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AIntro

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Welcome to

your Digital Edition of

Aerospace & DefenseTechnology

August 2015

➭

Intro

Cov

ToC

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A

www.aerod

efensetech

.com

Synthetic Vision Guidance Systems

The Conundrum of DO-254 Compliance and COTS IP

Big Data, Aircraft, and a Better Future

Unmanned Ground Vehicle Communications Relays

Supplement to NASA Tech Briefs

August 2015

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AIntro

www.aerod

efensetech

.com

Synthetic Vision Guidance Systems


Big Data, Aircraft, and a Better Future

Unmanned Ground Vehicle Communications Relays

Supplement to NASA Tech Briefs

August 2015

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AIntro

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2 Aerospace & Defense Technology, August 2015Free Info at http://info.hotims.com/55592-788

Aerospace & Defense Technology

ContentsFEATURES ________________________________________

4 Avionics/Displays4 Synthetic Vision Guidance Systems

12 Secure Networking12 The Conundrum of DO-254 Compliance and COTS IP

18 Aircraft: Commercial Programs18 Let the Good Times Continue to Roll

23 Manufacturing: Big Data & Lifecycle Management23 Big Data, Aircraft, and a Better Future

27 RF & Microwave Technology27 Unmanned Ground Vehicle Communications Relays32 System Generates and Simulates Skin-Echo Pulses for

Radar Testing

37 Tech Briefs37 Testing Multijunction Solar Cell Efficiency38 Thermal Response of Ultra-High Molecular Weight

Polyethylene Materials in a Flash Flame Test 40 Thermal Conductivity Measurement Setup for Low-

Temperature Characterization of Laser Materials42 Non-Destructive Damping Measurement for MEMS

Acceleration Switches

DEPARTMENTS ___________________________________

33 Technology Update44 Application Briefs46 New Products48 Advertisers Index

ON THE COVER ___________________________________

Data collection on Pratt & Whitney’s PW1524Gengine started before it began ground testing,and will continue long after. The massiveamounts of data collected are analyzed usingstatistical models and used to predictunplanned engine events that could cause adelay or flight interruption. To learn more, readthe feature article on page 23.

(Photo courtesy of Pratt & Whitney)

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4 www.aerodefensetech.com Aerospace & Defense Technology, August 2015

Synthetic Vision (SV) displaysreplace the pilot’s traditional2D primary flight display(PFD) with a 3D perspective

view display. The 3D SV perspective dis-play is rendered from an onboard ter-rain database, e.g., one derived from theEnhanced Ground Proximity WarningSystem (EGPWS) to create a virtual real-ity-like image. A comparison of a tradi-tional 2D PFD with a 3D SV PFD isshown in Figure 1.

The first OEM large aircraft SV displaywas certified on the Honeywell PrimusEpic® system by Gulfstream in January2008. The natural perspective colorized3D terrain offers an unmatched safetyenhancement in that it always presentsthe pilot with a clear and natural viewout the window even in degraded visi-bility conditions such as at night or dur-ing operations in inclement weather.

In addition to the 3D perspectiveterrain, obstacles, and runway envi-ronment, some certified SV displaysinclude advanced Head-Up Display(HUD) symbology, like the flight pathvector, to improve control precisionand energy management. An SV dis-play, with enhanced symbology, per-mits any typically trained pilot to flya more tightly coupled approach eas-ily and routinely, capable of achiev-ing an enhanced level of perform-ance. However, despite the improvedall-weather terrain and energy aware-ness, and enhanced pilot perform-ance provided by some of the new SVdisplays, certification of the SV sys-tems to date has afforded no opera-tional credit to incentivize operatorsoutside the business and general avia-tion community to equip with thenew technology.

NextGen and SESARUnder the FAA’s NextGen and Euro-

pean SESAR programs, the aviation au-thorities in the US and Europe are re-designing their airspace regulations,usage and rules to increase accessibilityto airports and increase landing fre-quencies under any weather conditions.However the ability to provide a consis-tent level of accessibility and safety isnot possible with the conventional air-borne avionics and limitations of someairport infrastructures.

For GPS Localizer Performance withVertical guidance (LPV) operations,specifically wide area augmentationsystem (WAAS) guidance, monitoringis provided by an entire system forNorth America, and is limited to a timeto alert (TTA) of false or misleading in-formation to 6.2 seconds limiting thedecision altitude (DA) of a CAT I stan-

Figure 1. A traditional PFD is shown on the left-hand side of the above figure. On the right, an updated high resolution large format display with million+ colorsprovides the pilot with enhanced situation awareness of the topography and runway environment along with improved energy management cues.

Synthetic Vision Guidance SystemsGiving 2D data a 3D perspective

Photo courtesy of Honeywell

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AIntro

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Avionics/Displays

dard operation to 200 ft. DA is the alti-tude at which a pilot must see outsidevisual references in order to continuethe approach to landing. If the DA onan approach is lowered, and aircraftand crew are appropriately equipped,airport accessibility and landing fre-quency is increased.

There is a proposal for a new SV Guid-ance System (SVGS) that will enable air-craft to get lower than standard on theILS and LPV approaches by solving theexisting integrity and accuracy prob-lems that are limiting operations. ThisSVGS system will change the perform-ance of the airplane and it is believedthat it will incentivize regional and airtransport aircraft operators and OEMsto equip with SV technology.

SVGS — A New Generation Displayand Guidance System

SVGS is a flight path vector (FPV)based SV PFD with additional pilot inthe loop control display elements andsystem monitors that is intended to en-able operations to lower than standardCAT I and LPV approach minimums at

reduced infrastructure airfields (e.g., re-duced lighting). SVGS is based uponpreviously certified Primus Epic® avion-ics architecture with a software updateto an existing Primus Epic SmartViewcertified display.

Honeywell’s SVGS system is calledSmartView Lower Minimums (SVLM).SVLM capabilities are based upon thedesign of the intuitive flight instrumentelements that address previously com-plex training issues by pilot task reduc-tion and increased pilot in the loopcontrol in combination with a new air-borne system monitoring for continuityof signal in space, CAT II level (or bet-ter) flight technical error, and new levelof position assurance by nature of theflight display design elements.

HUD Symbology Concepts and NextGen PFDs

The symbology design on SVLM in-tentionally adopts that of a HUD, andtakes advantage of a high resolution,large format, color display. The SVLMdisplay is a PFD that incorporates flightinstrument, flight guidance and a ter-

rain based attitude indicator using dataapproved in accordance with FAA DO-200A standards (Figure 2, left).

The HUD-like advanced flight instru-ment design symbology elements onthe SVLM display include an expandedpitch ladder, which is conformal withthe outside view; conformal FPV; and,conformal runway and airport symbols.

The FPV group symbology integratesmany previously separate control andperformance parameter elements thatthe pilot directly manipulates. Becausethe pilot is directly controlling path, theflying task becomes much easier. Be-cause this is done on a much expandedpitch ladder scale, precision is im-proved. The FPV and the associated ac-celeration cue provide the crew with anintuitive way to fly the aircraft andgreatly increase energy cues. They pro-vide direct control of the aircraft's paththrough space and a direct indication ofthe effects of altitude and thrust on air-craft speed. The SVLM FPV group is reg-istered with the (virtual) outside view.

The use of conformal symbologyprovides continuous knowledge of ob-

Figure 2. The integration between the Honeywell SVLM with FPV and runway approach symbology created in 2011 (left) based on Honeywell HUD2020 (right) cre-ated in 1996 providing the same functionality is shown above. LEFT: This screen capture is of an SVLM prototype installed in the company’s Gulfstream 450. Theapproach shown was an ILS to runway 01 at Albany International Airport New York (KALB). RIGHT: This photograph was taken through the HUD combiner of theprototype HUD2020 installed in a Cessna Citation III. This approach was an ILS to runway 30C at Williams Gateway Airport, Phoenix Arizona (KIWA).

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Avionics/Displays

jects in the real world. The runwaysymbol cue is a good example; it allowscontinual knowledge of the runway lo-cation even in low visibility condi-tions. The transition from instrumentflight to visual flight with a HUD orwith SVLM requires context switchingby the pilot, e.g., the pilot changesfrom the HUD symbology presentedon the combiner glass, and must lookbeyond the symbology to visual cuesin the natural world (note: sometimesit is a great challenge for the pilot tolook through cluttered HUD formats tothe far domain real world) or transi-tions from a head down SVLM PFD to ahead out frame of reference. However,SVLM along with most HUDS, providean aid in the form of conformal sym-bology that assist the pilots to prepareto visually acquire the runway whentransitioning from the instrument tovisual segment.

SVLM enhances existing SV featuresand ads features derived from HUDsymbology (but now with color!). SVLMis a flight path centered and FPV basedPFD flight instrument that provides ageographically correct terrain depictionattitude indicator with position assur-ance. In addition, it provides supple-mentary flight guidance during thefinal phase of the instrument approachsegment via runway approach indicator.In addition to the runway approach in-dicator, a geometric Precision ApproachPath Indicator (G-PAPI), flight path ref-erenced vertical deviation and confor-mal lateral deviation with crab symbolhave been added to the SV display (Fig-ure 3). SVLM symbology also includesapproach deviation arrowheads to alertthe pilot during excessive lateral or ver-tical deviation (not shown in Figure 3).These new features and symbology areadded to the PFD for the purpose of en-hanced topographic and energy aware-ness and to obtain operational credit forSmartView to fly to lower than standardCAT I minima.

New Approach MonitorsIn addition to the symbology en-

hancements previously described andreduced SBAS lateral and vertical in-tegrity limits, the heart of the SVLMsystem resides with the new monitors.

The new monitors had to be developedand added to the no operational creditversion of the SmartView PFD to affordthe integrity required for a lower thanstandard minimums operation and tomeet time to alert requirements thatare not currently supported by today’sCAT I or LPV approaches. The SVLMconcept contains five new monitorswhich are designed to alert the flightcrew when airplane position solutionsand database values are out of a prede-fined tolerance. The monitors are intro-duced as a result of a functional hazardassessment (FHA) that considered ef-fects of functional failures when mov-ing from a “no operational credit” SVPrimus Epic certification to a lowerthan standard CAT I ILS and LPV200approach. The five new monitors ofSVLM are:• Runway Data Integrity • Delta Position • Altitude • Virtual Inner Marker • Flight Technical Error

The runway data integrity monitorcompares two independent sources ofrunway information to enhance in-tegrity of the displayed runway.

The delta position monitor is a real-time position monitor that becomes ac-tive when the aircraft is stabilized onapproach, about 1000 ft above the run-way elevation, and it continues throughthe instrument segment to the ap-proach minimum. The design of thisnew monitor is based on CAT II time-to-alert requirements. It continuouslycompares the approach deviations fromthe instrument approach being flownwith a “reference approach”. The refer-ence approach is an idealized approachbased on the approach geometry andnavigation database values and its posi-tion is updated by an inertial referencesystem coasting algorithm.

The altitude monitor function pro-tects against GPS altitude errors and as-sociated LPV vertical deviations alongwith mis-set altimeters (pilot error orrapidly changing barometric pressure).It looks at the tracking of three inde-pendent altitude sources: GPS altitude,corrected barometric altitude, and radioaltitude plus the terrain database.

The virtual inner marker utilizes a con-cept of an artificial inner marker as a de-cision altitude monitor that enables theuse of a barometric decision altitude (DA)

Figure 3. Synthetic Vision display showing runway approach indicator, geometric Precision Approach PathIndicator, and flight path referenced vertical deviation and conformal lateral deviation.

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Avionics/Displays

for approaches with minimums belowstandard CAT 1 where radio altitude deci-sion height (DH) is normally used.

Flight technical error monitor willalert the crew when an excessive lateralor vertical deviation is present. Thismonitor activates when the system hasdetermined that the current position onILS or LPV approach is offset such that asafe landing cannot be made withoutexceptional piloting skill and withoutfull visual references available.

SVLM TestingFlight technical, system performance,

and human factors evaluations of SVLMwere conducted with FAA and EASA in2013. Eighteen participant pilots fromFAA, EASA and OEMs flew the SVLMfunctional system prototype. Flighttests were conducted using Honeywell’sFalcon 900EX EASy II test aircraft forsystem performance development andverification. Simulator testing to evalu-

ate low visibility transition to landingverification was conducted in Boeing’sM-Cab 777 simulator.

The test data demonstrated pilot per-formance well within CAT II approachcriteria and reduced pilot workloadthat enables either a manually flown ormonitored approach to lower thanstandard minimums with a level of sys-tem alerting and monitoring thatmeets and exceeds CAT II level ofsafety. In addition, the flight tests andsimulator evaluations demonstratedthat operations with an SVLM guid-ance PFD (head down display) facili-tated a successful transition from in-strument to visual segment andlanding at both 150ft DA with 1400ftRVR and 100ft DA with 1000ft RVR.The flight tests demonstrated that theSVLM system provides independentposition fixing and new monitoringsystems to the required level of in-tegrity, time to alert, and performance

for a lower than standard CAT I opera-tion with minimal crew training.

