Tuesday, November 22, 2016

Civil Litigator, Consumer Champion Heiskell Dies






Civil Litigator, Consumer Champion Heiskell Dies

MOTOR HOME RECALL: Newmar recalls throttle circuit wires




Newmar recalls throttle circuit wires
November 21, 2016
in LetsRV, RV Industry News
---------------------------------------------------
WASHINGTON — Newmar Corporation is recalling certain model year 2017 Dutch Star, Mountain
Aire, London Aire, Essex, and King Aire motorhomes manufactured May 12 to Sept. 22 and built on a
Spartan Motors chassis. The throttle circuit wires on the affected vehicles may not have been be
twisted to cancel out electromagnetic interference, and as a result, interference may cause the
throttle signal to be higher or lower than intended.
Unintended deceleration or acceleration can increase the risk of a crash.
To read more about the recall, click here.
Copyright 2009-2016 by
RV Daily Report
---------------------------------------------------

RECALL Subject : Throttle Circuit Electrical Interference





Report Receipt Date: NOV 08, 2016 
NHTSA Campaign Number: 16V810000 
Component(s): ELECTRICAL SYSTEM , VEHICLE SPEED CONTROL 
Potential Number of Units Affected: 51
 

All Products Associated with this Recall expand

Details close

2 Associated Documents expand

Manufacturer: Newmar Corporation
SUMMARY:
Newmar Corporation (Newmar) is recalling certain model year 2017 Dutch Star, Mountain Aire, London Aire, Essex, and King Aire motorhomes manufactured May 12, 2016, to September 22, 2016 and built on a Spartan Motors chassis. The throttle circuit wires on the affected vehicles may not have been be twisted to cancel out electromagnetic interference, and as a result, interference may cause the throttle signal to be higher or lower than intended.
CONSEQUENCE:
Unintended deceleration or acceleration can increase the risk of a crash.
REMEDY:
Newmar will notify owners, and Spartan dealers will install an overlay harness with twisted wires, free of charge. The recall is expected to begin January 2, 2017. Owners may contact Newmar customer service at 1-800-731-8300 or Spartan at 1-800-543-4277. Newmar's number for this recall is 16V-776.
NOTES:
Owners may also contact the National Highway Traffic Safety Administration Vehicle Safety Hotline at 1-888-327-4236 (TTY 1-800-424-9153), or go to www.safercar.gov.




Embedded Software Security, Safety & Quality Preview



The vehicle you drive is filled with SOFTWARE! 

Prof. Philip Koopman offers great information to understand the surrounding issues and complexities. 






Embedded Software Security, Safety & Quality Preview
Monday, November 21, 2016
Here's a summary video on Embedded Software Security,
Safety & Quality.
https://betterembsw.blogspot.com/2016/11/embedded-software-security-safety.html
(with 3:20 min preview video)  (There are seconds of blank screen within it)
--------------------------------------------------------------------------
EDGE CASE
RESEARCH
MAKE ROBUST SOFTWARE
TRAINING SERVICES
https://www.edge-case-research.com/training
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EDGE CASE
RESEARCH
MAKE ROBUST SOFTWARE
SOFTWARE QUALITY LIBRARY
FULL TUTORIALS
info@edge-case-research.com
https://www.edge-case-research.com/full-tutorial-videos
------------------------
Currently posted:
Tutorial:
Peer Reviews
(19:50 min video)
------------------------
Tutorial:
Security Plans
(30:33 min video)
------------------------
Tutorial:
Avoiding
Spaghetti Code
(14:42 min video)
--------------------------------------------------------------------------

Toyota recalls 838,000 Sienna minivans to fix sliding door issue






Toyota recalls 838,000 Sienna minivans to fix sliding door issue




Friday, November 18, 2016

Toyota's Woes Raise Questions About Auto Electronics








Time:2016-11-18 



Toyota's Woes Raise Questions About Auto Electronics


Could software, or faulty logic design, be at the root of runaway acceleration problems plaguing Toyota automobiles?

Toyota steadfastly denies this is the case, but others are not sure.

In recent testimony to the U.S. House of Representatives, Toyota CEO President Akio Toyoda insisted that neither electronics nor software could be blamed for the rash of runaway Toyotas reported in the U.S.
Nonetheless, the U.S. National Highway Traffic Safety Administration (NHTSA) heard enough concern over electronics that it is opening an investigation of possible electronic and software defects. And Toyota itself is installing, at least on some models, a brake override system to bypass electronic control, one that shuts the engine off when both the accelerator and the brake pedal are held down at the same time.

