Last week 50 people were injured when a Boeing 787-9 Dreamliner experienced a sudden mid-air drop — raising concerns about the possibility of a new safety issue. But the Wall Street Journal offers a follow-up report.

"A flight attendant hit a switch on the pilot's seat while serving a meal, leading a motorized feature to push the pilot into the controls and push down the plane's nose, according to U.S. industry officials briefed on preliminary evidence from an investigation." The switch, on the back of the chair, is usually covered and isn't supposed to be used when a pilot is in the seat. Boeing issued a memo late Thursday to operators of 787 jets recommending that they inspect the cockpit chairs for loose covers on the switches and instructing them how to turn off power to the pilot seat motor if needed. Boeing said it is considering updates to flight crew manuals. "Closing the spring-loaded seat back switch guard onto a loose/detached rocker switch cap can potentially jam the rocker switch, resulting in unintended seat movement," according to the memo, which was viewed by The Wall Street Journal. The memo says this was a known issue and that Boeing had issued a related service notice in 2017....

American Airlines issued a notice to 787 captains advising them of the potential hazard. It asked them to instruct the crew not to use the switch while the chair is occupied and said that its maintenance teams would check that the switches are properly secured.
Ipeco, the cockpit seat supplier, didn't respond to the Journal's request for a comment. But in a new CNN video, a pilot demonstrates the location of the button — and speculates that a seat pushing a pilot forward could abruptly override the plane's auto-pilot system.

"It would be good news for Boeing if it is cleared of any fault in the Latam flight," adds another CNN report. "The company is facing multiple investigations by both the Federal Aviation Administration and the National Transportation Safety Board..."

The Journal's article includes footage from inside the plane just moments after the incident and notes that some passengers had been "pinned to the ceiling as the airplane suddenly descended."

"Digital twin technology is one of the most significant disruptors of global manufacturing seen this century," argues Motor Trend, "and the automobile industry is embracing it in a big way." Roughly three-quarters of auto manufacturers are using digital twins as part of their vehicle development process, evolving not only how they design and develop new cars but also the way they monitor them, fix them, and even build them...

Nvidia, best known for its consumer graphics cards, also has a digital twin solution, called Omniverse, which manufacturers such as Mercedes-Benz are using to design their manufacturing processes. "Their factory planners now have every single element in the factory that they can then put in that virtual digital twin first, lay it all out, and then operate it," Danny Shapiro, VP of automotive at Nvidia said. At that point, those planners can run the entire manufacturing process virtually, ensuring every conveyor feeds the next step in the process, identifying and addressing factory floor headaches long before production begins...

Software developers can run their solutions within digital twins. That includes the code at the lowest level, basic stuff that controls ignition timing within the engine for example, all the way up to the highest level, like touchscreens responding to user inputs. "We're not just simulating the operation outside the car, but the user experience," Nvidia's Shapiro said. "We can simulate and basically run the real software that would be running in that car and display it on the screens." By bringing all these systems together virtually, developers can find and solve issues earlier, preventing costly development delays or, worse yet, buggy releases...

Using unique identifiers, manufacturers can effectively create internal digital copies of vehicles that have been produced. Those copies can be used for ongoing tests and verifications, helping to anticipate things like required maintenance or susceptibility to part failures. By using telematics, in-car services that remotely communicate a car's status back to the manufacturer in real-time, these digital twins can be updated to match the real thing. "By monitoring tire health, tire grip, vehicle weight distribution, and other critical parameters, engineers can anticipate potential problems and schedule maintenance proactively, reducing downtime and extending the vehicle's lifespan," Tactile Mobility's Tzur said.

"Dealers don't want to change the model. They want to be the gatekeepers." That's according to Daniel Crane, a law professor at the University of Michigan who studies the laws and economics of car dealerships. He's quoted in a Washington Post article warning that "Electric vehicles are hitting a road block: Car dealers."

