astronauts onboard. NASA formally decided Saturday that Butch Wilmore and Suni Williams, who launched on the Starliner capsule June 5, will instead return to Earth inside a SpaceX Crew Dragon spacecraft. Put simply, NASA isn’t confident enough in Boeing’s spacecraft after it suffered multiple thrusters failures and helium leaks on the way to the ISS.

So where does this leave Boeing with its multibillion contract? Can the company fulfill the breadth of its commercial crew contract with NASA before the space station’s scheduled retirement in 2030? It now seems that there is little chance of Boeing flying six more Starliner missions without a life extension for the ISS. Tellingly, perhaps, NASA has only placed firm orders with Boeing for three Starliner flights once the agency certifies the spacecraft for operational use.

Boeing’s bottom line

Although Boeing did not make an official statement Saturday on its long-term plans for Starliner, NASA Administrator Bill Nelson told reporters he received assurances from Boeing’s new CEO, Kelly Ortberg, that the company remains committed to the commercial crew program. And it will take a significant commitment from Boeing to see it through. Under the terms of its fixed price contract with NASA, the company is on the hook to pay for any expenses to fix the thruster and helium leak problems and get Starliner flying again.

Boeing has already reported $1.6 billion in charges on its financial statements to pay for delays and cost overruns on the Starliner program. That figure will grow as the company will likely need to redesign some elements in the spacecraft’s propulsion system to remedy the problems encountered on the Crew Flight Test (CFT) mission. NASA has committed $5.1 billion to Boeing for the Starliner program, and the agency has already paid out most of that funding.

Boeing's Starliner spacecraft, seen docked at the International Space Station through the window of a SpaceX Dragon spacecraft.

Enlarge / Boeing’s Starliner spacecraft, seen docked at the International Space Station through the window of a SpaceX Dragon spacecraft.

The next step for Starliner remains unclear, and we’ll assess that in more detail later in the story. Had the Starliner test flight ended as expected, with its crew inside, NASA targeted no earlier than August 2025 for Boeing to launch the first of its six operational crew rotation missions to the space station. In light of Saturday’s decision, there’s a high probability Starliner won’t fly with astronauts again until at least 2026.

Starliner safely delivered astronauts Butch Wilmore and Suni Williams to the space station on June 6, a day after their launch from Cape Canaveral Space Force Station, Florida. But five of the craft’s 28 reaction control system thrusters overheated and failed as it approached the outpost. After the failures on the way to the space station, NASA’s engineers were concerned Starliner might suffer similar problems, or worse, when the control jets fired to guide Starliner on the trip back to Earth.

On Saturday, senior NASA leaders decided it wasn’t worth the risk. The two astronauts, who originally planned for an eight-day stay at the station, will now spend eight months on the orbiting research lab until they come back to Earth with SpaceX.

If it’s not a trust problem, is it a judgement issue?

Boeing managers had previously declared Starliner was safe enough to bring Wilmore and Williams home. Mark Nappi, Boeing’s Starliner program manager, regularly appeared to downplay the seriousness of the thruster issues during press conferences throughout Starliner’s nearly three-month mission.

So why did NASA and Boeing engineers reach different conclusions? “I think we’re looking at the data and we view the data and the uncertainty that’s there differently than Boeing does,” said Jim Free, NASA’s associate administrator, and the agency’s most senior civil servant. “It’s not a matter of trust. It’s our technical expertise and our experience that we have to balance. We balance risk across everything, not just Starliner.”

The people at the top of NASA’s decision-making tree have either flown in space before, or had front-row seats to the calamitous decision NASA made in 2003 to not seek more data on the condition of space shuttle Columbia’s left wing after the impact of a block of foam from the shuttle’s fuel tank during launch. This led to the deaths of seven astronauts, and the destruction of Columbia during reentry over East Texas. A similar normalization of technical problems, and a culture of stifling dissent, led to the loss of space shuttle Challenger in 1986.

“We lost two space shuttles as a result there not being a culture in which information could come forward,” Nelson said Saturday. “We have been very solicitous of all of our employees that if you have some objection, you come forward. Spaceflight is risky, even at its safest, and even at its most routine. And a test flight by nature is neither safe nor routine. So the decision to keep Butch and Suni aboard the International Space Station and bring the Starliner home uncrewed is the result of a commitment to safety.”

Now, it seems that culture may truly have changed. With SpaceX’s Dragon spacecraft available to give Wilmore and Williams a ride home, this ended up being a relatively straightforward decision. Ken Bowersox, head of NASA’s space operations mission directorate, said the managers polled for their opinion all supported bringing the Starliner spacecraft back to Earth without anyone onboard.

However, NASA and Boeing need to answer for how the Starliner program got to this point. The space agency approved the launch of the Starliner CFT mission in June despite knowing the spacecraft had a helium leak in its propulsion system. Those leaks multiplied once Starliner arrived in orbit, and are a serious issue on their own that will require corrective actions before the next flight. Ultimately, the thruster problems superseded the seriousness of the helium leaks, and this is where NASA and Boeing are likely to face the most difficult questions moving forward.

