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Welcome toyour Digital Edition ofAerospace & Defense

TechnologyOctober 2014

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Intro

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www.aerodefensetech.com

Submersion and Directed Flow CoolingTechnology for Military Applications

Avionics Heat Up, in a Good Way

Reaching the Benchmark in Secure Vehicle Software

Production of Satellite with First All-ElectricPropulsion System Advances

Supplement to NASA Tech Briefs

October 2014

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www.aerodefensetech.com

Submersion and Directed Flow CoolingTechnology for Military Applications

Avionics Heat Up, in a Good Way

Reaching the Benchmark in Secure Vehicle Software

Production of Satellite with First All-ElectricPropulsion System Advances

Supplement to NASA Tech Briefs

October 2014

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

Aerospace & Defense Technology

ContentsFEATURES ________________________________________

12 Unmanned Vehicles12 Reaching the Benchmark in Secure Unmanned Vehicle

Software

18 Thermal Management18 Submersion and Directed Flow Cooling Technology for Military

Applications

21 Propulsion: Energy Sources21 Flying on Vegetation

25 Avionics25 Avionics Heat Up, in a Good Way

30 RF & Microwave Technology30 Airborne Antenna Considerations for C-Band Telemetry

Systems34 Software-Designed System Improves Wireless Test Speed and

Coverage

36 Tech Briefs36 Developing and Validating Statistical Cyber Defenses37 Next-Generation Spectrometers for Rapid Analysis of Complex

Mixtures

38 Wireless Vital Signs Monitor for Trauma Patients39 Analysis of an In-Ear Dosimeter for a Single Hearing

Protection Device

DEPARTMENTS ___________________________________

4 What’s Online6 Application Briefs

41 Technology Update46 New Products48 Advertisers Index

ON THE COVER __________________

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

(Image courtesy of Boeing)

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

What’s Online

Top ProductsCable Installation Simulator

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

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

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

Surface MicrophonePCB Piezotronics’ surface microphone for R&D testing features

a low-profile design ideal for testing in confined spaces and windyenvironments. The low-profile (1/8-in height) microphone andsurface mount pad reduces the impact of undesired air pressure onthe microphone during the measurement process. Model 130B40is an all-in-one, prepolarized microphone and preamplifier com-bination with a water- and dust-resistant cover. Maximum dy-namic range allows measurements to 142 dB and a 32 dBA lownoise floor. More detail at http://articles.sae.org/13242.

Modeling DatabaseThree high-performance thermoplastics from Victrex have

been added to the Digimat-MX material and modeling data-base to accelerate the application development process whilehelping to minimize component weight and costs. The soft-ware suite from e-Xstream engineering offers data on VictrexPEEK 150CA30, Victrex PEEK 90HMF40, and Victrex PEEK150GL30. Victrex PEEK 150CA30 is typically used to replacemetals such as aluminum, titanium, and stainless steel. Moredetail at http://articles.sae.org/13284.

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

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

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

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

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

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

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

Chrysler engineers teased in late May. The automaker's firstproduction supercharged V8 uses a Lysholm-type twin-screwsupercharger supplied by IHI. The engine's high-output specrequired extensive upgrading of engine reciprocating compo-nents to handle the extra loads. Read more at http://articles.sae.org/13227.

New power steering concept uses variable displacementpump

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

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

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Application Briefs

Fully Autonomous UnmannedVehicles

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

Lockheed Martin, in collaboration with the U.S. Army TankAutomotive Research, Development and Engineering Cen-

ter (TARDEC), successfully conducted a fully autonomous re-supply, reconnaissance, surveillance and target-acquisitiondemonstration using its Squad Mission Support System(SMSS) unmanned ground vehicle, K-MAX unmanned heli-copter and Gyrocam optical sensor.

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

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

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

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

technology that can lift 6,000 pounds of cargo at sea level. Ca-pable of flying delivery missions day and night, K-MAX canreach remote locations without risking a life.

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

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

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

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

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Unmanned Demonstrator FlightControl SystemsNorth Atlantic IndustriesBohemia, NY631-567-1100www.naii.com

North Atlantic Industries (NAI) has been chosen by Lock-heed Martin Skunk Works® to provide navigation system

solutions for the Aerial Reconfigurable Embedded System(ARES) vertical takeoff and landing (VTOL) demonstrator. Ve-

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

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

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

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Application Briefs

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

Utilizing the 64EP3 6U VME single board computer withconfigurable multi-function I/O, combined with the U3 Pow-erPC Processor, ARES’ VMC is triple redundant and controls

actuators and various I/O for advancedautonomous flight control. The VMCalso communicates with the AIU, whichhas redundancy by using two AIUs inthe system.

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

Kevin Renshaw, Lockheed Martin Skunk Works senior princi-pal engineer for ARES. “ARES seeks to demonstrate several keytechnologies to achieve an operational VTOL system with amore compact footprint than those of conventional helicop-ters and couple this with higher cruise speeds.”


Autonomous Black Hawk Helicopter

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

Sikorsky Aircraft, a subsidiary of United Technologies Corp.,is developing its first product to feature Matrix™ Technol-

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

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

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

In collaboration with the U.S. Army, Sikorsky successfullydemonstrated the ability of a UH-60M Upgrade Optionally Pi-loted Black Hawk helicopter to conduct autonomous flightand autonomous cargo resupply demonstrations through itsMURAL Program earlier this year.

For the past year, Sikorsky has been working on advancinghelicopter autonomous flight with its Matrix Technology pro-gram. The Matrix test aircraft, SARA, has conducted continu-ous flight testing to increase capabilities, adding advancedperception flights to its latest phase of envelope expansion.

Sikorsky is also working on a project with the National Ro-botics Engineering Center (NREC) of Carnegie Mellon Univer-sity to demonstrate an autonomous delivery of an UnmannedGround Vehicle (UGV) by an Optionally Piloted Black Hawkhelicopter enabled with Matrix™ Technology. The UGV willsubsequently execute a mission to investigate a potentiallycontaminated area, while keeping human personnel out ofharm’s way. The project is an 18-month program sponsored bythe U.S. Army’s Tank Automotive Research, Development, andEngineering Center (TARDEC) through the Robotics Technol-ogy Consortium. The NREC-led “Extending the Reach of theWarfighter Through Robotics” effort launched in March andwill culminate with a final demonstration in September 2015.

(Copyright Sikorsky Aircraft Corporation. All rights reserved.)

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Application Briefs

The NREC is providing the UGV, a modified Land Tamer® all-terrain vehicle which uses key elements of several NREC world-class autonomy systems to support on-road and off-road au-tonomous exploration. The team of unmanned ground and airvehicles will autonomously survey sites with suspected chemi-cal, biological, radiological, or nuclear contamination.

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

significantly the capability, reliability and safety of flight forautonomous, optionally piloted, and piloted vertical take-offand landing (VTOL) aircraft. Matrix™ aims to give rotary andfixed wing VTOL aircraft a high level of system intelligenceneeded to complete complex missions with minimal humanoversight and at low altitudes where obstacles abound.


SRW RadioSystem

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

Thales Defense & Security,Inc. has been awarded an

Indefinite Delivery/IndefiniteQuantity (IDIQ) contract by theU.S. Army for its Soldier RadioWaveform Appliqué (SRW A)radio system: the AN/VRC 121Vehicle Integrated Power En-hanced Rifleman, or VIPER.

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

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

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


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Unmanned Vehicles

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

cessible. Embedded software is no excep-tion. Security researcher Barnaby Jackdemonstrated this in 2011 when he useda modified antenna and software to wire-lessly attack and take control ofMedtronic’s implantable insulin pumps.He demonstrated how such a pumpcould be commanded to release a fataldose of insulin. Obviously, that vulnera-bility puts dependent diabetics at risk.

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

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

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

It follows that security issues areoften an extra level of complexity toconsider in tandem with the adherence

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

What the Standards SuggestThere are two kinds of standards to

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

programming language subset (MISRA

written as safely and securely as possible There are many widely agreed princi-

ples when it comes to best practice forsoftware development, whether that soft-ware is required to be high integrity ornot. In the high-integrity markets,process standards originally designed forsafety-critical work provide a sound basisfor security-critical software too, providedthat security risk considerations replaceor supplement safety risk assessment.

This assertion is underlined by the Au-

tute’s recommendations. These suggestthe implementation of a Software Devel-opment Security Assessment by refer-ring to existing process standards suchas ISO 26262, and superimposing bestpractice security measures on them.

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

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

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

Building Security In Most software development focuses

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

Building secure software requiresadding security concepts to the quality-focused software development lifecycles

Reaching the Benchmark in SecureUnmanned Vehicle Software

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

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

EAL 1 Functionally tested

EAL 2 Structurally tested

EAL 3 Methodically tested and checked

EAL 4 Methodically designed, tested and checked

EAL 5 Semi-formally designed and tested

EAL 6 Semi-formally verified, designed and tested

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AIntro

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Unmanned Vehicles

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

Security must be addressed at allphases of the software developmentlifecycle, and team members need acommon understanding of the securitygoals for the project and the approachthat will be taken to do the work.

The starting point is an understand-ing of the security risks associated withthe domain of the software under devel-opment. This is determined by a secu-rity risk assessment, a process that en-sures the nature and impact of asecurity breach are assessed prior to de-ployment in order to identify the secu-

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

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

When translating requirements intodesign, it is prudent to consider securityrisk mitigation via architectural design.This can be in the choice of implement-

ing technologies or by inclusion of se-curity-oriented features, such as han-dling untrusted user interactions by val-idating inputs and/or the systemresponses by an independent processbefore they are passed on to the coreprocesses.

The most significant impact on build-ing secure code is the adoption of securecoding practices, including both staticand dynamic assurance measures. Thebiggest bang for the buck stems fromthe enforcement of secure coding rulesvia static analysis tools. With the intro-duction of security concepts into the re-quirements process, dynamic assurancevia security-focused testing is then usedto verify that security features havebeen implemented correctly.

Secure Software Through CodingStandards

In his book The CERT C Secure CodingStandard, Robert Seacord points out thatthere is currently no consensus on adefinition for the term “software secu-rity”. For the purposes of this article,the definition of “secure software” willfollow that provided by the US Depart-ment of Homeland Security (DHS) Soft-ware Assurance initiative in Enhancingthe Development Life Cycle to Produce Se-cure Software: A Reference Guidebook onSoftware Assurance. They maintain thatsoftware, to be considered secure, mustexhibit three properties:1. Dependability - Software that exe-

cutes predictably and operates cor-rectly under all conditions.

2. Trustworthiness - Software that con-tains few, if any, exploitable vulnera-bilities or weaknesses that can beused to subvert or sabotage the soft-ware’s dependability.

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

nerabilities, including coding errors, con-figuration errors, architectural and designflaws. However, most vulnerabilities resultfrom coding errors. In a 2004 review ofthe National Vulnerabilities Database for

Figure 2. Secure Coding in the Iterative Lifecycle.

Figure 1. Building secure code by eliminating known weaknesses.

