February 2015 Welcome to your Digital Edition ofAn example of a material system that is taking...

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Welcome toyour Digital Edition ofAerospace & Defense

TechnologyFebruary 2015

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Testing Reality in an Increasingly Complex Design Space

Advancing the Use of Beryllium Bearing Materials for Unmanned Platforms

Unlocking the Power of Ceramic Matrix Composites

Wireless Sensing — the Road to Future Digital Avionics

New RF Strategies for Software Radio

Supplement to NASA Tech Briefs

February 2015

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Free Info at http://info.hotims.com/55586-855

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www.aerodefensetech.com

Testing Reality in an Increasingly Complex Design Space

Advancing the Use of Beryllium Bearing Materials for Unmanned Platforms

Unlocking the Power of Ceramic Matrix Composites

Wireless Sensing — the Road to Future Digital Avionics


Supplement to NASA Tech Briefs

February 2015

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2 Aerospace & Defense Technology, February 2015Free Info at http://info.hotims.com/55586-827

Aerospace & Defense Technology

ContentsFEATURES ________________________________________

4 Aerospace Materials4 Advancing the Use of Beryllium Bearing Materials for

Unmanned Platforms

10 Testing & Simulation10 Testing Reality in an Increasingly Complex Design Space

15 Thermal Management15 Unlocking the Power of Ceramic Matrix Composites

18 Materials18 Wireless Sensing – the Road to Future Digital Avionics

24 RF & Microwave Technology24 New RF Strategies for Software Radio30 Tracking WiFi Signals to Passively See Through Walls

32 Tech Briefs32 Detecting Trace Levels of Explosives Using Vibrational Sum

Frequency Spectroscopy33 Reduced Order Modeling for Rapid Simulation of Blast Events

of a Military Ground Vehicle and its Occupants35 Software Tool Enables High-Fidelity Simulation of Explosive

Device Effects

DEPARTMENTS ___________________________________

37 Technology Update40 Application Briefs42 New Products43 Advertisers Index44 What’s Online

ON THE COVER ___________________________________

Solar Impulse 2, first test flown in June 2014, wasdesigned using Dassualt Systèmes 3DEXPERIENCEplatform. The Solar Impulse 2 design team facednew challenges and trade-offs in designing theplane, including a new design for the fuselage andwings, and using new materials to achieve strictweight objectives. To learn more about how digitalsimulation tools are changing the way new aircraftare designed and tested, read the feature article onpage 10.

(Photo courtesy of Solar Impulse)

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

Aerospace and defense plat-forms are often regarded asthe earliest adopters of newmaterials and processes

technologies. Materials test programsprovide validations of material sup-plier property claims, as the physicaltests are performed and data is ana-lyzed. Resultant material “design al-lowables” are developed and comparedto the performance envelopes for theintended application(s). The quality ofsimulation software and the developedknowledge base that design andstrength engineering personnel use foranalyzing materials in the intendedproduct design and environments haveimproved dramatically in the lastdecade. This has primarily been basedon the efficiency and availability ofcomputing capacity for complex simu-lations.

As computing times have dropped forsimulations, it has encouraged designand strength engineers to incorporatemore material properties and environ-mental conditions into componentlevel simulations. Simultaneously con-sidering the impact of properties such

as tensile modulus, transmissibility, Co-efficient of Thermal Expansion (CTE),thermal conductivity, and degradationof mechanical properties at temperaturehave enabled the use of new materials.All of these steps help materials and de-sign engineering teams de-risk first im-

plementations of new materials,thereby enabling new technology inser-tion with manageable risk.

A sample sector that is ripe for mate-rials development and insertion is inthe Unmanned Autonomous Systems(UAS) space. Airborne UAS platforms,

Advancing the Use ofBeryllium BearingMaterials for Unmanned Platforms

Figure 1. Properties for comparison of Beralcast 363 beryllium-aluminum and A356.0-T6 aluminum siliconinvestment casting alloys.

Property Units A356.0-T6 Beralcast® 363

Density g/cc 2.67 2.16

Ultimate Strength MPa 262 290

0.2% Yield Strength MPa 193 214

% Elongation % 3.0 3.0

Tensile Modulus GPa 72.5 202.0

Coefficient of Thermal Expansion μm/m-°C 23.2 14.2

Thermal Conductivity W/m-°K 151 106

Specific Heat J/g-°C 0.963 1.250

Transmissability Gout/Gin 8.7 5.6

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Aerospace Materials

or drones, are now up against the phys-ical limit in applications that require ametallic material. UAS systems are find-ing that the standard aerospace alu-minum and magnesium alloys are notadequate to produce systems with opti-mal performance envelopes. These plat-forms demonstrate some of the mostcritical demands on system weight, in-cluding payloads, as they massively af-fect the performance envelope for theairframe. Specifically:

1. Weight impacts payload capacity(sensors, weapons, etc.);

2. That impacts aerodynamic designs(wing profiles, etc.);

3. Which impacts drag; 4. That impacts fuel consumption;5. Which impact range and mission

capability;6. That impacts weight;7. Etc.This negative spiral is a continuum

that is not unique (albeit with differ-ent system characteristics) to UAS plat-form designs. One way for the UASpro viders to break the negative spiralis to consider low-density alloys withother unique properties to generatecomponents with a multi-functionalcapability.

An example of a material systemthat is taking advantage of this ad-

vanced analytical capability is IBC Ad-vanced Alloys’ investment cast Beral-cast® 363 beryllium-aluminum alloy.The properties of this material can beseen in Figure 1. Most design engi-neers will look at the strength and im-mediately dismiss the material. How-ever, when the strengthvalues are considered withthe low density (2.66 g/cc),the specific ultimatestrength is 1.1× higher andthe specific yield strength is1.2× higher than A356.0-T6. Assuming packaging al-lows for the thickness ofstrength-critical features toincrease, the design may beproduced from either mate-rial as a weight-neutral de-sign. The designer now hasthe opportunity to considerthe value and impact ofother properties.

If the platform being eval-uated has optical imaging orprecision positioning pay-loads for supporting recon-naissance and target desig-nation mission profiles,minimizing transmission ofpropulsion and service vi-brations through the air-

frame is critical. These systems requirehigh structural stiffness and benefitfrom high modulus materials that in-crease the natural frequencies of thecomponents to minimize error andimage jitter. Beralcast® 363’s tensilemodulus value of 202 GPa allows thedesigner to consider significantly reduc-ing the section thicknesses compared toall traditional aluminum alloys withmodulus values of approximately 72 GPa.The two-phase composite microstruc-ture also has the benefit of inherent vi-bration damping capability that pres-ents as having a lower transmissibility(Goutput/Ginput). These characteristicscan be confirmed utilizing a compositeFEA analysis accommodating both thestatic and dynamic responses to thecomponent.

Beryllium-aluminum alloys also haveinteresting thermal stability character-istics that can be exploited for airborneUAS propulsion system applications.As the McLaren Formula 1 racing teamexploited the use of beryllium-alu-minum pistons, UAS platforms couldgain performance advantages in a simi-lar fashion. Stability of the beryllium-phase at temperature helps to maintaina low CTE that in turn lowers stresses

Figure 3. Ultra-lightweight structural positioning system housing.

Figure 2. Specific stiffness (tensile modulus divided by material density) comparison for a range of aero-space alloys.

100.0

90.0

80.0

70.0

60.0

50.0

40.0

30.0

20.0

10.0

0.0

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AZ91E

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ALUM

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651

ALUM

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7451

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cast

363

Beral

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Aerospace Materials

occurring from the use of aluminumadjacent to dissimilar materials in as-semblies that experience changes intemperature through the service life-cycle. Minimizing stress as a result ofCTE mismatch stabilizes componentinterfaces and helps prevent distortionof the lower strength materials at tem-perature.

Strength at temperature is anothermajor contributor to system perform-ance that can be designed into thepropulsion components at temperature.6061-T6 for instance loses 42% of itsroom temperature yield strength (to152MPa) when exposed to operatingtemperatures of 232°C for half of anhour. At 1000 hours of exposure to thesame temperature the loss extends to a74% reduction in yield strength to 68MPa. This loss is a result of over-agingand significant coarsening of the pre-cipitates that form during heat treat-ment.

Beralcast® 363 is not a heat-treat-able alloy, and therefore not suscepti-ble to this phenomena. Yield strengthis 164 MPa at 232°C and further main-tains 83 MPa at operational tempera-tures of 371°C. The modulus valuesare also stable at temperature (172 GPaat 232°C and 143 GPa at 371°C), andexceed 6061-T6’s room temperaturestiffness. These unique capabilitiescan be evaluated with thermal stressand fatigue analysis that are nowavailable to improve the propulsionsystem efficiency and life for the plat-forms.

Cost must also be addressed, and ad-vances made in net-shape investmentcasting reduce the amount of materialprocured to the end-use shape withminimal machine stock for part-to-partinterfaces or critical profile geometries.Rapid prototype invests (or patterns) areoften used to produce prototype orshort run products, therefore eliminat-

ing the need to procure a wax injectiontool. Implementation costs and risk as-sociated with evaluating the materialfor a specific application are furtherminimized.

UAS platforms are ripe with applica-tions for beryllium bearing alloys. Im-plementation of these materials is per-mitting platform, payload andpropulsion designs that are extremelylightweight with enhanced dynamicand thermal stability. As the applica-tions for UAS vehicles continues to ex-pand, so will the application base forBeralcast® alloys to enhance the systemcapability to support the warfighters inthe field.

This article was written by ChrisHuskamp, Vice President of Technical &Business Development, IBC Advanced Al-loys Corp. (Wilmington, MA). For more in-formation, visit http://info.hotims.com/55586-500.

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The universal adoption of digi-tal 3-D design tools has trulychanged forever the way thatadvanced products are cre-

ated, from original concept studies, de-velopment, testing, and manufactur-ing, right through the lifecycle tomaintainability, future enhancement,and long-term support. The ability toshare detailed specifications and testdata between all partners worldwide,but with controlled access as requiredthroughout the supply chain, enableslarge and small suppliers to work tocommon standards and requirements,maintaining the same data accuracyacross the network. This has not onlysaved valuable time, helping to reducecosts, but has brought about higherstandards of product quality and, im-portantly, more traceability, providinga clear picture for project managerswho have access in real time to progressat all levels.

Such has been the rapid rate ofprogress in all aspects of 3-D simulationtechnology it is hard to believe that itswidespread adoption only dates back tothe 1980s. The most commercially suc-cessful pioneer of digital design tools,originally known as computer-aided de-sign and computer-aided manufactur-ing (CAD/CAM), arrived in the form ofthe CATIA product line, from DassaultSystèmes. This was a significant break-

through technology and enabled theaerospace, defense, and automotive sec-tors in particular to use digital tools totransform the way new products weredesigned and made.

Before long the obvious advantages ofusing CAD/CAM methodologies cas-caded into every area of manufacturing,as it reduced much uncertainty in com-

plex manufacturing programs andspeeded up the process in an ever in-creasing number of specialist activities.Initially it was seen as a way of eliminat-ing the need for huge numbers of de-tailed design drawings, which then hadto be checked before distributing, andwhich took more time to modify andthen re-check.

Testing Reality in an IncreasinglyComplex Design SpaceDigital simulation tools have transformed the designing and testing of new aircraft, as well as the way they are manufactured and sustained.

by Richard Gardner

CATIA Version 6 screen image showing how the operator can access the fuel system in its entirety withina 3-D model of the aircraft. (Dassault)

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Testing & Simulation

CATIA Version 3 introduced a 3-D de-sign capability in 1986 and by 1994, V4had introduced the more advanced dig-ital mock-up capability. In 1999 V5 in-troduced a 3-D/ product-lifecycle man-agement tool. A decade later, V6introduced the Dassault Systèmes3DEXPERIENCE platform that has goneon to power brand applications serving12 industries and a wide portfolio of in-dustry solutions.

Across Scope and ScaleAt the opposite end of the scale from

multi-billion dollar civil air transportsand military programs is the around-the-world record-breaking solar-pow-ered Solar Impulse airplane, which usedthe 3DEXPERIENCE platform for design

and assembly simulation. This permit-ted the design team of about 50 projectengineers to determine the best config-uration to adopt in terms of weight andsize and cockpit design, as well as howbest to assemble the final design, andeven how to transport it safely to theinitial take-off location.

This project was very complex, in-volving a combination of new energyand propulsion systems, with a newlightweight airframe. Each element wasdesigned and tested using simulationtechniques, with no physical mock-ups.CATIA was used for designing all the in-dividual parts and for evaluating the as-sembly before manufacturing tookplace. Even the plies of the carbon fiberstructure were defined and optimized in

virtual reality, as were the machinedtools used to produce the carbon fiberparts.

All the design, test, and manufactur-ing data was tracked using the 3DEXPE-RIENCE platform and thus was easy tovalidate for total part traceability andcertification. Without the ability to de-sign and test the Solar Impulse in thissimulated format it would have beenimpossible to develop the project in anaffordable way.

