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Welcome to

your Digital Edition of

Aerospace & DefenseTechnology

June 2015

Intro

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Maximizing Thermal Cooling Efficiencies in High-Performance Processors

Stand-Off Scanning and Pointing with Risley Prisms

Getting It Right with Composites

Solutions for RF Power Amplifier Test

Supplement to NASA Tech Briefs

June 2015

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June 2015


Stand-Off Scanning and Pointing with Risl



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AH0415B-RAD

Contact our Research, Aerospace, and Defense Group to discuss your application today.Ph: 412-963-7470 Email: [email protected]

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Inertial Device Testing Aircraft Ground Mapping Gimbals Resolver & Optical Encoder

Calibration Systems Servo, Stepper, Voice Coil, Piezo Controls


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June 2015

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Aerospace & Defense Technology

ContentsFEATURES ________________________________________

6 Rugged Computing6 Maximizing Thermal Cooling Efficiencies

in High Performance Processors

12 Lasers & Optics12 Stand-Off Scanning and Pointing with Risley Prisms

18 Simulation/Manufacturing18 Getting It Right with Composites

24 Aircraft24 Regional and Bizjets Refined and Redefined

28 RF & Microwave Technology28 Solutions for RF Power Amplifier Test34 Air-Ground Communications System Aims

to Make Flying Safer

37 Tech Briefs37 Fabricating Transparent and Stretchable Supercapacitors

Based on Wrinkled Graphene Electrodes38 Modular Exhaust Design and Manufacturing Techniques

for Build-to-Order Muffler Systems 40 Silicon Microsphere Fabrication41 Designing and Fabricating a Multiple-Decade Battery

DEPARTMENTS ___________________________________

35 Technology Update43 Application Briefs46 New Products49 Advertisers Index50 Whats Online

ON THE COVER ___________________________________

In an attempt to reduce the noise footprintof aircraft during landing, NASA has expand-ed its use of Exa Corps PowerFLOW soft-ware. This image shows the radiated soundfield from a business jet with flaps and mainlanding gear deployed. To learn more, checkout the Whats Online section on page 50.

(Photo courtesy of Exa Corp)

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TECHNOLOGIES

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Despite the continuous devel-opment of new, higher per-forming processors, the thirstfor increased embedded com-puting capability remains unquenched.In fact, it seems like Moores Law mayhave slowed when it comes to fre-quency but increased in terms of driv-ing processor core and field program-mable gate array (FPGA) LUTS counts.The previous need for fewer frequencyincreases has become a need for in-creased core counts, faster front side busspeeds, and greater support chip inte-gration, all of which drive continuallyrising power requirements. Meetingthese ever increasing "compute densityescalations" while simultaneously maxi-mizing thermal cooling efficiencies re-quires innovative packaging solutions.

The need to increase core counts inprocessor chips and LUTs growth inFPGAs continues to grow at an un-precedented pace. Processor manufac-turers like Intel and AMD continue tointegrate functionality and processorcore count to achieve greater processorvolumetric efficiency. FPGA supplierslike Xilinx and Altera that dominate90% of the FPGA market are offeringlarger LUTs-size FPGAs that appeal toembedded computing engineers, butcome at a higher thermal managementcost. This thermal management chal-lenge is usually left to the end of thedesign process when engineers start toask, How will we cool these new chipdensities?

Size MattersSilicon chips continue to evolve. Fig-

ure 1 articulates how the ball grid array

6 www.aerodefensetech.com Aerospace & Defense Technology, June 2015

Figure 1. IntelMicroprocessor Pin Count Over Time (Credit: Lee Pavelich, Progression of CPU Pin Counts,Scrub Physics blog, September 19, 2011)

Figure 2 (left to right). Intel "Arrandale" mobile-class processor, Intel "Haswell" server-class processor withintegrated heat sink. (Images courtesy of Intel Corporation)

Maximizing Thermal CoolingEfficiencies in High-PerformanceProcessors

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Work with an embedded computing partner you can count on

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Rugged Computing

(BGA) ball quantities of server and mo-bile-class chips have continued to growin package size as functionality is inte-grated into the processor or scaled intothe FPGAs.

The portable device market requires asmaller volumetric approach and acooling demand driven by size, weightand power (SWaP). Handheld devices,tablets, and laptops require maximumcooling in a very small environment.Server-class chips, however, use a differ-ent approach. Figure 2 shows a mobile-class processor and a server-classprocessor that offers a built-in heatspreader to aid in the mass transfer ofthermal energy.

Each of these chips requires a differ-ent approach to dealing with this chal-lenge. The smaller device demands anapproach that controls the distributionof energy in a manner that does not addweight. The server-class chips are driv-ing larger BGA ball counts and control-ling the thermal heat spread of the chipwith copper surfaces and volume tomass transfer energy to server-designedheat sinks. The size and weight is signif-icantly different.

Thermal Densities The HiddenVariables

When looking at these very differenttechnologies in silicon-based chips andtheir ever-shrinking lithography imple-mentations, one attribute is extremelyconsistent. As functionality and capa-bilities are scaled into the chips, they

increase in size and carry a non-linearthermal distribution in thermal energyheat flux.

Figure 3 shows some of the enormouschallenges present in all three silicontechnologies. The FLIR camera analysisshows that there are significant differ-ences in the thermal heat generation inthe silicon. This means that watts per

square inch is no longer a sensiblemeasure for linearly analyzing thesechallenges. When sophisticated compu-tational fluid dynamic (CFD) softwaretools like Flotherm, Ice Pack, or othersare utilized, linear energy distribution isnot observed. Thermal energy densityand the ability to mass transfer the con-centrated heat is becoming a thermal

Figure 4. Mercury's 6U OpenVPX payload cards may be packaged in a variety of standards-compatiblecooling options without modification.

Figure 3 (left to right). Thermal scans of mobile-class, server-class and FPGA chips.

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Rugged Computing

analysts "Disneyland", where copper ordiamonds are preferred due to theirconductivity. The weight or costs ofthese technology implementations areoutside the scope of this article. So, theimages shown in Figure 3 illustrate howsome of these chips require a new ap-proach to cooling to help absorb thesehighly concentrated energy loads.

Agnostic CoolingOne example of solving this outstand-

ing thermal energy non-linear challengewas developed by engineers at MercurySystems. As shown in Figure 4, Mercurydeveloped a 6U OpenVPX design ap-proach, utilizing a standardized andscalable approach to VPX open standardcooling, and a common printed circuitboard assembly across each differenttype of cooling technology.

This approach affords engineers theability to solve these complex thermaldensity challenges in various environ-ments, with the same computational ar-chitecture. A VPX solution in a lab envi-ronment needs a certain coolingsolution, while a VPX solution in

ground radar, a mobile vehicle, amanned aircraft, or an unmanned aerialvehicle (UAV) need significantly differ-ent cooling solutions. An agnostic ap-proach allows affordable rugged VPXcooling solutions to be used in each ofthese very different environments,while also saving precious design, devel-opment and deployment time.

