aerospace & defence technology magazine

8/10/2019 Aerospace & Defence Technology Magazine

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Welcome to

your Digital Edition of

Aerospace & Defense

TechnologyOctober 2014

Intro

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+

A

www.aer

odefense

tech.com

Submersion and Directed Flow CoolingTechnology for Military Applications

Avionics Heat Up, in a Good Way

Reaching the Benchmark in SecureVehicle Software

Production of Satellite with First All-Electric

Propulsion System Advances

SupplementtoNASATechBriefs

October 2014
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ELECTRICAL

AC/DC Module

RF Module

Wave Optics ModuleRay Optics Module

MEMS Module

Plasma Module

Semiconductor Module

MECHANICAL

Heat Transfer Module

Structural Mechanics Module

Nonlinear Structural Materials Module

Geomechanics Module

Fatigue Module

Multibody Dynamics Module

Acoustics Module

FLUID

CFD Module

Mixer Module

Microfluidics ModuleSubsurface Flow Module

Pipe Flow Module

Molecular Flow Module

CHEMICAL

Chemical Reaction Engineering Module

Batteries & Fuel Cells Module

Electrodeposition Module

Corrosion Module

Electrochemistry Module

MULTIPURPOSE

Optimization Module

Material Library

Particle Tracing Module

INTERFACING

LiveLinkfor MATLAB

LiveLinkfor Excel

CAD Import ModuleDesign Module

ECAD Import Module

LiveLinkfor SOLIDWORKS

LiveLinkfor Inventor

LiveLinkfor AutoCAD

LiveLinkfor Revit

LiveLinkfor PTC CreoParametric

LiveLinkfor PTC Pro/ENGINEER

LiveLinkfor Solid Edge

File Importfor CATIAV5

PRODUCT SUITE

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Free Info at http://info.hotims.com/49750-778

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www.aerode

fensetec

h.com

Submersion and Directed Flow CoolingTechnology for Military Applications

Avionics Heat Up, in a Good Way

Reaching the Benchmark in SecureVehicle Software

Production of Satellite with First All-ElectricPropulsion System Advances

Supplement to NASA Tech Briefs

October 2014

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AIntro
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2 Aerospace & Defense Technology, October 2014Free Info at http://info.hotims.com/49750-740

Aerospace & Defense Technology

ContentsFEATURES ________________________________________

12 Unmanned Vehicles

12 Reaching the Benchmark in Secure Unmanned VehicleSoftware

18 Thermal Management

18 Submersion and Directed Flow Cooling Technology for MilitaryApplications

21 Propulsion: Energy Sources

21 Flying on Vegetation

25 Avionics

25 Avionics Heat Up, in a Good Way

30 RF & Microwave Technology

30 Airborne Antenna Considerations for C-Band TelemetrySystems

34 Software-Designed System Improves Wireless Test Speed andCoverage

36 Tech Briefs

36 Developing and Validating Statistical Cyber Defenses

37 Next-Generation Spectrometers for Rapid Analysis of ComplexMixtures

38 Wireless Vital Signs Monitor for Trauma Patients

39 Analysis of an In-Ear Dosimeter for a Single HearingProtection Device

DEPARTMENTS ___________________________________

4 Whats Online

6 Application Briefs

41 Technology Update

46 New Products

48 Advertisers Index

ON THE COVER __________________

Artists depiction of an all-electric propulsion 702SP(small platform) satellite similar to those being builtfor ABS and Eutelsat by Boeing Space & IntelligenceSystems. The unique all-electric propulsion systemuses xenon, an inert and non-hazardous element, asthe propellant, resulting in a lighter spacecraft thatoffers customers more affordable launch optionsand the ability to nearly double payload capacity. Tolearn more, read the Technology Updatebeginningon page 41.

(Image courtesy of Boeing)

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4 www.aerodefensetech.com Aerospace & Defense Technology, October 2014

Whats Online

Top ProductsCable Installation Simulator

A cable installation simulator from W. L. Gore & Associatesaids in evaluating the stress of installation on microwave air-frame assemblies, thereby minimizing the risk of cable assem-bly damage or failure during installation. By comparing signalintegrity before and after installation, Gore can engineer as-semblies that withstand airframe installation as well as the de-mands of the aircrafts flight envelope. Use of the installationsimulator gives aircraft manufacturers and installers evidencethat their assemblies will provide the same level of electricalperformance after installation as when they are new. More de-tail at http://articles.sae.org/13287.

Custom Grounding Cables and ClipsCustom grounding cables and clips from Mueller Electric

help prevent the generation of electrical sparks caused by staticelectricity, which can damage equipment and lead to safetyhazards. The products support the typical grounding and bond-ing requirements found within aircraft fueling, electrical equip-ment, marine, oil and gas tanks and drums, and pump ground-ing systems. More detail at http://articles.sae.org/13241.

Surface MicrophonePCB Piezotronics surface microphone for R&D testing features

a low-profile design ideal for testing in confined spaces and windyenvironments. The low-profile (1/8-in height) microphone andsurface mount pad reduces the impact of undesired air pressure onthe microphone during the measurement process. Model 130B40

is an all-in-one, prepolarized microphone and preamplifier com-bination with a water- and dust-resistant cover. Maximum dy-namic range allows measurements to 142 dB and a 32 dBA lownoise floor. More detail at http://articles.sae.org/13242.

Modeling DatabaseThree high-performance thermoplastics from Victrex have

been added to the Digimat-MX material and modeling data-base to accelerate the application development process whilehelping to minimize component weight and costs. The soft-ware suite from e-Xstream engineering offers data on VictrexPEEK 150CA30, Victrex PEEK 90HMF40, and Victrex PEEK150GL30. Victrex PEEK 150CA30 is typically used to replace

metals such as aluminum, titanium, and stainless steel. Moredetail at http://articles.sae.org/13284.

Top ArticlesFollowing are the most-read articles over the past month at

http://articles.sae.org, covering the aerospace, automotive,and off-highway industries.