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AIntro

their paper “Can Source Code AuditingSoftware Identify Common Vulnerabili-ties and Be Used to Evaluate Software Se-curity?” to the 37th International Confer-ence on System Sciences, Jon Heffley &Pascal Meunier found that 64% of the vul-nerabilities resulted from programming

errors. Given this, it makes sense that theprimary objective when writing securesoftware must be to build in security.

Fitting Tools Into the ProcessTools that ease and automate the

path towards the development of secure

applications exist for each step of thedevelopment process. The more inte-grated those tools are, the easier thatprocess will be. For example, Figure 2shows how such tools fit into an itera-tive development process.

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

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

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

Incorrect use of signed and unsigneddata types.

Requirements traceability – a good re-quirements traceability tool is invalu-able to the build security in process.Being able to trace requirements fromtheir source through all of the devel-opment phases and down to the veri-fication activities and artifacts ensuresthe highest quality, secure software.Unit testing – the most effective andcheapest way of ensuring that the codeunder development meets its securityrequirements is via unit testing. Creat-ing and maintaining the test cases re-quired for this, however, can be anonerous task. Unit testing tools that as-sist in the test-case generation, execu-tion, and maintenance streamline theunit testing process, easing the unittesting burden and reinforcing unittest accuracy and completeness.Dynamic analysis –analyses performedwhile the code is executing providevaluable insight into the code under

16 Aerospace & Defense Technology, October 2014

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AIntro

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

ConclusionIt is not surprising that the processes

for building security into software echothe high-level processes required forbuilding quality into software. Addingsecurity considerations into the processfrom the requirements phase onwards isthe best way of ensuring the develop-ment of secure code, as described in Fig-ure 2. High-quality code is not necessar-ily secure code, but secure code isalways high-quality code.

An increased dependence on Internetconnectivity drives the demand for

more secure software. With the bulk ofvulnerabilities being attributable to cod-ing errors, reducing or eliminating ex-ploitable software security weaknessesin new products through the adoptionof secure development practices shouldbe achievable within our lifetime.

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

make this objective both practical andcost effective. Combine this with theimproved productivity and accuracy ofrequirements traceability, unit testingand dynamic analysis and the elimina-tion of exploitable software weaknessesbecome inevitable.

This article was written by Mark Pitch-ford, Field Applications Engineer, LDRA(Wirral, UK). For more information, visithttp://info.hotims.com/49750-500.

Aerospace & Defense Technology, October 2014 17

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

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Thermal Management

Submersion and Directed FlowCooling Technology for MilitaryApplications

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

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

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

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

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

and heat exchangers in eachcomputer chassis are subject tofailure, and when a leak occursand water touches electronicsthe result is catastrophic.Other cooling solutions, de-signed for extremely highpower systems, involve refrig -er ants that remove heat byevaporation, but these two-phase systems add cost andunnecessary complexity.

If the thermal load is lessthan 100 kilowatts per rack asingle-phase cooling system,where all electronic compo-nents are submerged in a non-conducting dielectric liquid, is

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

Total Immersion TechnologyThree companies offer total immer-

sion systems: Green Revolution Cool-ing, Iceotope and LiquidCool Solutions.Instead of submerging electronics in anair bath, which is current practice, thefluid in the bath is a dielectric liquidthat does not conduct electricity orharm electronic components. Properlyformulated dielectric fluids are mainte-nance free and never replaced duringthe useful life of an IT device. Whilethe technology developed by all threecompanies that offer total immersion issimilar, they differ in scalability, main-tainability and cost efficiency. The devilis in the details.

Green Revolution Cooling’s coolingsystem resembles a rack tipped over onits back, with modified servers inserted

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

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

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

Thermal Management

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

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

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Thermal Management

water to the white space and interfereswith maintenance.

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

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

The adoption of immersion liquidcooling technology has been slowed by

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

Over a century ago the world begantrading the horse & carriage for a horse-less carriage, not to go 30 miles per hour,but to get rid of the horse! The horse ate,wasted space and polluted the environ-ment, and it did not take long for every-one to understand the value propositionof the new technology. Total immersioncooling eliminates fans in IT devices anddatacenters. Fans chew up energy, wastespace and expose electronics to pollu-tion. They are the root cause of most ITequipment failures, either because thefan itself fails or exposure to air causeselectronic components to degrade. Soeliminating fans reduces the amount ofmaintenance required. Eliminating fansis akin to getting rid of the horse!

The Value PropositionComparing the value proposition

with legacy air systems, or other formsof liquid cooling for that matter, im-mersion cooling saves energy, saves

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

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

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

This article was written by Herb Zien,CEO, LiquidCool Solutions (Rochester,MN). For more information, visithttp://info.hotims.com/49750-501.

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

Ship by Transport Plane Yes Yes Yes No Yes Yes

Rapid Setup in the Field No Yes No No Yes Yes

Fans Required Yes Yes No No No No

Mechanical Refrigeration Required Yes Yes No No No No

Humidity Control Required Yes Yes No No No No

Energy Usage High High High Low Low Low

Hardened for Extreme Temperatures No No Yes Yes Yes Yes

Hardened for Polluted Air No No Yes Yes Yes Yes

Ability to Distribute Computing Resources No No Yes No Yes Yes

Ability to Recycle Waste Heat No Yes Yes Yes Yes Yes

Water in the White Space No Yes No No Yes No

User Friendly Rack Management Yes Yes No No No Yes

Easy to Maintain Yes No No No No Yes

Scalable Yes Yes No No Yes Yes

Cost Efficient No No No No No Yes

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

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

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

At the same time, there are few alter-natives to powering aircraft. While landtransport has some available options—think electric vehicles and hydrogenfuel cells—aviation depends on liquidfuels with high energy density. Emis-sions are another concern. According tothe Air Transport Action Group (ATAG),aviation is responsible for 2% of globalmanmade CO² emissions.

Fuel supplies may be stressed evenmore as worldwide air travel demandscontinue to grow. According to the Boe-ing 2014 Current Market Outlook fore-cast, world passenger traffic will con-tinue to grow at a rate of 5% annually.Similar forecasts come from Airbus.

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

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

tainable, suppliers must produce biofuelthrough non-destructive agricultureand in doing so emit no more carbonthan its product saves. Boeing describes

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

Another constraint for biofuel suppli-ers is that aviation industry needs “drop-in” fuels—fuels that can blend directlywith petroleum jet fuel without requir-ing modification to existing jet engines,airplanes, or fueling infrastructure.

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

partners such as Schiphol, KLM RoyalDutch Airlines, SkyNRG, and ImperialCollege London, among others. The goalis to create a self-sustaining network of re-gional renewable jet fuel supply systemsin the European Union, and Renjet isgrappling with aviation biofuel issuesranging from supply to compatibility.

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

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

Flying on VegetationAirlines, aircraft companies, and other stakeholders are taking the long viewin developing sustainable alternatives to petroleum-based jet fuels.

by Bruce Morey

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

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Propulsion: Energy Sources

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

Another certified pathway uses high-temperature gasification of biomass or

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

“However, it has potential to reducecost in the future,” Hoefnagles said,though it requires large investments inresearch, development, demonstration,and deployment.

ASTM in a June 2014 press release an-nounced approval of a third type offuel, Renewable Synthesized Iso-Paraf-finic (SIP) aviation biofuel for use incommercial airplanes through its ASTMD7566 specification. This followed anannouncement by Amyris and Totalthat the companies are preparing tomarket a drop-in SIP jet fuel that con-tains up to 10% blends of farnesane, arenewable biofuel that is made fromplant sugars and will be blended withpetroleum jet fuel. Amyris uses a propri-etary process for converting sugars intojet fuel, using a pathway they call DirectSugar to Hydrocarbon (DSHC). This willopen biofuel development in places likeBrazil, where Amyris is using sugarcaneor other plants with a high sugar con-tent, such as sugar beets.

Future Projects and Technology“There is only so much arable land

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

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

The key to sustainability is to thinkbeyond jet fuel to integrate aviationbiofuel production into regional aqua-

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

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

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culture, or fish farming, Lakeman said.“Fish farms produce a lot of waste,which is a real challenge.”

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

He admits there are challenges, includ-ing domesticating a wild plant for thefirst time. “There is a lot of work, and weknow it is not a short-term win here.” It'sa long-term play that could pay off big.

Sustainability TodayAn example of current biofuels distri-

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

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

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AIntro

founded in 2009 as a joint venture withKLM, Spring Associates, and Argos Oil, adownstream oil distributor. Its mission isto develop a market when there are noproducers or buyers of aviation biofuel.

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

scribes the fuel from SkyNRG as Bio-SPK. “In 2009, sustainable jet fuel wastwenty times more expensive than fossilkerosene," he said. "We have todaydriven it down to two or three times.”

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

funded through corporate clients asso-ciated with KLM. “Eventually, withtechnology developments, I believe thatwe can drive down the price further,”said de Jong.

“Because it’s a specialty product," hecontinued, "there is currently very littlededicated sustainable jet fuel productioncapacity in the world. Creating scale iscrucial. So SkyNRG’s main long-term ef-fort lies on increasing production capac-ity. The company is teaming up withgovernments, airlines, and airportsaround the world to create so called“BioPorts”—regional dedicated supplychains to produce sustainable jet fuel.”

Markets and InvestmentsBoth Boeing’s project with Masdar

and the SkyNRG joint venture confirmobservations from PwC’s survey inApril 2014 gauging interest in the totalbiofuels market. About 52% of the ex-ecutives surveyed were optimisticabout aviation biofuels. Brian Carey,PwC's U.S. Cleantech Advisory Leader,told Aerospace & Defense Technologythat “a number of players see biofuelsas the Holy Grail, helping to guaranteeprice stability.”

However, the Holy Grail is not uponus yet. The technology needs to im-prove and the industry needs to scaleup to drive costs down. Carey pointedout that price parity is vital to accept-ance.

What he is observing is the differencein the type of organizations willing tomake the investments needed to finallyachieve that price parity.

“Four or five years ago," he said,"there was a fair number of venture cap-ital investments in early-stage ad-vanced-biofuels companies. Some [bio-fuel] companies tried IPOs too soon;these companies were trying to do toomuch too fast.”

Today he is seeing investments fromairlines, airplane OEMs, and others witha strategic stake in the development ofbiofuels—including a few select oil andgas companies.

“Airlines are willing to pay for pilotprojects,” he said. “They are willing toput in place joint ventures with ad-vanced biofuels companies to keep theiroptions open.”


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Avionics

AvionicsHeat Up, ina Good WayAs was apparent atFarnborough, if there is asingle technology theme thattoday dominates how aircraftare designed, built, andoperated, it is thetransformational progressbeing made in aerospaceavionics, and the human-machine interface.

by Richard Gardner

The common feature shared byrecent aviation platforms is thehigh level of systems integra-tion, and the way in which in-

formation is displayed or made accessi-ble, allowing previously unimaginablelevels of situational awareness to be avail-able to pilots and ground controllers.This has greatly eased the pilot workloadand enhanced flight safety, especiallywhen flying in poor weather or operatingin unfamiliar or hazardous terrain.