Former Chevy salesman Buzz Smith tells the Post that it can take longer to sell electric cars (with multiple visits and questions about their technology and chargers) — in effect reducing what a salesman earns per hour. But more to the point, "he believes the pay structure of auto salespeople isn't a good fit for the EV era." Electric cars have narrower profit margins, he said, which cuts into the commission a dealer can get. And if a customer returns to the dealership multiple times, salespeople may have to split the commission, again cutting into their take-home pay. At the same time, car dealerships make most of their overall profits from providing service for vehicles — not selling new cars. According to an analysis from the U.S. Bureau of Labor Statistics, just 16 percent of dealers' gross profits came from new car sales, while 43 percent came from parts, labor and service. (The rest of the profits come from used car sales and financing and incentives...)

That could also discourage dealers from selling EVs. Gas cars have 100 times more moving parts than electric vehicles do, and studies show that EVs have lower maintenance costs. An average gas-powered car, for example, needs an oil change about every six months, or every 5,000 to 7,500 miles. But many electric cars don't require a major service until around 150,000 miles.

"They're all terrified of that loss of maintenance," Smith said.
The Post reports one woman's complain that after buying an electric car, her salesperson "offered her a plan for oil changes and an extended warranty for a gas-powered car."

But is there something bigger going on? Since the 1950s dozens of states passed laws protecting auto dealerships, and many of those laws prevent manufacturers from selling directly to consumers. The Post notes that now "many automakers have to sell their vehicles through one of the country's more than 16,000 franchised auto dealerships. And those salespeople often don't have extensive training on how to sell an EV or even on the technology itself." Frustrated customers told The Washington Post that dealers tried to redirect their attention toward gas cars, or gave incorrect or unclear answers to questions about charging and day-to-day electric vehicle use... Then there is the maze of federal and state tax incentives that can help drivers afford a new or used EV — but only if the dealer and the consumer can understand how they work.

Some dealers, however, don't seem to want to offer electric cars: According to a survey that the Sierra Club conducted at the end of 2022, 66 percent of dealerships did not have an EV available for sale. That was at the height of EV supply chain problems, but 45 percent of those dealers — or 30 percent of all dealers surveyed — said they wouldn't offer an EV even if they could. Amid concern over an EV slowdown, electric cars are sitting longer on dealerships' lots than gas-powered cars. According to data from Cox Automotive, dealerships started the year with a roughly 50 days' supply of gas cars and electric cars. Now the supply of gas cars is around the same, but the supply of EVs has doubled.

An anonymous reader quotes a report from TechCrunch: The National Highway Traffic Safety Administration (NHTSA) said Tuesday automakers can comply with a Massachusetts Right to Repair law, reversing a previous directive to ignore the state legislation. Massachusetts's Right to Repair law was a ballot initiative that passed overwhelmingly in 2020. The law requires auto manufacturers that sell cars in the state to equip vehicles with a standardized open data platform so that owners and independent mechanics can access telematics data for repairs, maintenance and diagnostics. In June 2023, NHTSA told automakers they needn't comply with the law, citing hacking concerns. The agency claimed sharing vehicle data would enable criminals to steal data or take control of cars remotely.

NHTSA now says the law can roll out, with some caveats. Automakers can safely share diagnostic data with independent mechanics using short-range wireless technology. Long-range wireless signals, though, could potentially allow hackers to send dangerous commands to moving vehicles. The auto safety agency also said automakers should be allowed "a reasonable period of time" to put the technology in place. "[The U.S. Department of Transportation] strongly supports the right to repair and is eager to promote consumers' ability to choose independent or DIY repairs without compromising safety to themselves or others on our nation's roads," said Ben Halle, director of public affairs at USDOT. "The clarifications contained in the exchange of letters between state and federal partners ensure a path forward to promote competition and give consumers more options, while mitigating a dangerous risk to safety."

We already have automated processes that detect bugs, test solutions, and generate documentation, notes a new post on Stack Overflow's blog. But beyond that, several developers "have written in the past on the idea of self-healing code. Head over to Stack Overflow's CI/CD Collective and you'll find numerous examples of technologists putting this ideas into practice."