NASA astronauts Butch Wilmore and Suni Williams aboard the International Space Station.

Enlarge / NASA astronauts Butch Wilmore and Suni Williams aboard the International Space Station.

Boeing’s previous Starliner mission, known as Orbital Flight Test-2 (OFT-2), successfully launched in 2022 and docked with the space station, later coming back to Earth for a parachute-assisted landing in New Mexico. The test flight achieved all of its major objectives, setting the stage for the Crew Flight Test mission this year. But the spacecraft suffered thruster problems on that flight, too.

Several of the reaction control system thrusters stopped working as Starliner approached the space station on the OFT-2 mission, and another one failed on the return leg of the mission. Engineers thought they fixed the problem by introducing what was essentially a software fix to adjust timing and tolerance settings on sensors in the propulsion system, supplied by Aerojet Rocketdyne.

That didn’t work. The problem lay elsewhere, as engineers discovered during testing this summer, when Starliner was already in orbit. Thruster firings at White Stands, New Mexico, revealed a small Teflon seal in a valve can bulge when overheated, restricting the flow of oxidizer propellant to the thruster. NASA officials concluded there is a chance, however small, that the thrusters could overheat again as Starliner departs the station and flies back to Earth—or perhaps get worse.

“We are clearly operating this thruster at a higher temperature, at times, than it was designed for,” said Steve Stich, NASA’s commercial crew program manager. “I think that was a factor, that as we started to look at the data a little bit more carefully, we’re operating the thruster outside of where it should be operated at.”

NASA’s Starliner decision was the right one, but it’s a crushing blow for Boeing Read More »

shocker:-french-make-surprise-arrest-of-telegram-founder-at-paris-airport

Shocker: French make surprise arrest of Telegram founder at Paris airport

quelle surprise —

Lack of moderation on Telegram claimed to be reason for arrest.

Pavel Durov, Telegram founder and former CEO of Vkontakte, in happier (and younger) days.

Pavel Durov, Telegram founder and former CEO of Vkontakte, in happier (and younger) days.

Late this afternoon at a Parisian airport, French authorities detained Pavel Durov, the founder of the Telegram messaging/publication service. They are allegedly planning to hit him tomorrow with serious charges related to abetting terrorism, fraud, money laundering, and crimes against children, all of it apparently stemming from a near-total lack of moderation on Telegram. According to French authorities, thanks to its encryption and support for crypto, Telegram has become the new top tool for organized crime.

The French outlet TF1 had the news first from sources within the investigation. (Reuters and CNN have since run stories as well.) Their source said, “Pavel Durov will definitely end up in pretrial detention. On his platform, he allowed an incalculable number of offenses and crimes to be committed, which he does nothing to moderate nor does he cooperate.”

Durov is a 39-year-old who gained a fortune by building VKontakte, a Russian version of Facebook, before being forced out of his company by the Kremlin. He left Russia and went on to start Telegram, which became widely popular, especially in Europe. He was arrested today when his private plane flew from Azerbaijan to Paris’s Le Bourget Airport.

Telegram has become a crucial news outlet for Russians, as it is one of the few uncensored ways to hear non-Kremlin propaganda from within Russia. It has also become the top outlet for nationalistic Russian “milbloggers” writing about the Ukraine war. Durov’s arrest has already led to outright panic among many of them, in part due to secrets it might reveal—but also because it is commonly used by Russian forces to communicate.

As Rob Lee, a senior fellow at the Foreign Policy Research Institute, noted tonight, “A popular Russian channel says that Telegram is also used by Russian forces to communicate, and that if Western intelligence services gain access to it, they could obtain sensitive information about the Russian military.”

Right wing and crypto influencers are likewise angry over the arrest, writing things like, “This is a serious attack on freedom. Today, they target an app that promotes liberty tomorrow, they will go after DeFi. If you claim to support crypto, you must show your support #FreeDurov it’s time for digital resistance.”

Durov appears to be an old-school cyber-libertarian who believes in privacy and encryption. His arrest will certainly resonate in America, which has seen a similar debate over how much online services should cooperate with law enforcement. The FBI, for instance, has occasionally warned that end-to-end encryption will result in a “going dark” problem in which crime simply disappears from their view, and the US has seen repeated attempts to legislate backdoors into encryption systems. Those have all been defeated, however, and civil liberties advocates and techies generally note that creating backdoors makes such systems fundamentally insecure. The global debate over crime, encryption, civil liberties, and messaging apps is sure to heat up with Durov’s arrest.

Shocker: French make surprise arrest of Telegram founder at Paris airport Read More »

nasa-not-comfortable-with-starliner-thrusters,-so-crew-will-fly-home-on-dragon

NASA not comfortable with Starliner thrusters, so crew will fly home on Dragon

Boeing is going home empty handed —

“I would say the White Sands testing did give us a surprise.”