The transition from analog to digitalcockpit displays has been comprehen-sive, but more recently the developmentof interactive applications and associ-ated technologies has promoted evenmore rapid progress, notably with thegrowing adoption of touchscreens,head-up displays (HUDs), and helmet-mounted displays (HMDs). The fusion ofsynthetic (computer generated) imageswith real-time inputs from onboard sen-sors has created a display revolution that

is now working its way into a wide vari-ety of avionics products aimed at aircrewand, in the case of commercial passen-gers, into global interconnectivity.

2020 Keeps Getting Closer At the 2012 Farnborough Interna-

tional Air Show, Thales unveiled a pro-posal for a future one-piece “wraparound” touchscreen display panel thatcould be adapted to fit any cockpit andwhich would replace separate screensand control panels. The company hasnow moved on from this and at thisyear’s Farnborough presented its latestiteration of how the next-generation“cockpit of the future” might look.

While less science-fiction lookingthan the previous design exercise, thenew concept, “Cockpit 2020” is a morepractical stepping stone toward a newway of exploiting the large amount ofinformation that is available from on-board sensors and data links, as well asfrom stored data. The unitary displayscomprise very large integrated flattouchscreens that can display inter-changeable information between pilotand co-pilot positions, or can be config-ured flexibly as required.

The intention is to provide both a“strategic” picture of the entire flight

Main panoramic display screen designed by Elbit for helicopter use. (Elbit)

The current standard in commercial cockpits, complete with HUDs, inside the Boeing 787-9. (Richard Gardner)

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Avionics

profile, from start to finish, as well as themore “tactical” en route information,which will include upcoming weather,terrain, and air-traffic-movement infor-mation, and such factors as fuel states,optimum speed, and altitude data.

Instead of giving the pilot a massivelevel of information to absorb, the2020 concept prioritizes what is actu-ally required at each stage of the jour-ney. For example, after start up, the sys-tem will merge data provided from anonboard airport map database, with

electro-optical sensors (which will giveday or night vision) and GPS position-ing, and will overlay visually the taxi-ing route as directed from the airportcontrol tower.

After takeoff the main display willshow the flight plan, in 3-D, with a ver-tical display chart available, and all otherinformation as requested by selectingfrom the menu and touching the screen.Such hazards as bad weather ahead willbe shown in a contrasting color. Thebackground will be in a “soft” mono-

color with selected items highlighted inbrighter markings or a different color.

The 2020 timescale envisages initialapplications in new commercial aircraft,business jets, and civil helicopters.Thales sees this development as a user-friendly half-way solution betweenHUDs and head-down displays (HDDs),with all the benefits from both.

Development work for Thales' 2020uses real displays, hardware, and inter-faces, and is presently adding new func-tionalities, such as provision for a pilotto “slot in” an individual tablet devicein a central pedestal location that willhave been pre-loaded with flight infor-mation and other items. There will besecure entry/exit procedures for anysuch external devices introduced intothe cockpit.

Thales is now looking at how to opti-mize the use of this technology, taking amodular approach so that in the futuresoftware can be added to give evenmore flexibility without having to re-certify the whole system. An open ar-chitecture is the key to bringing all thisinnovation together within a realistictimescale.

A Look Into the F-35 Cockpit The F-35 didn’t make it across the At-

lantic for its planned international debut,but the week before the show, LockheedMartin provided a media briefing daywhere there was a detailed update on thestatus of the program and the in-serviceevaluation and crew-training progress.Also offered was a chance to “fly” the F-35B simulator and to sample the game-changing situational awareness in thistrue 21st Century cockpit environment.

Understandably, with over eight mil-lion source lines of code (four times thatin the F-22 Raptor) contained within itsmulti-million dollar airframe, gettingeverything to work as advertised in anoperational setting is a huge challenge,and one that is not yet ticking all theboxes. But one-by-one the glitches aregradually being overcome and it is clearthat when released for unrestricted oper-ational service (probably around 2020)the aircraft will be in a class of its own.

Talking with the U.S. and U.K. pilotswho are already flying the machine on adaily basis as the training program

The F-35 pilot's office—ultra simple with panoramic touchscreen. (Richard Gardner)

The Thales future Cockpit 2020 aims to replace all switches and console controls with touchscreens.(Richard Gardner)

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Avionics

ramps up, all agreed that this airplane isthe easiest they have ever flown, withan “unbelievable” electronics-enabledcapability. As more software enhance-ments, networked connectivity, andweapons are added over planned Blockinserts, it's expected the aircraft willonly get better.

So what exactly is it like in the driver'sseat and how are avionics changingthings so radically? The first thing thatstands out as unusual is a spacious cock-pit almost devoid of switches, with all es-sential controls grouped close togetherwithin easy reach around the left throttlecontrol and right flight control side-stick.

Compared to most fourth-generationfighters, where every available space istaken up with added-on display panelsand switches, the F-35 “office” looksempty. One reason for this is the singlepanoramic cockpit display in front of thepilot, offering 20 x 8 inches of touch-screen. This widescreen display, supplied

by L-3, is comprised of two side-by-sideunits that have aircraft state informationacross the top strip while below are fourchangeable display groups that have allthe tactical and mission information in aformat selected by the pilot.

Typically, on a mission, the pilot willcall up half the screen showing tacticalinformation, such as navigation, hazardinformation, and aircraft movementdata—including friendly and hostile air-craft and missile tracking—with theother half of the display showing thestatus of the aircraft systems, such asweapons availability and fuel states.

Touching the screen symbols or select-ing from drop-down menus enables thepilot to access information instanta-neously. Early fears that touchscreensmight not be easy to use accurately in se-vere turbulence or high g combat condi-tions have not proved to be an issue, andthe pilots destined for an operational ca-reer flying F-35s have adapted very

quickly to this new way of doing things. Above this display the view ahead

through the massive canopy is unob-structed as there is no HUD on top ofthe combing. All the key in-flight infor-mation and critical mission data is pri-oritized by the display-managementcomputer that integrates all the inputsfrom the different sensors and thenprojects the appropriate symbols infront of the pilot’s eyes on the HMD sys-tem visor, developed by Vision SystemsInternational. Initial versions sufferedserious issues, so the Joint Program Of-fice contracted BAE Systems to developan alternative design. This showed greatpromise, but in the meantime VSI intro-duced various modifications to over-come the earlier performance shortcom-ings and is now back on the program.

BAE has continued to work on itsown design, which has now evolvedinto the Striker 2, a much enhanced ver-sion of its current Striker HMD, which is

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Avionics

used on the European Typhoon andGripen fighters.

The F-35’s HMD has a very demand-ing technical specification as it has towork in all day and night conditionsand allow the pilot to look aroundthrough 360˚ (yes, even under and be-hind the aircraft due to full sphericalcover provided by the Northrop Grum-man-supplied Distributed Aperture Sys-tem (DAS), which fills in beyond thepilot’s physical viewing limits.) The in-formation relevant to the pilot’s field ofview is prioritized for display on theHMD, but an alternative 360˚ display ofthe tactical situation can also be dis-played on the panoramic HDD.

Systems information is all fused, sotarget identification and tracking can beacquired from the Northrop GrummanAPG-81 AESA radar, the DAS, and theLockheed Martin-developed Electro-Op-tical Targeting System (EOTS). Com-bined, this gives an unprecedented situ-ational awareness around the aircraftday or night. EOTS combines forward-looking infrared (FLIR) and infraredsearch and track (IRST) functions thatoffer the F-35 pilot maximum flexibilitywhen deciding to operate sensors in apassive or active mode, depending onthe combat situation.

The built-in electronic warfare suiteprovided by BAE does away with the

need for specialist EW aircraft carryingbulky external pods and gives both aself-defense warning capability againsthostile aircraft or missiles and the abil-ity, alongside the advanced syntheticaperture radar, to jam hostile radars,transmit false information, or gathersignals intelligence. The airplane canthus take on a powerful networked ISRrole within a larger air group in additionto providing its own air defense and at-tack capability, with its low radar cross-section qualities giving it a decisiveedge over any adversaries.

As all the onboard systems are fullyintegrated and data fused, the F-35promises to deliver the optimum mis-sion solution in all envisaged circum-stances. Taking most of the pilot work-load out of the mission comes at a highcost but is what air forces have beendreaming about for generations. The re-ality is getting nearer, but it has not ar-rived yet, much like the plane itself toFarnborough.

Situation Awareness and Comfort forthe Future

At Farnborough, there were manyother examples of new avionics develop-ments from all the major suppliers.Thales has developed and put into massproduction its TopOwl for military heli-copter use. It is claimed to be the widest-

angle binocular helmet with a visor-pro-jected display, ensuring that the pilot’snatural vision of the outside world byday or night is preserved at all times.

Each helmet is individually tailoredto the pilot for optimum comfort andperformance with a finely tuned centerof gravity, improving safety and reduc-ing fatigue on long endurance missionsof up to eight hours. Along with flightand cueing symbology with a precisehead-tracking system that can be slavedto onboard weapons, it features an ad-vanced computer-generated augmentedreality to aid operations in poor flyingconditions and at night with intensifiednight vision and FLIR imaging.

Thales also demonstrated its newlightweight Scorpion full-color helmet-mounted cueing system now in full pro-duction for use on Airbus helicopters aswell as U.S. aircraft including the F-16,A-10, and AC-130W. Dynamic flightand mission data is projected directlyinto the pilot’s line of sight via a largefield of view, fully transparent, opticalwaveguide assembly. It’s also compati-ble with night vision goggles. HMDsymbology and patented features in-clude integration with bar-codedcanopy-mounted sensors (which re-quire no extra cockpit wiring or intru-sion into the avionics bay) that provideenhanced situational awareness in con-junction with other onboard sensors.

Isreal’s Elbit was also very active atthe show, exhibiting a range of HMDs.A new lightweight HMD, Skylens,aimed at civil helicopter operators wasshown, which is part of the Clearvisionenhanced flight vision system familyfrom the company and is a goggles-likedisplay that is as easy to wear and com-pact as a pair of sunglasses.

Skylens is supported by a low-impactsingle miniature tracker reference unitand gives pilots high-resolution images,information, and video, increasingsafety on such missions as offshore oiland gas support operations. The Clearvi-sion family also includes enhanced vi-sion systems specifically designed forhelicopters, the Skyvis monocular next-generation HMD, HDD, and HUD syn-thetic vision systems.

In case anyone thinks that HUDs arebecoming obsolete, BAE revealed more

F-16 cockpit upgrade for South Korea from BAE Systems. (Richard Gardner)

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information on its latest HUD develop-ment, the Digital Light Engine (DLE),which generates the image source usingdigital techniques rather than using acathode ray tube. The DLE increasesdisplay resolution (which degrades intime with a conventional HUD, requir-ing more power) by using waveguideoptical technology rather than conven-tional optics.

According to the company, the newsystem allows a tenfold improvement inHUD reliability and a 50% reduction inrepair costs. The resulting simplificationin the design enables the HUD to be in-tegrated easily with new displays, bring-ing new opportunities in upgrades toolder, but still very capable combat air-craft such as the F-16.

But Farnborough was not just aboutmilitary aviation. IntelliCabin, the lat-est cabin system offered by BAE, offersan upgraded experience for economypassengers—and could be on commer-cial airlines as early as 2015. Intelli-Cabin is an integrated approach tocabin management that provides amodular, scalable architecture for capa-bilities such as in-seat power, LED light-ing, wireless tablet-based in-flight enter-tainment, and dimmable windows.

