BIENES RAÍCES

  • Acierta esta Navidad: regala belleza

    Se acerca una época importante del año donde sorprender a los nuestros es algo fundamental. Acertar con nuestros regalos navideños no siempre es una tarea fácil, por eso te proponemos una lista completa de productos beauty con los que enamorarás a su destinataria dependiendo de sus necesidades.

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  • LG CineBeam Laser 4K, el nuevo proyector que nos promete una imagen de 120 pulgadas en UHD a una distancia de 18 centímetros

    LG CineBeam Laser 4K, el nuevo proyector que nos promete una imagen de 120 pulgadas en UHD a una distancia de 18 centímetros

    LG CineBeam Laser 4K, el nuevo proyector que nos promete una imagen de 120 pulgadas en UHD a una distancia de 18 centímetros

    LG sigue soltando la artillería de cara al arranque del CES 2019, donde como cada año la compañía se adelanta unas semanas para ir soltando pistas de los que veremos en su booth. En esta ocasión, LG está presentando, aunque sin ofrecer todos los detalles, la segunda generación de su familia CineBeam, que consiste en un interesante proyector láser de tiro corto con resolución 4K.

    Parece que el mercado de los proyectores se anima, donde las apuestas de Hisense, Sony e incluso Xiaomi nos ofrecen opciones atractivas, aunque el precio nos siga echando un poco para atrás. En este caso, el nuevo LG CineBeam Laser 4K busca convencer a los consumidores al afirmar que su nuevo proyector nos dará hasta 120 pulgadas de imagen en una gloriosa resolución 4K.



    En Xataka

    Proyector o televisión, el eterno debate en el que no solo el tamaño importa

    O 90 pulgadas de imagen a sólo cinco centímetros de distancia

    Según LG, este nuevo CineBeam Laser 4K se basa en su tecnología Ultra Short Throw (UST), la cual fue presentada en el CES 2018, sólo que en esta ocasión deja aquel diseño “atrevido” en forma de caja rectangular en color gris, y apuesta por un aspecto más tradicional y sobrio, que ahora hace que si parezca proyector.

    LG explica que debido a su tecnología UST podremos proyectar una imagen ya sea en el piso, techo o cualquier pared, donde la ventaja es que no necesitará mucha distancia para mostrar una imagen a la máxima resolución. Concretamente, LG asegura que se necesitarán sólo cinco centímetros para tener una imagen de 90 pulgadas o bien, 18 centímetros para aumentarla hasta 120 pulgadas.

    Ces Cinebeam 4

    LG no menciona nada de soporte para HDR, pero sí menciona que tendremos hasta 2.500 lúmenes, puertos USB, Ethernet y HDMI, así como conexión directa a nuestro smartphone a través de WiFi. Además, se incluye un mando Magic Control que se basa en gestos, y será el primero en incorporar soporte a ThinQ, la plataforma de inteligencia artificial de LG que nos permitirá el control por voz con lenguaje natural y otras funciones.

    LG no dio precio ni más especificaciones técnicas, pero durante el CES 2019 tendremos oportunidad de conocerlo en persona para saber que más incluye y si es suficiente para plantearlo como una opción para nuestro salón.

    Ces Cinebeam 1

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    La noticia

    LG CineBeam Laser 4K, el nuevo proyector que nos promete una imagen de 120 pulgadas en UHD a una distancia de 18 centímetros

    fue publicada originalmente en

    Xataka

    por
    Raúl Álvarez

    .


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  • Drones Force Gatwick Closure: Is U.S. Equipped to Handle Similar Situation?

    Although we would rather be writing about the U.K.’s first drone delivery using 4G networks earlier this week – both groundbreaking and seasonal, as the Vodafone drone was dressed up as Santa’s sleigh –  rogue drone operators elsewhere in the country have forced us to change course and think about the threats drones can pose to airports. Major news outlets are reporting that Gatwick Airport, the second-largest airport in the U.K., was forced to close on Wednesday night due to unidentified drones being spotted near the runway, with the closure affecting tens of thousands of travelers.

    The U.S. has not experienced a disruption of this magnitude caused by a drone, although there have been documented instances of drones flying dangerously in close proximity to airports. Given the hazards inherent in small unmanned aircraft systems (UAS) operating in close proximity to commercial airliners, an incident like the one at Gatwick raises questions about whether and how well-prepared the U.S. is to handle the threat of rogue drones operating near airports.

    Existing regulations are in place to limit flights near airports and provide mechanisms to enable lawful operation in airport-adjacent (Class B, C, D and E) airspace. Under the Federal Aviation Administration’s (FAA) Part 107 rules, commercial UAS operators are prohibited from operating in Class B, C or D airspace or within the lateral boundaries of the surface area of Class E airspace unless they have prior authorization from Air Traffic Control (ATC). 

    Although the FAA initially handled airspace authorization requests through an online application process with a several-week processing window, the agency is in the process of deploying the Low Altitude Authorization and Notification Capability (LAANC), which allows for near-real-time approvals to operate in restricted airspace. According to the FAA, LAANC is now available at nearly 300 air traffic facilities spanning 500 airports.

    Hobbyist UAS users are also required to obtain prior approval to operate in airport-adjacent airspace. Although Part 101 of the FAA’s rules requires only that a hobbyist provide ATC with prior notice of the operation, this regulation was based on Section 336 of the 2012 FAA Modernization and Reform Act. The 2018 FAA Reauthorization Act, signed into law in October, repeals Section 336 and imposes slightly different restrictions on hobbyists. One such restriction is that hobbyists now must “obtain prior authorization from the [FAA] or designee before operating” in airport-adjacent airspace. The FAA has not yet announced a streamlined LAANC-like mechanism for obtaining such authorization. 