Next Steps Towards SVGS ApprovalRTCA SC213 federal advisory commit-

tee is in the final stages of completingminimum aviation performance stan-dards for an SVGS system. Upon comple-tion, it is predicted that FAA will in turnupdate airworthiness and certificationguidance and issue updated approachplates to permit lower than standardminimums on approved approaches withapproved SVGS equipment and crew. It ishoped that the approval process and pub-lication of approach plates will, in turn,provide the desired incentive of operatorsand specifically the airline industry toequip with the natural view 3D SV PFDs.

This ar t ic le was written by Thea Feyereisen, Engineer Fellow, AdvancedTechnology, Honeywell Aerospace(Phoenix, AZ). For more information, visithttp://info.hotims.com/55592-500.

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Atornado is blowing through aspecific area of the semicon-ductor market. The market forIntellectual Property (or IP,

also known as IP cores or IP blocks) isroughly $2.5B and growing at twice therate of the overall semiconductor mar-ket. As semiconductor platforms offer acontinually increasing silicon playingfield, designers are struggling to fully uti-lize the design real estate now availableto them. Traditional design techniquessimply can’t keep pace. This is where IPfits in. IP provides pre-designed buildingblocks that can be connected relativelyquickly and easily to create complex,custom semiconductor designs. Thus, IPis a critical bridge between designers’ cre-ative productivity and the markets’ everincreasing demands for cheaper, smaller,lighter, lower-power, more reliable, full-featured designs.

These winds of change are headingnow for the Aerospace and Defense(A&D) markets. All electronics marketsegments have been increasingly adopt-ing the use of IP as standard practice.Some segments, such as A&D, however,have been slower to do so. Safety concernis the key reason. As the trend towards IPusage has been accelerating, aerospaceregulators have been raising concernsthat have put the brakes on its use inavionics. Understanding why this is so re-

quires some knowledge of the airborneelectronics design standard, DO-254.

The RTCA/DO-254 document “De-sign Assurance Guidance for AirborneElectronic Hardware” was developedthroughout the 1990’s by a committeeof industry experts working under theguidance of the RTCA. The intent of thedocument is to ensure design safety byimposing a structured and rigorous de-velopment process to ensure that the re-sulting product will perform its in-tended function. This is what is meantby development assurance. The DO-254

development assurance process appliesto airborne electronics. With IP usesurging in other domains, more andmore avionics designers either are—orwould like to be—using IP to simplify,accelerate, and lower the cost of theavionics development process. Unfortu-nately, the typical commercial IP devel-opment process and business model donot easily lend themselves to DO-254compliance specifically, or design assur-ance in general.

So does IP really need to be compli-ant? After all, DO-254 itself says noth-

IP used in avionics systems is growing.


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Secure Avionics IP

ing about the use of IP. In fact, it barelyreferences FPGA and ASIC designs,which are the focus of how the policy isapplied today. This is not surprisinggiven that DO-254 was developed in the1990’s, when these types of deviceswere in their infancy and not yet com-monplace in the cautious aerospacemarket. But this highlights one of thekey challenges that regulators face –how to keep policy up to speed withtechnology advances. The case of IPhighlights this challenge.

In regulation and certification realms,IP is referred to as COTS IP. COTS, or“commercial off the shelf,” is added pre-sumably to emphasize that the IP is de-veloped outside of the scope or controlof the company developing the avionicsdesign, which is subject to DO-254 com-pliance. The DO-254 compliance chal-lenges arise primarily from the assumedlack of development assurance duringthe IP design process. These concernswith COTS IP are first mentioned inOrder 8110.105 (2008), an FAA policydocument that shapes how DO-254 isapplied to FPGAs. Order 8110.105 em-phasizes that COTS IP is indeed withinthe realm of DO-254 compliance. Order8110.105 does not however explain howto apply DO-254 to these functions.Similarly, in 2011, the European Avia-tion Safety Agency (EASA) released certi-

fication memo SWCEH-001 which cor-roborated the FAA position, and still didnot provide any specific guidance.

It wasn’t until October 2014 that theCAST organization (the certification au-thority software team, which is a groupof worldwide regulators who coordinatepositions on certification issues for soft-ware and hardware) published the firstreal position and guide for the use of IPin DO-254 programs in CAST 33. Thispaper, entitled “Compliance to RTCADO-254/ EUROCAE ED-80, ‘Design As-surance Guidance for Airborne Elec-tronic Hardware’, for COTS IntellectualProperty Used in Programmable LogicDevices and Application Specific Inte-grated Circuits,” makes it clear that DO-254 compliance is necessary for IP andalso describes how that may be achieved.While hard IP (that which is targeted foror implemented within a specific siliconpackage) has to abide by the latest guid-ance for COTS, soft IP (that which isavailable in source form and incorpo-rated with custom code during the devel-opment process) must demonstrate theappropriate development assurance. Inessence this means the IP has to be devel-oped to be DO-254 compliant or reverse-engineered to become so.

On the surface, this sounds simpleenough. An avionics engineer must buycompliant soft IP or get the source and

reverse engineer it with an appropriateDO-254 process. In reality, it isn’t sosimple. Let’s explore these options oneat a time.

First, very few commercial IP vendorshave developed DO-254 compliant IP.The investment is too high (due to theexpertise and process required) and thereturn too low (due to the small size ofthe avionics market). Second, even if acommercial IP vendor provides thesource code (which is somewhat un-usual since it violates the traditional IPbusiness model), the cost of obtainingthe source is typically high and reverseengineering it for DO-254 compliancewithout support from the vendor can benearly as difficult as just re-creating theIP function from scratch.

What then are the options? A marketvoid will always be filled by some cre-ative companies, and the beginnings ofthis are evident in the avionics IP mar-ket. A handful of avionics companiesare reselling some of their own internalIP, which presumably they’ve takenthrough DO-254 compliance for theirown programs. A few DO-254 compli-ant IP companies are emerging, devel-oping new IP following a DO-254process. An interesting hybrid businessmodel is also emerging, involving thepartnership of commercial IP providersand DO-254 consulting companies. Inthis situation, DO-254 experts takecommercial IP with a proven trackrecord and re-engineer it (with supportfrom the original engineers as needed)to be in compliance with the standard.This latter model offers the benefits ofstarting with a proven baseline of indus-try use for the IP, and leveraging the ex-pertise of a company well versed in DO-254 to work with that IP as needed tobring it up to full compliance for use ineven the most safety-critical designs.

So how can an avionics engineer findand leverage this IP? Finding it is easy. A

“Safe IP” is a library of DO-254 compliant IP

Policy evolution has led to IP compliance requirements.

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simple online search will yield sourcesfor DO-254 compliant IP. However, notall IP has the same process and creden-tials, and DO-254 compliance at theblock level does not equate to DO-254compliance at the device level (where itis expected and audited).

In order to leverage the use of DO-254 compliant IP, the avionics engi-neer should familiarize themselveswith CAST 33, which is geared prima-rily for the IP user. This documentguides the IP user through a series ofsteps to ensure that the DO-254 com-

pliance of the IP is adequate for its usein the design. The easiest IP to incorpo-rate is that in which the IP provider es-tablished a methodology for reuse ofthe compliance effort. It’s one thing tosay that an IP is compliant. It’s anotherto actually incorporate all the data andartifacts that demonstrate this into aDO-254 compliance package at the de-vice level that can stand up to stringentDO-254 audits.

Inherent trust is not a notion in DO-254. Compliant IP should come with adata package demonstrating that it hasbeen developed or reverse engineered incompliance with the standard. This pack-age provides evidence that the IP func-tion itself meets DO-254 objectives. Butthat function is a small piece of a largerdesign. So reuse of that compliance effortand filling in any compliance gaps at thedevice level is also a necessity. Vendors ofcompliant IP should additionally offersupport to help their IP users close thisvery vital gap in compliance.

IP use is here to stay and its use inavionics designs is certain to increase.But safety is paramount in airborne ap-plications, and this includes the func-tions provided by IP. The policy makershave made this clear in the evolution ofpolicy. Solutions are emerging to offereven this niche market IP solutions thatprovide the productivity gains designersare seeking and the design assurancecertification authorities are seeking. TheIP market tornado is yielding sunnierdays ahead for avionics.

This article was written by MichelleLange, Director of Sales and Marketing,Logicircuit, Inc. (Alpharetta, GA). For moreinformation, visit http://info.hotims.com/55592-501.


Secure Avionics IP

IP compliance data package requirements

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It is hard to imagine just how radi-cal the change in fortunes for theworld’s major commercial aero-space manufacturers has been in

the last few years. Just ten years ago thesmart money in aerospace pointed tothe defense sector as the best source offuture profitability. But just as this wasreaching a peak, the full impact of anear meltdown in global financial mar-kets brought home to Western govern-ments that defense budgets couldn’tjust keep on expanding and a new era ofmilitary program cuts began.

In contrast, in spite of the grim eco-nomic backdrop, global demand for airtravel just kept on growing. The steadyyear-on-year expansion of civil aviationin the Asia Pacific and Latin Americanregions, as well as in the Arabian Gulf,more than compensated for a slowdownin the ability of established Western air-lines to replace elderly jetliner fleetswith more fuel-efficient aircraft designs.

The turning point came as this decadeopened with a whole new generation ofcommercial aircraft programs, poweredby new, even more fuel-efficient engines.

The 15-20% improvements in fuel effi-ciency, combined with other cost reduc-tions relating to higher reliability, meantthat the bottom-line benefit for airlineswas too great to ignore.

Another major factor in airline growthhas been the rapid expansion of low-costairlines where new operators could startup business offering passengers cut-pricefares and the latest aircraft. It was a win-ning combination that was to shake upthe civil air transport industry. The out-come has been a surge in new orders ona scale that has never been seen before,with sales backlogs and deliveriesstretching ahead for seven or eight years.

That 70s Show UpWhen Airbus was created in the early

1970s it had one product, the wide-bodyA300B. In 1974 just one A300B was de-livered to an airline. After a very slowstart, the aircraft was improved and salesstarted to grow. A new long-range model,the A310, opened up new markets andpioneered twin-engine extended rangeoperations that are now the biggest sec-tor of the long-haul market sector.

By introducing advanced features,such as fly-by-wire flight controls, side-stick controllers, automatic flight enve-lope protection, two-crew operation,and glass cockpits, Airbus’s fortunes fi-nally took off in the 1980s and the

The Airbus 330-900neo (new engine option) will incorporate the latest-generation Rolls-Royce Trent 7000 engines with a 112-in diameter fan for a 10:1 bypassratio, more seats, and new cabin features, along with new Sharklet wingtip devices.

Let the Good Times Continue to RollThe booming international commercial aviation sector continues to be a bright light leading the future of the aerospace industry.

by Richard Gardner

An Airbus A350XWB for Singapore Airlines isshown under manufacture.

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Aerospace & Defense Technology, August 2015 19Free Info at http://info.hotims.com/55592-799

Aircraft: Commercial Programs

1000th delivery was achieved in 1993.By 2007, deliveries had risen to 5000. InMarch 2015, the 9000th Airbus was de-livered. In the meantime the sales back-log had risen to 6300 aircraft and thecompany was increasing production ofits best-selling A320 family toward amonthly output of 50 aircraft.

Continuous product improvementhas been the key to Airbus’s market suc-cess. The A300 and A310 established amodular wide-body product line thatfeatured a common fuselage width andcockpit and grew to include the moretechnically advanced A330 and A340.This pair offered a near-identical air-frame and wing but with the option ofeither two or four engines. The enor-mous increase in engine reliability andadded fuel economy saw the four-en-gine A340 dropped in favor of improvedversions of the A330.

Today the A330-200 and -300 are stillin great demand and now increased

weight versions are available, to bejoined in two years by the upgradedA330neo (new engine option) poweredby two new Rolls-Royce Trent 7000s,which feature improvements adoptedfrom the Trents developed for the Boe-ing 787 and Airbus A350XWB. The re-sulting A330-900 is aimed directly atchallenging the Boeing 787-8, and willbe in production alongside the all-new,

bigger A350XWB, which will also chal-lenge the Boeing 787-9 and 777 familyof wide-body jets.

It was originally planned that theA350XWB, with its advanced wing andfeaturing a higher content of compositematerials, would replace the A330, butdemand from existing customers withlarge A330 fleets encouraged Airbus to re-vamp the design, and with the new Trent

An Airbus A380 for Asiana Airlines is shown taking off.

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engines the A330neo is proving to bevery popular as its performance will keepit highly competitive well into the nextdecade. That does not seem to have hadany significant negative impact onA350XWB sales, however, and this latestAirbus entered airline service late in 2014.

Production of the A350XWB is ramp-ing up toward 10 each month to helpreduce the backlog of over 800 aircraftyet to be delivered. Using five develop-ment aircraft, the A350XWB programhas been a smooth one for Airbus, withonly minor delays regarding entry intoservices. The schedule called for this totake place in 2014 and it was achieved.