In contrast, the design, development,test, and manufacture of the new AirbusA350XWB wide-body jetliner involvedaround 4000 people on a daily basis, ofwhich 85% were in the supply chain. Byadopting the 3DEXPERIENCE platform,and the ENOVIA tool, employees andsuppliers were able to collaborate in realtime using a unique digital mock up asa common reference. This integrated allnecessary data requirements globallyand represented a considerable advanceover previous digital simulation solu-tions that comprised many separate ele-ments.

Changes made by the design officewere immediately communicated tothose in manufacturing, which dramat-ically reduced the time needed to pre-pare the tooling for production. A com-pletely new approach to designing theelectrical harness installation was justone example of how the overall assem-bly process and design quality was im-proved. Engineers were able to performrealistic non-linear analyses usingSIMULIA to predict the strength and be-havior of the aircraft’s structure.

The optimized industrialization ofthe design for the manufacturing andassembly stage was created usingDELMIA. As a result of fully exploitingall these digital tools on the wholeA350XWB, it is claimed that the assem-bly process was reduced by 30%.

Minimizing Risk The task of designing, building, test-

ing, and introducing into service newairplanes has always been a risky busi-ness at almost every stage, but espe-cially when introducing new advancedfeatures, as has been seen in recenttimes with Boeing’s 787, Airbus’s A380,and Bombardier’s C-Series. Attempting

Image of how an assembly workstation or maintenance bay can be configured to support a combat aircraftusing advanced 3-D simulation tools to test and validate various automated activities on the aircraft line.(Dassault)

Cut-away image of an aircraft interior showing how CATIA tools can be used for detailed design. (Dassault)

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

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to rectify the late discovery of unex-pected faults has cost manufacturersdearly in bad publicity, loss of customerconfidence, and goodwill, and has alsodevalued the share price of major part-ners and their suppliers during the re-covery stages.

When problems arise as full-scale pro-duction is ramping up, the impact ondelivery flow patterns can be enormous.Even using advanced digital designtools does not eliminate all program ex-posure, especially if the managementteam underestimates risk factors at keystages during the development and testphases.

The desire to avoid early delays andcost increases by enhancing visibilityand traceability through all stages oftesting led Dassault to develop Test toPerform, which aims to improve over-all integration, verification, and quali-fication using a single platform thatconnects all disciplines across the pro-gram. Realistic and accurate simula-tions allow for increased virtual test-ing throughout the developmentprocess, lowering costs compared tophysical tests.

A key requirement in keeping a newprogram on track is the ability to makedecisions in a timely manner based on a

A computer screen image showing flutter simulation multiphysics representation with Fluid StructureInteraction on a computer model of a business jet. (Dassault)

3DEXPERIENCE/SIMULIA physics results explorer showing virtual tests being undertaken on the Airbus E-Fan electrically powered light aircraft design. (Dassault)

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complete understanding of test resultsand a correct interpretation of the avail-able data. The Test to Perform solutionenables managers to visualize test re-sults in context through a functionaldigital mock-up that incorporates sys-tem behavior and thus tests how func-tions work with the aid of a more com-plete, true-to-life design definition. Thisencourages closer integrated activity be-tween test teams and those in engineer-ing and it gives the whole test commu-nity a greater understanding of the testresults on which informed decisionscan be made.

The overall real-time view of the testactivity is comprehensive and perform-ance measures are shared by all. Usersautomate and execute simulationsusing high-performance computingsystems and manage both the simula-tions and resulting test data. Using acommon collaborative platform re-duces the prospect of errors and allowsimproved performance-based decisionswhile specifications and compliancewith regulations can be met with confi-dence. The testing of new design con-cepts at an early stage improves thefirmed-up design and shortens the test-cycle process and this in turn speeds upvalidation.

Another advantage of using this solu-tion is that virtual testing can exceedphysical test limitations, producingvalid data, but at much lower costs andquicker. Using robust digital modellingtools, the likelihood of premature fail-ure is minimized and unforeseen issuescan be identified early and correctivechanges made and re-tested.

Defending Against IncreasingComplexity

One of the main causes of cost escala-tion is growing complexity as programsprogress. Often this is a reflection oflaunch customer indecision—require-ments and subsequent demands canchange as other factors evolve, such asmarket competition or the availabilityof new technologies and features onrival designs. If customer suggestionsare accepted at an early stage it can en-hance the marketability of the product,but further down the design path it be-comes more of a challenge to adapt the

design without introducing unaccept-able extra delays and cost.

New military air programs are evenmore prone to customer interferenceduring the development stage. Elec-tronic systems develop faster than theairframes in which they are carried, andtypically can offer major improvementsin performance every five years, com-pared to aircraft enhancements improv-ing perhaps only marginally, every 10-15 years.

As an all-new military air platformcan take up to 20 years to reach service,it has become essential to incorporate asystems architecture that will allow forcapabilities to be upgraded at regular in-tervals. Combat air programs are primeexamples of where cost escalation dueto underestimated system complexitycan threaten termination, or procure-ment reductions, and so the need tobreak this damaging spiral is more im-portant than ever if future programs areto remain affordable and deliverablewithin a realistic timescale.

Dassault has identified reducing com-plexity in program management as animportant goal in helping companieslower both non-recurring and recurringprogram costs. The required efficienciesinclude shortening the design time andintroducing simplified manufacturingwith, for example, fewer componentand structural parts. But cutting a swaththrough the labyrinth of conventionalmulti-level design reviews and auditsand replacing these arrangements witha coordinated enabling, transparent, in-tegrated digital solution represents avery necessary measure to retain a firmgrip on the wider program.

In conjunction with Dassault’s 3DEX-PERIENCE platform and Co-Design toTarget solution, stakeholders can stayappraised of a program’s status in realtime so that any emerging issues can beseen and addressed at the earliest possi-ble stage. This solution integrates all theengineering works-in-progress withcontracts management, program con-trols, systems engineering, design engi-neering, configuration management,data management, and subcontracts ad-ministration.

The view into the program is alwayscurrent, promoting a smoother manu-

facturing ramp up and more efficientproduction.

Optimized Excellence There is no reason today why opti-

mized excellence can’t be designed intoan aircraft, minimizing the need for re-designs and ensuring the platform willstay on schedule and then have alengthy lifespan. Co-Design to Targetintegrates “value streams” to help re-duce complexity in the product-devel-opment process. This has been neededever since programs, notably interna-tional ones, started to draw in more andmore people, at many different loca-tions, in product definition leading todetailed design.

The process involves many thousandsof specifications being cascadedthrough the supply chain covering sys-tems, sub-systems, and components, aswell as the activity in the primes. Byadopting a leaner development ap-proach, teams collaborate and convergequicker on detailed definition at everylevel. By using a behavioral digitalmock-up, engineering architects can de-fine systems installation and then ex-haustively validate the associated instal-lation architecture early on.

Using requirements-based 3-D designcan ensure that any installation con-flicts are avoided completely and canbe used for early system and networkchecks. Multi-disciplinary simulationshelp reach performance targets andbring forward product maturity to spec-ification. This can make a real differ-ence to keeping delays and cost in-creases at bay during the early stages ofa program, which reduces the likeli-hood of having to make penalty pay-ments to delayed customers.

Delivering promised product per-formance and high reliability is still atthe heart of customer expectations.Minimizing development risks andmaximizing profitability by seekingever-greater efficiencies requires compa-nies throughout the aerospace sector toembrace new processes and methodolo-gies enabled by new transformationaltechnologies. Exploiting the latest ad-vanced digital simulation products andservices shows a better way of achievingthese goals.

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Aerospace & Defense Technology, February 2015 www.aerodefensetech.com 15

Thermal Management

Unlocking the Power of CeramicMatrix Composites

Faster, lighter, stronger, hotter –words anyone working on mili-tary product development is alltoo used to hearing. In a world

where advanced computer modelingand simulation packages are helping en-gineers optimize new product designsto increase performance, oftentimes thelimiting factors to meeting spec are themechanical and thermal restrictions in-herent to currently available engineer-ing materials. Ceramic matrix compos-ites, or CMCs, provide an entire worldof new thermo-mechanical properties,allowing engineers the ability to unlockthe potential of some of their most ad-vanced high temperature and highspeed designs.

For many people the first thoughtsthat come to mind when hearing theword “ceramic” are coffee mugs, deli-cate pottery, or grandma’s collection ofPrecious Moments® figurines. Theseitems represent a class of ceramicsknown as “monolithics”, or homoge-neous ceramics. Monolithic materialslike porcelain, graphite and silicon car-bide have excellent thermal perform-ance in both oxidative and inert atmos-pheres, but mechanical performancesuffers as these materials are prone tocatastrophic shatter during thermaland/or mechanical shock events. Addi-

tionally, monolithic materials leave lim-ited ability for tuning items such as sur-face, electrical, and mechanical proper-ties for specific applications. Many ofthe negative features of monolithic ce-ramics can be addressed through theadoption of tailored, application-engi-neered CMCs.

What Are CMCs?Ceramic matrix composites, as the

name suggests, are composite materialsconsisting of a ceramic matrix and oneor more additional property-modifyingcomponents. Unlike homogeneous ma-terials, CMCs are commonly reinforcedwith fiber which adds mechanicalstrength to the ceramic matrix, allow-ing for successful utilization in applica-tions where a monolithic ceramicwould fail catastrophically due to eitherimpact or thermal shock events.

Reinforcing fiber composition (car-bon, quartz, alumina, etc.) can be se-lected and tuned based on thermal andelectrical needs, and fiber architecture(chopped, woven, braided, etc.) can betailored to address specific mechanicaldesign criteria. To further refine and en-hance performance, particulate fillerssuch as silicon carbide or zirconia canbe added to modify both surface andbulk properties. The end result is a fam-

ily of materials that can successfullywithstand temperatures above that ofthe most advanced high temperaturepolymers and metals, while at the sametime being resilient to the chipping andshattering associated with commonmonolithic ceramics.

How CMCs WorkPhysically, CMCs derive their remark-

able impact and thermal shock strengthfrom their internal reinforcing fibers.Similar to polymer matrix composites(PMCs), mechanical stresses are trans-ferred from the weaker matrix to thestronger internal fibers where the forcesare dispersed and mitigated through thebulk of the composite. This results inconsistent stress transfer and limiteddamage to the composite as a whole. Itis important to note though that PMCsare much different than CMCs in thatpolymer composites rely on a verystrong interface between the matrix andthe reinforcing fibers for adequate stresstransfer, while ceramics have optimalshock performance with only a “de-cent” interface.

The explanation for this is quite sim-ple. If one were to think about a lami-nated automotive windshield as an ex-ample, a small crack will spread, orpropagate, as more energy is put intothe system due to the excellent inter-face between the glass and the reinforc-ing lamination layers. If there was aperfect interface between the ceramicmatrix and reinforcing fibers in a CMC,cracks would similarly propagate alongthe length of the fibers, leading to brit-tle material failure and shatter.

To address this crack propagationphenomena, CMCs utilize fiber inter-facing technology which allows for agood, but not great, interface betweenthe matrix and the fibers. This allowsfor small-scale delocalization of the ma-trix from the fibers in areas affected byshock, reducing propagation and allow-ing the composites to continue func-tioning properly, though at the cost of

Pre-Ceramic Slurry Prep & Fabric

Interfacing

Green-State

Thermoset Processing

Initial Pyrolysis

Vacuum Reinfusion

PIP Pyrolysis

Final Machining

& Assembly

Figure 1. CMC Fabrication via the PIP Process

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Thermal Management

reduced mechanical performance com-pared to common PMCs and engineer-ing metals. The fiber/matrix interface isthe single most important aspect in thedesign of a CMC, and largely dominatesthe methods by which the compositesare processed.

CMC ProductionCurrently there are three primary

methods to produce CMCs: polymer in-fusion and pyrolysis (PIP), chemicalvapor infiltration (CVI) and melt infil-tration (MI). 3D printing has shownpromise for CMC production, but thetechnology is still in its infancy.

For ultra-high temperature and in-en-gine applications, CVI and MI are mostcommonly employed due to the ultra-low porosity required in the final prod-uct. Unfortunately, costs and lead timesassociated with CVI and MI producedCMCs can be an order of magnitudegreater than parts produced via the PIPprocess, leading to implementation inonly the most critical of applications.

In applications where small levels ofcomposite porosity (2-5 percent) are ac-ceptable or even desired (think transpira-tion cooling), parts produced via the PIPprocess have been shown to find successacross a range of aerospace secondarystructure and industrial applications. Viathe PIP process, which is outlined in Fig-ure 1, elastomeric “green-state” bodiesare processed using a combination ofthermosetting pre-ceramic polymers, re-inforcing fibers and/or particulate fillers.These pre-ceramic parts can be processed

by means of common polymer compos-ite processing techniques (compressionmolding, autoclave processing, etc.), al-lowing for tailored control of fiber archi-tecture and optimized filler dispersion inthe final composite. Once processed, thegreen-state bodies are pyrolyzed at hightemperature under variable atmosphericconditions, causing a polymer-to-ce-ramic conversion and creating a compos-ite with appreciable internal porosity. Toreduce porosity, increase density and ul-timately tune mechanical performance,the parts are then subject to repeateddensification cycles whereby they are in-fused under vacuum with additional pre-ceramic polymer and re-pyrolyzed. Oncethe parts are mechanically optimized fortheir specific application, they undergo astress-relieving operation to ensure di-mensional stability and are machined tospec. The end result is a high perform-ance product that is mechanically, ther-mally and electrically tuned for a specificapplication (Figure 2).

