Welcome To Your Digital Edition Of: Aerospace & Defense Technology

June 2015
Welcome to
your Digital Edition of
Aerospace & Defense
Technology
June 2015
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
h.com
setec
defen
.aero
www
Supplement to NASA Tech Briefs
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June 2015
Innovative Motion for
Aerospace Testing

Risley Prisms
Stand-Off Scanning and Pointing with Risl
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Aerospace & Defense Technology
Contents
FEATURES ________________________________________
DEPARTMENTS ___________________________________
6
6
Rugged Computing
in High Performance Processors
12
12
Lasers & Optics

35
43
46
49
50
18
18
Simulation/Manufacturing
ON THE COVER ___________________________________

In an attempt to reduce the noise footprint
of aircraft during landing, NASA has expanded its use of Exa Corps PowerFLOW software. This image shows the radiated sound
field from a business jet with flaps and main
landing gear deployed. To learn more, check
out the Whats Online section on page 50.
24 Aircraft
24 Regional and Bizjets Refined and Redefined
28 RF & Microwave Technology
28 Solutions for RF Power Amplifier Test
34 Air-Ground Communications System Aims
to Make Flying Safer
37
37
38
40
41
Technology Update
Application Briefs
New Products
Advertisers Index
Whats Online
(Photo courtesy of Exa Corp)
Tech Briefs
Fabricating Transparent and Stretchable Supercapacitors
Based on Wrinkled Graphene Electrodes
Modular Exhaust Design and Manufacturing Techniques
for Build-to-Order Muffler Systems
Silicon Microsphere Fabrication
Designing and Fabricating a Multiple-Decade Battery
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S T R ATA S Y S DIREC T.C OM
1 - 8 8 8 - 3 11 -1 0 17
INFO@STR ATA SYSDIRECT.COM
Maximizing Thermal Cooling

Efficiencies in High-Performance
Processors
espite the continuous development of new, higher performing processors, the thirst
for increased embedded computing capability remains unquenched.
In fact, it seems like Moores Law may
have slowed when it comes to frequency but increased in terms of driving processor core and field programmable gate array (FPGA) LUTS counts.
The previous need for fewer frequency
increases has become a need for increased core counts, faster front side bus
speeds, and greater support chip integration, all of which drive continually
rising power requirements. Meeting
these ever increasing "compute density
escalations" while simultaneously maximizing thermal cooling efficiencies requires innovative packaging solutions.
The need to increase core counts in
processor chips and LUTs growth in
FPGAs continues to grow at an unprecedented pace. Processor manufacturers like Intel and AMD continue to
integrate functionality and processor
core count to achieve greater processor
volumetric efficiency. FPGA suppliers
like Xilinx and Altera that dominate
90% of the FPGA market are offering
larger LUTs-size FPGAs that appeal to
embedded computing engineers, but
come at a higher thermal management
cost. This thermal management challenge is usually left to the end of the
design process when engineers start to
ask, How will we cool these new chip
densities?
Figure 1. IntelMicroprocessor Pin Count Over Time (Credit: Lee Pavelich, Progression of CPU Pin Counts,
Scrub Physics blog, September 19, 2011)
Size Matters
Silicon chips continue to evolve. Figure 1 articulates how the ball grid array
Figure 2 (left to right). Intel "Arrandale" mobile-class processor, Intel "Haswell" server-class processor with
integrated heat sink. (Images courtesy of Intel Corporation)
www.aerodefensetech.com
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Rugged Computing
Figure 3 (left to right). Thermal scans of mobile-class, server-class and FPGA chips.
(BGA) ball quantities of server and mobile-class chips have continued to grow
in package size as functionality is integrated into the processor or scaled into
the FPGAs.
The portable device market requires a
smaller volumetric approach and a
cooling demand driven by size, weight
and power (SWaP). Handheld devices,
tablets, and laptops require maximum
cooling in a very small environment.
Server-class chips, however, use a different approach. Figure 2 shows a mobileclass processor and a server-class
processor that offers a built-in heat
spreader to aid in the mass transfer of
thermal energy.
Each of these chips requires a different approach to dealing with this challenge. The smaller device demands an
approach that controls the distribution
of energy in a manner that does not add
weight. The server-class chips are driving larger BGA ball counts and controlling the thermal heat spread of the chip
with copper surfaces and volume to
mass transfer energy to server-designed
heat sinks. The size and weight is significantly different.
Thermal Densities The Hidden

Variables
When looking at these very different
technologies in silicon-based chips and
their ever-shrinking lithography implementations, one attribute is extremely
consistent. As functionality and capabilities are scaled into the chips, they
Figure 4. Mercury's 6U OpenVPX payload cards may be packaged in a variety of standards-compatible

cooling options without modification.
increase in size and carry a non-linear

thermal distribution in thermal energy
heat flux.
Figure 3 shows some of the enormous
challenges present in all three silicon
technologies. The FLIR camera analysis
shows that there are significant differences in the thermal heat generation in
the silicon. This means that watts per
square inch is no longer a sensible

measure for linearly analyzing these
challenges. When sophisticated computational fluid dynamic (CFD) software
tools like Flotherm, Ice Pack, or others
are utilized, linear energy distribution is
not observed. Thermal energy density
and the ability to mass transfer the concentrated heat is becoming a thermal
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p y
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Rugged Computing
Figure 5. Thermal Resistance Comparison, Air Flow-By (AFB) vs. Conduction Cooled (CC).
analysts "Disneyland", where copper or

diamonds are preferred due to their
conductivity. The weight or costs of
these technology implementations are
outside the scope of this article. So, the
images shown in Figure 3 illustrate how
some of these chips require a new approach to cooling to help absorb these
highly concentrated energy loads.
ground radar, a mobile vehicle, a

manned aircraft, or an unmanned aerial
vehicle (UAV) need significantly different cooling solutions. An agnostic approach allows affordable rugged VPX
cooling solutions to be used in each of
these very different environments,
while also saving precious design, development and deployment time.
Agnostic Cooling
Open Standards, VITA and

Standardized Module Cooling
One example of solving this outstanding thermal energy non-linear challenge

was developed by engineers at Mercury
Systems. As shown in Figure 4, Mercury
developed a 6U OpenVPX design approach, utilizing a standardized and
scalable approach to VPX open standard
cooling, and a common printed circuit
board assembly across each different
type of cooling technology.
This approach affords engineers the
ability to solve these complex thermal
density challenges in various environments, with the same computational architecture. A VPX solution in a lab environment needs a certain cooling
solution, while a VPX solution in
Its here where the VMEbus Industry

Trade Association (VITA) has really embraced cooling agnostics. VITA continues to drive standardized cooling
technologies into VPX computational
cooling 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 standard for liquid cooling.
d) VITA 48.4 is a developing standard
for liquid cooling.
e) VITA 48.5 supports air flow through
cooling.
10
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f) VITA 48.6 is an open standard for liquid 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 between Mercury's VITA 48.7 Air FlowBy cooling and VITA 48.2 conduction
cooling technologies.
Each of these cooling technologies
has a direct impact on reliability
through temperature impact and its associated direct variable of Coefficient
of Thermal Expansion (CTE) impacts.
As the power levels, thermal densities,
and concentrated heat fluxes drive embedded systems forward, companies
like Mercury Systems are driving mathematical high reliability cooling solutions to meet these ever increasing demands.
This article was written by Darryl
McKenney, Vice President, Engineering
Services Mercury Systems, Inc. (Chelmsford, MA). For more information, visit
http://info.hotims.com/55590-500.
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Stand-Off Scanning and Pointing

with Risley Prisms
ith the ever increasing

threat of improvised explosive devices, both in the military arena and the civilian
realm, there is a growing demand for
technologies with the ability to detect explosives and their precursors from a safe
stand-off. While a wide variety of technologies have been investigated for this
application, laser-based spectroscopic
techniques designed to detect chemical
traces on personnel, vehicles and other
objects have garnered a lot of attention.
These laser-based techniques include
Raman spectroscopy, laser induced breakdown spectroscopy (LIBS), diffuse reflectance spectroscopy (DRS), and photothermal spectroscopy (PTS), among
others. Laser-based approaches concentrate a large amount of power on a single
target location, which enables reasonable
signal-to-noise ratio (SNR) to be obtained
despite the 1R2 drop-off in return signal
strength (where R represents stand-off
distance).
Regardless of which laser-based spectroscopic approach is used, explosive
detection maps provide more useful information than point sampling approaches. Such a capability is achieved
by coupling these laser based spectrometers with a scanner.
In the interest of adapting these
standoff explosive detection technologies to the widest number of applications and platforms, the ideal scanner
would be compact, lightweight, low
power and vibration insensitive. Further benefit is achieved with a scanner
that can both continuously scan the
field of regard to look for potential explosives and then rapidly point to a suspected location and confirm the existence of an explosive using high
resolution spectroscopic information.
Potential approaches include gimbal
type mirrors, galvo scanners, fast steering mirrors, and Risley Prism scanners.
While gimbal scanners are used for a
wide variety of scanning applications,
their carried axis designs typically result

in much larger, heavier designs requiring more power to drive. Non-carried
axis systems (such as galvanometer
scanners) are challenged when large
Figure 1. Risley Prism Beam Steering
Figure 2. Risley Prism Scanner Opto-Mechanical Arrangement
12
Intro
apertures are required. Fast steering

mirrors can provide the necessary response time and aperture but they are
generally limited to small fields of view.
Oftentimes a better solution to these
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Lasers & Optics
scanner requirements is the Risley prism

scanner, which can achieve all of the requirements in a smaller package requiring less operating power.
Spiral
Rosette
Standoff Trace Explosive Detection

A potential real application involves
the evaluation of vehicles entering a facility. Trace explosive levels (10s of g/cm2)
are typically found in fingerprint residues
left on a car door handle. A number of
requirements exist for an effective standoff explosive detection system in this application, including the ability to maintain a modest vehicle throughput rate
(vehicles per hour) as well as the ability to
operate both autonomously and with little cooperation from the entering vehicles. From a scanner perspective this requires a wide field of coverage; a typical
car door handle is about 25 cm in length
and has a separation between handles of
approximately 1.25 m, which results in
an angular field of 120 degrees. It also requires good spatial resolution a typical
fingerprint size of 5 cm2 at a 0.5 m standoff results in an angular resolution of better than 5 milliradians. Fast acceleration
and scanning capability are also necessary at a maximum of 5 seconds to scan
a vehicle (or 2.5 s per handle with one
system for each side of the vehicle), a
scan velocity of 20 deg/sec results in a
dwell time per fingerprint area on a handle of 25 ms and is supported by an acceleration of 20,000 deg/sec2 (negligible
amount of time to point from handle to
handle of less than 100 ms). Finally, explosive materials exhibit unique spectral
signatures so-called spectral fingerprints
in the mid-infrared (MIR) region of the
spectrum spanning 350 4000 cm-1 (approximately 2.5 28 m), which requires
optical materials that provide good transmission in this waveband.
Risley Prism Scanner Design for

Explosive Detection
As shown in Figure 1, two identical
prisms rotating about a common optic
axis comprise a Risley prism pair. Maximum deviation occurs when the prisms
are in alignment (a) and no net deviation occurs when they are in opposition
(c). As a result, any point in the conical
field of view can be addressed by an intermediate angle between the pair.
Figure 3. Sample scan patterns that can be achieved by setting the prism rotation velocities to a constant
value, resulting in power savings.
Mechanical Arrangement
A Risley Prism scanner is realized in
practice with the optical-mechanical
arrangement shown in Figure 2. Hollow core brushless motors are ideal for
providing high torque (acceleration),
smooth scanning (electronically controlled commutation), and low operating power since the shaft (i.e. prisms) is
thin and close to the axis of rotation
with a resulting low moment of inertia.
In practice, peak powers of 10s of watts
can be obtained for 25mm and larger
clear aperture systems that have
full field response times on
the order of 100 milliseconds. Duplex bearings
minimize axial play
and provide high
pointing accuracy,
which is supported
with optical encoder-based position
sensors to provide
high-resolution angular measurement.
For example, 20,000
count encoders are
easily obtained in practice and provide submilliradian level pointing resolution.
In the MIR, a number of
material options exist for the
prisms that provide high transmission and include zinc sulfide,
14
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zinc selenide, silicon, and germanium.

