This thing was surprisingly inexpensive, at only $27 (on sale for $20 when she bought it). I let it sit for a couple weeks, then decided to put it togther—how bad could it be, I figured, with a target age of eight years old? And only four to six hours to assemble? (That's not just Costco's estimate, it's on the back of the box, too.)
As it turns out, it could be bad, really bad. It was still a fun project, but both "four to six hours" and "eight years old is fine" are complete fabrications.
But this page is useful to more than just developers (and it doesn't require a login to view). Had I known about it earlier, yesterday it would've shown that they were having a problem with the Developer ID Notary Service, which is why apps wouldn't launch.
In typical Apple understatement fashion, they've posted the resolved status for that service today:
"Some users were affected" and "Users may have experienced issues with the service" certainly make it sound less painful than what it was, i.e. "A ton of users were unable to use their Macs" and "Mac users could not launch their apps for over two hours." Somehow Apple needs to come up with a better failure mode for the service, as the results yesterday were unacceptable.
Note: If it happens again, simply edit the /etc/hosts file as root, and add this as the last line:
That will prevent your Mac from trying to contact the validation server at all. Note: This seems to break the App Store app, but it let me keep working, which was more important at the time.
In the first part of this two-part series, I covered the planning and car prep required for our trip; today I'll cover the driving (briefly) and the charging (in lots of detail).
Driving the route
For a trip of 3,600+ miles, it's amazing how little trouble we had—or even saw—on the roads. We had no near miss-accidents, no flat tires, and no mechanical issues with the car. We didn't spot any drivers that looked like they were having trouble staying on the road, and we didn't even drive past any recent accidents. There was some road construction, but only on 50 or so of the 3,600+ miles we covered.
I did my best to ignore the bugs on the front (though I did scrub them off once, in Colorado), but the windshield was another matter—it's hard to drive when looking through a layer of bug detritus.
For that problem, we packed a can of foaming window cleaner and paper towels, because there aren't typically squeegees and water at Tesla Supercharger stations. This stuff works great, and is so much neater than the squeegee/water solution that we've switched to it in our other (gas powered) car as well.
Today's post covers the trip planning and preparing the car for the journey; tomorrow's post will cover the actual drive, the charging experience on the road, and summarize the good and the bad of undertaking such a journey in an electric car.
Our electric car is a 2016 Tesla Model S, which we purchased in early 2019. This is our second 2016 Model S; with the first car, I took a trip to Las Vegas and back, a round trip of about 1,700 miles. (You can read about that journey in Part Four of my series about the Model S.)
At 3,641 miles, though, this trip was over twice as long, and ventured further away from civilization—driving through Nevada, Utah, and Wyoming, there's a whole lot of nothing between the small towns along the interstates. This definitely led to some anxiety on my part as we planned the trip. As a reminder, this was our route:
So what was it like driving an average of 300ish miles a day (plus campus visits), 12 days in a row, in our electric car? Overall, it was a non-event, which is about the most positive outcome I could have hoped for. But that doesn't mean the trip was as simple as it would've been in a gasoline powered car.
In late August, my eldest daughter Kylie and I set off on a nine-state, 12-day, 3,500 mile road trip…no, really…
Why, during the heart of the COVID pandemic would we choose to do this? Because Kylie is a senior in high school this year, and after looking at the calendar and her schedule, we sort of figured this was her only real opportunity to check out some campuses before it was too late. The timing, obviously, wasn't ideal, but it was what it was. We had to figure out how to make it work as safely as possible.
We used our Tesla for this journey, which will be the subject of a near-future post: It was, by far, the longest trip I've ever taken in an electric vehicle.
Unlike gasoline-powered cars, my Tesla is rarely at a gas station. The chargers in Tesla's Supercharger network are occasionally located on or near gas stations, but they're more likely to be at a hotel or in an industrial area, meaning you're not going to find a squeegee and water bin for cleaning your windshield.
To solve this problem, I keep a roll of paper towels and a can of Zep Foaming Glass Cleaner in the back of my car. While the car is charging, I spray and wipe the front and side windows. I've found that bug residue easily wipes off; only the largest of bug stains require a bit of elbow grease.
A recent 3,500 mile road trip (more on that in a future post) really put this system to the test, and it worked quite well—each time we charged the car, we left with a nice clear view…which lasted for all of a few miles, of course.
The other advantage to this method is that it's way less messy than water and a squeegee; it's easy to keep the spray exactly where you need it. This works so much better than the old method that we've put another can in the back of our gasoline-powered car—no more squeegees and water (of questionable cleanliness) for us!
This won't work well if you've got a large SUV, though, as you need to be able to reach across at least half the width and the full height of the windshield…another reason to stick with sedans!
Executive summary: I love this keyboard. I was on a road trip recently, gone for 12 days straight with nothing but a MacBook Air (of the 'broken butterfly' generation). As soon as I got home and switched back to my iMac, I was reminded of just how much better this keyboard is than the one built into my Air…and the one that came with my iMac.
(Note: The "Mac" in the name simply means that you're getting a keyboard with Mac-specific symbols on the Command and Option keys; I'm pretty sure the Windows version would work just as well, but without the Mac-specific look.)
This review won't be quite as thorough as that of my mouse, mainly because there aren't as many nifty features—it is "just" a keyboard, after all.
If you're a Tesla owner, perhaps you'll find these apps as useful as I have…
The first is a macOS app called Tesla Tunes that overcomes some limitations of Tesla's USB music player: It automatically converts Apple Lossless (which the Tesla can't play) into FLAC, which the Tesla can play, and it offers some rudimentary support for playlists, which aren't supported at all in Tesla's player.
It's quite old, having been last updated two years ago, but it still works well—I prefer USB to streaming over Bluetooth from my phone, which is the other option.
The other day, I was working on some Smart Albums in Photos, adding a Smart Album for each of the lenses I use with my FUJIFILM X-E3 camera. This seemed like a simple task; each Smart Album just needed to check two conditions:
Camera Model is X-E3 [and] Lens is 16.0 mm f/2.8 (as one example)
But after creating my Smart Albums, I noticed that some photos were missing, so I did a bit of experimenting. What I found was that Photos showed different values for the Lens field—even when the same lens was used on the same camera. Here's an example:
The only difference between those two photos is that one was taken in RAW mode, the other in one of my camera's JPEG modes.
I mostly shoot photos on my iPhone, because that's what I'm usually carrying. But when I want to go out and really take photos, I take my Fuji X-E3. The Fuji can take photos five different ways: At two levels of JPEG quality (fine and normal), those same two JPEG quality levels with an attached RAW version, and RAW only.
Most of the time, I shoot in the highest-quality JPEG format, which is more than good enough for my needs. But there are times, such as when shooting landscapes or flowers, when I want to have the original RAW file to edit, so I shoot in the RAW plus highest-quality JPEG mode.
The problem is that RAW images are huge—the Fuji's RAW files are over 50MB each, versus anywhere from 7MB to 14MB for a JPEG. Because of this, I try not to import the RAW+JPEG files into Photos. Instead, I import to a folder, then edit the RAW photo in a photo editor, output a final JPEG, and import that to Photos. (In very rare cases, I'll keep the RAW version, for a photo I may want to edit more in the future.)
Unfortunately, I wasn't so smart in the past, and I imported many RAW and RAW+JPEG photos to Photos—and I don't need the RAW versions at all. Some are pure RAW, and these I can easily find and fix (export, convert to JPEG, re-import). Unfortunately, most are in the RAW+JPEG format, and that's a problem: Once such photos are in Photos, there's absolutely no way to find them—which means there's no easy way to remove them.