Photos of Crew Dragon relocation on the International Space Station.

Enlarge / Crew Dragon approaches the International Space Station

NASA TV

Following weeks of speculation, NASA finally made it official on Saturday: two astronauts who flew to the International Space Station on Boeing’s Starliner spacecraft in June will not return home on that vehicle. Instead, the agency has asked SpaceX to use its Crew Dragon spacecraft to fly astronauts Butch Wilmore and Suni Williams back to Earth.

“NASA has decided that Butch and Suni will return with Crew-9 next February,” said NASA Administrator Bill Nelson at the outset of a news conference on Saturday afternoon at Johnson Space Center.

In a sign of the gravity surrounding the agency’s decision, both Nelson and NASA’s deputy administrator, Pam Melroy, attended a Flight Readiness Review meeting held Saturday in Houston. During that gathering of the agency’s senior officials, an informal “go/no go” poll was taken. Those present voted unanimously for Wilmore and Williams to return to Earth on Crew Dragon. The official recommendation of the Commercial Crew Program was the same, and Nelson accepted it.

Therefore, Boeing’s Starliner spacecraft will undock from the station early next month—the tentative date, according to a source, is September 6—and attempt to make an autonomous return to Earth and land in a desert in the southwestern United States.

Then, no earlier than September 24, a Crew Dragon spacecraft will launch with two astronauts (NASA has not named the two crew members yet) to the space station with two empty seats. Wilmore and Williams will join these two Crew-9 astronauts for their previously scheduled six-month increment on the space station. All four will then return to Earth on the Crew Dragon vehicle.

Saturday’s announcement has big implications for Boeing, which entered NASA’s Commercial Crew Program more than a decade ago and lent legitimacy to NASA’s efforts to pay private companies for transporting astronauts to the International Space Station. The company’s failure—and despite the encomiums from NASA officials during Saturday’s news conference, this Starliner mission is a failure—will affect Boeing’s future in spaceflight. Ars will have additional coverage of Starliner’s path forward later today.

Never could get comfortable with thruster issues

For weeks after Starliner’s arrival at the space station in early June, officials from Boeing and NASA expressed confidence in the ability of the spacecraft to fly Wilmore and Williams home. They said they just needed to collect a little more data on the performance of the vehicle’s reaction control system thrusters. Five of these 28 small thrusters that guide Starliner failed during the trip to the space station.

Engineers from Boeing and NASA tested the performance of these thrusters at a facility in White Sands, New Mexico, in July. Initially, the engineers were excited to replicate the failures observed during Starliner’s transit to the space station. (Replicating failures is a critical step to understanding the root cause of a hardware problem.)

However, what NASA found after taking apart the failed thrusters was concerning, said the chief of NASA’s Commercial Crew Program, Steve Stich.

“I would say the White Sands testing did give us a surprise,” Stich said Saturday. “It was this piece of Teflon that swells up and got in the flow path and causes the oxidizer to not go into the thruster the way it needs to. That’s what caused the degradation of thrust. When we saw that, I think that’s when things changed a bit for us.”

When NASA took this finding to the thruster’s manufacturer, Aerojet Rocketdyne, the propulsion company said it had never seen this phenomenon before. It was at this point that agency engineers started to believe that it might not be possible to identify the root cause of the problem in a timely manner and become comfortable enough with the physics to be sure that the thruster problem would not occur during Starliner’s return to Earth.

Thank you for flying SpaceX

The result of this uncertainty is that NASA will now turn to the other commercial crew provider, SpaceX. This is not a pleasant outcome for Boeing which, a decade ago, looked askance at SpaceX as something akin to space cowboys. I have covered the space industry closely during the last 15 years, and during most of that time Boeing was perceived by much of the industry as the blueblood of spaceflight while SpaceX was the company that was going to kill astronauts due to its supposed recklessness.

Now the space agency is asking SpaceX to, in effect, rescue the Boeing astronauts currently on the International Space Station.

It won’t be the first time that SpaceX has helped a competitor recently. In the last two years SpaceX has launched satellites for a low-Earth orbit Internet competitor, OneWeb, after Russia’s space program squeezed the company; it has launched Europe’s sovereign Galileo satellites after delays to the Ariane 6 rocket; and it has launched the Cygnus spacecraft built by NASA’s other space station cargo services provider, Northrop Grumman, multiple times. Now SpaceX will help out Boeing, a crew competitor.

After Saturday’s news conference, I asked Jim Free, NASA’s highest-ranking civil servant, what he made of the once-upstart SpaceX now helping to backstop the rest of the Western spaceflight community. Without SpaceX, after all, NASA would not have a way to get crew or cargo to the International Space Station.