Additionally, the high refractive index
of these materials results in a small
prism to achieve a large field of regard:
a 120 deg full angle field of regard can
be achieved with a pair of 7.6 deg
wedge angle germanium prisms.
Matching the prism pair angles to
within an arc-minute is easily achievable with standard optical shop fabrication methods and results in a socalled Nadir error (region about the
Figure 4.
Risley Prism Scanner Assembly
(Photo: OPTRA, Inc.)
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Lasers & Optics
optical axis that cannot be pointed

within) less than a milliradian.
Risley Prism systems can be used in
either a steering or scanning configuration, depending on the speed of the
spectroscopic technique being utilized.
For spectroscopic techniques requiring
longer integration times, the RP would

typically be used in a straightforward
step-stare configuration, tracing out a
predetermined pattern. For techniques
with shorter integration time requirements, the RP can be used in a scanning configuration. Oftentimes com-
bining scanning and step-stare operation is the ideal approach for a

search/confirm operating scenario.
Constant prism rotation angles minimize system power requirements while
providing flexible scanning patterns.
Figure 3 shows the spiral pattern and
rosette patterns that can be achieved in
a scanning mode of operation: the spiral scan is accomplished by rotating
the two prisms in the same direction
with a small velocity difference between the prism pair, while the rosette
is accomplished by counter-rotating
the prisms. Figure 4 shows a Risley
Prism assembly that embodies this design. The 50 mm clear aperture system
measures 130 mm in diameter by 116
mm long and weighs 2.8 kg. Recently,
a standoff DRS trace explosive detection system used a Risley Prism scanner
to achieve wide field of coverage in an
overall compact package.
Conclusions
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Our
designer friendly and
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Laser based spectroscopic methods

have shown excellent potential for
standoff detection of explosive materials. The integration of a scanner with
the spectrometer can provide wide
field of coverage and extend these traditional point sampling systems into
two-dimensional field mapping systems. A number of laser scanning systems exist and include Risley Prisms
along with gimbal, galvo, and fast
scanning mirrors. Risley Prism scanning systems can be adapted for a wide
variety of spectral ranges, field angles
and scanning configurations to optimize performance based on the attributes of the selected spectroscopic approach. Regardless of the specific
system parameters, the Risley Prism
scanners inherent combination of
large aperture, wide field of regard,
pointing accuracy, and fast beam deflection in a compact opto-mechanical
assembly that requires low-power to
operate, make it uniquely suited for
standoff detection applications.
This article was written by Craig
Schwarze, Principal Systems Engineer,
OPTRA, Inc. (Topsfield, MA). For more information, visit http://info.hotims.com/
55590-501.
En
tr
Hes Creating the Future
CH LA
S
ea A
dl N T
in
e: C
Ju E
ly !
1,
yd
20
15
Bruce Lund
LLC Manager
Lund and Company
Invention, L.L.C.
The LVVWS (Lund Variable Velocity Weapon System) is a less-lethal weapon system.
It is capable of adjusting the velocity of a projectile based on the distance to the
target in order to have non-lethal impact energy. It uses an infrared range finder
system to meter the distance to the target. It can launch up to three projectiles per
second to a distance of 400 meters. The weapon uses a combustible gas to launch
the projectiles in many ways it is similar to a combustion engine.
Entering the contest attracted interest that ultimately led to a SBIR contract to
develop our technology into a less-lethal weapon system, said Bruce Lund, LLC
Manager, Lund and Company Invention, L.L.C.
Will you be next?
THE
Your future starts here:

www.createthefuturecontest.com
S P O N S O R E D
Intro
DESIGN CONTEST 2015

C A T E G O R Y
S P O N S O R S
B Y
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P R I Z E
S P O N S O R S
Getting It
Right with
Composites
A composite wing spar undergoing inspection

at GKN Aerospace. CAE and DFM simulation
techniques are aimed at increasing the
speed of manufacturing such
components.
With composites now a

mainstay in most new aircraft
designs, the engineering
emphasis has switched from
understanding if they work to
thinking through the most
efficient way to manufacture
them, such as using designfor-manufacturing software.
by Bruce Morey
omposite design and analysis is

a highly integrated activity,
said Chris Gear, Chief Technology Officer & Senior Technical
Fellow for GKN Aerospace. He noted that
how composite material is placed, how it
moves, how it cures, and the quality and
conformance of the product are all interrelated. All of these factors are considered in the final release of the data for
manufacturing, according to him, aided
by design-for-manufacturing (DFM).
Complicating manufacturing optimization is the very nature of advanced
composites, requiring a unique design
process, unlike isotropic, homogenous
metal. Controlling fiber orientation and
number of layers of fiber embedded in a
plastic matrix is vital for its performance. Initial CAD definitions that specify the outer and/or inner mold lines of
the part require further definition of
material type, fiber orientation, stackup order, balance, symmetry, drop-offs,

splices, and darts.
DFM is a very important aspect on
any composite design, where the manufacturing process and materials used
will drive the final design solution and
are key to meeting our internal requirements on weight, costs, and robustness
of product, said Gear.
He explained that in the early stages
of a design, GKN will use their own or a
customers design methods for composites within GKNs own CAE toolset. This
is to ensure they characterize and simulate how the material will lay down into
GKNs double curvature tools, identifying hot spots where extra care is
needed in manufacturing and pinpoint
where we need to validate an area that
is beyond the limitations of our existing
methods, he said.
Composites Design, Composite

Constraints
The unique workflow for advanced composites parts is different from metals, yet the end result must
remain the samea part that meets the specification for the lowest cost. (Siemens PLM)
John OConnor, Director, Product and

Market Strategy for Siemens PLM,
provider of the Fibersim tool for design
with composites, noted that there are
three areas where engineers can improve
production rates for composites. One is
to improve at the point of production itself, with faster machines or better tools.
The second is asking how to modify a
design for faster manufacturing.
The third step is the furthest upstream
and that is how to optimize the design
for both its purpose, for example least
weight and maximum strength, while incorporating manufacturing constraints to
produce it as quickly as possible, he said.
An important element in this design
process, according to OConnor, is to incorporate in the process the automated
tool used to make the part, for example
automated fiber placement (AFP) versus
automated tape laying (ATL).
Optimizing material also reduces
weight. That was a goal of the new Multiply design feature in their latest Fibersim
release. Unlike traditional ply-, zone-, or
grid-based methods, the engineer places
independent reinforcement regions on
top of other regions, eliminating tedious
zone or grid redefinition. With this
Multi-ply approach, the design is updatable between geometry and associated
ply definitions, eliminating rework.
Multi-ply makes it easier and quicker
to define a design, maintaining communication between analysis and redesign, he said.
According to O'Connor, the Multi-ply
function was developed through work-
18
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loop, she said. While developed for the

automotive market, it provides a useful
tool to aerospace users as well.
In fact, there are plenty of synergy opportunities as composites and advanced
composites become more popular in
many applications. For example, Richardson expects government funding of institutes such as the Institute for Advanced
Composites Manufacturing Innovation
(IACMI), of which Dassault Systmes is a
charter member, to also advance tools for
better design for manufacture.
Industries such as automotive, wind
energy, or compressed gas storage have
the same goal [as aerospace] develop
tools for building quality, robust com-
ing with Siemens automotive customers. The traditional zone- or gridbased design approaches were more
than automotive needed. But once our
aerospace customers saw [this feature],
they knew they could use it to their advantage. He predicts more automotive
to aerospace spillover as the industry
continues to emphasize rate.
We need to ensure there is no disconnect between the design engineer,
the manufacturing engineer, and the
shop floor, said Rani Richardson, Composites Consultant for Dassault Systmes, providers of a full suite of Product Lifecycle Management (PLM)
software as well as the Composite Work-
bench set of tools for designing and analyzing composite structures.

She agrees that when it comes to helping aerospace increase production rates,
lessons learned from automotive will be
a powerful tool. One example of that is
our new CATIA Composites Braiding
Designer tool, she said, developed with
a major European automotive OEM.
With this, we simulate the actual
braiding machine, including parameters like mandrel speed, carrier rotation,
and orientation. We can do this all in
the design phase before we pass it to
CAE simulation. We are designing properly right from the start rather than
having to go through that iteration
Siemens Fibersim Multi-ply combines a ply-based

methodology with a zone-based methodology to
assure a robust workflow accommodates changes
in design more easily.
Using software to tweak designs for best manufacturing is the goal of software like this from Coriolis. In
this case, it adjusts ply contours to fill material strips most efficiently, creating faster, lighter designs as
shown in this before and after picture.
20
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PALAIS DES CONGRS, PARIS, FRANCE
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Intro
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posite parts faster and cheaper, she

said. The materials and resins may be a
little different, and certainly crashworthiness means different things between
autos and airplanes, but the basic tools
will be the same.
An especially interesting new development in CAE simulation is Dassault
Systmes 2014 acquisition of Accelrys,
now known as the Biovia brand within
Dassault Systmes. This software models
molecular formation of resins and the
resin curing cycle through chemical kinetics simulation. Optimizing the
chemistry through design of the plastics
used to bind composites could mean
stronger materials, and faster curing cycles and manufacturing efficiencies.
That brings a whole new element to
our design for manufacturing that we
are starting to incorporate, said
Richardson. We can predict delamina-
tion or lack of chemical bonding that

will affect the lifecycle performance.
Design for
Manufacturability
Focus of July Webcast
Machines and Design

Richardson also noted that, with the
increased emphasis in aerospace on
DFM that a number of machine tool
builders are working more closely with
software providers like Dassault Systmes. Current partners include Fives,
Ingersoll Machine Tool, Mtorres, and
Coriolis. This is important because how
a machine operates is best incorporated
in the design for maximum manufacturing efficiency.
The final product of a design process
involves using an advanced composites
machine, such as an ATL or AFP, to
make the part. Fives makes a number of
such devices and provides software
the Advanced Composites Environment
Suite that takes input such as CAD
Aerospace programs arent necessarily unique in the need to minimize

complexity and reduce overall part production cost, just as they arent unique
in the tendency toward cost overruns
and program delays. This webcast will
look at some processes, tools, and techniques being used by engineers
throughout the industry to maximize
the communication and collaboration
skills between design and manufacturing so that better decisions are made
early in any development programs, no
matter how small the component, or
how big the aircraft.
During a one-hour free webcast on
July 23, participants will be part of the
discussion with industry experts about
recent advances engineers are utilizing to
bring programs to fruition, and on time.
Webcast attendees will be invited to
interact with the experts during the
Q&A portion of the webcast. To register, visit www.sae.org/webcasts.
CATIA Composites Braiding Designer is a role-based application, providing advanced braiding fiber simulation. (Dassault Systmes)
models and ply contours from the

CATIA Composites Designer or Siemens
Fibersim and produces machine instructions that are used to build the part.
The engineer designing the part
needs to know something about how
the machine will make the part, said
Robert Harper, Director, Technical Sales,
Fives Cincinnati. Parameters include
material width, minimum steering radius for that width, material thickness,
and the number of layers the machine
can place. They need to know these
and limitations, such as minimum
coarse length in an AFP and minimum
cut length of the material, so when the
engineer creates the design the machine
is capable of creating that part. They
need to know the machines capabilities
in localized contours as well.
He said that they supply data to companies like Dassault Systmes, such as
minimum tow length, so that the designer has access to that in the CATIA
Composites Workbench. While having
access to such data is useful, educating
design engineers directly is just as important. Making parts using advanced
22
Companies like Coriolis Software are advancing the use of automatic design optimization to balance the
competing objectives of stress, engineering, and manufacturing constraints. The Coriolis optimization
framework captures design constraints, priorities, and rates solutions using criteria from the user.
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composites is fairly new, especially compared with the 100 years of experience
in metal cutting.
Coriolis Software also provides software packages that specialize in composites design and offline programming
solutions for various machines. The parent, Coriolis Composites, specializes in
building AFP based on 6-axis robots for
manufacturing composite parts. To program their own robots, they needed to
develop software that could produce an
optimized design for the system and
produce a program off-line for the robot
itself. The now independent Coriolis
Software extended their capabilities to
generalized CNC composite machines.
The output from the companys software is a design of the part optimized
for manufacturing and a machine program that produces that part. They use
FEM modeling to ensure the final
model meets strength requirements.
They offer a package integrated into
CATIA Composites Designer, or a standalone package that can import data
from either CATIA Composites Designer
or Siemens Fibersim.
The objective of our software is to
fill the ply contours with material strips
in the most efficient way, said Olivier
Munaux, Software Manager, Coriolis
Software. An enriched data model
serves the basis for running fast simulations at an early stage in the design
process, giving engineers the opportunity to get feedback from the 'as built' as
soon as possible.
This is a multi-objective optimization
problem when accounting for all of the
design drivers including cost, weight, and
cycle time. Coriolis employs a genetic algorithm as an optimization engine, embedded in a framework to automate the
process. Munaux believes his customers
want built-in tools that are easy to use,
that incorporate requirements and geometry, and compute a solution that is the
best compromise between all of the competing requirements.
The aircraft industry recognizes both
the benefits and the need [of simulation
optimization] as aircraft production
rates have increased, said GKN's Gear.
He believes the challenge relates to overreliance on testing to validate solutions
as opposed to using the full potential of
simulation techniques available today.