Open Standards, VITA andStandardized Module Cooling

Its here where the VMEbus IndustryTrade Association (VITA) has really em-braced cooling agnostics. VITA contin-ues to drive standardized cooling technologies into VPX computationalcooling to support these requirements.Below are some examples: a) VITA 48.1 supports air cooling.b) VITA 48.2 supports conduction

cooling.c) VITA 48.3 is an open unfinished stan-

dard for liquid cooling.d) VITA 48.4 is a developing standard

for liquid cooling.e) VITA 48.5 supports air flow through

cooling.

f) VITA 48.6 is an open standard for liq-uid cooling.

g) VITA 48.7 supports Air Flow-Bycooling.

h) VITA 48.8 What will it be?As a final example, Figure 5 shows the

effective mathematical solution be-tween Mercury's VITA 48.7 Air Flow-By cooling and VITA 48.2 conductioncooling technologies.

Each of these cooling technologieshas a direct impact on reliabilitythrough temperature impact and its as-sociated direct variable of Coefficientof Thermal Expansion (CTE) impacts.As the power levels, thermal densities,and concentrated heat fluxes drive em-bedded systems forward, companieslike Mercury Systems are driving math-ematical high reliability cooling solu-tions to meet these ever increasing de-mands.

This article was written by DarrylMcKenney, Vice President, EngineeringServices Mercury Systems, Inc. (Chelms-ford, MA). For more information, visithttp://info.hotims.com/55590-500.

Figure 5. Thermal Resistance Comparison, Air Flow-By (AFB) vs. Conduction Cooled (CC).

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Stand-Off Scanning and Pointingwith Risley Prisms

With the ever increasingthreat of improvised explo-sive devices, both in the mil-itary arena and the civilianrealm, there is a growing demand fortechnologies with the ability to detect ex-plosives and their precursors from a safestand-off. While a wide variety of tech-nologies have been investigated for thisapplication, laser-based spectroscopictechniques designed to detect chemicaltraces on personnel, vehicles and otherobjects have garnered a lot of attention.These laser-based techniques includeRaman spectroscopy, laser induced break-down spectroscopy (LIBS), diffuse re-flectance spectroscopy (DRS), and photo-thermal spectroscopy (PTS), amongothers. Laser-based approaches concen-trate a large amount of power on a singletarget location, which enables reasonablesignal-to-noise ratio (SNR) to be obtaineddespite the 1R2 drop-off in return signalstrength (where R represents stand-offdistance).

Regardless of which laser-based spec-troscopic approach is used, explosivedetection maps provide more useful in-formation than point sampling ap-proaches. Such a capability is achievedby coupling these laser based spectrom-eters with a scanner.

In the interest of adapting thesestandoff explosive detection technolo-gies to the widest number of applica-tions and platforms, the ideal scannerwould be compact, lightweight, lowpower and vibration insensitive. Fur-ther benefit is achieved with a scannerthat can both continuously scan thefield of regard to look for potential ex-plosives and then rapidly point to a sus-pected location and confirm the exis-tence of an explosive using highresolution spectroscopic information.Potential approaches include gimbaltype mirrors, galvo scanners, fast steer-ing mirrors, and Risley Prism scanners.

While gimbal scanners are used for awide variety of scanning applications,

their carried axis designs typically resultin much larger, heavier designs requir-ing more power to drive. Non-carriedaxis systems (such as galvanometerscanners) are challenged when large

apertures are required. Fast steeringmirrors can provide the necessary re-sponse time and aperture but they aregenerally limited to small fields of view.Oftentimes a better solution to these

Figure 1. Risley Prism Beam Steering

Figure 2. Risley Prism Scanner Opto-Mechanical Arrangement

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Lasers & Optics

scanner requirements is the Risley prismscanner, which can achieve all of the re-quirements in a smaller package requir-ing less operating power.

Standoff Trace Explosive Detection A potential real application involves

the evaluation of vehicles entering a facil-ity. Trace explosive levels (10s of g/cm2)are typically found in fingerprint residuesleft on a car door handle. A number ofrequirements exist for an effective stand-off explosive detection system in this ap-plication, including the ability to main-tain a modest vehicle throughput rate(vehicles per hour) as well as the ability tooperate both autonomously and with lit-tle cooperation from the entering vehi-cles. From a scanner perspective this re-quires a wide field of coverage; a typicalcar door handle is about 25 cm in lengthand has a separation between handles ofapproximately 1.25 m, which results inan angular field of 120 degrees. It also re-quires good spatial resolution a typicalfingerprint size of 5 cm2 at a 0.5 m stand-off results in an angular resolution of bet-ter than 5 milliradians. Fast accelerationand scanning capability are also neces-sary at a maximum of 5 seconds to scana vehicle (or 2.5 s per handle with onesystem for each side of the vehicle), ascan velocity of 20 deg/sec results in adwell time per fingerprint area on a han-dle of 25 ms and is supported by an accel-eration of 20,000 deg/sec2 (negligibleamount of time to point from handle tohandle of less than 100 ms). Finally, ex-plosive materials exhibit unique spectralsignatures so-called spectral fingerprints in the mid-infrared (MIR) region of thespectrum spanning 350 4000 cm-1 (ap-proximately 2.5 28 m), which requiresoptical materials that provide good trans-mission in this waveband.

Risley Prism Scanner Design forExplosive Detection

As shown in Figure 1, two identicalprisms rotating about a common opticaxis comprise a Risley prism pair. Maxi-mum deviation occurs when the prismsare in alignment (a) and no net devia-tion occurs when they are in opposition(c). As a result, any point in the conicalfield of view can be addressed by an in-termediate angle between the pair.

Mechanical ArrangementA Risley Prism scanner is realized in

practice with the optical-mechanicalarrangement shown in Figure 2. Hol-low core brushless motors are ideal forproviding high torque (acceleration),smooth scanning (electronically con-trolled commutation), and low operat-ing power since the shaft (i.e. prisms) isthin and close to the axis of rotationwith a resulting low moment of inertia.In practice, peak powers of 10s of wattscan be obtained for 25mm and largerclear aperture systems that havefull field response times onthe order of 100 millisec-onds. Duplex bearingsminimize axial playand provide highpointing accuracy,which is supportedwith optical en-coder-based positionsensors to providehigh-resolution an-gular measurement.For example, 20,000count encoders areeasily obtained in prac-tice and provide sub-milliradian level point-ing resolution.

In the MIR, a number ofmaterial options exist for theprisms that provide high trans-mission and include zinc sulfide,

zinc selenide, silicon, and germanium.Additionally, the high refractive indexof these materials results in a smallprism to achieve a large field of regard:a 120 deg full angle field of regard canbe achieved with a pair of 7.6 degwedge angle germanium prisms.Matching the prism pair angles towithin an arc-minute is easily achiev-able with standard optical shop fabri-cation methods and results in a so-called Nadir error (region about the

Figure 3. Sample scan patterns that can be achieved by setting the prism rotation velocities to a constantvalue, resulting in power savings.

