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Welcome to

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Aerospace & DefenseTechnology

June 2015

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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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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 What’s Online

ON THE COVER ___________________________________

In an attempt to reduce the noise footprintof aircraft during landing, NASA has expand-ed its use of Exa Corp’s PowerFLOW soft-ware. This image shows the radiated soundfield from a business jet with flaps and mainlanding gear deployed. To learn more, checkout the What’s 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 Moore’s 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. Intel®Microprocessor 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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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

analyst’s "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

It’s 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-By™cooling.

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 civilian

realm, 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 1⁄R2 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 (10’s of μg/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 μm), 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 10’s 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

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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 Prismscanner’s 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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Will you be next? THE

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the projectiles — in many ways it is similar to a combustion engine.

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Composite design and analysis isa highly integrated activity,”said Chris Gear, Chief Technol-ogy Officer & Senior Technical

Fellow 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 acustomer’s design methods for compos-ites within GKN’s own CAE toolset. Thisis to ensure they characterize and simu-late how the material will lay down intoGKN’s 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 O’Connor, 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 O’Connor, 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 same—a 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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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-tèmes, 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 Systèmes 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 DassaultSystèmes 2014 acquisition of Accelrys,now known as the Biovia brand withinDassault Systèmes. 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-tèmes. 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 machine’s capabilitiesin localized contours as well.”

He said that they supply data to com-panies like Dassault Systèmes, 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 aren’t neces-

sarily unique in the need to minimizecomplexity and reduce overall part pro-duction cost, just as they aren’t 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 Systèmes)

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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 company’s 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&W’s PresenceWhat is driving product and perform-

ance improvements, and thus sales, inthese markets centers essentially inthree areas—digital 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 today’s strictest stan-dards, according to P&W.

P&W also claims that fuel savingscompared to today’s 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 MRJ’s 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,France’s 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 company’snew 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 GE’s 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 GE’s 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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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, Dassault’s 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 Snecma’s 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 new

approaches 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 µs.

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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 that’s 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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AIntro

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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 200μs (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 μs 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, it’s 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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AIntro



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 isn’t 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, it’s 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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tire cycle time, including the measure-ment time and processing time (Figure5). With the PXI VSA and VSG, roughly500 to 600 μs 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 amplifier’s 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 PA’s 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 vulnerable

tracking systems is still high, but satel-lites are set to change sky safety,thanks to international collaboration.The European Space Agency’s 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 ESA’s Advanced Re-search in Telecommunications Systems(ARTES) program, Iris is developing anew satellite-based air–ground 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 Europe’s masterplan for managing future air traffic.

First, the Iris Precursor service willprovide air–ground 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 Altair. Opti-mization identifies where material isneeded in a design—and where it is notrequired—prior to placing and optimiz-ing lattice.

OptiStruct optimizes lattices in twophases. First, it applies standard topol-ogy optimization, allowing moreporous materials with intermediate den-sities to exist. Then, the porous zonesare transformed into explicit latticestructures with varying material vol-ume. In the second phase, the dimen-sions of the lattice cells are optimized.The result is a structure with solid partsplus lattice zones with varying volumesof material.

Lattice zones could enable the suc-cessful development of products that re-quire characteristics beyond just stiff-ness. Some applications, for example,

may need to consider buckling behav-ior, thermal performance, or dynamiccharacteristics. With OptiStruct, userscan manipulate material density basedupon the result of an optimizationprocess, comparing stronger vs. weaker,or solid vs. void vs. lattice designs.

“OptiStruct’s lattice capability repre-sents the first step towards integratingsmart materials with unique propertiesin products,” said Ming Zhou, Vice Pres-ident of Software Development at Altair.“Continuing research and developmentwill explore directional behavior andsmooth blending of varying lattice celllayouts to take advantage of exotic ma-terial characteristics that could bring in-novation to various applications.”

Part of the Altair HyperWorks CAEsuite, OptiStruct is used for topology, to-pography, size, and shape optimization.

Ryan Gehm

Altair Optimizes 3D-Printed Structures for Complex, Lightweight Designs

Topology optimization is particularly well-suited for 3D printing because it tends to create free-form,organic structures that can be difficult to construct using traditional manufacturing methods. (Altair)

Altair OptiStruct enables designers to identify the best material placement and lattice structures.

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Technology Update

MTU Develops New Turbine Blade Material in Record Time

MTU Aero Engines announced inMarch that its internal experts and

industry partners have jointly developeda new class of intermetallic, high-tem-perature materials for highly stressed en-gine components. Named titanium alu-minide (TiAl), this new lightweightmaterial is designed for turbine bladesand combines the advantages of metallicand ceramic materials.

According to MTU COO, Dr. RainerMartens, “While the introduction of a newmaterial used to take 20 years or so, we’vesucceeded in coming up with an entirelynew material class and maturing it for pro-duction within a mere seven years.”

The hardware is already flight worthyand in late September 2014 a develop-ment Airbus A320neo was the first air-craft ever to take to the skies with cus-tom-made TiAl blades installed in itsengines–the new P&W Pure Powergeared turbofans (GTFs), which subse-quently received certification in Decem-ber. The blades in the new material arefitted to the third rotor stage of thethree-stage, high-speed low-pressure tur-bine developed by MTU for the GTF en-gine for the A320neo and other new andre-engined aircraft.

Continuing research is underway andthe company’s materials experts are busydeveloping an enhanced TiAl alloy aimedat manufacturing more turbine stagesfrom the new material. An environmen-tal bonus of the new material is that TiAlallows engines to be built that use up

fewer resources, burn less fuel, and arecleaner and quieter than today’s engines.

MTU specialists have been thinking ofways to tap the immense potential af-forded by TiAl-based intermetallic mate-rials for aero engine applications formany years. In terms of mechanicalproperties, it is almost equivalent to thenickel alloys in use today, although itsdensity is much lower, but it has a highmelting point and a considerably highercreep strength than titanium alloys.These properties are attributable to thespecific composition of the alloy and tothe multiple heat treatments especiallydeveloped for the purpose.

Turbine blades in TiAl are about halfthe weight of comparable nickel-alloycomponents but boast the same reliabil-ity and durability. Also, the high alu-minum content makes the material re-sistant to oxidation and corrosion.According to MTU, this is why TiAl is theideal candidate for applications underextreme conditions—high temperaturesand pressures—such as those to be foundin a high-speed low-pressure turbine.

“We’ve been mulling the use of tita-nium aluminides ever since we startedwork on this unique low-pressure tur-bine for the geared turbofan,” said Dr.Wilfried Smarsly, a specialist in advancedmaterials at MTU.

TiAls are seen as enablers to open upnew horizons for design engineers, help-ing to reduce the weight of other enginecomponents. The high centrifugal forces

acting on turbine disks and shafts re-quired these components to be madefrom heavy nickel alloys to have suffi-cient mass. Thanks to the use of TiAlblades, these centrifugal forces are nowmuch lower. As a result, the disk designcan be optimized for appreciably lighterweight, and each reduction in weightwill assist in improving fuel economyand CO2 emissions.