“They’re flying a lot, and they’re having success,” Free said. “And you know, when they have an issue, they find a way to recover like with the second-stage issue, We set out to have two providers to take crew to station to have options, and they’ve given us the option. In the reverse, Boeing could have been out there, and we still would face the same thing if they had a systemic Dragon problem, Boeing would have to bring us back. But I can’t argue with how much they’ve flown, that’s for sure, and what they’ve flown.”

NASA not comfortable with Starliner thrusters, so crew will fly home on Dragon Read More »

electric-vehicle-battery-fires—what-to-know-and-how-to-react

Electric vehicle battery fires—what to know and how to react

sick burns —

It’s very rare, but lithium-ion batteries in electric vehicles can catch fire.

battery pack

Enlarge / The battery pack of a Volkswagen ID. Buzz electric microbus on the assembly line during a media tour of the Volkswagen AG multipurpose and commercial vehicle plant in Hannover, Germany, on Thursday, June 16, 2022.

Lithium-ion battery fires can be intense and frightening. As someone who used to repair second-hand smartphones, I’ve extinguished my fair share of flaming iPhones with punctured lithium-ion batteries. And the type of smartphone battery in your pocket right now is similar to what’s inside of electric vehicles. Except, the EV battery stores way more energy—so much energy that some firefighters are receiving special training to extinguish the extra-intense EV flames that are emitted by burning EV batteries after road accidents.

If you’ve been reading the news about EVs, you’ve likely encountered plenty of scary articles about battery fires on the rise. Recently, the US National Transportation Safety Board and the California Highway Patrol announced they are investigating a Tesla semi truck fire that ignited after the vehicle struck a tree. The lithium-ion battery burned for around four hours.

Does this mean that you should worry about your personal electric vehicle as a potential fire hazard? Not really. It makes more sense to worry about a gas-powered vehicle going up in flames than an electric vehicle, since EVs are less likely to catch fire than their more traditional transportation counterparts.

“Fires because of battery manufacturing defects are really very rare,” says Matthew McDowell, a codirector of Georgia Tech’s Advanced Battery Center. “Especially in electric vehicles, because they also have battery management systems.” The software keeps tabs on the different cells that comprise an EV’s battery and can help prevent the battery from being pushed beyond its limits.

How do electric vehicle fires happen?

During a crash that damages the EV battery, a fire may start with what’s called thermal runaway. EV batteries aren’t one solid brick. Rather, think of these batteries as a collection of many smaller batteries, called cells, pressed up against each other. With thermal runaway, a chemical reaction located in one of the cells lights an initial fire, and the heat soon spreads to each adjacent cell until the entire EV battery is burning.

Greg Less, director of the University of Michigan’s Battery Lab, breaks down EV battery fires into two distinct categories: accidents and manufacturing defects. He considers accidents to be everything from a collision that punctures the battery to a charging mishap. “Let’s take those off the table,” says Less. “Because, I think people understand that, regardless of the vehicle type, if you’re in an accident, there could be a fire.”

While all EV battery fires are hard to put out, fires from manufacturing defects are likely more concerning to consumers, due to their seeming randomness. (Think back to when all those Samsung phones had to be recalled because battery issues made them fire hazards.) How do these rare issues with EV battery manufacturing cause fires at what may feel like random moments?

It all comes down to how the batteries are engineered. “There’s some level of the engineering that has gone wrong and caused the cell to short, which then starts generating heat,” says Less. “Heat causes the liquid electrolyte to evaporate, creating a gas inside the cell. When the heat gets high enough, it catches fire, explodes, and then propagates to other cells.” These kinds of defects are likely what caused the highly publicized recent EV fires in South Korea, one of which damaged over a hundred vehicles in a parking lot.

How to react if your EV catches fire

According to the National Fire Prevention Agency, if an EV ever catches fire while you’re behind the wheel, immediately find a safe way to pull over and get the car away from the main road. Then, turn off the engine and make sure everyone leaves the vehicle immediately. Don’t delay things by grabbing personal belongings, just get out. Remain over 100 feet away from the burning car as you call 911 and request the fire department.

Also, you shouldn’t attempt to put out the flame yourself. This is a chemical fire, so a couple buckets of water won’t sufficiently smother the flames. EV battery fires can take first responders around 10 times more water to extinguish than a fire in a gas-powered vehicle. Sometimes the firefighters may decide to let the battery just burn itself out, rather than dousing it with water.

Once an EV battery catches fire, it’s possible for the chemical fire to reignite after the initial burn dies down. It’s even possible for the battery to go up in flames again days later. “Both firefighters and secondary responders, such as vehicle recovery or tow companies, also need to be aware of the potential for stranded energy that may remain in the undamaged portions of the battery,” says Thomas Barth, an investigator and biomechanics engineer for the NTSB, in an emailed statement. “This energy can pose risks for electric shock or cause the vehicle to reignite.”