Adoption Is Slow, But GrowingWhile the thermal performance of

CMCs are among the best that the ad-vanced materials world has to offer(CMCs can be employed continuouslyin applications with heat in excess of1400°C), compared to common engi-neering materials such as polymers andmetals, the mechanical performance ofCMCs are quite unremarkable. As far asultimate tensile strength and elasticmodulus, CMCs are commonly found inthe range of copper and lower-end alu-

minum alloys (See accompanyingtable). Additionally, CMCs are shownto have low strain to failure properties(0.1-0.5 percent) and flexural strength,further relegating their potential usageapplications. Where CMC performanceshines, though, is in its very high com-pressive strength, excellent impactstrength, and resilient thermal shockperformance, all with a very small Coef-ficient of Thermal Expansion (CTE) andlow density.1 This unique combinationof properties is the primary driver forthe growing adoption of CMCs intohigh performance radial and thrustbearing applications, where they havebeen shown to provide increased MeanTime Between Failure (MTBF) for a vari-ety of different systems.2

Additionally, CMCs can be processedwith unique combinations of fillers andsurface treatments such that dry-runningfor extended periods of time will not re-sult in catastrophic part failure; a prob-lem common in applications wheremonolithic bearing and thrust ring mate-rials are used. Due to very low thermalconductivity, high performance automo-tive and motorcycle brakes are anothercommercial application that benefitfrom the properties afforded by CMCs,where they are shown to provide re-duced “brake-fade” compared to morecommon alternatives. In military appli-cations, excellent impact strength andhigh hardness allow for CMC utilizationin bulletproof armor for both personneland vehicles, as well as insulation in ad-vanced small arms weapon platforms.

Figure 2. CMC Radial Bearings for Industrial Pump Applications Figure 3. CMC Rocket and Small Arms Components

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As for aerospace applications, theability to tune both the dielectric con-stant and loss tangent performance ofCMCs has allowed for adoption intohigh-speed missile radome systems. Inthese applications, the CMC serves asboth a high-Mach, temperature-capa-ble structural material, as well as highemissivity protection for the advancedtracking mechanisms built into today’sstate-of-the-art strike weapons.3

In engine applications, CMCs pro-vide increased efficiency via a combi-nation of heightened heat handling ca-pabilities and reduced weight. With adensity approximately 75 percent lessthan high temperature engineeringmetals (Inconel, etc.) and higher maxi-mum usage temperatures, engineersare able to reduce weight, increaseflame temperature and ultimately in-crease the speed and efficiently oftoday’s commercial and military air-craft through the use of tailored CMCsas critical engine components (Figure3). Out of engine, CMCs are beingadopted as metal replacement second-ary structures due primarily to weightreduction. Adoption is also due to in-creased MTBF, which is attributed tothe excellent thermal cycling perform-ance of CMCs compared to metals.

Revolutionary PotentialWhile the benefits provided by

CMCs are undeniable, their implemen-tation does not come without chal-lenges. The two main reasons for slowadoption of CMCs into both militaryand industrial applications are thehigh costs and long lead times associ-ated with CMC production and ma-chining. Expensive raw materials,manually intensive batch processingand costly fiber interfacing techniques

are just a few of the reasons why CMCsare much more expensive than theirmonolithic counterparts. That said,the growing utilization and successfuladoption of CMCs into an increasingnumber of high-performance indus-trial and aerospace applications showsnot only the need for these materials,but that scientists and engineers haveonly just begun to unlock the potentialof these unique and revolutionary ma-terials.

This article was written by Dr. RobertCook, PhD., Senior Materials Engineer andCeramic Matrix Composite Technical Lead,Lancer Systems (Quakertown, PA). Formore information, visit http://info.hotims.com/55586-501.

References1. Cook, R. (2013, October 15). CeraComp

Technical Brief. Retrieved from http://www.lancer-systems.com/wp-content/uploads/2013/11/Lancer-CereComp-General-Presentation-17Sep14.pdf

2. Cook, R. (2014, September 12). CeramicMatrix Composite Bearings ProtectPumps from Harsh Running Conditions.Pumps and Systems.(http://www.pumpsandsystems.com/bear ings/september -2014-ce ramic -matr ix -composite-bearings-protect-pumps-harsh-running-conditions)

3. Wood, K. (2013, November 1). Ceramic-matrix composites heat up. HighPerformance Composites. (http://www.compositesworld.com/articles/ceramic-matrix-composites-heat-up)

Aerospace & Defense Technology, February 2015 17

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The performance of avionicssystems is dictated by thetimely availability and usageof critical health parameters.

Various sensors acquire and communi-cate the desired parameters. In current

scenarios, sensors are hardwired and thenumber of sensors are growing due toautomation, which increases the accu-racy of intended aircraft functions.

Sensors are distributed all over theaircraft and they are connected through

wired networks for signal processingand communication. Line-replaceableunits (LRUs) that integrate various sen-sors also use a wired approach for com-munication.

The use of a wired network ap-proach poses challenges in terms ofcable routing, stray capacitances,noise, mechanical structure, andadded weight to the structure. Theweight of hundreds of miles of wiresand cables contributes significantly tothe overall weight of the aircraft, and,of course, as the weight of aircraft in-creases, the required fuel quantity alsoincreases. The key driver for airline op-erational cost is fuel.

Use of wireless sensors in aircraftbrings in tremendous advantages interms of design optimization, flexibilityin sensor configuration, and weight op-timization. However, even though theavionics industry is trying to adoptwireless sensors, there are some pointsof concern in deploying wireless sensorsand networks across the aircraft. Someof the key factors to be considered fordetermining the feasibility of wirelesstechnology and sensors are protocol,standards, compliance, and certifica-tion. Additional factors are internal andexternal infrastructure, various topolo-gies for sensor networks, and expand-ability for the same. Signal integrity andfault detection methods are also key fea-

Wireless Sensing — the Road to Future Digital Avionics A look at the comparative performance of wired and wireless sensors, type of wireless sensors & interfaces, frequency performance, protocols, network topologies, and qualification standards.

Pictorial representation of the distribution of various wired sensors all over an aircraft. Although it doesnot include nearly all sensors, it does give some indication of the amount of wiring required throughoutan aircraft, which is substantially high. This wiring contributes to weight of the aircraft and operationalinefficiency due to fuel usage.

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Avionics

tures of signal processing in aerospaceapplications.

Sensor Network Topologies Various wireless technologies can be

considered for communication insideaircraft, and to take advantage of themit is necessary to address and under-stand the sensor network topologiesthat provide the architectural frame-work.

A peer-to-peer network allows eachnode to communicate directly with an-other node without needing to gothrough a centralized communicationshub. Each peer device is able to func-tion as both a “client” and a “server” tothe other nodes on the network. Thistype of network can be used while com-municating data from/to proximity sen-sor units.

Tree networks use a central hub calleda root node as the main communica-tions router. One level down from theroot node in the hierarchy is a centralhub. This lower level then forms a starnetwork. The tree network can be con-sidered a hybrid of both the star andpeer-to-peer networking topologies.This type of network can be used whilecommunicating data from/to fuel sen-sor units. Based on the location of thefuel tank, each of the nodes can trans-mit the related information to the mainnode.

Mesh networks allow data to “hop”from node to node, allowing the net-work to be self-healing. Each node isthen able to communicate with eachother as data is routed from node tonode until it reaches the desired loca-tion. This type of network is one of themost complex and costs a significantamount of money to deploy properly. Itcan be used while communicating datafrom/to various data concentrator units.

Star networks are connected to a cen-tralized communications hub. Nodescannot communicate directly with oneanother; all communications must berouted through the centralized hub.Each node is then a “client” while thecentral hub is the “server”. This type ofnetwork can be used while communicat-ing data from/to the central data con-centrator unit, which gets connected tothe flight-management computer.

Key Factors in FeasibilityConsideration

Besides considering wireless tech-nologies, sensor and LRU interfaces,and sensor network topologies, there

are additional factors specific to theavionics industry for deploying wirelesssensors.

Data integrity is a key factor in proto-cols used in the avionics industry. High

Typical wired sensor interface techniques.

Various wireless technologies available and their frequency of operation and modulation scheme.

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reliability data communication withoutloss of data is critical for safety systems.With wireless sensors and LRUs it is im-portant to have the robust protocolsthat will address the data-integrityneeds. Existing wireless protocols mayneed some tweaks to address the high

reliability data communication neededover wireless media.

Selection of wireless standards andtechnology is important based on thetype of the sensor and availability of alicense-free spectrum. Wireless sensorsare expected to work at specific speeds

and most of the time as self-powereddevices, so data rate for communicationand power management techniques(duty cycle) plays an important role forselection. Location of the sensor (insideor outside of fuselage) and data rate(low or high) dictates wireless standardsto some extent. To leverage the chipsetsand radio, existing off-the-shelf wirelesstechnology is recommended. Interfer-ence with other systems has to be ana-lyzed thoroughly.

Means of compliance and applicabil-ity of various aerospace DO standards ismandatory. DO-160 and DO-294C ap-plicability and analysis is expected wellin advance. For complex electronicshardware for LRUs, DO-254 is to be fol-lowed during the item/component de-sign phase. The same is true for the soft-ware via DO-178B.

Applicable wireless certifications forvarious transmitters (FCC, CE, EN stan-dards, etc.) should be used. Usage of thecertified chips and radios for Wi-Fi andBluetooth helps for wireless certifica-tion at the component/item or LRUlevel, although the FCC mandates com-ponent-/item-level certification.

There is a need to check the availabil-ity and usage of ISM band while select-ing the wireless spectrum. Current sce-narios use the 2.4 GHz license-free bandfor IEEE 802.11 b/g/n (Wi-Fi) and IEEE802.15.4 (Zigbee). The spectrum shouldsupport low data rate as well as highdata rate.

Constraints, Challenges, andGuidelines

Designers need to pay close attentionto environmental, EMI/EMC considera-tions, and tests as per DO-160, “Envi-ronmental Conditions and Test Proce-dures for Airborne Equipment,” forwireless sensors and wireless LRUs. Var-ious sections of DO-160 have an impacton wireless devices.

Whether the wireless sensor is self-powered or aircraft-bus powered willdictate the applicability of Section 16and 17.

RF emission (conducted and radiated)applicable limit levels need to bechecked against the FCC limits for spe-cific wireless technology. If the DO-160Section 21 limits are more stringent

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than the FCC limits, design and testshould be based on Section 21, whichwill then in turn satisfy FCC require-ments. In some scenarios (based on thelocation) of the wireless sensor andLRU, FCC limits should be sufficient.

In addition to conducted and radi-ated emission considerations, the de-sign should also consider conductedand radiated susceptibility. Some designtechniques to consider are: specific EMIfilters with small-form factors for vari-ous I/O's and power lines; impedancematching; and various layout consider-ations for avoiding current loops andproper isolation of RF. Different isola-tion techniques like physical isolationon printed circuit boards and digital iso-lators as well as various layout rules canbe used.

For specific wireless technology it isrecommended to refer to the DO-294C,“Guidance on Allowing TransmittingPortable Electronic Devices on Aircraft,”

characterization matrix for building/de-veloping wireless sensors and LRUs.This will allow meeting characteristicsof intended wireless design without vio-lations.

FCC regulations for the intentionaland unintentional radiators must bestudied for the specific wireless technol-ogy as well. Designers and integrators of

wireless sensors need to coordinate withthe appropriate certification agenciesand authorities to determine all applica-ble wireless regulation standards anddecide whether to fully comply or sub-mit any necessary deviations/waivers.

Portable electronic devices (PEDs)that intentionally radiate signals withinthe aircraft fuselage are potential


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Avionics

Possible replacement for the wired communication at sensor and line-replaceable unit level.

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sources for RF interference to installedaircraft systems. PEDs with intentionalradiators (i.e. transmitters) are called T-PEDs. All the PEDs will have both inten-tional and unintentional radiators. Un-intentional radiators are also referred toas spurious emissions. Spurious emis-

sions are the ones that fall (widebandand narrowband) outside the nominalrange of operating frequency. Inten-tional radiators operate at the requiredtransmitting frequency for wirelesscommunication of PEDs. DO-294C pro-vides guidance on the process of evalu-

ating the T-PED effect on the aircraft op-eration.

Challenges and Adverse Effects ofWireless

Due to the RF signal propagation andreflections inside the aircraft environ-ment, there is a possibility of the signalnot getting detected by the antenna atreceiver end. This is also known as thescattering effect. These reflections createthe multiple paths for RF signal propa-gation. RF path propagation study andanalysis for different types of antennaswill enable the selection of the best an-tenna that can detect the RF signalunder these multipath phenomena.Analysis, simulation, prototype, andtesting of the antenna is the best ap-proach.