The popularity of the narrow bodyA320 family also shows no sign of slack-ening and new models continue toemerge. The earliest A320s are now 27years old and many long-time operatorsare replacing these models with the lat-est versions. Total sales of the standardA320 family have reached 7679 as ofthe end of April 2015. Improvements to

cabin arrangements have seen maxi-mum passenger capacity on the A320rise to 188 in a high-density configura-tion, designed for low-cost and charteroperations, and this is being adopted byEasyJet, which has recently taken deliv-ery of its 250th A320 family member.

The smaller A319 and larger A321cater to varying customer range andpayload requirements, allowing an opti-mized solution for their service routeneeds with high operational common-ality across the family.

The new A320neo models feature achoice of the latest generation CFMLEAP 1A or P&W Pure Power enginesand numerous other changes and im-provements. Compared to the earlierA320s, the neo models offer a 20% sav-ing in fuel burn per seat, lower noiseand emissions levels, double the pay-load and an additional 500-nmi rangeimprovement. Wingtip-mounted com-posite “sharklets” improve fuel con-sumption per passenger by up to 4%,

and can be retrofitted to existing A320sas well as featured on new deliveriesand neo models.

In January 2015 Airbus announcedthe launch of a long-range A321, whichwould offer 4000-nmi non-stop transat-lantic range capability, opening up newmarkets for the narrow-body jetlinerand a possible replacement for currentBoeing 757s.

The first PW1100G-powered develop-ment A320neo aircraft flew in Septem-ber 2014 and the first LEAP-1A-poweredA320neo just had its first flight this pastMay, yet already total sales havereached over 3620 from 60 customersand first deliveries are expected beforethe end of this year. Airbus has said itwill raise monthly production to 50 by2017 and may even take this up to 60 ifdemand continues at present levels.

Sales Go Up, Up, and AwayThe A380, the largest commercial jet-

liner in production, has been in the airfor ten years and to date 317 aircraft havebeen ordered and 159 delivered. Thehoped-for one-for-one replacement ofthe world’s jumbo-jet fleets hasn’t hap-pened, as most long-haul operators havechosen to replace the four-jet 747 withthe twinjet 777, the extended capacity777-300ER being particularly successful.However, on main-line routes that com-bine the need for high capacity and longrange, the Airbus A380 is in a class of itsown. The aircraft remains the only com-mercial jet with two full-length wide-body passenger cabins offering a hugerange of optional seat and class layouts.

Typically the A380 can carry 544 pas-sengers in a four-class layout (first, busi-ness, premium economy, and economy)but in an all-economy high-density lay-out it can carry up to 853 passengers. Theultra-spacious cabin interior allows air-lines to offer passengers more internalvolume than any other commercial jetand this can include lounge and bar areas,wider economy seats, and specialized first-class luxury facilities, including individualcabins and even bedroom suites.

With a range of up to 8200 nmi, forlong-haul passengers the comfort of theA380 has created a loyal following. Thelarge capacity has also brought downthe operating costs per seat-mile so that

Shown is the budget economy class interior of an Airbus A380 (top), and the premium economy class inte-rior (bottom).

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where traffic levels can justify such a bigaircraft, the A380 can be a generousprofit-maker for its operators. Withbuilt-in provision for a future capacitystretch, the A380 is well placed for theday when global air traffic will demandmore ultra-large jets to avoid saturationof airport facilities and air corridors. Inthis respect it is still ahead of its time.

Boeing, the other giant of the com-mercial aviation sector, has also beenclocking up record orders for its family

of jets. Last year it brought home 1432new sales, most contracts (1104 net)being for the legendary Boeing 737 fam-ily, now into its fourth-generation up-grade. Monthly production is runningin the high 40s and is planned to rise

even further as the company gears upfor the new re-engined 737 Max family,powered by CFM LEAP-1B powerplants.

The Max brings a 20% reduction infuel cost per seat and 40% noise foot-print reduction. Revised aerodynamics,

Airbus's 9000th delivery cumulative orders chart.The new 777X will build on the 777 and will include new engines, an all-new composite wing and will lever-age technologies from the 787 Dreamliner.

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with an extended tail cone and thick-ened rear fuselage plus new winglets,have reduced drag and together with thenew engines and cockpit (which still re-tains much commonality with Next Gen737s) offer yet another worthwhile up-grade to an aircraft that first emergedfrom the Boeing works in the 1960s. Therebirth success of this aircraft is astonish-ing. The latest 737 Max seems set to takeproduction well into the second 50 yearsof its history, making it the best-sellingcommercial jet ever.

Boeing's second most popular modelis the wide-body 777, which is being as-sembled at a rate of around eight eachmonth. Net orders for 283 were receivedduring 2014. The company needs tokeep new orders coming in for the nexttwo-three years to bridge the produc-tion gap until the 777-X enters flightdevelopment.

The 777-X will be powered by newGE9X engines and will feature an all-newlonger wing design with greatly en-hanced aerodynamics and raked outersections that can be folded on theground to allow compatibility with exist-ing airport stand facilities. It will be thelargest twin engine jetliner in service andEmirates Airlines showed its confidencein the new aircraft with an order for 150.

Many of the attractive cabin designfeatures of the Boeing 787 will be incor-porated including bigger windows andrevised useable cabin width offeringmore passenger space and seat layoutoptions. With the 787 well establishedin service and production flows increas-ing, the 737 Max coming forward as apriority program and a new 777-X en-tering the development phase, Boeingwill have a competitive and balancedfamily lineup to face Airbus in the com-ing decade.

The one unknown issue is whetherthe company will decide to add anothernew model in the 200-250 seat categoryto replace outgoing 757s and 767s. Theglobal market and business case for anall-new program is far from clear,though the company will be watchingAirbus closely to see if significant airlineinterest emerges for the long-rangeA321, which might become a default757 replacement if there is no rival Boe-ing product.

Artist’s rendering of the 737 MAX flight deck with four new large-format displays.

Boeing and Ryanair have finalized orders for 175 Next-Generation 737s.

Pictured here inside a paint hangar at Boeing Field in Seattle is the 7500th 737, which was manufacturedfor Malaysia-based Malindo Air.

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Aerospace & Defense Technology, August 2015 www.aerodefensetech.com 23

Manufacturing

The hype phrase today is “BigData.” It is a phrase MarkBünger, Research Director forLux Research, believes can have

a number of definitions depending onwho is doing the defining. Bünger wasthe lead analyst on a report that Luxpublished in April 2015 that surveyedboth the technology as it is today andhow various industries are adapting tothe opportunities—and perils—in tryingto exploit it.

Avoiding a precise definition in an in-terview with Aerospace & Defense Tech-nology, Bünger explained Big Data isabout raw data, databases, and speed.Companies now have access to a grow-ing number of sensors attached to infra-structure and assets, from oil derricks toaircraft engines. These sensors providevast volumes of data in high velocity.The data is variable—think spreadsheetsto Twitter tweets. A major finding of itsstudy is that, while information indus-tries like banking and media know howto derive benefit from vast data sets,there is risk for industries that Lux terms“material-centric.”

There is one material-centric industrythat is gaining advantage in collecting,storing, and using data vast enough toqualify as Big Data. “The aircraft industryis pretty far along and other industriesshould follow its lead,” he said.

This is especially true for engines overairframes, according to Bünger. “The [op-erating] conditions in engines are dy-

namic, with thousands of parameters,sometimes every millisecond. With air-frames, the data rate is lower becausedata is only interesting during takeoff,some during flight, and then landing.”

He also noted that it’s not just the datafor engines during flight that is worthtracking. Tools and parts in support ofmaintenance and repair operations arealso useful. These require more advanceddata capturing techniques, since the in-formation is less structured even whileusing them efficiently is important. Allof it becomes useful to the right com-pany that knows how to use it.

“Big Data is a technology that is goingto be very impactful for us,” said LarryVolz, Chief Information Officer and VicePresident for Pratt & Whitney. He toowas wary about putting a precise defini-tion on the term. ”It is more about usingthe information we already have fromour products and processes in a differentway, moving from a descriptive analyti-cal look at current information intobeing more predictive.”

Predictive analytics—predicting futurebehavior and actions—is really what it isall about, according to Volz.

Moving From Reacting to PredictingThe key to predictive analytics is mod-

eling all of that data statistically to gainnew insights. The challenge and oppor-tunity is in the nature of the data. Thedata store available to Pratt & Whitneytoday is indeed both vast and varied.

“We take data during manufacturingfrom our ERP/SAP system, we collectdata during the build and overhaul oper-ations, from customer service, our globalfield representatives, and warranty re-porting system. We combine that withdata from our on-wing engine healthmonitoring system, the Advanced Diag-nostics & Engine Management, orADEM,” Volz said.

He also stressed that the company hasall along been working with large datasets, such as simulation data used by de-sign engineers to predict engine poweroutput, NVH, and fuel burn. Now, by ap-plying statistical models, they extendpredictive capabilities to in-service use.He relates that they accurately predictunplanned engine events that couldcause a delay or interruption in a flight.

Big Data, Aircraft, and a Better FutureAircraft manufacturers are exploiting the opportunities thatcome with collecting the vast amount of data available, fromcustomer reports to engine exhaust temperatures. Why is itpotentially so useful? What are some of the best ways to use it?

by Bruce Morey

Mark Bunger from Lux Research notes that whilethe Velocity, Volume, and Variety definition of BigData works for companies in IT, finance, andmedia, a better practical concept for industries likeaircraft manufacturing and maintenance is aroundoperational realities.

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Manufacturing

Although there were pockets of usage,as Volz described it, in 2014 the com-pany decided to invest heavily with acompany-wide initiative, working withIBM. He believes that incorporating out-side expertise was important. “You needthat expertise in areas such as statisticaldata modeling that a company like oursdoes not necessarily possess,” he ex-plained. “We now have 90-95% confi-dence in the statistical models, based onour legacy fleet of engines.”

What does he view as the enablingtechnologies to make this true in 2015?“There is a convergence of three majorfactors,” he answered.

First is P&W’s prior investment in aglobal enterprise system that captures allof the product and process data needed.“That foundation is critical,” he said.Second is the vast increase in the indus-try’s high-speed computing infrastruc-ture that can store and process thesehuge data sets at what Volz describes as areasonable cost. Third is the ability todayto merge both synchronous and asyn-chronous data and use them in predic-tive models—not just tables of numbers(synchronous), but word documentsfrom customers and comments fromfield service representatives (asynchro-nous). “We can take sentiment data fromcustomers and roll that into our statisti-cal models,” he said.

P&W is expanding this predictive ana-lytic capability beyond engines. It willdeliver its eFAST on all of Bombardier’sCSeries aircraft systems to provide real-time monitoring of all critical aircraftsystems, not just engines. The eFAST sys-tem will be the infrastructure unit usedto perform data transmissions from theCSeries aircraft’s onboard Health Man-agement Unit to the ground.

Aircraft Industry on the CuspIBM, Pratt & Whitney’s partner in ex-

panding its monitoring and predictiveanalytic capabilities, certainly sees a fu-ture in the field. IBM has invested morethan $30 billion to build its capabilitiesin using data better. The investments in-

clude R&D, more than 30 acquisitions,and new business units for Analytics,Watson, and Internet of Things (IOT).But a focus on the data itself, however“big” it might be, is not the primary focusof its efforts, according to Jerry Kurtz,North America Leader, Big Data & Analyt-ics at IBM Global Business Services.

“The focus of our energy is making useof all available data, internal or external,structured or unstructured, to provide in-sights not available before,” he ex-plained. “It is all about moving beyondthe past and present by predicting the fu-ture. We want to help companies likePratt & Whitney predict problems beforethey happen.”

His experience with companies likePratt & Whitney among many others ledhim to stress three important fundamen-tals that companies need to address ingetting value from predictive analytics:business capability, information founda-tion, and organizational governance.“Business capability is about identifyingspecific use cases that provide specificvalue, such as the case with Pratt &Whitney predicting future engineevents” through modeling, he explained.

Information foundation is the invest-ment needed to make the right data ac-cessible to provide useful predictions. “This is more expensive and actuallyprovides less actual value than develop-ing a specific use case, but it is re-quired,” he remarked.

Pratt & Whitney plans to capture 50 times moredata on its newest engines, such as the geared tur-bofan PurePower PW1100G-JM engine shown here,compared to previous models.

On May 12, 2015, Pratt & Whitney announced it was delivering its eFAST to facilitate remote troubleshoot-ing on all of Bombardier’s CSeries aircraft systems.

According to Larry Volz, CIO and VP for Pratt &Whitney, predictive analytics is what big data is all about.

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Finally, he also stressed the third fac-tor—an organization ready to move intoa new world of predictive, prescriptive,and cognitive use of data. Questionsaround positions and roles need to beanswered. “What is the role of the CIOor Chief Data Officer? Does the organi-zation need new skills? Do you insource,outsource, or co-source these capabili-ties?” he asked rhetorically.

