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Welcome to your Digital Edition of
Defense Tech Briefs, now featuring
Aerospace Engineering
Included in This December 2013 Edition:
Defense Tech Briefs Aerospace Engineering
Volume 7 Number 6 December 2013
Important announcement
see page 2
INSIDE:
UPS Devices Keep UAVs in the Air
Free Space Optical Communications
System for Advancing Superiority
on the Battlefield
The Influence of Material
Processing on the Performance
of Composite Parts
Now Featuring
Supplement to NASA Tech Briefs
Click Here
aero-online.org December 2013
Embraers
Lineage 1000
Business Jet
Avionics for
Position Integrity
Optimizing CFRP Assembly
Click Here
Intro
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Intro
Volume 7 Number 6 December 2013
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INSIDE:
UPS Devices Keep UAVs in the Air
Free Space Optical Communications
System for Advancing Superiority
on the Battlefield
of Composite Parts
Now Featuring
Supplement to NASA Tech Briefs
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Intro
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Intro
Dear Reader:
T
he magazine you are reading is about to undergo an exciting
transformation. This past year, Aerospace Engineering became a
bound-in supplement to Defense Tech Briefs. For 2014, we are taking
the next giant step, creating a truly integrated publication under the
new name Aerospace & Defense Technology.
Aerospace & Defense Technology will cover the latest advances in both
military and commercial aerospace from the Department of Defense,
NASA, and major industry leaders. Bruce Bennett, Defense Tech Briefs
editor, and Jean Broge, managing editor of
Aerospace Engineering, will continue to be
at the helm, bringing over 35 years of editorial expertise.
Subscribers who qualify to receive Defense Tech Briefs
automatically will get Aerospace & Defense Technology. Look
for your first issue in February. At the same time, we will be
introducing a new web site www.aerodefensetech.com.
Thanks for your continued support!
Joe Pramberger
President
Tech Briefs Media Group
Tech Briefs Media Group is Proud to Introduce
Given the increasing role of
aerospace technology in the
defense and security areas
from conventional aircraft
to UAVs to surveillance
satellites it just made
sense to combine the two
industry-leading publications
into one, giving our readers
the best of both worlds.
Bruce Bennett
Aerospace & Defense Technology
will provide rich, in-depth
feature content that focuses on
the most innovative aspects of
aerospace engineering in terms
of the design and engineering of
aircraft and their sub-systems for
commercial applications, as well
as provide a global viewpoint in
terms of what is critical to the
decision making process and
ultimate direction of advanced
technologies. Jean Broge
Contents Volume 7 Number 6 December 2013
FEATURES
4 UPS Devices Keep UAVs in the Air
8 Free Space Optical Communications System for Advancing
Superiority on the Battlefield
11 The Influence of Material Processing on the Performance of
Composite Parts
44 Application Briefs
14 Embedded Technology
14 iSLC Flash Technology
17 AEROSPACE ENGINEERING
18 Whats Online
20 Editorial
22 Technology Update
Features
26 Bizjets Wait for the Uplift
31 Managing Positioning Integrity
35 RF & Microwave Technology
35 The Basics of Multiple Input Multiple Output (MIMO) Radio
Systems
38 Automated Testing Ensures Top Performance of Army Radios
TECHNOLOGY FOCUS
40 Materials and Coatings
40 Formation and Characterization of Gold Nanoparticles
41 Carbon Nanotube Thermal Interfaces Enhanced with Sprayed-
On Nanoscale Polymer Coatings
42 Lipid Layer-Based Corrosion Monitoring on Metal Substrates
DEPARTMENTS
46 New Products
48 Advertisers Index
ON THE COVER
An MQ-1 Predator goes through post-flight main-
tenance in Iraq. The sophisticated ground control
stations that keep UAVs like the Predator flying
require a constant source of dependable power.
On foreign battlefields and in remote locations,
that can be a problem. To learn how the military
deals with it, read the feature article on page 4.
Photo courtesy of the U.S. Air Force
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Intro
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Intro
4 www.defensetechbriefs.com Defense Tech Briefs, December 2013
The simplistic definition of UAV reads
like this:
An unmanned aerial vehicle (UAV),
colloquially known as a drone, is an air-
craft without a human pilot on board. Its
flight is controlled either autonomously
by computers in the vehicle, or under
the remote control of a pilot on the
ground or in another vehicle.