Nvidia Chipset to Enable Greater AutonomyPowerful visual computing processors for dashboard dis-

plays are now taking on safety-critical driver-assistance func-tions. Read more at http://articles.sae.org/13314.

The Drive for Driverless VehiclesAutonomous vehicles are a hot topic, most noticeably in

the automotive world. But automated driving/operation ismaking significant headway in the off-highway realm as well,especially in mining applications. John Williamson of Ko-matsu America Corp. and Serge Lambermont of Delphi Elec-tronics & Safety provide some insights on thetopic. Readmore at http://articles.sae.org/13300.

Chrysler's new Hellcat V8 gets 707-hp SAE ratingThe actual J1349 rating is more than 100 hp more than

Chrysler engineers teased in late May. The automaker's firstproduction supercharged V8 uses a Lysholm-type twin-screwsupercharger supplied by IHI. The engine's high-output specrequired extensive upgrading of engine reciprocating compo-

nents to handle the extra loads. Read more at http://articles.sae.org/13227.

New power steering concept uses variable displacementpump

A new electrohydraulic power steering system uses pumpdisplacement control, eliminating throttling losses associatedwith hydraulic control valves by controlling the displacementof a variable displacement pump. Read more at http://articles.sae.org/13281.

Nvidia's Tegra K1 system-on-a-chip module handles digital dashboard displaysand, increasingly, drivers-assistance functions.W.L. Gores new aircraft cable installation simulater.

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Critical Moments

call for Critical ProductsOur critical-grade RF and Power inductors are built towithstand the most punishing conditions imaginable,including extreme temperatures, thermal shock,G-forces, EMI and vibration.

Tin-lead (Sn-Pb) terminations for the best possible board adhesion. RoHS terminations also available. Extended temperature ranges (-55C to +200C) Vibration testing to 80 G / shock testing to 1000 G

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Application Briefs

Fully Autonomous UnmannedVehicles

Lockheed MartinBethesda, MD866-562-2363www.lockheedmartin.com/unmanned

Lockheed Martin, in collaboration with the U.S. Army TankAutomotive Research, Development and Engineering Cen-ter (TARDEC), successfully conducted a fully autonomous re-supply, reconnaissance, surveillance and target-acquisitiondemonstration using its Squad Mission Support System(SMSS) unmanned ground vehicle, K-MAX unmanned heli-copter and Gyrocam optical sensor.

During the Extending the Reach of the Warfighter throughRobotics capability assessment at Fort Benning, Georgia, K-MAX delivered SMSS by sling load to conduct an autonomousresupply mission scenario for soldiers defending a village. Atmission completion, SMSS proceeded to an observation pointwhere it raised its Gyrocam sensor and began scanning thearea for enemy forces. In an actual mission, upon observationof enemy forces, the remote operator would notify the com-mander on the ground, who would assess the threat and de-termine the appropriate method of neutralizing it.

Fully autonomous capabilities as weve just demonstratedwill allow service members to focus on important missionsand remain out of harms way, said Scott Greene, vice presi-dent of ground vehicles for Lockheed Martin Missiles and FireControl. This successful demonstration with both un-manned air and ground vehicles shows us that these missionsare not only possible, but can be available much sooner thanyou would expect.

In 2011, K-MAX became the first unmanned aircraft systemto deliver cargo in-theater for the U.S. Marine Corps. As troopswere frequent targets of improvised explosive devices and in-surgent attacks, K-MAX answered the call to reduce the num-ber of truck resupply convoys and their troop escorts to pro-tect soldiers on the ground.

Manufactured by Kaman Aerospace Corporation and outfit-ted with its mission package of systems and sensors, theheavy-lifting K-MAX unmanned system is a transformational

technology that can lift 6,000 pounds of cargo at sea level. Ca-

pable of flying delivery missions day and night, K-MAX canreach remote locations without risking a life.

During the test, the Gyrocam 9-inch, mid-wave surveillancesensor provided constant video surveillance during eachphase of the mission, including while in flight. The elevatedsystem scanned for threats and provided geo-location coordi-nates of hostile personnel for indirect-fire missions.

Both SMSS and K-MAX were equipped with mobile SatelliteCommunications (SATCOM) systems as well as local line-of-sight communications systems. A remote operations centerequipped with SATCOM controlled and monitored the vehi-cles activities throughout the demonstration.

TARDEC develops and integrates the right technology solu-tions to improve current force effectiveness and provides supe-rior capabilities for future force integration. TARDECs techni-cal, scientific and engineering staff lead cutting-edge researchand development in ground systems survivability; power andmobility; ground vehicle robotics; force projection; and vehicleelectronics and architecture. TARDEC is a major research, devel-opment and engineering center for Research, Development andEngineering Command and an enterprise partner in theTACOM Life Cycle Management Command.

To watch a video demonstration of a simulated resupply mis-sion utilizing Lockheed Martins K-MAX unmanned helicopterand SMSS unmanned ground vehicle, go to www.techbriefs.com/tv/resupply.

For Free Info Visit http://info.hotims.com/49750-507

Unmanned Demonstrator FlightControl Systems

North Atlantic IndustriesBohemia, NY631-567-1100www.naii.com

North Atlantic Industries (NAI) has been chosen by Lock-heed Martin Skunk Works to provide navigation systemsolutions for the Aerial Reconfigurable Embedded System(ARES) vertical takeoff and landing (VTOL) demonstrator. Ve-

hicle management computer (VMC) and actuator interfaceunit (AIU) requirements were met utilizing NAIs commercial-off-the-shelf (COTS) SIU6 chassis.

Built on NAIs Custom-On-Standard Architecture(COSA) platform, the SIU6 chassis is populated with highlyconfigurable PowerPC-based single board computer (SBC)and multi-function I/O 6U VME boards (64EP3 & 64C3). Thisprovides a flexible system solution that allows Lockheed Mar-tin to quickly mix and match functionality based on theARES application demands.