Its in-seat power solution reducesweight and costs while offering a smartdistribution of power based on theneeds of each passenger and the overallcabin. LED lighting and dimmable win-dows create a more relaxed ambienceand assist with setting the environmentfor a comfortable onboarding and travel

experience. Using either the centralcontrol panel or handheld devices,which can be utilized anywhere in theaircraft, cabin crew are able to adjusttemperature and light settings to opti-mize levels of comfort for passengersthroughout the flight.

Although most economy passengersare concerned with extra legroom, thereis no doubt that other onboard facilitiesare set to improve as the avionics revo-lution continues to impact everyonewho flies.


Avionics

The Clearvision Skylens enhanced vision systemfrom Elbit. (Elbit)

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RF & Microwave Technology

Airborne Antenna Considerations forC-Band Telemetry Systems

It is fairly well known within the aero-space community that telemetry ismoving from the traditional L-bandand S-band frequency ranges up to C-

band. It is widely understood that the rea-son for this push to C-band is two-fold.First, traditional L and S frequency bandshave been greatly reduced through reallo-cation for a variety of reasons by differentmarkets, and second, the bandwidth re-quired for most applications has seen ex-ponential growth. This has not only beenseen in military applications, but in civil-ian aerospace platforms as well.

Conformal antennas come in a varietyof different shapes, sizes, and configura-tions, from discrete radiators such as aFlexislot™ (Figure 1a) or a patch antenna(Figure 1b), to arrays such as a Wrap-around™ (Figure 1c). The Flexislot, orpatch-style antennas, provide hemispher-ical coverage, while the Wraparound pro-vides omnispherical.

In telemetry applications, it is usuallydesirable to cover as much of the radiationsphere as possible to ensure data is re-ceived during an abnormal event. This iswhy the Wraparound configuration isoften the optimal solution. There aretimes, however, where it is not feasible touse a Wraparound. For example, it mightnot be feasible when there are obstruc-tions on the vehicle that will prevent theutilization of the full circumference, orwhen the vehicle geometry is non-circularor physically so large that a Wraparound issimply not possible. The use of discrete el-ements on large geometries is but one con-sideration that must be taken into accountin this transition to C-band telemetry.

Antenna ConstructionFor Wraparounds, there are two con-

struction techniques: microstrip (Figure 2)and stripline (Figure 3). Microstrip has typ-ically been the more popular techniqueand generally works well for L-band and S-band applications. The circuitry used tofeed the multiple elements of a microstripWraparound is unshielded. The feed is rea-sonable in size at S-band or L-band. When

the frequency is increased 2.5 times, how-ever, this is no longer the case. Unlike theresonant patch, which decreases in sizewith an increase of frequency, the feed net-work is nearly invariant with frequency. AtC-band, the feed network is physicallylarge as compared to individual patches. Itis common for high field areas to exist onthe feed network itself (Figure 4).

Given that the feed network on a mi-crostrip design is unshielded, spurious radi-ation will occur. The radiation pattern is nolonger strictly a result of the energy comingfrom the individual patches, but is also afunction of this parasitic or spurious radia-tion from the feed network. This can resultin a very messy radiation pattern. Whilethere are certain design techniques thatcan be used to reduce the amount of thisspurious radiation, it is still unshielded.Stripline construction is fully shielded. Itradiates through a series of slots cut out inthe ground plane, and can be superior interms of radiation characteristics. Controlof the pattern shape is one of the most im-portant parts of antenna design.

Vehicle Influence Antennas that provide omni-coverage

induce surface currents on the groundplane (vehicle). When these surface cur-rents hit a discontinuity such as a wing,fin, or ground-plane edge, they can radi-ate. The resulting antenna pattern is then

not only due to the contribution from theantenna elements directly, but also thecontribution of these additional sources.This can be demonstrated by mounting ahemispherical radiator on a cylinder 1meter in diameter. The elevation pattern(with defined ends) contains a ripple,while the roll plane (without definedends) is smooth. While the changes arenot necessarily detrimental, it demon-strates that ground-plane or vehicle ef-fects need to be considered.

To further highlight the impact vehiclegeometry can have, the radiation patternsof a Wraparound were calculated whenmounted first on a smooth cylinder, thenwith strategically shaped and placed finsnear the antenna. The patterns for bothcases are given in Figures 5 and 6, respec-tively. While this is certainly a dramaticcase, it is not out of the realm of possibil-ity. These types of parasitic structures canhave a dramatic effect on pattern charac-teristics, and the pattern needs to be con-sidered up front through simulations ofthe antenna on the vehicle geometry.This will help optimize the antenna de-sign and/or location of the antenna onthe vehicle before it is too late.

The effect the vehicle’s geometry hasmust be considered, regardless of whatfrequency you are using. It becomes evenmore important as frequency increases,since fins, wings, or other parasitic struc-

Figure 1. (a) Flexislot™ antenna, (b) patch antenna, and (c)Wraparound™ antenna.

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b

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AIntro

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AIntro


www.aerodefensetech.com Aerospace & Defense Technology, October 2014Free Info at http://info.hotims.com/49750-756


tures are electrically larger at C-band thanat L- or S-band.

Optimal Number of Elements to UseWhen a full array such as a Wrap-

around cannot be used, it is widelythought that more is better – this is cer-tainly not the case. In one example, westart with a single element and two hemi-spherical radiators on a cylinder, 180 de-grees apart. With the exception of the areadirectly above and below the pattern, cov-erage is reasonably good. Adding addi-tional elements results in a precipitousdrop in pattern coverage, as this results inrather wide, deep nulls. Eventually thereare enough elements added to achieve theoptimal number of elements, and anomni-spherical pattern is obtained. This isthe Wraparound configuration.

It is not always possible to utilize a full-circumference Wraparound, so the nextbest thing is almost always the two-ele-ment case. Certainly, two S-band ele-ments will have far fewer nulls as com-pared to two C-band elements on thesame diameter cylinder. There are limita-tions on the number of elements that canbe utilized for a given configuration.

Positive Effects of Moving to C-BandDue to the small wavelength, C-band an-

tennas can be made considerably smallerand lighter than their L- and S-band coun-terparts. In addition, not only does thebandwidth grow proportionally with fre-quency, but percent bandwidth is actuallygreater. This means that if you have 100MHz at S-band, you will have more than250 MHz at C-band, most likely in theorder of 300 to 400 MHz with the sametype of design, just scaled up in frequency.

Transition AntennasWhile the transition to C-band is tak-

ing place, certain areas are still utilizing L-band and S-band. It is therefore highly de-sirable to have an antenna that willhandle all three — L-, S-, and C-band — asusing a one-antenna solution simplifiessystem changeover.

Monopole and dipole antennas natu-rally provide multi-band performancewith regard to voltage standing wave ratio(VSWR); however, only the lowest fre-quency band provides the desired radia-tion pattern. A common mistake is utiliz-ing the VSWR solely to evaluate antennaperformance. To get the full picture, radi-ation patterns must also be considered.

There are antennas specifically designedto maintain radiation pattern characteris-tics over frequency. The radiation patternsare essentially invariant as a function offrequency. The minor differences are actu-ally caused by the ground plane changingin electrical size as we go from 1.4 to 5.25MHz. The VSWR of the antenna is wellunder 2:1 over all of the telemetry bands.

Conformal Multi-Band AntennasThere are several ways that both S-band

and C-band, or all three (L-, S-, and C-band), can be achieved in a conformal de-sign. Certainly, the simplest is to have a

Figure 4. Microstrip circuit with fieldsFigure 3. Example of stripline (circuitry is shielded)

Figure 2. Typical microstrip circuit

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AIntro

dual-band antenna with two distinct arrayswithin the same physical package, and twodistinct connectors. This would result inpossibly having to change to the correct RFconnector (band) before use. An alternateapproach embeds a diplexer inside a con-formal antenna, L- or S-band radiators forlegacy systems, and C-band radiators thatare all fed through the embedded diplexer.This results in a single-port design. It is alsopossible to do this with a tri-band configu-ration of L-, S-, and C-band.

Given that the C-band, L-band, and S-band radiators are optimized for their re-spective bands, pattern characteristicswould be the same and there would be nodegradation. This multi-band conformalantenna would require additional spaceover the legacy L- or S-band antennas. Insome cases, it may not be feasible tochange the vehicle geometry to acceptthis larger antenna, but a C-band antennacan always be packaged to replace thelower-frequency legacy units.

ConclusionThere are several antenna considerations

when changing from the legacy bands to

C-band for telemetry. Choosing the wrongconstruction type, number of elements,and/or placement can have a major impacton overall performance. While all of the ef-fects cannot be fully mitigated, in mostcases, performance can be optimized,which will result in a successful link.

This article was written by David Farr,Chief Executive Officer, and Dr. WilliamHenderson, Chief Technology Officer, atHaigh-Farr, Inc. (Bedford, NH). For more in-formation, visit http://info.hotims.com/49750-541.



Figure 6. Smooth cylinder with strategically placed fins

Figure 5. Smooth cylinder with no fins

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Software-Designed System Improves Wireless Test Speed and Coverage

As wireless standards become morecomplex, the number of operational

modes for these devices increases expo-nentially. As progression continues to thelatest WiFi standard, new modulationschemes, more channels, more band-width settings, and additional spatialstreams are added. Additionally, charac-terizing WLAN transceivers is especiallychallenging when faced with thousandsof independent operational gain settings.

Each component of a WLAN trans-ceiver has multiple gain stages. To de-velop a high-performance radio in alow-cost CMOS process, the design teamat Qualcomm Atheros relies on flexibleoperation at each stage of the radiostructure. Multiple gain settings drive ageometric increase in the number ofpossible setting combinations as eachstage is added, which results in hun-dreds of thousands of data points for a

single operational mode. These hun-dreds of thousands of data points areonly for a single radio transceiver, andthe number of permutations continuesto increase for MIMO configurationswhere the system uses multiple anten-

nas. This geometric increase in the num-ber of possible setting combinationsposes a significant challenge in prevent-ing test times from increasing as well.

To tackle these test time challenges,Qualcomm Atheros uses the NI PXIe-

A block diagram of a typical WLAN receiver shows how each component has multiple gain stages, resultingin hundreds of thousands of different possible gain settings for a single receiver.

What’s On

Featured Sponsor Video:Designing & Analyzing a HelicalAntenna on a SatelliteUsing the pre-loaded scripting library in XFdtd,this video demonstrates simulation of a helicalantenna, which is then imported into XGtd foranalysis on a satellite. See how XFdtd’s scriptinglanguage helps to quickly automate advancedmodeling tasks.www.techbriefs.com/tv/helical-antenna

Robots See Through Walls UsingOnly WiFiUniversity of California Santa Barbararesearchers have demonstrated a system fortwo unmanned vehicles to see through thickconcrete walls using only WiFi signals — fullydiscovering what is on the other side with highaccuracy. Potential applications include searchand rescue operations and surveillance.www.techbriefs.com/tv/xray-vision

Golf Ball-Inspired MorphableSurfaces Could Improve RadarAntennasA golf ball’s irregular surface dramaticallyincreases the distance it travels, because it cancut the drag caused by air resistance. Nowresearchers at MIT are aiming to harness thatsame effect to reduce drag on a variety ofsurfaces including radar antenna domes, whichcan collapse in high winds.www.techbriefs.com/tv/morphing-surface

Telerobotics Power at YourFingertipsNew technology from the University ofWashington enables logging in to a Wi-Finetwork to tele-operate a robot working in adangerous environment. Surgeons can use thesystem to perform remote surgeries, and it isbeing adapted for underwater robots workingon offshore oil rigs to help prevent spills.www.techbriefs.com/tv/tele-operating-robots

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AIntro



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Qualcomm Atheros digitally controls the device under test using LabVIEW toprogram the FPGA on the NI vector signal transceiver.