Spiral Rosette

Figure 4. Risley Prism Scanner Assembly

(Photo: OPTRA, Inc.)


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AIntro

optical axis that cannot be pointedwithin) less than a milliradian.

Risley Prism systems can be used ineither a steering or scanning configura-tion, depending on the speed of thespectroscopic technique being utilized.For spectroscopic techniques requiring

longer integration times, the RP wouldtypically be used in a straightforwardstep-stare configuration, tracing out apredetermined pattern. For techniqueswith shorter integration time require-ments, the RP can be used in a scan-ning configuration. Oftentimes com-

bining scanning and step-stare opera-tion is the ideal approach for asearch/confirm operating scenario.Constant prism rotation angles mini-mize system power requirements whileproviding flexible scanning patterns.Figure 3 shows the spiral pattern androsette patterns that can be achieved ina scanning mode of operation: the spi-ral scan is accomplished by rotatingthe two prisms in the same directionwith a small velocity difference be-tween the prism pair, while the rosetteis accomplished by counter-rotatingthe prisms. Figure 4 shows a RisleyPrism assembly that embodies this de-sign. The 50 mm clear aperture systemmeasures 130 mm in diameter by 116mm long and weighs 2.8 kg. Recently,a standoff DRS trace explosive detec-tion system used a Risley Prism scannerto achieve wide field of coverage in anoverall compact package.

ConclusionsLaser based spectroscopic methods

have shown excellent potential forstandoff detection of explosive materi-als. The integration of a scanner withthe spectrometer can provide widefield of coverage and extend these tra-ditional point sampling systems intotwo-dimensional field mapping sys-tems. A number of laser scanning sys-tems exist and include Risley Prismsalong with gimbal, galvo, and fastscanning mirrors. Risley Prism scan-ning systems can be adapted for a widevariety of spectral ranges, field anglesand scanning configurations to opti-mize performance based on the attrib-utes of the selected spectroscopic ap-proach. Regardless of the specificsystem parameters, the Risley Prismscanners inherent combination oflarge aperture, wide field of regard,pointing accuracy, and fast beam de-flection in a compact opto-mechanicalassembly that requires low-power tooperate, make it uniquely suited forstandoff detection applications.

This article was written by CraigSchwarze, Principal Systems Engineer,OPTRA, Inc. (Topsfield, MA). For more in-formation, visit http://info.hotims.com/55590-501.

16 Aerospace & Defense Technology, June 2015

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Lasers & Optics

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Will you be next? THE

DESIGN CONTEST 2015

Hes Creating the Future

The LVVWS (Lund Variable Velocity Weapon System) is a less-lethal weapon system.It is capable of adjusting the velocity of a projectile based on the distance to thetarget in order to have non-lethal impact energy. It uses an infrared range findersystem to meter the distance to the target. It can launch up to three projectiles persecond to a distance of 400 meters. The weapon uses a combustible gas to launchthe projectiles in many ways it is similar to a combustion engine.

Entering the contest attracted interest that ultimately led to a SBIR contract todevelop our technology into a less-lethal weapon system, said Bruce Lund, LLCManager, Lund and Company Invention, L.L.C.

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Composite design and analysis isa highly integrated activity,said Chris Gear, Chief Technol-ogy Officer & Senior TechnicalFellow for GKN Aerospace. He noted thathow composite material is placed, how itmoves, how it cures, and the quality andconformance of the product are all inter-related. All of these factors are consid-ered in the final release of the data formanufacturing, according to him, aidedby design-for-manufacturing (DFM).

Complicating manufacturing opti-mization is the very nature of advancedcomposites, requiring a unique designprocess, unlike isotropic, homogenousmetal. Controlling fiber orientation andnumber of layers of fiber embedded in aplastic matrix is vital for its perform-ance. Initial CAD definitions that spec-ify the outer and/or inner mold lines ofthe part require further definition of

material type, fiber orientation, stack-up order, balance, symmetry, drop-offs,splices, and darts.

DFM is a very important aspect onany composite design, where the manu-facturing process and materials usedwill drive the final design solution andare key to meeting our internal require-ments on weight, costs, and robustnessof product, said Gear.

He explained that in the early stagesof a design, GKN will use their own or acustomers design methods for compos-ites within GKNs own CAE toolset. Thisis to ensure they characterize and simu-late how the material will lay down intoGKNs double curvature tools, identify-ing hot spots where extra care isneeded in manufacturing and pinpointwhere we need to validate an area thatis beyond the limitations of our existingmethods, he said.

Composites Design, CompositeConstraints

John OConnor, Director, Product andMarket Strategy for Siemens PLM,provider of the Fibersim tool for designwith composites, noted that there arethree areas where engineers can improveproduction rates for composites. One isto improve at the point of production it-self, with faster machines or better tools.The second is asking how to modify adesign for faster manufacturing.

The third step is the furthest upstreamand that is how to optimize the designfor both its purpose, for example leastweight and maximum strength, while in-corporating manufacturing constraints toproduce it as quickly as possible, he said.

An important element in this designprocess, according to OConnor, is to in-corporate in the process the automatedtool used to make the part, for exampleautomated fiber placement (AFP) versusautomated tape laying (ATL).

Optimizing material also reducesweight. That was a goal of the new Multi-ply design feature in their latest Fibersimrelease. Unlike traditional ply-, zone-, orgrid-based methods, the engineer placesindependent reinforcement regions ontop of other regions, eliminating tediouszone or grid redefinition. With thisMulti-ply approach, the design is updat-able between geometry and associatedply definitions, eliminating rework.

Multi-ply makes it easier and quickerto define a design, maintaining commu-nication between analysis and re-design, he said.

According to O'Connor, the Multi-plyfunction was developed through work-

The unique workflow for advanced composites parts is different from metals, yet the end result mustremain the samea part that meets the specification for the lowest cost. (Siemens PLM)

Getting It Right with CompositesWith composites now amainstay in most new aircraftdesigns, the engineeringemphasis has switched fromunderstanding if they work tothinking through the mostefficient way to manufacturethem, such as using design-for-manufacturing software.

by Bruce Morey

A composite wing spar undergoing inspection at GKN Aerospace. CAE and DFM simulation techniques are aimed at increasing the speed of manufacturing such components.

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Free Info at http://info.hotims.com/555-

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Simulation/Manufacturing

ing with Siemens automotive cus-tomers. The traditional zone- or grid-based design approaches were morethan automotive needed. But once ouraerospace customers saw [this feature],they knew they could use it to their ad-vantage. He predicts more automotiveto aerospace spillover as the industrycontinues to emphasize rate.