As part of the ARES navigation system, the SIU6 sensor inter-face unit enables Lockheed Martin to populate each board

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Precision Metal Stamping(High and Low Volume)

Welded and MechanicalAssemblies

Complex CNC Machining

Rapid Prototyping

Close Tolerance Grinding

Tooling, Fixtures and Gages

Laser Cutting and Welding

Wire EDM


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Application Briefs

with function specific modules. Thisunique modular architecture offers a se-

lection of up to 10 different or samefunctions from a broad assortment oflow-power, high density modules. Func-tions include: programmable discretes,analog I/O (A/D, D/A & RTD), communi-cations (RS-232/422/485 & ARINC-429),LVDT measurement, RVDT simulationand LVDT/RVDT AC Excitation. TheSWaP-C efficient design increases pack-aging density, saves enclosure slots andreduces power consumption. In addi-tion, the SIU6 incorporates automatic background Built-in-Test(BIT) testing that is always enabled and continually checks the

health of each channel.Utilizing the 64EP3 6U VME single board computer with

configurable multi-function I/O, combined with the U3 Pow-erPC Processor, ARES VMC is triple redundant and controls

actuators and various I/O for advancedautonomous flight control. The VMC

also communicates with the AIU, whichhas redundancy by using two AIUs inthe system.

The Defense Advanced Research Proj-ects Agencys (DARPA) ARES program iscurrently in its third and final phase.Transporting and resupplying troops inrugged, austere terrain has become amajor challenge, especially as the U.S.military shifts to using smaller andmore distributed combat units, said

Kevin Renshaw, Lockheed Martin Skunk Works senior princi-pal engineer for ARES. ARES seeks to demonstrate several key

technologies to achieve an operational VTOL system with amore compact footprint than those of conventional helicop-ters and couple this with higher cruise speeds.


Autonomous Black Hawk Helicopter

Sikorsky Aircraft CorporationStratford, CT1-800-946-4337www.sikorsky.com/

Sikorsky Aircraft, a subsidiary of United Technologies Corp.,is developing its first product to feature Matrix Technol-ogy by converting a retired UH-60A Black Hawk helicopter intoan optionally piloted variant capable of a wide spectrum ofmissions. With the autonomous Black Hawk, Sikorsky plans tobuild on the success of its Matrix Technology and Manned/Un-manned Resupply Aerial Lifter (MURAL) autonomy programsto deliver a new level of mission flexibility to combat and lo-gistic planners. The product will integrate autonomy and ad-vanced fleet management technology with refurbishment ex-perience to provide a cost-effective, dependable andsustainable system.

The autonomous Black Hawk helicopter will offer the flexi-

bility of internal and external cargo capability, the strength tolift up to 9,000 pounds, and the productivity of high cruisespeeds. The design is targeting a system loss rate of one per100,000 flight hours.

Design of a prototype system has been underway for morethan a year, and induction of the first Black Hawk helicopterwas scheduled to begin in May of this year. Sikorsky will con-duct a series of technology maturation tests during the buildperiod using the Sikorsky Autonomy Research Aircraft (SARA),which is based on an S-76 commercial helicopter.

In collaboration with the U.S. Army, Sikorsky successfullydemonstrated the ability of a UH-60M Upgrade Optionally Pi-loted Black Hawk helicopter to conduct autonomous flight

and autonomous cargo resupply demonstrations through itsMURAL Program earlier this year.

For the past year, Sikorsky has been working on advancinghelicopter autonomous flight with its Matrix Technology pro-gram. The Matrix test aircraft, SARA, has conducted continu-

ous flight testing to increase capabilities, adding advancedperception flights to its latest phase of envelope expansion.

Sikorsky is also working on a project with the National Ro-botics Engineering Center (NREC) of Carnegie Mellon Univer-sity to demonstrate an autonomous delivery of an UnmannedGround Vehicle (UGV) by an Optionally Piloted Black Hawkhelicopter enabled with Matrix Technology. The UGV willsubsequently execute a mission to investigate a potentiallycontaminated area, while keeping human personnel out ofharms way. The project is an 18-month program sponsored bythe U.S. Armys Tank Automotive Research, Development, andEngineering Center (TARDEC) through the Robotics Technol-ogy Consortium. The NREC-led Extending the Reach of the

Warfighter Through Robotics effort launched in March andwill culminate with a final demonstration in September 2015.

(Copyright Sikorsky Aircraft Corporation. All rights reserved.)

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Application Briefs

The NREC is providing the UGV, a modified Land Tamer all-terrain vehicle which uses key elements of several NREC world-

class autonomy systems to support on-road and off-road au-tonomous exploration. The team of unmanned ground and airvehicles will autonomously survey sites with suspected chemi-cal, biological, radiological, or nuclear contamination.

Sikorsky introduced its Matrix Technology in July 2013 todevelop, test and field systems and software that will improve

significantly the capability, reliability and safety of flight forautonomous, optionally piloted, and piloted vertical take-off

and landing (VTOL) aircraft. Matrix aims to give rotary andfixed wing VTOL aircraft a high level of system intelligenceneededto complete complex missions with minimal humanoversight and at low altitudes where obstacles abound.


SRW RadioSystem

Thales Defense & SecurityClarksburg, MD240-864-7000www.thalescomminc.com

Thales Defense & Security,Inc. has been awarded anIndefinite Delivery/IndefiniteQuantity (IDIQ) contract by theU.S. Army for its Soldier RadioWaveform Appliqu (SRW A)radio system: the AN/VRC 121Vehicle Integrated Power En-hanced Rifleman, or VIPER.

Developed jointly with Ultra-life Corporations Communica-tions Systems business, VIPERmet the U.S. Armys require-ment for a single-channel, vehi-cle-mounted radio running SRW. The technology can be in-stalled into the Single Channel Ground and Airborne RadioSystem (SINCGARS) Combat Net Radio (CNR) vehicularmount or used in a standalone configuration. The radio sys-tem provides an independent or second-channel option forvehicle communications installations, acting as a conduit forvoice and data among the dismounted soldier, mounted plat-forms, the Unit, and higher headquarters.