5644R vector signal transceiver. Because it features an on-board field-programmable gate array (FPGA), Qualcomm Ath-eros can control the digital interface to the chip simultane-ously with the RF signal generator and analyzer included inthe vector signal transceiver.

Traditionally, FPGAs have been programmed using theVHSIC hardware description language or Verilog. Many engi-neers and scientists are either not familiar with these complexlanguages, or require a tool that gives them faster design pro-ductivity at a higher level of abstraction to simplify theprocess of generating FPGA code. LabVIEW is well suited forFPGA programming because it represents parallelism and dataflow, so users who are both experienced and inexperienced intraditional FPGA design can productively apply the power ofreconfigurable hardware.

Qualcomm Atheros used LabVIEW to program the FPGA onthe NI vector signal transceiver for device under test controland data processing. The processing can take place within theinstrument itself rather than requiring transfers back andforth over the bus to the controller, resulting in significantlyfaster test times.

Traditional rack-and-stack measurements are limited to best-estimate gain table selections. In this setup, Qualcomm Atherosdetermined a final solution through iterative estimations, eachof which required a regression of the gain table characteriza-tion. This was a slow process that produced approximately 40meaningful data points per iteration. After switching to the NIvector signal transceiver, the team could perform full gain tablesweeps instead of using the iterative approach because of thetest time improvements. The team could then characterize theentire range of radio operation in one test sweep per device toacquire all 300,000 data points for better determination of theoptimal operational settings empirically. The availability of thisdata provided a view of the device operation never seen beforeso the team could explore operational regimes not previouslyconsidered.

By synchronizing the timing of digital control directly withthe RF front end of the instrument, the team has seen testtimes improve by more than 20X over the previous PXI solu-tion, and up to 200X over the original solution that used tra-ditional instruments.

This article was written by Doug Johnson of Qualcomm Atheros,San Jose, CA, using National Instruments hardware and software.For more information, visit http://info.hotims.com/49750-542.

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Tech Briefs

Developing and Validating Statistical Cyber DefensesThe development and validation of advanced cyber security technology frequently relies on data thatcaptures normal and suspicious activities at various system layers.

Air Force Research Laboratory, Rome, New York

Enterprise business processes aremore connected than ever before,

driven by the ability to share the rightinformation with the right partners atthe right time. While this interconnect-edness and situational awareness is cru-cial to success, it also opens the possibil-ity for misuse of the same capabilitiesby sophisticated adversaries to spreadattacks and corrupt critical, sensitive in-formation. This is particularly true foran insider threat scenario in which ad-versaries have legitimate access to someresources and unauthorized access toother resources that is not directly con-trolled by a fine-grained policy.

Behavior-Based Access Control (BBAC)augments existing authorization frame-works such as Firewalls, HTTP proxies,

and application-level Attribute Based Ac-cess Control to provide a layered defensein depth. The specific focus of BBAC is toanalyze behaviors of actors and assesstrustworthiness of information throughmachine learning. BBAC uses statisticalanomaly detection techniques to makepredictions about the intent of creatingnew TCP connections, issuing HTTP re-quests, sending emails, or makingchanges to documents. By focusing onbehaviors that are nominally allowed bystatic access control policies, but mightlook suspicious upon closer investiga-tion, BBAC aims to detect targeted at-tacks that are currently going unnoticedfor an extended amount of time, usuallymonths before defenders are aware ofcyber attacks.

The figure shows a high-level diagramof the processing flow in BBAC, to-gether with the various data sets in-volved. As shown on the bottom, BBACneeds to ingest a large variety of datafrom real-time feeds through a featureextraction process. During online use,this data will be used for classificationpurposes. After parsing the raw observ-ables, BBAC proceeds to go into a fea-ture enrichment phase, where aggregatestatistics are computed and informationfrom multiple feeds is merged into aconsistent representation. At this stage,BBAC needs to manage intermediatestate required for more complex enrich-ment functions, e.g., calculating perio-dicity of events.

BBAC is a data-intensive system withsuccessful execution hinging on (a) ac-cess to a large amount of external data,and (b) efficient management of inter-nal data. Specifically, meaningful datasets are needed to develop and validatethe accuracy, precision, and latencyoverhead of the BBAC algorithms andprototypes. BBAC’s analysis techniqueswork best with data that has a rich con-text and feature space. What is neededis a large amount of granular data to dostatistical inference. Getting access tomore granular information generallymeans installing software on end-sys-tems or even recompiling applications(to map memory regions etc.), both ofwhich raise practical concerns. To ad-dress granularity issues, BBAC focusesits analysis on data that is easily observ-able without new software or modifyingend systems.

Since BBAC performs analysis at multi-ple different system layers, it not onlyneeds access to data from sensors at theselayers, but the data in each layer needs tobe linked to the other layers to representa consistent picture of observables. Toaddress the problem of independence be-tween data sets, BBAC uses an approachfor injecting malicious URLs into requeststreams of benign hosts. Known badHTTP requests are retrieved from black-

BBAC is a data-intensive system that turns real-time feeds into actionable information through a combi-nation of unsupervised and supervised machine learning (clustering and SVMs).

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Aerospace & Defense Technology, October 2014 www.aerodefensetech.com Free Info at http://info.hotims.com/49750-760

Tech Briefs

lists, and intelligently inserted into exist-ing connection patterns. It is importantto keep the ratio of normal vs. abnormaltraffic roughly equal allowing the result-ing classifier to make decisions both onknown proper behavior as well as knownimproper behavior.

Development and validation of statis-tical cyber defenses needs a well-labeled,appropriately sized, and readily avail-able amount of relevant data to make in-novative progress, yet too little of suchdata sets is available today. Agile project

management techniques help deliver in-novative technology in a difficult-to-work-in, data-intensive environment.

This work was done by Michael Jay May-hew of the Air Force Research Laboratory,Michael Atighetchi and Aaron Adler ofRaytheon BBN Technologies, and RachelGreenstadt of Drexel University. For moreinformation, download the TechnicalSupport Package (free white paper) atwww.aerodefensetech.com/tsp underthe Information Technology category.AFRL-0231

Next-Generation Spectrometers forRapid Analysis of Complex MixturesSpectrometers in chemical sensors are used in environmental andair quality monitoring, detection of hazardous gases and chemicalwarfare agents, and breath analysis in medical applications.

Office of Naval Research, Arlington, Virginia

Molecules have internal motionsthat are characteristic of their

structure and identity. These motionscan be studied by spectroscopy in differ-ent regions of the electromagnetic spec-trum. Molecular spectra can be used as a“fingerprint” to unambiguously statewhether or not a particular chemical ispresent and in what amount. As such,small portable spectrometers are fre-quently used as components of chemi-cal sensors.

The spectrometers described here areused to study rotational motions ofmolecules. In principle, rotational spec-troscopy can be used to detect anychemical compound with a dipole mo-ment. Rotational spectra have tradition-ally been collected in the micro -wave/cm-wave region of the spectrum(2 – 50 GHz) at low temperatures (1 – 5K). Achieving such low temperatures re-quires large, bulky instrumentation thatis not suited for small, portable devices.Operation at room temperature signifi-cantly relaxes these requirements, butcomes at the cost of signal intensity atcm-wave frequencies, meaning that op-timal sensitivity will be obtained at mil-limeter or sub-mm frequencies, from100 GHz to 1 THz.

A fast mm-wave spectrometer was de-veloped that is amenable to miniatur-ization. The work was done in threemain steps. First, a new FPGA-based dig-itizer that can average molecular signalsin real time was used to improve datathroughput to allow for the acquisitionof very large numbers of averages. Sec-ond, a chirped-pulse mm-wave spec-trometer was constructed using x12 am-plified multiplier chains (AMCs) togenerate mm-wave radiation from cm-wave sources, and to detect it via het-erodyne mixing with a cm-wave localoscillator. Third, schemes to reduce thesize of the spectrometer sample cellwere tested.

The real-time digitizer can acquire 1million averages of a 10 ms trace, sam-pled at 40 GS/s (record length of400,000 points), in just under 12 sec-onds. Once the speed enhancement wasconfirmed, phase stability of the digi-tizer was tested by collecting 1 and 100million averages of a molecular sample(nitromethane) and verifying the ex-pected factor of 10 improvement in sig-nal-to-noise ratios. After completingdigitizer testing in the cm-wave range,the 110-170 GHz spectrometer was as-sembled and tested. Once chirped-pulse

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AIntro


Tech Briefs

The 110-170 GHz spectrometer. (Left) The two-channel arbitrary waveform generator (AWG) produces both a constant frequency mixing pulse and a chirped pulse. Each pulseis filtered, frequency shifted by mixing with a 9.05-GHz local oscillator, and amplified before being sent to x12 multiplier chains. The AWG, digitizer, and phase-locked oscillatorare all synchronized with a 10-MHz Rb oscillator. (Right) The 1-meter-long PVC sample cell, the vacuum system, and a few of the components, power supplies, and cables.

generation and detection were tested,methanol was used to find optimal con-ditions for spectrum collection.

Overall, this project had three pri-mary goals. The first was to incorporatereal-time digitizers into spectrometersto drastically increase data throughput.The second was to construct a millime-ter-wave spectrometer using this tech-nology to benefit from the natural ther-mal population of molecules at roomtemperature. The third was to then usethese combined benefits to explore re-ductions in sample cell volume for fu-ture miniaturization efforts. The first

goal was definitely met and the digitizerperformance was excellent. Spectra of 1billion averages were collected over thecourse of a few hours. The second goalwas met, but with some caveats. Outputpower limitations of the amplified mul-tiplier chain required use of relativelylow bandwidth chirped pulses to suffi-ciently excite the molecules, which inturn meant that the full 60-GHz band-width could not be covered with eachrepetition cycle. The third goal was notmet, due in part to the fragility of thesedevices, and possibly due to the lowpower handling ability of the millime-

ter-wave receiver, which has a damagethreshold below that of the typical out-put power of the amplified multiplierchain. Multi-pass designs that havelonger effective pathlengths, but reduceinstrument footprint, are likely the bestroute.

This work was done by Steven Shipmanof New College of Florida for the Office ofNaval Research. For more information,download the Technical Support Pack-age (free white paper) at www.aerodefensetech.com/tsp under thePhysical Sciences category. ONR-0032

Wireless Vital Signs Monitor for Trauma PatientsThis monitor enables users to triage, prioritize transport, and track changes in numerous casualtiesfrom a remote location.