While accurate, this definition does
not adequately convey the technological
sophistication of the UAV or its impor-
tance in the theater of war.
The Department of Defense, De -
partment of Homeland Security and
U.S. intelligence agencies are increas-
ingly using UAVs for everything from
battlefield surveillance to remote-con-
trolled strikes against terrorists. And it
isn't just the United States that has
shown such dramatic interest in these
aircraft. An article in the May 6, 2013
edition of The Guardian notes that the
British military has amassed at least 500
drones as part of an ambitious plan
whereby a third of the Royal Air Force
will consist of remotely piloted aircraft
by the year 2030.
As noted above, these a maz ing devices
are controlled and monitored through a
variety of methods; however, the most
prevalent are the sophisticated UAV
ground control stations that can either
be located in the immediate vicinity of
the UAVs mission or thousands of miles
away from where the aircraft is flying. A
typical UAV ground control station has
two consoles one for the aircraft oper-
ator and one for the payload operator,
working in tandem. Utilizing the skills
of each operator, in combination with
the sophistication of the control station's
technology, the UAV can achieve signifi-
cant military objectives without endan-
gering live military personnel.
Of course, despite its technological
intricacy, the UAV ground control sta-
tion requires something that even the
most primitive electrical device requires
power. For the stations established at
United States military bases, a reliable
electrical supply generally presents no
problem. Conversely, in the foreign bat-
tlefield areas where many of the ground
control stations are deployed, a depend-
able electric grid is a rarity. To begin
with, in the more remote areas of the
world, there may be no electrical grid at
all. And even where there is a grid, the
unreliability (due to constant outages,
surges, and other fluctuations) pre-
cludes their use, given the critical nature
of the typical military UAV mission,
which requires 100% up-time.
UPS Devices Keep UAVs
in the Air
UPS Devices Keep UAVs
in the Air
With the advent of more sensitive electronic equipment in the mid 90s, the use of UPS devices
became more widespread.
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Intro
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Intro
Consequently, the military has had to
turn to alternative energy sources to
power these ground control stations.
This has primarily meant the use of
diesel-fueled generators not surpris-
ing, given their availability and low cost to
produce AC or DC power. Additionally,
diesel fuel is readily available in large sup-
plies virtually everywhere in the world.
As with most military applications,
UAV ground control stations use two
generators in an A/B switchover mode
(a redundancy system like N+1). In the
event of a failure by generator A, the sec-
ondary generator B comes online.
While generators have become more
reliable over the years, some issues
remain. Todays primary con cern is the
downtime during the switchover from
generator A to B. This results in a sys-
tem that, for some period of time, how-
ever limited, is without power. As a
result, the UAV can, in effect, be "flying
blind."
A significant issue with generators is
the ongoing downtime needed to regu-
larly refuel and check other fluid levels
as well as routine maintenance. In the
case of a soldier who forgets, or is unable
to refuel a generator due to combat con-
ditions, the generator could shut down.
This could cause the UAV to lose power
and also go down. While a scheduled
and, therefore, controlled shutdown can
reduce lag time, even those few seconds
can be critical, depending on the UAV's
mission and the situation in which it is
being deployed.
Yet another drawback of generators is
the quality of power produced. As they
run best when a constant load is applied,
the generators can sag and transient
spike the output voltage if they must
compensate for load variations. This
fluctuation can cause sensitive electron-
ic equipment to become damaged or
shut down. Because most computerized
equipment cannot withstand a power
interruption greater than 8 millisec-
onds, a sag in power could destroy an
entire mission and/or the UAV.
This is further complicated with three-
phase generators, as each of the three
phases needs to be balanced with similar
power draw on each phase. If the load
or power draw is significantly changed
on a phase, the output can become
unbalanced and, again, this can cause
voltage sags and transient spikes.
Due to the reliability issues surround-
ing generators, the military began using
uninterruptible power supplies (UPS) to
support generators in the late 1980s.
With the advent of more sensitive elec-
tronic equipment in the mid 90s, the
use of UPS devices became more wide-
spread. The primary purpose of a UPS is
twofold. First, to clean dirty power to
ensure sensitive electronics are not dam-
aged, and second, to provide back up
power through short power outages or
sags in power. The best type of UPS to
support military applications is a true
online double conversion UPS with
Power Factor Correction (PFC).