VIPER integrates, and interacts seamlessly, with an installedAN/PRC 154A Rifleman Radio. The Rifleman Radio, whichwas co-developed and is being co-manufactured, by Thalesand General Dynamics C4 Systems under the Joint TacticalRadio System Handheld, Manpack, and Small Form Fit pro-gram of record, has been fully tested, certified, and deployed.VIPER also provides Jerk and Run access to the installed Ri-fleman Radio, enabling a quick transition between mountedand dismounted operations without losing communications.

With more than 19,000 Rifleman Radios manufactured, theVIPER solution ensures that the U.S. Army has immediate in-teroperability with currently fielded radios, while soldiers gaingreater operational flexibility due to its ability to operatein

both UHF and Lbands.For Free Info Visit http://info.hotims.com/49750-572

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Unmanned Vehicles

Security concerns currently dom-inate software thinking wher-ever sensitive or safety-criticalinformation is potentially ac-

cessible. Embedded software is no excep-tion. Security researcher Barnaby Jackdemonstrated this in 2011 when he useda modified antenna and software to wire-lessly attack and take control of

Medtronics implantable insulin pumps.He demonstrated how such a pumpcould be commanded to release a fataldose of insulin. Obviously, that vulnera-bility puts dependent diabetics at risk.

But, what about military vehicles?Their vulnerability raises security con-cerns to a whole new level. The strategicadvantage given to an enemy capable ofinterfering with or interrogating militaryvehicle positioning and tracking systemscould jeopardize the safety of the driverand crew. But even in unmanned vehi-cles the exposure of information aboutthe vehicles intended course could com-promise an entire military strategy.

MIL-STD-1180B is concerned with mil-itary vehicles and has been in existencesince 1986, before any of this became aconcern. Yet its demand for full consid-erationto military mission require-ments is perhaps more relevant nowthan ever before, especially in the contextof the United States 2013 National De-fense Authorization Act. While that actmay be primarily concerned with large ITsystems, the threat posed to embedded

software can be every bit as real.Safety considerations impact any dis-

cussion on secure software simply be-cause safety and security are so inter-woven. From a developers perspective,many unsafe software practices are alsoinsecure, and vice versa. Similarly, theend user diabetic suffering the conse-quences of an incorrect dose from an in-sulin pump will consider it unsafe,whatever the technicalities of the soft-wares safety or security vulnerability.

It follows that security issues are

often an extra level of complexity toconsider in tandem with the adherence

to existing safety-related software stan-dards. It is, therefore, useful to considerhow this confusing array of standardshelps to address rising concerns overembedded software security.

What the Standards SuggestThere are two kinds of standards to

consider:Process standards describe the devel-

opment processes to be followed toensure that the finished product iswritten to behave in a safe manner(such as IEE/EIA 12207, or ISO 26262for road vehicles) or a secure manner(ISO 15408)

programming language subset (MISRA written as safely and securely as possible

There are many widely agreed princi-ples when it comes to best practice forsoftware development, whether that soft-

ware is required to be high integrity ornot. In the high-integrity markets,process standards originally designed forsafety-critical work provide a sound basisfor security-critical software too, providedthat security risk considerations replaceor supplement safety risk assessment.

This assertion is underlined by the Au- tutes recommendations. These suggestthe implementation of a Software Devel-opment Security Assessment by refer-ring to existing process standards such

as ISO 26262, and superimposing bestpractice security measures on them.

merged documents from which it wasderived) is an international process-ori-ented standard that defines IT securityrequirements. Reference to that stan-dard underlines the similarity betweensecurity and safety related software de-velopment, with the seven EvaluationTesting Assurance Levels (EALs) of ISO15408 being highly analogous to theconcept of Safety Integrity Levelsadopted in such standards as ISO 26262.

The process standards present a pathto build in security to the whole devel-opment process. In turn they requirethe use of coding standards as typified

standards consist primarily of lists ofconstructs and practices for developersto avoid in order to ensure high in-tegrity code.

Building Security InMost software development focuses

on building high-quality software, buthigh-quality software is not necessarilysecure software. Testing is generally usedto verify that the software meets each re-quirement, but security problems canpersist even when the functional re-quirements are satisfied. Indeed, soft-ware weaknesses often occur by the un-intended functionality of the system.

Building secure software requires

adding security concepts to the quality-focused software development lifecycles

Reaching the Benchmark in SecureUnmanned Vehicle Software

Table 1. ISO 15408 defines a range of Evaluation Assurance Levels (EALs), which determine the processrigor associated with each software component.

Common Critria Evaluation Process rigor required for developmentAssurance Level (EAL) of an IT product

EAL 1 Functionally tested

EAL 2 Structurally tested

EAL 3 Methodically tested and checked

EAL 4 Methodically designed, tested and checked

EAL 5 Semi-formally designed and tested

EAL 6 Semi-formally verified, designed and tested

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Unmanned Vehicles

promoted by such as ISO 26262 so thatsecurity is considered a quality attributeof the software under development.Building secure code is all about elimi-nating known weaknesses (Figure 1), in-cluding defects, so by necessity secure

software is high-quality software.Security must be addressed at all

phases of the software developmentlifecycle, and team members need acommon understanding of the securitygoals for the project and the approachthat will be taken to do the work.

The starting point is an understand-ing of the security risks associated withthe domain of the software under devel-opment. This is determined by a secu-rity risk assessment, a process that en-sures the nature and impact of a

security breach are assessed prior to de-ployment in order to identify the secu-

rity controls necessary to mitigate anyidentified impact. The identified secu-rity controls then become a system re-quirement.