That Congress, not to mention the American public, is reluctant to accept Toyota's assurances typifies the mistrust felt toward microprocessor-based systems in automobiles, even as people rely on them daily.
Could the growing complexity of software in our automobiles be leading to more software bugs in our automobiles, some leading to deadly behaviors? Or, are such suspicions based, perhaps unfairly, on experiences with the buggy software on home computers, software that is probably designed with far less rigor than automotive software?

In short, can the electronics in automobiles be trusted without a second thought? Depends on whom you ask.

The unintended acceleration problem has been seemingly plaguing Toyota for several years, though it was the news about the tragic deaths of a San Diego family last August that brought national attention to the matter.

A borrowed Toyota Lexus, driven by off-duty police officer Mark Saylor, started accelerating uncontrollably, reaching a speed above 100 miles per hour and plowing through an intersection before careening off into a river basin, killing all four passengers.

Toyota itself places the blame on accidents like these on sticky accelerators and improperly positioned floor mats. "Toyota is confident that no defect exists in the [electronic control unit]," an F.A.Q. on the Toyota site explains.

This response doesn't satisfy at least some members of Congress.

"You can't rule [electronics] out because you don't know. You can't conclude [the cause] one way or the other," said U.S. Senator Olympia Snowe, a Maine Republican, during a Senate Committee on Commerce, Science, and Transportation hearing held Wednesday to investigate the NHTSA's handling of the complaints about unintended acceleration.

Snowe noted that NHTSA couldn't rule the possibility out because it had no software engineers on staff to investigate the claim.

The component under scrutiny has been the electronic throttle control system (), which Toyota started installing in some of its cars beginning in 2002.

Before electronics were introduced in autos, the accelerator pedal was directly connected by a cable to the throttle, which regulates the amount of air, and hence gas, entering the engine.

Now, an electronic control module [ECM], consisting of two processors and nonvolatile memory that holds the logic of the unit, sits between the pedal and the throttle. The ETC monitors the location of the pedal through two position sensors connected to the accelerator.

Two additional sensors are also connected to the throttle. The throttle itself is controlled by a motor, which in turn is controlled by the ECM.

Toyota claims its unit operates under fail-safe conditions, using self-diagnostic logic. If output values from two pedal accelerators do not match, or if the two values from the throttle do not match, or either is showing values that are out of their normal ranges, then the ETC will revert to a fail-safe mode, which means an alert light will come on in a dashboard and the car will run at reduced speed.

David Gilbert, a professor of automotive technology at Southern Illinois University Carbondale, found that the ETC is not foolproof, despite Toyota's claims. In tests, which he later described before last week's Congressional hearings, he found that the ETC did not detect certain types of short-circuit malfunctions that could occur with the pedal sensors. If the ETC did not detect the complete possible range of errors, then it could not enter into a fail-safe mode, he argued.

"Some types of [ETC] circuit malfunctions were detectable by the ECM, and some were not," Gilbert told Congress. "The Toyota detection strategies were unable to identify malfunctions of the APP sensor signal inputs to the ECM."

With this in mind, it could be conceivable that malfunctions that were not anticipated by the ETC could lead to a runaway engine, Gilbert argued.

Speaking before Wednesday's Senate hearing, Toyota Vice President Takeshi Uchiyamada said that the company tried to replicate Gilbert's test and was unable to produce the same results. "In any case, it would be extremely unlikely or difficult to reproduce in the real world," he said, speaking through a translator.
But trying to ferret out everything that could happen in normal operations is a demanding task, one perhaps that the auto industry, and its parts suppliers, are just learning, some say.

Despite the best efforts of coders and reviewers, most professionally written software programs still have about one bug per thousand lines of code, said Andy Chou, chief scientist at Coverity. For code that has gone through extensive review -- such as code used in airplanes -- that number jumps to about one in 10,000

Coverity is an expert in the area. It analyzes software for defects and counts among its customers automobile-parts manufacturers such as Bosh, and car manufacturers such as Daimler and Renault.

Citing a widely used figure, Chou said that the average luxury automobile has more than 100 million lines of code, spread across all of its microcontrol units.