Their blog post argues that self-healing code "is the future of software development." When code fails, it often gives an error message. If your software is any good, that error message will say exactly what was wrong and point you in the direction of a fix. Previous self-healing code programs are clever automations that reduce errors, allow for graceful fallbacks, and manage alerts. Maybe you want to add a little disk space or delete some files when you get a warning that utilization is at 90% percent. Or hey, have you tried turning it off and then back on again?

Developers love automating solutions to their problems, and with the rise of generative AI, this concept is likely to be applied to both the creation, maintenance, and the improvement of code at an entirely new level... "People have talked about technical debt for a long time, and now we have a brand new credit card here that is going to allow us to accumulate technical debt in ways we were never able to do before," said Armando Solar-Lezama, a professor at the Massachusetts Institute of Technology's Computer Science & Artificial Intelligence Laboratory, in an interview with the Wall Street Journal. "I think there is a risk of accumulating lots of very shoddy code written by a machine," he said, adding that companies will have to rethink methodologies around how they can work in tandem with the new tools' capabilities to avoid that.
Despite the occasional "hallucination" of non-existent information, Stack Overflow's blog acknowledges that large-language models improve when asked to review their response, identify errors, or show its work.

And they point out the project manager in charge of generative models at Google "believes that some of the work of checking the code over for accuracy, security, and speed will eventually fall to AI." Google is already using this technology to help speed up the process of resolving code review comments. The authors of a recent paper on this approach write that, "As of today, code-change authors at Google address a substantial amount of reviewer comments by applying an ML-suggested edit. We expect that to reduce time spent on code reviews by hundreds of thousands of hours annually at Google scale. Unsolicited, very positive feedback highlights that the impact of ML-suggested code edits increases Googlers' productivity and allows them to focus on more creative and complex tasks...."

Recently, we've seen some intriguing experiments that apply this review capability to code you're trying to deploy. Say a code push triggers an alert on a build failure in your CI pipeline. A plugin triggers a GitHub action that automatically send the code to a sandbox where an AI can review the code and the error, then commit a fix. That new code is run through the pipeline again, and if it passes the test, is moved to deploy... Right now his work happens in the CI/CD pipeline, but [Calvin Hoenes, the plugin's creator] dreams of a world where these kind of agents can help fix errors that arise from code that's already live in the world. "What's very fascinating is when you actually have in production code running and producing an error, could it heal itself on the fly?" asks Hoenes...

For now, says Hoenes, we need humans in the loop. Will there come a time when computer programs are expected to autonomously heal themselves as they are crafted and grown? "I mean, if you have great test coverage, right, if you have a hundred percent test coverage, you have a very clean, clean codebase, I can see that happening. For the medium, foreseeable future, we probably better off with the humans in the loop."
Last month Stack Overflow themselves tried an AI experiment that helped users to craft a good title for their question.

This year in America some electric cars could become "as cheap as or cheaper than cars with internal combustion engines," reports the New York Times, citing figures from the International Council on Clean Transportation, a research and advocacy group. Prices are likely to continue trending lower as Tesla, General Motors, Ford Motor and their battery suppliers ramp up new factories, reaping the cost savings that come from mass production. New electric vehicles from companies like Volkswagen, Nissan and Hyundai will add to competitive pressure.... Falling prices for materials like lithium and cobalt have also helped. The price of lithium used in batteries has fallen 20% from its peak in November, though the metal still costs more than twice as much as it did at the end of 2021. Cobalt has fallen by more than half since May, in part because carmakers are selling some models that do not require it, reducing demand. New lithium mines are beginning to produce ore, which could keep a lid on prices...

As electric-vehicle sales soar — rising 66% in the United States last year to 810,000, according to Kelley Blue Book — automakers are getting better at making them.... Auto executives say that they are finding it is easier and cheaper to design and build new electric models than gasoline-powered ones. The battery cells made by Ultium, for example, are part of a collection of components that can be mixed and matched in many types of vehicles. Carmakers have long used the same platforms in multiple models, but the strategy works even better with electric vehicles because the cars have far fewer parts than internal combustion vehicles. The Ultium platform cuts the time needed to develop a new vehicle by almost two years, Dan Nicholson, vice president of electrification at GM, said at a Federal Reserve Bank of Chicago conference in January. As a result, GM will be able to introduce three Chevrolet electric vehicles this year: the Equinox, a Silverado pickup truck and a Blazer SUV. "That's how we get the economies of scale," Nicholson said.
The article cite's legislation passed last year subsidizing battery manufacturers, which "could cut the cost of making electric vehicles by as much as $9,000," as well as the legislation's tax credits for cars priced below $55,000.