Although it may be tempting to go back into the car and grab your wallet or other important items if the flame grows smaller or goes out for a second, resist the urge. Wait until your local fire department arrives to assess the overall situation and give you the all clear. Staying far away from the car also helps minimize your potential for breathing in unhealthy fumes emitted from the battery fire.

How could EV batteries be safer?

In addition to quick recalls and replacements of potentially faulty lithium-ion batteries, both researchers I spoke with were excited about future possibilities for a different kind of battery, called solid-state, to make EVs even more reliable. “These batteries could potentially show greater thermal stability than lithium-ion batteries,” says McDowell. “When it heats up a lot, it may just remain pretty stable.” With a solid-state battery, the liquid electrolyte is no longer part of battery cells, removing the most flammable aspect of battery design.

These solid-state batteries are already available in some smaller electronics, but producing large versions of the batteries at vast scale continues to be a hurdle that EV manufacturers are working to overcome.

This story originally appeared on wired.com.

Electric vehicle battery fires—what to know and how to react Read More »

as-ev-sales-slump,-volkswagen-scales-back-battery-factories-buildout

As EV sales slump, Volkswagen scales back battery factories buildout

another one —

VW might only need 170 GWh of cells in 2030 if demand stays depressed.

A VW worker assembles an EV battery pack

Enlarge / A VW worker on the assembly line at Emden in Germany.

Volkswagen

Volkswagen will wait to see what electric car demand is like before building out all six of its previously planned battery factories. Thomas Schmall, VW’s board member in charge of technology, told a German newspaper that “building battery cell factories is not an end to itself” and that a goal of 200 GWh of lithium-ion cells by 2030 was not set in stone.

It’s a bit too simplistic to say that all new technologies conform to the now-infamous Gartner hype cycle, but it’s hard not to think of that squiggly line when discussing EVs. After years of hearing lofty goals of all-electric lineups and an end to internal combustion engines from OEMs, Tesla’s skyrocketing valuation got investors interested in electrification, and for a while, things just went mad.

But the promised fall in battery costs never really materialized, and in the US, EVs still command a price premium, at least for the first owner. The initial hype, coupled with the limited availability of new models, saw dealers load the cars and trucks they could get with hefty markups, further alienating potential customers. And now, when those markups and inventory shortages are mostly a thing of the past, interest rates have soared.

All of that makes it pretty hard to escape thinking we’re in the trough of disillusionment, and the automakers are reacting accordingly. Both General Motors and Ford have already made their electrification plans more modest, with more hybrids and fewer EVs in their roadmaps now.

For VW, the previous goal of 200 GWh by 2030 from six factories (through a new subsidiary called PowerCo) could now be just 170 GWh capacity from three already-announced plants in Valencia, Spain; Ontario, Canada; and Salzgitter, Germany. If necessary, Schmall said that the Spanish and Canadian battery factories could be expanded to meet additional demand.

This battery news follows another sign of slowing confidence in EVs at VW. Last week, it emerged that the company has pushed back plans for the ID.4’s successor, which now may not see showrooms until 2032.

As EV sales slump, Volkswagen scales back battery factories buildout Read More »

from-recycling-to-food:-can-we-eat-plastic-munching-microbes?

From recycling to food: Can we eat plastic-munching microbes?

breaking it down —

Researchers are trying to turn plastic-eating bacteria into food source for humans.

From recycling to food: Can we eat plastic-munching microbes?

Olga Pankova/Moment via Getty Images

In 2019, an agency within the US Department of Defense released a call for research projects to help the military deal with the copious amount of plastic waste generated when troops are sent to work in remote locations or disaster zones. The agency wanted a system that could convert food wrappers and water bottles, among other things, into usable products, such as fuel and rations. The system needed to be small enough to fit in a Humvee and capable of running on little energy. It also needed to harness the power of plastic-eating microbes.

“When we started this project four years ago, the ideas were there. And in theory, it made sense,” said Stephen Techtmann, a microbiologist at Michigan Technological University, who leads one of the three research groups receiving funding. Nevertheless, he said, in the beginning, the effort “felt a lot more science-fiction than really something that would work.”

That uncertainty was key. The Defense Advanced Research Projects Agency, or DARPA, supports high-risk, high-reward projects. This means there’s a good chance that any individual effort will end in failure. But when a project does succeed, it has the potential to be a true scientific breakthrough. “Our goal is to go from disbelief, like, ‘You’re kidding me. You want to do what?’ to ‘You know, that might be actually feasible,’” said Leonard Tender, a program manager at DARPA who is overseeing the plastic waste projects.

The problems with plastic production and disposal are well-known. According to the United Nations Environment Program, the world creates about 440 million tons of plastic waste per year. Much of it ends up in landfills or in the ocean, where microplastics, plastic pellets, and plastic bags pose a threat to wildlife. Many governments and experts agree that solving the problem will require reducing production, and some countries and US states have additionally introduced policies to encourage recycling.