There are two types of diversities, re-ferred to as antenna diversity andradio-level diversity. Antenna diversityconsists of spatial diversity, in whichtwo slightly offset antennas see differ-ent amounts of multipath fading:angle diversity, in which multipathlevels are altered thereby changing sig-nal amplitude; and polarization diver-sity, in which misalignment and multi-path cause polarization loss. Dualpolarization (two-in-one antenna) pro-vides two polarizations to choose. Thisis more compact than two antennasand reduces the margin needed in linkbudget.

Radio-level diversity consists of fre-quency diversity, which allows theswitching of channels to diversify; tem-poral diversity, which consists ofpacket-based collision avoidance withguaranteed time slot transmissions; andcode diversity, which consists of codingthe signal in a unique way to reduce in-terference and simultaneous transmis-sion of more radios.

The majority of the wireless technolo-gies discussed here support radio-leveldiversity. Antenna diversity is a majorconsideration, requiring due diligenceas well as multiple antenna designs,simulations, and prototypes. Radio-level diversity for the selected wirelesstechnology and proper antenna diver-sity in the design of the wireless sensorsand LRU will avoid unintentional jam-ming due to other wireless devices and


Avionics

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radio towers. It will also avoid any cata-strophic events due to failures.

Low-power wireless networks will notcontribute to conflicts between net-works when two aircraft are close toeach other. Such low-power networkswill not have sufficient energy to prop-agate and interfere with the nearby air-craft wireless network.

Various wireless consortiums andworking groups are engaged in the de-velopment of wireless sensing systems.The general approach should be to cate-gorize the non-essential/non-criticalsensors and high-critical sensors in var-ious systems over the entire aircraft. It isrecommended to complete non-essen-tial/non-critical sensor developmentfirst with prototyping and testing, sothat the knowledge gained there can beused in developing high-critical sensors.

LRUs/signal processing units thatshould be considered for the migrationto wireless sensing in the near future in-

clude the engine control and healthmanagement system, proximity sensingsystem, aircraft structural health controlsystem, lighting and cabin control sys-tem, and latch and landing gear sensors.

This article is based on SAE technical paper2014-01-2132 by Prashant Vadgaonkar,Ullas Janardhan, and Adishesha Sivara-masastry, UTC Aerospace Systems.


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Typical diagram showing node-to-node communication via a tree network.

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RF & Microwave Technology


Software defined radio systemengineers can now exploitnew technology to performdigital signal processing much

closer to the antenna than ever before.Various strategies include the latestwideband data converters, monolithicreceiver chips, compact RF tuners, newFPGA families, and remote data acquisi-tion modules using gigabit serial inter-faces. Each approach presents benefitsand tradeoffs that must be consideredin choosing the optimal solution for agiven application.

Wideband A/D ConvertersA new class of monolithic A/D con-

verters capable of sampling rates of 5GHz and higher allows engineers to di-rectly digitize analog RF signals coveringa frequency span of more than 2 GHz.Now wideband communications and

radar signals can be captured in a singledata stream, eliminating the complexityof splitting a given band into parallel,adjacent sub-bands and the inevitabilityof input signals straddling them. Whilethese new converters appear to simplifysoftware radio architectures, they alsoimpose many limitations and tradeoffs.

Antenna RF signals must first be am-plified, filtered, and possibly downcon-verted in frequency to match the inputvoltage range and usable input band-width of the A/D converter. Normally,an amplifier boosts the strongest signalto the full scale input range of the A/D.Any further amplification to boostweaker in-band signals will cause over-loading the A/D, destroying the signalintegrity for all signals. Thus, even onestrong interferer will reduce the achiev-able dynamic range for weaker signals.This significant tradeoff occurs when-ever a single A/D is used to handle a

large number of signal types across awide frequency span.

Filtering is imperative to eliminate allenergy outside the frequency span of in-terest. Otherwise, aliasing will fold out-of-band noise and adjacent signals intothe digitized signal stream, degradingsignal-to-noise performance and addingspurious signals.

As sampling rates increase, A/D con-verters deliver lower ENOB (effectivenumber of bits) ratings. For example, a 5-GSample/sec, 10-bit A/D converter mayonly deliver an ENOB of 7.6 bits. Thistradeoff is often a critical factor for com-ponent selection and system architecture.

Finally, A/D data arriving at severalGSamples/sec will overload most digi-tal signal processors. High-speed A/Dsoften include data de-interleavinghardware to simplify the electrical in-terface, but even so, every data samplemust somehow be processed, stored, or

transferred. The latest familiesof FPGAs are especially wellsuited, not only in dealing withthese extremely high data inter-face rates, but also in processingsignals in real time.

As a product example, thePentek 71741 3.6 GHz A/D andDDC XMC module is shown inFigure 1. It features a 12-bit, 3.6GSample/sec A/D converter cou-pled to a Virtex-7 FPGA. The A/Dde-interleaves samples into eightparallel 12-bit streams, deliver-ing samples to the LVDS ports ofthe FPGA at 450 MSamples/seceach. Inside, eight parallel en-gines implement a DDC (digitaldown converter) that tunes

Pentek Onyx Virtex-7 FPGA XMC Module

Gen 3 x8

PCIe TIMING BUS GENERATOR Clock / Sync / Gate / PPS

3.6 GHz 12-BIT A/D

Sample Clk

Gate / Sync

Gate In Reset In

Ref Clock In Ref Clock Out

DDC IP Core Tuning: 0 to 1.8 GHz BW: 90, 180, and 360

MHz

RF Input

Bandpass Slot Filter

400 MHz Bandwidth

RF Input Low Noise Amp

225 MHz IF Filter

80 MHz Bandwidth

Gain Block

IF Tuner Output

Gain Block

Mixer Gain Block

Gain Block

10 MHz Ref In

Programmable Step Attenuator

0 to 31.5 dB

Programmable Step Attenuator

Programmable Local

Oscillator

800 MHz To 3 GHz 225

MHz 0 to 31.5 dB

Figure 1. Pentek Model 71741 3.6 GHz 12-bit A/D converter and DDC XMC module digitizes and downconverts wide-band RF signals to baseband with 90, 180, and 360 MHz output bandwidth.

Figure 2. The Model 8111 RF slot receiver amplifies, filters, and downconverts RF input signals between 800 MHz and 3 GHz to 225 MHz IF, compatible with high-resolution A/D converters.

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AIntro

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across the 1.8-GHz input band. It performs frequency transla-tion to baseband and provides digital filtering of the complexbaseband output samples. Selectable output bandwidths of90, 180, or 360 MHz, representing tunable slices of the inputspectrum, are delivered to the system through a native PCIeGen 3 x8 interface.

Monolithic ReceiversA growing class of new monolithic silicon receivers offers

an impressive integration of diverse RF analog circuitry re-quired to implement a complete software radio tuner frontend. These low-cost devices accept input signals directly fromthe antenna, and deliver amplified, translated, and filteredanalog baseband outputs suitable for lower-speed, high-reso-lution A/D converters or demodulator chips.

As an example, the Maxim MAX2112 targets satellite set-top and VSAT applications, including 8PSK modulation andDigital Video Broadcast (DVB-S2) applications. It uses an LNAto boost antenna input signals falling between 925 and 2175MHz, as well as a programmable gain RF amplifier for 80 dBof overall gain control.

An integrated VCO and programmable fractional-N fre-quency synthesizer drive a quadrature mixer to tune acrossthe entire input frequency range, downconverting any inputsignal to I+Q baseband. These baseband signals are band lim-ited with a pair of low-pass filters, programmable from 4 to 40kHz.

This single chip offers an extremely high level of integra-tion, dramatically reducing the size and cost of the receiver,and is ideal for applications restricted in space, power, weightand cost, or requiring a large number of channels.

Not surprisingly, these benefits come with a performancetradeoff. While these devices work well for applications re-quiring only modest signal-to-noise ratios like satellite signalreception, they are not suitable for some of the more de-manding government and military systems for communica-tions, signals intelligence, and radar.

Higher dynamic range requirements like these requirebetter RF analog signal processing, including multi-conver-sion designs, amplifiers with lower noise figures, local oscil-lators with better phase noise and wider tuning ranges,mixers that minimize unwanted spurs, and filters with bet-ter pass band flatness, roll off, and stop band performance.Other critical factors include packaging, shielding, isola-tion, voltage regulation, vibration tolerance, and thermalperformance. Overall performance levels of the system areachieved by progressively improving the weakest signalchain elements in iterative cycles until the desired result isreached.

Each incremental improvement boosts system level per-formance such as lower bit error rates for digital communica-tion systems, improved target detection range and classifica-tion accuracy for radar systems, higher intelligibility of voiceinterceptors, and the enhanced precision of target locationand trajectory for weapons control systems.

As a result, there is a continuum of required software radioperformance levels matching the operational objectives and

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AIntro

constraints of a wide range of systems.At the low end, the monolithic receiverdescribed above may suffice, while avery sensitive SIGINT receiver might re-quire a large, highly sophisticated RFsubsystem.

Compact Slot ReceiversSome applications need to cover only

a limited range of input signal frequen-cies, such as an upper-band GSM re-ceiver handling signals between 1700and 2000 MHz. For these band-limitedsystems, simpler and less expensive sin-gle-conversion RF tuner architecturescan still deliver good performance. Inthese systems, a single local oscillatorand mixer downconvert the RF signal toa lower-frequency IF signal compatiblewith a high-resolution A/D converter.Of course, judicious selection of ampli-fiers and filters, and careful analysis andsuppression of mixer products are es-sential design tasks.

These types of RF tuners are oftencalled “slot receivers,” a name inspiredby the narrow tuning range. They canbe ideal for dedicated applicationswhere limited frequency coverage, cost,size, and weight allow placement of thetuner at or near the antenna.

In the slot receiver shown in Figure2, an input band pass filter rejectssignals outside of the defined RF tun-ing “slot,” helping to eliminate bothout-of-band noise and discrete signalinterferers. The mixer and tunablelocal oscillator translate the RF inputdown to an IF frequency of 225 MHz.An IF bandpass filter excludes all sig-nals outside an 80-MHz band cen-tered at 225 MHz, delivering an ana-log output suitable for 14- or 16-bitA/D converters.

Low-noise amplifiers and program-mable attenuators in the signal chainboost antenna signal levels to matchthe full-scale input voltage of the A/D.These slot receivers cover the 400-MHzslot between 800 MHz and 3 GHz. Anoverlap of 100 MHz between adjacentslots ensures that any 80-MHz signalband can be accommodated.

Remote Software Radio ReceiversDelivering RF signals from the an-

tenna to the receiver system presents

many challenges, especially when usinglong coaxial cables. The higher the fre-quency, the more signal loss in thecable. To mitigate this, LNBs (low noiseblocks) located on the antenna are com-monly used to downconvert signalsabove 4 GHz (C-band and higher) to a

lower frequency typically often in the L-band (1-2 GHz).

Nevertheless, cables carrying theseanalog signals still suffer degradationand present EMI radiation and suscepti-bility issues. Not only do coaxial cablesimpose a tangible weight impact in air-

Aerospace & Defense Technology, February 2015 27Free Info at http://info.hotims.com/55586-841


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craft and UAVs, they also become maintenance burdens forthe extremely long runs and the salt environment aboardships. Digitizing signals right at the antenna by using some ofthe techniques discussed above offer receiver system engi-neers new ways to overcome problems with analog signaltransmission over cables.

Fortunately, the transmission and distribution of these dig-itized antenna signals can now be handled by new industry-standard gigabit serial digital links and protocols. For exam-ple, GbE and 10-GbE links are now so widely deployed incomputer networks, data processing centers, and WAN/LANservers, that commercial competition has driven down costsof components, switches, bridges, cables, and other infrastruc-ture.

To address these markets, FPGA vendors not only offerbuilt-in PCIe ports, they also offer native lightweight gigabitserial protocols such as Xilinx’s Aurora and Altera’s SerialLite.These, along with SerialFPDP, are ideal for delivering raw A/Dor baseband I+Q samples from an FPGA-based front end lo-cated at the antenna. At the receiving end, host bus adaptersare available for all of these protocols, and many embeddedsystems processors have native interfaces for SerialRapidIOand PCIe.

Each of these gigabit serial links supports both copper andoptical interfaces. Rapidly advancing technology for opticaltransceivers and cables delivers increasingly higher perform-ance, while lowering both cost and power consumption. Sin-gle-mode fiber cables can connect data from remote receiversup to 10 km away. This benefits large antenna array installa-tions that must collect signals from a grid of widely spaced an-tennas.

Optical cables are free from EMI radiation, eliminating in-terference to other electronics in tightly packed manned andunmanned aircraft, as well as offering security against eaves-dropping. They are also immune to EMI pickup from powerfultransmitters, motors, and generators found in ship borne in-stallations. Lastly, optical cables are much lighter than coppercables and are highly resistant to moisture, salt, and chemi-cals.