Designed to continuously convert the
input power source, which may be AC or
DC, into a high voltage DC bus, the UPS
then converts the high voltage DC bus to
virtually any AC or DC output required.
This double conversion creates very
high galvanic isolation between the
input and output which helps keep sen-
sitive equipment isolated from poor
quality input power.
Power Factor Correction provides the
highest efficiency of conversion, which
ensures maximum power is delivered to
the system by compensating for reactive
power disturbances in the system
and/or load equipment. Reactive dis-
turbances create power loss, generate
more heat, and decrease the life of elec-
tronic equipment.
In a number of military applications,
the UPS is counted on not only to supply
power, but to withstand the rigors of abu-
sive and harsh environments. Ruggedized
The Department of Defense, Department of Homeland Security and U.S. intelligence agencies are
increasingly using UAVs for everything from battlefield surveillance to remote-controlled strikes
against terrorists.
UPS devices are usually placed in a wide-open area, constantly being set up and taken down. As they
do not remain in a permanent location, they are often sitting directly on the ground or stuck on an
open pallet.
UPS Devices
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Intro
Defense Tech Briefs, December 2013 7 Free Info at http://info.hotims.com/45611-753
military UPS systems will provide clean AC
or DC power while protecting against the
most harmful elements, including dust,
rain, wind, heat, cold and blowing sand.
What's more, they are designed to with-
stand the vibration and shock that are
familiar problems in virtually any military
scenario. The key elements of a ruggedi-
zed UPS include: a lightweight and
rugged aluminum chassis; conduction
cooled electrical components that are sur-
face-mounted; and a heatsink tunnel,
which prevents dust, debris and blown
precipitation from entering the system.
Only purpose-built, rugged, military UPS
devices meet the newly upgraded MIL-
STD 461-F. This military standard
changed to ensure that magnetic fields
and interference dont compromise the
performance of digital mission-critical
devices. It ensures all electronic equip-
ment used for military applications com-
plies with acceptable levels of radiated
and conducted emissions as well as radiat-
ed emissions and susceptibility.
The way generators and UPS devices
are deployed in connection with UAV
ground control stations creates even
harsher environments than the same
devices used in connection with other
electronic equipment. UAV control sta-
tions or command centers are typically
used in a mobile environment; that is,
they are moved from place to place,
depending on the location of the UAVs
mission. The generators, as well as the
UPS, are moved along with the stations
and the UAV itself, often in an armored
vehicle.
The generators and UPS devices are
usually placed in a wide-open area, con-
stantly being set up and taken down. As
they do not remain in a permanent loca-
tion, they are often sitting directly on
the ground or stuck on an open pallet.
This means that the UPS, as well as the
generators, will be in prime position to
be affected by any harmful weather- or
environment-related conditions. This is
just more evidence that UAV missions
should include fully ruggedized, military
UPS systems.
Mission crucial equipment tends to
require 1kVA to 5kVA of back-up power.
Top UPS manufactures provide a modu-
lar solution so that users can purchase
one system and use it in a myriad of
applications. For example, a unit offer-
ing 1.25kVA can be employed for loads
in that range. For a 5kVA load, a user
can parallel four 1.25kVA units (or five
in an N+1 configuration) to procure the
necessary power. This model of modu-
larity offers convenience for procure-
ment and logistics as it can scale to meet
requirements.
Despite their effectiveness in UAV
ground control stations, UPS devices are
not always used. Given the potential fail-
ure of generators in many mission-criti-
cal situations, it would seem that the use
of a military UPS would be an easy deci-
sion as even a fully-ruggedized UPS sys-
tem is typically less than 1% of the costs
of the UAV, not to mention the added
costs of the ground station it is providing
power to. While the devices can save mil-
lions of dollars by protecting the UAV as
well as the sensitive ground station elec-
tronic equipment, the cost for a UPS may
still be viewed as an unnecessary invest-
ment. Considering the many ways a
rugged UPS supports UAV missions, not
procuring one can only be categorized
as, to coin an old phrase, being a penny
wise and a pound foolish.
This article was written by Jeff Boudreau,
Sustaining Engineering Manager, Acumentrics
Corp. (Westwood, MA). For more information,
visit http://info.hotims.com/45611-501.