As more automation of manufacturing
is being brought into our factories we
need better methods to simulate and define our products in shorter lead times.
Using a DFM approach is helping
GKN establish how to do this more ef-
Intro
fectively. [It] is assisting us in gaining a

comprehensive understanding of our
products before we enter full scale production," he said. "More importantly,
DFM has significantly reduced non-conformances and lowered waste in our
manufacturing processes.
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23
Bombardier Global 5000
Regional and Bizjets

Refined and Redefined
New engines power the difference.
by Richard Gardner
here is definitely a degree of

overlap in the regional and
business jet sectors, both in
terms of airframes and the engines that power them. At the high end
of the market are aircraft such as the
Boeing 737 BBJ and Airbus A319 Corporate Jet, which typically carry up to a
dozen VIP passengers in spacious luxury, but which in airline service carry
around 130 passengers.
Just below this in size come 70-100
seat regional jets from Bombardier and
Embraer that are also available in VIP
long-range executive jet formats. These
are increasingly popular with heads of
state and government departments as
well as large corporate companies.
Top-end purpose-built executive jets,
such as the Dassault Falcon 5X, Bombardier Global 8000, Gulfstream G600,
and Cessna Citation X+, offer non-stop intercontinental connectivity and have developed a premium market of their own,
an enviable niche where operators seem
largely immune to financial constraints.
Smaller 30-50 seat jets provide regional
shuttle services between major city hubs,
as well as essential connections on lightly
used routes, and are also available in wellappointed business jet versions.
Competition is intense right across
the sector, with new models emerging
Bombardier Challenger 350
What is driving product and performance improvements, and thus sales, in

these markets centers essentially in
three areasdigital avionics, advanced
structures and materials, and propulsion. So while the short-haul regional

jet aircraft and business jets may look
very similar in configuration and general appearance to those of three
decades ago, beneath the surface they
incorporate the benefits of computeraided design and manufacturing,
greatly enhanced aerodynamics with
lower drag, new levels of connectivity
and crew situational awareness, new
composite structures, and, now fast becoming the primary area of interest,
at a steady pace, but because customer

demand is relatively stable once again
(after a downturn in 2008) and requirements predictable, technology advances
are following an evolutionary pattern,
rather than offering any radical changes
in direction.
P&Ws Presence
24
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Aircraft
highly efficient and environmentally

friendly new-generation jet engines.
Although global oil prices have
crashed dramatically in recent times,
improved fuel economy still has a direct
and immediate beneficial impact on the
bottom line for operators. There may be
few all-new aircraft entering the regional
market, such as the Mitsubishi MRJ family, but there is no shortage of new business jets. Many operators opt to order
well-established and supported aircraft
designs, such as the A319/320 and Embraer EMB-170/190 families, that have
been re-cast in new, attractively upgraded, re-engined versions, powered by
the latest high-tech turbofans.
At the top end of this market the new
engines, such as the Pratt & Whitney
Pure Power GTF (geared turbofan) and
Snecma/GE CFM Leap, have been optimized, initially, as replacements for existing engines such as the CFM-56 and
IAE V2500. The P&W GTF family has
proven to be very scalable, expanding
its range of thrust options from a maximum of 35,000 lb for airline use, down
to 16,000 lb for ultra-long-range executive jets.
The design philosophy for this engine
is to introduce a speed-reduction gearbox between the low-pressure (LP) turbine and the fan, combined with a
faster-running LP compressor. This optimization of the rotational rates of the
moving parts is set to greatly reduce fuel
burn and noise levels in aircraft that
adopt it. Reductions in the noise footprint have reached 75%, which equates
to 20 dB below todays strictest standards, according to P&W.
P&W also claims that fuel savings
compared to todays generation of similar thrust turbofans offer improvements
of at least 15%. Reductions of 20% are
already in prospect, and could eventually go as high as 30% with further development, which might include higher
bypass ratios, new materials, and new
combustor technologies. By the end of
2014, the GTF had completed over
26,500 cycles of testing, and the type
has been initially certified for use on the
Airbus A320neo and the all-new Bombardier C Series, with the MRJ and Embraer E2 series regional jets following.
The MRJ program has been underway
Embraer E195
Cessna Citation-X
for many years with the first flight now

two years late. As a result, its early potential for market leadership, introducing the GTF engine, has been eroded by
the emergence of the second-generation
E2 series of regional jets, seating between 75 and 130 passengers, which
will also be fitted with the Pure Power
engine. With a four figure sales tally for
the existing E-series jetliners and a wellestablished market position, it is little
surprise that new E2 models have
quickly overtaken the MRJ order book,
and the Brazilian program is likely to
Intro
soon follow the MRJs planned entry

into service.
P&W is already looking ahead at a set
of aerodynamic enhancements for the
GTF that will increase efficiency and
power to meet customer expectations
well into the next decade.
Also from P&W, and destined to be
manufactured by P&WC in Canada, is
the new PW800 that is based on the
core of the Pure Power GTF, but without
a fan gear-drive system. It is intended to
cover a wide thrust range of between
10,000 lb and 20,000 lb and received a
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25
Aircraft
P&W geared turbofan demonstrator final assembly.
P&W GTF fan drive gear system.
boost last year when it was selected to

power the new Gulfstream G500 and
G600 jets.
Passport to Fly
Taking a big commercial risk almost a
decade ago when it decided to look at a
completely new turbofan engine sized
around super-mid-size business jets,
Frances Snecma pressed ahead with the
Silvercrest turbofan, which is now in
production for use aboard two of the
newest upmarket bizjets, the Dassault
Falcon 5X, and the Cessna Citation
Longitude. Both are in development
and are due to enter service in 2017.
Launching the Silvercrest just as the
bizjet market crashed following the economic downturn in 2008 was regarded
by many as a gamble, especially without
a suitable launch aircraft signed up at
the time, but the timing has proven to
be ideal for these two new aircraft as it
now gives them a performance margin
over rivals. As an all-new engine it benefits from recent technology design
progress in advanced fan design and
weight reduction, and it is well-placed
with a thrust range of between 9500 lb
and 11,400 lb to evolve into a bigger
family.
Snecma, part of the Safran Group, is
an equal partner in CFM with GE and
co-produces the CFM-56 turbofan, the
biggest selling commercial jet engine in
history. Sharing manufacture and assembly of CFM-56 engines at facilities
in the U.S. and France, CFM has been
continuously ramping up CFM-56 production in the face of its share of a
growing and massive 6300 backlog of
orders for 737s and A320s. Last year
1500 CFM-56 engines were built, and
this will be increased to 1800 per year
by 2019, by which time the companys
new Leap engine will be emerging in
large numbers to power all the 737 Max
and some A320neo models.
This has provided enormous experience building and supporting turbofan
engines, but for the billionaire dollar
26
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bizjet market Snecma finds itself watching its CFM-56 partner develop its own
product in the form of GEs new Passport engine. This has a higher thrust
than the Silvercrest and is currently
being developed in the 18,000-20,000
lb thrust range, for use aboard the new
ultra-long range, large cabin, Bombardier Global Express variants, the
Global 7000 and Global 8000.
A Passport development engine flew
for the first time aboard GEs Boeing
747 flying test-bed aircraft in January
and validated items such as the aircraft
systems and instrument functionality,
before undertaking further tests and
evaluations that will lead up to certification later this year. After this it can become a key element in the certification
program for the Global 7000, which is
due for delivery in 2016, followed a year
later by the Global 8000. A new Passport assembly facility is being prepared
at its Strother manufacturing and support plant in Kansas.
Bizjets Taking Off

Independent market studies suggest
that the total business jet market over
the next decade alone may top 10,000
aircraft, with a value of over $250 billion. Nearly 70% of the total bizjet sector is accounted for in value terms by
the top-end products, each costing between $30 and $100 million. At present,
the market leaders in the large
cabin/long-range market sector are
Gulfstream, Bombardier, and Dassault.
Gulfstream has always had a lead in
ultra-long range business jets and it still
offers customers the greatest global
range with the G650ER, which can
carry 16 passengers non-stop over 7500
nmi. This extended range version of the
best-selling G650 is also powered by
two Rolls-Royce BR725 turbofans and
has a ticket price of around $66 million.
Bombardier has always been a strong
player at the high end of the market.
Over the years its Challenger 600 series
has captured a significant proportion of
sales, benefiting from its large cabin volume and long range, but its larger
Global Express series (costing between
$50 and $70 million) has expanded beyond the Global 5000 and newer Global
6000 to the two latest models, the
Aircraft
Global 7000 and Global 8000, both to

be powered by Passport turbofans, each
with 16,500-lb thrust. High speed will
be a major feature (cruise at up to Mach
0.9). The large cabin on this pair of aircraft will be 20% larger than on the
Global 6000, which will give them an
edge on the latest Gulfstream G650ER,
combined with a similar ultra-long
range of almost 8000 nmi.
In Europe, Dassaults Falcon family
goes from strength to strength, incorporating advanced avionics and display
systems, fly-by-wire controls, and sophisticated aerodynamics, with an intercontinental range combined with the
ability to use relatively short runways
with a slow approach speed and steep
approach. This opens up the use of
many airfields that are inaccessible to
other large business or regional jets.
Last year Dassault announced its new
8X model, an enlarged version of its popular tri-jet 7X. Due to enter service in
2016, the 8X will feature a bigger, more
spacious cabin and refined wing shape,
and will also offer 6450-nmi range. It will
be powered by three PW307D engines,
each with 6720-lb thrust.
Dassault is also making rapid progress
with the even more technically advanced 5X. This is an all-new design,
with a wider cabin and a range of 5200
nmi, powered by Snecmas new Silvercrest engines. It will feature a new
digital flight control system with fully
integrated moving control services, in-
Dassault 7X
cluding a flaperon to provide even

shorter and steeper landing performance than the 7X or 8X.
But while all size categories are once
again growing, the superlight/mid-size
market is the biggest in terms of aircraft
numbers. With new aircraft costing between $13 and $30 million, there are
executive jets in this size to meet a wide
range of requirements. At the lighter
end, the latest Learjet 75 from Bombardier is an upgrade of the model 45,
Bombardier's Learjet 75
Intro
and is powered by Honeywell TFE73140BR engines. Next step up is the latest

upgraded Challenger, the 350, powered
by Honeywell HTF7350 turbofans.
Cessna is the leading supplier in this
size category and it has successfully developed a product line that offers much
variety, from the Citation Sovereign and
Citation X to the new Latitude, powered by PW306D engines, and the Longitude, powered by Silvercrest engines.
The biggest potential threat to Bombardier and Cessna in this sector is coming in the shape of the all-new Embraer
Legacy 450 and 500 models. Capable of
carrying up to 10 passengers, and powered by Honeywell HTF7500E engines,
they offer many advanced features,
such as fly-by-wire and advanced avionics, more common on larger business
jets, and bridge the gap neatly between
superlight and mid-size models.
So, despite all the dire warnings a few
years ago that the growth in business
aviation was unsustainable, the facts
have shown this worry to be unfounded, with more new aircraft appearing on the market every year, and
new generation engines helping to
make the business case for modern replacements and upgrades irresistible for
more and more customers.
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27
Solutions for RF Power

Amplifier Test
s wireless mobile devices grow

in capability and complexity,
the associated growth in
power demand is driving new
approaches to battery utilization and
power efficiency. One of the single largest
power consumers in a wireless handset is
the RF Power Amplifier (PA) and as such,
improved efficiency techniques like Envelope Tracking (ET) and Digital Pre-Distortion (DPD) are being increasingly utilized. The key implication for test
engineers whether in design, characterization, or manufacturing test is
that testing these devices with this additional capability can potentially drive up
both test cost and overall test time. This
article discusses various approaches to
maximizing test equipment utilization
and reducing test times for such component RF PAs and front-end modules.
are not uncommon. During RF PA production test, manufacturers have to deal

with a number of critical issues; namely,
speed, repeatability, cost, maintainability,
and upgradability. Their biggest stress,
however, comes from trying to balance
speed and repeatability.
Typically, as test speed increases, repeatability decreases. Manufacturers

must constantly struggle to balance these
issues, while also keeping an eye on cost
and maintainability. Addressing the
speed challenge is further complicated by
the fact that PAs are being manufactured
Figure 1. System-level block diagram for a multi-DUT test. The RF PA power servo loop is a key requirement
in PA testing and must be performed at each test condition.
The Problem
The demand for higher test speed
spans from design validation to production test. As RF PAs support multiple
modes, frequency ranges, and modulation formats, there is more to test during
the validation phase. Thousands of tests
Figure 2. Using the power servo loop approach in the