The biggest hurdle that stood in theway of the use of the lightweight mate-rial in the GTF was the fact that it is ex-tremely difficult to form. Previously, itwas impossible to forge turbine bladesusing conventional, affordable methods.

“We performed thermodynamic calcu-lations to determine the optimum tem-perature range and phase configurationfor forging,” said Prof. Dr. HelmutClemens, who leads the Department ofPhysical Metallurgy and Materials Test-ing at the University of Leoben in Aus-tria. Last year, Clemens, an MTU devel-opment partner, was honored in Japanwith the Honda Award for his ground-breaking research work.

“With the TiAl alloy now developed,forging can be carried out on con-ventional forming machines—that’swhat makes things so radically differ-ent,” he said.

It seems that TiAl is going to featureincreasingly as new materials roll out ofthe realms of advanced R&D into pro-duction on new generation powerplants.

Richard Gardner

The P&W Pure Power geared turbofan (GTF) is shown being assembled by anMTU technician. In late September 2014, a development Airbus A320neo wasthe first aircraft ever to take to the skies with custom-made titanium aluminide(TiAl) blades installed in the GTF engines. (MTU)

A cutaway of an actual GTF engine model. Turbine blades in TiAl are about halfthe weight of comparable nickel-alloy components but boast the same reliabil-ity and durability. (Richard Gardner)

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Tech Briefs

Fabricating Transparent and Stretchable SupercapacitorsBased on Wrinkled Graphene ElectrodesTransparent and stretchable supercapacitors are used as portable energy sources for flexibleelectronics in biomedical, energy, and wearable systems.

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

Stretchable electronic devices, includ-ing solar cells, light-emitting diodes,

batteries, and textile supercapacitors,have been developed to retain their func-tions even when under large strains (upto 40%). Some transparent solar cells, bat-teries, and supercapacitors have also beendeveloped. However, most of the cur-rently developed electrodes and the asso-ciated supercapacitor cells cannot beboth transparent and stretchable.

It is highly desirable to integrate thestretchable and transparent characteris-tics into a single device for aestheticallypleasing wearable electronics, and inte-grated energy conversion and storage sys-tems. However, it is still a challenge toconstruct both stretchable and transpar-ent electronic devices because most of theexisting electrodes are neither stretchablenor transparent.

Highly transparent (up to 60% at 550 nm) and stretchable multilayergraphene sheets with a wrinkled structurewere synthesized, and after being trans-ferred onto a polydimethylsiloxane(PDMS) substrate, were used as both thecurrent collector and active electrodes forthe development of high-performancetransparent (57%) and stretchable (up to40% strain) all-solid supercapacitors withexcellent stability, even over hundreds ofstretching cycles.

In spite of its excellent electrical, opti-cal, and mechanical properties, graphenehas rarely been discussed for applicationsas stretchable electrodes since stretchingoften reduces its electrical conductivitydramatically. In addition, the process totransfer a large-area graphene film fromthe growth substrate to a pre-strainedelastic substrate (e.g., PDMS) often causesserious cracking or breakage of thegraphene sheet. As such, very limited ef-fort has been made to develop transpar-ent and stretchable graphene electrodes,which is very difficult, if not impossible.

Owing to its high conductivity andexcellent transparency (transmittance

up to 95% for 2 nm thick film), the one-atom-thick graphene sheet provides an ideal electrode material for high-per-formance stretchable and transparent optoelectronics. The first wrinkledgraphene sheet of a large area was syn-thesized by chemical vapor deposition(CVD) of methane with the carrier gasof argon and hydrogen under 1000 °C.The wrinkled graphene sheet was thentransferred with its structural integrityonto a PDMS substrate to exhibit hightransparency and stretchability. The re-sistance of the newly synthesized wrin-kled graphene sheet composited withpolyvinyl alcohol (PVA) to be used as aprotecting layer and/or electrolyte ma-trix increased by only 170%, even whenit was stretched up to 40% strain.

As shown in the figure, a tweezer withan appropriate wrinkled structure wasused to produce a wrinkled copper (Cu)foil by sliding it over the Cu foil. The re-sultant wrinkled Cu foil was then used

as the substrate for the graphene growthby CVD of methane as the carbon sourceunder the mixture carrier gas of argonand hydrogen at 1000 °C in a tube fur-nace, followed by coating a thin layer ofPDMS onto the top surface of the as-prepared graphene sheet, and thermallysolidified at 75 °C for 1 hour. By remov-ing the Cu substrate in an aqueous solu-tion, a large piece of stretchable wrin-kled graphene sheet on PDMS wasobtained. Finally, the transparent andstretchable all-solid-state supercapaci-tors were assembled by pressing two ofthe PDMS-supported graphene elec-trodes together with a transparent layerof polymer electrolyte between both theelectrolyte and separator.

Depending on the graphene growthdurations, the PDMS-supported wrinkledgraphene sheets exhibited an opticaltransmittance in the range of 50 to 60%,which are comparable to the multilay-ered planar graphene sheet prepared

1. Make wrinkles2. CVD-growth graphene

3. Drop-coating of a layer PDMS on the as-grown graphene

4. Remove Cu substrate in FeCl3 aqueous solution

5. Assemble device by pressing two wrinkled graphene coated with polymer electrolyte together

Electrolyte

Wrinkled graphene

Copper foil

PDMS substrate

Schematic representation of the procedures for producing wrinkled graphene sheets for the fabrication oftransparent and stretchable supercapacitors.

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AIntro


Tech Briefs

under the same condition. The wrinkledgraphene sheets showed transparencyslightly lower than that of the planargraphene sheets synthesized at the samecondition, which can be attributed tothe light diffuse reflectance and light-scattering effects associated with thewavy surface.

Indeed, the stretchability of both theplanar and wrinkled graphene sheetswas improved significantly by PVA coat-ing, which was used as both the protect-ing layer and electrolyte matrix. Com-pared with the PVA-coated planargraphene sheet, the PVA-coated wrin-kled graphene sheet exhibited an evenbetter stretchability.

There should be a delicate balance be-tween the stretchability and trans-parency for the graphene sheets to beused in the high-performance stretch-able and transparent supercapacitorsbeing developed. The high transmit-tance of the resultant supercapacitors isevident, showing optical transmittancesin the range of 48 to 57%, dependingon the growth time (i.e., the layer num-ber) of the graphene sheets.

For supercapacitors based on both theplanar and wrinkled graphene sheets,their CVs and charging/discharging per-formance, as well as their specific capaci-tance, was almost unchanged when theywere stretched up to 40% strain. Further-

more, these transparent and stretchablesupercapacitors also showed an outstand-ing stability as their CVs and capacitancesdid not vary over hundreds of cycles ofstretching up to 40% strain. These resultsclearly indicate that the newly developedtransparent supercapacitors are highlystretchable and stable.

This work was done by Ajit K. Roy of theAir Force Research Laboratory; and TaoChen, Yuhua Xue, and Liming Dai of CaseWestern Reserve University. For more in-formation, download the TechnicalSupport Package (free white paper) atwww.aerodefensetech.com/tsp underthe Manufacturing & Prototyping cate-gory. AFRL-0235

Modular Exhaust Design and Manufacturing Techniques for Build-to-Order Muffler SystemsMufflers for military vehicles can be made more cost effectively using analysis tools.