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Intro
F
ixed and tactical informa-
tion networking, especially
for defense applications,
has begun to require increas-
ing data transmission capacity
as the volume of information
available to warfighters grows
through more sophisticated
sensors and capabilities. The
breadth of the information
grid is growing beyond the
capacity of radio frequency
(RF) or microwave broadband
direct line of sight (DLoS)
links. RF systems in particular
are gridlocked by a congested
spectrum, can be limited by
licensing issues, and in hostile
environments, can be jammed.
Ultimately, the need for
more covert, secure, and surviv-
able communications has led to
further evolutions of free space
optical (FSO) communications systems.
FSO communications systems do not
rely on RF frequencies, they offer wider
bandwidth, and they have a low proba-
bility of intercept and detect (LPI/D). A
number of innovations, both available
now and in the near future, are making
FSO systems a more viable option for
field communications.
Smaller, Highly Collimated Beam
Past FSO systems were unable to with-
stand any number of environmental
conditions. Wind, fog, dust, rain or snow
could shift the platform of the system
and result in beam transmission lost.
Vibrations, ambient temperatures, the
angle of the sun or even the amount of
shadow could cause the beam to wander
and lose the connection. In virtually all
of these scenarios, a technician would
have to go out to the site and manually
reset the system.
More concerning was the fact that
these older FSO systems used a large
infrared beam to communicate from ter-
minal to terminal to better maintain the
connection, despite any shifts in the ter-
minals. While the large beam size was
necessary to preserve a consistent link, it
introduced a security risk, as anyone
with a similar terminal could intercept
the beam in such a way that the original
link was still connected. In such a situa-
tion, the soldiers transmitting the data
would be none the wiser.
As FSO technology advanced, many
solutions to address the problems were
developed. The most commonly raised
solution was to simply make the beam
bigger and upgrade the gimbal upon
which the system is mounted. In addition
to the security issues raised, a larger beam
caused other problems. While a larger
beam can help compensate for a swaying
platform, it comes at a high cost in power
density and sometimes affects the fidelity
of the beam. Moreover, a larger beam, as
well as the gimbal, significantly increases
the systems power consumption and
results in much higher costs.
More successful advancements in FSO
technology have, instead, nar-
rowed the beam so that its no
larger than the receiving termi-
nal, minimizing the instanta-
neous field of view and prevent-
ing the jamming or intercep-
tion of communications other-
wise made vulnerable by a larg-
er beam. Today FSO systems
make use of narrow, low-power
infrared lasers with beams near-
ly impossible for adversaries to
detect. Even if they are detect-
ed, the smaller beam cant be
intercepted unless its interrupt-
ed, and in that case, the system
automatically halts data trans-
mission. The smaller, highly col-
limated beam used in newer
FSO systems also reduces signal
noise and offsets 1/r
2
losses by
improving power density, both
of which further advance FSO
communications.
Pointing, Acquisition, and Tracking
The wide beams needed in previous
iterations of FSO technology to main-
tain alignment and integrity between
terminals introduced not only security
issues, but size, weight, and power
(SWaP) problems as well.
In introducing narrow beams to FSO
communications, a more precise means of
linking terminals and maintaining the link
was required. An automated pointing,
acquisition, and tracking (PAT) system was
developed to maintain the link without
affecting bandwidth, improving perform-
ance in adverse weather conditions across
comparable distances, and increasing
motion tolerances. Beam steering technol-
ogy enables the beam to be guided com-
pletely internally with a steering field of up
to 30 degrees in two axes. Its tracking and
pointing capability can correct for up to
1.5 m/s of terminal motion for each kilo-
meter of range, while maintaining a bit
error rate (BER) of 1E-10.
Free Space Optical
Communications System for Advancing
Superiority on the Battlefield
A typical FSO communications system terminal.
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Intro
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Utilizing optical fiber beam steering,
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less than 15 minutes for initial acquisi-
tion and in seconds for repeated acquisi-
tion. The absence of gimbals, gears, or
steering mirrors for precision pointing
and tracking reduces the SWaP of the
system and allows it to be rapidly trans-
ported and easily set up to establish com-
munications.
Bandwidth
In addition to being covert, more
precise, and more compact, the latest
FSO systems offer operating speeds up
to 10 Gbps at high service reliability
with link distances from two to five kilo-
meters.