PXI VSG, amplitude changes can be achieved in less
than 200 s.
28
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RF & Microwave Technology
Figure 3. The fastest technique for performing input power servo and measuring ACPR is to use FFT acquisition for both servo and ACPR.
in increasingly higher volumes to meet the demand for more

and more wireless mobile devices, and have grown even more
complex. Techniques like DPD and envelope tracking are often
employed to help linearize the PA and increase its power efficiency, but these techniques only add to the testing thats necessary during production, further slowing down the process.
With PA manufacturers looking to reduce overall test times from
1.5 seconds to 500 ms or less, these slow-downs are simply no
longer acceptable.
The Solution
The key to addressing the challenges now facing PA validation and manufacturing teams lies in finding a way to increase
test speed while maintaining repeatability. Luckily, a number of
test system techniques are now available to manufacturers for
just such a task.
The first technique involves speeding up the PA power servo
loop (Figure 1). A power servo loop is essentially a test and adjust process. The engineer sets the RF input power level to the
Device-Under-Test (DUT), then checks the RF output of the
DUT. If the RF output level is not within the required specification, the engineer changes the RF input level and checks again.
This loop is continued until the correct output power level is
achieved. Then, and only then, can the engineer start making
measurements on the DUT. Getting this process done fast and
allowing the engineer to quickly move on to making measurements is a key way to speed the overall RF PA test time.
Since power servos are a non-deterministic process, list mode
cannot be used to determine the power level difference from
step one to step two. Instead, it must be determined in real
time. And, because PAs are typically not operated in the linear
region of the amplifier, a 3-dB change in input power, for example, will not equate to a 3-dB change in output power. This is
where baseband tuning methods like that available with a PXI
vector signal generator (VSG) come in, offering a way to speed
up the tuning process and, therefore, the test process itself.
The recommended PXI VSG approach for the power servo
loop is to set the RF power level to the maximum level required
from the source, then use the baseband power level to adjust
the power level to the required input level. This is an iterative
process that is performed until the output power reaches the required level for testing. The method is fast and accurate, enAerospace & Defense Technology, June 2015
30
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Figure 4. Using an external trigger with a short waveform is the ideal way to optimize repeatability and
test time.
abling power servos to converge very

quickly. In fact, with this baseband tuning technology, amplitude changes of up
to 20 dB can be achieved in less than 200
s (Figure 2). It can also be used for frequency offsets within the bandwidth of
the generator, making it especially useful
for measuring multiple channels within
a band.
Fast Signal Processing

Once the power level is set correctly,
the need for speed and accuracy
switches to the analysis hardware. In
this case, a PXIe Vector Signal Analyzer
(VSA), which operates from 1 MHz to 6
GHz, or a PXIe performance VSA, which

operates from 9 kHz to 27 GHz both
with up to 160MHz analysis bandwidth
offer the ideal solution. With outstanding linearity, repeatability, and absolute amplitude accuracy, power servos
can converge faster, thereby reducing
PA component test times. Moreover, the
PXI VSA can be combined with the PXI
VSG for a fast, compact PA test solution.
For power measurements, the PXI
VSA features two data acquisition
modes: power acquisition and FFT (Fast
Fourier Transform). Power acquisition
mode takes a time record of IQ data and
returns a single integrated power num-
ber. The time required for this measurement is typically low around 100 s of
overhead in addition to the acquisition
time. In FFT mode, the data is run
through a hardware FFT, and the result
is a series of 64 to 512 spectrum bins.
The time required to perform the FFT is
roughly equivalent to the time it takes
to perform a single power measurement. Using these two test modes, there
are three basic methods for performing
input power servo and measuring Adjacent Channel Power Ratio (ACPR). Test
times will vary depending on which
method is selected.
1) Power Acquisition for Servo and
ACPR. This method produces fast results by using the same power acquisition mode for both the servo and
ACPR measurement. First, its used
for the servo loop, which normally
converges between 2 and 3 steps.
Once it converges, the input power
and gain are measured. Next, the
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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 on
the 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.
ACPR is measured. This is performed

4 to 6 times to measure the 2 or 3 adjacent channels.
2) Power Acquisition for Servo, FFT for
ACPR. With this approach, the servo
loop uses the power acquisition mode
as above, but the FFT mode is used for
power measurements. The engineer
simply makes one FFT measurement
instead of 4 to 6, and from that, calculates the power for all adjacent
channels. The method enables faster
measurements by simply reducing
the number of measurements needed
to obtain the ACPR data.
3) FFT Acquisition for Servo and ACPR.
With this approach, the FFT acquisition mode is used for both the servo
and ACPR and because of this, when
it comes to making power measurements, no further measurement for
ACPR is required. With no ACPR
measurement necessary, this approach is by far the
fastest of the three
options (Figure 3).
form, and does not have to wait for an

external trigger; however, the measurement itself is often poor due to the significant variability throughout the
waveform. Variations in power level add
to the measurement uncertainty in
power and ACPR measurements. Repeatability can be improved by increasing the measurement duration, but this
increases the test time.
Another option is to use an external
trigger to start the measurement. In this
case, repeatability improves because the
engineer is always measuring at the
same time within the waveform, and
there is no variation in modulation signal during the measurement. Unfortunately, repeatability comes at the expense of measurement time. Only one
point in the waveform can be measured
at any given time, and the delay to wait
for an external trigger is, on average,
half the total time of the waveform.
Since the engineer isnt actually making

measurements during most of the waveform, this is wasted time.
An alternate approach involves shortening up the waveform by cutting it to
just longer than the measurement acquisition time, and always measuring at the
same point within the waveform. The
test engineer measures at one point in
the waveform, and the delay to wait for
an external trigger is half the total time
of the waveform, but since there is a
much shorter waveform, the wait time is
significantly reduced. The result is improved repeatability and significantly
faster measurement time (Figure 4).
When using this method, its important
to not get too aggressive with reducing
the length of the waveform, otherwise
the next trigger might be missed and the
test time would increase. Ideally, to optimize waveform length, the waveform
should be set to just longer than the en-
Optimizing
Repeatability and
Test Time
When it comes to
optimizing repeatability and test time
when making power
measurements, there
are a number of techniques available. One
technique involves
using an immediate
trigger to start the
measurement. This
technique enables fast
measurements
because the engineer
can measure at any
time in the wave-
Figure 6. Shown here is a PA production test solution configuration with support for ET. This system is useful for testing PAs with
ET and for dynamic EVM, commonly used for Wireless LANs to conserve power by turning the device off between packets.
32
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tire cycle time, including the measurement time and processing time (Figure
5). With the PXI VSA and VSG, roughly
500 to 600 s is needed in addition to
the acquisition time to achieve the optimum test time.
While this method works well for
constant signals like WCDMA and LTEFDD, it does not work for bursted
waveforms (e.g., GSM and LTE-TDD).
For these measurements, the engineer
must maintain the duty cycle. Measurement time is improved by adjusting
the burst length to be slightly longer
than the acquisition time. The off time
is then used for calculations and the
PXI VSG setting.
Implications of Emerging
Technologies
Emerging technologies such as ET
and DPD are commonly used to improve PA performance; however, their
inclusion further burdens the manufac-
turer with additional testing. ET is a

technique employed to improve the
power efficiency of the amplifier by allowing the amplifiers drain bias to track
the magnitude of the input signal envelope. With this technique, a small reduction in gain enables the amplifier to
be more linear, to reach higher peak
powers, and to operate with greater efficiency. DPD is a technique often employed to correct for the PAs nonlinearities caused by operating the PA in its
region of high Power-Added Efficiency
(PAE). With this technique, gain expansion is achieved, resulting in higher performing power amplifiers. Any new
tests required as a result of ET or DPD
will run counter to engineers need to
reduce test time.
A typical characterization and test
solution for testing PAs with ET and
DPD is shown in Figure 6. The solution includes waveform generation
software and PA test software for ET
and DPD. It also includes hardware

required for RF signal generation, envelope waveform generation, DUT,
power, and RFFE control.
Summary
Reducing validation or manufacturing test time while maintaining repeatability, especially in the face of emerging
technologies like ET and DPD, is absolutely essential to PA manufacturers.
Fortunately, this can be accomplished
through a combination of real-time signal processing, innovative baseband
tuning technology, FFT acquisitions for
power servo and ACPR measurements,
and use of shorter waveforms with an
external trigger.
This article was written by Jan R.
Whitacre, Mainstream Wireless Technology Lead, Global Programs Marketing, for
Keysight 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
eliance on old-fashioned radio

contact by pilots and vulnerable
tracking systems is still high, but satellites are set to change sky safety,
thanks to international collaboration.
The European Space Agencys Iris program is looking to satellites to make
aviation safer through modern communications. Worldwide digital data
links via satellite, offering much higher
capacity, will become the standard for
cockpit crews, with voice communications kept as backup.
Iris is part of a much broader push to
modernize how air traffic is managed
in collaboration with the Single European Sky effort of the European Commission, Eurocontrol, airport operators, air navigation providers, and
aerospace companies.
An element of ESAs Advanced Research in Telecommunications Systems
(ARTES) program, Iris is developing a
new satellite-based airground communication system for Air Traffic Management (ATM).
Currently, aircraft are tracked by
radar when over land and in coastal
areas, and flight paths are negotiated
by radio. However, once an aircraft
heads out over the ocean, ATM is no
longer possible until it reenters continental airspace. This means that flight
paths are difficult to adjust in response
to adverse weather and other factors,
and wide buffers must be maintained
between aircraft flying in a given
oceanic corridor.
Modernization on this scale demands
a long-term stepped approach, but it
promises to boost efficiency, capacity,
and performance. Iris is divided into
two phases, in line with Europes master
plan for managing future air traffic.
First, the Iris Precursor service will
provide airground communications for
initial 4D flight path control by 2018,
pinpointing an aircraft in four dimensions: latitude, longitude, altitude, and
time. Second, by 2028, the Iris longterm service will enable full 4D management over airspaces across the globe,
and the data link will be the primary
means of communications between
controllers and cockpit crews.
Digital data links via satellite.
Controlling flight paths with 4D is

safer and more reliable. To help
achieve this goal, ESA is developing a
new global standard for satcoms that
can be adopted worldwide, and is designing infrastructure to make this
service available in Europe.
To meet safety regulations, aircraft
in European airspace fly an extra 42
km on average than they would on
an optimal route, incurring unnecessary costs and carbon dioxide emissions. The 4D paths will enable precise
tracking of flights and more efficient
management of traffic. A key benefit
of 4D is that it allows rapid rerouti n g , meaning fewer flight cancellations and delays, and safer air travel
possible partly because all aircraft will
be continuously monitored and
locations periodically reported to
control centers.
Airlines have accepted the need to
switch to digital services, and some
satellite services are already in use over
ocean airspace. The changes will take
some time because manufacturing
schedules for aircraft are set years in
advance. Existing planes require modifications to install the new hardware,
34
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Some airlines already use satellite services
and affordability requires that costs be

kept to a minimum.
High-capacity digital data links via
satellite carrying this information to
cockpit crews in continental and
oceanic airspace are expected to become
the norm, with voice communications
used only for specific operations. While
the initial focus will be on Europe, the
capabilities developed will open opportunities for deployment in North America, Asia Pacific, and other regions,
where the growth of air traffic is placing
a strain on ground-based communications networks.
For more information, visit http://
info.hotims.com/55590-542.
Technology Update
Altair Optimizes 3D-Printed Structures for Complex, Lightweight Designs
ltair expects to better support the

use of additive manufacturing
(AM), or 3D printing, by releasing new
OptiStruct solver capabilities for topology optimization. The company claims
this new technology is the first tool developed specifically for designers of lattice structures.
3D printing is capable of manufacturing hollow shapes with complex external geometry using lattice structures.
OptiStruct now extends topology optimization to assist in the efficient blending of solid-lattice structures with
smooth transitional material volume,
according to Altair. Lattice performance
can be studied under tension, compression, shear, flexion, torsion, and fatigue
life. The technology provides CAE
analyses for optimal and structurally efficient material distribution.
Topology optimization is particularly
well-suited for 3D printing, according
to Altair, because it tends to create freeform, organic structures that can be difficult or impossible to construct using
traditional manufacturing methods.
3D printing brings new structural
freedom to product design, allowing
more complexity in shapes and topology and the efficient production of customized products while accelerating the
manufacturing process, since no tooling
is needed, said Uwe Schramm, Chief
Technical Officer at Altair. Topology
optimization maximizes this design
freedom, enabling complex free-form
structure development, seamless individual designs, a shorter design process,
and optimal 3D-printed structures.
Altair is working with partners such
as Materialise NV, a Belgian provider of
AM software and 3D printing services,
to enable more efficient data transfer.
Lattice structures can contain hundreds
of thousands of lattice cells, proving to
be a challenge for conventional STL file
transfer. Software packages like 3-MaticSTL from Materialise focus on improvements of a given lattice component to
accommodate the various requirements
of the 3D printing process, creating support structures where necessary.
Instead of simply applying lattice
structures to existing geometry, OptiStruct enables the designer to identify
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.
the best material placement and lattice