Software Radio RevisitedThe added benefits of antenna site software radio receivers

are numerous. However, there is no substitute for appropri-ate analog RF signal conditioning prior to A/D conversion,and each technique presents its own application-specifictradeoffs.

Antenna-site FPGAs can implement essential DDC func-tions, and native interfaces can deliver digital baseband sam-ples across industry-standard digital gigabit serial links. Be-cause these links are full-duplex, the same cable provides areverse path for control and status functions from the host.

Digital receiver data can be easily distributed to multipledestinations using low-cost switches and readily archived onstorage servers, as shown in Figure 3.

For sensitive signals and classified information, data en-cryption can be easily included at the antenna before digitaltransmission. Additional pre-processing algorithms such as

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AIntro


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radar pulse-compression, FFT energycalculations, scanning, and thresholddetection can be incorporated withinthe FPGA to reduce transmission datarates and offload these processing tasksfrom the host system.

It is apparent that many applicationscan benefit from pushing front-endsoftware radio functions up the mast tothe antenna as a viable alternative totraditional analog input rack-mountedreceiver systems.

This article was written by Rodger Hosk-ing, Vice President and Co-Founder of Pen-tek, Inc., Upper Saddle River, NJ. For moreinformation, visit http://info.hotims.com/55586-541.

Figure 3. Remote antenna-based software radio RF receivers deliver digital samples through copper or optical gigabit serial links to networked facilities for analy-sis, processing, and storage.

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Battlefield Tactical Info

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University College London (UCL) re-searchers are investigating passive

radar technologies that can see throughwalls using WiFi radio waves. The novelresearch required a real-time, passive(non-cooperative) wireless target detec-tion demonstration system capable oftracking moving bodies through wallsand obstacles. Much like traditionalradar systems, the approach still relieson detecting the Doppler shifts in radiowaves as they reflect off moving objects.However, unlike traditional radar sys-tems that actively transmit radio waves,the passive system relies on the existingWiFi signals that already swamp our air-waves. The complete lack of spectrumoccupation and power emission ensuresthe radar is undetectable, making itideal for military or security surveil-lance in urban settings.

Aside from public defense applica-tions, the passive detection could be ap-plied in a broad range of scenarios, in-cluding crowd and traffic monitoringand human-machine interfacing. Dif-ferent types of wireless signals can beapplied to different situations. For ex-ample, the system could acquire IEEE802.11x signals to detect indoor mov-ing targets for security purposes such ashostage situations. Alternatively, thesame system could monitor cellular sig-nals such as Global System for MobileCommunications (GSM) or Long-TermEvolution (LTE) to detect direction andvelocity of moving vehicles before trig-gering an appropriate machine responseto the detected movement.

Maximizing the versatility of theradar system requires multiple channelsfor compatibility with multiple fre-quency bands. The system should beflexible enough to work with almost anytype of WiFi signal, as well as FM andcellular signals. This relies on flexible RFhardware that can accommodate widefrequency ranges, in addition to easilyreconfigured signal-processing software.

Passive Wireless Detection SystemBased on USRPs

In order to accurately capture targetmovement, at least two receiver channelswere required for frequency-time process-

ing, known as ambiguity analysis. Onechannel locks onto the base radio signalfrom the direct path to a local wirelesssignal transmitter (such as a WiFi router)— this becomes the reference channel.The other receiver channel measures thereference signal as it reflects off a movingtarget — this is the surveillance channel.At the simplest level, the reference andsurveillance signals can be compared toascertain velocity and position of a de-tected target. However, in reality, this re-quires advanced ambiguity analysis,cross-correlation, Fourier transformation,and intelligent error detection.

For the research, a two-channeldemonstration system was built thatused any available WiFi (IEEE 802.11x)signal to detect moving objects or bod-ies behind closed doors. At the heart ofthe system were two USRP-2921 RFtransceivers used to receive the refer-ence and surveillance signals. Not onlydid the USRPs meet accuracy and fre-quency range requirements, but theirsoftware-defined nature helped rapidlyiterate algorithm designs.

From a software perspective, Lab-VIEW from National Instruments(Austin, TX) was chosen. The requiredambiguity analysis, which includes in-depth vector calculations and visualiza-tion, required complex, multithreadedprocessing operations, which would bedifficult to implement in traditionaltextual languages. Since LabVIEW is aninherently multithreading developmenttool, it reduced code complexity. This,

combined with other features, includ-ing intuitive graphical programmingand built-in design patterns, reduceddevelopment time by weeks.

The NI USRP platform is available onmultiple frequency bands, covering 50MHz to 5.9 GHz, so the passive radar sys-tem could cover a range of wireless sig-nals including FM, GSM, LTE, IEEE802.11x, IEEE 802.16, and digital audiobroadcasting (DAB) or digital videobroadcasting (DVB). On each frequencyband, a 20-MHz baseband I/Q bandwidthstreaming at 25 MS/s was used for host-based processing with LabVIEW. Thebandwidth is large enough to capture thewidest communication signals used forthe passive target detection demo.

Besides wide-frequency band cover-age, another advantage of USRP is that itincludes a dedicated port for daisy-chain-ing and synchronizing advanced multi-ple input, multiple output (MIMO) sys-tems. This will be very useful as the radarsystem is extended for future research.

To program the USRP, LabVIEW pro-vides an API that enabled researchers toopen, configure, and initiate receiver ses-sions; set parameters such as center fre-quency, IQ sampling rate, channel gain,and length of samples; and receive datafrom the air. The API offers complex dou-ble and half-precision floating-point datafor adapting to different processing accu-racy and speed requirements. Once ac-quired, ambiguity processing is appliedto IQ data using the mathematics andsignal processing tools in LabVIEW.

Figure 1. Hostage situation monitoring using the radar system.

Tracking WiFi Signals to Passively See Through Walls

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With USRP and LabVIEW, the passivewireless detection demo was built andtested very quickly. Using functionsbuilt into LabVIEW, a series of vectoroperations, such as array subset, index-ing array, array reshaping and analysis,could be implemented efficiently in asingle block. Tailored fast Fourier trans-forms using built-in LabVIEW signalprocessing functions saved computingand programming time.

Following time-frequency ambiguityanalysis, a threshold was applied thatdynamically changes with the environ-ment to processed signals to determinewhether the detected result is a real tar-get or false alarm.

Proving the Concept Two detection scenarios were used to

demonstrate the capabilities of the de-signed system. The first scenario was todetect a walking person using WiFi sig-nal emissions from a common WiFi ac-cess point (AP) that has 15 dBm. In theexperimental setup, a 25-cm-thick brickwall separated the reference and surveil-lance antenna from the person and theWiFi AP (Figure 1). Both reference andsurveillance signals are digitized by theUSRPs and processed in LabVIEW.

The second scenario was to detectbody gestures through the wall using thesame experimental environment. Thedifference between these two scenariosis type and magnitude of human targetmovement. In order to detect the smallmovement in the second scenario, dif-ferent software processing parametersare used for longer integration time andlowered detection thresholding.

Figure 2 shows the detection resultsfor scenario 1, where a person is walk-ing back and forth. The LabVIEW frontpanel presents the instant Doppler sur-face results (upper left), determinedtarget (upper middle), spectrum of thetarget range bin (upper right), Dopplerrecord showing a 60-minute detectionhistory (bottom left), and target inten-sity index record (bottom right). Thethreshold is applied on the target in-tensity index, so when a detected sig-nal exceeds a certain level, the systemwill treat the current detection as avalid target. The Doppler record graph(bottom left) shows clear positive and

negative Doppler shifts, which corre-spond to forward and backward walk-ing directions.

Figure 3 shows the detection results ofsmaller body movements as a persontransitions from squatting to standingstances. In this case, the system can rec-ognize less than 1 Hz Doppler discrepan-cies caused by the small disturbance.Each periodic wave represents a detectedsquatting-standing gesture cycle, wherea positive Doppler shift means that acertain body part is approaching the sur-veillance antenna. The radar system has

progressed to detect even smaller move-ments, such as hand gestures.

Experimental results gained via theUSRP-based radar system have defi-nitely proven the concept of through-wall passive WiFi sensing. In addition,with the high sensitivity of the NI solu-tion, smaller movements than we ini-tially thought possible can be detected.

This article was written by Bo Tan ofUniversity College London using softwareand hardware from National Instruments.For more information, visit http://info.hotims.com/55586-542.

Figure 2. Detecting a walking person through a wall (scenario 1).

Figure 3. Detecting a body gesture of a human subject through a wall (scenario 2).

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AIntro

Detecting Trace Levels of Explosives Using VibrationalSum Frequency SpectroscopyVSFS technology can also be used to check for explosive traces on packages and suitcases.

Office of Naval Research, Arlington, Virginia

The threat of improvised explosivedevices (IEDs) to human life is

grave, and countering this threat is ahigh priority for force protection dur-ing military operations. Remote,standoff detection of in-place IEDswould be a significant step forward inmitigating the threat posed by theseweapons.

Because of the low vapor pressures ofmost high explosives (HEs), it is ex-tremely difficult to detect their presencein the gas phase using methods thatmight be adapted as standoff systems.For example, although cavity ring-downlaser spectroscopy (CRLS) has the sensi-tivity to detect explosives in the gasphase, it is not amenable to standoff ap-plication. However, explosives areknown to adsorb on surfaces due to theirhigh electronegativity and low vaporpressure, and methods relying on detect-ing their presence on surfaces showpromise for remote-sensing applications.

Standoff detection of trace levels ofexplosives would be of great benefit inidentifying the location of hidden ex-plosive devices and locations wherethese munitions are assembled. Previ-ous research investigated the use ofthe nonlinear optical technique vibra-tional sum frequency spectroscopy(VSFS) for standoff detection of tracelevels of explosives on surfaces.

VSFS combines a visible laser beamand a tunable infrared laser beam atthe interface with the energy range ofthe tunable IR laser overlapping withthe energies of vibrational modes ofmolecules present at the interface. Byscanning the energy of the IR laser andmonitoring the generated sum fre-quency signal, one obtains a vibra-tional spectrum of the interfacial mol-ecules.

VSFS can detect 2,4,6-trinitrophenol(picric acid), 2,4,6-trinitrotoluene(TNT) and 1,3,5-trinitro-1,3,5-triazacy-clohexane (RDX) at surface concentra-tions as low as 300 ng cm-2. Because

these surface concentrations are typi-cal of what might be found on surfacescontaining adventitious contamina-tion of explosives, these laboratory re-sults indicate that VSFS could be usedas a remote-sensing probe for detectingtrace levels of explosives. However, inorder for a method to be useful for op-eration detection of explosives, it mustbe demonstrated that the signal gener-ated by explosives can be detected inthe presence of environmental con-tamination on a variety of substrates.

The objectives of this work were tounderstand the nonlinear optical re-sponse of explosives on surfaces thatare typically encountered in urban en-vironments, determine if environmen-tal contaminants produce signaturesthat would mimic those from explo-sives, and demonstrate that VSFS sig-nals can be detected at standoff dis-tances of up to five meters.

As a trace detection method, VSFShas the advantages of being non-con-tact and non-destructive with sub-sec-

ond detection times. Therefore, a highexplosives detection method for de-tecting IEDs or portal defense based onVSFS could provide standoff trace de-tecting for IEDs, and increase thethroughput of package screening (interms of objects scanned per minute)for portal defense. Furthermore, be-cause VSFS does not degrade contami-nants on surfaces, a positive detectionresult leaves any explosives detectedin place for subsequent forensic analy-sis such as fingerprint identification.This research has shown that VSFSprovides high chemical selectivity fornitro-containing HEs in the presenceof environmental chemical contami-nation.

Experiments have demonstratedthat the VSFS response of nitro-con-taining explosive crystals adsorbed onsurfaces is largely independent of sur-face contamination or chemical com-plexity. Range-insensitive optical con-figurations for performing VSFSmeasurements are possible, and detec-

Schematic diagram of the VSFS configuration used to conduct standoff tests on a moving luggagecarousel.

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Tech Briefs

tion using the method at standoff dis-tances of up to 2.2 meters has beendemonstrated. Detection time usingVSFS is rapid, and the method can de-tect trace levels of urea from suitcasesmoving on a baggage carousel (see fig-ure). In the case of RDX, preparation

of samples via recrystallization fromsolvents produces different crystalstructures than found in operationalexplosive samples, and this affectsVSFS signal response.

This work was done by William Asherof the University of Washington Applied

Physics Laboratory for the Office of NavalResearch. For more information,download the Technical SupportPackage (free white paper) atwww.aerodefensetech.com/tsp underthe Physical Sciences category. ONR-0033

Reduced Order Modeling for Rapid Simulation of BlastEvents of a Military Ground Vehicle and its OccupantsThis method determines effects of blast loading on soldier injuries.

Army TARDEC, Warren, Michigan

Improvised Explosive Devices (IEDs)pose a significant threat to military

ground vehicles and soldiers in thefield. Full-system end-to-end models,as well as Reduced Order Modelingand Simulation (M&S) methodolo-gies, are extensively used for the de-

velopment of blast-worthy groundvehicles.