FSO systems are typically used along-
side RF systems, offering three orders of
magnitude better bandwidth on top of
the base RF bandwidth, which is main-
tained in areas where available to ensure
no data is lost in transit. The FSO system
is most effective at a range of three to
five kilometers, in which the small beam
and PAT system offer a significant per-
formance advantage over systems that
consume more power while maintaining
the link.
Resistance to Adverse Atmospheric Effects
FSO systems remain mildly susceptible
to adverse weather conditions, though
they can maintain a secure link through
smoke, dust, snow, and heavy rain.
Newer systems can support a stable, reli-
able link even over a wide temperature
range and thermal gradients and during
high winds or on unstable mounts.
The small beam system of newer FSO
systems resists weather events because it
opens orders of magnitude more band-
width and is often combined with RF
technology. These hybrid systems link an
RF system to the FSO system to support
critical data in the event of a disconnec-
tion, offering soldiers at least as much
bandwidth as they have under tradition-
al RF systems.
Portability and Safety
Because they rely on PAT rather
than gimbals and mirrors, the latest
FSO systems are more portable and
can be initiated more easily and quick-
ly. One unit in particular weighs just
10 pounds, measures 1.4 cubic feet,
and operates on 15 watts. Its size and
weight allow it to be quickly set up any-
where to add bandwidth to any exist-
ing infrastructure or towers without
interfering with existing communica-
tions.
For the protection of the warfighters
and intelligence officers operating
them, FSO systems use an infrared laser
at an eye-safe wavelength of 1550
nanometers, which is also ideal for
atmosphere propagation.
An artists rendering
illustrating how an FSO
communications system works.
Free Info at http://info.hotims.com/45611-754 Defense Tech Briefs, December 2013 9
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Intro
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The Future of FSO
Proposed systems would create broad-
band data links beyond 10 Gbps. One
target application of the future develop-
ment of FSO systems is PAT capabilities
for ground-to-air communication.
Volume (and bandwidth/data rates)
continues to exponentially expand as
more airborne surveillance vehicles,
with multi-sensor packages and commu-
nications links/relays, are added to sup-
port the U.S. militarys intelligence gath-
ering mission.
Covert airborne surveillance data, and
the real-time information that can be
processed from it, is limited by the avail-
ability of networks to downlink the raw
collected data. A solution to this data
transfer challenge is the development of
advanced FSO communications links
with PAT resources. While currently
used for building-to-building, tower-to-
tower, and vehicle-to-vehicle applica-
tions, the lightweight, internal-beam
PAT could enable accurate tracking for
airborne applications without the bulk
or power consumption of gimbal- and
mirror-based systems.
Effective communications obviously
play a crucial role in soldiers success,
and in environments where RF frequen-
cies are jammed or unavailable, FSO sys-
tems have emerged as a higher-band-
width option for transmitting the rapid-
ly expanding intelligence gathered dur-
ing military operations. As warfighters,
intelligence officers and emergency
responders require increasing band-
width to relay rapidly expanding intelli-
gence quickly and covertly, the new gen-
eration of FSO systems extends the
channel and enables more effective mis-
sions throughout the defense and emer-
gency responder communities.
This article was written by Ann Kutsch,
Lighting and Imaging Defense Manager,
SCHOTT Defense (Arlington, VA). For more
information, visit http://info.hotims.com/
45611-500.
FSO communications terminal mounted on a building rooftop.
Optical Communications System
Free Info at http://info.hotims.com/45611-755 10 Defense Tech Briefs, December 2013
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Intro
Defense Tech Briefs, December 2013 www.defensetechbriefs.com 11
T
he production of composite parts
relies on an ever increasing number
of processing technologies which have a
large impact on the performance of the
part. The manufacturing step, or pro-
cessing, is usually optimized for specific
materials by using process simulation
tools. Commonly used technologies are
injection molding, injection-compres-
sion molding, compression molding,
fiber draping or placement software. All
of these approaches are applied in com-
bination with short, long, and continu-
ous fiber reinforced plastics for addi-
tional strength. Composite materials are
heavily influenced by the processes used
to create the part, which can lead to
non-uniform material behavior through-
out the final manufactured part, adding
another challenge to the design process.
To reach the best possible design for
some specific performance constraint,
such as the overall weight, it is important
to go through optimization cycles for
the processing step, the structural
design, and even of the material itself.