He also believes that the aircraft in-dustry, more than some, is ready to sig-nificantly expand its capabilitiesquickly. If industries like finance, insur-ance, and banking have significantlymoved up a capability curve in takingadvantage of analytics, aircraft will fol-low quickly. Why?

“They have spent the last fewdecades getting their house in order inbasic transactions,” he explained. Thismeans installing the latest generationof ERP as well as getting structuredprocesses and data in place. “This is re-


Manufacturing

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The Advanced Engineering UK 2015 group of events

Join us where the UK advancedengineering sectors come together4th - 5th November, NEC Birmingham UKOnce again, the Advanced Engineering UK group of events brings together OEMs, primesand all supply chain tiers, to meet and do business across some of the UK's highest-growthadvanced engineering sectors. Whether attending as an exhibitor or a visitor, each of theco locating advanced engineering shows provides you with a business forum and supplychain showcase within its own sector, and those of its co-locating sister events.

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Manufacturing

ally hard to do, but most companies [inaircraft manufacturing] are beyond thatnow,” he said, making them ready toexploit data effectively for predictingand anticipating future events ratherthan reacting to events as they occur.The future will include tying thisknowledge back into future designs,making a closed-loop system.

“I have seen fads in my 25-year career,and this is no fad,” said Kurtz. “Every-body in aerospace is dipping their toesin the water. Everyone in aerospacemanufacturing is working with us (orothers) on some number of projects.”

He thinks that in just a few years com-panies will have scalable, on-demand,cloud-based solutions with hundreds ofmodels running in production, withpredictive dashboards helping managersnot only understand how engines or air-craft are currently operating, but how tointervene best to keep them that way forthe future.

The three pillars of developing a predictive analytical capability are equally important, according to IBM.

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The need for a high-bandwidthcommunication link to carrymultiple video channels froma mobile robot (unmanned

ground vehicle, or UGV) back to a con-trol station requires using high-fre-quency RF communication links. Theselinks are mostly line-of-sight, often lim-iting the flexibility of the robot’s move-ment. The Autonomous Mobile Com-munication Relays project demon stratedthe capability of autonomous slave ro-bots to provide communication-relayingcapability for a lead robot exploring anunknown environment.

Several generations of AutomaticallyDeployed Communication Relay(ADCR) systems led to a robot-mount-able Deployer module that deploysstatic relay nodes when and whereneeded. To meet specific in-theater re-quirements, the Manually DeployedCommunication Relay (MDCR) systemwas developed. A fourth-generationADCR system was developed in 2013 toautomate the deployment of thesefielded and proven MDCR relay nodes.

Radio Frequency PrinciplesOne of the common weaknesses in

other relay systems that causes them to

fail in field tests is the use of high-gainantennas. While high-gain antennasmay seem desirable for range extension,without the use of an electronic ampli-fier, this gain can only be achieved byfocusing the radiation pattern.

For a relay system to be versatile andwork well in various environments,low-gain antennas are generally best.Low-gain omnidirectional antennasshould be used for a relay system to beversatile and able to work in a wide va-riety of environments with no a-prioriterrain and placement information.

The height of the relay-node antennawhen placed on the ground must beequal to or greater than the height of theantenna on the robot. Otherwise, thedeployed relay node with a lower an-tenna would encounter lower receivedsignal strength than the robot, andmight be unable to join the network.When two nodes are in close proximity,the receiver front end of one node tendsto get saturated by the strong signalemitted by the nearby node’s transmit-ter. This may lead to mutual jamming sothat neither can enter the network. Thisoften means that only one node shouldbe on at a time while being transportedby the robot.

MDCR relays and end-point radiosuse standard half-wave dipoles with 2.1-dBi gain. Active MDCR nodes (operat-ing at 4.9 GHz) must be kept at least ap-proximately 1 m (40”) from each otherto ensure no mutual jamming. For thisreason, in the first- and second-genera-tion ADCR systems, only one stowednode inside the Deployer module wasactive at any given time. The system en-sured that the active node had success-fully joined the network before deploy-ing it and activating the next node inthe Deployer module. In the MDCR de-sign, both relay nodes had to be activewhile being carried by the robot. Plac-ing the two nodes on a level tabletop atthe same distance apart prevented themfrom entering the network.

Input filtering is the best defenseagainst unintentional radio frequency(RF) jamming to preserve the link be-tween the operator control unit (OCU)and the robot. A commercial bandpassfilter was used on the OCU-side MDCRend-point radio to mitigate jamming is-sues. The center frequency and band-width of the bandpass filter were cho-sen to match the relay network’sfrequency characteristics. The bandpassfilter helps to attenuate the noise out-

Unmanned Ground VehicleCommunications Relays

Figure 1. First-generation ADCR system on an iRobot® PackBot®.

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AIntro

side the frequency band of interest, improving the overall sig-nal-to-noise ratio of the received signal.

Wireless NetworkingThe high throughput required to transfer multiple streams

of video data from a remotely controlled vehicle (often outfit-ted with multiple cameras) limits the practical number ofrelay nodes in the data route. This limit is about three for802.11g wireless networks. Techniques for increasing thislimit include reducing the video resolution, eliminating thecolor component, or using multi-frequency radios.

Due to the delay incurred in establishing a new route, theconstant switching between two routes could bring the net-work to a halt. One way to prevent this is to use some measureof hysteresis and “good enough” metrics so that a new routeis not selected as long as the current route can still carry therequired network traffic.

The required throughput, type of data, mesh topology,and the data usage determine the maximum number of relaynodes that can be used in a data-traffic route. Problems withremotely controlling the vehicle in real time begin to appearafter three relays are present in a linear route. This can bemitigated by reducing video resolution, number of cameras,and/or dropping color information from the video stream.Another solution is to use dual-frequency radios to allow si-


RF & Microwave Technology

Figure 2. Second-generation ADCR system on an iRobot® PackBot®.

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Aerospace & Defense Technology, August 2015

What’s On

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multaneous transmission and reception of data at eachnode, increasing the overall throughput capacity of themesh network.

Antenna DeploymentSeveral key attributes are desired in a relay-node antenna

mast deployed from a UGV. Appropriate antenna height isconsidered critical. Additionally, resistance to impact loadsand durability are also very important. Deployment of therelay node may be while the UGV is in motion and may in-clude a freefall to the ground. For this reason, the relay nodeand antenna must be constructed to mitigate the destructiveeffects of ground impact. An antenna mast can be constructedto withstand the impacts or stowed within an outer shell thatprotects it until after the node has been placed. The antennacan then be deployed.

Deployable antenna masts are usually more complex becausethey need to transform from a compact shape inside the relaynode enclosure into a long, straight, vertically oriented mast.Many different concepts of deployable antenna were examinedto understand their utility. Nine types of antenna masts wereanalyzed, and of these designs, the spring-hinge and spring-steel foldable masts are most suitable for relay nodes to be de-ployed from moving unmanned ground vehicles.

A spring-hinge antenna mast is made of three aluminumlinks, a radiating element, and four spring hinges. The mast isfolded and stored in a cavity in the relay node for protectionuntil the relay node has come to rest on the ground surface.This type of antenna mast proved effective for deploymentfrom vehicles the size of an iBot® Packbot® UGV. The antennamast was approximately 18” tall and could be folded into arelay node less than 8" long. This design could be scaled tolarger systems. The relay enclosure protected the antenna ef-fectively before mast deployment. However, the complexity ofthe mast reduced its durability.

A spring-loaded linear telescoping mast with stacked linkswas developed as a conceptual prototype. It was very com-

Figure 3. Fourth-generation ADCR system on an iRobot® PackBot®.

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AIntro

pact, but also very complex and proneto jamming. A spring-steel foldable an-tenna was used with the MDCR sys-tem. The antenna mast is rugged andflexible; it can be bent 180° at onepoint and still return to its original po-sition. It is constructed from two longstrips of spring steel, each with aparenthesis-shaped cross section (simi-lar to a tape measure). The two piecesof spring steel are held together withan outer sheath, and the coaxial cablefor the antenna runs between thepieces of spring steel. This type of an-tenna mast, designed for use withUGVs, is rugged, reliable, and can beconfigured to reach a beneficial height.

Relay Node DeploymentA relay-node enclosure contains the

radio, battery, and electronics, and pro-vides for antenna deployment. It mustalso be designed to meet the shock, vi-bration, ultraviolet, thermal, andingress protection requirements of theapplication. Interface requirements mayalso need to be considered, such asrecharging, power switch, battery level,relay retrieval, remote power toggling,and channel selection.

The robot carries a Deployer modulethat contains the relay nodes to be de-ployed. Since a relay node takes a finiteamount of time to fully boot and enterthe network, it is of utmost importanceto have a relay node that is fully bootedand in the network before deploymentis needed. This prevents any networkinterruptions because of deployment.

All deployment systems require amethod for placing the relay node onthe ground. The first-generation ADCRsystem (Figure 1) used a compressionspring-loaded mechanism. The second-generation ADCR system (Figure 2) useda constant-force spring-loaded mecha-nism. MDCR used a fork with magnetsto hold the relay node securely, with thenode placement accomplished by therobot flippers. Finally, the fourth-gener-ation ADCR (Figure 3) used a motorizedforked carrier with magnets to place therelays. Many other methods are con-ceivable, such as dropping the relaysout of the bottom of a Deployer usinggravity. The spring-loaded designs hadthe benefit of allowing relays to be

closely packed into a small space on topof the robot. Shock isolation is an im-portant consideration when designing arelay node that will be dropped from afast-moving UGV or from a consider-able height. For this reason, internalelectronics may need to be mounted onshock and vibration isolators.

An Ethernet link is normally used tocommunicate between the robot andthe relay-deployment module it carries;however, Ethernet is not a strict require-ment. If the robot is one of the olderanalog systems, then a video/audiocodec board can be used to convert theanalog signals to Internet Protocol (IP)Ethernet data.

One of the common issues with ini-tial prototype systems was that therobot and OCU needed to be reconfig-ured for every test. This was an un-friendly, unreliable, and time-consum-ing process. Additionally, this isunacceptable for a system to be fielded.

The systems had to be plug-and-playable, with no configuration neededon the target robot or OCU. This starteda search of various technologies to makeconnecting the robot and OCU over amesh simpler, and resulted in the use ofVPN technology, specifically, OpenVPN.This technology provides a wrapperaround the network messages, provid-ing a plug-and-play solution. The radiosdo not need to know which robot orOCU generates or receives the trafficdata; hence, no robot or OCU configu-ration is needed. The drawback, how-ever, is that data generated by one radiocan only be received by the other in thepair, while the intermediate relay nodescan be any compatible mesh node.

This article was written by Hoa Nguyen,Narek Pezeshkian, Aaron Burmeister, andAbraham Hart of Space and Naval WarfareSystems Center Pacific (SSC Pacific), SanDiego, CA. For more information, visithttp://info.hotims.com/55592-541.

Aerospace & Defense Technology, August 2015 31

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System Generates and Simulates Skin-Echo Pulses for Radar Testing

One of the methods for radar testingis the simulation of an environ-

ment where there are dynamic or staticobjects that are scanned by the radarunder test. In particular, simulation im-plemented by MPG Instruments (Rome,Italy) generates skin-echo pulses com-ing from radar that transmits a definedpattern stream. The system simulates anobject in the scanning area of the radarand is hit by a pulse pattern stream. TheX-band radar must be tested at a fre-quency from 7 GHz to 12.5 GHz, and K-band between 12 GHz and 40 GHz.

Since the pulse pattern streams ofradar can be extremely different fromeach other in terms of pulse width, PRI,modulation on the pulse, and fre-quency of transmission, the simulationsystem must generate a scenario andtransmit skin-echo pulses that are cus-tomizable by operators.

The system simulates the presence ofan object within the coverage area ofthe radar under test. It can simulate ei-ther a static object or a dynamic object.If a static object is selected, the operatorcan set the distance of the object fromthe radar. The system hangs up the syn-chronization of the radar under testthrough the radar trigger output, whichindicates the time when the pulsesstream is transmitted, calculates theflight time of pulses, and transmits theskin-echo pulse back at the correct timeto simulate the presence of an object atthe distance specified by the operator. Ifa moving object has to be simulated,the operator can insert a completelycustomized trajectory of the object. Thesystem can accept a trajectory patterncomposed by the distance from theradar and time of the simulation. That

means the system will be able to simu-late objects either at constant or vari-able speed, with accelerations and de-celerations during the simulatedtrajectory. Once hooked on the triggerof the radar under test, the system willcalculate the flight time, apply the ap-propriate manipulation, and transmitthe skin-echo pulse back.