If this is indeed the case, then the auto has twice the amount of code found in a desktop operating system.

And, in many cases, this code could have been developed under the severe time pressure of getting new models out each calendar year.

"There is a different set of pressures for the automobile industry than there is in the avionics industry, where a plane may last for decades," Chou said.

As this collection of software grows more complex, it may become susceptible to more errors that are more difficult to find, or even reproduce.

For instance, one of the challenges investigators and mechanics have had is in reproducing the accelerator problem in test labs. This could be due to some sort of race condition, in which a system may behave differently from one moment to the next depending on the largely indeterminate timing of certain interrelated events, Chou said.

Also, as different control units of the automobile are networked together -- which manufacturers are increasing doing -- then the degree of complexity, and the ways errors can spring up, grow even larger still, Chou said.

"We're talking about very large, complex systems," Chou said. "When these systems are connected, they can start to have behaviors that are emergent. They are not necessarily behaviors that they would have on their own but you put them together, they may do things that are unexpected."
Not all agree with this assessment, though.

Reza Hoseinnezhad, a research fellow at the The University of Melbourne's Melbourne School of Engineering, has done extensive work on developing brake-by-wire prototypes, or electronic-based braking systems. He sees the worries over electronics design as largely overstated, given the quality-control measures the automotive industry uses for mission-critical components.

"The reported faults are very rare and if they are occurring within the software and logic design of the Toyota cars, they would have been predictable and debuggable before mass production," Hoseinnezhad said in an e-mail interview.

Which is not to say that Toyota, or other car manufacturers, haven't experienced software problems before. In February, the car maker recalled 400,000 of its Prius models to update the software for its antilock brakes. And in 2005, the car manufacturer recalled 160,000 of the Prius models due to faulty software that caused the engine to stop running.

But while automobiles do contain a lot of code, management is simplified quite a bit due to the modular design, Hoseinnezhad maintained.

"In modular style, the total length of the code is very long, but the complexity is comprehendible, the code is understandable and debugging is easy," he said. "Logical errors are usually expected to be detected and debugged before mass production of such systems. "

One thing is certain: This is not the last time suspicions will be raised about automobile electronics and the software that supports them. All cars rely on electronics, and there are few standards in place to ensure their safety.

This may be one reason why the U.S. White House has allocated funding for an additional 66 positions within NHTSA, and Congress is mulling over new laws to strengthen the review of potential automotive hazards. Toyota itself has set up an independent panel to review its ETC systems.

Whether or not electronic systems are already safe, industry and government are both learning that the public needs to trust in their safety as well.

"This loss of trust is more costly for us than anything else," Uchiyamada said.



Wednesday, November 16, 2016

PANGHOUA MOUA: KEEPING DREAMS ALIVE






The Sudden Unintended Acceleration was caused by a heat-related nylon 6/6 “sticky pulley” mechanical issue in the 1996 Toyota Camry throttle control system. 


See other posts related to Koua Fong Lee's wrongful conviction HERE

Click on the LINK to view additional photos.  



panghoua_2



img_3731


My Daily She




PANGHOUA MOUA: KEEPING DREAMS ALIVE



Most of Panghoua Moua’s life has been a challenge, to say the least.  After growing up in Hmong refugee camps in Thailand, she and her husband thought all their problems were over when they immigrated to the United States.  But just two years later, they were involved in a fatal car crash that left her husband wrongfully imprisoned for almost three years, until a judge declared their later-recalled Toyota to be at fault.  Keep reading for Panghoua’s story, and how her family is rebuilding their life.
Panghoua is a dreamer.  She has had to be, to escape from her reality for so much of her life.  She was born in a Hmong refugee camp in Thailand in 1985, after her parents fled Laos during the Vietnam War.  She is the oldest of eight children.  Panghoua’s family was moved to two other camps during her childhood, and they always had their bags packed to move at a moment’s notice. She says, “It was normal for me.  I lived my whole life that way.”
When Panghoua was 14 years old, she was excited to attend the Hmong New Year celebration–it was her favorite time of year, as it was the only time each year that she got new clothes.  What she didn’t expect was that she would meet a boy at the celebration, Koua Fong Lee, who would become her husband just two months later.  “We didn’t fall in love right away,” but once they did know, they married quickly, and immediately started dreaming of building a better life together.
Panghoua explains, “I understand that in this country, fourteen is kind of young, but I was very, very mature.”  Panghoua learned how to take care of herself when she was little.  She worked her entire childhood, sewing traditional Hmong clothing and decor, and helping local Thai farmers with their harvests.  “Right now, I have a fourteen-year-old daughter, and she is very different than I was.  But I understand that life here is different.  I don’t want to compare us, because we live in a different society.  I don’t want my kids to live how I used to live.”