We need to ensure there is no dis-connect between the design engineer,the manufacturing engineer, and theshop floor, said Rani Richardson, Com-posites Consultant for Dassault Sys-tmes, providers of a full suite of Prod-uct Lifecycle Management (PLM)software as well as the Composite Work-

bench set of tools for designing and an-alyzing composite structures.

She agrees that when it comes to help-ing aerospace increase production rates,lessons learned from automotive will bea powerful tool. One example of that isour new CATIA Composites BraidingDesigner tool, she said, developed witha major European automotive OEM.

With this, we simulate the actualbraiding machine, including parame-ters like mandrel speed, carrier rotation,and orientation. We can do this all inthe design phase before we pass it toCAE simulation. We are designing prop-erly right from the start rather thanhaving to go through that iteration

loop, she said. While developed for theautomotive market, it provides a usefultool to aerospace users as well.

In fact, there are plenty of synergy op-portunities as composites and advancedcomposites become more popular inmany applications. For example, Richard-son expects government funding of insti-tutes such as the Institute for AdvancedComposites Manufacturing Innovation(IACMI), of which Dassault Systmes is acharter member, to also advance tools forbetter design for manufacture.

Industries such as automotive, windenergy, or compressed gas storage havethe same goal [as aerospace] developtools for building quality, robust com-

Siemens Fibersim Multi-ply combines a ply-basedmethodology with a zone-based methodology toassure a robust workflow accommodates changesin design more easily.

Using software to tweak designs for best manufacturing is the goal of software like this from Coriolis. Inthis case, it adjusts ply contours to fill material strips most efficiently, creating faster, lighter designs asshown in this before and after picture.

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posite parts faster and cheaper, shesaid. The materials and resins may be alittle different, and certainly crashwor-thiness means different things betweenautos and airplanes, but the basic toolswill be the same.

An especially interesting new devel-opment in CAE simulation is DassaultSystmes 2014 acquisition of Accelrys,now known as the Biovia brand withinDassault Systmes. This software modelsmolecular formation of resins and theresin curing cycle through chemical ki-netics simulation. Optimizing thechemistry through design of the plasticsused to bind composites could meanstronger materials, and faster curing cy-cles and manufacturing efficiencies.

That brings a whole new element toour design for manufacturing that weare starting to incorporate, saidRichardson. We can predict delamina-

tion or lack of chemical bonding thatwill affect the lifecycle performance.

Machines and DesignRichardson also noted that, with the

increased emphasis in aerospace onDFM that a number of machine toolbuilders are working more closely withsoftware providers like Dassault Sys-tmes. Current partners include Fives,Ingersoll Machine Tool, Mtorres, andCoriolis. This is important because howa machine operates is best incorporatedin the design for maximum manufac-turing efficiency.

The final product of a design processinvolves using an advanced compositesmachine, such as an ATL or AFP, tomake the part. Fives makes a number ofsuch devices and provides software the Advanced Composites EnvironmentSuite that takes input such as CAD

models and ply contours from theCATIA Composites Designer or SiemensFibersim and produces machine instruc-tions that are used to build the part.

The engineer designing the partneeds to know something about howthe machine will make the part, saidRobert Harper, Director, Technical Sales,Fives Cincinnati. Parameters includematerial width, minimum steering ra-dius for that width, material thickness,and the number of layers the machinecan place. They need to know theseand limitations, such as minimumcoarse length in an AFP and minimumcut length of the material, so when theengineer creates the design the machineis capable of creating that part. Theyneed to know the machines capabilitiesin localized contours as well.

He said that they supply data to com-panies like Dassault Systmes, such asminimum tow length, so that the de-signer has access to that in the CATIAComposites Workbench. While havingaccess to such data is useful, educatingdesign engineers directly is just as im-portant. Making parts using advanced

Companies like Coriolis Software are advancing the use of automatic design optimization to balance thecompeting objectives of stress, engineering, and manufacturing constraints. The Coriolis optimizationframework captures design constraints, priorities, and rates solutions using criteria from the user.

Design forManufacturability

Focus of July WebcastAerospace programs arent neces-

sarily unique in the need to minimizecomplexity and reduce overall part pro-duction cost, just as they arent uniquein the tendency toward cost overrunsand program delays. This webcast willlook at some processes, tools, and tech-niques being used by engineersthroughout the industry to maximizethe communication and collaborationskills between design and manufactur-ing so that better decisions are madeearly in any development programs, nomatter how small the component, orhow big the aircraft.

During a one-hour free webcast onJuly 23, participants will be part of thediscussion with industry experts aboutrecent advances engineers are utilizing tobring programs to fruition, and on time.

Webcast attendees will be invited tointeract with the experts during theQ&A portion of the webcast. To regis-ter, visit www.sae.org/webcasts.

CATIA Composites Braiding Designer is a role-based application, providing advanced braiding fiber simu-lation. (Dassault Systmes)

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composites is fairly new, especially com-pared with the 100 years of experiencein metal cutting.

Coriolis Software also provides soft-ware packages that specialize in com-posites design and offline programmingsolutions for various machines. The par-ent, Coriolis Composites, specializes inbuilding AFP based on 6-axis robots formanufacturing composite parts. To pro-gram their own robots, they needed todevelop software that could produce anoptimized design for the system andproduce a program off-line for the robotitself. The now independent CoriolisSoftware extended their capabilities togeneralized CNC composite machines.

The output from the companys soft-ware is a design of the part optimizedfor manufacturing and a machine pro-gram that produces that part. They useFEM modeling to ensure the finalmodel meets strength requirements.They offer a package integrated intoCATIA Composites Designer, or a stand-alone package that can import datafrom either CATIA Composites Designeror Siemens Fibersim.

The objective of our software is tofill the ply contours with material stripsin the most efficient way, said OlivierMunaux, Software Manager, CoriolisSoftware. An enriched data modelserves the basis for running fast simula-tions at an early stage in the designprocess, giving engineers the opportu-nity to get feedback from the 'as built' assoon as possible.

This is a multi-objective optimizationproblem when accounting for all of thedesign drivers including cost, weight, andcycle time. Coriolis employs a genetic al-gorithm as an optimization engine, em-bedded in a framework to automate theprocess. Munaux believes his customerswant built-in tools that are easy to use,that incorporate requirements and geom-etry, and compute a solution that is thebest compromise between all of the com-peting requirements.

The aircraft industry recognizes boththe benefits and the need [of simulationoptimization] as aircraft productionrates have increased, said GKN's Gear.He believes the challenge relates to over-reliance on testing to validate solutionsas opposed to using the full potential of

simulation techniques available today.As more automation of manufacturingis being brought into our factories weneed better methods to simulate and de-fine our products in shorter lead times.

Using a DFM approach is helpingGKN establish how to do this more ef-

fectively. [It] is assisting us in gaining acomprehensive understanding of ourproducts before we enter full scale pro-duction," he said. "More importantly,DFM has significantly reduced non-con-formances and lowered waste in ourmanufacturing processes.