structures, according to Altair. Optimization identifies where material is
needed in a designand where it is not
requiredprior to placing and optimizing lattice.
OptiStruct optimizes lattices in two
phases. First, it applies standard topology optimization, allowing more
porous materials with intermediate densities to exist. Then, the porous zones
are transformed into explicit lattice
structures with varying material volume. In the second phase, the dimensions of the lattice cells are optimized.
The result is a structure with solid parts
plus lattice zones with varying volumes
of material.
Lattice zones could enable the successful development of products that require characteristics beyond just stiffness. Some applications, for example,
Intro
may need to consider buckling behavior, thermal performance, or dynamic

characteristics. With OptiStruct, users
can manipulate material density based
upon the result of an optimization
process, comparing stronger vs. weaker,
or solid vs. void vs. lattice designs.
OptiStructs lattice capability represents the first step towards integrating
smart materials with unique properties
in products, said Ming Zhou, Vice President of Software Development at Altair.
Continuing research and development
will explore directional behavior and
smooth blending of varying lattice cell
layouts to take advantage of exotic material characteristics that could bring innovation to various applications.
Part of the Altair HyperWorks CAE
suite, OptiStruct is used for topology, topography, size, and shape optimization.
Ryan Gehm
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Technology Update
MTU Develops New Turbine Blade Material in Record Time
TU Aero Engines announced in

March that its internal experts and
industry partners have jointly developed
a new class of intermetallic, high-temperature materials for highly stressed engine components. Named titanium aluminide (TiAl), this new lightweight
material is designed for turbine blades
and combines the advantages of metallic
and ceramic materials.
According to MTU COO, Dr. Rainer
Martens, While the introduction of a new
material used to take 20 years or so, weve
succeeded in coming up with an entirely
new material class and maturing it for production within a mere seven years.
The hardware is already flight worthy
and in late September 2014 a development Airbus A320neo was the first aircraft ever to take to the skies with custom-made TiAl blades installed in its
enginesthe new P&W Pure Power
geared turbofans (GTFs), which subsequently received certification in December. The blades in the new material are
fitted to the third rotor stage of the
three-stage, high-speed low-pressure turbine developed by MTU for the GTF engine for the A320neo and other new and
re-engined aircraft.
Continuing research is underway and
the companys materials experts are busy
developing an enhanced TiAl alloy aimed
at manufacturing more turbine stages
from the new material. An environmental bonus of the new material is that TiAl
allows engines to be built that use up
fewer resources, burn less fuel, and are

cleaner and quieter than todays engines.
MTU specialists have been thinking of
ways to tap the immense potential afforded by TiAl-based intermetallic materials for aero engine applications for
many years. In terms of mechanical
properties, it is almost equivalent to the
nickel alloys in use today, although its
density is much lower, but it has a high
melting point and a considerably higher
creep strength than titanium alloys.
These properties are attributable to the
specific composition of the alloy and to
the multiple heat treatments especially
developed for the purpose.
Turbine blades in TiAl are about half
the weight of comparable nickel-alloy
components but boast the same reliability and durability. Also, the high aluminum content makes the material resistant to oxidation and corrosion.
According to MTU, this is why TiAl is the
ideal candidate for applications under
extreme conditionshigh temperatures
and pressuressuch as those to be found
in a high-speed low-pressure turbine.
Weve been mulling the use of titanium aluminides ever since we started
work on this unique low-pressure turbine for the geared turbofan, said Dr.
Wilfried Smarsly, a specialist in advanced
materials at MTU.
TiAls are seen as enablers to open up
new horizons for design engineers, helping to reduce the weight of other engine
components. The high centrifugal forces
The P&W Pure Power geared turbofan (GTF) is shown being assembled by an
MTU technician. In late September 2014, a development Airbus A320neo was
the first aircraft ever to take to the skies with custom-made titanium aluminide
(TiAl) blades installed in the GTF engines. (MTU)
36
A cutaway of an actual GTF engine model. Turbine blades in TiAl are about half
the weight of comparable nickel-alloy components but boast the same reliability and durability. (Richard Gardner)
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acting on turbine disks and shafts required these components to be made

from heavy nickel alloys to have sufficient mass. Thanks to the use of TiAl
blades, these centrifugal forces are now
much lower. As a result, the disk design
can be optimized for appreciably lighter
weight, and each reduction in weight
will assist in improving fuel economy
and CO2 emissions.
The biggest hurdle that stood in the
way of the use of the lightweight material in the GTF was the fact that it is extremely difficult to form. Previously, it
was impossible to forge turbine blades
using conventional, affordable methods.
We performed thermodynamic calculations to determine the optimum temperature range and phase configuration
for forging, said Prof. Dr. Helmut
Clemens, who leads the Department of
Physical Metallurgy and Materials Testing at the University of Leoben in Austria. Last year, Clemens, an MTU development partner, was honored in Japan
with the Honda Award for his groundbreaking research work.
With the TiAl alloy now developed,
forging can be carried out on conventional forming machinesthats
what makes things so radically different, he said.
It seems that TiAl is going to feature
increasingly as new materials roll out of
the realms of advanced R&D into production on new generation powerplants.
Richard Gardner
Tech Briefs
Fabricating Transparent and Stretchable Supercapacitors
Based on Wrinkled Graphene Electrodes
Transparent and stretchable supercapacitors are used as portable energy sources for flexible
electronics in biomedical, energy, and wearable systems.
Air Force Research Laboratory, Wright-Patterson Air Force Base, Ohio
tretchable electronic devices, including solar cells, light-emitting diodes,

batteries, and textile supercapacitors,
have been developed to retain their functions even when under large strains (up
to 40%). Some transparent solar cells, batteries, and supercapacitors have also been
developed. However, most of the currently developed electrodes and the associated supercapacitor cells cannot be
both transparent and stretchable.
It is highly desirable to integrate the
stretchable and transparent characteristics into a single device for aesthetically
pleasing wearable electronics, and integrated energy conversion and storage systems. However, it is still a challenge to
construct both stretchable and transparent electronic devices because most of the
existing electrodes are neither stretchable
nor transparent.
Highly transparent (up to 60% at
550 nm) and stretchable multilayer
graphene sheets with a wrinkled structure
were synthesized, and after being transferred onto a polydimethylsiloxane
(PDMS) substrate, were used as both the
current collector and active electrodes for
the development of high-performance
transparent (57%) and stretchable (up to
40% strain) all-solid supercapacitors with
excellent stability, even over hundreds of
stretching cycles.
In spite of its excellent electrical, optical, and mechanical properties, graphene
has rarely been discussed for applications
as stretchable electrodes since stretching
often reduces its electrical conductivity
dramatically. In addition, the process to
transfer a large-area graphene film from
the growth substrate to a pre-strained
elastic substrate (e.g., PDMS) often causes
serious cracking or breakage of the
graphene sheet. As such, very limited effort has been made to develop transparent and stretchable graphene electrodes,
which is very difficult, if not impossible.
Owing to its high conductivity and
excellent transparency (transmittance
Copper foil
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
PDMS substrate
Wrinkled graphene
Schematic representation of the procedures for producing wrinkled graphene sheets for the fabrication of
transparent and stretchable supercapacitors.
up to 95% for 2 nm thick film), the oneatom-thick graphene sheet provides

an ideal electrode material for high-performance stretchable and transparent
optoelectronics. The first wrinkled
graphene sheet of a large area was synthesized by chemical vapor deposition
(CVD) of methane with the carrier gas
of argon and hydrogen under 1000 C.
The wrinkled graphene sheet was then
transferred with its structural integrity
onto a PDMS substrate to exhibit high
transparency and stretchability. The resistance of the newly synthesized wrinkled graphene sheet composited with
polyvinyl alcohol (PVA) to be used as a
protecting layer and/or electrolyte matrix increased by only 170%, even when
it was stretched up to 40% strain.
As shown in the figure, a tweezer with
an appropriate wrinkled structure was
used to produce a wrinkled copper (Cu)
foil by sliding it over the Cu foil. The resultant wrinkled Cu foil was then used
Intro
2. CVD-growth
graphene
1. Make wrinkles
as the substrate for the graphene growth

by CVD of methane as the carbon source
under the mixture carrier gas of argon
and hydrogen at 1000 C in a tube furnace, followed by coating a thin layer of
PDMS onto the top surface of the asprepared graphene sheet, and thermally
solidified at 75 C for 1 hour. By removing the Cu substrate in an aqueous solution, a large piece of stretchable wrinkled graphene sheet on PDMS was
obtained. Finally, the transparent and
stretchable all-solid-state supercapacitors were assembled by pressing two of
the PDMS-supported graphene electrodes together with a transparent layer
of polymer electrolyte between both the
electrolyte and separator.
Depending on the graphene growth
durations, the PDMS-supported wrinkled
graphene sheets exhibited an optical
transmittance in the range of 50 to 60%,
which are comparable to the multilayered planar graphene sheet prepared
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37
Tech Briefs
under the same condition. The wrinkled

graphene sheets showed transparency
slightly lower than that of the planar
graphene sheets synthesized at the same
condition, which can be attributed to
the light diffuse reflectance and lightscattering effects associated with the
wavy surface.
Indeed, the stretchability of both the
planar and wrinkled graphene sheets
was improved significantly by PVA coating, which was used as both the protecting layer and electrolyte matrix. Compared with the PVA-coated planar
graphene sheet, the PVA-coated wrinkled graphene sheet exhibited an even
better stretchability.
There should be a delicate balance between the stretchability and transparency for the graphene sheets to be
used in the high-performance stretchable and transparent supercapacitors
being developed. The high transmittance of the resultant supercapacitors is
evident, showing optical transmittances
in the range of 48 to 57%, depending
on the growth time (i.e., the layer number) of the graphene sheets.
For supercapacitors based on both the
planar and wrinkled graphene sheets,
their CVs and charging/discharging performance, as well as their specific capacitance, was almost unchanged when they
were stretched up to 40% strain. Further-
more, these transparent and stretchable

supercapacitors also showed an outstanding stability as their CVs and capacitances
did not vary over hundreds of cycles of
stretching up to 40% strain. These results
clearly indicate that the newly developed
transparent supercapacitors are highly
stretchable and stable.
This work was done by Ajit K. Roy of the
Air Force Research Laboratory; and Tao
Chen, Yuhua Xue, and Liming Dai of Case
Western Reserve University. For more information, download the Technical
Support Package (free white paper) at
www.aerodefensetech.com/tsp under
the Manufacturing & Prototyping category. AFRL-0235
Modular Exhaust Design and Manufacturing Techniques

for Build-to-Order Muffler Systems
Mufflers for military vehicles can be made more cost effectively using analysis tools.
U.S. Army TARDEC, Warren, Michigan
anaging the acoustic signature of