But besides making it cheaper to purchase an electric car, "the car will need less maintenance," the article points out, "and the electricity to power it will cost less than the gasoline used by its combustion engine equivalent."

Thanks to long-time Slashdot reader 140Mandak262Jamuna for sharing the article.

In January a California startup named Autonomy began "stocking up on EVs from pretty much every company that makes them," reports Bloomberg (including Tesla, Ford, and Polestar). Their plan? Collect a $5,900 "start fee," then charge $490 to $690 a month for an electric vehicle subscription with up to 1,000 miles of driving (but with no maintenance or registration fees): The subscription model has some logic for consumers. In part because of fast-evolving technology, EVs have traditionally shed value much quicker than gas-powered cars. On a depreciation scale, consumers typically lump them in with cell phones.... But EV ownership is also looking better by the day. The depreciation curve is flattening thanks to longer-range machines, and car companies are getting more vocal about things like battery longevity. A three-year-old Chevrolet Bolt, for example, will recoup 84% of its value today, in line with the average resale of all three-year-old cars in North America, according to CarEdge.com, a consumer-facing market research platform.

That could be why auto executives are pushing to round up that sweet, sweet software revenue in smaller chunks. BMW, to much outcry, is selling an $18-a-month subscription for heated seats in the UK, and General Motors turned its OnStar voice navigation into a $1,500 "mandatory" subscription on every new Buick, GMC and Cadillac Escalade. Even without a la carte add-ons, one of the major forces propping up prices for used EVs is, ironically, their ability to update remotely — the same technology carmakers are using to nickel-and-dime drivers with subscription services.

A contemporary car is nothing if not a dense stack of software, which means subscriptions on wheels are not entirely bonkers. But a car is also an appliance, and consumers aren't accustomed to renting a refrigerator, let alone paying a monthly fee to use the ice-maker. Luckily for Autonomy, the simplest pitch may be the best one. If it can bigfoot individual EV orders by jumping to the head of the queue, the startup could find scads of subscribers — simply because it will have available cars.

Gas-powered vehicles "have hundreds of moving parts and other components" that keep mechanics busy, argues CalMatters (which describes itself as a "nonpartisan and nonprofit news organization.")

"By 2040, the state projects that nearly 32,000 auto mechanics jobs will be lost in California, since electric vehicles need far less maintenance and repair than conventional combustion engines." And they base that prediction on statistics from the state's own Air Resources Board (part of California's Environmental Protection Agency): Throughout the economy, an estimated 64,700 jobs will be lost because of the mandate, according to the California Air Resources Board's calculations. On the other hand, an estimated 24,900 jobs would be gained in other sectors, so the estimated net loss is 39,800 jobs, a minimal amount across the state's entire economy, by 2040. But no single workforce in the state would be hurt more than auto mechanics: California has about 60,910 auto service technicians and mechanics, and more than half of those jobs would be lost over the next two decades if the mandate goes into effect, the air board calculates....

Some industries gain jobs while others lose them as the state shifts to zero-emission vehicles. The retail trade sector, which includes gas station workers and automobile and parts dealers, would lose 38,669 jobs by 2040 or about 2% of the retail workforce. Most of the losses would be at gasoline stations. As the electric vehicle fleet grows, air board officials project gas stations could provide charging to offset the losses.... Another 20,831 jobs in state and local government would be eliminated because of the decrease in gas tax revenue.

But the transition to electric cars also will create thousands of jobs. Southern California Edison, Pacific Gas & Electric and other power industry companies would benefit most, with the creation of about 5,600 jobs by 2040 as car owners spend more on electricity to power their vehicles. Insurance carriers will benefit from about 1,700 new jobs, while the construction industry is expected to gain about 3,600.... Mechanics who work on internal combustion engines would still have plenty of work: The rule would not ban sales of used cars, and it wouldn't force the state's residents to stop driving the roughly 29 million gas-powered cars that are already on the road. Californians also could keep importing new or used vehicles from out of state.