Army Medical Research and Materiel Command, Fort Detrick, Maryland

Aminiature, portable wireless vitalsigns monitor (MWVSM), called

Mini-medic™, could aid in the triageand diagnosis of trauma patients withand without traumatic brain injury(TBI). The MWVSM consists of twocomponents, both of which are theapproximate size and weight of a cell-phone: one is a sensor that is placedeither on the forehead or the fingertipof a patient, and the other is a moni-tor that receives a wireless signaltransmitted up to 100 m carried bythe medic.

The MWVSM was developed to cap-ture whatever useful biological data ispossible from small sensors placed onthe forehead (or at a peripheral extrem-ity site) of up to five casualties, thenwirelessly transmit to small, cellphone-sized monitors carried by any first re-sponder within range. To evaluate theMWVSM, it was hypothesized thatchanges in multiple parameters or de-rived variables monitored from the fore-head (or extremity) of a severely injuredpatient correlate favorably with con-ventional vital-sign monitors, either be-

fore or after definitive treatment at alevel 1 trauma center.

This study was comprised of 151 pa-tients; an additional 23 pre-hospital pa-tients were excluded because of missingor incomplete data. The majority of pre-hospital transports have finger sensorsfor logistic reasons, i.e. many patientsare strapped to a backboard and thehead strap is in the exact location forthe MWVSM forehead sensor. The mon-itoring period varied from <10 minutesto >60 minutes. Some sensors fall offduring transport. In many cases, valid

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AIntro

Aerospace & Defense Technology, October 2014 www.aerodefensetech.com Free Info at http://info.hotims.com/49750-761

Tech Briefs

Analysis of an In-Ear Dosimeter for aSingle Hearing Protection DeviceThis data could help prevent permanent hearing loss in militarypersonnel working in extreme noise environments such as thosegenerated by jet aircraft.

Air Force Research Laboratory, Wright-Patterson Air Force Base, Ohio

US national and many internationalhearing conservation programs

(HCPs) have adopted a noise exposurecriterion of 85 dBA for a time-weightedaverage of 8 hours, with a 3 dB per dou-bling exchange rate (safe exposure dura-tion was cut in half for each 3 dB in-crease in noise level). Military personnelwho work in extreme noise environ-ments require high attenuation fromhearing protection in order to completea normal duty day without risk of per-manent hearing loss. Improvements toboth hearing protection and noise dosemonitoring have been consistently rec-ommended and pursued as a means toreduce risk for noise-induced hearingloss.

The goal of adequately protecting thehearing of military personnel in high

noise environments could not beachieved without considering thebone/tissue conduction flanking path-ways of noise, in addition to the air-conducted pathways through the earcanals. It was important to understandthe combined effect of sound energytransmission pathways when attempt-ing to calculate an individual’s truenoise dose. Since temporary thresholdshifts (TTS) is an auditory response tonoise dose, it was used in this study toaccount for the total effect of noise ex-posure on the auditory system.

TTS studies in humans represent theonly ethical means to accurately inves-tigate the effects of noise on humanhearing. While the risk of permanenthearing damage was not nonexistent,data from previous human studies at

data are obtained for only a portion ofthe pre-hospital time.

Over a 20 to 40-minute pre-hospitalmonitoring period, the MWVSM heartrate sensor agrees with the heart ratemeasured by the conventional moni-tor, but the MWVSM SpO2 sensordoes not. It should be emphasizedthat continuous digital data fromMWVSM are averaged over the entiretransport time for each patient andcompared to the average of intermit-tent spot checks from the standardmonitor obtained from the pre-hospi-tal run reports. The data suggest thatR-wave detection in the MWVSMmore or less agrees with a standardmonitor: it deviates 1-6 beats/min rel-ative to a standard monitor. However,the MWVSM SpO2 detector is consis-tently 5-7% lower than the standardmonitor.

These data show that the R-wave de-tection and pulse oximeter in the

MWVSM finger probe are more accurateand follow changes better than those inthe forehead probe in trauma patients.The results of this trial led to a redesignof the method for affixing the foreheadsensor to the skin.

In summary, pre-hospital datashowed there are major demographicdifferences in the characteristics oftrauma patients and non-trauma pa-tients. The MWVSM tracks heart ratewithin 1-6 beats/min, but the MWVSMSpO2 sensor consistently underesti-mates true SpO2, and this is almost en-tirely due to problems with the fore-head sensor.

This work was done by Dr. Kenneth G.Proctor of the University of Miami for theArmy Medical Research and MaterielCommand. For more information,download the Technical SupportPackage (free white paper) at www.aerodefensetech.com/tsp under theBio-Medical category. ARL-0168

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AIntro

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Tech Briefs

the same noise levels and exposuretimes used in this study indicated a lessthan 1% risk for permanent hearingloss. Test subjects were introduced to abrief duration of noise (5 minutes at 97dB overall sound pressure level (OASPL),10.5% of daily allowable noise dose) toensure that subjects were comfortablewith simply being in the noise environ-ment, as well as to eliminate any subjectwith an unusually susceptible auditorysystem.

The first component of the experi-ment was conducted in a reverberantchamber — a specialized hearing test fa-cility in which a subject’s behavioralhearing thresholds were assessed usingBékésy tracking in a diffuse sound field.Subjects wore in-ear dosimetry earplugsfor occluded ear sessions. Each in-eardosimetry earplug had an integratedmicrophone for use in determiningnoise dose. Each subject’s predicteddose level was calculated to ensure sub-ject safety. The subject’s passive noiseattenuation was calculated for thatday’s fit across seven octave band fre-quencies. The subject’s fit remained un-altered between the measurements andthe noise exposure. The noise level inthe room was determined using the oc-tave band method. Based on the sub-ject’s auditory responses to open ear ses-sions, it was determined if the subjectshould be exposed at 25%, 50%, or100% noise dose from the individualsusceptibility to threshold changes.

Pre- and post-noise exposure DPOAEmeasurements were collected for leftand right ears at 3000, 3250, 4000, and6000 Hz. Initially, data were collectedat 91 dB as well as 97 dB; however, itwas determined that 94 dB would be

the only level used for determining thecalibration factor. The maximum openear TTS data at 94 dB for each subjectwere used to calculate a second-orderpolynomial function to display the in-dividual TTS growth. The maximumoccluded TTS was entered into thepolynomial function to determine theeffective noise dose for each individualsubject.

Based on the subjects’ maximum TTSresults from this study, exposed at 94dBA in the single hearing protectivedevice condition, the in-ear noisedosimeter substantially overestimatedthe noise dose by an average of 11 dB.Preliminary findings indicate thathuman subject data are extremely im-portant in developing and calibratingthe effective noise dose for any type ofnoise dosimeter, but particularly so forin-ear dosimetry. Additional studiesshould include investigating thedosimeter calibration under doublehearing protection, investigating mid-dle ear impedance using laser Dopplervibrometry, evaluating subjective andobjective measures of stress duringnoise exposures, and examining TTSresponses from noise generated insidethe ear canal as opposed to outside thehearing protector.

This work was done by Hilary L. Gal-lagher and Richard L. McKinley of the AirForce Research Laboratory, Melissa A. Theisof Oak Ridge Institute for Science and Educa-tion, and Valerie S. Bjorn of the Naval AirSystems Command, Arnold Air Force Base.For more information, download theTechnical Support Package (free whitepaper) at www.aerodefensetech.com/tspunder the Physical Sciences category.AFRL-0232

Subjects wore the in-ear dosimetry earplugs (left) for occluded ear sessions. Each earplug had an integrat-ed microphone for use in determining noise dose. (Right) The in-ear dosimeter, calibration device, andanalysis equipment.

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AIntro


Technology Update

Production of Satellite with First All-Electric Propulsion System Advances

Boeing is “running on schedule” as itcontinues to achieve production

milestones for the first of its all-electric-propulsion 702SP (small platform)satellites.

The company says the 702SP will bethe world’s first all-electric-propulsionsatellite when it is launched later thisyear or early next.

Earlier this year, Boeing announcedthat it had completed static qualifica-tion testing, verification, and assemblyof the primary structures for 702SP inau-gural customers ABS and Eutelsat, withthe spacecraft scheduled to be launchedas a pair in a stacked configuration. Theinitial contract was signed in 2012 be-tween Boeing and Satmex. Eutelsat ac-quired Satmex in January 2014.

Joanna E. Climer, CommunicationsSpecialist, Boeing Space & IntelligenceSystems, confirmed to Aerospace & De-fense Technology on July 10 that the pro-gram is on track.

“We will be first to launch a commer-cial all-electric satellite, providing cus-tomers new flexibility, and next-genera-tion technology for increasedperformance,” Craig Cooning, Vice Pres-ident and General Manager of BoeingSpace & Intelligence Systems, said in aMarch 24 press release. “The all-electricpropulsion design gives customers moreaffordable launch options and the abil-ity to nearly double payload capacity.”

Boeing is building two pairs of 702SPsatellites under a joint four-satelliteagreement with ABS and Eutelsat. Pro-duction on the 702SP satellites began in2013, after the spacecraft passed its crit-ical design review in May of that year.

The Boeing 702SP couples proventechnology from Boeing’s previous de-signs with next-generation technologyand processes, resulting in an afford-able, lightweight alternative design tomeet customer needs, according toClimer. She explained to Aerospace &Defense Technology that the 702SP’s all-electric propulsion system relies exclu-sively on xenon as the propellant: “Thispropellant is an inert and non-haz-ardous element. Previous hybrid de-signs used a combination of xenon gasand other chemical propellants, such as

hydrazine and nitrogen tetroxide. Inthe hybrid design, these other chemicalpropellants were used for both orbit-raising and positioning, while xenongas was only used for positioning. Theall-electric propulsion 702SP now usesxenon as the only propellant.”

Most satellites use something similarto combustion for propulsion, but sincethere is no oxygen in space they need tocarry both the fuel and oxygen withthem, “which is heavy,” Climer contin-ued. “With the xenon ion propulsionsystem (XIPS) engine in the 702SP, in-stead of using fuel and an oxidizer, youhave a gas—in this case xenon. Thexenon gas is charged, electrically ion-ized, and travels at a high velocitythrough the XIPS engine to createthrust, propelling the satellite forward.This makes the 702SP more efficientand lighter in weight. Weight is a mainfactor in launch costs.”

The 702SP is an evolution of the Boe-ing 702 satellite. Its lightweight designaccommodates launch on most com-mercial launch systems, including Fal-

con 9, Ariane 5, Sea Launch, Proton,Soyuz, Atlas V, and Delta IV.

Because of lower mass owing to thelighter-weight components of a xenon-ion propulsion system compared to thatof a conventional one requiring liquidfuel, two satellites can be launched on asingle launch vehicle, resulting in a costsavings of up to 20% when comparedwith existing launch options, accordingto Boeing.

A typical spacecraft will carry be-tween 1800 and 2800 kg of liquid bi-propellant to achieve orbit-raising andon-station position / orbit slot change.An all-electric XIPS system only requiresaround 300 kg of xenon gas to do thesame, said Climer.