U.S. Army TARDEC, Warren, Michigan

Managing the acoustic signature ofmilitary vehicles can play a critical

role in the safety of soldiers. Low-fre-quency sounds propagate through theatmosphere, resulting in unacceptableacoustic vehicle detection ranges,requiring relatively large silencerstructures to mitigate. Currently,these requirements are met byusing a custom muffler that ishand-assembled using low-vol-ume prototyping manufacturingtechniques. This method resultsin significant engineering andmanufacturing time.

For the purposes of analysis,muffler systems may be broken upinto acoustic elements that can berepresented in a one-dimensionalacoustic circuit analog. This circuitanalog may then be solved to pre-dict the performance characteris-tics of the muffler. In the case ofexhaust systems, the performancecharacteristics are usually com-posed of two separate fields. Thefirst is transfer loss, or insertionloss, which characterizes theacoustic performance of the muf-

fler. The second is back pressure, whichcharacterizes the restriction applied tothe engine.

Once the models for the various ele-ments in a muffler system are defined,

the performance of the system can befound using the transfer matrix methodthat involves representing each passiveelement in the muffler system as a two-port element, and then finding a 2x2

Low Frequency: Mid Frequency: High Frequency: Helmholtz Tuner Expansion Chamber Absorbtion Chamber

A parametric model of the muffler concept.

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AIntro



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Tech Briefs

matrix, known as a transfer matrix, which describes the inter-action between elements. The transfer matrices describe therelationship between pressure and mass velocity through eachof the ports.

In a muffler system, the circuit diagram is usually composedof a source and source impedance, an n-element chain of ele-ments, and radiation impedance. In general, there are threedifferent types of two-port elements. Distributed elements arelong compared to the wavelengths being analyzed. This typeof element is usually used to represent the piping in the muf-fler system. Shunt elements are elements in which the pres-sure field is uniform across them, but which allow mass flowto be diverted. Series elements have a constant mass flowacross the ports, but cause a pressure drop.

Once each transfer matrix is found, they can be used to cal-culate the pressure and mass flow. Similar to calculating pres-sure drop across a muffler system, the back pressure created byan element may be estimated using the transfer matrixmethod. Once the transfer matrices have been calculated, thesame method used to estimate the acoustic performance of amuffler system may be used to calculate the flow resistance.

To be an effective product, the modular software needs toseverely reduce the engineering time spent designing a muf-fler solution. The goal of the system is to automate the proce-dure enough to allow an acoustics layperson to develop a fullmuffler solution without the aid of a NVH engineer.

A point of consideration in developing the acoustic model isthat eventually a manufacturing model will need to be devel-oped from the solution. This means that care needs to be takenso that the algorithm does not find unmanufacturable solu-tions. Currently, it is anticipated that simple, conservative, geo-metric rules will need to be programmed into the system thattake into account the entered space claim. However, because itwill be difficult to prove that the constraints hold in all possiblecases, a collision detection algorithm should be run when themanufacturing model is generated. If interference is detected,another solution will need to be found.

Existing technology will be adapted to meet modular ex-haust design needs. Parametrically limited muffler designsthat are established in this effort will be used to developmeaningful lists of muffler components for specific or broadapplications. These component lists provide data necessary tooptimize the shop layout plan, schedule, selection, and use ofmachinery/tooling, and the handling of inventory and mate-rials. Mufflers will be sized parametrically so that the manu-facturability of the muffler is controlled.

Costs and lead times for modular mufflers will be signifi-cantly reduced due to several important factors. The compli-cated shapes, manufacturing challenges, and large amount ofengineering required of custom exhaust systems has histori-cally driven the high costs and lead time.

This work was done by Alan Hufnagel of the Army TARDEC;and Kevin Nelson, Greg Kangas, and Steve Mattson of Great LakesSound & Vibration. For more information, download the Tech-nical Support Package (free white paper) at www.aerode-fensetech.com/tsp under the Manufacturing & Prototypingcategory. ARL-0175

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The efficiency and methodology ofcoupling light into microcavities has

improved exponentially in the lastdecade. One such advancement is cou-pling light onto silicon microspheres.The material, size, and shape of a siliconmicrosphere are ideal for optical devices.Silicon microspheres are not the primarymaterial used to fabricate microspheresfor optical coupling because currentmethods used for microsphere fabrica-tion cannot produce single-crystal siliconin the 16-μm scale, which is best for cur-rent optical technology.

The pulsed laser ablation method cannow produce silicon microspheres thatare ideal for optical use. This is a processin which the surface of a silicon substrateis super-heated by a high-power laseruntil molten, and a second laser pulsehits the molten silicon, ejecting micron-sized spherical particles. Furthermore, sil-icon is naturally abundant, which furtherenables the large-scale production of op-tically compatible microspheres.

Processes for forming spherical struc-tures exist in nature. The most com-monly known example of a micros-phere that nature provides is a raindroplet. Rain droplets form a sphericalstructure while falling in air because ofthe surface tension in the water mole-cules taking advantage of this shape,which has the smallest surface-area-to-volume ratio. Thus, a raindrop has anearly perfect spherical shape as it trav-els in space. The approach used in thiswork is to fabricate a single-crystal sili-con microsphere as inspired by this nat-ural process of raindrop formation.

As with the microspherical liquid waterdroplets, ablation of a silicon wafer mo-mentarily makes liquid silicon droplets inspace, allowing these droplets to formspheres and cool to a solid state beforesettling onto the silicon wafer surface.This process allows a reproducible large-scale production of silicon microspheresin the 100-μm size scale.

The procedure for fabrication first re-quires stripping off the jacket and bufferfrom a short section at the end of an op-

tical fiber, followed by the slow heatingand stretching of this exposed area untilthe taper is the desired diameter. A fiber-optic tapering setup was used to create ta-pered fiber. This tapering setup consistedof two motorized clamps and a torch.

Motorized clamps pull the fiber apartas the gas torch, which a separate motorcontrols, moves slowly vertically whilethe two clamp stages move laterally. Asmall fiber about 5 to 6" was placed be-tween the two clamp stages. First, withthe single mode fiber (SMF) clamped inplace, researchers manually moved thetorch such that the SMF was directlyabove it. The distance between the presetlocation and the set torch z-axis positionwas recorded for automation.

In the pre-stretching phase, the twoclamp stages were moved in phase toplace the stripped fiber into the pre-heatphase for further cleaning. The pre-heat-ing removes the excess debris left on thecladding strip by burning off the bufferand jacket residue. After the pre-heatingphase, the program returned the torchand the fiber to the alignment position.

The program has a 2-second wait periodat this stage to soften the cladding andcore further so the fiber would be lesslikely to fracture when stretched.

The right and left stages move indi-vidually to stretch the fiber one side at atime. This step controls the taper diam-eter by augmenting the number ofstretches in the program. At the end ofthe stretching, an additional post-heat-ing process begins. The post-heatingphase added extra gravitational sag tothe tapered fiber. If the fiber was notpost-heated, the tapered fiber wouldhave cooled at a higher tension becausethe stretching procedure would makeremoval of the tapered fiber far moredifficult as it would have a high ten-dency to break.