That means Californians will still own a lot of gas-powered cars past 2035, softening the blow for car mechanics and industries dependent on fossil fuels, said James Sallee, an economist and research associate at the Energy Institute at University of California, Berkeley's Haas School of Business. Sallee said the changes wouldn't occur fast enough to trigger a sharp economic slowdown within the auto repair industry.
One 67-year-old mechanic still tells CalMatters that "The electric vehicle repair market is just about nonexistent."

But another mechanic tells them "I'm not against electric vehicles. I've always loved cars and I'll work on them until I can't anymore. So we have to adjust. We have to get out of our comfort zones."

Shortly after Thursday's release of Grand Theft Auto: The Definitive Edition, the Rockstar Games Launcher on PC went down, leaving most Rockstar titles unplayable, reports PC Gamer.

They also identified possible issues explaining why: Firstly, the Trilogy has shipped with internal developer comments visible on the code, such as... "This shit doesn't work the way they wrote it below so we'll just show the text and place the blip at the beginning of the mission...."

Coders leaving funny comments is one thing: even if you might not want the public to see it, who really cares. However some dataminers have found that Vice City and San Andreas may have shipped with songs that have technically been 'removed' from the game because the licenses have expired... The presence of unlicensed music could in theory be a big headache for Rockstar. While the music may not be accessible to the average user, it is in the product's files and can be accessed using certain tools. And, oh yeah, without the appropriate license.
One dataminer told the site that the audio codec used in these games is the open source OGG-VORBIS, and for Grand Theft Auto: San Andreas, "EVERY song is there." And then Thursday the official Twitter feed for Rockstar Support announced their Games Launcher was "temporarily offline for maintenance." PC Gamer reported it remained down for more than 16 hours.

Friday night Rockstar Support announced their Launcher was now back online — but that GTA: The Trilogy — The Definitive Edition "is unavailable to play or purchase as we remove files unintentionally included in these versions.

"We're sorry for the disruption and hope to have correct ones up soon."

"An EV motor has been developed that uses no magnets, thus lessening the United States' reliance on Chinese magnets (which make up 97% of the world's supply)," writes Slashdot reader nickwinlund77, adding: "I wonder what the motor's performance is like on high grade roads?" New Atlas reports: German company Mahle has just announced a new electric motor that sounds like it solves a lot of problems in a very tidy manner. The new Mahle design uses no magnets, instead using powered coils in its rotor. Unlike previous efforts, it transfers power to the spinning rotor using contactless induction -- so there are basically no wear surfaces. This should make it extremely durable -- not that electric motors have a reputation for needing much maintenance. The lack of expensive metals should make it cheaper to manufacture than typical permanent-magnet motors. Mahle says the ability to tune and change the parameters of the rotor's magnetism instead of being stuck with what a permanent magnet offers has allowed its engineers to achieve efficiencies above 95 percent right through the range of operating speeds -- "a level that has only been achieved by Formula E racing cars." It's also particularly efficient at high speeds, so it could help squeeze a few extra miles out of a battery in normal use. The company says it'll scale nicely from sizes relevant to compact cars up to commercial vehicles.

"Our magnet-free motor can certainly be described as a breakthrough, because it provides several advantages that have not yet been combined in a product of this type," says Dr. Martin Berger, Mahle's VP of Corporate Research and Advanced Engineering. "As a result, we can offer our customers a product with outstanding efficiency at a comparatively low cost." Mass production is about two and a half years away, according to IEEE Spectrum, and Mahle has not yet nominated which auto manufacturers it's dealing with, but test samples are already starting to circulate.