In developing this test system, criticalpoints were encountered. Performanceof radar under analysis is characterizedby high operating frequencies, com-bined with considerable bandwidths,and highly reduced frequency switch-ing time. To cover a wide range of appli-cations, the testing system can operateat a frequency between 10 MHz and 15GHz, and transmit pulses of 500 ns to10 μs, inside which the carrier can befurther modulated in accordance to adefined pattern, with a repetition fre-quency of 10 Hz to 1 kHz.

To achieve this target, the systemuses an NI PXIe-5646R vector signaltransceiver (VST) from National In-struments (Austin, TX) to generateand process signals in the intermedi-ate frequency (IF) band. The modu-lated signals are then sent to a rangeextender that executes up-conversionof the IF signal at higher frequencies,manages the frequency agility, andcontrols the phase coherency if re-quired (for example, in beam formingapplications). The range extender alsohas the task of generating a referencefrequency at 1200 MHz characterizedby extremely low phase noise. TheVST modulates it and sends it back tothe range extender.

The system features a LabVIEW inter-face that manages the simulation andcan configure the pulse stream (pulsewidth and PRI – Pulse Repetition Inter-val) and the configuration of the triggergenerator (if there is no way to accessthe radar trigger). The pulse is fully char-acterized by loading an I/Q data tablethat is then processed by the I/Q modu-lator; the software interface will alsoshow the modulation in the time do-main. The operator can choose betweena static or dynamic object, and can loada customizable trajectory to run.

During simulation, the trigger and theskin-echo pulses are depicted on thelower graph of the interface that movesaccording to time. If a dynamic objecthas been selected, a graph of the dis-tance against time will show the trajec-tory loaded by the user, and a red pin onthe trajectory will indicate the preciseposition of the object and its behavior(distance from radar and time from thebeginning of the simulation). The userwill then be able to pause the simulationto stop a moving object in real timewhile the simulation is still in progress.

The result is a system capable of gener-ating radio pulses with a resolution of 8ns, based on the sampling of the I/Q mod-ulator. It can then accurately characterizethe flight time with a sampling rate of 125MS/s that results in a spatial resolution of2.4 meters. The system can simulate amaximum radar coverage area of 400 km.

This article was written by MauroCortese of MPG Instruments. For more in-formation on NI equipment used in this ap-plication, visit http://info.hotims.com/55592-542.

Hardware used to implement the Radar TargetSimulator.

The LabVIEW interface for configuration, setup, and management of the simulation.

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Technology Update

Metal laser melting has made a suc-cessful leap from rapid prototyping

to an approved manufacturing technol-ogy, and the method is increasingly be-coming an option for companies in high-tech industries, according to Toolcraft.And now the German manufacturer hasteamed with Airbus APWorks to offer an-

other option for additive manufactur-ing—the Airbus subsidiary’s Scalmalloyhigh-performance aluminum powder.

“The cooperation between Toolcraftand Airbus APWorks has existed since thebeginning of this year and as of now weprocess Scalmalloy,” Christoph Hauck,Managing Director at Toolcraft, sharedwith Aerospace Engineering. Regardingchallenges using the material, Haucknoted that Scalmalloy is a completelynew alloy, so “the components need afully new development of parameters.”

Toolcraft also uses nickel and tita-nium alloys, stainless and tool steels, aswell as aluminum-silicon alloys in itsmetal laser melting process. Any mate-rial that is weldable can be processed.

Scalmalloy is described as a corrosion-resistant material with the specificstrength of titanium at a simultane-ously high ductility. It is more thantwice as strong as the aluminum-siliconpowder currently in use, according toToolcraft. These properties make thenew alloy ideally suited for high-perfor-mance applications in the aerospace,aviation, and automotive industries, aswell as for special machinery manufac-turing: “For example, highly durable

parts with extraordinary high-strengthproperties,” Hauck added.

Toolcraft continuously seeks to im-prove its procedures and to expand itsmaterial base, Hauck noted, so materi-als-procurement partners are essential.“The Airbus Group has produced a typeof powder that not only exhibits thepositive properties of aluminum, butalso very high strength with good elon-gation at break. Scalmalloy is thereforeunique in the market,” he said.

Scalmalloy is more expensive thanstandard aluminum alloys, accordingto Hauck: “There is no serial produc-tion of the material yet. The costs canbe compared with titanium powder.”

In the field of metal laser melting,Toolcraft provides a range of processesfrom engineering to additive manufac-turing and heat treatment to finishingby turning or milling, as well as finaltactical or optical measuring. It alsouses a system for nondestructive sur-face testing and meets the require-ments of the EN 9100 certificate foraerospace applications.

The cooperation with Airbus AP-Works—the technical consulting firmand production operation for additive

High-Strength Aluminum Powder Developed for Additive Manufacturing in Aerospace, Automotive

Scalmalloy from Airbus APWorks is a corrosion-resistant material with the specific strength of tita-nium at a simultaneously high ductility. It is morethan twice as strong as the aluminum-silicon pow-der currently in use.

The new alloy’s properties make it ideally suited for high-performance applica-tions in the aerospace, aviation, and automotive industries.

Toolcraft uses laser melting machines from Concept Laser that offer a work-space of 250 x 250 x 280 mm in the x, y, and z directions.

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Technology Update

Propulsion Performance Model for Efficient Supersonic Aircraft

For the design process of the class ofaircraft known as an efficient super-

sonic air vehicle (ESAV), particular at-tention must be paid to the propulsionsystem design as a whole including in-stallation effects integrated into a vehi-cle performance model. The propulsionsystem assumed for an ESAV consideredin a recent study done by OptimalFlight Sciences LLC and the Air ForceResearch Laboratory was a three-streamvariable cycle engine (VCE).

The importance of engine perform-ance on overall aircraft performance,even when using traditional perform-ance methods, is hard to overstate.The ability to capture airframe-propul-sion system interactions during air ve-hicle performance analysis promisesgreat insights into the air vehicle de-sign process.

Prevailing airframe-propulsion designmethods involve high-fidelity, single-discipline propulsion modeling trans-lated to a low-fidelity table format foran airframer's use in traditional per-formance modeling. The airframer maybe required to add installation effects tothis reduced engine model that are notcoupled to the propulsion model thatoriginally generated the table. This ap-proach is not sufficient for the inte-grated nature of propulsion systems en-visioned for future aircraft, including anESAV class.

When information is passed from theairframer to the engine manufacturer inthe early design stages, it is generallylimited to net thrust and thrust specificfuel consumption (TSFC) requirements

at some few points in a mission enve-lope. If an engine or engine core that al-ready exists will be used to power theaircraft program, the data passed to theengine manufacturer are scale factors ofthe above parameters.

It can be argued that a better aircraftsystem could be produced if a high-fi-delity interface between the enginemanufacturer and the airframer existedduring conceptual design stages. With-out this coupling, real physical interac-tions that are key to the eventual designthat might otherwise possibly be capi-talized on through design work will bemissed, and will of necessity be dealtwith later on costing money and usu-ally aircraft system performance.

In this study, a computational modelwas built with the Numerical Propul-sion System Simulation (NPSS) softwareto analyze the engine. This engine

model was based on the generic adap-tive turbine engine model developed atthe turbine engines division of theAFRL. Along with this variable cycleNPSS model, a three-ramp externalcompression inlet model meant for con-ceptual design was developed. Thismodel was used to capture inlet installa-tion effects, including those attributableto angle of attack changes at supersonicMach numbers.

Those models were integrated intothe Service ORiented Computing Envi-Ronment (SORCER), which enablesparallel execution of the installed NPSSmodel to rapidly evaluate a full flightenvelope. The SORCER-enabled NPSSmodel was used to produce an enginedeck with an expanded selection ofvariable-state parameters compared to astandard conceptual level engine deck.These parameters were the inlet angle

NPSS is a component-based object-oriented engine cycle simulator that is designed to perform many com-mon tasks related to a propulsion system. Shown is a three-stream variable cycle engine.

metal components at the AirbusGroup—strengthens the process chainthrough enhanced topology optimiza-tion of the design data. Componentscan be evaluated in advance, taking ad-vantage of the possibilities provided byadditive manufacturing for potential re-designs, parts consolidation, and weightreduction.

“The additive manufacturing processbuilds up a workpiece layer by layer, as

the laser melts the material concernedin powdered form,” Hauck explained.“The material is checked for differentproperties by different analytic tools.The design data for the manufacture ofthe piece is divided into cross sectionsand then formed on top of one anotherduring the melting process. The piece isthus literally built up in a ‘3D’ way.”

Four laser melting machines fromConcept Laser are in use. The machines

offer a workspace of 250 250 280mm in the x, y, and z directions. Theymelt down layers measuring 20-80 µmin thickness at a speed of 2-20 cm³/h de-pending on the material. The laser hasan output of 400 W.

The new Scalmalloy material is nowready for production applications,Hauck said.

Ryan Gehm

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AIntro

of attack, inlet flow bleed percentage,and flow holding percentage. This mul-tiparameter engine data was used toevaluate the performance of an ESAVsystem model. The results of the evalu-ation showed that the additional non-traditional variable parameters in-cluded in the engine deck aresignificant and are worthwhile to con-sider in aircraft design work.

A conceptual design level, three ramp,external compression inlet model wasconstructed and integrated with theGeneric Adaptive Turbine Engine(GATE) NPSS model. The inlet modelwas built using two-dimensional com-pressible flow equations, and it was ver-ified in that it agreed well with flow re-sults using the higher fidelity Euler code,CART3D. This inlet model and the para-meterization and wrapping of GATE tobe used in a multidisciplinary designand analysis optimization (MDAO) con-text is collectively called the MSTC-GATE installed propulsion model.(MSTC is the Multidisciplinary Science& Technology Center with AFRL.)

The inlet code was integrated withthe GATE model in NPSS for the pur-pose of being able to calculate the in-stalled propulsion multiparameter per-formance at the conceptual designlevel. The inlet model enabled the cal-culation of spillage drag using a physics-based approach. In addition, further ef-fects and parameters were exposed tothe aircraft design space including angleof attack effects and variable enginecomponent settings.

The MSTC-GATE model was incorpo-rated into the SORCER environment tofacilitate the coupling of physics betweendifferent aircraft disciplines and to makethe MSTC-GATE model computationallytractable for MDAO applications. There-fore, changes in one discipline can prop-agate into the whole aircraft system sothat all affected disciplinary analyses canbe properly updated. In this way, thecomplex physical effects that occur be-tween different aircraft subsystems canalso be accounted for, and possibly ex-ploited, during the conceptual designphase, such as coupling propulsion andaerodynamics disciplines.

This effort utilized SORCER to exerciseMSTC-GATE so as to study the effect of

aircraft angle of attack and varying theengine diffuser bleed percentage and theflow holding value on aircraft systemperformance. To understand the impactof these parameters, the engine was cou-pled to a supersonic-capable lambdawing planform aircraft. Different per-

formance methods that either utilize orfix various features of the MSTC-GATEengine model were evaluated. It wasfound that the impact of the features ex-plored in the study such as angle of at-tack linking, supersonic spillage drag,flow mismatch spillage drag, and VCE


Technology Update

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AIntro



Technology Update

For the purposes of this study, an ESAV was defined as a lambda wing conceptwith two identical engines. The inlets on this ESAV concept are not two-dimensional external compression inlets, but are representative only of theESAV configuration.

features with objective functions of TSFC minimization,spillage drag minimization, and SEP maximization all have ameasureable effect.

These extra parameters, beyond the traditional Mach num-ber and altitude mission envelopes, permit deeper insightsinto high-performance aircraft design by bringing more real-ism and physical effects earlier into the design processthrough multiparameter performance analysis. Conceptualdesign traditionally sets the majority of the eventual aircraftcost with the least amount of knowledge during the designprocess. This work has improved the situation by increasingthe level of knowledge available at this stage of the designprocess, thus ideally reducing the eventual cost of the finalaircraft and/or increasing the final system performance.

This investigation found that determining the optimaluse of a VCE is a multiobjective optimization problem thatis more complicated than the single objective problem envisioned.

Additionally, the potential to improve overall airframe-propulsion system level performance was demonstrated byshowing that increasing drag improved the engine opera-tional efficiency. This emphasized the importance of design-ing the propulsion system and airframe simultaneously forbest performance.

Finally, researchers showed how a VCE could be used to op-erate the same air vehicle for either maximum specific excesspower (SEP) or minimum mismatch spillage drag (only two ofthe many possible objectives). A standard aircraft performanceanalysis produces one SEP plot per air vehicle, whereas the mul-tiparameter performance method offers designers an expandedview of many different flight envelopes based on different ob-jectives for a complete picture of aircraft capability. These twoobjectives and their effect on the flight envelope were quanti-fied as an example.

This article is based on SAE International technical paper 2014-01-2133 by Darcy Allison, Optimal Flight Sciences LLC, and Edward Alyanak, Air Force Research Laboratory.