This work was done by B.N.L. Pascoguin,R.P. Lu, J.M. Kvavle, and A.D. Ramirez ofSPAWAR Systems Center Pacific. For moreinformation, download the TechnicalSupport Package (free white paper) atwww.aerodefensetech.com/tsp under theManufacturing & Prototyping category.SPAWAR-004


Tech Briefs

The fiber-optic tapering setup. Top view: The left and right boxes are the clamp and the stages that stretchthe fiber. Side view: The center is the torch.

Fiber alignersRight Fiber StageClamp

OPENLeft Fiber StageClamp

CLOSEDTorch

Right Fiber Mount StageLeft Fiber Mount Stage

Silicon Microsphere Fabrication Silicon microspheres are used for optical devices.

SPAWAR Systems Center Pacific, San Diego, California

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AIntro


Present, Exhibit, Sponsor, Attend, NetworkJoin us 16 - 19 November 2015 at the Pacific Palms Resort in City

of Industry, CA for the Nano for Defense Conference (NT4D). NT4D is

the premier event addressing emerging nanoenabled technologies

that enhance or revolutionize U.S. defense programs and missions.

The event addresses the most critical issues in real and emerging

needs for defense, identifies exciting nano & emerging technology

advances primed for development, forges connections to facilitate

and accelerate the development process, and identifies obstacles to

the accelerated transition of emerging technology innovations.

Topics include:• Advanced Coatings & Films

• Advanced Manufacturing/Nanomanufacturing

• Biomaterials for Defense Applications

• Nanostructured Materials: 1-D, 2-D, and

Metamaterials

• Next Generation Electronics

• Power & Energy Generation

• Safety & Health

• Nano-Enabled Advances in Sensing

• Tech Insertion Success Stories

• Sustainment & Sustainability

For more information and to register, please visit: usasymposium.com/nano


Tech Briefs

Designing and Fabricating a Multiple-Decade BatteryThese long-life batteries can be used to power unattended sensors in harsh and remote environments.

Army Research Laboratory, Adelphi, Maryland

There is a great need for energy sourcesthat can power unattended sensors

for more than a decade. Unattended sen-sors can be located in harsh and remotelocations that are often dangerous forpersonnel maintenance and powersource replacement. The power sourcemust last the lifetime of the sensor. Un-like chemical batteries, the higher energydensities of radioisotopes allow the sen-sors to operate for infrastructure lifetimes(~150 years). Isotope batteries (iBATs)have the potential to become reliable, ro-bust, and maintenance-free powersources for remote, long-term, low-power sensors. iBATs are different fromchemical batteries because they are self-contained energy sources using radioiso-tope decay.

Indirect power conversion is used forthe commercial off-the-shelf (COTS)iBAT. The conversion process is based ona two-step process converting nucleardecay to optical energy, then optical toelectrical energy. The isotope is encapsu-lated inside a phosphor. The beta decayexcites the phosphor generating photonemission, usually at a narrow frequencybandwidth. Photovoltaics (PVs) sur-rounding the phosphor platelets convertthe optical energy into usable direct cur-rent (DC) electrical energy. There are in-efficiencies inherent in the two-step con-version processes.

The most difficult part of the designof the battery was selecting a solar cellthat is sufficiently efficient when ex-posed to narrowband wavelengths and

low light conditions. By bandgap-matching the PV to the optical phos-phor output and identifying fabricationprocess effects on PV efficiency, thetotal device efficiency could be opti-mized. Silicon (Si) solar cells such asamorphous Si are the most availableand inexpensive in the market. Thehighest conversion efficiency and spe-cific power density was found in the in-dium gallium phosphide (InGaP).The components used were:1. GaAs thin-film/InGaP solar cells. The

PV cells convert photons to usableelectrical energy, which trickle chargesonboard backup batteries.

2. Phosphor platelets. 3. ABS cassette and enclosure case. The

cassette adds additional mechanical

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AIntro


Tech Briefs

support for the vital components.The shape and features of the cassetteallow the user to individually slidethe cases into the enclosure. The en-closure is the case for all of the cas-settes, the female connector, and theenergy harvester circuit. This adds ad-ditional mechanical support andother environmental resistance. .

4. Board-to-board electrical connectorsthat electrically and mechanically con-nect the components together.

5. A thin-film battery that provides on-board backup and energy storage for

the COTS iBAT to directly power sen-sors. The iBAT trickle charges the bat-tery array. By definition, it is an energyharvesting system when coupled withany type of energy transducer.Two different types of epoxies are used

in the iBAT design. The first layer ofepoxy is a flexible, translucent epoxywith a 90-minute work life and a highshear and peel strength. After that layercures, another epoxy is applied. This is ahigh-impact-resistant epoxy that is awhite, low-viscosity liquid that when applied, hardens in 20 minutes.

The assembly includes all of the materi-als listed, along with additional requiredtools for handling, safety, and precision.The GaAs solar cells are placed on a vac-uum table so they can lay flat. Five cells aresoldered in series, which makes up a singlelayer. Optical adhesive is applied on the PVsurface using a tiny paintbrush. Using plas-tic tweezers, platelets are placed on the sur-face. After the platelets cover the surface,the layer cures underneath a UV lamp for40 seconds. Another solar cell array of fivecells is placed on top of the platelet layer.Figure 1 shows the two layers beforethey are wired and glued together.

The two layers are connected in series,which is considered a single sandwich.Optical adhesive is applied to the edges ofthe PV layers, which physically attachesthem together after a 40-second cure.Double-side Kapton tape is placed on theother side of the sandwich. This process isrepeated throughout the entire assembly.Each sandwich is attached to each otherand connected in parallel. Four sand-wiches make up one cassette.

The first adhesive is applied to the en-tire surface of the cassette and allowed tocure. Then a thin layer of the second isapplied to the surface. After curing, thesandwich is slid into an ABS cassette.Connecters are soldered to plus andminus wire leads. The process is repeated6-10 more times, depending on the nec-essary power needed. The individual cas-settes are inserted into the enclosure,starting from the bottom to the top. Thefemale connector is secured into the en-closure cover. The energy harvester cir-cuit board is screwed into the coverstand-offs and platforms. Lastly, the coveris aligned and screwed onto the enclo-sure. The connectors are aligned to theleads protruding from each cassette, andelectrically and mechanically connectedwith the enclosure’s cover being screwedand pressed in place. Figure 2 shows a 3DCAD view of the COTS iBAT assembly, itscomponents, and the actual cassette.

This work was done by Johnny Russo,Marc S. Litz, and Dimos Katsis of the ArmyResearch Laboratory. For more informa-tion, download the Technical SupportPackage (free white paper) at www.aerodefensetech.com/tsp under theManufacturing & Prototyping category.ARL-0177

Figure 1. The GaAs arrays before the layers are wired and glued together to make a single sandwichto surround the platelets.