Aerospace & Defense Technology, June 2015 23Free Info at http://info.hotims.com/55590-885


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There is definitely a degree ofoverlap in the regional andbusiness jet sectors, both interms of airframes and the en-gines that power them. At the high endof the market are aircraft such as theBoeing 737 BBJ and Airbus A319 Corpo-rate Jet, which typically carry up to adozen VIP passengers in spacious lux-ury, but which in airline service carryaround 130 passengers.

Just below this in size come 70-100seat regional jets from Bombardier andEmbraer that are also available in VIPlong-range executive jet formats. Theseare increasingly popular with heads ofstate and government departments aswell as large corporate companies.

Top-end purpose-built executive jets,such as the Dassault Falcon 5X, Bom-bardier Global 8000, Gulfstream G600,and Cessna Citation X+, offer non-stop in-tercontinental connectivity and have de-veloped a premium market of their own,an enviable niche where operators seemlargely immune to financial constraints.

Smaller 30-50 seat jets provide regionalshuttle services between major city hubs,as well as essential connections on lightlyused routes, and are also available in well-appointed business jet versions.

Competition is intense right acrossthe sector, with new models emerging

at a steady pace, but because customerdemand is relatively stable once again(after a downturn in 2008) and require-ments predictable, technology advancesare following an evolutionary pattern,rather than offering any radical changesin direction.

P&Ws PresenceWhat is driving product and perform-

ance improvements, and thus sales, inthese markets centers essentially inthree areasdigital avionics, advanced

structures and materials, and propul-sion. So while the short-haul regionaljet aircraft and business jets may lookvery similar in configuration and gen-eral appearance to those of threedecades ago, beneath the surface theyincorporate the benefits of computer-aided design and manufacturing,greatly enhanced aerodynamics withlower drag, new levels of connectivityand crew situational awareness, newcomposite structures, and, now fast be-coming the primary area of interest,

Regional and Bizjets Refined and RedefinedNew engines power the difference.

by Richard Gardner

Bombardier Challenger 350

Bombardier Global 5000

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Aerospace & Defense Technology, June 2015 www.aerodefensetech.com 25

Aircraft

highly efficient and environmentallyfriendly new-generation jet engines.

Although global oil prices havecrashed dramatically in recent times,improved fuel economy still has a directand immediate beneficial impact on thebottom line for operators. There may befew all-new aircraft entering the regionalmarket, such as the Mitsubishi MRJ fam-ily, but there is no shortage of new busi-ness jets. Many operators opt to orderwell-established and supported aircraftdesigns, such as the A319/320 and Em-braer EMB-170/190 families, that havebeen re-cast in new, attractively up-graded, re-engined versions, powered bythe latest high-tech turbofans.

At the top end of this market the newengines, such as the Pratt & WhitneyPure Power GTF (geared turbofan) andSnecma/GE CFM Leap, have been opti-mized, initially, as replacements for ex-isting engines such as the CFM-56 andIAE V2500. The P&W GTF family hasproven to be very scalable, expandingits range of thrust options from a maxi-mum of 35,000 lb for airline use, downto 16,000 lb for ultra-long-range execu-tive jets.

The design philosophy for this engineis to introduce a speed-reduction gear-box between the low-pressure (LP) tur-bine and the fan, combined with afaster-running LP compressor. This opti-mization of the rotational rates of themoving parts is set to greatly reduce fuelburn and noise levels in aircraft thatadopt it. Reductions in the noise foot-print have reached 75%, which equatesto 20 dB below todays strictest stan-dards, according to P&W.

P&W also claims that fuel savingscompared to todays generation of simi-lar thrust turbofans offer improvementsof at least 15%. Reductions of 20% arealready in prospect, and could eventu-ally go as high as 30% with further de-velopment, which might include higherbypass ratios, new materials, and newcombustor technologies. By the end of2014, the GTF had completed over26,500 cycles of testing, and the typehas been initially certified for use on theAirbus A320neo and the all-new Bom-bardier C Series, with the MRJ and Em-braer E2 series regional jets following.

The MRJ program has been underway

for many years with the first flight nowtwo years late. As a result, its early po-tential for market leadership, introduc-ing the GTF engine, has been eroded bythe emergence of the second-generationE2 series of regional jets, seating be-tween 75 and 130 passengers, whichwill also be fitted with the Pure Powerengine. With a four figure sales tally forthe existing E-series jetliners and a well-established market position, it is littlesurprise that new E2 models havequickly overtaken the MRJ order book,and the Brazilian program is likely to

soon follow the MRJs planned entryinto service.

P&W is already looking ahead at a setof aerodynamic enhancements for theGTF that will increase efficiency andpower to meet customer expectationswell into the next decade.

Also from P&W, and destined to bemanufactured by P&WC in Canada, isthe new PW800 that is based on thecore of the Pure Power GTF, but withouta fan gear-drive system. It is intended tocover a wide thrust range of between10,000 lb and 20,000 lb and received a

Embraer E195

Cessna Citation-X

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Aircraft

boost last year when it was selected topower the new Gulfstream G500 andG600 jets.

Passport to FlyTaking a big commercial risk almost a

decade ago when it decided to look at acompletely new turbofan engine sizedaround super-mid-size business jets,Frances Snecma pressed ahead with theSilvercrest turbofan, which is now inproduction for use aboard two of thenewest upmarket bizjets, the DassaultFalcon 5X, and the Cessna CitationLongitude. Both are in developmentand are due to enter service in 2017.

Launching the Silvercrest just as the

bizjet market crashed following the eco-nomic downturn in 2008 was regardedby many as a gamble, especially withouta suitable launch aircraft signed up atthe time, but the timing has proven tobe ideal for these two new aircraft as itnow gives them a performance marginover rivals. As an all-new engine it ben-efits from recent technology designprogress in advanced fan design andweight reduction, and it is well-placedwith a thrust range of between 9500 lband 11,400 lb to evolve into a biggerfamily.

Snecma, part of the Safran Group, isan equal partner in CFM with GE andco-produces the CFM-56 turbofan, thebiggest selling commercial jet engine inhistory. Sharing manufacture and as-sembly of CFM-56 engines at facilitiesin the U.S. and France, CFM has beencontinuously ramping up CFM-56 pro-duction in the face of its share of agrowing and massive 6300 backlog oforders for 737s and A320s. Last year1500 CFM-56 engines were built, andthis will be increased to 1800 per yearby 2019, by which time the companysnew Leap engine will be emerging inlarge numbers to power all the 737 Maxand some A320neo models.

This has provided enormous experi-ence building and supporting turbofanengines, but for the billionaire dollar

bizjet market Snecma finds itself watch-ing its CFM-56 partner develop its ownproduct in the form of GEs new Pass-port engine. This has a higher thrustthan the Silvercrest and is currentlybeing developed in the 18,000-20,000lb thrust range, for use aboard the newultra-long range, large cabin, Bom-bardier Global Express variants, theGlobal 7000 and Global 8000.