Due to the severity of forces exerted bya blast, ground vehicles may undergomultiple sub-events subsequent to IEDexplosion, including local structural de-formation of the floor, blast-off, free

flight, and slam-down. Depending on thelocation of the IED under the vehicle, thevehicle may also be subjected to rollover.To understand injuries sustained by sol-diers under all of the various loading con-ditions, it is imperative to analyze the im-pact of each sub-event on soldier injuries.

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Using traditional finite element analysistechniques to evaluate an entire event isinefficient, as calculation times may ex-ceed several days for one simulation of upto 300 milliseconds. Therefore, there is aneed for a computationally efficient toolor methodology to simulate the entireblast event in faster turnaround simula-tion time.

The main objective of this project wasto develop a computationally efficientreduced order simulation model capableof analyzing end-to-end performance ofmilitary ground vehicles subjected toblast loading. This model will be used todetermine the effects of blast loading onsoldier injuries, including during theblast-off, potential rollover, and slam-down phases. MADYMO is a leading de-sign and analysis software for occupantsafety systems in the safety/crashworthi-ness industry, and is known for fast andaccurate calculation of injury risks andsafety system performance, and for itsaccurate library of crash dummy andhuman body computer models.

Execution of the project was dividedinto four major tasks: development ofthe vehicle model, integration of occu-pant and restraint systems, implementa-tion of several blast loading methods,and analysis of vehicle and occupant re-sults and comparison of models.

For development of the vehicle model,a simplified generic ground vehicle

model was integrated in MADYMO usinga combination of rigid body and finite el-ement techniques equivalent to the LS-Dyna full finite element ground vehiclemodel. The integration consisted of re-quired geometric details of each compo-nent and sub-assembly of the vehicle,material properties of the structure andseats, and energy absorption characteris-tics of the seats. Typical suspension andseat models were integrated into theMADYMO ground vehicle model.

A commercial 50th Percentile HybridIII occupant model was integrated intothe MADYMO ground vehicle model,and a standard seatbelt was routedaround the occupant model and con-nected to the vehicle anchor locations.

Different loading methods inMADYMO were developed and imple-mented to apply representative blastloading to the underbody of ground ve-hicle model. Loading methods identi-fied were impulse-based vertical loadinginto the vehicle, prescribed accelerativevertical motion, and prescribed effectiveblast pressure map to the vehicle struc-ture. The modified ground vehiclemodel was integrated with the loadingmethod to develop a reduced order blastsimulation model.

An analysis captured sub-events offloor deformation, vehicle rigid body re-sponse, and occupant response duringthe blast-off phase, and vehicle/occu-

pant response consisting of potentialrollover during the slam-down phase.

Several different methods were at-tempted to model the blast loading onthe vehicle and the occupant inMADYMO. A vertical acceleration pulsewas applied to the vehicle rigid body.The sample pulse has a maximum accel-eration of about 180 g’s. When themodel ran with this acceleration, themotion of the vehicle was not changedwhen the mass of the vehicle changed.Due to the limitation of the accelera-tion pulse-based loading method, aforce (or impulse)-based loadingmethod was developed. In this method,instead of prescribing the vehicle mo-tion through acceleration pulse, a forceprofile (time-history) would be appliedto the vehicle.

In the first case, loading was appliedto the center of gravity of the vehicle,causing blast-off and slam-down. Next,a load was applied to the center of thehull side edge, causing blast-off, partialrollover, and slam-down. Finally, a loadwas applied to the lower front corner ofthe vehicle, which also caused lift-off,partial rollover, and slam-down. Theseload application points are shown inthe figure.

Three different vehicle model typeswere developed and integrated withthree different loading methods for re-duced order simulation of full blastevents. Occupant responses were basedon generic seat properties and assumeddummy position, which can be modi-fied for different vehicle configurations.For blast pressure models, the head,chest, and pelvis accelerations are rela-tively low. However, the tibia forces arehigh due to the deformation of the floor,which contacts the feet, applying force.For a jump and roll model – which sim-ulates blast-off, partial rollover, andslam-down – the head, chest, and pelvisaccelerations are high due to the acceler-ation of the vehicle.

This work was done by Jaisankar Rama-lingam and Ravi Thyagarajan of the ArmyTARDEC, and Sherri Chandra of TASS Inter-national. For more information, down-load the Technical Support Package (freewhite paper) at www.aerodefensetech.com/tsp under the Information Technol-ogy category. ARL-0171

Blast loading was applied to three different locations on the vehicle: (top row) the center of gravity of thevehicle, (center row) the center of the hull side edge, and (bottom) the lower front corner.

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Software Tool Enables High-Fidelity Simulation of Explosive Device EffectsThese tools quantify explosion output to compute the effects of weapons such as IEDs.

Naval Surface Warfare Center, Indian Head, Maryland

High-fidelity simulation tools areused as an acceptable surrogate for

real-world tests. These tools acceleratedevelopment and reduce cost, whileinforming weapons development andsystems survivability for defense andhomeland security applications. Asweapons grew in complexity, analyti-cal methods became insufficient andhigh-fidelity computational methodsbecame necessary.

In the late 1980s, undersea weaponsresearchers recognized the potential ofmodeling and simulation to aid inweapon design. The goal was to compu-tationally assess new concepts in order togreatly reduce the amount of physical

testing needed to field a weapon, therebysaving time, money, and personnel.

Emerging computing power madethis possible, but weapons effects soft-ware was needed. The U.S. Navy evalu-ated available commercial and govern-ment software capabilities. TheDynamic System Mechanics AdvancedSimulation (DYSMAS) software, devel-oped in Germany, took an innovativeapproach to predicting underwater ex-plosion effects and the response ofnaval targets. In 1993, Germany pro-vided the software to the United Statesfor evaluation.

Initial evaluation led to three inter-national project agreements focused

on jointly enhancing and validatingthe software. All of the original soft-ware modules have been upgraded orreplaced, resulting in a fast, modernsoftware package that harnesses thepower of the Department of Defense’slargest supercomputers. The U.S.-Ger-man collaboration has focused on val-idating the software against real-worldtests. Consequently, DYSMAS is nowthe most extensively validated full-physics software for predicting under-water explosions and their effects onmarine structures.

The capabilities of DYSMAS for pre-dicting weapons effects are not lim-ited to naval applications. DYSMAS

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enjoys a wide user base spanningmultiple government agencies, and itis solving real-world problems affect-ing sea war, land war, and homelandsecurity.

The punishing effects of impro-vised explosive devices (IEDs) usedagainst U.S. forces in Iraq andAfghanistan are well documented.Mitigating the IED threat was critical,but the IED signature in Afghanistandiffered from that encountered inIraq. Those in Afghanistan typicallyuse fertilizer-based “homemade” ex-plosives (HMEs). Researchers at In-dian Head performed tests to quantifyHME explosion output, and providedthe data required to develop a com-putational model of the HME. Oncedeveloped, the HME model was vali-dated by both Indian Head and Armyresearchers for use in DYSMAS andother software packages.

Despite an in-depth understandingof IEDs, efforts to detect IEDs beforedetonation, and the development ofunder-body kits and blast-mitigatingseats, IED blasts continue to be amajor source of casualties today. Bet-ter solutions are needed, and model-ing and simulation continues to playan important role in the developmentand assessment process.

DYSMAS is being enhanced to do abetter job of modeling soils and theloading that a buried blast transmitsto a vehicle and its occupants — a dif-

ficult and complexproblem given thewide range of soilsand emplacementconditions that mustbe considered. DYS-MAS also has beenused to assess mine-rollers for MarineCorps vehicles and,recently, to studyblast-induced trau-matic brain injury.The goal is to under-stand the biome-chanical response ofthe brain, enablingthe development ofprotective technolo-gies.

Dams are designated as critical in-frastructure in the United States.They are important national assetsthat provide water, power, and flood-control to many Americans, but damsalso hold back tremendous amountsof potential energy that, if released,can have devastating consequences.DYSMAS is used to study cratering ofearthen dams and blast effects againstarch dams and spillway gates.

DYSMAS has been used to assessother critical infrastructure, includ-ing that found in and around harborsand other waterways. Many pipelines,carrying energy supplies such as oiland gas, transit harbors and water-ways on the sea floor. A major prob-lem for explosive ordnance disposal(EOD) operations lies in assessing therisk to such assets when threats arefound. DYSMAS has supported theEOD mission by analyzing the haz-ards to pipelines and enabling the de-velopment of safe standoff guidancefor EOD operations. In related stud-ies, DYSMAS has been used to assessthe vulnerability of bridges and drydocks to explosions.

This work was done by John Hender-shot and Robert Kaczmarek of the NavalSurface Warfare Center. For more in-formation, download the TechnicalSupport Package (free white paper)at www.aerodefensetech.com/tspunder the Software category. NRL-0063

Tech Briefs




Product Spotlight

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Master Bond epoxy EP79FL is a silver coated,nickel filled polymer system that forms durablebonds even at extreme cryogenic temperatures. Itis electrically conductive and features thermalcycling resistance. EP79FL is a strong and flexiblesystem with exceptional chemical resistance prop-erties. .www.masterbond.com/tds/ep79fl

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INTRODUCINGCOMSOL 5.0COMSOL redefined theengineering simulation mar-ket with the release of COM-SOL Multiphysics® softwareversion 5.0, featuring thenew and revolutionaryApplication Builder. COM-

SOL users can now build applications for use byengineering and manufacturing departments,expanding accessibility to their expertise and tocutting-edge simulation solutions. See how at comsol.com/release/5.0

COMSOL, Inc.

A DYSMAS computer simulation graphs the extent of a blast crater froma replicated IED.


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

other companies considered nearly impossible tomake. Our specialty? Precision custom moldedparts at a competitive price with on time delivery.Injection, transfer and compression molding ofSilicone, Viton, Neoprene, etc. Hawthorne RubberManufacturing Corp., 35 Fourth Ave., Hawthorne,NJ 07506; Tel: 973-427-3337, Fax: 800-643-2580,www.HawthorneRubber.com

Hawthorne Rubber


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Technology Update

Toho Tenax Co., Ltd. announcedNov. 6 that it has developed a new

prepreg — a carbon-fiber sheet pre-im-pregnated with matrix resin — that of-fers super-high-heat and -oxidation re-sistance suited to aircraft andautomotive engine compartments.

The new bismaleimide resin-impreg-nated prepreg does not reach glass-tran-sition below 320°C (608°F), the result ofToho Tenax’s original resin-formulationtechnology. Transition temperaturesaround 200°C (392°F) are typical ofother prepegs, according to a companyspokesperson. The supplier declined toprovide any more details on the resincomposition and its development pro-gram due to non-disclosure agreements(NDAs).

The new prepeg also maintains oxida-tion resistance without heat cracksunder continuous use in the upper200°C (lower to mid 500°F) range. Thiscapability is what makes the technologyunique, the spokesperson said.

Conventional bismaleimide resin-im-pregnated prepreg already has beenused for high-temperature applicationssuch as automotive and motorbike en-gine compartments, but it has experi-enced degradation, according to TohoTenax, due to resin oxidation after con-tinuous use at high temperatures. Forexample, microcracks can form after re-peated heat expansion and contraction.

The super-heat-resistant prepeg curesat 180°C (360°F) for 2 h in the mold,then at 210°C (410°F)/9 h, 250°C

(480°F)/10 h, and 270°C(520°F)/10 h without themold for post-cure. Theproduction volume/limitfor this new prepeg hasnot been fixed, thespokesperson said.

Production applica-tions are currently inprogress in the aerospaceindustry, but again detailscould not be provideddue to NDAs with clients.

Aerospace has been atraditional focus area forToho Tenax, but theJapanese materials sup-plier is now expandingthe scope of its technology develop-ment to include other high-heat appli-cations such as ground vehicles. For ex-ample, the company announced Nov. 5another prepeg development—this oneinitially targeted for automotive appli-cations and focused on rapid curing forincreased productivity.

The new prepreg, which is said to fea-ture excellent surface texture andformability, cures in 3 min at 150°C(300°F) and minimizes resin being ex-pelled from the prepreg due to moldingpressure. The result is an increase inproduction efficiency “by a factor ofmany dozens,” according to TohoTenax, which will allow the company toraise annual production capacity to50,000 carbon-fiber-reinforced plastic(CFRP) sets.

Toho Tenax plans to explore opportu-nities for aircraft and other fields, in-cluding sports equipment, with thisnew prepeg due to its formability at lowpressure of around 0.5 MPa (70 psi). Aflame-resistant feature now under de-velopment is expected to further ex-pand applications to consumer elec-tronics and other general applications.

The materials supplier also intends todevelop CFRP technologies for struc-tural parts. “Material development forfirst and second structural members ofaircrafts and frame of automobiles arein progress,” the spokesperson shared.

Toho Tenax is the core company ofthe Teijin Group’s carbon fibers andcomposites business.

Ryan Gehm

Toho Tenax Develops 'Super-Heat-Resistant' Prepreg for Engine Apps

Toho Tenax’s new bismaleimide resin-impregnated prepreg does notreach glass-transition below 320°C (610°F). Production applicationsare currently in progress in the aerospace industry.