Adding a security perspective to soft-ware requirements ensures that security

is included in the definition of systemcorrectness that then permeates the de-velopment process. A specific securityrequirement might validate all userstring inputs to ensure that they do notexceed a maximum string length. Amore general one might be to withstanda denial of service attack. Whicheverend of the spectrum is used, it is crucialthat the evaluation criteria are identi-fied for an implementation.

When translating requirements intodesign, it is prudent to consider security

risk mitigation via architectural design.This can be in the choice of implement-

ing technologies or by inclusion of se-curity-oriented features, such as han-

dling untrusted user interactions by val-idating inputs and/or the systemresponses by an independent processbefore they are passed on to the coreprocesses.

The most significant impact on build-ing secure code is the adoption of securecoding practices, including both staticand dynamic assurance measures. Thebiggest bang for the buck stems fromthe enforcement of secure coding rulesvia static analysis tools. With the intro-duction of security concepts into the re-

quirements process, dynamic assurancevia security-focused testing is then usedto verify that security features havebeen implemented correctly.

Secure Software Through CodingStandards

In his book The CERT C Secure CodingStandard, Robert Seacord points out thatthere is currently no consensus on adefinition for the term software secu-rity. For the purposes of this article,the definition of secure software willfollow that provided by the US Depart-ment of Homeland Security (DHS) Soft-ware Assurance initiative in Enhancingthe Development Life Cycle to Produce Se-

cure Software: A Reference Guidebook onSoftware Assurance. They maintain thatsoftware, to be considered secure, mustexhibit three properties:1. Dependability - Software that exe-

cutes predictably and operates cor-rectly under all conditions.

2. Trustworthiness - Software that con-tains few, if any, exploitable vulnera-bilities or weaknesses that can be

used to subvert or sabotage the soft-wares dependability.

3. Survivability (also referred to as Re-silience) - Software that is resilientenough to withstand attack and to re-cover as quickly as possible, and withas little damage as possible fromthose attacks that it can neither resistnor tolerate.There are many sources of software vul-

nerabilities, including coding errors, con-figuration errors, architectural and designflaws. However, most vulnerabilities result

from coding errors. In a 2004 review ofthe National Vulnerabilities Database for

Figure 2. Secure Coding in the Iterative Lifecycle.

Figure 1. Building secure code by eliminating known weaknesses.

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their paper Can Source Code AuditingSoftware Identify Common Vulnerabili-

ties and Be Used to Evaluate Software Se-curity? to the 37th International Confer-ence on System Sciences, Jon Heffley &Pascal Meunier found that 64% of the vul-nerabilities resulted from programming

errors. Given this, it makes sense that theprimary objective when writing secure

software must be to build in security.

Fitting Tools Into the ProcessTools that ease and automate the

path towards the development of secure

applications exist for each step of thedevelopment process. The more inte-

grated those tools are, the easier thatprocess will be. For example, Figure 2shows how such tools fit into an itera-tive development process.Static analysis automating the

process of static analysis and enforce-ment of coding standards such asCWE or CERT C Secure Coding guide-lines ensures that a higher percentageof errors is identified in less time.Static software analysis tools assess thecode under analysis without actuallyexecuting it (Figure 3).

They are particularly adept at iden-tifying coding standard violations. Inaddition, they can provide a range ofmetrics that can be used to assess andimprove the quality of the code underdevelopment, such as the cyclomaticcomplexity metric that identifies un-necessarily complex software that isdifficult to test.

When using static analysis tools forbuilding secure software, the primaryobjective is to identify potential vulner-abilities in code. Example errors thatstatic analysis tools identify include:

Incorrect use of signed and unsigned

data types.Requirements traceability a good re-

quirements traceability tool is invalu-able to the build security in process.Being able to trace requirements fromtheir source through all of the devel-opment phases and down to the veri-fication activities and artifacts ensuresthe highest quality, secure software.

Unit testing the most effective andcheapest way of ensuring that the codeunder development meets its securityrequirements is via unit testing. Creat-ing and maintaining the test cases re-quired for this, however, can be anonerous task. Unit testing tools that as-sist in the test-case generation, execu-tion, and maintenance streamline theunit testing process, easing the unittesting burden and reinforcing unittest accuracy and completeness.

Dynamic analysis analyses performed

while the code is executing providevaluable insight into the code under

16 Aerospace & Defense Technology, October 2014

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Unmanned Vehicles

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analysis that goes beyond test case exe-cution. Structural coverage analysis,

one of the more popular dynamicanalysis methods, has been proven tobe invaluable for ensuring that the ver-ification test cases execute all of thecode under development. This helpsensure that there are no hidden vulner-abilities or defects in the code.

ConclusionIt is not surprising that the processes

for building security into software echothe high-level processes required forbuilding quality into software. Adding

security considerations into the processfrom the requirements phase onwards isthe best way of ensuring the develop-ment of secure code, as described in Fig-ure 2. High-quality code is not necessar-ily secure code, but secure code isalways high-quality code.

An increased dependence on Internetconnectivity drives the demand for

more secure software. With the bulk ofvulnerabilities being attributable to cod-

ing errors, reducing or eliminating ex-ploitable software security weaknessesin new products through the adoptionof secure development practices shouldbe achievable within our lifetime.

By leveraging the knowledge and ex-perience encapsulated within the CERT-C Secure Coding Guidelines and CWEdictionary, static analysis tools help

make this objective both practical andcost effective. Combine this with the

improved productivity and accuracy ofrequirements traceability, unit testingand dynamic analysis and the elimina-tion of exploitable software weaknessesbecome inevitable.

This article was written by Mark Pitch-ford, Field Applications Engineer, LDRA(Wirral, UK). For more information, visit

http://info.hotims.com/49750-500.

Aerospace & Defense Technology, October 2014 17

Verifyyourcontrolsystem

design!=

)

For more information and free application notes,go to www.omicron-lab.com

How stable is your power supply?Determine the stability of your control loop using theVector Network Analyzer Bode 100 in combination with theWideband Injection Transformer B-WIT 100.