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Tech Briefs

The photovoltaic community iscloser than ever to achieving

ultra-high multijunction solar cell effi-ciencies (>50%). Subcells from III–Vcompound semiconductors are ap-proaching ideal Shockley–Queisser be-havior and emit significant radiationof photons with energies equal to orabove the optical bandgap becausenon-radiative recombination has beenminimized with advancedgrowth processes. The op-tical environment of asolar cell controls wherethe radiated photonsfrom a subcell are di-rected, and this greatly af-fects its efficiency. Thusthe optical design of mul-tijunction architectures iscrucial for maximizingperformance. To date,light trapping and radia-tive coupling have beeninvestigated as promisingoptical design strategies.Light trapping inhibitsthe radiative emission of asubcell in order to reducethe dark current and in-crease voltage.

This work investigateddifferent multijunction ar-chitectures to provide in-sight on how their opticalenvironments affect over-all efficiencies. A simplemodel was employed tounderstand how radiativecoupling between subcellswith back reflectors canimprove multijunctionperformance. This wascompared to the previ-ously assumed maximumefficiency case. For cellsthat do not utilize radia-tive coupling, decreases insubcell voltages and effi-ciencies for architecturesthat incorporate back re-

flectors on all subcells were analyti-cally derived and experimentally veri-fied. Increasing the radiative couplingbetween subcells enables these in-curred losses to be minimized. Finally,the effect of radiative coupling be-tween subcells with back reflectors forspectrum-splitting architectures wasdetermined, as well as the overall effi-ciencies for these devices.

Previous time-symmetric multijunc-tion architectures include the tradi-tional tandem stack, the air-gap tan-dem stack, and the selective reflectorstructure. In all of these structures,subcells are stacked in order of de-creasing bandgap such that the inci-dent spectrum is divided by above-bandgap absorption of the subcells.Both the traditional and airgap tan-

Schematics of various multijunction cell architectures. Solid arrows denote photons that are radiatively coupled from theblue subcell to the green subcell; dotted arrows denote radiatively emitted photons that are trapped in the same subcell.Structures (a) - (c) represent traditional multijunction architectures that have been studied previously. The selective reflec-tor structure (c) is the most efficient and has no radiative coupling. Structures (d) and (e) represent more novel spectrum-splitting architectures in which subcells are spatially separated from one another.

a) b) c)

TraditionalTandem Stack

Air GapTandem Stack

Selective Reflector

Prism

Mirr

or (R=1)

d) e)

Spectrum-Splittingvia External Optics

Polyhedral Specular Reflector (PSR)

Testing Multijunction Solar Cell EfficiencyDifferent architectures were tested to provide insight on how their optical environments affect overall efficiencies.

U.S. Department of Energy, Washington, DC

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Tech Briefs

Thermal Response of Ultra-High Molecular WeightPolyethylene (UHMWPE) Materials in a Flash Flame TestUHMWPE fabric and composite material, protected by a flame-resistant fabric outer layer, were tested in a flash flame environment to determine melting point.

Army Natick Soldier Research, Development and Engineering Center, Natick, Massachusetts

Testing was performed on Ultra-High Molecular Weight Polyethyl-

ene (UHMWPE) fabric and compositematerial in a flash flame environmentwhen protected by a flame-resistant(FR) fabric outer layer. UHMWPE ma-terial has excellent ballistic protectionproperties, but has generally not beenconsidered for ballistic protection gar-ments due to its low melting point.This research was conducted to deter-mine if UHMWPE materials could beconsidered for use in the recently de-veloped protective undergarment(PUG) if worn beneath an FR uniform.

UHMWPE fibers are manufacturedfrom solvent-based spinning pro -cesses, and have very high tensilestrength and stiffness. They also havelow density and are flexible. Theseproperties have made UHMWPE fibersbeneficial in ballistic protection appli-cations. UHMWPE fibers have a low Figure 1. The flash flame test conducted on the thermal test manikin.

dem stack structures can radiativelycouple between subcells, but the air-gap tandem stack can trap some of theradiative emission in the same subcelldue to the refractive index contrast atthe air–semiconductor interface onboth sides of each subcell. By contrast,the selective reflector structure doesnot have any radiative coupling.

The selective reflector has the samebenefit as a back reflector for a givensubcell, but it can also restrict radia-tive emission for the next subcell if thedifference between bandgaps, or spec-tral window, is small enough to reflectthe radiative emission of the next low-est subcell. The selective reflectorstructure is more efficient than thetandem stack structures for finitenumbers of subcells because the stronglight trapping benefit from the selec-tive reflector greatly outweighs the

benefits from radiative coupling in theother structures.

In the architectures studied here, lightis split and distributed onto a set of inde-pendently grown subcells either by anexternal optical element or by manipu-lating the packing of the subcells in thestructure. This work only considers time-symmetric structures to provide the bestcomparison to the other geometries.However, spectrum-splitting structurescan exceed the efficiencies of a selectivereflector structure if radiatively emittedlight can be coupled between subcellsthat have back reflectors. Because thisgeometry can recycle radiatively emittedphotons between subcells that have backreflectors, a higher conversion efficiencybeyond that in previously studiedgeometries was derived.

Analysis and experimental resultsshow the important role of radiative cou-

pling, and how spectral window and op-tical environment dictate the perform-ance of subcells in a multijunction cell.As the number of subcells increases, thephoton each subcell receives will de-crease, reducing the power it converts,and this dependence is exacerbatedwhen there is a lack of photon recyclingbetween subcells. However, if subcellscan radiatively couple into other sub-cells, this reduction is less significant.

This work was done by Carissa N. Eisler,Matthew T. Sheldon, and Harry A. Atwaterof the California Institute of Technology;and Ze’ev R. Abrams and Xiang Zhang ofLawrence Berkeley National Laboratory forthe U.S. Department of Energy. For moreinformation, download the TechnicalSupport Package (free white paper) atwww.aerodefensetech.com/tsp underthe Instrumentation category. DOE-0001

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Aerospace & Defense Technology, August 2015 www.aerodefensetech.com Free Info at http://info.hotims.com/55592-810

Tech Briefs

melting point at approximately 135 to150 °C. A concern with any thermo-plastic that has the potential for exposure to high heat or flame is themelting of the polymer into a liquidphase, which could allow the hot ma-terial and flames to spread by drippingor flowing. In the case of thermoplas-tic materials in garments, there is con-cern that melted material may causeeven more severe burn injuries bymelting and re-solidifying over areasof burnt skin.

Midscale and manikin flash flametests were conducted. Special garmentswere constructed for testing on thethermal manikin (Figure 1). TheUHMWPE materials were fabricatedinto undergarments consisting ofshorts and a vest. An outer layer of FRmaterial was fabricated into a coverallworn over the UHMWPE undergar-ments. The midscale flash flame testswere used for preliminary testing dur-ing design and fabrication of proto-type garments with UHMWPE materi-als and FR fabrics. These tests helpedguide the choice of materials and fab-rics by showing the response of thematerial configurations as they were

exposed to increasing durations offlash flame.

An instrumented manikin that meas-ures heat flux through 123 insulated cop-per slug calorimeters was used. The Armyspecifies a 4-s flame duration for testingcombat uniforms, and heat flux data arecollected for a total of 120 seconds. Theheat flux data are input into a skin burninjury model, which outputs a predictedburn injury level (severity and area).

The midscale test is a more efficientmeans than the manikin test to developan understanding between the relation-ship of heat input and material re-sponse (Figure 2). The UHMWPE fabricstested on the manikin were chosenbased on results of several initial roundsof midscale testing. The midscale test isconducted with the same basic testsetup as the instrumented manikin test,using a cylinder or flat panel test appa-ratus. All of the flash flame test appara-tuses used (for both midscale tests andthe manikin testing) were instrumentedwith copper slug calorimeters.

The midscale test results showedthat any direct flame on the UHMWPEmaterials will cause rapid disintegra-tion of the material. These materials

4.0Sec

LPG DataAcquisition

Figure 2. The midscale test setup.

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AIntro


Tech Briefs

Thermal Conductivity Measurement Setup for Low-Temperature Characterization of Laser MaterialsCryogenic lasers substantially increase the efficiency and power of existing room-temperature lasers.

Army Research Laboratory, Adelphi, Maryland

Operating lasers at cryogenic tem-peratures gained maturity only in

the mid-90s due mostly to the progressin transparent, laser-grade ceramicsand semiconductor pump sources. Themain limiting factors for power scalingof room-temperature solid-state lasersare thermal effects such as thermallensing, induced polarization losses,and fracture.

These detrimental thermal effects canbe substantially suppressed by cryo-genic cooling. The cryogenic tempera-tures modify the spectroscopic charac-teristics of the laser media. A possibleconcern is that the bandwidth of boththe emission and absorption of thecryogenic laser host may be reduceddown to less than 1 nm, introducingmore stringent requirements on linewidth and emission peak stability ofpumps. Fortunately, the recent progressin semiconductor pump sources, suchas development by industry of high-power spectrally narrowed diode lasers,

allows for the building of kW level cryo-genic solid-state lasers.

Although the cryogenic concept ismostly applicable to so-called low quantum defect lasers where the heat deposition is kept at the very minimum,this approach was used to develop adiode-pumped, cryogenically cooled 2.7-μm erbium (Er3+):yttria (Y2O3 ) ceramiclaser, operating on quasi-three-level tran-sitions. The approach demonstrated 14Wof continuous wave (CW) optical power,and nearly diffraction-limited output;this output was strictly pump-power-lim-ited. Nearly quantum defect (QD)-limited27.5% optical-to-optical slope efficiencywas largely achieved due to implementa-tion of a sufficiently narrowband high-power pump source — a surface-emittingdistributed feedback (SE-DFB) laser.

All of the above justifies the neces-sity of accurate thermal characteriza-tion of laser host materials at a widetemperature range from liquid heliumto room temperatures.

The figure shows the overall sche maticof the thermal conductivity measuringsetup, which was designed around twocopper plate fixtures that can be at-tached to the superstructure of a CTICryodyne cryogenic refrigerator. Theupper copper plate attaches directly tothe cryofridge assembly, while the lowerplate connects via four 6-32 nylon screwsattached from the bottom. The sample tobe measured gets sandwiched betweenthe two copper plates, with thin indiumlayers (~0.2 mm thick) ensuring goodthermal contact between the sample andthe copper. Accurate temperature read-ings are obtained using silicon diode sen-sors that have been indium-soldered tothe upper and lower copper plates nearthe sample contact area. The lower cop-per plate has a thick-film chip resistorsoldered to the bottom, which can gen-erate up to 100W of heating power. Aprogrammable power supply was used asthe electrical source for the lower heater.Not shown in the figure is an aluminum

must be shielded by an FR material toprevent direct exposure to flames orhigh heat flux. The cylindrical mid-scale test showed that one of theUHMWPE materials was shielded fromthe flame, but it became evident thatthe hot gasses were able to flow be-hind the material, causing increaseddamage to the UHMWPE layer under-neath. In the flat panel midscale test,this effect was prevented by clampingthe material around all edges of theflat panel. The flat panel provided themost control, and was used to test allof the layered material combinations.

A major difference between testingmaterials on the thermal manikin andthe midscale flat panel is the amount ofvariability in the heat flux over the test-ing surface, measured by different sen-sors at different locations in the same

test. The standard deviation in heat fluxcalibration tests on the manikin was atleast twice the standard deviation fromthe same test on the midscale flat panel.For the tests on the thermal manikin,this means the materials were exposedto heat flux in some areas that was sig-nificantly higher than the average,while significantly lower in others.

Undergarments of any kind reducedtransmitted heat flux and predictedburn injury. The heavier UHMWPE un-dergarments showed a greater reductionin transmitted heat flux, as would be ex-pected with any material.

In each of the six tests with theUHMWPE fabric undergarments onthe thermal test manikin, some dam-age was observed in the undergar-ments. This damage was a localized de-formation of the fabric, where some of

the material had solidified into a hard-ened plastic area.

As was expected, preliminary testingwith the vertical flame and midscaleflash flame testing showed that theUHMWPE fabric must be shielded fromdirect flames, or it will be rapidly de-stroyed and consumed. It may be possi-ble to incorporate UHMWPE materialsin a protective garment (such as thePUG) and still provide the FR perform-ance required to pass flash flamemanikin tests.

This work was done by John Fitek, Mar-garet Auerbach, Thomas Godfrey, MikeGrady, and Gary Proulx of the Army NatickSoldier RD&E Center. For more informa-tion, download the Technical SupportPackage (free white paper) at www.aerodefensetech.com/tsp under the Ma-terials & Coatings category. ARL-0180

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Aerospace & Defense Technology, August 2015 www.aerodefensetech.com Free Info at http://info.hotims.com/55592-805

Tech Briefs

(a) A schematic of the thermal conductivity measuring setup attached to the cryofridge assembly. Wireshave been omitted for clarity. (b) A picture of the finished setup fixtures with a sample in place. (c) Theentire thermal conductivity measuring station.