Figure 2. The iBAT GaAs cassette (left) and the 3D CAD of the iBAT assembly (right).

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Application Briefs

Flight Management System SoftwareThalesParis La Défense Cedex, France+33 (0)1 57 77 86 26 www.thalesgroup.com

Thales was recently selected by Northrop Grumman Corpo-ration to have its state-of-the-art Flight Management Sys-

tem software, i-FMS200, embedded in the avionics missionequipment package that Northrop Grumman will provide toupgrade the US Army’s UH-60L Black Hawk helicopters. Theupgraded version of the Black Hawk helicopter will be knownas UH-60V.

Thales has been working closely with Northrop GrummanCorporation over the past three years to provide a proven,scalable and modular Flight Management System (FMS) soft-ware design that meets the requirements for the UH-60V pro-gram. Thales’ FMS software has proven its ability to be inte-grated by Northrop Grumman into its newest equipmentduring a flight demonstration on-board a UH-60L helicopter.Moreover, hosting the Thales’ FMS software directly onNorthrop Grumman’s mission computer will provide architec-ture weight and cost optimization on the UH-60V aircraft,eliminating the need for standalone FMS hardware.

Northrop Grumman is the digital cockpit supplier and inte-grator for the U.S. Army’s UH-60V program, which replacesanalog gauges in UH-60L helicopters with electronic instru-ment displays. The upgraded helicopter will replicate the UH-60M pilot-vehicle interface and provide interoperability. Thenew upgrades are expected to extend the life and mission ca-pabilities of the UH-60 platform. Northrop Grumman’s ap-proach to the design and implementation of the UH-60V in-tegrated mission equipment package is based on theirexperience with similar upgrades for the U.S. Marine Corps

AH-1Z and UH-1Y helicopters and U.S. Navy E-2D AdvancedHawkeye programs. Additional benefits to be derived fromtheir scalable, fully integrated mission equipment package in-clude enhanced pilot situational awareness and missionsafety, decreased workload and life cycle cost, and a commontraining environment.

Built by Sikorsky Aircraft, the twin-engine UH-60 BlackHawk has served the U.S. military since 1979 when it firstentered service with the U.S. Army. Since then, modifiedversions have been developed for the U.S. Navy, Air Force,and Coast Guard. More than 750 aircraft are expected to bemodified under the UH-60V program. Northrop Grummanhas also selected Thales to provide the civilian certified TOPStar 200 GPS system.

For Free Info Visit http://info.hotims.com/55590-571

COTS Rugged Systems

North Atlantic Industries Bohemia, NY631-567-1100www.naii.com

North Atlantic Industries (NAI) recently received an initialcontract from L-3 Maritime Systems for Custom-on-Stan-

dard Architecture™ (COSA™) COTS rugged systems for theShip to Shore Connector (SSC) Data Acquisition Unit. The ad-vanced, rugged intelligent I/O and communications subsystemdelivers significant advantages for data acquisition and controlsolutions for the U.S. Navy’s new SSC program. The SSC is thesuccessor to the Navy’s versatile Landing Craft Air Cushion(LCAC) vehicle, which is nearing its expected service life. Primecontractor for the detail design and construction of the Ship toShore Connector, awarded under Naval Sea Systems Command(NAVSEA) Contract N00024-12-C-2401, is Textron Systems.

NAI’s Sensor Interface Unit (SIU35) offers modularity andadds distributed interfaces over Ethernet for custom solu-tions using commercial-off-the-shelf (COTS) products. Aspart of the Data Acquisition Unit (DAU) system, the SIU35enables population of each board with function-specificmodules. As part of NAI’s modular COSA architecture, a selection of up to 15 different functions can be selectedfrom a broad assortment of low-power, high-density mod-ules. Functions include programmable discrete analog I/O (A/D, D/A & RTD), communications (RS-232/422/485 &ARINC-429), LVDT measurement, RVDT simulation andLVDT/RVDT AC excitation.

The Space, Weight and Power-Cost (SWaP-C) optimizeddesign increases packaging density, saves enclosure slots,and reduces power consumption, resulting in easy integra-tion, cost savings and no NRE. In addition, the SIU35 incor-porates automatic background Built-in-Test (BIT) testingthat is always enabled and continually checks the health ofeach channel.

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Application Briefs

Embedded Computing Subsystems

GE Intelligent PlatformsHuntsville, AL1-800-433-2682www.geautomation.com

GE’s Intelligent Platforms division recently secured ordersfrom General Dynamics UK valued at £64 million (~$100

million) to provide a range of embedded computing subsys-tems that will be deployed onboard the British Army’s SCOUTSpecialist Vehicle (SV) platforms. The scalable, open architec-ture subsystems – which include Ethernet switches, gatewayprocessors, data servers and video servers – will allow SCOUTSV platforms to be easily upgraded during their lifetime asnew requirements and technologies emerge.

The subsystems being supplied by GE Intelligent Platformswill provide the backbone of the vehicle electronics architec-ture. The Ethernet switch connects all the networked ele-ments of the vehicle together; the gateway processor providesall the processing capability for the General Dynamics UKsoftware to run the platform; and the data and video serversallow the vehicle to store and distribute vehicle and scenariodata and video around the platform and on into the widerconnected battlefield.

GE also proposed the use of its OpenWare switch software,which allowed the operation of the vehicle’s network to beoptimized to the specific requirements of the platform.

The SCOUT SV platforms replace the British Army’s CVR(T)vehicles and are all-new, heavily protected, high mobility,fully digital platforms featuring state of the art ISTAR (intelli-gence, surveillance, target acquisition and reconnaissance) ca-pabilities. According to General Dynamics UK, who have beenchosen to deliver 589 of the new platforms, the SCOUT Spe-cialist Vehicle provides a step-change in the armored fightingvehicle capability being delivered to the British Army.

The SCOUT SV program includes six variants: SCOUT Re-connaissance, Protected Mobility Reconnaissance Support(PMRS), Command and Control, Engineering Reconnais-sance, Repair, and Recovery. Each SCOUT SV platform variantwill be a highly-agile, tracked, medium-weight armored fight-ing vehicle, providing British troops with state-of-the-art best-in-class protection.

SCOUT SV vehicles are developed upon a highly-adaptableand capable Common Base Platform, maximizing commonal-ity in mobility, electronic architecture and survivability thatensures the British Army has a family of world-class platforms.

Each SCOUT SV platform variant has extensive capabilities,including acoustic detectors, a laser warning system, a localsituational awareness system, an electronic countermeasuresystem, a route marking system, an advanced electronic archi-tecture and a high performance power pack.


British Army SCOUT Specialist Vehicle

SSC craft will serve as the evolutionary replacement for theNavy’s existing fleet of LCACs, which are nearing the end oftheir service life. Their mission is to land surface assault ele-ments in support of operational maneuvers from the sea, atover-the-horizon distances, while operating from the Navy’samphibious ships and mobile landing platforms. Like earlierLCACs, these craft also will be used for humanitarian and dis-aster relief missions.