    In addition to enhancing the restrictions on hobbyist operations near airports, the act also recognizes that “the unauthorized operation of [UAS] near airports presents a serious hazard to aviation safety” and encourages the FAA to “place particular priority on continuing measures . . . to educate the public about the dangers . . . of operating [UAS] near airports without the appropriate approvals or authorizations.”

    But even assuming hobbyists and commercial operators alike can obtain near-real-time authorizations to operate in restricted airspace nationwide, this only provides a mechanism for law-abiding drone users to utilize the airspace – it doesn’t stop the rogue operators. That’s one reason why in the U.S., the ability to remotely identify the operators of UAS in flight – through remote ID – is viewed as an essential component of the regulatory scheme and is a key priority for the FAA. The FAA Reauthorization Act provided a much-needed fix to a gap in existing law that prevented the FAA from applying remote ID to hobbyists. With the regulatory authority to apply remote ID to all aircraft, the FAA will be able to proceed with a rulemaking and adopt remote ID rules over the next couple of years.

    Even with the ability to identify UAS owners and operators, the question remains as to how drone threats can be mitigated, and who can conduct that mitigation. 

    Here too, the Reauthorization Act advances the ball, including as related to airport safety specifically. First, the act expanded the list of federal agencies authorized to undertake counter-UAS measures to protect certain assets and missions of the agency. This list now includes the Departments of Defense, Energy, Homeland Security and Justice. 

    The act further requires the FAA to develop a plan for certifying, authorizing and deploying counter-UAS systems and requires the FAA to charter an aviation rulemaking committee (ARC) to make recommendations related to this plan. With respect to airport safety, the act requires the FAA to test and evaluate counter-UAS technologies by deploying a pilot program at five airports, one of which must rank in the top 10 most frequented.

    Notably, the act does not give any express counter-UAS authority to state or local governments (including airport authorities), and the proper balance of the role between state and federal authorities raises complex questions in the context of UAS enforcement. 

    While the federal government rightly enjoys broad regulatory authority over the national airspace, air navigation and aircraft safety standards, the FAA has limited means to enforce its regulations. It is generally understood that state and local law enforcement have a role to play in ensuring the safety of the airspace, particularly with the proliferation of small UAS. 

    To this end, the Reauthorization Act requires the FAA to establish a pilot program to utilize Remote ID technology “for safety oversight, including enforcement actions against operators of UAS that are not in compliance with applicable federal aviation laws.” This pilot program must include a mechanism for the public as well as federal, state and local law enforcement to report a suspected unlawful operation. 

    The act also requires the FAA to develop a “comprehensive strategy to provide outreach to state and local governments and provide guidance for local law enforcement agencies and first responders” on identifying and responding to public safety threats posed by UAS. Importantly, the means available to state and local law enforcement to mitigate UAS threats do not, and cannot, include signal jamming. As we have previously explained, this type of interference with radio spectrum intrudes on the exclusive authority of the Federal Communications Commission (FCC) and implicates a host of laws, including federal criminal statutes – prohibitions which extend to state and local law enforcement.

    Finally, penalties also have a role in protecting airport-adjacent airspace. FAA regulations already prohibit the reckless operation of UAS and require UAS to give way to manned aircraft, and the U.S. criminal code already prohibits damaging, destroying, disabling or wrecking aircraft. That same provision also bars “interference” with a person operating an aircraft, either in a way designed to cause harm or in a way that is reckless.

    And while that latter provision seems like it could be used in a Gatwick-style incident, the Reauthorization Act adds a new provision that removes any doubt: It is now a federal crime to use a UAS to knowingly or recklessly interfere with or disrupt the operation of an aircraft carrying passengers “in a manner that poses an imminent safety hazard” to the passengers, or to (as the Gatwick operators appear to be doing) knowingly operate a UAS in a runway exclusion zone without proper authorization. 

    Penalties for the new criminal provisions include fine or imprisonment, with maximum prison terms of one year (committing the prohibited operations without causing any bodily injury), 10 years (causing serious bodily injury or death by recklessly operating near other aircraft), or life (causing, or attempting or conspiring to cause, serious bodily injury or death by knowingly operating near aircraft or in a runway exclusion zone).

    In sum, while under current law, it is certainly possible for the U.S. to experience a Gatwick-style drone disruption, efforts are underway at all levels of government to reduce the risk and mitigate the threat of such an event, and these efforts are being facilitated considerably by multiple provisions in the FAA Reauthorization Act. 

    Notably, the federal government has recognized the need for a multi-faceted approach that includes deterring airport interference by UAS operators, providing mechanisms for lawful use of aircraft-adjacent airspace, identifying rogue drone operators, taking countermeasures against the drones and punishing bad actors.

    This article originally appeared on Wiley Connect, an Internet of Things-focused blog from law firm Wiley Rein LLP. Sara Baxenberg, an associate at Wiley Rein, offers counsel to telecommunications and mass media clients, as well as clients seeking to operate UAS. Josh Turner, partner at Wiley Rein, represents clients in proceedings before the Federal Communications Commission, the Federal Aviation Administration and other federal agencies.

    The post Drones Force Gatwick Closure: Is U.S. Equipped to Handle Similar Situation? appeared first on Unmanned Aerial.

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