Loop gain

Plant transfer function

Phase and gain margin

Easily measure from 1 Hz to 40 MHz:


Unmanned Vehicles

Figure 3. LDRA TBvision showing improper data type sign usage resulting in buffer overflow vulnerability.

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Thermal Management

Submersion and Directed FlowCooling Technology for MilitaryApplications

As the US military shifts fromboots on the ground todrones in the sky, there willbe an increasing need for

computing power on foreign soil, underthe sea and in the air. Design objectives

will be difficult to achieve with legacytechnology. Electronic gear must be de-ployed by transport plane and requirerapid setup once the destination isreached. Systems will need to be hard-ened to survive extreme temperatures,desert sand, salt air and pollution. Fuellogistics to serve remote locations can bedifficult and expensive. Every kilowatt-hour of electricity converted to heatmust be dissipated and, ideally, the wasteenergy should be recycled. For groundinstallations, it will be useful to considerdistributing computing resources aroundrather than concentrating them at a sin-gle location that may be vulnerable to at-tack. Silent operation also is desirable.

The traditional method of coolingelectronics by circulating air aroundand through components achievesnone of these objectives. The coolingsystem comes in pieces, and field assem-bly takes time. Fans used to circulatemassive amounts of air waste energy,

take space, make noise and expose com-puting equipment to corrosion and airpollutants. Mechanical refrigerationsystems to maintain humidity levelsand cool equipment in hot weatherwaste even more energy.

Liquid cooling, applied intelligently,can be an ideal solution, but not everyapproach is suitable for military applica-tions. Cold plates, which circulate waterthrough heat sinks mounted on the pro-cessing chips to a heat exchanger in thesever chassis, were developed to moveheat away from hot spots, not save en-ergy or isolate electronics from harsh en-vironments. Only 60% of the heat is gen-erated by processors in most servers, sofans are needed to remove heat from theother components. These pumps, fans

and heat exchangers in eachcomputer chassis are subject tofailure, and when a leak occurs

and water touches electronicsthe result is catastrophic.Other cooling solutions, de-signed for extremely highpower systems, involve refrig-erants that remove heat byevaporation, but these two-phase systems add cost andunnecessary complexity.

If the thermal load is lessthan 100 kilowatts per rack asingle-phase cooling system,where all electronic compo-

nents are submerged in a non-conducting dielectric liquid, is

the best alternative. This technology de-couples electronic components from theenvironment, and offers a long list of im-portant benefits for military applica-tions. Electronics are isolated from oxi-dation and air pollution; there is nonoise, vibration or extreme temperaturefluctuation; fans and mechanical refrig-eration are eliminated; there is no needfor humidity control; and heat is recov-ered in a convenient form for recycling.Because the heat transfer liquid is circu-lated through the racks and IT devicesfrom a central pumping station, there areno fans, pumps or other moving parts inthe chassis.

Total Immersion TechnologyThree companies offer total immer-

sion systems: Green Revolution Cool-ing, Iceotope and LiquidCool Solutions.Instead of submerging electronics in an

air bath, which is current practice, thefluid in the bath is a dielectric liquidthat does not conduct electricity orharm electronic components. Properlyformulated dielectric fluids are mainte-nance free and never replaced duringthe useful life of an IT device. Whilethe technology developed by all threecompanies that offer total immersion issimilar, they differ in scalability, main-tainability and cost efficiency. The devilis in the details.

Green Revolution Coolings cooling

system resembles a rack tipped over onits back, with modified servers inserted

In the LCS server, all electronic components are submerged in the dielectric coolant, which is directed tothe hottest components first and then circulated throughout the enclosure to capture the rest of the heat.

A ruggedized 16-server liquid-cooled rack for harsh environ-ments and military applications.

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Aerospace & Defense Technology, October 2014 19Free Info at http://info.hotims.com/49750-750

Thermal Management

vertically into slots in the tank. The tankis filled with a coolant similar to mineral

oil, which is circulated through the tankby an external pump. This approach re-quires a relatively large amount of floorspace, limiting scalability in a multi-rackenvironment. The system is not fullysealed, which could lead to fluid con-tamination in certain environments.Moreover the liquid-filled tank is heavyand assembly in the field would make itsdeployment for most military applica-tions expensive, time consuming and lo-gistically challenging.

Iceotopes version of immersion cool-

ing includes off-the-shelf motherboardsmounted inside sealed hot-swappablecartridges that are flooded with a dielec-tric fluid. There is a secondary circuitwith water, pumped from a central sta-tion, snaking through a channel insideone wall of the cartridge to take theheat out of the dielectric fluid. This two-circuit approach adds cost, introduces Cutaway view of a ruggedized small form factor computer designed for total immersion cooling.

Mission-critical thermal solutions since 1970.

When the heat is on, for land, sea or air, military and aerospace engineers

turn to innovative, reliable Thermacore thermal solutions to protect the

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with military systems engineers, Thermacore continually discovers new

ways to blend novel concepts and new materials with proven technologies.

For four decades, advanced military systems have

relied on our thermal management solutions.

Find out why. Visit our Thermacore Design Center

at www.thermacore.com/design

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Thermal Management

water to the white space and interfereswith maintenance.

LiquidCool Solutions currently holds17 patents surrounding cooling electron-ics by total immersion in a dielectricfluid. For rack-mounted servers the di-electric fluid is pumped from a centralstation through a manifold mounted onthe rack into sealed IT devices, floodingeach chassis and slowly flowing over andaround the circuit boards and internalcomponents via directed flow. Withineach device, coolant is circulated directlyto the components with the highestpower density while heat from the re-maining components is conveyed by thebulk flow as the coolant is drawn

through the unit to a return manifold.LCS patents also cover the rack sys-

tem that connects IT devices to the cen-tral coolant flow via dripless couplings,which facilitates access for rack manage-ment and device maintenance; it is pos-sible to hot swap a rack-mounted IT de-vice in less than two minutes. Once thecoolant exits the enclosure, it is circu-lated outside the datacenter where theheat is captured for commercial reuse orrejected to the atmosphere by a com-mercially available fluid cooler.