(c)

(b)(a)

Heater

Cryofridge Assembly

Upper Copper Plate

Lower Copper Plate

Temp.Sensors

Temp.SensorsSample

NylonScrews

Heater

intermediate heat shield that attaches tothe upper copper plate and enshroudsthe entire setup. This shield is necessaryto mitigate any radiative heat transferthat might occur between the sampleand the dewar tail of the cryofridge.

Thermal conductivity value is not ac-quired until the temperature at eachpoint of the sample is constant. A Lab-VIEW front panel was created for thethermal conductivity measuring pro-gram, which includes an example dataset further illustrating the flow of an ex-periment. First, the cryofridge is drivento the temperature at which the meas-urement will be made using an inde-pendent controller, and the tempera-

ture sensor readings above and belowthe sample are allowed to reach steady-state. Then, a power value is selected forthe lower heater in order to achieve asmall (5-6 K) temperature gradientacross the sample. The sample dimen-sions are then input into the LabVIEWprogram in order to properly calculatethermal conductivity.

The measured temperature range wasextended lower in these measurementsbecause of the overall reduced thermalconductivity (lower heat flux) intrinsicto these samples compared to YAG. Im-mediately apparent in the results for thisseries of samples is the trend that increas-ing the doping content leads to lower

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Tech Briefs

thermal conductivity. This phenomenonis attributed to an increase in phononscattering, which inherently followsfrom decreasing purity in the higher-doped samples. While there are no direct

comparisons for this series of samples,the values are comparable to similarrare-earth doped ceramics.

This work was done by Zachary D. Fleis-chman and Tigran Sanamyan of the Army

Research Laboratory. For more informa-tion, download the Technical SupportPackage (free white paper) at www.aerodefensetech.com/tsp under the Instrumentation category. ARL-0179

Non-Destructive Damping Measurement for MEMSAcceleration SwitchesDetermining damping coefficients is important for categorizing how each sensor or switch operates.

Army Research Laboratory, Adelphi, Maryland

Microelectromechanical systems(MEMS) three-axis acceleration

threshold sensors have been developedto measure acceleration threshold levelsusing voltage switching when thethreshold is reached. Switches with dif-ferent damping coefficients result in dif-ferent mechanical impedances and re-sponse times. Analytical and numericalmethods to model damping coefficientvalues based on empirical data areneeded to characterize three-axis accel-eration sensors; traditional methods use

the displacement of an underdampedsystem to calculate the damping ratio.

Mechanical switches are single-outputdevices that distinguish whether closureoccurs or not, and lack a transductionmechanism to turn acceleration into areadable displacement signal. A more in-ventive technique to analyze a closedswitch has been devised. A shock tableand vibration testing produces a deter-ministic acceleration input to close anacceleration switch, which has a definedswitch gap distance, and mathematical

fitting using these deterministic valuesallows one to determine damping coefficients. By using both an analyticalequation fit method and a numericaloptimization program, the damping co-efficients for MEMS three-axis thresholdacceleration sensors were calculatedfrom the results of the tests and designdimensions of the switches.

The two damping measurement tech-niques presented cover all dampingratio values: underdamped and over-damped systems. Damping characteri-

The linear shock machine. Four channels were used to measure each sensor, one at a time. Six JFTP sensors were attached to the mounting plate and moved athigh speeds into a cushion.

Piston Arm

TriggerAcceleration

Amplitude Dial

Cushion/Pad

DUT

AccelerometerAccelerometer

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Tech Briefs

zation will benefit end users by allowing a framework formodeling acceleration switch response in their application,and help them correctly choose a closure-acceleration valuefor the MEMS switch.

A linear shock table was used to test the sensors, allowingthe data acquisition device to plot acceleration and voltagechange over time. An open switch indicated little or no voltagedrop, but at switch closure, the short circuit caused a change involtage. The voltage was measured against time, and thechange in voltage corresponded to the g-force at the time ofswitch closure. The acceleration and voltage change was ana-lyzed with the system modeled as a mass with a spring anddamper in a second-order differential equation.

Two methods were developed that characterize the dampingratio for packaged MEMS acceleration switches. MEMS acceler-ation switches only provide a single point of information in anapplied acceleration field — when switch closure occurs. Thetwo methods discussed here are ways to measure dampingwhen switch closure is all that is known.

During an impact event, typically all modes are excited re-sulting in a superposition of modal displacements. During har-monic excitation, a particular mechanical mode can be excitedgenerating a very simple motion. Damping values determinedfrom harmonic excitation will be very specific to the mode,whereas damping values obtained from impact tests will begeneralized.

There were many different parts to the experimental systemsetup used to test the sensors, and two MATLAB programs werewritten to analyze the data. A linear shock table was used toproduce a high-impact shock (see figure). Four channels wereused to measure each sensor, one at a time. Six JFTP sensorswere attached to the mounting plate and moved at high speedsinto a cushion.

The harmonic excitation method used an inductive shakerwith accelerometer feedback control to hold a constant acceler-ation value through the sine sweeps. Data acquisition recordsthe time versus switch voltage data and correlates into frequencyversus switch voltage. Switch closure is indicated by a non-zerovoltage. MATLAB post-processing programs were developed tosort through each data set and obtain the relevant informationneeded to solve for damping and natural frequency.

The analytical method for calculating damping was too sen-sitive to input variations; the acceleration, closure time, and fre-quency produced impractical damping values when applied tothe equation. The numerical method proved to be a better wayof determining damping because the analytical method usedmany assumptions when solving the characteristic equation.

There is a general decreasing acceleration pattern over increasing closure time for both contacts. There are datapoints that show constant peak acceleration over differentclosure times. Similar patterns occur with damping as withacceleration.

This work was done by Ryan Knight and Evan Cheng of the ArmyResearch Laboratory. For more information, download theTechnical Support Package (free white paper) at www.aerodefensetech.com/tsp under the Mechanical & Fluid Systems category. ARL-0181

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Application Briefs

Tourniquet Training SystemCharles River Analytics Cambridge, MA617-491-3474www.cra.com

The Department of Defense recently awarded Charles RiverAnalytics, a developer of intelligent systems and robotic

platforms, a follow-on contract for Tourniquet Master Train-ing (TMT). The TMT course helps warfighters provide immedi-ate aid by halting the bleeding of soldiers' battlefield wounds.

Battlefield medical treatments have progressed significantlyin recent years and quick and proper use of tourniquets hassaved many lives. Unfortunately, traditional tourniquets orgauzes cannot treat some injuries, such as those in the ab-domen or pelvic areas. New types of junctional tourniquetshave been developed to treat injuries to those areas. The im-proved systems, however, require trained personnel who knowhow to apply the technology. The Tourniquet Master Trainingdeveloped by Charles River Analytics teaches, assesses, andprovides refresher lessons on the new devices, including theCombat Ready Clamp™ (CRoC), the Abdominal Aortic Junc-tional Tourniquet™ (AAJT), the Junctional Emergency Treat-ment Tool (JETT™), and the SAM® Junctional Tourniquet.

The scenario-based trainer includes a sensor-based systemlinked to a software-based virtual mentor. The software pro-vides initial assessment and feedback during training, as wellas a mobile instructor that provides refresher lessons. The TNT

is usable with multiple manikins and configurable for futuretourniquet technologies.

As the use of advanced tourniquets spread to non-militaryorganizations, the training may also be valuable to TacticalEmergency Medical Support providers, such as the FBI, SWATteams, and the Department of Homeland Security.

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Hybrid-Electric Military Motorcycle

Logos TechnologiesFairfax, VA 703-584-5725www.logostech.net

In partnership with the San Francisco, CA-based motorcyclemaker Alta Motors, Logos Technologies has received a Phase

II Small Business Innovation Research (SBIR) award from theDefense Advanced Research Projects Agency (DARPA) to con-tinue development of the SilentHawk military motorcycle.

When completed, the SilentHawk will allow small, distrib-uted military teams to move long distances quickly andstealthily across harsh enemy terrain. The prototype com-bines Alta’s existing RedShift MX electric motocross bike withthe quiet, multi-fueled hybrid-electric power system devel-oped by Logos Technologies.

The lightweight, single-track SilentHawk provides quiet,all-wheel drive capability at extended range. A field-swap-pable power system concept will allow the bike to be easilycustomized to satisfy various mission requirements.

During Phase I of the development, which began in Febru-ary 2014, Logos and Alta conducted extensive performancetesting on the RedShift MX in multiple terrains and ridingconditions. Using the data, Logos demonstrated the hybrid-

electric system's ability to meet a military motorcycle's off-road power requirements.

The result of Phase I was a preliminary design, supported bytesting and modeling. With most critical requirements of thesystem already demonstrated, the Logos-Alta team will pro-ceed with a Phase II program plan, with the goal of develop-ing and testing the first operational prototype in 18 months.


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Application Briefs

Electrocoat Primer SystemPPG IndustriesPittsburgh, PA412-434-3131www.ppgaerospace.com

PPG Industries’ aerospace coatings group has installed anelectrocoat primer system at the US Coast Guard Aviation

Logistics Center in Elizabeth City, North Carolina. The tech-nology, custom-designed to protect the facility's aerospaceparts, has reduced the time needed for primer application,processing, and full-cure.

Primers provide corrosion resistance to metal parts and en-hance topcoat adhesion. Electrocoating, also called electrodepo-sition coating and commonly referred to as e-coat, uses electricalcurrent to apply a coating to a conductive substrate submergedin a water-based paint bath. The process can be fully automated.

Unlike traditional, spray-applied primers, which createoverspray and nonuniform film thickness that result in lowerapplication efficiencies and higher coating weight, the PPGelectrocoating processes immerse components into a chrome-free primer, called Aerocron™. The water-based electrocoatprimer is attracted to the charged part, resulting in uniformfilm thickness, even in recessed and hidden areas. Only the

amount of primer needed is deposited onto the metal surface,minimizing the weight of the finished metal component.Parts are also rinsed and thermally cured to achieve final coat-ing properties. The e-coat process produces minimal waste be-cause rinses are returned back into the electrocoat bath.

PPG's resin and paste components are dispersed in water ina dip tank. The system also includes an immersion rinse tank,a spray rinse tank, a cure oven, and lab-related equipment.


Game-Based Naval Training

Office of Naval ResearchArlington, VA703-696-5031www.onr.navy.mil

To improve the ability to detect and defeat adversary radarsand anti-ship missiles, the Office of Naval Research (ONR)

partnered with the MIT’s Lincoln Laboratory and games ex-perts Metateq and PipeWorks Studios to develop Strike GroupDefender (SGD), a multiplayer training program.

The virtual environment tests and evaluates personnel insurface electronic warfare. The game exposes Navy planners,tacticians, and operators to different missiles and the bestways to counter them, either through electronic means (softkill) or with traditional firepower (hard kill). SGD is cloud-de-ployable and accessed through an Internet browser. No spe-cial hardware is required.

The experience begins with a screen depicting incomingthreats. In one example, a warning states a missile is 20 sec-onds from impact. The “missile matrix” gives users a rundownof several missiles, their locations, and how best to defeatthem. The game then offers specific recommendations, suchas using decoy flares to distract an infrared-tracking missilethat is not susceptible to radar jamming. After a session, thegame shows users the missiles that both hit and missed.

Operators can choose to play in a variety of modes includ-ing 1 vs. AI, 1 vs. 1 (asynchronous), 1 vs. 1 (live), and Force vs.

Force (live multi-player). The highest scores are awarded toplayers that achieve the best results with the least amount ofresources. Pre-built scenarios take new players through basicactions, and several “capstone” scenarios further test theirskills. Additionally, all scenarios are recorded, making everynew case available to the user community.

Threats are preprogrammed for the tutorials and test scenar-ios but include some randomization. Once players are in thefree play mode, and particularly live play modes, the threatsare determined by the opposing force, making them purelyrandom and unpredictable.


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AIntro


30 GHz and 35 GHz Microstrip IsolatorsTRAK Microwave (Tampa, FL) has announced two new Mi-

crostrip Isolators covering popular mm-wave frequencybands. Models T001110(29.6-30.6 GHz) andT001111 (34.5-35.5GHz)integrate ferrite circula-tor/isolator substrates onto printed circuit board(PCB) material providingfor a high performance,yet economical, solu-tion. Typical insertionloss is 0.8dB, return loss20dB, and isolation of20dB. These devices handle RF power levels consistent withT/R Module applications in phased array radar or SatComtracking antenna systems.

TRAK’s advanced in-house modeling and simulation capa-bility was leveraged to improve circuit matching into an inte-grated termination. These devices are constructed to accom-modate standard layouts, and scalable modeling techniquesallow for customized variations to meet exacting customerspecifications. Key features include smaller size, variable portlocations, and optimized electrical performance.