In 2004, the United States opened the door for most of their camp to immigrate to St. Paul, Minnesota.  Relatives who had come to the area in the 1970s sponsored them, enrolling Panghoua and Koua in school, where they took English as a Second Language (ESL) and other courses to help them adjust to their new homeland.  They also let Panghoua’s family stay with them until they found a home in St. Paul close to the rest of their extended family.  The young couple’s dreams of a country they could call their own and a real education were finally coming true!
And then the unthinkable happened.
In June 2006, just two years after their arrival from the refugee camp, Koua was driving Panghoua, their daughter, and his father and brother home from a family graduation party.  As they exited the highway, Koua pressed the brake of his Toyota Camry, but it instead accelerated, crashing into a stopped car and killing three of the people in it.  Panghoua remembers, “I thought we might die.  I saw the car ahead of us, then turned and looked at my four-year-old and thought, ‘This might be the last time I see my daughter.’  It happened so fast.  I don’t remember the impact.”
But she would never forget the impact that event had on her family.  “It took away everything–our hopes and dreams–in that moment.”
Koua was convicted in 2008 and sentenced to eight years in prison.  He did everything he could to support Panghoua, who was pregnant with their fourth child, while he was in prison, including encouraging her when she decided to attend college to get an accounting degree.  She felt that with a degree, she could keep their dream alive.  She could have her own business, and Koua could help her if he was unable to get a good job later.

She was also grateful to have an amazing support system help her through that time.  Her relatives helped with the legal process of the first trial, and Panghoua turned to her ESL teacher for emotional support while her husband was away.  They are still very good friends.
When asked what gave her strength at that time, Panghoua quickly replies:

I had Jemee [their oldest daughter] in the refugee camp, and I wanted her to have a different life.  When we learned that we had the opportunity to come to this country, go to school, and support our kids, I knew that was the future I wanted for her….When he was in prison, I knew I had to keep that dream alive.  It was hard to be positive, but I could not just give up.  I needed to be there for my kids.  I needed to be there for him.”

The couple talked on the phone every day while he was in prison.  One night, Koua called home and told Panghoua that someone had told him of a Toyota recall due to unintended acceleration.  She recalls, “I searched online and found a family who’d had the same thing happen to them, and I just started crying.”
When Panghoua told Koua’s cousin about other similar cases with Toyotas, he contacted an attorney in St. Paul, who also received help from a Texas attorney and the Minnesota Innocence Project, which works to free people who are wrongfully imprisoned.  After spending almost three years in prison, Koua was granted a retrial.  The prosecutor decided to drop the case.  Koua was released, and his criminal charge was erased.



Although Panghoua was overjoyed to have her husband home, the transition was far from easy.  When he first came home, they both met with a psychiatrist and took prescription medications to sleep because they couldn’t stop thinking about the accident.  Panghoua also saw a counselor while Koua was in prison and after his release to deal with depression.
The younger children didn’t know who he was at first, and Koua worked very hard to get to know them.  Panghoua admits, “I still have not talked openly with my kids about what happened.  I want them to be able to understand.  It changed our life, and the life of the other family…I think Jemee knows what happened, but she doesn’t want to talk about it.”

Despite those challenges, her relationship with her husband is stronger than ever.   Panghoua says, “I talk to him about everything.  We appreciate each other more every day because you don’t know what tomorrow will bring you.”  She admits that their relationship is different than before, but they trust each other and communicate.  “We try to work very hard to keep our dream alive and have a good future and support our community.”


She advises anyone whose loved one is struggling, “Never give up.  Be there for them, and think about the good things.”  She also emphasizes what a gift today is.  Anything could happen, but we don’t need to live in fear.

Monday, November 14, 2016

TOYOTA PRIUS C: 2 killed after driver, 83, rams tollbooth at Tokyo hospital




“I applied the brakes, but the car did not stop,”
police quoted her as saying.