A Passport development engine flewfor the first time aboard GEs Boeing747 flying test-bed aircraft in Januaryand validated items such as the aircraftsystems and instrument functionality,before undertaking further tests andevaluations that will lead up to certifica-tion later this year. After this it can be-come a key element in the certificationprogram for the Global 7000, which isdue for delivery in 2016, followed a yearlater by the Global 8000. A new Pass-port assembly facility is being preparedat its Strother manufacturing and sup-port plant in Kansas.

Bizjets Taking OffIndependent market studies suggest

that the total business jet market overthe next decade alone may top 10,000aircraft, with a value of over $250 bil-lion. Nearly 70% of the total bizjet sec-tor is accounted for in value terms bythe top-end products, each costing be-tween $30 and $100 million. At present,the market leaders in the largecabin/long-range market sector areGulfstream, Bombardier, and Dassault.

Gulfstream has always had a lead inultra-long range business jets and it stilloffers customers the greatest globalrange with the G650ER, which cancarry 16 passengers non-stop over 7500nmi. This extended range version of thebest-selling G650 is also powered bytwo Rolls-Royce BR725 turbofans andhas a ticket price of around $66 million.

Bombardier has always been a strongplayer at the high end of the market.Over the years its Challenger 600 serieshas captured a significant proportion ofsales, benefiting from its large cabin vol-ume and long range, but its largerGlobal Express series (costing between$50 and $70 million) has expanded be-yond the Global 5000 and newer Global6000 to the two latest models, the

P&W GTF fan drive gear system.

P&W geared turbofan demonstrator final assembly.

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Aircraft

Global 7000 and Global 8000, both tobe powered by Passport turbofans, eachwith 16,500-lb thrust. High speed willbe a major feature (cruise at up to Mach0.9). The large cabin on this pair of air-craft will be 20% larger than on theGlobal 6000, which will give them anedge on the latest Gulfstream G650ER,combined with a similar ultra-longrange of almost 8000 nmi.

In Europe, Dassaults Falcon familygoes from strength to strength, incorpo-rating advanced avionics and displaysystems, fly-by-wire controls, and so-phisticated aerodynamics, with an in-tercontinental range combined with theability to use relatively short runwayswith a slow approach speed and steepapproach. This opens up the use ofmany airfields that are inaccessible toother large business or regional jets.

Last year Dassault announced its new8X model, an enlarged version of its pop-ular tri-jet 7X. Due to enter service in2016, the 8X will feature a bigger, morespacious cabin and refined wing shape,and will also offer 6450-nmi range. It willbe powered by three PW307D engines,each with 6720-lb thrust.

Dassault is also making rapid progresswith the even more technically ad-vanced 5X. This is an all-new design,with a wider cabin and a range of 5200nmi, powered by Snecmas new Silver-crest engines. It will feature a new digital flight control system with fullyintegrated moving control services, in-

cluding a flaperon to provide evenshorter and steeper landing perform-ance than the 7X or 8X.

But while all size categories are onceagain growing, the superlight/mid-sizemarket is the biggest in terms of aircraftnumbers. With new aircraft costing be-tween $13 and $30 million, there areexecutive jets in this size to meet a widerange of requirements. At the lighterend, the latest Learjet 75 from Bom-bardier is an upgrade of the model 45,

and is powered by Honeywell TFE731-40BR engines. Next step up is the latestupgraded Challenger, the 350, poweredby Honeywell HTF7350 turbofans.Cessna is the leading supplier in thissize category and it has successfully de-veloped a product line that offers muchvariety, from the Citation Sovereign andCitation X to the new Latitude, pow-ered by PW306D engines, and the Lon-gitude, powered by Silvercrest engines.

The biggest potential threat to Bom-bardier and Cessna in this sector is com-ing in the shape of the all-new EmbraerLegacy 450 and 500 models. Capable ofcarrying up to 10 passengers, and pow-ered by Honeywell HTF7500E engines,they offer many advanced features,such as fly-by-wire and advanced avion-ics, more common on larger businessjets, and bridge the gap neatly betweensuperlight and mid-size models.

So, despite all the dire warnings a fewyears ago that the growth in businessaviation was unsustainable, the factshave shown this worry to be un-founded, with more new aircraft ap-pearing on the market every year, andnew generation engines helping tomake the business case for modern re-placements and upgrades irresistible formore and more customers.Bombardier's Learjet 75

Dassault 7X

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As wireless mobile devices growin capability and complexity,the associated growth inpower demand is driving newapproaches to battery utilization andpower efficiency. One of the single largestpower consumers in a wireless handset isthe RF Power Amplifier (PA) and as such,improved efficiency techniques like En-velope Tracking (ET) and Digital Pre-Dis-tortion (DPD) are being increasingly uti-lized. The key implication for testengineers whether in design, charac-terization, or manufacturing test isthat testing these devices with this addi-tional capability can potentially drive upboth test cost and overall test time. Thisarticle discusses various approaches tomaximizing test equipment utilizationand reducing test times for such compo-nent RF PAs and front-end modules.

The ProblemThe demand for higher test speed

spans from design validation to produc-tion test. As RF PAs support multiplemodes, frequency ranges, and modula-tion formats, there is more to test duringthe validation phase. Thousands of tests

are not uncommon. During RF PA pro-duction test, manufacturers have to dealwith a number of critical issues; namely,speed, repeatability, cost, maintainability,and upgradability. Their biggest stress,however, comes from trying to balancespeed and repeatability.

Typically, as test speed increases, re-peatability decreases. Manufacturersmust constantly struggle to balance theseissues, while also keeping an eye on costand maintainability. Addressing thespeed challenge is further complicated bythe fact that PAs are being manufactured

Solutions for RF PowerAmplifier Test

Figure 1. System-level block diagram for a multi-DUT test. The RF PA power servo loop is a key requirementin PA testing and must be performed at each test condition.

Figure 2. Using the power servo loop approach in thePXI VSG, amplitude changes can be achieved in lessthan 200 s.

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30 Aerospace & Defense Technology, June 2015Free Info at http://info.hotims.com/55590-893


RF & Microwave Technology

in increasingly higher volumes to meet the demand for moreand more wireless mobile devices, and have grown even morecomplex. Techniques like DPD and envelope tracking are oftenemployed to help linearize the PA and increase its power effi-ciency, but these techniques only add to the testing thats nec-essary during production, further slowing down the process.With PA manufacturers looking to reduce overall test times from1.5 seconds to 500 ms or less, these slow-downs are simply nolonger acceptable.

The SolutionThe key to addressing the challenges now facing PA valida-

tion and manufacturing teams lies in finding a way to increasetest speed while maintaining repeatability. Luckily, a number oftest system techniques are now available to manufacturers forjust such a task.