The disadvantage of all-electricpropulsion is that it generates lessthrust than conventional propulsionand thus takes longer to move and posi-tion the satellite. Climer said a typicalXIPS thruster provides 0.165 N thrust.When fired in pairs, this equates to 0.33N. Typical chemical thrusters are 10 Nand 22 N (for control jets), and up to440 N LATs (liquid apogee thrusters).

Patrick Ponticel

Because of the lower mass enabled by all-electricpropulsion, two satellites can be launched on a sin-gle launch vehicle. Depicted here is the all-electricsatellite for Boeing customer ABS. (Boeing)

Production of the 702SP satellite is on schedule,Boeing says.

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AIntro

Boeing Reveals Innovative Method of Building 777 Fuselages

Boeing announced on theopening day of the Farnbor-

ough Air Show that it is in thefinal phases of testing and pro-duction readiness of a newmethod for building 777 fuselages“as part of its ongoing technologyinvestment strategy.”

Known as the Fuselage Auto-mated Upright Build (FAUB), thisadvanced manufacturing technol-ogy is expected to improve work-place safety and increase productquality. The technology has beenin development by Boeing since2012.

With this new technology, fuse-lage sections will be built using au-tomated, guided robots that willfasten the panels of the fuselagetogether, drilling and filling themore than approximately 60,000fasteners that are today installed byhand.

FAUB offers numerous benefits in-cluding an improvement in employeesafety. The nature of the drilling andfilling work makes it suitable for an au-tomated solution. According to Boe-ing, more than half of all injuries onthe 777 program have occurred duringthe phase of production that is nowbeing automated. In addition, the au-tomated system is expected to reducebuild times and improve first-timequality of the build process. For a

video of how the process works, go towww.techbriefs.com/tv/boeing.

“This is the first time such technol-ogy will be used by Boeing to manufac-ture wide-body commercial airplanes,”said Elizabeth Lund, Vice President andGeneral Manager, 777 program andEverett site, Boeing Commercial Air-planes. “We're excited to continue im-proving the production process hereand we're positioning ourselves to beginbuilding 777X airplanes in the future.”

The 777 program has already beguntesting FAUB at a facility in Anacortes,

WA. Production readiness preparationsare underway and the system will be in-stalled in Everett in a new portion of themain factory that is under constructionnow. The technology is expected to beimplemented in the next few years.

The robotic system, designed for Boe-ing by KUKA Systems, is the latest in aseries of strategic advanced manufactur-ing moves on the 777 program, whichhave already included new systems forpainting wings and other drilling opera-tions.

Jean L. Broge

Boeing is in the final phases of testing and production readiness of a new method for building 777 fuselages. Knownas the Fuselage Automated Upright Build, this advanced manufacturing technology is expected to improve work-place safety and increase product quality.

Liquid ring pumps are used in aircraftfuel systems in conjunction with

main impeller pumps. These pumps areused for priming the pump system aswell as to remove fuel vapor and airfrom the fuel. Prediction of cavitationin liquid ring pumps is important ascavitation degrades the performance ofthese pumps and leads to their failure.As test-based assessment of cavitationrisk in liquid ring pumps is expensiveand time consuming, recent approaches

have been to assess and predict the riskof cavitation using CFD methods withthe goal to quicken the design processand optimize the performance of thesepumps.

CFD models have demonstrated theability to be used as a cost-effective toolto analyze cavitation phenomenon inpumps for aerospace industry. Pump re-liability is of utmost importance in bothcommercial and military fixed wing androtary wing aircrafts due to their need of

vapor or air free fuel that is required tobe supplied to their engines at all flightmissions. As liquid ring pumps serve thefunction of removing fuel vapor and airfrom the fuel, their reliable functioningplays a critical role in determining thesafe operation of aircrafts during flight.As cavitation has the potential to se-verely limit the operability of these liq-uid ring pumps and in severe cases maylead to their structural failure, accurateprediction of cavitation in liquid ring

Tata Technologies Researchers Use CFD to Predict Cavitation in LiquidRing Pumps


Technology Update

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AIntro



Technology Update

pumps is extremely important to designthese pumps for safe operation.

The cavitation phenomena occur inregions where large pressure drops causethe local pressure to fall below thevapor pressure resulting in formation ofvapor bubbles. Typically for pumps,cavitation occurs in the suction side ofthe pump blades that, in turn, results ina reduction of effective area of bladethereby diminishing the efficiency ofthe pumps. The formation of vaporbubbles and their subsequent burstingcreates pressure impulse on the bladesurfaces, which leads to vibration andfatigue induced structural damage lead-ing to pump failures.

Researchers from Tata TechnologiesLtd. used steady state Multiple Refer-ence Frame (MRF) methodology and thetransient sliding mesh methodology toassess cavitation, pump performance,and Net Positive Suction Head (NPSH)in liquid ring pumps using ANSYS-Flu-ent CFD software.

Results of the research show a consid-erable difference in the characteristiccurve obtained using the two ap-proaches. The results obtained using theMRF approach show a sudden slopechange in the performance curve whenthe flow through the pump exceeded 30m3/s. This unphysical behavior that isnot observed in the transient slidingmesh attests to the possible inaccuracythat could result when simulating cavi-tation using the steady state MRF ap-proach.

Typically cavitation occurs near thehub surface, and investigation of the

The CFD predicted pump performance curvesusing the steady state MRF and the transient slid-ing mesh approaches are shown. The results showa considerable difference in the characteristiccurve obtained using the two approaches.

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AIntro

pressure distribution in the hub area isimportant to understand and analyzethe cavitation phenomenon. Cavitationoccurred in the first, second, and fourthquadrant of the hub. The cavitation re-gion extends from around 0° to 50° and

from around 270° to 360°. The resultsshow the appearance of pressure spikesthat coincide with the fluid compres-sion and subsequent ejection throughthe outlet port. The pressure spikes re-sult in an implosion or collapse of the

vapor bubble, which is formed duringthe cavitation process. The large magni-tude of the pressure spikes, the value ofwhich can be as much as 2.25 MPa forthe pump configuration considered inthis study, creates pressure impulse loadat the impeller surfaces, which may leadto structural failure. Furthermore, thecyclic nature of the pressure impulsesleads to fatigue of the impellers that fur-ther expedites their structural failure.

To compare the results obtainedusing the steady state MRF approachand the transient sliding mesh ap-proach, the volume fraction distribu-tion at the pump mid-section plane areshown in Figure 1. These distributionsof volume fraction and pressure areshown for varying values of outlet pres-sure ranging from 0.4 MPa to 0.6 MPa.The results demonstrate that cavitationoccurs in the region between the inletand the outlet port along the directionof rotation of the impeller. Further-

44 Aerospace & Defense Technology, October 2014Free Info at http://info.hotims.com/49750-765

P141264

Registration: www.sae.org/magazines/webcasts

Now offering a FREE live, interactive 60-minute webcast Speakers:

Since its inception, the FMI standard has proven to be invaluable in many projects that design engineers are involved in. It is becoming the primary method for model transfer and co-simulation, providing a smooth, error-free technique for design engineers to deliver their work without manual integration or resorting to other proprietary tools. At the same time, advanced symbolic technologies have emerged that provide extremely fast auto-generated code for the implementation of dynamic system models, as well as enabling advanced analysis applications. This 60-minute webcast will provide some insight into the symbolic techniques employed under the hood for dynamic system model formulation and optimized code generation, illustrated with applications where the FMI standard has been used. Webcast attendees will be invited to interact with the speakers during a Q&A segment.

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Technology Update

Figure 1: The predicted volume fraction of fuel vapor at pump mid-section using the transient sliding mesh(left) approach and steady state MRF (right) approach are shown.

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AIntro

more, the resultsshow that the cavi-tation area shrinkswith an increase inoutlet pressure. Thedistribution of thevapor fraction showsthe accumulation ofliquid fuel aroundthe periphery due tocentrifugal forcesand the accumula-tion of the vaporbubbles in andaround the hub re-gion as these regionsexperience the lowpressure regions thatlead to cavitation.

The vapor fraction distribution pre dicted by the MRF ap-proach indicates an unrealistic unphysical location of cavita-tion. The MRF model predicts that the cavitation occurs nearthe inlet port which is physically unrealistic.

Figure 2 shows the distribution of absolute pressure at thepump mid-section plane as predicted by the transient slidingmesh and the steady state MRF methodology, respectively. Asexpected, regions of low pressure near the inlet port and re-gions of higher pressure near the outlet port are observed.

The results indicate that though the computation efforts arecheaper for the steady state MRF model, the results obtained areunphysical. The computationally expensive transient slidingmesh approach results in realistic predictions. Due to unavail-ability of experimental data, a quantitative validation of thesliding mesh approach for cavitation prediction could not beperformed, but the trends observed in the results show promisein this approach as compared to the MRF approach. Further in-vestigation, along with experimental validation, would be re-quired to refine the prediction fidelity of the transient slidingmesh based cavitation model for liquid ring pump applications.

This article is based on SAE International technical paper 2013-01-2238 by Manoj Radle and Biswadip Shome of Tata Technolo-gies Ltd.



Technology Update

The liquid ring pump configuration that wasstudied consisted of a single stage impeller with14 blades arranged in an equi-spaced mannercircumferentially.

Figure 2: The predicted pressure distribution (MPa) at pump mid-section usingthe transient sliding mesh (left) approach and steady state MRF (right)approach are shown.

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TE CONNECTIVITY(TE) CONNECTORSFOR VITA 66.1STANDARD

TE’s Ruggedized Optical Backplane Interconnect(Supporting VITA 66.1 standard) system provides ahigh-density, blind-mate optical interconnect in abackplane/daughtercard configuration. The fiberoptic (ribbon) cable interconnect is fed through thebackplane to removable system modules using MT fer-rules. In Stock at Heilind Electronics; 877-711-5096 orhttp://www.heilind.com/rpages/TE_vita66_ntbspot.

Heilind Electronics, Inc.

Product Spotlight


COM Express Mini ModuleAdvantech (Irvine, CA) has released

the SOM-7567 COM Express® MiniType 10 module, featuring Intel®Atom™ E3800/Celeron® N2930/J1900processors. Mea -suring 84 × 55mm, SOM-7567supports on-board memoryup to 4GB and64GB flash mem -ory. The modelcan support up to 15 simultaneous1080p full-HD video decoders.

The SOM-7567 includes range voltageinput from 4.75 ~ 20V and flexible op-tions from 1 to 4 cores. The onboardflash and memory has anti-vibrationfeatures. To centralize monitoring andmanagement of all their embedded de-vices, SOM-7567 also comes with Ad-vantech SUSIAccess and API bundledfor system integrators.

For Free Info Visithttp://info.hotims.com/49750-517

L- and S-Band High Gain AmplifiersPasternack Enterprises (Irvine, CA)

has announced a new portfolio of L-and S-band high gain amplifiers. Themodules, packaged in hermetically-

sealed metal enclosures, are op-timized for 1.2 –1.4 GHz and 3.1 –3.5 GHz radar ap-plications. TheRF amplifiers uti-lize a hybrid mi-

crowave integratedcircuit design and GaAs

pHEMT technology. The devices alsofeature built-in voltage regulation, biassequencing, and reverse bias protection.