fler. The second is back pressure, which
the performance of the system can be
military vehicles can play a critical
characterizes the restriction applied to
found using the transfer matrix method
role in the safety of soldiers. Low-frethe engine.
that involves representing each passive
quency sounds propagate through the
Once the models for the various eleelement in the muffler system as a twoatmosphere, resulting in unacceptable
ments in a muffler system are defined,
port element, and then finding a 2x2
acoustic vehicle detection ranges,
requiring relatively large silencer
structures to mitigate. Currently,
these requirements are met by
using a custom muffler that is
Low Frequency:
Mid Frequency:
High Frequency:
hand-assembled using low-volHelmholtz Tuner
Expansion Chamber
Absorbtion Chamber
ume prototyping manufacturing
techniques. This method results
in significant engineering and
manufacturing time.
For the purposes of analysis,
muffler systems may be broken up
into acoustic elements that can be
represented in a one-dimensional
acoustic circuit analog. This circuit
analog may then be solved to predict the performance characteristics of the muffler. In the case of
exhaust systems, the performance
characteristics are usually composed of two separate fields. The
first is transfer loss, or insertion
loss, which characterizes the
acoustic performance of the muf- A parametric model of the muffler concept.
38
Intro
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Tech Briefs
matrix, known as a transfer matrix, which describes the interaction between elements. The transfer matrices describe the
relationship between pressure and mass velocity through each
of the ports.
In a muffler system, the circuit diagram is usually composed
of a source and source impedance, an n-element chain of elements, and radiation impedance. In general, there are three
different types of two-port elements. Distributed elements are
long compared to the wavelengths being analyzed. This type
of element is usually used to represent the piping in the muffler system. Shunt elements are elements in which the pressure field is uniform across them, but which allow mass flow
to be diverted. Series elements have a constant mass flow
across the ports, but cause a pressure drop.
Once each transfer matrix is found, they can be used to calculate the pressure and mass flow. Similar to calculating pressure drop across a muffler system, the back pressure created by
an element may be estimated using the transfer matrix
method. Once the transfer matrices have been calculated, the
same method used to estimate the acoustic performance of a
muffler system may be used to calculate the flow resistance.
To be an effective product, the modular software needs to
severely reduce the engineering time spent designing a muffler solution. The goal of the system is to automate the procedure enough to allow an acoustics layperson to develop a full
muffler solution without the aid of a NVH engineer.
A point of consideration in developing the acoustic model is
that eventually a manufacturing model will need to be developed from the solution. This means that care needs to be taken
so that the algorithm does not find unmanufacturable solutions. Currently, it is anticipated that simple, conservative, geometric rules will need to be programmed into the system that
take into account the entered space claim. However, because it
will be difficult to prove that the constraints hold in all possible
cases, a collision detection algorithm should be run when the
manufacturing model is generated. If interference is detected,
another solution will need to be found.
Existing technology will be adapted to meet modular exhaust design needs. Parametrically limited muffler designs
that are established in this effort will be used to develop
meaningful lists of muffler components for specific or broad
applications. These component lists provide data necessary to
optimize the shop layout plan, schedule, selection, and use of
machinery/tooling, and the handling of inventory and materials. Mufflers will be sized parametrically so that the manufacturability of the muffler is controlled.
Costs and lead times for modular mufflers will be significantly reduced due to several important factors. The complicated shapes, manufacturing challenges, and large amount of
engineering required of custom exhaust systems has historically 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 Lakes
Sound & Vibration. For more information, download the Technical Support Package (free white paper) at www.aerodefensetech.com/tsp under the Manufacturing & Prototyping
category. ARL-0175
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Intro
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39
Tech Briefs
Silicon Microsphere Fabrication

Silicon microspheres are used for optical devices.
SPAWAR Systems Center Pacific, San Diego, California
he efficiency and methodology of

coupling light into microcavities has
improved exponentially in the last
decade. One such advancement is coupling light onto silicon microspheres.
The material, size, and shape of a silicon
microsphere are ideal for optical devices.
Silicon microspheres are not the primary
material used to fabricate microspheres
for optical coupling because current
methods used for microsphere fabrication cannot produce single-crystal silicon
in the 16-m scale, which is best for current optical technology.
The pulsed laser ablation method can
now produce silicon microspheres that
are ideal for optical use. This is a process
in which the surface of a silicon substrate
is super-heated by a high-power laser
until molten, and a second laser pulse
hits the molten silicon, ejecting micronsized spherical particles. Furthermore, silicon is naturally abundant, which further
enables the large-scale production of optically compatible microspheres.
Processes for forming spherical structures exist in nature. The most commonly known example of a microsphere that nature provides is a rain
droplet. Rain droplets form a spherical
structure while falling in air because of
the surface tension in the water molecules taking advantage of this shape,
which has the smallest surface-area-tovolume ratio. Thus, a raindrop has a
nearly perfect spherical shape as it travels in space. The approach used in this
work is to fabricate a single-crystal silicon microsphere as inspired by this natural process of raindrop formation.
As with the microspherical liquid water
droplets, ablation of a silicon wafer momentarily makes liquid silicon droplets in
space, allowing these droplets to form
spheres and cool to a solid state before
settling onto the silicon wafer surface.
This process allows a reproducible largescale production of silicon microspheres
in the 100-m size scale.
The procedure for fabrication first requires stripping off the jacket and buffer
from a short section at the end of an op-
tical fiber, followed by the slow heating

and stretching of this exposed area until
the taper is the desired diameter. A fiberoptic tapering setup was used to create tapered fiber. This tapering setup consisted
of two motorized clamps and a torch.
Motorized clamps pull the fiber apart
as the gas torch, which a separate motor
controls, moves slowly vertically while
the two clamp stages move laterally. A
small fiber about 5 to 6" was placed between the two clamp stages. First, with
the single mode fiber (SMF) clamped in
place, researchers manually moved the
torch such that the SMF was directly
above it. The distance between the preset
location and the set torch z-axis position
was recorded for automation.
In the pre-stretching phase, the two
clamp stages were moved in phase to
place the stripped fiber into the pre-heat
phase for further cleaning. The pre-heating removes the excess debris left on the
cladding strip by burning off the buffer
and jacket residue. After the pre-heating
phase, the program returned the torch
and the fiber to the alignment position.
Right Fiber Stage

Clamp
Fiber aligners
OPEN
Left Fiber Stage
Clamp
CLOSED
Torch
Right Fiber Mount Stage
Left Fiber Mount Stage
The fiber-optic tapering setup. Top view: The left and right boxes are the clamp and the stages that stretch
the fiber. Side view: The center is the torch.
40
Intro
The program has a 2-second wait period

at this stage to soften the cladding and
core further so the fiber would be less
likely to fracture when stretched.
The right and left stages move individually to stretch the fiber one side at a
time. This step controls the taper diameter by augmenting the number of
stretches in the program. At the end of
the stretching, an additional post-heating process begins. The post-heating
phase added extra gravitational sag to
the tapered fiber. If the fiber was not
post-heated, the tapered fiber would
have cooled at a higher tension because
the stretching procedure would make
removal of the tapered fiber far more
difficult as it would have a high tendency to break.
This work was done by B.N.L. Pascoguin,
R.P. Lu, J.M. Kvavle, and A.D. Ramirez of
SPAWAR Systems Center Pacific. For more
information, download the Technical
Support Package (free white paper) at
www.aerodefensetech.com/tsp under the
Manufacturing & Prototyping category.
SPAWAR-004
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Tech Briefs
Designing and Fabricating a Multiple-Decade Battery

These long-life batteries can be used to power unattended sensors in harsh and remote environments.
Army Research Laboratory, Adelphi, Maryland
here is a great need for energy sources

that can power unattended sensors
for more than a decade. Unattended sensors can be located in harsh and remote
locations that are often dangerous for
personnel maintenance and power
source replacement. The power source
must last the lifetime of the sensor. Unlike chemical batteries, the higher energy
densities of radioisotopes allow the sensors to operate for infrastructure lifetimes
(~150 years). Isotope batteries (iBATs)
have the potential to become reliable, robust, and maintenance-free power
sources for remote, long-term, lowpower sensors. iBATs are different from
chemical batteries because they are selfcontained energy sources using radioisotope decay.
Indirect power conversion is used for

the commercial off-the-shelf (COTS)
iBAT. The conversion process is based on
a two-step process converting nuclear
decay to optical energy, then optical to
electrical energy. The isotope is encapsulated inside a phosphor. The beta decay
excites the phosphor generating photon
emission, usually at a narrow frequency
bandwidth. Photovoltaics (PVs) surrounding the phosphor platelets convert
the optical energy into usable direct current (DC) electrical energy. There are inefficiencies inherent in the two-step conversion processes.
The most difficult part of the design
of the battery was selecting a solar cell
that is sufficiently efficient when exposed to narrowband wavelengths and
Present, Exhibit, Sponsor, Attend, Network

Join 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.
low light conditions. By bandgapmatching the PV to the optical phosphor output and identifying fabrication
process effects on PV efficiency, the
total device efficiency could be optimized. Silicon (Si) solar cells such as
amorphous Si are the most available
and inexpensive in the market. The
highest conversion efficiency and specific power density was found in the indium gallium phosphide (InGaP).
The components used were:
1. GaAs thin-film/InGaP solar cells. The
PV cells convert photons to usable
electrical energy, which trickle charges
onboard backup batteries.
2. Phosphor platelets.
3. ABS cassette and enclosure case. The
cassette adds additional mechanical
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

Intro
41
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Tech Briefs
the COTS iBAT to directly power sensors. The iBAT trickle charges the battery array. By definition, it is an energy
harvesting system when coupled with
any type of energy transducer.
Two different types of epoxies are used
in the iBAT design. The first layer of
epoxy is a flexible, translucent epoxy
with a 90-minute work life and a high
shear and peel strength. After that layer
cures, another epoxy is applied. This is a
high-impact-resistant epoxy that is a
white, low-viscosity liquid that when
applied, hardens in 20 minutes.
The assembly includes all of the materials listed, along with additional required
tools for handling, safety, and precision.
The GaAs solar cells are placed on a vacuum table so they can lay flat. Five cells are
soldered in series, which makes up a single
layer. Optical adhesive is applied on the PV
surface using a tiny paintbrush. Using plastic tweezers, platelets are placed on the surface. After the platelets cover the surface,
the layer cures underneath a UV lamp for
40 seconds. Another solar cell array of five
cells is placed on top of the platelet layer.
Figure 1 shows the two layers before
they 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 of
the PV layers, which physically attaches
them together after a 40-second cure.
Double-side Kapton tape is placed on the
other side of the sandwich. This process is
repeated throughout the entire assembly.
Each sandwich is attached to each other
and connected in parallel. Four sandwiches make up one cassette.
The first adhesive is applied to the entire surface of the cassette and allowed to
cure. Then a thin layer of the second is
applied to the surface. After curing, the
sandwich is slid into an ABS cassette.
Connecters are soldered to plus and
minus wire leads. The process is repeated
6-10 more times, depending on the necessary power needed. The individual cassettes are inserted into the enclosure,
starting from the bottom to the top. The
female connector is secured into the enclosure cover. The energy harvester circuit board is screwed into the cover
stand-offs and platforms. Lastly, the cover
is aligned and screwed onto the enclosure. The connectors are aligned to the
leads protruding from each cassette, and
electrically and mechanically connected
with the enclosures cover being screwed
and pressed in place. Figure 2 shows a 3D
CAD view of the COTS iBAT assembly, its
components, and the actual cassette.
This work was done by Johnny Russo,
Marc S. Litz, and Dimos Katsis of the Army
Research Laboratory. For more information, download the Technical Support
Package (free white paper) at www.
aerodefensetech.com/tsp under the
Manufacturing & Prototyping category.
ARL-0177
Figure 1. The GaAs arrays before the layers are wired and glued together to make a single sandwich
to surround the platelets.
Figure 2. The iBAT GaAs cassette (left) and the 3D CAD of the iBAT assembly (right).
support for the vital components.