Massachusetts overwhelmingly voted to extend its automobile right to repair law, in a huge win for consumers. From a report: Question 1 was the most expensive measure battle in Massachusetts history with the auto industry (and independent repair companies) spending tens of millions of dollars lobbying, according to the Boston Globe. The measure is an essential win for independent mechanics, auto-repair shops, and consumers, as it will require car manufacturers to continue to make diagnostic tools available for years to come. Under the law, car manufacturers will be required to use an open-data system in cars using telematics. This means mechanics will have access to wirelessly sent repair data -- whether they are associated with an official car dealership or an independent shop. While cars currently use a wired connection for diagnostics, there was concern among independent repair professionals that car manufacturers would switch to a wireless system in order to circumvent a 2012 right to repair law that required car dealers make wired repair codes universal. As new car models are produced in coming years, the thought is many will ditch physical diagnostic ports and instead, cars will wirelessly send repair information. Tuesday's ballot measure closes a loophole in the 2012 law that would have exempted wireless diagnostics from the law. Right to repair advocates have hailed the measure. iFixit's Kevin Purdy wrote of the significance of the vote, "that means that independent repair shops will have a level playing field with car makers and dealerships, which have turned increasingly to locked-down wirelessly collected repair data, or telematics. Car owners, too, will be able to see their cars' maintenance information through a smartphone app. And it opens the door for innovations, like wireless diagnostic apps for iOS and Android."

KindMind shares a report from The Register: Toyota has expanded its collaboration with Amazon Web Services in ways that will see many of its models upload performance data into the Amazonian cloud to expand the services the auto-maker offers to drivers and fleet owners. [...] Toyota reckons the data could turn into "new contextual services such as car share, rideshare, full-service lease, and new corporate and consumer services such as proactive vehicle maintenance notifications and driving behavior-based insurance."

The two companies say their joint efforts "will help build a foundation for streamlined and secure data sharing throughout the company and accelerate its move toward CASE (Connected, Autonomous/Automated, Shared and Electric) mobility technologies." Neither party has specified just which bits of the AWS cloud Toyota will take for a spin but it seems sensible to suggest the auto-maker is going to need lots of storage and analytics capabilities, making AWS S3 and Kinesis likely candidates for a test drive. Whatever Toyota uses, prepare for privacy ponderings because while cheaper car insurance sounds lovely, having an insurer source driving data from a manufacturer has plenty of potential pitfalls.

The Polestar 2 is the first all-electric car from Volvo, and the first car to feature Google's new native version of Android Auto. Billed as a competitor to Tesla's Model 3, "the Polestar 2 should be able to travel up to 275 miles (about 443 kilometers) on a single charge thanks to a 78kWh battery that makes up the entire floor of the car," reports The Verge. "It will be quick, too; Polestar says there's 300kW (about 408 horsepower) to play with, spread across dual electric motors. That all-wheel drive power should help the car get from 0 to 60 miles per hour in under 5 seconds." From the report: All this will eventually cost about 39,900 euros, or about $45,000, at the cheapest. Polestar will sell versions of the car that cost as much as 59,900 euros, or about $68,000. But none of that will happen until the second year of production. The version available when the car launches later this year will cost $63,000, and Polestar will make only that "launch edition" car for the first 12 months. Pre-orders are open now, and production begins next year in China (where Volvo's Chinese parent company Geely is headquartered). Polestar's launching the car with in an ambitious slate of markets, too: China, the United States, Canada, the United Kingdom, Germany, the Netherlands, Norway, Sweden, and Belgium.
[...]
[T]he Polestar 2's interior looks more fully developed and coherent than the one in the Polestar 1, to my eyes at least. The centerpiece is an 11-inch portrait oriented touchscreen where the company's Android-based infotainment system lives. Car companies have built infotainment systems on Android in the past, but they essentially had to fork the open source operating system and build their own solution on top. What's more, Google wasn't involved in those efforts. This meant the cars would wind up with outdated versions of Google's operating system, which complicated upgrades and security. [...] A big benefit to this embedded approach is customers will have instant access to Android Auto-approved apps like Google Maps, or Play Music, or Google Assistant without needing to use their smartphones. Another is that it will have access to the car's functions, meaning it can control climate settings, or send you maintenance alerts. This native version of Android will also be updatable, meaning Polestar and Google can push over-the-air software updates to improve the car's functions long after it's sold.