The first technique involves speeding up the PA power servoloop (Figure 1). A power servo loop is essentially a test and ad-just process. The engineer sets the RF input power level to theDevice-Under-Test (DUT), then checks the RF output of theDUT. If the RF output level is not within the required specifica-tion, the engineer changes the RF input level and checks again.This loop is continued until the correct output power level isachieved. Then, and only then, can the engineer start makingmeasurements on the DUT. Getting this process done fast andallowing the engineer to quickly move on to making measure-ments is a key way to speed the overall RF PA test time.

Since power servos are a non-deterministic process, list modecannot be used to determine the power level difference fromstep one to step two. Instead, it must be determined in realtime. And, because PAs are typically not operated in the linearregion of the amplifier, a 3-dB change in input power, for exam-ple, will not equate to a 3-dB change in output power. This iswhere baseband tuning methods like that available with a PXIvector signal generator (VSG) come in, offering a way to speedup the tuning process and, therefore, the test process itself.

The recommended PXI VSG approach for the power servoloop is to set the RF power level to the maximum level requiredfrom the source, then use the baseband power level to adjustthe power level to the required input level. This is an iterativeprocess that is performed until the output power reaches the re-quired level for testing. The method is fast and accurate, en-

Figure 3. The fastest technique for performing input power servo and measur-ing ACPR is to use FFT acquisition for both servo and ACPR.

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Aerospace & Defense Technology, June 2015 31

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Electronic Package Products Hi Reliability Hermetic Packages:

Lightweight glass sidewall atpacks Metal atpacks, leadless chip carriers (LCC)

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Plating per MIL-DTL-45204 and QQ-N-290 for standard packages (unless otherwise specied)

Custom design available RoHS and DFARS compliant



abling power servos to converge veryquickly. In fact, with this baseband tun-ing technology, amplitude changes of upto 20 dB can be achieved in less than 200s (Figure 2). It can also be used for fre-quency offsets within the bandwidth ofthe generator, making it especially usefulfor measuring multiple channels withina band.

Fast Signal ProcessingOnce the power level is set correctly,

the need for speed and accuracyswitches to the analysis hardware. Inthis case, a PXIe Vector Signal Analyzer(VSA), which operates from 1 MHz to 6

GHz, or a PXIe performance VSA, whichoperates from 9 kHz to 27 GHz bothwith up to 160MHz analysis bandwidth offer the ideal solution. With out-standing linearity, repeatability, and ab-solute amplitude accuracy, power servoscan converge faster, thereby reducingPA component test times. Moreover, thePXI VSA can be combined with the PXIVSG for a fast, compact PA test solution.

For power measurements, the PXIVSA features two data acquisitionmodes: power acquisition and FFT (FastFourier Transform). Power acquisitionmode takes a time record of IQ data andreturns a single integrated power num-

ber. The time required for this measure-ment is typically low around 100 s ofoverhead in addition to the acquisitiontime. In FFT mode, the data is runthrough a hardware FFT, and the resultis a series of 64 to 512 spectrum bins.The time required to perform the FFT isroughly equivalent to the time it takesto perform a single power measure-ment. Using these two test modes, thereare three basic methods for performinginput power servo and measuring Adja-cent Channel Power Ratio (ACPR). Testtimes will vary depending on whichmethod is selected.1) Power Acquisition for Servo and

ACPR. This method produces fast re-sults by using the same power acqui-sition mode for both the servo andACPR measurement. First, its usedfor the servo loop, which normallyconverges between 2 and 3 steps.Once it converges, the input powerand gain are measured. Next, the

Figure 4. Using an external trigger with a short waveform is the ideal way to optimize repeatability andtest time.

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ACPR is measured. This is performed4 to 6 times to measure the 2 or 3 ad-jacent channels.

2) Power Acquisition for Servo, FFT forACPR. With this approach, the servoloop uses the power acquisition modeas above, but the FFT mode is used forpower measurements. The engineersimply makes one FFT measurementinstead of 4 to 6, and from that, cal-culates the power for all adjacentchannels. The method enables fastermeasurements by simply reducingthe number of measurements neededto obtain the ACPR data.

3) FFT Acquisition for Servo and ACPR.With this approach, the FFT acquisi-tion mode is used for both the servoand ACPR and because of this, whenit comes to making power measure-ments, no further measurement forACPR is required. With no ACPRmeasurement necessary, this ap-proach is by far thefastest of the threeoptions (Figure 3).

OptimizingRepeatability andTest Time

When it comes tooptimizing repeatabil-ity and test timewhen making powermeasurements, thereare a number of tech-niques available. Onetechnique involvesusing an immediatetrigger to start themeasurement. Thistechnique enables fastmeasurements be-cause the engineercan measure at anytime in the wave-

form, and does not have to wait for anexternal trigger; however, the measure-ment itself is often poor due to the sig-nificant variability throughout thewaveform. Variations in power level addto the measurement uncertainty inpower and ACPR measurements. Re-peatability can be improved by increas-ing the measurement duration, but thisincreases the test time.

Another option is to use an externaltrigger to start the measurement. In thiscase, repeatability improves because theengineer is always measuring at thesame time within the waveform, andthere is no variation in modulation sig-nal during the measurement. Unfortu-nately, repeatability comes at the ex-pense of measurement time. Only onepoint in the waveform can be measuredat any given time, and the delay to waitfor an external trigger is, on average,half the total time of the waveform.

Since the engineer isnt actually makingmeasurements during most of the wave-form, this is wasted time.

An alternate approach involves short-ening up the waveform by cutting it tojust longer than the measurement acqui-sition time, and always measuring at thesame point within the waveform. Thetest engineer measures at one point inthe waveform, and the delay to wait foran external trigger is half the total timeof the waveform, but since there is amuch shorter waveform, the wait time issignificantly reduced. The result is im-proved repeatability and significantlyfaster measurement time (Figure 4).When using this method, its importantto not get too aggressive with reducingthe length of the waveform, otherwisethe next trigger might be missed and thetest time would increase. Ideally, to opti-mize waveform length, the waveformshould be set to just longer than the en-

Figure 6. Shown here is a PA production test solution configuration with support for ET. This system is useful for testing PAs withET and for dynamic EVM, commonly used for Wireless LANs to conserve power by turning the device off between packets.

Figure 5. When optimizing a short waveform length, getting too aggressive can actually increase the test time if the waveform is made too short, as shown onthe left. Instead, the waveform should be set to just longer than the whole measurement cycle time, which includes the measurement time and processing time,as shown on the right.

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Aerospace & Defense Technology, June 2015 33

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tire cycle time, including the measure-ment time and processing time (Figure5). With the PXI VSA and VSG, roughly500 to 600 s is needed in addition tothe acquisition time to achieve the opti-mum test time.