The shape and features of the cassette
allow the user to individually slide
the cases into the enclosure. The enclosure is the case for all of the cassettes, the female connector, and the
energy harvester circuit. This adds additional mechanical support and
other environmental resistance. .
4. Board-to-board electrical connectors
that electrically and mechanically connect the components together.
5. A thin-film battery that provides onboard backup and energy storage for
42
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Application Briefs
Flight Management System Software
Thales
Paris La Dfense Cedex, France
+33 (0)1 57 77 86 26
www.thalesgroup.com
hales was recently selected by Northrop Grumman Corporation to have its state-of-the-art Flight Management System software, i-FMS200, embedded in the avionics mission
equipment package that Northrop Grumman will provide to
upgrade the US Armys UH-60L Black Hawk helicopters. The
upgraded version of the Black Hawk helicopter will be known
as UH-60V.
Thales has been working closely with Northrop Grumman
Corporation over the past three years to provide a proven,
scalable and modular Flight Management System (FMS) software design that meets the requirements for the UH-60V program. Thales FMS software has proven its ability to be integrated by Northrop Grumman into its newest equipment
during a flight demonstration on-board a UH-60L helicopter.
Moreover, hosting the Thales FMS software directly on
Northrop Grummans mission computer will provide architecture weight and cost optimization on the UH-60V aircraft,
eliminating the need for standalone FMS hardware.
Northrop Grumman is the digital cockpit supplier and integrator for the U.S. Armys UH-60V program, which replaces
analog gauges in UH-60L helicopters with electronic instrument displays. The upgraded helicopter will replicate the UH60M pilot-vehicle interface and provide interoperability. The
new upgrades are expected to extend the life and mission capabilities of the UH-60 platform. Northrop Grummans approach to the design and implementation of the UH-60V integrated mission equipment package is based on their
experience with similar upgrades for the U.S. Marine Corps
COTS Rugged Systems

North Atlantic Industries
Bohemia, NY
631-567-1100
www.naii.com
orth Atlantic Industries (NAI) recently received an initial

contract from L-3 Maritime Systems for Custom-on-Standard Architecture (COSA) COTS rugged systems for the
Ship to Shore Connector (SSC) Data Acquisition Unit. The advanced, rugged intelligent I/O and communications subsystem
delivers significant advantages for data acquisition and control
solutions for the U.S. Navys new SSC program. The SSC is the
successor to the Navys versatile Landing Craft Air Cushion
(LCAC) vehicle, which is nearing its expected service life. Prime
contractor for the detail design and construction of the Ship to
Shore Connector, awarded under Naval Sea Systems Command
(NAVSEA) Contract N00024-12-C-2401, is Textron Systems.
Intro
AH-1Z and UH-1Y helicopters and U.S. Navy E-2D Advanced

Hawkeye programs. Additional benefits to be derived from
their scalable, fully integrated mission equipment package include enhanced pilot situational awareness and mission
safety, decreased workload and life cycle cost, and a common
training environment.
Built by Sikorsky Aircraft, the twin-engine UH-60 Black
Hawk has served the U.S. military since 1979 when it first
entered service with the U.S. Army. Since then, modified
versions have been developed for the U.S. Navy, Air Force,
and Coast Guard. More than 750 aircraft are expected to be
modified under the UH-60V program. Northrop Grumman
has also selected Thales to provide the civilian certified TOP
Star 200 GPS system.
For Free Info Visit http://info.hotims.com/55590-571
NAIs Sensor Interface Unit (SIU35) offers modularity and

adds distributed interfaces over Ethernet for custom solutions using commercial-off-the-shelf (COTS) products. As
part of the Data Acquisition Unit (DAU) system, the SIU35
enables population of each board with function-specific
modules. As part of NAIs modular COSA architecture, a
selection of up to 15 different functions can be selected
from a broad assortment of low-power, high-density modules. Functions include programmable discrete analog
I/O (A/D, D/A & RTD), communications (RS-232/422/485 &
ARINC-429), LVDT measurement, RVDT simulation and
LVDT/RVDT AC excitation.
The Space, Weight and Power-Cost (SWaP-C) optimized
design increases packaging density, saves enclosure slots,
and reduces power consumption, resulting in easy integration, cost savings and no NRE. In addition, the SIU35 incorporates automatic background Built-in-Test (BIT) testing
that is always enabled and continually checks the health of
each channel.
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Application Briefs
SSC craft will serve as the evolutionary replacement for the

Navys existing fleet of LCACs, which are nearing the end of
their service life. Their mission is to land surface assault elements in support of operational maneuvers from the sea, at
over-the-horizon distances, while operating from the Navys
amphibious ships and mobile landing platforms. Like earlier
LCACs, these craft also will be used for humanitarian and disaster relief missions.
The new air cushion vehicles, offering increased reliability
and availability, are designed for a 30-year service life. They
will use more corrosion-resistant aluminum in the hull than
current LCAC, as well as composites in the propeller shroud
assembly and shafting to increase craft availability and lower
life-cycle maintenance costs. These craft also will incorporate
an advanced skirt, a pilot/co-pilot arrangement, a cargo deck
to accommodate a 74 short ton payload (up to M1A1 Tank),
and more powerful, fuel efficient Rolls-Royce engines.
Embedded Computing Subsystems

GE Intelligent Platforms
Huntsville, AL
1-800-433-2682
www.geautomation.com
Es Intelligent Platforms division recently secured orders

from General Dynamics UK valued at 64 million (~$100
million) to provide a range of embedded computing subsystems that will be deployed onboard the British Armys SCOUT
Specialist Vehicle (SV) platforms. The scalable, open architecture subsystems which include Ethernet switches, gateway
processors, data servers and video servers will allow SCOUT
SV platforms to be easily upgraded during their lifetime as
new requirements and technologies emerge.
The subsystems being supplied by GE Intelligent Platforms
will provide the backbone of the vehicle electronics architecture. The Ethernet switch connects all the networked elements of the vehicle together; the gateway processor provides
all the processing capability for the General Dynamics UK
software to run the platform; and the data and video servers
allow the vehicle to store and distribute vehicle and scenario
data and video around the platform and on into the wider
connected battlefield.
GE also proposed the use of its OpenWare switch software,
which allowed the operation of the vehicles network to be
optimized to the specific requirements of the platform.
The SCOUT SV platforms replace the British Armys CVR(T)
vehicles and are all-new, heavily protected, high mobility,
fully digital platforms featuring state of the art ISTAR (intelligence, surveillance, target acquisition and reconnaissance) capabilities. According to General Dynamics UK, who have been
chosen to deliver 589 of the new platforms, the SCOUT Specialist Vehicle provides a step-change in the armored fighting
vehicle capability being delivered to the British Army.
44
British Army SCOUT Specialist Vehicle
The SCOUT SV program includes six variants: SCOUT Reconnaissance, Protected Mobility Reconnaissance Support
(PMRS), Command and Control, Engineering Reconnaissance, Repair, and Recovery. Each SCOUT SV platform variant
will be a highly-agile, tracked, medium-weight armored fighting vehicle, providing British troops with state-of-the-art bestin-class protection.
SCOUT SV vehicles are developed upon a highly-adaptable
and capable Common Base Platform, maximizing commonality in mobility, electronic architecture and survivability that
ensures 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 local
situational awareness system, an electronic countermeasure
system, a route marking system, an advanced electronic architecture and a high performance power pack.
Intro
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Lightning Strike Protection

for Composite Aircraft
Application Briefs
Emergency Locator Transmitter

(ELT) Shipsets
MicroGrid
McMurdo Group
Lanham, MD
240-790-0600
www.mcmurdogroup.com
cMurdo Group, a company that specializes in end-to-end

search and rescue (SAR) and maritime domain awareness
(MDA) solutions, was recently selected by Embraer to provide
complete Emergency Locator Transmitter (ELT) shipsets for its
E Jets second generation of aircraft, known as the E Jets E2. The
contract will include McMurdo Groups Kannad Integra ELTs
with its new ARINC GPS Interface fitted on the aircraft, and Kannad 406 MHz Survival ELTs for use by crewmembers in the cabin.
Precision-Expanded Foils
203/294-4440
www.dexmetmaterial.com
The ELTs will be installed in various Embraer E Jets E2s, including the E175 E2, E190 E2, and E195 E2 versions, starting
in 2018. Kannad Aviation ELTs are already integrated into
Embraers existing Phenom 100, Phenom 300, Legacy 450 and
Legacy 500 business jet aircrafts, and are used by some of the
worlds largest aircraft and airline brands including Airbus,
Boeing, Bombardier, Pilatus, British Airways, China Airlines
and United Airlines.
The Kannad Aviation ELTs are currently the only ELTs with
a dual positioning source: the GPS receiver on board the aircraft and an internal GPS receiver integrated into the beacon.
The Kannad Integra ARINC e-Nav interface allows the GPS position of an aircraft to be transmitted continuously from the
onboard GPS to the beacon. This allows the ELT to store and
record the aircraft's position information in real time. In addition, the ELT also has an internal GPS receiver.
The Kannad Integra-AF provides several performance advantages due to its redundant antenna and GPS interface designs.
Unlike traditional ELTs, Integra Kannad ELTs have a secondary
built-in antenna that will continue to transmit distress signals
in the event the primary external antenna is non-functional
during a crash. A dual GPS design includes a built in GPS antenna and a connection to standard onboard GPS systems to
further facilitate emergency location positioning. Other Kannad benefits, such as its compact, lightweight design and easy
programming, also factored into Embraers decision.
In a typical search and rescue scenario, an emergency signal
from an ELT or distress beacon is relayed via satellite to Mission
Control Centers and Rescue Coordination Centers for eventual rescue team deployment. This search and rescue ecosystem (known as
COSPAS ARSAT) has helped to save over 37,000 lives since 1982.
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Intro
*Patent # 5,203,239 l Patent Pending

is a registered trademark of Bidwell Corporation
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45
New Products
Portable Fluid Chiller
FPGA Chip and Protocol
A low temperature fluid chiller, suitable for labs and plants, has been introduced by Thermonics Corp. (Mansfield,
MA). The portable chiller recirculates
heat-transfer fluids at precise temperatures needed to support industrial
applications in chemical, energy, and
electronics. The
two-stage, cascade refrigeration chiller
is capable of
reaching 80C.
Designed for reliability during
24/7 temperature control,
the fluid chiller
is equipped
with on-board
diagnostics that
he l p p r e d i c t
chiller health
and avoid unexpected downtime. An intuitive touch-screen interface allows for set up of thermal
profiles, viewing data and trends, and
logging diagnostics. Communications
interfaces (IEEE, RS232, Ethernet, USB)
for remote chiller control.
For Free Info Visit
http://info.hotims.com/55590-513
MEN Micro Inc. (Blue Bell, PA) has released the CS1,
an FPGA chip with an integrated AFDX protocol that
provides a flexible alternative for communication in
airplanes. The customizable CS1 enables users to build
AFDX-based communication systems independent of
a form factor. Specifically designed for the demands of
safety-critical avionic applications, the new chip is a
DO-254-compliant FPGA, certifiable up to DAL-A, with DAL-D certification support
package available in March 2015. Developed according to ARINC 664P7-1, and in consideration of the specific Airbus and Boeing AFDX requirements, the CS1 can be used
in applications of both airplane suppliers.
The CS1 is also offered in MEN Micros P522 PMC I/O mezzanine cardavailable as a
COTS productthat can be used as an alternative to PMCs already on the market, or
for evaluation purposes.
The CS1 supports two full duplex AFDX networks based on standard IEEE 802.3 Ethernet and applies protocol stack implementation. With up to 255 receive VLs (Virtual
Links) and 64 transmit VLs, the chip ensures safe and deterministic data transfer
through determined bandwidths.
M-PHY Multi-Lead Probe

The Teledyne LeCroy M-PHY Multi-lead
Probe allows developers using an embedded MPHY bus in their PCB designs to tap into the signal traces directly and capture bus traffic for
protocol analysis and debugging. The probe allows for individual connection to each separate
transmit-pair and receive- pair of each serial lane, allowing flexibility to connect to
any accessible points on the surface of the PCB. Each connection uses a high-impedance electrical probe to minimize perturbation of the M-PHY bus signals, while providing reliable capture of all M-PHY traffic.
The probe will connect to a Teledyne LeCroy Eclipse X34 M-PHY Protocol Analyzer 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 connection is made by using two 294 mm (11.6") extender coax cables connecting into 71
mm (2.8) flextip connectors which each are attached to an individual transmit-pair
or receive-pair on the surface of the PCB.
VMEbus 4th Generation Intel Core i7/i5 Processor Board

Concurrent Technologies (Colchester, UK) has
announced VP B1x/msd, a 6U VME board based
on a 4th generation Intel Core i7/i5 processor. The headline variant of VP B1x/msd uses the
quad-core i7-4700EQ processor that features new
instructions to enhance vector processing and security along with improved graphics capability. Variants are
also offered based on i5-4410E and i5-4422E processors for dual
core based performance and power optimized solutions. All processor
variants include Intel HD Graphics 4600 which has 20 execution units and can support three simultaneous display outputs.
A front or rear VGA port is provided for backwards compatibility with previous
boards. Up to two DVI-D interfaces and a DisplayPort connection are available as
options for applications needing high resolution digital display support. A 2.5-inch
drive can be accommodated on-board for mass storage.
Intro
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New Products
Low-Profile AC-DC Power Supplies

Schaefer Inc. (Hopkinton, MA) recently introduced the new low-profile TERa Series of Advanced
Thermal Technology AC-DC power supplies. The
TERa family offers three output power classes of
700, 1200 and 2000 Watts that are uniquely sealed
in a heat conducting potting material. Featuring an
ultra-wide temperature range of 50C to 85C,
these units are designed for easy-to-connect parallel/series operation if higher power or redundancy is needed.
Other features include high power density, Power Factor Correction (PFC), 100242 VAC universal inputs, galvanic isolation, high efficiency, full complement of
protections, single or multi-output operation, output voltage adjustment and compliance to EN55022 Class A (Class B with filter). Optional copper case and terminal block connections are available.
Ultra-Miniature | High Reliability

Quartz Crystals, Oscillators
and Sensors
Military Grade Crystals and Oscillators
600W Programmable Power Supplies