Two of the new products are lownoise amplifiers (LNA) that demon-strate noise figure performance of 1.1dB to 1.5 dB at high gain levels of 40 dB.Also offered are 10 Watt and 20 Watthigh power amplifiers that have gainperformance of 40 – 47 dB, with 1.0 dBto 1.5 dB gain flatness. Pasternack isalso releasing an L-band driver amplifierthat displays gain performance of 47 dBwhile delivering gain flatness of 1.5 dB.

For Free Info Visithttp://info.hotims.com/49750-516

INTERACTIVEMECHANICALENGINEERINGSHOWCASEExplore the exciting newCOMSOL mechanical engi-neering showcase: videotutorials and stories aboutengineers and researchers

demonstrate everything from thermal stresses anddeformations, to acoustics, multibody dynamics, andmore: www.comsol.com/showcase/mechanical

COMSOL, Inc.

A WORLD OF FIBER OPTIC SOLUTIONS

• T1/E1 & T3/E3 Modems, WAN• RS-232/422/485 Modems and Multiplexers• Profibus-DP, Modbus• Ethernet LANs• Video/Audio/Hubs/Repeaters• USB Modem and Hub• Highly shielded Ethernet, USB (Tempest Case)• ISO-9001http://www.sitech-bitdriver.com/

S.I. Tech

TRUSTEDASSEMBLYHARDWARESUPPLIER SINCE1928!

Seastrom has the most com-prehensive online catalog of precision fasteners andwashers in the industry. Huge inventory of stockedstandard and military part numbers ready to ship.Seastrom has been the source for quality assemblyhardware since 1928. ISO 9001/AS 9100:2004 certi-fied. DFARS, RoHs and REACH compliant. Made inthe USA. www.seastrom-mfg.com

Seastrom Manufacturing

SHX1 LONG-RANGE MULTI-CHANNEL TRANSCEIVERLemos International offers

the SHX1 Long-Range Multi-Channel Transceiverthat provides:• Unlicensed operation on MURS band frequencies

(under FCC Part 95)• Data rates up to 5 kbps for standard module• High-performance double superhet PLL synthesizer• Usable range over 5km• Re-programmable via RS232 interface, fully

screened, low profile, small footprint.www.lemosint.com

Lemos International

THERMALCONTROL VALVEThe Senior AerospaceThermal Control Valve inte-grates the temperature sens-ing, actuation, and valvefunction into a compactpackage. The all-metal con-struction is capable of opera-

tion at temperature extremes and meets today’s high-er reliability requirements. Designs may be fine-tunedfor specific actuation temperature ranges. This is ide-ally suited for turbine engine accessories coolingrequirements or anywhere where automatic thermalcontrol is required. http://www.metalbellows.com/

Senior Aerospace

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Ad Index For free product literature, enter advertisers’ reader service numbers at www.techbriefs.com/rs, or visitthe Web site beneath their ad in this issue.

Reader ServiceCompany Number Page

Reader ServiceCompany Number Page

www.aerodefensetech.comPublished by Tech Briefs Media Group (TBMG),

an SAE International Company

3M Defense Markets Division . . . . . . . . . .744 . . . . . . . . . . . . .9

ACCES I/O Products . . . . . . . . . . . . . . . . . .754 . . . . . . . . . . . .29

Advanced Test Equipment Rentals . . . . . .761 . . . . . . . . . . . .39

Aurora Bearing Co. . . . . . . . . . . . . . . . . . . .766 . . . . . . . . . . .45

Coilcraft CPS . . . . . . . . . . . . . . . . . . . . . . . .742 . . . . . . . . . . . . .5

COMSOL, Inc. . . . . . . . . . . . . . . . . . . .769, 778 . . . . .47, COV IV

CST of America, Inc. . . . . . . . . . . . . . . . . . .777 . . . . . . . .COV III

Dow-Key Microwave Corporation . . . . . . .757 . . . . . . . . . . . .33

FEKO - EM Software & Systems (USA) . .756 . . . . . . . . . . . .32

Heilind Electronics . . . . . . . . . . . . . . . . . . .770 . . . . . . . . . . . .47

Herber Aircraft Service Inc. . . . . . . . . . . .763 . . . . . . . . . . . .43

Hunter Products Inc. . . . . . . . . . . . . . . . . .767 . . . . . . . . . . .45

IHS GlobalSpec . . . . . . . . . . . . . . . . . . . . . .746 . . . . . . . . . . . .13

Lemos International Co. Inc . . . . . . . . . . . .771 . . . . . . . . . . . .47

Lyons Tool & Die Co. . . . . . . . . . . . . . . . . . .743 . . . . . . . . . . . . .7

M.S. Kennedy Corporation . . . . . . . . . . . .740 . . . . . . . . . . . . .2

Master Bond Inc. . . . . . . . . . . . . . . . .768, 772 . . . . . . . .46, 47

Maxon Precision Motors, Inc. . . . . . . . . . .752 . . . . . . . . . . . .24

New England Wire Technologies . . . . . . .753 . . . . . . . . . . . .27

OMICRON Lab . . . . . . . . . . . . . . . . . . . . . . .749 . . . . . . . . . . . .17

Omnetics Connector Corporation . . . . . .764 . . . . . . . . . . . .43

OTEK Corporation . . . . . . . . . . . . . . . . . . .759 . . . . . . . . . . . .35

Photon Engineering . . . . . . . . . . . . . . . . . . .751 . . . . . . . . . . . .23

Positronic Industries, Inc. . . . . . . . . . . . . .762 . . . . . . . . . . .40

Proto Labs, Inc. . . . . . . . . . . . . . . . . . . . . . .745 . . . . . . . . . . . . .11

PTI Engineered Plastics, Inc. . . . . . . . . . . .741 . . . . . . . . . . . . .3

Pulse Technologies . . . . . . . . . . . . . . . . . . .739 . . . . . . . . . . . . .1

Rakon Ltd. . . . . . . . . . . . . . . . . . . . . . . . . . .758 . . . . . . . . . . . .35

Remcom . . . . . . . . . . . . . . . . . . . . . . . . . . . .755 . . . . . . . . . . . .31

S.I. Tech . . . . . . . . . . . . . . . . . . . . . . . . . . . .773 . . . . . . . . . . . .47

SAE International . . . . . . . . . . . . . . . . . . . .765 . . . . . . . . . . .44

Seastrom Mfg. . . . . . . . . . . . . . . . . . . . . . . .774 . . . . . . . . . . . .47

Senior Aerospace . . . . . . . . . . . . . . . . . . . .775 . . . . . . . . . . . .47

SPIE Defense + Security 2015 . . . . . . . . . .747 . . . . . . . . . . . .15

Statek Corporation . . . . . . . . . . . . . . . . . . .760 . . . . . . . . . . . .37

Tech Briefs TV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34

Thermacore, Inc. . . . . . . . . . . . . . . . . . . . . .750 . . . . . . . . . . . .19

TRUMPF Inc. . . . . . . . . . . . . . . . . . . . . . . . .738 . . . . . . . .COV II

Verisurf Software, Inc. . . . . . . . . . . . . . . . .748 . . . . . . . . . . . .16

Voltage Multipliers, Inc. . . . . . . . . . . . . . . .776 . . . . . . . . . . . .47

Editorial ______________________________________

Production/Circulation __________________________

Sales & Marketing ________________________________Thomas J. DrozdaDirector of Programs & ProductDevelopment (SAE)

Linda L. BellEditorial Director (TBMG)

Kevin JostEditorial Director (SAE)

Bruce A. BennettEditor (TBMG)

Jean L. BrogeManaging Editor (SAE)

Lindsay BrookeSenior Editor (SAE)

Billy HurleyAssociate Editor (TBMG)

Patrick Ponticel, Ryan GehmAssociate Editors (SAE)

Kendra SmithManaging Editor, Tech Briefs TV

Matt Monaghan Assistant Editor (SAE)

Lisa ArrigoCustom Electronic Products Editor (SAE)

Kami BuchholzDetroit Editor (SAE)

Richard GardnerEuropean Editor (SAE)

Jack YamaguchiAsian Editor (SAE)

Terry Costlow, John Kendall, Bruce Morey, Jenny Hessler, Jennifer Shuttleworth, Linda Trego,Steven AshleyContributing Editors (SAE)

Adam SantiagoProduction Manager (TBMG)

Lois ErlacherArt Director (TBMG)

Bernadette TorresDesigner (TBMG)

Marilyn Samuelsen Audience Development/CirculationDirector (TBMG)

Jodie Mohnkern Circulation and Mail List Manager (SAE)

Martha SaundersAudience Development/CirculationAssistant (TBMG)

Scott SwardPublisher, Periodicals & ElectronicMedia (SAE)

Joseph T. PrambergerPublisher (TBMG)

Debora RothwellMarketing Director (TBMG)

Marcie L. HinemanGlobal Field Sales Manager (SAE)

Lorraine Vigliotta Marketing Client Manager (SAE)

Kaitlyn SommerMarketing Assistant(TBMG)

Tech Briefs Media Group, an SAE International Company

261 Fifth Avenue, Suite 1901, New York, NY 10016

(212) 490-3999 FAX (212) 986-7864

TBMG Sales Representativeswww.techbriefsmediagroup.com/home/sales

SAE International Sales Representativeshttp://sae.org/reps

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AIntro

CST of America®, Inc. | To request literature, call (508) 665 4400 | www.cst.com

Make the ConnectionFind the simple way through complex

EM systems with CST STUDIO SUITE

RCS & Surface Current Simulationof a Helicopter

Components don’t exist in electromagnetic isolation. They influence their neighbors’ performance. They are affected by the enclosure or structure around them. They are susceptible to outside influences. With System Assembly and Modeling, CST STUDIO SUITE helps optimize component and system performance.

Working in aerospace and defense? You can read about how CST techno-logy was used to simulate the RCS & surface currents of this helicopter atwww.cst.com/heli.

If you’re more interested in filters, couplers, planar and multilayer structures, we’ve a wide variety of worked application examples live on our website at www.cst.com/apps.

Get the big picture of what’s really going on. Ensure your product and components perform in the toughest of environments.

Choose CST STUDIO SUITE – Complete Technology for 3D EM.


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AIntro

ELECTRICALAC/DC ModuleRF ModuleWave Optics ModuleRay Optics ModuleMEMS ModulePlasma ModuleSemiconductor Module

MECHANICALHeat Transfer ModuleStructural Mechanics ModuleNonlinear Structural Materials ModuleGeomechanics ModuleFatigue ModuleMultibody Dynamics ModuleAcoustics Module

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© Copyright 2014 COMSOL. COMSOL, COMSOL Multiphysics, Capture the Concept, COMSOL Desktop, and LiveLink are either registered trademarks or trademarks of COMSOL AB. All other trademarks are the property of their respective owners, and COMSOL AB and its subsidiaries and products are not affi liated with, endorsed by, sponsored by, or supported by those trademark owners. For a list of such trademark owners, see www.comsol.com/trademarks

comsol.com/release/5.0

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Documents

October 2014 Welcome to your Digital Edition of - sae.orgsae.org/magazines/pdf/14AERP10.pdf · Plasma Module Semiconductor ... for your multiphysics models. Use COMSOL Server to distribute