An anonymous reader quotes a report from The Hacker News: Login credentials of more than half a million records belonging to vehicle tracking device company SVR Tracking have leaked online, potentially exposing the personal data and vehicle details of drivers and businesses using its service. Just two days ago, Viacom was found exposing the keys to its kingdom on an unsecured Amazon S3 server, and this data breach is yet another example of storing sensitive data on a misconfigured cloud server. The Kromtech Security Center was first to discover a wide-open, public-facing misconfigured Amazon Web Server (AWS) S3 cloud storage bucket containing a cache belonging to SVR that was left publicly accessible for an unknown period. Stands for Stolen Vehicle Records, the SVR Tracking service allows its customers to track their vehicles in real time by attaching a physical tracking device to vehicles in a discreet location, so their customers can monitor and recover them in case their vehicles are stolen. The leaked cache contained details of roughly 540,000 SVR accounts, including email addresses and passwords, as well as users' vehicle data, like VIN (vehicle identification number), IMEI numbers of GPS devices. The leaked database also exposed 339 logs that contained photographs and data about vehicle status and maintenance records, along with a document with information on the 427 dealerships that use SVR's tracking services.

A new lawsuit has emerged claiming a robot is responsible for killing a human colleague, reports Quartz. It all started in July 2015, when Wanda Holbrook, "a maintenance technician performing routine duties on an assembly line" at an auto-parts maker in Ionia, Michigan, called Ventra Ionia Main, "was 'trapped by robotic machinery' and crushed to death." From the report: On March 7, her husband, William Holbrook, filed a wrongful death complaint (pdf) in Michigan federal court, naming five North American robotics companies involved in engineering and integrating the machines and parts used at the plant: Prodomax, Flex-N-Gate, FANUC, Nachi, and Lincoln Electric. Holbrook's job involved keeping robots in working order. She routinely inspected and adjusted processes on the assembly line at Ventra, which makes bumpers and trailer hitches. One day, Holbrook was performing her regular duties when a machine acted very irregularly, according to the lawsuit reported in Courthouse News. Holbrook was in the plant's six-cell "100 section" when a robot unexpectedly activated, taking her by surprise. The cells are separated by safety doors and the robot should not have been able to move. But it somehow reached Holbrook, and was intent on loading a trailer-hitch assembly part right where she stood over a similar part in another cell. The machine loaded the hardware onto Holbrook's head. She was unable to escape, and her skull was crushed. Co-workers who eventually noticed that something seemed amiss found Holbrook dead. William Holbrook seeks an unspecified amount of damages, arguing that before her gruesome death, his wife "suffered tremendous fright, shock and conscious pain and suffering." He also names three of the defendants -- FANUC, Nachi, and Lincoln Electric -- in two additional claims of product liability and breach of implied warranty. He argues that the robots, tools, controllers, and associated parts were not properly designed, manufactured or tested, and not fit for use. "The robot from section 130 should have never entered section 140, and should have never attempted to load a hitch assembly within a fixture that was already loaded with a hitch assembly. A failure of one or more of defendants' safety systems or devices had taken place, causing Wanda's death," the lawsuit alleges.

HughPickens.com writes: Matt Richtel writes in the NYT that one big reason there are only about 330,000 electric vehicles on the road is that car dealers show little enthusiasm for putting consumers into electric cars. Industry insiders say that electric vehicles do not offer dealers the same profits as gas-powered cars, they take more time to sell because of the explaining required, and electric vehicles may require less maintenance, undermining the biggest source of dealer profits — their service departments. Some electric car buyers have said they felt as if they were the ones doing the selling. Chelsea Dell made an appointment to test-drive a used Volt but when she arrived, she said, a salesman told her that the car hadn't been washed, and that he had instead readied a less expensive, gas-powered car. "I was ready to pull the trigger, and they were trying to muscle me into a Chevy Sonic," says Dell. "The thing I was baffled at was that the Volt was a lot more expensive." Marc Deutsch, Nissan's business development manager for electric vehicles says some salespeople just can't rationalize the time it takes to sell the cars. A salesperson "can sell two gas burners in less than it takes to sell a Leaf," Deutsch says. "It's a lot of work for a little pay."