TDK Corporation (Tokyo, Japan) recently added 600W high voltage models to
TDK-Lambdas Z+ series of programmable DC power supplies. This series is now
available 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 and
2.76" wide) as the existing models and achieve efficiencies
of up to 89%. The units can operate in either constant current or constant voltage modes and accept a universal 85265 VAC input. Up to 6 units can be connected in parallel
(master-slave configuration), or 2 identical units in series
with external diodes. All the Z+ series can be programmed
via the front panel controls or remotely using the USB,
RS232/485 or analog control interfaces. Optional LAN,
GPIB (IEEE488) and isolated analog programming interfaces are also available.
Additive Manufacturing
NanoSteel
The
Company (Providence, RI) has
announced the expansion of its additive manufacturing (AM) material capabilities to support
metal 3D printing of complex high-hardness
parts and the ability to customize properties
layer-by-layer through gradient material design.
The company leveraged its 2014 breakthrough in
AM wear materials to print a bearing and impeller
using the powder bed fusion process. These parts were
measured to be fully dense and crack-free, with hardness
levels >1000 HV.
Building on this milestone, the company used a combination of high-hardness
and ductile alloys to create a part featuring a gradient design. NanoSteel worked
with Connecticut Center for Advanced Technology to generate part samples using
freeform direct laser deposition. This single additive manufacturing process
achieved a seamless transition between the hard and ductile properties without subsequent heat treatment. These gradient material designs offer the equivalent of digital case hardening delivering impact resistance and overall robustness in addition to high hardness and wear resistance in a single part.
Intro
Cov
ToC
UNSURPASSED QUALITY THAT

THE DEFENSE INDUSTRY
COUNTS ON
Highest mechanical shock survivability
in the industry
Military Temperature Range and Beyond
Low Acceleration Sensitivity
Swept Quartz Capability
Designed and Manufactured
in the USA
AS9100C
ISO 9001:2008
STATEK CORPORATION
512 N. Main St., Orange, CA 92868
Tel. 714-639-7810 | Fax 714-997-1256
www . STATEK . com

New Products
COMSOL
MULTIPHYSICS 5.1
COMSOL redefined the
engineering simulation market with the release of COMSOL Multiphysics software
version 5.1, featuring the
new and revolutionary
Application Builder. COMSOL users can now
build applications for use by engineering and
manufacturing departments, expanding accessibility to their expertise and to cutting edge simulation solutions. See how at comsol.com/5.1.
COMSOL, Inc.
CUSTOM RUBBER
MOLDING TO EXACT
SPECIFICATIONS
You probably know us best as producers of rubber molded parts.
However, you may not know
that weve produced many parts
that other companies considered nearly impossible to make. Our specialty? Precision custom molded parts at a competitive price with on time delivery. Injection, transfer and compression molding
of Silicone, Viton, Neoprene, etc. Hawthorne
Rubber Manufacturing Corp., 35 Fourth Ave.,
Hawthorne, NJ 07506; Tel: 973-427-3337, Fax: 800643-2580, www.HawthorneRubber.com
Hawthorne Rubber
EPOXY
PASSES
VERTICAL
BURN TEST
Master Bond
EP90FR-V is a two
component flame retardant epoxy system for
bonding, sealing, coating and potting. It has been
tested to the FAR standard 14 CFR 25.853(a) and
fully complies with the rigorous vertical burn test
specification. This allows it to be considered for
use in highly specialized aviation applications.
http://www.masterbond.com/tds/ep90fr-v
Master Bond
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-9001
http://www.sitech-bitdriver.com/
S.I. Tech
RF Over IP Technology
RT Logic (Colorado Springs, CO), a subsidiary of
Kratos Defense & Security Solutions, has released SpectralNet, the only commercially available product that
enables the lossless transport of packetized RF over IP
networks, over any distance, even in the presence of
real world IP network limitations. By digitizing RF signals for transport over IP networks public or private
in a way that preserves both their frequency and timing characteristics, SpectralNet
uniquely restores the RF signals for use at their destination by legacy analog equipment.
Removing the distance constraints between antennas and signal processing equipment, SpectralNet's patent pending technology enables operators to deploy new
ground architectures with numerous advantages, such as the ability to mitigate the effects of rain fade for Ku/Ka satellites, reduce costs by centralizing operations, simplify
disaster recovery and system maintenance, optimize antenna placement and develop a
migration path toward virtual ground systems. This capability enables powerful architectural advantages for antenna facilities, operations centers, and the communications
ground segment enterprise that improve flexibility and lower operation and maintenance costs.
Radiation-Tolerant FPGAs
Microsemi Corporation (Aliso Viejo, CA) has announced availability of its RTG4
high-speed signal processing radiation-tolerant FPGA family. The RTG4s reprogrammable flash technology offers complete immunity to radiation-induced configuration upsets in the harshest radiation environments, requiring no configuration scrubbing, unlike SRAM FPGA technology. RTG4 supports space applications requiring up to 150,000
logic elements and up to 300 MHz of system performance.
Key product features include: up to 150,000 logic elements, each with a four-input
combinatorial look-up table (LUT4) and a flip-flop with built-in single event upset
(SEU) and single event transient (SET) mitigation; system performance up to 300 MHz; 24 serial transceivers with operation from
1 Gb/sec to 3.125 Gb/sec; 16 SEU- and SET-protected
SpaceWire clock and data recovery circuits; 462 SEU- and
SET-protected multiply-accumulate mathblocks; more than 5
Mbits of onboard SEU-protected SRAM; single event latch-up
(SEL) and configuration memory upset immunity; total ionizing
dose (TID) beyond 100 Krad.
Chemical Agent Resistant Coating

Sherwin-Williams (Cleveland, OH) recently announced
that MIL-DTL-64159 Type III Chemical Agent Resistant Coating (CARC) Aerosol is now available for touch ups or other
small job applications on military vehicles, ground support
equipment and rotocraft. The coating provides vital CARC
protection 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 vehicles protection and put military personnel at risk.
A specially-designed aerosol can allows military personnel to mix the two-part
coating through a simple procedure that includes shaking the can, depressing a
plunger to mix the coating and shaking once more prior to application, saving time
and allowing rapid field recoating. The water-reducible topcoat is Qualified Products
Database (QPD) approved and it is available in multiple CARC colors. The topcoat
combines superior corrosion resistance in a CARC coating, and it is easily portable
in 250 mL and 400 mL sizes.
48
Intro
Cov
ToC
Ad Index
Publisher . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Joseph T. Pramberger
Editorial Director TBMG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Linda L. Bell
Editorial Director SAE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Kevin Jost
Editor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Bruce A. Bennett
Managing Editor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Jean L. Broge
Managing Editor, Tech Briefs TV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Kendra Smith
Associate Editor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Billy Hurley
Associate Editor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Ryan Gehm
Production Manager . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Adam Santiago
Assistant Production Manager . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Kevin Coltrinari
Creative Director . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Lois Erlacher
Designer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Bernadette Torres
Global Field Sales Manager . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Marcie L. Hineman
Marketing Director . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Debora Rothwell
Marketing Communications Manager . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Monica Bond
Digital Marketing Coordinator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Kaitlyn Sommer
Audience Development Director . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Marilyn Samuelsen
Audience Development Coordinator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Stacey Nelson
Subscription Changes/Cancellations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .nasa@omeda.com
For free product literature, enter advertisers reader service numbers at www.techbriefs.com/rs, or visit the Web site beneath their
ad in this issue.
Reader Service
Number
Company
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
TECH BRIEFS MEDIA GROUP, AN SAE INTERNATIONAL COMPANY

261 Fifth Avenue, Suite 1901, New York, NY 10016
(212) 490-3999 FAX (212) 986-7864
Chief Executive Officer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Domenic A. Mucchetti
Executive Vice-President . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Luke Schnirring
Technology Director . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Oliver Rockwell
Systems Administrator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Vlad Gladoun
Web Developer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Karina Carter
Digital Media Manager . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Peter Bonavita
Digital Media Assistants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Keith McKellar, Peter Weiland, Anel Guerrero
Digital Media Audience Coordinator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Jamil Barrett
Credit/Collection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Felecia Lahey
Accounting/Human Resources Manager . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Sylvia Bonilla
Accounting Assistant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Martha Saunders
Office Manager . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Alfredo Vasquez
Receptionist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Elizabeth Brache-Torres
Coilcraft CPS . . . . . . . . . . . . . . . . . . . . . . . .875 . . . . . . . . . . . . .3
ADVERTISING ACCOUNT EXECUTIVES

MA, NH, ME, VT, RI, Eastern Canada . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Ed Marecki
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Tatiana Marshall
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(401) 351-0274
CT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Stan Greenfield
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(203) 938-2418
NJ, PA, DE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .John Murray
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (973) 409-4685
Southeast, TX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Ray Tompkins
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(281) 313-1004
NY, OH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Ryan Beckman
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(973) 409-4687
MI, IN, WI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Chris Kennedy
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(847) 498-4520 ext. 3008
MN, ND, SD, IL, KY, MO, KS, IA, NE, Central Canada . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Bob Casey
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(847) 223-5225
Northwest, N. Calif., Western Canada
Craig Pitcher
(408) 778-0300
CO, UT, MT, WY, ID, NM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Tim Powers
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(973) 409-4762
S. Calif., AZ, NV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Tom Boris
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (949) 715-7779S.
Europe Central & Eastern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Sven Anacker
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49-202-27169-11
Europe Western . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Chris Shaw
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44-1270-522130
Hong Kong . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Mike Hay
852-2369-8788 ext. 11
China . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Marco Chang
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86-21-6289-5533 ext.101
Taiwan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Howard Lu
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .886-4-2329-7318
Integrated 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) 545-2566
Corporate Accounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Terri Stange
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (847) 304-8151
Reprints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Jill Kaletha
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(866) 879-9144, x168
Elma Electronic Inc. . . . . . . . . . . . . . . . . . .877 . . . . . . . . . . . . .7
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
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
Intro
49
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Whats Online
Most-Viewed Articles
From Other SAE Magazines
The following are the top 4 mostviewed aerospace-related articles of

the month as of early April. Additional
aerospace articles can be read at
http://articles.sae.org/aerospace/.
Following are recent articles from other magazines by SAE International, covering
the automotive, off-highway, and truck & bus industries. More articles can be found
at http://articles.sae.org/.
Counterfeit Electronic Parts:

Manufacture of and Avoidance
http://articles.sae.org/13923/
Flight Vision System for RotaryWing Aircraft
The Quest for the Self-Cleaning Car

New water-rejecting coating explored
by chemists at University College London
and other universities makes for tough
self-cleaning surfaces that might work on
motor vehicles. In tests, the resilient coating worked even after being wiped,
scratched with a knife, and scuffed with
sandpaper forty times. The coatinga
thin layer of titanium dioxide nanoparticles covered with a waterproof veneer
that can be applied to steel, glass, and other surfaces with spray adhesivesmay
eventually find application as automotive paint, glass and lighting coatings, even
as a protectant for the surfaces of solar cell panels. More development work will
be needed to determine if the paint can meet the industrys requirement for a
glossy surface and other needs, the researchers said, but the likes of Magna International and Land Rover have already inquired about their studies. Read more at
http://articles.sae.org/13981/.
Thermoplastic Technology Offers

Impact Protection Across Automotive,
Sports, and Defense
Automatic Collision Avoidance

Added to Inspection Software
The Oakwood Group and its technology

licensee companies are designing engineered thermoplastic solutions to help
protect vehicle occupants, sports players,
and soldiers from severe impact injuries.
The supplier claims a market-leading share
for its polypropylene head impact energy
absorbers used for headliner applications,
and its technology licensee companies, Viconic Sporting LLC and Viconic Defense
LLC, are making application inroads with the infinitely tunable plastic energy absorbers. Read more at http://articles.sae.org/13988/.
Military Technologies Aid the Fight for

Improved Off-Highway Efficiencies
NASA Embraces CFD to Replace

Cancelled Flight Tests
There is a never-ending need for technologies that can improve the efficiency
of off-highway equipment, while enhancing safety for both operator and the machine. The defense sector of the industry
has an upper hand in the investment and
invention of such technologies, some of
which could, and probably should, find
their way into equipment used for agriculture, construction, forestry, and mining. Radar is one such example of technology
that was once used just in combat applications, and was very costly, but is now
being widely used in vehicles for various applications. Short-wave infrared (SWIR)
works in wavelengths from 0.9 to 1.7 m, which is not visible to the human eye. In
the military, SWIR is used for surveillance, reconnaissance, and night imaging. This
technology can find many applications in off-highway equipment. Read more at
http://articles.sae.org/14015/.
50
Intro
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Make the Connection

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Intro
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FROM MODEL
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Intro
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June 2015

Maximizing Thermal Cooling Efficiencies

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