For years, scientists have also been experimenting with various species of plastic-eating bacteria. But DARPA is taking a slightly different approach in seeking a compact and mobile solution that uses plastic to create something else entirely: food for humans.

The goal, Techtmann hastens to add, is not to feed people plastic. Rather, the hope is that the plastic-devouring microbes in his system will themselves prove fit for human consumption. While Techtmann believes most of the project will be ready in a year or two, it’s this food step that could take longer. His team is currently doing toxicity testing, and then they will submit their results to the Food and Drug Administration for review. Even if all that goes smoothly, an additional challenge awaits. There’s an ick factor, said Techtmann, “that I think would have to be overcome.”

The military isn’t the only entity working to turn microbes into nutrition. From Korea to Finland, a small number of researchers, as well as some companies, are exploring whether microorganisms might one day help feed the world’s growing population.

Two birds, one stone

According to Tender, DARPA’s call for proposals was aimed at solving two problems at once. First, the agency hoped to reduce what he called supply-chain vulnerability: During war, the military needs to transport supplies to troops in remote locations, which creates a safety risk for people in the vehicle. Additionally, the agency wanted to stop using hazardous burn pits as a means of dealing with plastic waste. “Getting those waste products off of those sites responsibly is a huge lift,” Tender said.

The Michigan Tech system begins with a mechanical shredder, which reduces the plastic to small shards that then move into a reactor, where they soak in ammonium hydroxide under high heat. Some plastics, such as PET, which is commonly used to make disposable water bottles, break down at this point. Other plastics used in military food packaging—namely polyethylene and polypropylene—are passed along to another reactor, where they are subject to much higher heat and an absence of oxygen.

Under these conditions, the polyethylene and polypropylene are converted into compounds that can be upcycled into fuels and lubricants. David Shonnard, a chemical engineer at Michigan Tech who oversaw this component of the project, has developed a startup company called Resurgent Innovation to commercialize some of the technology. (Other members of the research team, said Shonnard, are pursuing additional patents related to other parts of the system.)

From recycling to food: Can we eat plastic-munching microbes? Read More »

cards-on-the-table:-are-butch-and-suni-coming-home-on-starliner-or-crew-dragon?

Cards on the table: Are Butch and Suni coming home on Starliner or Crew Dragon?

NASA astronauts Suni Williams and Butch Wilmore, seen in their Boeing flight suits.

Enlarge / NASA astronauts Suni Williams and Butch Wilmore, seen in their Boeing flight suits.

After months of consideration, NASA said Thursday that it will finally decide the fate of two astronauts on board the International Space Station, Butch Wilmore and Suni Williams, by this weekend. As soon as Saturday, the two crew members will learn whether they’ll return on a Starliner spacecraft in early September or a Crew Dragon vehicle next February.

On the eve of this fateful decision, the most consequential human spaceflight safety determination NASA has had to make in more than two decades, Ars has put together a summary of what we know, what we believe to be true, and what remains yet unknown.

Why has NASA taken so long?

Wilmore and Williams arrived at the International Space Station 11 weeks ago. Their mission was supposed to last eight days, but there was some expectation that they might stay a little longer. However, no one envisioned the crew remaining this long. That changed when, during Starliner’s flight to the space station, five of the 28 small thrusters that guide Starliner failed. After some touch-and-go operations, the astronauts and flight controllers at Johnson Space Center coaxed the spacecraft to a safe docking at the station.

This failure in space led to months of testing, both on board the vehicle in space and with similar thrusters on the ground in New Mexico. This has been followed by extensive data reviews and modeling by engineers to try to understand the root cause of the thruster problems. On Friday, lower-level managers will meet in a Program Control Board to discuss their findings and make recommendations to senior managers. Those officials, with NASA Administrator Bill Nelson presiding, will make a final decision at a Flight Readiness Review on Saturday in Houston.

What are the two options?

NASA managers will decide whether to send the astronauts home on Starliner, possibly as early as September 2, or to fly back to Earth on a Crew Dragon vehicle scheduled to be launched on September 24. To make room for Butch Wilmore and Suni Williams, this so-called “Crew-9” mission would launch with two astronauts instead of a full complement of four. Wilmore and Williams would then join this mission for their six-month increment on board the space station—their eight-day stay becoming eight months.

How are Butch and Suni feeling about this?

We don’t know, as they have not spoken to the media since it became apparent they could be in space for a long time. However, based on various sources, both of the crew members are taking it more or less in stride. They understand this is a test flight, and their training included the possibility of staying in space for an extended period of time if there were problems with Starliner.

That’s not to say it’s convenient. Both Wilmore and Williams have families back on Earth who expected them home by now, and the station was not set up for an extended stay. Wilmore, for example, has been having to sleep in a science laboratory rather than a designated sleeping area, so he has to pack up his personal things every morning.