The new air cushion vehicles, offering increased reliabilityand availability, are designed for a 30-year service life. Theywill use more corrosion-resistant aluminum in the hull thancurrent LCAC, as well as composites in the propeller shroudassembly and shafting to increase craft availability and lowerlife-cycle maintenance costs. These craft also will incorporatean advanced skirt, a pilot/co-pilot arrangement, a cargo deckto accommodate a 74 short ton payload (up to M1A1 Tank),and more powerful, fuel efficient Rolls-Royce engines.


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AIntro


Open Your Designs to Flexible, Precision Maintenance High Precision, Mechanical Torque Wrenches & Multipliers

reduced calibration

Pratt & Drop-in replacement for many Powerdyne®† wrenches

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Lightning Strike Protection for Composite Aircraft

Precision-Expanded Foils

203/294-4440 www.dexmetmaterial.com

MicroGrid®

Application Briefs

Emergency Locator Transmitter(ELT) Shipsets

McMurdo GroupLanham, MD240-790-0600www.mcmurdogroup.com

McMurdo Group, a company that specializes in end-to-endsearch and rescue (SAR) and maritime domain awareness

(MDA) solutions, was recently selected by Embraer to providecomplete Emergency Locator Transmitter (ELT) shipsets for itsE Jets second generation of aircraft, known as the E Jets E2. Thecontract will include McMurdo Group’s Kannad Integra ELTswith its new ARINC GPS Interface fitted on the aircraft, and Kan-nad 406 MHz Survival ELTs for use by crewmembers in the cabin.

The ELTs will be installed in various Embraer E Jets E2s, in-cluding the E175 E2, E190 E2, and E195 E2 versions, startingin 2018. Kannad Aviation ELTs are already integrated intoEmbraer’s existing Phenom 100, Phenom 300, Legacy 450 andLegacy 500 business jet aircrafts, and are used by some of theworld’s largest aircraft and airline brands including Airbus,Boeing, Bombardier, Pilatus, British Airways, China Airlinesand United Airlines.

The Kannad Aviation ELTs are currently the only ELTs witha dual positioning source: the GPS receiver on board the air-craft and an internal GPS receiver integrated into the beacon.The Kannad Integra ARINC e-Nav interface allows the GPS po-sition of an aircraft to be transmitted continuously from theonboard GPS to the beacon. This allows the ELT to store andrecord the aircraft's position information in real time. In addi-tion, the ELT also has an internal GPS receiver.

The Kannad Integra-AF provides several performance advan-tages due to its redundant antenna and GPS interface designs.Unlike traditional ELTs, Integra Kannad ELTs have a secondarybuilt-in antenna that will continue to transmit distress signalsin the event the primary external antenna is non-functionalduring a crash. A dual GPS design includes a built in GPS an-tenna and a connection to standard onboard GPS systems tofurther facilitate emergency location positioning. Other Kan-nad benefits, such as its compact, lightweight design and easyprogramming, also factored into Embraer’s decision.

In a typical search and rescue scenario, an emergency signalfrom an ELT or distress beacon is relayed via satellite to MissionControl Centers and Rescue Coordination Centers for eventual res-cue team deployment. This search and rescue ecosystem (known asCOSPAS ARSAT) has helped to save over 37,000 lives since 1982.


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Portable Fluid Chiller A low temperature fluid chiller, suit-

able for labs and plants, has been intro-duced by Thermonics Corp. (Mansfield,MA). The portable chiller recirculatesheat-transfer fluids at precise tempera-tures needed to support industrial applications in chemical, energy, andelectronics. Thetwo-stage, cas-cade refrigera-t i o n c h i l l e r is capable ofreaching –80°C.Designed for re-liability during24/7 tempera-ture control,the fluid chilleri s e q u i p p e dwith on-boarddiagnostics thathe l p p r e d i c tchiller healthand avoid un-expected down-time. An intuitive touch-screen inter-face allows for set up of thermalprofiles, viewing data and trends, andlogging diagnostics. Communicationsinterfaces (IEEE, RS232, Ethernet, USB)for remote chiller control.

For Free Info Visithttp://info.hotims.com/55590-513

FPGA Chip and ProtocolMEN Micro Inc. (Blue Bell, PA) has released the CS1,

an FPGA chip with an integrated AFDX protocol thatprovides a flexible alternative for communication inairplanes. The customizable CS1 enables users to buildAFDX-based communication systems independent ofa form factor. Specifically designed for the demands ofsafety-critical avionic applications, the new chip is aDO-254-compliant FPGA, certifiable up to DAL-A, with DAL-D certification supportpackage available in March 2015. Developed according to ARINC 664P7-1, and in con-sideration of the specific Airbus and Boeing AFDX requirements, the CS1 can be usedin applications of both airplane suppliers.

The CS1 is also offered in MEN Micro’s P522 PMC I/O mezzanine card–available as aCOTS product—that can be used as an alternative to PMCs already on the market, orfor evaluation purposes.

The CS1 supports two full duplex AFDX networks based on standard IEEE 802.3 Eth-ernet and applies protocol stack implementation. With up to 255 receive VLs (VirtualLinks) and 64 transmit VLs, the chip ensures safe and deterministic data transferthrough determined bandwidths.


M-PHY® Multi-Lead ProbeThe Teledyne LeCroy M-PHY Multi-lead

Probe allows developers using an embedded M-PHY bus in their PCB designs to tap into the sig-nal traces directly and capture bus traffic forprotocol analysis and debugging. The probe al-lows for individual connection to each separatetransmit-pair and receive- pair of each serial lane, allowing flexibility to connect toany accessible points on the surface of the PCB. Each connection uses a high-imped-ance electrical probe to minimize perturbation of the M-PHY bus signals, while pro-viding reliable capture of all M-PHY traffic.

The probe will connect to a Teledyne LeCroy Eclipse X34 M-PHY Protocol Ana-lyzer via a multi-lead probe pod. Support is provided for M-PHY data rates of GEAR1,GEAR2 and GEAR3, and at lane widths from x1 to x4. Each individual lane connec-tion is made by using two 294 mm (11.6") extender coax cables connecting into 71mm (2.8”) flextip connectors which each are attached to an individual transmit-pairor receive-pair on the surface of the PCB.


VMEbus 4th Generation Intel® Core™ i7/i5 Processor BoardConcurrent Technologies (Colchester, UK) has

announced VP B1x/msd, a 6U VME board basedon a 4th generation Intel® Core™ i7/i5 proces-sor. The headline variant of VP B1x/msd uses thequad-core i7-4700EQ processor that features new

instructions to enhance vector processing and secu-rity along with improved graphics capability. Variants are

also offered based on i5-4410E and i5-4422E processors for dualcore based performance and power optimized solutions. All processor

variants include Intel HD Graphics 4600 which has 20 execution units and can sup-port three simultaneous display outputs.