Sikorsky’s All-New Raider Helicopter Prototype is Ready to Fly

Sikorsky Aircraft unveiled in earlyOctober the first of two S-97 Raider

lightweight tactical helicopter proto-types. In 2015 Sikorsky plans to offerthe S-97 as a replacement for the U.S.Army’s OH-58D Kiowa Warrior heli-copter fleet.

The program began four years ago,and since that time military budgetshave dramatically dwindled. It was nodoubt to the benefit of the programthat it was structured as 100% industry

funded to minimize funding risks.Sikorsky provided 75% of the invest-ment, and 53 principal suppliers pro-vided the remaining funding.

“Raider marks the first unveiling of anew relevant rotorcraft configurationin 30 years,” said Mark Miller, VicePresident of Research & Engineering atSikorsky, a subsidiary of UTC. “We kepta close eye on lowering development,production, and support costs whileincreasing productivity and quality.

We are looking forward to getting airunder its tires and expanding the enve-lope in flight test in the comingmonths.”

Based on the rotor coaxial designused in Sikorsky’s X2 technologydemonstrator, the S-97 features next-generation technologies in a multi-mission configuration (armed aerialscout or light assault). The X2 not onlyproved its capability to reach 250 knot,it also demonstrated low pilot work-

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load and low acoustic signature for in-creased survivability, says Sikorsky.

Raider is expected to improve on theX2 demonstrator by showcasing preci-sion maneuvers in low flight speed,high g turning maneuvers at over 200knots, hot day hover performance at al-titudes up to 10,000 ft, and significantimprovements in payload and flight en-durance compared with conventionallight tactical helicopters. Sikorsky citesthat the S-97 will offer a 40% increase inpayload and a 100% increase in en-durance over conventional helicopters.

The fly-by-wire helicopter will featurecounter-rotating rigid main rotor bladesfor lift and forward flight, and a pusherpropeller for high-speed accelerationand deceleration. The latter feature con-tributes to it achieving cruise speeds upto 220 knots, more than double thespeed of conventional helicopters. Dashspeeds are expected to be up to 240knots or higher.


Technology Update

Sikorsky Aircraft has unveiled its S-97 Raider helicopter, the first armed reconnaissance rotorcraft featur-ing X2 technology. Its coaxial counter-rotating main rotors and pusher propeller provide enable cruisespeeds up to 220 knots, more than double the speed of conventional helicopters.

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Technology Update

The single-engine aircraft features a composite airframefrom Aurora Flight Sciences and a maximum gross weight ofslightly more than 11,000 lb.

“The Raider fuselage was designed around a set of rigorousrequirements necessary for this next-generation aircraft,”said Aurora President and COO Mark Cherry. “We appliedour experience developing the composite main rotor pylonfor the Sikorsky-built CH-53K heavy lift helicopter, and con-sequently our understanding of Sikorsky’s design and manu-facturing methodologies, to influence the Raider fuselage’spreliminary and detailed designs, and subsequent develop-ment of the associated tooling.”

The cockpit will fit two pilots, seated side-by-side. Forarmed reconnaissance and light attack missions, the 36-ftlong aircraft can carry a variety of sensors and externallymounted weapons, with the flexibility to house additionalfuel and ammunition for extended missions. In a light util-ity or special operations configuration, the cabin will carryup to six troops.

It was just May when Sikorsky first turned on electricalpower to the S-97 at Sikorsky’s Development Flight Center inFlorida, where the aircraft are being assembled.

The successful powering on meant that the cockpit multi-function displays and control display unit (CDU) were opera-tional, as were the CDU controlled electronic circuit breakers.The aircraft then underwent electrical power and avionics Ac-ceptance Test Procedures to complete the checkout of the re-maining avionics, electrical, and flight control systems.

“The aircraft comes to life when power goes on,” said S-97Program Manager Mark Hammond. He also gave a shout outto several Raider suppliers that “played a critical role inachieving the power on milestone,” including the SikorskyAvionics Product Center, Esterline-Korry, Esterline-Mason,United Technologies Aerospace Systems, Lockheed Martin,Garmin, Avionics Instruments, BAE, Honeywell, Pacific Sci-entific, Northrup Grumman, Meggitt, and LMS.

Jean L. Broge

The single-engine S-97 features a composite airframe and a maximum grossweight of slightly more than 11,000 lb. The cockpit will fit two pilots, seatedside-by-side, and its cabin space will carry up to six troops, or additional fueland ammunition for extended missions.

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Mine-Sweeping DeviceMinelab ElectronicsTorrensville, Australia61-8-8238-0888www.minelab.com

NIITEKDulles, VA703-661-0283 www.niitek.com

Minelab Electronics, an Australian company knownfor its metal detectors, has partnered with NIITEK,

a Dulles, VA-based developer of ground-penetratingradar, to produce a mine-sweeping device that detectsboth metal and shapes in the ground. Together they


Application Briefs

Flight Critical Power ElectronicsCrane Aerospace & ElectronicsLynwood, WA425-743-8321www.craneae.com

Crane Aerospace & Electronics, Power Solutions, will besupplying flight critical power electronics for the new

COMAC C919 family of narrow body aircraft being built inChina. COMAC is an acronym for the Commercial AircraftCorporation of China, Ltd. It is a short-medium range com-mercial trunk liner that will feature a substantial amount ofindigenous intellectual property. Its all-economy class layoutentails 168 seats, and the hybrid class layout will feature 156seats. The basic version is designed to cover a range of 4,075km, while the enhanced version can stretch to 5,555 km. Itseconomic life is designed to be 90,000 flying hours, or 30 cal-endar years.

Crane’s ELDEC® Power Conditioning Modules (PCM) willprovide flight critical and reliable power management andconversion for the AVIAGE SYSTEMS Cabinet Computing Re-source (CCR) supplied to COMAC. Crane’s PCM selects, con-ditions and applies the proper power source to the CCR. Itprovides isolation between the aircraft power systems and theCCR avionics modules. The PCM input filter removes aircrafttransients and provides reliable source power for the avionicswhile powering the cabinet fan and control valve.

Established in March 2012, AVIAGE SYSTEMS is a 50/50joint venture between General Electric Company (GE) andAviation Industry Corporation of China (AVIC). The com-pany innovates and brings to market superior high-value so-lutions and services in fully integrated, open architectureavionics for the next generation of commercial aircraft pro-grams, such as the COMAC C919.

Crane Aerospace & Electronics, Power Solutions, will alsobe supplying ELDEC® Power Conditioning Modules (PCM) to

provide flight critical and reliable power management andconversion for the Honeywell Flight Control Electronics (FCE)being supplied to COMAC. The FCE is part of the flight con-trol fly-by-wire system that will be utilized on the COMACC919 family of narrow body aircraft. Fly-by-wire systems en-able an electronic interface between the cockpit and the air-craft flight control surfaces.

In this application, Crane’s PCM selects the proper source,conditions and supplies uninterruptable power to the FCE.To ensure availability of power under all conditions, thePCM can select from three independent power sources. Itprovides isolation between the aircraft power systems, re-moves transients and provides reliable power for this criticalequipment.

For Free Info Visit http://info.hotims.com/55586-509

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Application Briefs

Integrated Underwater SecuritySystemATLAS ELEKTRONIK UKWinfrith Newburgh, Dorchester, UK+44-1305-212400www.uk.atlas-elektronik.com

SIGNALIS SASBezons, France+33-1-39-96-44-44 www.signalis.com

Effective surveillance of coastal border areas requires the useof very sensitive and advanced radar systems and process-

ing software. SIGNALIS and ATLAS ELEKTRONIK have jointlydeveloped an interface for Cerberus Mod 2 Diver DetectionSonar (DDS), providing a fully integrated underwater surveil-lance and security system.

STYRIS®, the SIGNALIS Integrated Maritime Surveillanceand Security software technology, collects, processes, fuses,and displays data from a widerange of external sensors, suchas radars, AIS, RDF, cameras,weather stations, and now theCerberus Mod 2 DDS. In thisparticular application, STYRISprovides protection and situa-tional awareness in the under-water domain. Using uniquesoftware algorithms, the sys-tem detects, tracks, and corre-lates vessels and small aboveand underwater targets in themaritime environment. Multi-ple sensors can be integratedto present what is known as aRecognized Maritime Picture.The STYRIS technologyprocesses and displays datafrom multiple radar systems,

using the advanced processing algorithms to track data, ana-lyze target patterns, and identify suspicious behavior.

Cerberus Mod 2, the latest offering of ATLAS ELEKTRONIKUK diver detection sonar, detects and classifies open andclosed circuit divers, swimmers, swimmer delivery vehicles(SDVs), and underwater vehicles. The lightweight technology,qualified for military use, can be configured for various envi-ronments and applications, such as permanent seabed instal-lation for 24/7 port and harbor security and surveillance. TheCerberus Mod 2 DDS also allows operators to detect, track,and classify potential underwater intruders in busy harborsand ports. Cerberus uses advanced sonar processing algo-rithms to spot underwater targets at ranges of over 900 m infavorable sonar conditions.

The integration of the Cerberus Portable Diver DetectionSonar into the STYRIS product provides a DDS underwaterpicture with above-water sensors. The combination of tech-nologies enables surveillance and tracking of surface and sub-surface targets, sensor integration, and a broader overall secu-rity system.


have won a contract to supply a mounted mine detection sys-tem for US Husky Detection System (HMDS) military vehicles.

The device, a combination of Minelab's Single TransmitMultiple Receive (STMR) array and NIITEK’s radar, revealsboth shapes and underground metal, thereby achievinghigh probabilities of detection and low false alarm rates.The STMR system has been used in humanitarian deminingoperations for the past eight years and has undergone con-tinuous improvement and development. Marrying theMinelab and NIITEK technology together has taken twoyears of testing to ensure it could find anti-personnel land-mines, anti-tank landmines, as well as Improvised ExplosiveDevices.

With final development set for June 2016, the partnershiphas the potential to outfit the hundreds of Husky Mine Detec-tion Systems currently deployed by the US military.

The Husky VMMD, which was originally developed in the1970s, incorporates a V-shaped hull offering optimum protec-tion against blasts. The cabin is fitted with a bullet-proof glasswindow and a single hatch is provided on the top. The Huskyvehicle is currently equipped with NIITEK's VISOR™ 2500Ground Penetrating Radar (GPR), with four panelled 3.2marray at the front. The GPR detects the mines and explosivesby using hydraulically-controlled deploy and retract modes.


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New Products

Digitally Controlled PIN DiodeAttenuator

Model A3P-68N-3 from G.T. Mi-crowave (Randolph, NJ) is a digi-tally controlled PIN diode attenua-tor that operates from 6.0-18.0GHz. It is capable of 32 dB range in0.125 monotonic dB steps with a supply voltage of +/-12 to +/-15 VDC @ +/- 100 mA. The attenuation flatness is +/- 2.0 dBand the operating temperature range of 0 to +50°C with a co-efficient of +/- 0.03 degrees. With a maximum V.S.W.R. of1.9:1 and an insertion loss less than 3.25 dB. This device oper-ates with a handling power of +13 dBm CW, 1.0 Watt max; via8 BITs of TTL compatible binary logic and a switching speedless than 1.0 μSec max. The package size is 2.00 × 2.50 × 0.75inch.


1 GHz, 10 GS/s OscilloscopeTeledyne LeCroy (Chestnut Ridge, NY) has introduced the

WaveSurfer 10 oscilloscope. Offering 1 GHz and 10 GS/s, theWaveSurfer 10 combines the MAUIadvanced user interface with power-ful waveform processing, in addi-tion to advanced math, measure-ment and debug tools, and a 10.4"touch screen display. The high sam-ple rate of 10 GS/s on all 4 channels,32 Mpts of memory, sequence mode

segmented memory, history mode waveform playback, 13 ad-ditional math functions, and 2 simultaneous math traces en-able the WaveSurfer 10 to perform advanced analysis on longcaptures with 10x oversampling to find the root cause of prob-lems. The LabNotebook documentation and report generationtool provides a fast way to save waveforms, save setups andscreen images, report results, and view offline.


Embedded Switch FabricsMercury Systems, Inc. (Chelms-

ford, MA) has announced itsMicro Via Radial Interconnect(MVRI) technology. MVRI im-proves OpenVPX™ switch fabricinterconnect data rates by increas-ing the signal integrity margin approximately three-fold, en-abling switch fabrics and point-to-point connections to runfaster and more reliably. MVRI technology is scalable, enablingit to support signaling rates greater than 14 wGbaud per chan-nel. Planned future fabric implementations, using InfiniBandenhanced data rate (EDR) or 100Gb Ethernet, especially benefitfrom the performance boost MVRI technology delivers. Intel®Xeon® server-class OpenVPX ecosystems in combination withthe latest InfiniBand and Ethernet switch fabrics provide theembedded processing capability needed for challenging elec-tronic warfare (EW) and C4ISR processing applications.