What does seem clear is that Wilmore and Williams will accept NASA’s decision this weekend. In other words, they’re not going to stage a revolt in space. They trust NASA officials to make the right safety decision, whatever it ends up being. (So, for that matter, does Ars.)

Why is this a difficult decision?

First and foremost, NASA is concerned with getting its astronauts home safely. However, there are myriad other secondary decision factors, and bringing Butch and Suni home on Dragon instead of Starliner raises a host of new issues. Significantly among these is that it would be devastating for Boeing. Their public optics, should long-time rival SpaceX have to step in and “rescue” the crew from an “unsafe” Boeing vehicle, would be terrible. Moreover, the company has already lost $1.6 billion on the Starliner program, and there is the possibility that Boeing will shut it down. NASA does not want to lose a second provider of crew transport services to the space station.

Cards on the table: Are Butch and Suni coming home on Starliner or Crew Dragon? Read More »

android-malware-steals-payment-card-data-using-previously-unseen-technique

Android malware steals payment card data using previously unseen technique

NEW ATTACK SCENARIO —

Attacker then emulates the card and makes withdrawals or payments from victim’s account.

High angle shot of female hand inserting her bank card into automatic cash machine in the city. Withdrawing money, paying bills, checking account balances and make a bank transfer. Privacy protection, internet and mobile banking security concept

Newly discovered Android malware steals payment card data using an infected device’s NFC reader and relays it to attackers, a novel technique that effectively clones the card so it can be used at ATMs or point-of-sale terminals, security firm ESET said.

ESET researchers have named the malware NGate because it incorporates NFCGate, an open source tool for capturing, analyzing, or altering NFC traffic. Short for Near-Field Communication, NFC is a protocol that allows two devices to wirelessly communicate over short distances.

New Android attack scenario

“This is a new Android attack scenario, and it is the first time we have seen Android malware with this capability being used in the wild,” ESET researcher Lukas Stefanko said in a video demonstrating the discovery. “NGate malware can relay NFC data from a victim’s card through a compromised device to an attacker’s smartphone, which is then able to emulate the card and withdraw money from an ATM.”

Lukas Stefanko—Unmasking NGate.

The malware was installed through traditional phishing scenarios, such as the attacker messaging targets and tricking them into installing NGate from short-lived domains that impersonated the banks or official mobile banking apps available on Google Play. Masquerading as a legitimate app for a target’s bank, NGate prompts the user to enter the banking client ID, date of birth, and the PIN code corresponding to the card. The app goes on to ask the user to turn on NFC and to scan the card.

ESET said it discovered NGate being used against three Czech banks starting in November and identified six separate NGate apps circulating between then and March of this year. Some of the apps used in later months of the campaign came in the form of PWAs, short for Progressive Web Apps, which as reported Thursday can be installed on both Android and iOS devices even when settings (mandatory on iOS) prevent the installation of apps available from non-official sources.

The most likely reason the NGate campaign ended in March, ESET said, was the arrest by Czech police of a 22-year-old they said they caught wearing a mask while withdrawing money from ATMs in Prague. Investigators said the suspect had “devised a new way to con people out of money” using a scheme that sounds identical to the one involving NGate.

Stefanko and fellow ESET researcher Jakub Osmani explained how the attack worked:

The announcement by the Czech police revealed the attack scenario started with the attackers sending SMS messages to potential victims about a tax return, including a link to a phishing website impersonating banks. These links most likely led to malicious PWAs. Once the victim installed the app and inserted their credentials, the attacker gained access to the victim’s account. Then the attacker called the victim, pretending to be a bank employee. The victim was informed that their account had been compromised, likely due to the earlier text message. The attacker was actually telling the truth – the victim’s account was compromised, but this truth then led to another lie.

To “protect” their funds, the victim was requested to change their PIN and verify their banking card using a mobile app – NGate malware. A link to download NGate was sent via SMS. We suspect that within the NGate app, the victims would enter their old PIN to create a new one and place their card at the back of their smartphone to verify or apply the change.

Since the attacker already had access to the compromised account, they could change the withdrawal limits. If the NFC relay method didn’t work, they could simply transfer the funds to another account. However, using NGate makes it easier for the attacker to access the victim’s funds without leaving traces back to the attacker’s own bank account. A diagram of the attack sequence is shown in Figure 6.

NGate attack overview.

Enlarge / NGate attack overview.

ESET

The researchers said NGate or apps similar to it could be used in other scenarios, such as cloning some smart cards used for other purposes. The attack would work by copying the unique ID of the NFC tag, abbreviated as UID.

“During our testing, we successfully relayed the UID from a MIFARE Classic 1K tag, which is typically used for public transport tickets, ID badges, membership or student cards, and similar use cases,” the researchers wrote. “Using NFCGate, it’s possible to perform an NFC relay attack to read an NFC token in one location and, in real time, access premises in a different location by emulating its UID, as shown in Figure 7.”