A front or rear VGA port is provided for backwards compatibility with previousboards. Up to two DVI-D interfaces and a DisplayPort connection are available asoptions for applications needing high resolution digital display support. A 2.5-inchdrive can be accommodated on-board for mass storage.


www.aerodefensetech.com Aerospace & Defense Technology, June 2015Free Info at http://info.hotims.com/55590-896

New Products

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Low-Profile AC-DC Power SuppliesSchaefer Inc. (Hopkinton, MA) recently intro-

duced the new low-profile TERa Series of AdvancedThermal Technology AC-DC power supplies. TheTERa family offers three output power classes of700, 1200 and 2000 Watts that are uniquely sealedin a heat conducting potting material. Featuring anultra-wide temperature range of –50°C to 85°C,these units are designed for easy-to-connect paral-lel/series operation if higher power or redundancy is needed.

Other features include high power density, Power Factor Correction (PFC), 100-242 VAC universal inputs, galvanic isolation, high efficiency, full complement ofprotections, single or multi-output operation, output voltage adjustment and com-pliance to EN55022 Class A (Class B with filter). Optional copper case and termi-nal block connections are available.


600W Programmable Power SuppliesTDK Corporation (Tokyo, Japan) recently added 600W high voltage models to

TDK-Lambda’s Z+ series of programmable DC power supplies. This series is nowavailable with output voltages of 0-10, 0-20, 0-36, 0-60, 0-160, 0-320 or 0-650 VDC

and with output powers of 200, 400, 600 and 800W. The TDK-Lambda Z+ 600W high voltage models have

the same features and compact dimensions (2U high and2.76" wide) as the existing models and achieve efficienciesof up to 89%. The units can operate in either constant cur-rent or constant voltage modes and accept a universal 85-265 VAC input. Up to 6 units can be connected in parallel(master-slave configuration), or 2 identical units in serieswith external diodes. All the Z+ series can be programmedvia the front panel controls or remotely using the USB,RS232/485 or analog control interfaces. Optional LAN,GPIB (IEEE488) and isolated analog programming inter-faces are also available.


Additive Manufacturing The NanoSteel® Company (Providence, RI) has

announced the expansion of its additive manu-facturing (AM) material capabilities to supportmetal 3D printing of complex high-hardnessparts and the ability to customize propertieslayer-by-layer through gradient material design.The company leveraged its 2014 breakthrough inAM wear materials to print a bearing and impellerusing the powder bed fusion process. These parts weremeasured to be fully dense and crack-free, with hardnesslevels >1000 HV.

Building on this milestone, the company used a combination of high-hardnessand ductile alloys to create a part featuring a gradient design. NanoSteel workedwith Connecticut Center for Advanced Technology to generate part samples usingfreeform direct laser deposition. This single additive manufacturing processachieved a seamless transition between the hard and ductile properties without sub-sequent heat treatment. These gradient material designs offer the equivalent of “dig-ital case hardening™” —delivering impact resistance and overall robustness in ad-dition to high hardness and wear resistance in a single part.


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

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New Products

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AIntro


New Products

RF Over IP TechnologyRT Logic (Colorado Springs, CO), a subsidiary of

Kratos Defense & Security Solutions, has released Spec-tralNet, the only commercially available product thatenables the lossless transport of packetized RF over IPnetworks, over any distance, even in the presence ofreal world IP network limitations. By digitizing RF sig-nals for transport over IP networks – public or private– in a way that preserves both their frequency and timing characteristics, SpectralNetuniquely restores the RF signals for use at their destination by legacy analog equipment.

Removing the distance constraints between antennas and signal processing equip-ment, SpectralNet's patent pending technology enables operators to deploy newground architectures with numerous advantages, such as the ability to mitigate the ef-fects of rain fade for Ku/Ka satellites, reduce costs by centralizing operations, simplifydisaster recovery and system maintenance, optimize antenna placement and develop amigration path toward virtual ground systems. This capability enables powerful archi-tectural advantages for antenna facilities, operations centers, and the communicationsground segment enterprise that improve flexibility and lower operation and mainte-nance costs.


Radiation-Tolerant FPGAsMicrosemi Corporation (Aliso Viejo, CA) has announced availability of its RTG4™

high-speed signal processing radiation-tolerant FPGA family. The RTG4’s reprogramma-ble flash technology offers complete immunity to radiation-induced configuration up-sets in the harshest radiation environments, requiring no configuration scrubbing, un-like SRAM FPGA technology. RTG4 supports space applications requiring up to 150,000logic elements and up to 300 MHz of system performance.

Key product features include: up to 150,000 logic elements, each with a four-inputcombinatorial look-up table (LUT4) and a flip-flop with built-in single event upset

(SEU) and single event transient (SET) mitigation; system perform-ance up to 300 MHz; 24 serial transceivers with operation from

1 Gb/sec to 3.125 Gb/sec; 16 SEU- and SET-protectedSpaceWire clock and data recovery circuits; 462 SEU- andSET-protected multiply-accumulate mathblocks; more than 5Mbits of onboard SEU-protected SRAM; single event latch-up

(SEL) and configuration memory upset immunity; total ionizingdose (TID) beyond 100 Krad.


Chemical Agent Resistant CoatingSherwin-Williams (Cleveland, OH) recently announced

that MIL-DTL-64159 Type III Chemical Agent Resistant Coat-ing (CARC) Aerosol is now available for touch ups or othersmall job applications on military vehicles, ground supportequipment and rotocraft. The coating provides vital CARCprotection for military vehicles in the field, where a scratched or damaged finish coat– or a repair made with a non-CARC coating – may compromise the integrity of a ve-hicle’s protection and put military personnel at risk.

A specially-designed aerosol can allows military personnel to mix the two-partcoating through a simple procedure that includes shaking the can, depressing aplunger to mix the coating and shaking once more prior to application, saving timeand allowing rapid field recoating. The water-reducible topcoat is Qualified ProductsDatabase (QPD) approved and it is available in multiple CARC colors. The topcoatcombines superior corrosion resistance in a CARC coating, and it is easily portablein 250 mL and 400 mL sizes.



EPOXYPASSESVERTICALBURN TESTM a s t e r B o n dEP90FR-V is a two

component flame retardant epoxy system forbonding, sealing, coating and potting. It has beentested to the FAR standard 14 CFR 25.853(a) andfully complies with the rigorous vertical burn testspecification. This allows it to be considered foruse in highly specialized aviation applications. http://www.masterbond.com/tds/ep90fr-v

Master Bond



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

Application Builder. COMSOL users can nowbuild applications for use by engineering andmanufacturing departments, expanding accessi-bility to their expertise and to cutting edge simu-lation solutions. See how at comsol.com/5.1.

COMSOL, Inc.