While this method works well forconstant signals like WCDMA and LTE-FDD, it does not work for burstedwaveforms (e.g., GSM and LTE-TDD).For these measurements, the engineermust maintain the duty cycle. Meas-urement time is improved by adjustingthe burst length to be slightly longerthan the acquisition time. The off timeis then used for calculations and thePXI VSG setting.

Implications of EmergingTechnologies

Emerging technologies such as ETand DPD are commonly used to im-prove PA performance; however, theirinclusion further burdens the manufac-

turer with additional testing. ET is atechnique employed to improve thepower efficiency of the amplifier by al-lowing the amplifiers drain bias to trackthe magnitude of the input signal enve-lope. With this technique, a small re-duction in gain enables the amplifier tobe more linear, to reach higher peakpowers, and to operate with greater effi-ciency. DPD is a technique often em-ployed to correct for the PAs nonlinear-ities caused by operating the PA in itsregion of high Power-Added Efficiency(PAE). With this technique, gain expan-sion is achieved, resulting in higher per-forming power amplifiers. Any newtests required as a result of ET or DPDwill run counter to engineers need toreduce test time.

A typical characterization and testsolution for testing PAs with ET andDPD is shown in Figure 6. The solu-tion includes waveform generationsoftware and PA test software for ET

and DPD. It also includes hardware required for RF signal generation, en-velope waveform generation, DUT,power, and RFFE control.

SummaryReducing validation or manufactur-

ing test time while maintaining repeata-bility, especially in the face of emergingtechnologies like ET and DPD, is ab-solutely essential to PA manufacturers.Fortunately, this can be accomplishedthrough a combination of real-time sig-nal processing, innovative basebandtuning technology, FFT acquisitions forpower servo and ACPR measurements,and use of shorter waveforms with anexternal trigger.

This article was written by Jan R.Whitacre, Mainstream Wireless Technol-ogy Lead, Global Programs Marketing, forKeysight Technologies, Santa Rosa, CA.For more information, visit http://info.hotims.com/55590-541.

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Air-Ground Communications System Aims to Make Flying Safer

Reliance on old-fashioned radiocontact by pilots and vulnerabletracking systems is still high, but satel-lites are set to change sky safety,thanks to international collaboration.The European Space Agencys Iris pro-gram is looking to satellites to makeaviation safer through modern com-munications. Worldwide digital datalinks via satellite, offering much highercapacity, will become the standard forcockpit crews, with voice communica-tions kept as backup.

Iris is part of a much broader push tomodernize how air traffic is managedin collaboration with the Single Euro-pean Sky effort of the European Com-mission, Eurocontrol, airport opera-tors, air navigation providers, andaerospace companies.

An element of ESAs Advanced Re-search in Telecommunications Systems(ARTES) program, Iris is developing anew satellite-based airground commu-nication system for Air Traffic Manage-ment (ATM).

Currently, aircraft are tracked byradar when over land and in coastalareas, and flight paths are negotiatedby radio. However, once an aircraftheads out over the ocean, ATM is nolonger possible until it reenters conti-nental airspace. This means that flightpaths are difficult to adjust in responseto adverse weather and other factors,and wide buffers must be maintainedbetween aircraft flying in a givenoceanic corridor.

Modernization on this scale demandsa long-term stepped approach, but itpromises to boost efficiency, capacity,and performance. Iris is divided intotwo phases, in line with Europes masterplan for managing future air traffic.

First, the Iris Precursor service willprovide airground communications forinitial 4D flight path control by 2018,pinpointing an aircraft in four dimen-sions: latitude, longitude, altitude, andtime. Second, by 2028, the Iris long-term service will enable full 4D manage-ment over airspaces across the globe,and the data link will be the primarymeans of communications betweencontrollers and cockpit crews.

Controlling flight paths with 4D issafer and more reliable. To helpachieve this goal, ESA is developing anew global standard for satcoms thatcan be adopted worldwide, and is de-signing infrastructure to make thisservice available in Europe.

To meet safety regulations, aircraftin European airspace fly an extra 42km on average than they would on an optimal route, incurring unneces-sary costs and carbon dioxide emis-sions. The 4D paths will enable precisetracking of flights and more efficientmanagement of traffic. A key benefitof 4D is that it allows rapid rerout-ing, meaning fewer flight cancella-tions and delays, and safer air travel possible partly because all aircraft willbe continuously monitored and locations periodically reported to control centers.

Airlines have accepted the need toswitch to digital services, and somesatellite services are already in use overocean airspace. The changes will takesome time because manufacturingschedules for aircraft are set years inadvance. Existing planes require mod-ifications to install the new hardware,

and affordability requires that costs bekept to a minimum.

High-capacity digital data links viasatellite carrying this information tocockpit crews in continental andoceanic airspace are expected to becomethe norm, with voice communicationsused only for specific operations. Whilethe initial focus will be on Europe, thecapabilities developed will open oppor-tunities for deployment in North Amer-ica, Asia Pacific, and other regions,where the growth of air traffic is placinga strain on ground-based communica-tions networks.

For more information, visit http://info.hotims.com/55590-542.

Digital data links via satellite.

Some airlines already use satellite services

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Technology Update

Altair expects to better support theuse of additive manufacturing(AM), or 3D printing, by releasing newOptiStruct solver capabilities for topol-ogy optimization. The company claimsthis new technology is the first tool de-veloped specifically for designers of lat-tice structures.

3D printing is capable of manufactur-ing hollow shapes with complex exter-nal geometry using lattice structures.OptiStruct now extends topology opti-mization to assist in the efficient blend-ing of solid-lattice structures withsmooth transitional material volume,according to Altair. Lattice performancecan be studied under tension, compres-sion, shear, flexion, torsion, and fatiguelife. The technology provides CAEanalyses for optimal and structurally ef-ficient material distribution.

Topology optimization is particularlywell-suited for 3D printing, accordingto Altair, because it tends to create free-form, organic structures that can be dif-ficult or impossible to construct usingtraditional manufacturing methods.

3D printing brings new structuralfreedom to product design, allowingmore complexity in shapes and topol-ogy and the efficient production of cus-tomized products while accelerating themanufacturing process, since no toolingis needed, said Uwe Schramm, ChiefTechnical Officer at Altair. Topologyoptimization maximizes this designfreedom, enabling complex free-formstructure development, seamless indi-vidual designs, a shorter design process,and optimal 3D-printed structures.

Altair is working with partners suchas Materialise NV, a Belgian provider ofAM software and 3D printing services,to enable more efficient data transfer.Lattice structures can contain hundredsof thousands of lattice cells, proving tobe a challenge for conventional STL filetransfer. Software packages like 3-Matic-STL from Materialise focus on improve-ments of a given lattice component toaccommodate the various requirementsof the 3D printing process, creating sup-port structures where necessary.

Instead of simply applying latticestructures to existing geometry, Op-tiStruct enables the designer to identify

the best material placement and latticestructures, according to Altai

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