2 killed after driver, 83, rams tollbooth at Tokyo hospital

THE ASAHI SHIMBUN
November 13, 2016



Photo/IllutrationA car hit and killed two people on a sidewalk near the National Hospital Organization Disaster Medical Center in Tachikawa in western Tokyo on Nov. 12. The tollbooth of a parking lot is seen in the top left corner. (Takuya Isayama)



An 83-year-old driver apparently exhausted after caring for her ailing husband rammed through a tollbooth gate, striking and killing two pedestrians on a sidewalk in western Tokyo, police and other sources said Nov. 12.
Officers at the Tachikawa Police Station suspect the driver, Sachiko Uezu, accidentally pressed the gas pedal instead of the brakes as she was trying to leave the parking lot at the National Hospital Organization Disaster Medical Center in Tachikawa.
“I applied the brakes, but the car did not stop,” police quoted her as saying.
Tatsuhiro Awa of Hachioji, 39, and his acquaintance, Taeko Ichikawa, a 35-year-old resident of Kodaira, both in Tokyo, were run over and later pronounced dead.
Uezu, a resident of Kokubunji, also in Tokyo, was hospitalized after hitting her head in the accident. Police say she showed no signs of dementia.
Police will question her on suspicion of negligent driving resulting in death when she recuperates.
Uezu was believed to have been driving home alone after tending to her husband, who is in critical condition at the medical center.
Coins scattered in the driver’s seat indicate that Uezu mistakenly hit the accelerator when she tried to insert money at the tollbooth in the hospital parking lot, according to police.
Her car plunged through shrubbery and onto the sidewalk where Awa and Ichikawa were walking.
There were no traces of braking at the scene, police said.
A man who was walking behind the two victims told police, “A car barreled in with a roaring engine as if someone was stepping on the accelerator.”
A neighbor said Uezu appeared exhausted on the morning of Nov. 12 after tending to her husband for the entire night.
Uezu returned home in the morning to gather clothes for her husband before heading to the hospital again around noon.


2012 – 2016 TOYOTA PRIUS C Problems & Complaints  (U.S. NHTSA complaints as of: 14 Nov 2016)

Service Brakes Problem on the 2016 TOYOTA PRIUS C [1]


BRAKES, I HAVE ANTI LOCK BRAKES, BUT IF I HAVE TO PRESS THE BRAKE THE LEAST BIT HARD IT LOCKS UP. I HAVE TALKED TO THE DEALER ABOUT THIS PROBLEM AND HE SAYS ITS NORMAL. THEY ALSO GRAB WHEN I PUT THEM ON. THIS IS MY THIRD PRIUS AND I HAVE NEVER HAD THIS PROBLEM. I THINK THIS NEEDS TO BE LOOKED INTO.IT MAKES THE CAR SKID . THANK YOU

Service Brakes Problem on the 2015 TOYOTA PRIUS C [1]


Jun 27, 2016 - Atlanta, GA - Service Brakes
A FEW MONTHS AFTER PURCHASE, WHILE DRIVING THE CAR, ALL OF THE DASH INDICATOR LIGHTS CAME ON AND THE DISPLAY FLASHED "BRAKE OVERRIDE MALFUNCTION, SEE DEALER." THE BRAKE AND THE GAS WERE NOT BEING USED AT THE SAME TIME. SHORTLY THEREAFTER, WHILE STOPPED AT A LIGHT WITH A FOOT FIRMLY ON THE BRAKE, THE BRAKES DISENGAGED AND THE CAR LURCHED FORWARD ABOUT A FOOT BEFORE THE BRAKES ENGAGED AGAIN. THE DASH LIGHTS STAYED ILLUMINATED THE REMAINDER OF THE TRIP. AFTER TAKING IT TO THE DEALER, THEY RESET THE COMPUTER AND RETURNED THE CAR. WHILE DRIVING IT HOME FROM THE DEALER, THE SAME PROBLEM REOCCURRED. THE DEALER THEN REPLACED THE MASTER CYLINDER AND CLAIMED THE PROBLEM WAS FIXED. A FEW MONTHS LATER, THE SAME PROBLEM REOCCURRED. ONCE STARTED, THE PROBLEM OCCURS EVERY TIME THE VEHICLE IS DRIVEN. AFTER DRIVING FOR A FEW MOMENTS, THE DASH LIGHTS ILLUMINATE, THE ERROR MESSAGE POPS UP, AND THE CAR UNEXPECTEDLY LURCHES WHENEVER STOPPED. THIS HAPPENS WHETHER DRIVING IN THE CITY OR ON THE HIGHWAY (THOUGH OBVIOUSLY THE LURCHING ONLY HAPPENS WHEN THE BRAKES ARE ENGAGED). 