Data Acquisition ModuleDiamond Systems Corp. (Moun-

tain View, CA) has introduced DS-MPE-DAQ0804, a rugged data ac-quisition PCIe MiniCard module.The DS-MPE-DAQ0804 offers eight16-bit analog input channels, four 16-bit analog output chan-nels, and 21 configurable digital I/O lines in a PCIe MiniCardform factor, with an extended operating temperature of -40 °Cto +85 °C. The analog inputs provide single-ended and differ-ential capability, 4 programmable input ranges, and 100 KHzaggregate sample rate. Features of the analog input circuitryinclude an integrated programmable timer to control A/Dsample rates automatically.


VPX Single Board ComputerGE Intelligent Platforms (Charlottesville, VA) has an-

nounced the SBC626 rugged 6U VPX single board computer(SBC). The technology features the quad-core 4th generationIntel ®Core™ i7 processor (Haswell). The Haswell processor

supports PCI Express® Gen3 tech-nology and USB 3.0, providingbandwidth for on-board and off-board connectivity.

The SBC626 also includes an op-tional Security Hub field program-

mable gate array. The FPGA combines a mix of passive and ac-tive features to allow users to develop an onboard anti-tampercapability. The computer also provides support for AXIS, GE’sAdvanced Multiprocessor Integrated Software developmentenvironment.


Digital Input BoardUnited Electronic Industries (UEI) (Walpole, MA) has re-

leased the DNx-DIO-449, 48 channel, digital input board. Theboard is compatible with all of UEI’s popular Cube, RACKtan-gle and FlatRACK chassis. Features include: Input range from3.3 V to 150 V; monitors both AC and DC inputs; monitorscontact closures without external com-ponents; fully programmable logichigh/low levels and hysteresis; auto-matic change-of-state detection with200 μS resolution time stamps; built-inA/D for analog voltage measurement ofeach input; internal signal injection forBIT (Built-In-self-Test).

Software included with the DNx-DIO-449 supports all pop-ular Windows programming languages. UEI also provides fac-tory written drivers for all popular non-Windows operatingsystems including Linux, QNX, VxWorks, RTX, InTime, andmore. Finally, the UEIDAQ Framework supplies complete sup-port for applications created in data acquisition software pack-ages such as LabVIEW, MATLAB/Simulink, DASYLab or anyapplication supporting ActiveX or OPC servers.


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

Reader ServiceCompany Number Page

ACCES I/O Products . . . . . . . . . . . . . . . . . .839 . . . . . . . . . . . .22

Advanced Circuits . . . . . . . . . . . . . . . . . . .830 . . . . . . . . . . . . .7

Aurora Bearing Co. . . . . . . . . . . . . . . . . . .850 . . . . . . . . . . . .26

Boyd Coating Research Co., Inc. . . . . . . . .837 . . . . . . . . . . . .20

C.R. Onsrud, Inc. . . . . . . . . . . . . . . . . . . . . .826 . . . . . . . . . . . . .1

Coilcraft CPS . . . . . . . . . . . . . . . . . . . . . . . .828 . . . . . . . . . . . . .3

COMSOL, Inc. . . . . . . . . . . . . . . . . . . .846, 855 . . . .36, COV IV

Crane Aerospace & Electronics . . . . . . . .827 . . . . . . . . . . . . .2

CST of America, Inc. . . . . . . . . . . . . . . . . .854 . . . . . . . .COV III

Dexmet Corporation . . . . . . . . . . . . . . . . .852 . . . . . . . . . . . .39

EMCOR Government Services . . . . . . . . .829 . . . . . . . . . . . . .5

Freescale Semiconductor Inc. . . . . . . . . .842 . . . . . . . . . . . .25

Gage Bilt Inc. . . . . . . . . . . . . . . . . . . . . . . . .834 . . . . . . . . . . . .38

IHS Globalspec . . . . . . . . . . . . . . . . . . . . . .825 . . . . . . . . . . . . .9

Hawthorne Rubber Mfg. Corp. . . . . . . . . .847 . . . . . . . . . . . .36

Hunter Products Inc. . . . . . . . . . . . . . . . . . .851 . . . . . . . . . . . .26

Keysight Technologies . . . . . . . . . . . . . . . .833 . . . . . . . . . . . . .11

M.S Kennedy Corporation . . . . . . . . . . . . .831 . . . . . . . . . . . . .8

Master Bond Inc. . . . . . . . . . . . . . . . .848, 853 . . . . . . . .36, 39

Mini-Systems, Inc. . . . . . . . . . . . . . . . . . . . .843 . . . . . . . . . . . .29

New England Wire Technologies . . . . . . .845 . . . . . . . . . . . .35

Omicron USA . . . . . . . . . . . . . . . . . . . . . . .838 . . . . . . . . . . . .21

Omnetics Conn. Corporation . . . . . . . . . .836 . . . . . . . . . . . .17

Pexco, LLC . . . . . . . . . . . . . . . . . . . . . . . . . .840 . . . . . . . . . . . .23

Photon Engineering . . . . . . . . . . . . . . . . . .844 . . . . . . . . . . . .33

Positronic Industries, Inc. . . . . . . . . . . . . .835 . . . . . . . . . . . .13

Proto Labs, Inc. . . . . . . . . . . . . . . . . . . . . . .832 . . . . . . . .COV II

S.I. Tech . . . . . . . . . . . . . . . . . . . . . . . . . . . .849 . . . . . . . . . . . .36

Tech Briefs TV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28

W. L. Gore & Associates . . . . . . . . . . . . . . .841 . . . . . . . . . . . .27


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

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

ADVERTISING ACCOUNT EXECUTIVESMA, NH, ME, VT, RI, Eastern Canada . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Ed Marecki . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Tatiana Marshall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(401) 351-0274CT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Denis O'Malley . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(203) 356-9695 ext. 13NJ, PA, DE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .John Murray . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (973) 409-4685Southeast, TX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Ray Tompkins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(281) 313-1004NY, OH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Ryan Beckman . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(973) 409-4687

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

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

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

852-2369-8788 ext. 11China . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Marco Chang . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86-21-6289-5533 ext.101Taiwan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Howard Lu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .886-4-2329-7318Integrated Media Consultants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Patrick Harvey . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (973) 409-4686 Angelo Danza (973) 874-0271 Scott Williams (973) 545-2464 Rick Rosenberg (973) 545-2565 Todd Holtz (973) 545-2566 Connor Ten Cate (973) 841-6040

Corporate Accounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Stan Greenfield . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (203) 938-2418 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Terri Stange . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (847) 304-8151Reprints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Jill Kaletha . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(866) 879-9144, x168

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What’s Online

Top ProductsSelective LaserSintering System

3D Systems has devel-oped its fastest fab-gradeselective laser sintering(SLS) system yet, theProX 500 Plus. Buildingupon last year’s ProX 500release, the ProX 500Plus continues the com-pany’s efforts to redefineproduction 3-D printing,adding upgraded speeds,higher print resolution,and an expanded range

of engineered composite materials to the line. As with theProX 500, the ProX 500 Plus delivers injection molding-gradeparts without expensive fixed tooling for highly complex andmass customized production. Parts from ProX-series SLS print-ers exhibit long-lasting, fab-grade durability and functionalityas well as smooth surface finish. More detail athttp://articles.sae.org/13729.

Dome-Loaded Pressure RegulatorWITT-Gasetechnik’s dome-loaded pressure regulator is im-

pervious to system pressure and withdrawal fluctuations. Adesign modification to the integrated control pressure regula-tor ensures an almost complete compensation of supply pres-sure and outlet fluctuations. Thus, users can rely on constantconditions in the gas supply at any time. In contrast to spring-loaded pressure regulators, dome-loaded pressure regulatorsare operated by gas pressure. The “control gas” is monitoredvia a separate control pressure regulator. More detail athttp://articles.sae.org/13620.

Simulation SoftwareAVX has released a new version of its SpiCalci simulation

software, an engineering tool that calculates performancecharacteristics and parameters for its switch mode power sup-ply (SMPS) capacitors. Featuring new products, enhancedparts selection and graphing tools, and broader compatibility,the software calculates performance characteristics and pa-rameters for the firm’s advanced multilayer ceramic SMPS ca-pacitors. More detail at http://articles.sae.org/13731.

Laser MeasurementOphir Photonics’ 1000WP-BB-34 high-power water cooled

thermal sensor is designed with the requirement that all ma-terials coming in contact with the cooling water are eithercopper or nonmetallic. This eliminates the possibility of con-taminating the water or corroding the sensor, improving theaccuracy and reliability of the measurements. The sensor fea-tures a 34-mm aperture and a wide dynamic range, measuringpowers from 5 W to 1000 W and energy from 400 mJ to 300J. More detail at http://articles.sae.org/13730.

From Other SAE MagazinesFollowing are recent articles from other magazines by SAE In-

ternational, covering the aerospace, automotive, off-highway,and truck/bus industries.

Magnetic Field LinesMade Visible in 3-Dand Real Time

Scientists at the Fraun-hofer Institute have de-veloped a high-resolutionmagnetic line camera tomeasure magnetic fieldsin real time, which is par-ticularly useful for qual-ity assurance during themanufacture of magnets.Read more at http://articles.sae.org/13706.

MIT Provides Yeast a Different Environment for EthanolTolerance

Ethanol and other alcohols can disrupt yeast cell mem-branes, eventually killing the cells. In research funded bythe MIT Energy Initiative and the U.S. Department of En-ergy, researchers at MIT and the Whitehead Institute forBiomedical Research found that adding potassium and hy-droxide ions to the medium in which yeast grow can helpcells compensate for that membrane damage. Read more athttp://articles.sae.org/13609.

'Reman' Engine Market Steady, but ComplexityChallenges Production Efficiency

High-tech design causes time to remanufacture engines tonearly triple and adds to cost, while used engines remain acompetitive factor. However, Purdue University data shows re-manufacturing is far more energy efficient than installing anew powerplant. Read more at http://articles.sae.org/13703.

Going Off-Road WithHard-Carbon Lithium-Ion Battery Technology

EnerDel’s second-gener-ation Mobile HybridPower System (MHPS) wasdelivered in May to theU.S. Army Corps of Engi-neers’ Research and De-velopment Center inChampaign, IL. It offers a

reduction in diesel fuel consumption of up to 70% “in mostuse cases as demonstrated by the military.” The MHPS-80, asdelivered to USACE-ERDC, features an onboard 15-kW charg-ing generator, an 80-kW·h lithium-ion battery system, powerinverter, and dc input for wind and solar energy. Read more athttp://articles.sae.org/13540/.

Fraunhofer scientists have developed a linecamera that visualizes magnetic field valuesin real time, which has a unique potential toensure quality assurance during magnetmanufacture. (Max Etzold)

EnerDel notes that batteries more quick-ly and efficiently adjust to load fluctua-tions than do traditional engine-drivengenerators. Shown is the MHPS-80.

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FROM MODEL

TO APP

Product Suite

› COMSOL Multiphysics®› COMSOL Server™

ELECTRICAL› AC/DC Module› RF Module› Wave Optics Module› Ray Optics Module› MEMS Module› Plasma Module› Semiconductor Module

MECHANICAL› Heat Transfer Module› Structural Mechanics Module › Nonlinear Structural Materials Module› Geomechanics Module› Fatigue Module› Multibody Dynamics Module › Acoustics Module

FLUID› CFD Module› Mixer Module› Microfluidics Module› Subsurface Flow Module› Pipe Flow Module› Molecular Flow Module

CHEMICAL› Chemical Reaction Engineering Module › Batteries & Fuel Cells Module› Electrodeposition Module › Corrosion Module› Electrochemistry Module

MULTIPURPOSE› Optimization Module› Material Library› Particle Tracing Module

INTERFACING› LiveLink™ for MATLAB®

› LiveLink™ for Excel®

› CAD Import Module› Design Module› ECAD Import Module› LiveLink™ for SOLIDWORKS®

› LiveLink™ for Inventor®

› LiveLink™ for AutoCAD®

› LiveLink™ for Revit®

› LiveLink™ for PTC® Creo® Parametric™› LiveLink™ for PTC® Pro/ENGINEER®

› LiveLink™ for Solid Edge®

› File Import for CATIA® V5

Verify and Optimize your Designs withCOMSOL Multiphysics®

The Application Builder provides you with tools to easily design a custom interface for your multiphysics models. Use COMSOL Server™ to distribute your apps to colleagues and customers worldwide. Visit comsol.com/release/5.0NOW FEATURING APPLICATION BUILDER & COMSOL SERVER™

© Copyright 2014-2015 COMSOL. COMSOL, COMSOL Multiphysics, Capture the Concept, COMSOL Desktop, COMSOL Server and LiveLink and are either registered trademarks or trademarks of COMSOL AB. All other trademarks are the property of their respective owners, and COMSOL AB and its subsidiaries and products are not affiliated with, endorsed by, sponsored by, or supported by those trademark owners. For a list of such trademark owners, see www.comsol.com/trademarks


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February 2015 Welcome to your Digital Edition ofAn example of a material system that is taking...

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Transcript of February 2015 Welcome to your Digital Edition ofAn example of a material system that is taking...