CUSTOM RUBBERMOLDING TO EXACTSPECIFICATIONSYou probably know us best as pro-ducers of rubber molded parts.However, you may not knowthat we’ve produced many parts

that other companies considered nearly impossi-ble to make. Our specialty? Precision custom mold-ed parts at a competitive price with on time deliv-ery. Injection, transfer and compression moldingof Silicone, Viton, Neoprene, etc. HawthorneRubber Manufacturing Corp., 35 Fourth Ave.,Hawthorne, NJ 07506; Tel: 973-427-3337, Fax: 800-643-2580, www.HawthorneRubber.com

Hawthorne Rubber

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

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

Reader ServiceCompany Number Page

ACCES I/O Products . . . . . . . . . . . . . . . . .885 . . . . . . . . . . . .23

Advanced Torque Products LLC . . . . . . .895 . . . . . . . . . . .45

Aerotech, Inc. . . . . . . . . . . . . . . . . . . . . . . . .871 . . . . .COV IA-IB

Aurora Bearing Co. . . . . . . . . . . . . . . . . . .890 . . . . . . . . . . . .39

C.R. Onsrud, Inc. . . . . . . . . . . . . . . . . . . . . .883 . . . . . . . . . . . .19

Coilcraft CPS . . . . . . . . . . . . . . . . . . . . . . . .875 . . . . . . . . . . . . .3

COMSOL, Inc. . . . . . . . . . . . . . . . . . . .897, 902 . . . .48, COV IV

Create The Future Design Contest . . . . . . . . . . . . . . . . . . . . . .17

CST of America, Inc. . . . . . . . . . . . . . . . . . .901 . . . . . . . .COV III

DARcorporation . . . . . . . . . . . . . . . . . . . . .896 . . . . . . . . . . .46

Dawn VME Products . . . . . . . . . . . . . . . . .882 . . . . . . . . . . . .16

Dexmet Corporation . . . . . . . . . . . . . . . . .894 . . . . . . . . . . .45

Elma Electronic Inc. . . . . . . . . . . . . . . . . . .877 . . . . . . . . . . . . .7

EU Microwave Week 2015 . . . . . . . . . . . . .884 . . . . . . . . . . . .21

Gage Bilt Inc. . . . . . . . . . . . . . . . . . . . . . . . .893 . . . . . . . . . . . .30

Hawthorne Rubber Mfg. Corp. . . . . . . . . .898 . . . . . . . . . . .48

Interstate Connecting Components . . . .892 . . . . . . . . . . . .30

Keysight Technologies . . . . . . . . . . . . . . .880 . . . . . . . . . . . .13

La Croix Optical Co. . . . . . . . . . . . . . . . . . .878 . . . . . . . . . . . . .9

Master Bond Inc. . . . . . . . . . . . . . . . .891, 899 . . . . . . . .39, 48

Mini-Systems, Inc. . . . . . . . . . . . . . . . . . . . .887 . . . . . . . . . . . .31

NANO for Defense 2015 . . . . . . . . . . . . . .888 . . . . . . . . . . . .41

Photon Engineering . . . . . . . . . . . . . . . . . .874 . . . . . . . . . . . . .2

Proto Labs, Inc. . . . . . . . . . . . . . . . . . . . . . .881 . . . . . . . . . . . .15

RTD Embedded Technologies, Inc. . . . . . .872 . . . . . . . .COV II

S.I. Tech . . . . . . . . . . . . . . . . . . . . . . . . . . . .900 . . . . . . . . . . .48

Siemens PLM Software . . . . . . . . . . . . . . .879 . . . . . . . . . . . . .11

Statek Corporation . . . . . . . . . . . . . . . . . .908 . . . . . . . . . . . .47

Stratasys Direct Manufacturing . . . . . . . .876 . . . . . . . . . .4, 5

Superior Tube . . . . . . . . . . . . . . . . . . . . . . .873 . . . . . . . . . . . . .1

Trilion Quality Systems . . . . . . . . . . . . . . .889 . . . . . . . . . . . .33

W.L. Gore & Associates . . . . . . . . . . . . . . .886 . . . . . . . . . . . .29

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

TECH BRIEFS MEDIA GROUP, AN SAE INTERNATIONAL COMPANY261 Fifth Avenue, Suite 1901, New York, NY 10016(212) 490-3999 FAX (212) 986-7864Chief Executive Officer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Domenic A. MucchettiExecutive Vice-President . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Luke SchnirringTechnology Director . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Oliver RockwellSystems Administrator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Vlad GladounWeb Developer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Karina CarterDigital Media Manager . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Peter BonavitaDigital Media Assistants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Keith McKellar, Peter Weiland, Anel GuerreroDigital Media Audience Coordinator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Jamil BarrettCredit/Collection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Felecia LaheyAccounting/Human Resources Manager . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Sylvia BonillaAccounting Assistant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Martha SaundersOffice Manager . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Alfredo VasquezReceptionist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Elizabeth Brache-Torres

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

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

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

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

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

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

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What’s Online

Most-Viewed ArticlesThe following are the top 4 most-

viewed aerospace-related articles of the month as of early April. Additionalaerospace articles can be read athttp://articles.sae.org/aerospace/.

1Counterfeit Electronic Parts:Manufacture of and Avoidance

http://articles.sae.org/13923/

2Flight Vision System for Rotary-Wing Aircraft


3Automatic Collision AvoidanceAdded to Inspection Software


4NASA Embraces CFD to ReplaceCancelled Flight Tests


From Other SAE MagazinesFollowing are recent articles from other magazines by SAE International, covering

the automotive, off-highway, and truck & bus industries. More articles can be foundat http://articles.sae.org/.

The Quest for the Self-Cleaning CarNew water-rejecting coating explored

by chemists at University College Londonand other universities makes for toughself-cleaning surfaces that might work onmotor vehicles. In tests, the resilient coat-ing worked even after being wiped,scratched with a knife, and scuffed withsandpaper forty times. The coating—athin layer of titanium dioxide nanoparti-cles covered with a waterproof veneerthat can be applied to steel, glass, and other surfaces with spray adhesives—mayeventually find application as automotive paint, glass and lighting coatings, evenas a protectant for the surfaces of solar cell panels. More development work will be needed to determine if the paint can meet the industry’s requirement for aglossy surface and other needs, the researchers said, but the likes of Magna Inter-national and Land Rover have already inquired about their studies. Read more athttp://articles.sae.org/13981/.

Thermoplastic Technology OffersImpact Protection Across Automotive,Sports, and Defense

The Oakwood Group and its technologylicensee companies are designing engi-neered thermoplastic solutions to helpprotect vehicle occupants, sports players,and soldiers from severe impact injuries.The supplier claims a market-leading sharefor its polypropylene head impact energyabsorbers used for headliner applications,and its technology licensee companies, Viconic Sporting LLC and Viconic DefenseLLC, are making application inroads with the infinitely tunable plastic energy ab-sorbers. Read more at http://articles.sae.org/13988/.

Military Technologies Aid the Fight forImproved Off-Highway Efficiencies

There is a never-ending need for tech-nologies that can improve the efficiencyof off-highway equipment, while enhanc-ing safety for both operator and the ma-chine. The defense sector of the industryhas an upper hand in the investment andinvention of such technologies, some ofwhich could, and probably should, findtheir way into equipment used for agricul-ture, construction, forestry, and mining. Radar is one such example of technologythat was once used just in combat applications, and was very costly, but is nowbeing widely used in vehicles for various applications. Short-wave infrared (SWIR)works in wavelengths from 0.9 to 1.7 μm, which is not visible to the human eye. Inthe military, SWIR is used for surveillance, reconnaissance, and night imaging. Thistechnology can find many applications in off-highway equipment. Read more athttp://articles.sae.org/14015/.

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RCS & Surface Current Simulationof a Helicopter

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