Figure 7. Android smartphone (right) that read and relayed an external NFC token’s UID to another device (left).

Enlarge / Figure 7. Android smartphone (right) that read and relayed an external NFC token’s UID to another device (left).

ESET

The cloning could all occur in situations where the attacker has physical access to a card or is able to briefly read a card in unattended purses, wallets, backpacks, or smartphone cases holding cards. To perform and emulate such attacks requires the attacker to have a rooted and customized Android device. Phones that were infected by NGate didn’t have this requirement.

Android malware steals payment card data using previously unseen technique Read More »

amazon-is-bricking-primary-feature-on-$160-echo-device-after-1-year

Amazon is bricking primary feature on $160 Echo device after 1 year

Echo Show 8 Photos Edition —

Smart display will soon default to showing ads after three hours.

echo show 8 video call

In September of 2023, Amazon announced the Echo Show 8 Photos Edition. It looked just like the regular Echo Show 8 smart display/speaker but cost $10 more. Why? Because of its ability to show photos on the home screen for as long as you want—if you signed up for a $2 monthly subscription to Amazon’s PhotosPlus. Now, about a year after releasing the Echo Show 8 Photos Edition, Amazon is announcing that it’s discontinuing PhotosPlus. That means Echo Show 8 Photos Edition users will be forced to see ads instead of their beloved pics.

As per The Verge yesterday, Amazon started sending PhotosPlus subscribers emails saying that it will automatically cancel all PhotosPlus subscriptions on September 12 and will stop supporting PhotosPlus as of September 23. PhotosPlus, per Amazon’s message, “makes photos the primary home screen content you see on your Echo Show 8 and includes 25 GB of storage with Amazon Photos,” Amazon’s online photo storage offering. Users can continue using the 25GB of Amazon Photos storage after September.

However, users will no longer be able to make photos the indefinite home screen on the Alexa gadget. After September, their devices will no longer have the “photo-forward mode” that Amazon advertised for the Echo Show 8 Photos Edition. The photo-forward mode, per Amazon, let people make “selected personal photos the primary rotating content on the ambient screen” (photos rotated every 30 seconds). Now, Echo Show 8 Photo Editions will work like a regular Echo Show 8 and default to showing ads and promotions after three hours.

“The end of my Echo Show 8”

Amazon never explained why owners of the standard Echo Show 8 couldn’t use PhotosPlus or the photo-forward mode. The devices looked identical. It’s possible that the Photos Edition used extra hardware, but it’s likely that the Photos Edition’s $10 premium was meant to offset the lost ad revenue.

But now people who bought into the Photos Edition could feel like the victims of a bait-and-switch. After paying $10 extra to get a device capable of displaying photos indefinitely instead of ads, they’ll be forced into the same user experience as the cheaper Echo Show 8.

“I really have zero interest in keeping it if it’s going to show ads all day,” Reddit user Misschiff0 said in response to the news. “Sadly, this is the end of my Echo Show 8.”

Other apparent customers have discussed abandoning the Echo line entirely in response to the changes. As Reddit user Raybreezer wrote:

I’m dying for a replacement smart home speaker with a screen that’s not Google. Every day I hate the echo [sic] line more and more.

PhotosPlus was always a tough sell

Amazon may make more money selling ads than it has selling PhotosPlus subscriptions and relevant hardware. It was always somewhat peculiar that PhotosPlus only applied to one Amazon device. Amazon might have been considering extending PhotosPlus to other devices but didn’t get enough interest or money from the venture. Getting people to pay monthly for a feature that some would argue the gadget should already support out of the box seems difficult.

Amazon spokesperson Courtney Ramirez told The Verge that Amazon discontinued the Echo Show 8 Photos Edition in March, noting that Amazon regularly evaluates “products and services based on customer feedback” and that users can still get their Echo Show 8 Photos Editions to show photos.

But it’s hard to overlook Amazon discontinuing a product after about only six months and then bricking the device’s exclusive feature only a year after release. The short-lived Echo Show 8 Photos Edition and PhotosPlus service are joining Amazon’s graveyard of gadgets, which include the discontinued Astro business robot, Just Walk OutAmazon GlowFire PhoneDash buttons, and the Amazon Smart Oven.

Amazon’s quick discontinuation of the smart display and PhotosPlus is emblematic of its struggles to find a lucrative purpose and significant revenue source for Alexa-powered devices. Reports have claimed that Alexa went without a profit timeline for years and has cost Amazon tens of billions of dollars.

Amazon is banking on the upcoming generative AI version of Alexa being so good that people will pay a subscription fee to use it. But with tough competition, generative AI implementations varying in accuracy and relevance, and some consumers already turned off by consumer gadgets’ AI marketing hype, it’ll be hard for Amazon to turn things around. A premium-priced Alexa device losing its main feature after a year doesn’t instill confidence in future Amazon products either.

Amazon is bricking primary feature on $160 Echo device after 1 year Read More »