The adoption of immersion liquidcooling technology has been slowed by

a perception that the equipment is ex-pensive and difficult to maintain. Crit-ics, chained by inertia, argue that thetechnology will be practical only whenpower densities are too high for air cool-ing. However the benefits of immersioncooling are compelling enough to con-vert today regardless of power density.

Over a century ago the world begantrading the horse & carriage for a horse-less carriage, not to go 30 miles per hour,but to get rid of the horse! The horse ate,wasted space and polluted the environ-ment, and it did not take long for every-one to understand the value propositionof the new technology. Total immersioncooling eliminates fans in IT devices and

datacenters. Fans chew up energy, wastespace and expose electronics to pollu-tion. They are the root cause of most ITequipment failures, either because thefan itself fails or exposure to air causeselectronic components to degrade. Soeliminating fans reduces the amount ofmaintenance required. Eliminating fansis akin to getting rid of the horse!

The Value PropositionComparing the value proposition

with legacy air systems, or other forms

of liquid cooling for that matter, im-mersion cooling saves energy, saves

space, enhances reliability, operatessilently, and can be surprisingly easy tomaintain in the field. Immersion cool-ing systems also simplify upgrades be-cause there is enough cooling capacityin the chassis to accommodate futureheat loads so only the boards need to bechanged. When produced in volume,efficiently designed immersion coolingdevices will cost less than air-cooledequipment because they have no mov-ing parts and last longer. Oh, and bythe way, immersion cooling systemscan dissipate 100 kilowatts per rack.

The above table summarizes the ben-efits and challenges associated with theuniverse of cooling solutions for mili-

tary applications:As is so often true with innovations

that change the world, the military willpave the way as an early adopter of liq-uid cooling technology to solve prob-lems that legacy systems cannot. Con-ventional datacenter users will followsoon thereafter as they come to appreci-ate immersion coolings comprehensivevalue proposition.

This article was written by Herb Zien,CEO, LiquidCool Solutions (Rochester,

MN). For more information, vis it

http://info.hotims.com/49750-501.

2-Phase Green

Air-Cooled Refrigerant Revolution LiquidCool Systems Cold Plates Systems Cooling Iceotope Solutions

Ship by Transport Plane Yes Yes Yes No Yes Yes

Rapid Setup in the Field No Yes No No Yes Yes

Fans Required Yes Yes No No No No

Mechanical Refrigeration Required Yes Yes No No No No

Humidity Control Required Yes Yes No No No No

Energy Usage High High High Low Low Low

Hardened for Extreme Temperatures No No Yes Yes Yes Yes

Hardened for Polluted Air No No Yes Yes Yes Yes

Ability to Distribute Computing Resources No No Yes No Yes Yes

Ability to Recycle Waste Heat No Yes Yes Yes Yes Yes

Water in the White Space No Yes No No Yes No

User Friendly Rack Management Yes Yes No No No Yes

Easy to Maintain Yes No No No No Yes

Scalable Yes Yes No No Yes Yes

Cost Efficient No No No No No Yes

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Aerospace & Defense Technology, October 2014 www.aerodefensetech.com 21

Fuel is expensive for airlines. Ac-cording to sources interviewedfor this article, fuel accountsfor 30 to 50% of operating

costs, depending on the size of the air-craft. And fuel prices remain volatile.

At the same time, there are few alter-natives to powering aircraft. While landtransport has some available optionsthink electric vehicles and hydrogenfuel cellsaviation depends on liquidfuels with high energy density. Emis-sions are another concern. According tothe Air Transport Action Group (ATAG),aviation is responsible for 2% of globalmanmade COemissions.

Fuel supplies may be stressed evenmore as worldwide air travel demandscontinue to grow. According to the Boe-ing 2014 Current Market Outlook fore-cast, world passenger traffic will con-

tinue to grow at a rate of 5% annually.Similar forecasts come from Airbus.

Fuel price volatility, increasing de-mand, emissions from fossil fuels, andlack of alternatives are pushing the in-dustry into a search for renewable, sus-tainable, low-carbon alternatives suchas biofuels.

Fuels, Certifications, and ChallengesA key issue is sustainability. To be sus-

tainable, suppliers must produce biofuelthrough non-destructive agriculture

and in doing so emit no more carbonthan its product saves. Boeing describes

sustainable biofuel as emitting 50 to80% less carbon compared to fossil fuel.

Another constraint for biofuel suppli-

ers is that aviation industry needs drop-in fuelsfuels that can blend directlywith petroleum jet fuel without requir-ing modification to existing jet engines,airplanes, or fueling infrastructure.

To ensure compatibility, ASTM mustapprove the fuel before aviation regula-tory agencies would allow its use, accord-ing to Dr. Ric Hoefnagels. He is a Re-searcher with the Copernicus Institute ofSustainable Development, part of UtrechtUniversity in The Netherlands. He con-tributes to the Climate-KIC project Fuel

Supply Chain Development and FlightOperations (Renjet). The project includes

partners such as Schiphol, KLM RoyalDutch Airlines, SkyNRG, and ImperialCollege London, among others. The goal

is to create a self-sustaining network of re-gional renewable jet fuel supply systemsin the European Union, and Renjet isgrappling with aviation biofuel issuesranging from supply to compatibility.

Until recently, there were only twoASTM-certified pathways for jet fuelproduction from biomass, he ex-plained. One is hydro-processing of es-ters and fatty acids (HEFA) using veg-etable oils or used cooking oil asfeedstocks. This is sometimes referred toas Bio-SPK. The vast majority of com-

mercial flights on biojet have been fu-eled by HEFA fuels.

Brazilian airline GOL committed to fly its Boeing 737 fleet with up to a 10% blend of the renewable fuel far-nesane. Initial flights were to begin in July 2014.