View complaints filed for the 2014 TOYOTA PRIUS C



There are 11 complaints filed for the 2013 TOYOTA PRIUS C



There are 19 complaints filed for the 2012 TOYOTA PRIUS C




Breaking Through Power: Clarence Ditlow on Auto Safety








Published on Jul 2, 2016
The Center for Study of Responsive Law celebrated the 50th anniversary year of Ralph Nader's book Unsafe at Any Speed at Constitution Hall in Washington, D.C. on May 23-26, 2016


Sunday, November 13, 2016

Clarence Ditlow, auto safety watchdog and pioneer, dies at 72






Clarence Ditlow, auto safety watchdog and pioneer, dies at 72


By Ralph Vartabedian

Clarence Ditlow, who for more than four decades was the nation’s top auto safety advocate, died Thursday after a long battle with cancer. He was 72.

Known as a tireless watchdog, Ditlow called out federal regulators whom he accused of bowing to business executives and lobbyists seeking to weaken safety rules or sidestep costly repairs to defective vehicles.

An attorney and an engineer, he brought the ferocity of a college wrestler to his mission, but without the personality that inflamed opponents.

It was Ditlow, along with Ralph Nader and Joan Claybrook, who led the consumer movement from the early 1970s — putting pressure on an industry reluctant to introduce standard safety features in new cars, such as air bags, collapsing steering columns and stronger tires.

"There is nobody like him,” Nader said Friday. “He was a watchdog to be heeded, because he was so strategic and so focused. He had knowledge, compassion and resilience.”
Ditlow served as executive director of the Center for Auto Safety, an organization set up by Nader and Claybrook. While there, he plumbed the depths of engineering detail and legal technicalities to outmaneuver federal regulators.
He led the charge on such crucial safety issues as the Jeep Grand Cherokee fuel tank fires, the faulty General Motors ignition switches and the deadly Firestone 500 tire defect. Ditlow became a force in therecall of 7 million Toyota vehicles for their tendency to accelerate out of control after The Times published an award-winning series detailing the problem.
“He was very good at dissecting industry excuses,” Claybrook said. “I hired him when I looked at his resume and saw he was a wrestler at Lehigh” University.
But for all of his influence over a multibillion-dollar global industry, Ditlow worked as a virtual one-man shop out of a modest office in Washington, D.C. He paid himself no more than a $50,000 annual salary and could be found working late into the evenings and early in the mornings.
He made himself available to journalists through the years, despite being a shy, unassuming and intensely private person. Once, when The Times begged him for a home telephone number, Ditlow provided his then-girlfriend’s cellphone number but refused to say to whom it belonged.
He married that longtime companion, Marilyn Hermann, on Oct. 22.
Unlike many consumer advocates, Ditlow had the academic stature to take on almost any opponent that the industry or government put in front of him. He earned a degree in chemical engineering from Lehigh, graduated from Georgetown Law School and earned a master of laws from Harvard Law School. He began his career as a patent examiner before joining Nader as a staff lawyer.
Although Ditlow was a tireless opponent of the industry, he did not attract nearly the amount of hostility that was focused on Nader, who triggered the safety movement when he attacked the Chevrolet Corvair over its unsafe suspension system. Ditlow was seen as less hard-edged and caustic than some of his contemporaries.
“His surgeon loved him so much that she sat for two hours last week by his beside and sang to him,” said Nader. “I don’t know anybody who disliked him. Of course, they disliked me.”
David Cole, an auto industry expert and former engineering professor at the University of Michigan, said executives in many cases might have eventually introduced safety equipment, but Ditlow forced them to do it sooner.
“Clarence Ditlow was a force,” said Cole. “He put a focus on safety and amplified the message across the country. Everybody benefited.”
Ditlow died at George Washington University Hospital. He is survived by his wife.
Nader said Ditlow had battled cancer for the past year.