Compute Stick with WindowsMouser Electronics, Inc. (Mansfield, TX) is now shipping

the Intel® Compute Stick with Windows 8.1, a new genera-tion of computer from Intel Corp. The Compute Stick is a rev-olutionary new device that enables any screen with an HDMIinterface to become a fully functional personal computer. The

Compute Stick comes pre-installed with the Mi-crosoft® Windows® 8.1 op-erating system. The IntelCompute Stick is a fully-functional computer in apackage similar to a largeUSB stick.

The new Intel ComputeStick with Windows 8.1,available from Mouser Elec-

tronics, is powered by a 64bit 1.83GHz Intel® Atom™ Z3735FQuad-Core processor with 2Mbytes cache, integrated Intel HDgraphics, and multichannel digital audio. The Compute Stickplugs into any display that has an HDMI 1.4a interface. Net-working is achieved with onboard IEEE 802.11 b/g/n WiFi,and peripheral connectivity is available through the Blue-tooth 4.0 and USB 2.0 interfaces. Comes with 32GBytes ofeMMC Flash for user file storage, 2GBytes of RAM, and a freesix month subscription to McAfee Antivirus Plus. Flash userstorage is expandable for both versions through a microSDXCslot on the side of the device.


ARINC 429 XMC InterfaceGE Intelligent Plat-

forms (Huntsville,AL) recently an-nounced the RAR-XMC ARINC 429 HighDensity XMC Interface fordeployment on many single board computers. Designed forembedded, laboratory and simulator applications, the RAR-XMC supports maximum data throughput on all channelswhile providing onboard message scheduling, label filtering,multiple buffering options, receive message time-tagging anderror detection, and IRIG-B receiver (AM or DC/TTL) and gen-erator (DC/TTL).

Up to 16 transmit and 32 receive channels are available,with configurations supporting fixed and software-program-mable transmit/receive channels. Configurations with sup-port for ARINC 717 are optionally available. Dual-mode func-tionality supports either ARINC 717 HBP (Harvard Bi-Phase)or BPRZ (Bi-Polar Return to Zero) across a range of bit rate/sub-frame combinations. Included with the RAR-XMC is GE’s flex-ible, high-level, API (Application Programming Interface) sup-port for Windows® 7, Vista, XP, VxWorks® and Linux® KernelVersions 2.6 and 3.x.


Avionics Interface Computer Data Device Corporation (Bohemia, NY) has introduced

the Avionics Interface Computer (AIC), providing a scala-ble, programmable, and portable platform to develop andtest MIL-STD-1553 and ARINC 429 system applications viaan Ethernet network. The AIC features 2 PMC and 2 Mini-PCIe expansion sites, allowing users to select interfaceboards optimized for their specific application and connec-

tivity needs. An onboard Intel®

Atom™ E3845 Quad Core1.91GHz processor pro-

vides programmingflexibility and sim-plifies connectivityb y a u t o m a t i c a l l ybridging messages inreal-time between Eth-ernet, ARINC 429, and

MIL-STD-1553. The BU-67121WAIC also lowers the complexity and cost of many long dis-crete cables by locating the 1553/429 interfaces close to on-board electronics, and using the Ethernet interface to pro-vide network access and control from the test lab.

3 Modes of operation provide complete bridging capability.Remote Access allows easy access to 1553/429 connection viaEthernet network. Protocol Conversion allows users to createembedded software that seamlessly transfers data between1553, 429 and Ethernet interfaces. Standalone allows the AICto operate as a user programmable computer system.


New Products

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AIntro



COMSOL MULTIPHYSICS 5.1COMSOL redefined theengineering simulation mar-ket with the release of COM-SOL Multiphysics® softwareversion 5.1, featuring thenew and revolutionary

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S.I. Tech

Adaptive IF Relay XMCPentek, Inc., (Upper Saddle River, NJ) has introduced the

newest member of its Cobalt® line of XMCs (Switched Mez-zanine Cards). The Model 71624 dual channel, 34 signal,adaptive IF (Intermediate Frequency) relay XMC with a Vir-tex-6 FPGA accepts two IF analog input channels, modifiesup to 34 signals, and then delivers them to two analog IFoutputs. Any signal within each IF band can be independ-ently enabled or disabled, and changed in both frequencyand amplitude as it passes through the module.

The Model 71624 features 34 digital down converters(DDCs), each independently tunable across a 100 MHz input IFrange, handling signal bandwidths from 20 kHz up to 312 kHz.The DDCs deliver 34 baseband signals to the host computer, whichdetermines how each signal is dropped, replaced, or changed in amplitude and frequency. The modified signals are then combined and delivered as an analog IF output.

The Cobalt Model 71624 XMC is designed for commercial, rugged or conductioncooled operating environments. It is also available in several form factors, including3U and 6U VPX (52624/53624 & 57624/58624), 3U and 6U cPCI (72624/73624/74624), AMC (56624) and PCIe (78624).


Two-Stroke EnginesEwatt AeroSpace Company (Wuhan, China) has devel-

oped a new series of lightweight, powerful and reliabletwo-stroke engines for both UAV and light-manned air-craft. The engines are being designed and developed by air-craft engine designer Guido Polidoro in Ewatt’s new Euro-pean Engine Development Center in Piacenza Italy. Thenew Ewatt engine is designed to be modular, and expand-able into multi-cylinder versions to produce more horse-power. Each cylinder has 188cc displacement, developing22 horsepower at 7500 RPM, making the single-cylinder

version, at 7 kilograms, a powerful alternative to other engines on the market.The latest development involves two and four cylinder versions capable of pro-

ducing over 40 and 65 horsepower. These engines all use the same cylinders, pis-tons, rods and parts of the crankshaft to keep the cost of the engine productionmore affordable. There will also be a six-cylinder version developed to produce over80 horsepower and weighing only 34 kilograms.


Brushless DC Motors BEI Kimco Magnetics (Vista, CA) has developed new

frameless brushless DC motors in multiple designs for avariety of applications including robots and remotely pi-loted military vehicles. These new motors provide opera-tional efficiencies in excess of 90% by utilizing proprietarylow magnetic circuit design techniques to extend battery life.Other important features include a frameless motor design com-posed of two pieces a rotor and stator. This design makes it easy to integrate into acustomer’s existing assembly, minimizing the need for extra components and reduc-ing overall weight. Motors range up to 20" in O.D. with torques in excess of 50Nmand operational speeds beyond 70K rpm.



New Products

3D-PRINTING ASPACE VEHICLENASA 3D-printed about70 parts for its latestrover, which may one day help humans explorenear-Earth asteroids, oreven Mars. Read more in this free issue ofStratasys' INNOVATE magazine.

www.techbriefs.com/Innovate14

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Ad IndexFor free product literature, enter advertisers’ reader service num-bers at www.techbriefs.com/rs, or visit the Web site beneath theirad in this issue.

Reader ServiceCompany Number Page

ACCES I/O Products . . . . . . . . . . . . . . . . . .797 . . . . . . . . . . . .16

Adv. Engineering UK 2015 . . . . . . . . . . . .802 . . . . . . . . . . . .26

Advanced Circuits . . . . . . . . . . . . . . . . . . . .787 . . . . . . . . . . . . .1

Aurora Bearing Co. . . . . . . . . . . . . . . . . . .806 . . . . . . . . . . . .43

Bal Seal Engineering Co. . . . . . . . . . . . . . .812 . . . . . . . . . . . .31

C.R. Onsrud, Inc. . . . . . . . . . . . . . . . . . . . . .796 . . . . . . . . . . . .15

Coilcraft CPS . . . . . . . . . . . . . . . . . . . . . . . .789 . . . . . . . . . . . . .3

COMSOL, Inc. . . . . . . . . . . . . . . . . . . . .813, 817 . . . . .47, COV IV

Cosmotronic . . . . . . . . . . . . . . . . . . . . . . . .799 . . . . . . . . . . . .19

Crane Aerospace & Electronics . . . . . . . .788 . . . . . . . . . . . .02

CST of America, Inc. . . . . . . . . . . . . . . . . . .816 . . . . . . . .COV III

EMCOR Government Services . . . . . . . . .795 . . . . . . . . . . . .13

Hunter Products, Inc. . . . . . . . . . . . . . . . .808 . . . . . . . . . . . .36

Lyons Tool & Die Co. . . . . . . . . . . . . . . . . .805 . . . . . . . . . . . .41

Master Bond Inc. . . . . . . . . . . . . . . . . .807, 814 . . . . . . . .43, 47

Mini-Systems, Inc. . . . . . . . . . . . . . . . . . . . .803 . . . . . . . . . . . .28

MPL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .809 . . . . . . . . . . . .36

Phillips Screw Company . . . . . . . . . . . . . .793 . . . . . . . . . . . .10

Photon Engineering . . . . . . . . . . . . . . . . . .801 . . . . . . . . . . . .25

Proto Labs, Inc. . . . . . . . . . . . . . . . . . . . . . .792 . . . . . . . . . . . . .9

RTD Embedded Technologies, Inc. . . . . . .786 . . . . . . . .COV II

S.I. Tech . . . . . . . . . . . . . . . . . . . . . . . . . . . . .815 . . . . . . . . . . . .47

SAE International . . . . . . . . . . . . . . . . . . . .798 . . . . . . . . . . . .17

Siemens PLM Software . . . . . . . . . . . . . . .790 . . . . . . . . . . . . .5

Statek Corporation . . . . . . . . . . . . . . . . . . .810 . . . . . . . . . . . .39

Tech Briefs TV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30

Thermacore, Inc. . . . . . . . . . . . . . . . . . . . .800 . . . . . . . . . . . .21

Verisurf Software Inc. . . . . . . . . . . . . . . . . .811 . . . . . . . . . . . .35

VPT, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .791 . . . . . . . . . . . . .7

W.L. Gore & Associates . . . . . . . . . . . . . . .804 . . . . . . . . . . . .29

WOLF Advanced Technology Inc. . . . . . . .794 . . . . . . . . . . . . .11

Publisher . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Joseph T. PrambergerEditorial Director – TBMG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Linda L. BellEditorial Director – SAE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Kevin JostEditor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Bruce A. BennettManaging Editor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Jean L. BrogeManaging Editor, Tech Briefs TV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Kendra SmithAssociate Editor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Billy HurleyAssociate Editor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Ryan GehmProduction Manager . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Adam SantiagoAssistant Production Manager . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Kevin ColtrinariCreative Director . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Lois ErlacherDesigner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Bernadette TorresGlobal Field Sales Manager . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Marcie L. HinemanMarketing Director . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Debora RothwellMarketing Communications Manager . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Monica BondDigital Marketing Coordinator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Kaitlyn SommerAudience Development Director . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Marilyn SamuelsenAudience Development Coordinator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Stacey NelsonSubscription Changes/Cancellations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . [email protected]

TECH BRIEFS MEDIA GROUP, AN SAE INTERNATIONAL COMPANY261 Fifth Avenue, Suite 1901, New York, NY 10016(212) 490-3999 FAX (646) 829-0800Chief Executive Officer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Domenic A. MucchettiExecutive Vice-President . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Luke SchnirringTechnology Director . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Oliver RockwellSystems Administrator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Vlad GladounWeb Developer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Karina CarterDigital Media Manager . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Peter BonavitaDigital Media Assistants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Keith McKellar, Peter Weiland, Anel GuerreroDigital Media Audience Coordinator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Jamil BarrettCredit/Collection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Felecia LaheyAccounting/Human Resources Manager . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Sylvia BonillaAccounting Assistant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Martha SaundersOffice Manager . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Alfredo VasquezReceptionist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Elizabeth Brache-Torres

ADVERTISING ACCOUNT EXECUTIVESMA, NH, ME, VT, RI, Eastern Canada . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Ed Marecki . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Tatiana Marshall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(401) 351-0274CT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Stan Greenfield . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(203) 938-2418

NJ, PA, DE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .John Murray . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (973) 409-4685Southeast, TX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Ray Tompkins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(281) 313-1004NY, OH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Ryan Beckman . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(973) 409-4687

MI, IN, WI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Chris Kennedy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(847) 498-4520 ext. 3008MN, ND, SD, IL, KY, MO, KS, IA, NE, Central Canada . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Bob Casey . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(847) 223-5225Northwest, N. Calif., Western Canada Craig Pitcher (408) 778-0300

CO, UT, MT, WY, ID, NM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Tim Powers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(973) 409-4762S. Calif., AZ, NV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Tom Boris . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (949) 715-7779S.

Europe — Central & Eastern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Sven Anacker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49-202-27169-11Europe — Western . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Chris Shaw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44-1270-522130Hong Kong . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Mike Hay

852-2369-8788 ext. 11China . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Marco Chang . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86-21-6289-5533 ext.101Taiwan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Howard Lu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .886-4-2329-7318Integrated Media Consultants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Patrick Harvey . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (973) 409-4686 Angelo Danza (973) 874-0271 Scott Williams (973) 545-2464 Rick Rosenberg (973) 545-2565 Todd Holtz (973) 545-2566Corporate Accounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Terri Stange . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (847) 304-8151Reprints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Jill Kaletha . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(866) 879-9144, x168

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