Flying on VegetationAirlines, aircraft companies, and other stakeholders are taking the long view

in developing sustainable alternatives to petroleum-based jet fuels.

by Bruce Morey

In May 2014, an Airbus A330-200 of KLM RoyalDutch Airlines used a 20% blend of sustainable fuelmade of used cooking oil, for a 10-h flight fromSchiphol airport in Amsterdam to the DutchCaribbean island of Aruba. It was part of a pilot proj-ect in the European initiative called ITAKA(Initiative Towards sustAinable Kerosene forAviation), with the fuel supplied by SkyNRG.(Airbus)

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Propulsion: Energy Sources

While initial capital cost is lower, themain issue [for Bio-SPK] is that thosefuels are quite expensive, said Hoef-nagels. It is really difficult to reducethese costs because either the supply po-tential is limited, as in the case of usedcooking oils; or the cost is in the feed-stocks, as in the case of vegetable oils.

Another certified pathway uses high-temperature gasification of biomass or

waste, such as municipal waste, whichis converted into syngas. The syngas isthen subjected to Fischer-Tropsch syn-thesis reaction to form synthetic paraf-finic kerosene, sometimes called FT-SPK.The synthesis process in its essence issimilar to coal-to-liquid (CTL) or naturalgas-to-liquid (GTL) refining, and is sim-

ilarly capital-intensive. It requires large,complex refineries.

However, it has potential to reducecost in the future, Hoefnagles said,

though it requires large investments inresearch, development, demonstration,and deployment.

ASTM in a June 2014 press release an-nounced approval of a third type offuel, Renewable Synthesized Iso-Paraf-finic (SIP) aviation biofuel for use incommercial airplanes through its ASTMD7566 specification. This followed anannouncement by Amyris and Totalthat the companies are preparing tomarket a drop-in SIP jet fuel that con-tains up to 10% blends of farnesane, a

renewable biofuel that is made fromplant sugars and will be blended withpetroleum jet fuel. Amyris uses a propri-etary process for converting sugars intojet fuel, using a pathway they call DirectSugar to Hydrocarbon (DSHC). This willopen biofuel development in places likeBrazil, where Amyris is using sugarcaneor other plants with a high sugar con-tent, such as sugar beets.

Future Projects and TechnologyThere is only so much arable land

and fresh water to go around, saidMichael Lakeman, Regional Director ofBiofuel Strategy for Boeing CommercialAirplanes, in an interview withAerospace& Defense Technology. Its important tomake a paradigm shift in thinking aboutbiofuel production. Instead of viewingbiofuel as a food or fuel situation, de-velop new models where producing bio-fuel enables more food productionpro-ducing food and fuel.

A pilot project that Boeing is helpingto fund in the UAE is doing just that.Conducted by the Sustainable Bioenergy

Research Consortium (SBRC) at the Mas-dar Institute of Science and Technology,a program will evaluate the feasibility ofproducing biofuel using desert plantscalled halophytes. These are saltwater-tolerant and can be irrigated with seawa-ter. Other funding partners include Eti-had Airways and Honeywell UOP. SBRCresearch to date has found that entireshrub-like halophytes, such as salicornia,can be turned into a biofuel more effi-ciently than many others

The key to sustainability is to think

beyond jet fuel to integrate aviationbiofuel production into regional aqua-

This infographic from the Sustainable Bioenergy Research Consortium depicts the Integrated SeawaterEnergy and Agriculture System (ISEAS).

Salicornia is showing promise in sustainable aviation biofuel research at Masdar Institute of Science andTechnology in Abu Dhabi. (Boeing)

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Aerospace & Defense Technology, October 2014 23Free Info at http://info.hotims.com/49750-751

Propulsion: Energy Sources

culture, or fish farming, Lakeman said.Fish farms produce a lot of waste,

which is a real challenge.Typically, effluent from aquaculture

operations, when pumped back intonatural water bodies, causes pollutionor eutrification from algae blooms.With the system being developed in theUAE, fish waste is used as fertilizer togrow the halophytes. In the process itcleans the seawater, which is returnedto the ocean, Lakeman explained.

He admits there are challenges, includ-ing domesticating a wild plant for thefirst time. There is a lot of work, and we

know it is not a short-term win here. It'sa long-term play that could pay off big.

Sustainability TodayAn example of current biofuels distri-

bution is the company SkyNRG. Accord-ing to Sierk de Jong, a researcher withthe Copernicus Institute and part-timeemployee of SkyNRG, the company was

Etihad Airways conducted a 45-min demonstration flight on Jan. 18 with a Boeing 777-300ER powered inpart by the first sustainable aviation biofuel produced in the UAE.

If youre not using FRED Optical Engineering Software fromPhoton Engineering in your prototype design-build process then,frankly, youre wasting precious time.

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founded in 2009 as a joint venture withKLM, Spring Associates, and Argos Oil, a

downstream oil distributor. Its mission isto develop a market when there are noproducers or buyers of aviation biofuel.

Price remains a key obstacle thatSkyNRG has been tackling. De Jong de-

scribes the fuel from SkyNRG as Bio-SPK. In 2009, sustainable jet fuel was

twenty times more expensive than fossilkerosene," he said. "We have todaydriven it down to two or three times.

Even so, airlines are reluctant to payeven that. So, the price premium is co-

funded through corporate clients asso-ciated with KLM. Eventually, with

technology developments, I believe thatwe can drive down the price further,said de Jong.

Because its a specialty product," hecontinued, "there is currently very littlededicated sustainable jet fuel productioncapacity in the world. Creating scale iscrucial. So SkyNRGs main long-term ef-fort lies on increasing production capac-ity. The company is teaming up withgovernments, airlines, and airportsaround the world to create so calledBioPortsregional dedicated supply

chains to produce sustainable jet fuel.

Markets and InvestmentsBoth Boeings project with Masdar

and the SkyNRG joint venture confirmobservations from PwCs survey inApril 2014

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