Jared Allen says that service is crucial to dealer profits and that dealers didn't want to push consumers into electric cars that might make them less inclined to return for service. Maybe that helps explains the experience of Robert Kast, who last year leased a Volkswagen e-Golf from a local dealer. He said the salesman offered him a $15-per-month maintenance package that included service for oil changes, belt repair and water pumps. "I said: 'You know it doesn't have any of those things,'" Mr. Kast recalled. He said the salesman excused himself to go confirm this with his manager. Of the whole experience, Mr. Kast, 61, said: "I knew a whole lot more about the car than anyone in the building." "Until selling a plug-in electric car is as quick and easy as selling any other vehicle that nets the dealer the same profit, many dealers will avoid them, for very logical and understandable reasons," says John Voelker. "That means that the appropriate question should be directed to makers of electric cars: What are you doing to make selling electric cars as profitable and painless for your dealers as selling gasoline or diesel vehicles?"

An anonymous reader writes: Taxi hailing platform Uber has experimented with vehicle financing schemes around the world this year: it launched a pilot program for car loans in three US towns in the summer and had a two year relationship with Santander too. It's South African arm has gone one step further, however, with an official vehicle leasing — rather than purchase — scheme backed by local lender Wesbank. For about $500 a month which covers the car, maintenance and even tire wear, drivers get access to a mid-sized sedan. Hertz and other car hire firms are also joining in with similar schemes to boost the number of Uber drivers in the country.

Milo_Mindbender writes I'm trying to find a bulletproof near zero maintenance video conferencing client for shared use in an Alzheimers living facility. It's used so the patients can regularly see their relatives who are often out of town. Most everything I've tried on PC or Mac requires tweeks/updates from time to time to keep it working, not good in a place where there are no computer savvy people. It looks like most of the low cost dedicated boxes have died out too. The ideal setup will be turnkey with little-to-no maintenance and if possible support auto-answering calls from approved users. It needs to be compatible with video conferencing apps the relatives can easily get on phone/tablet/pc such as Skype, Facetime, Hangouts...etc. Any suggestions?

cartechboy writes "Man the automotive dealer associations don't like Tesla. Remember that time the Ohio dealers attempted to block Tesla from selling its electric cars in in the Buckeye State. Now, it's happening again. The car dealers are once again pushing legislation that would keep Tesla from selling cars in Ohio. Senate Bill 260 would prohibit the Ohio Bureau of Motor Vehicles from issuing car-dealer licenses to auto manufacturers. Since Tesla owns and operates its own network of 'dealerships' (aka galleries), this would make it so the automaker couldn't acquire a car-dealer license. Section 11 of the bill lists 'a manufacturer... applying for license to sell or lease new motor vehicles at retail' as one of the types of organization ineligible for a dealership license. On top of all this, the language isn't on the Senate floor as a standalone bill. No, it's inserted as an amendment to Senate Bill 137 which is an unrelated bill requiring Ohio drivers to move to the left while passing roadside maintenance vehicles. Is this yet another slimy tactic to try and undercut the new kid on the block?"

knapper_tech writes "The scope of the auto industry troubles continues to increase in magnitude. The call to retool and develop new vehicles has been made several times already, but with all of the challenges from labor prices and foreign competition, how exactly can the industry retool itself to be more competitive? In light of superior competition facing losses, there doesn't seem to be enough room in the industry moving forward. In the context of finding a new place in the auto industry, the future isn't bright. Calls for no disorderly collapse of the cash-strapped big three and a reluctant congress can only point to an underlying lack of direction. However, consider two other standing economic challenges. The airlines have continued to struggle due to fuel prices and heightened security. Consumers backed off of SUV's due to high fuel prices, and while those prices have eased in the face of global recession, the trend will pick up again with growth in China and India leading the fight for resources. In short, things are moving less, and the industries that support the movement are in need of developing new products while consumers are in need of a cheaper method of transportation." Read on for the rest of knapper_tech's thoughts.