The final performance of the part will
depend on all three at the same time,
and therefore it is important to consider
them simultaneously. Today it is possible
to set up multi-scale simulations where
all three influences are fully coupled
and thus can be investigated in one
unique approach, resulting in more
accurate analysis and shorter design
cycles.
Composite materials are typically com-
posed of a material matrix with embed-
ded inclusions. The matrix and inclusion
phases are adjusted according to their
properties and performance with respect
to a specific application. These material
properties are also tweaked by changing
the microstructure of the composite,
resulting in a range of different macro-
scopic responses. Possible variations
could include, for example, the amount
or the shape of the inclusions used, or the
use of short, long, or continuous fibers.
These parameters are varied in order to
tailor the ultimate material performance.
Whatever composite is used, the tai-
lored properties, and thus their real bene-
fit, depend heavily on the microstructure
of the material. This is where complexity
of design sets in. Manufacturing has a
direct impact on the material microstruc-
ture. This means the processing step will
define local material properties in the
part, which can vary from one location to
another, leading directly to a range of
material properties throughout the com-
posite part. This distribution of properties
will directly impact the overall perform-
ance of the composite design. Thus the
manufacturing, local microstructure,
material properties, and final perform-
ance of the part are interdependent.
As a consequence, to take full advan-
tage of the tailored composite materials it
is mandatory to take all of these layers of
of Composite Parts
Manufacturing, local microstructure, material properties, and final performance are interdependent.
Coupled analysis for the MuCell process. Local fiber orientation and void information are mapped onto the structural mesh and used in a 3-phase micro-
mechanical model.
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Intro
12 Defense Tech Briefs, December 2013 Free Info at http://info.hotims.com/45611-756
influence into account. In this context,
the task is to set up coupled analyses that
build on processing simulation and map
that influence onto the structural analysis.
The key piece linking the processing to
the performance is the material model. It
must be capable of predicting the local
composite properties based on input
from the material microstructure as pro-
jected by the process simulation. This
objective can be achieved by setting up
multi-scale analyses based on microme-
chanical modeling. Such analyses start
with an input of individual properties for
the matrix and inclusion phases which
then are re-combined based on addition-
al information for the microstructure to
calculate the local performance of the
material. The resulting material model is
a function of the microstructure and can
describe the stiffness and failure of com-
posites under various loading, and auto-
matically includes the anisotropic nature
of the material.
With the material model defined as a
function of microstructure, another chal-
lenge in setting up coupled multi-scale
analyses originates from predicting com-
posite microstructures with a processing
simulation. Depending on the material,
different kinds of manufacturing meth-
ods can be thought of, which include but
are not limited to the following:
Injection molding
MuCell
(Injection-) Compression molding

Draping
Fiber placement
For all the methods listed here, there
are commercial software tools available
to perform the processing simulation. It
is important to understand that the pro-
cessing simulations and resulting out-
puts vary between the different meth-
ods, and that the micromechanical
model may also be specific to the mate-
rial. Regardless, the fundamental
approach and overall situation is always
the same. The critical questions to be
asked before a coupled analysis is per-
formed are:
Comparison of draping and fiber placement in a coupled analysis. The focus of the investigation is
the amplitude of displacement in the buckling of a composite panel.
Material Processing
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Intro
1. Does a processing simulation exist for the desired manufac-
turing method?
2. Does this processing simulation deliver information about
the local microstructure that can be used in micromechani-
cal modeling?
3. Does a micromechanical material model exist to describe
the desired composite performance?
When all of these questions can be answered positively, at
least a basic approach towards coupled analyses can be imple-
mented.
For short fiber reinforced plastics (SFRP) this type of cou-
pled analysis is a common procedure. Based on the level of
accuracy, coupled stiffness analyses including temperature and
strain rate dependencies have developed into a standard over
the past years. The process can also be applied to long fiber
reinforced plastics (LFRP) as well, though here the situation
differs from that for SFRP as the processing tools do not yet
fully predict the local microstructure in a standard procedure.
Still though, based on state-of-the-art technology as offered
today, it is already feasible to perform stiffness and failure
analysis in a coupled solution. The underlying assumptions
with this approach are that local fiber orientations are predict-
ed correctly by the processing software and that the long fibers
are straight and exhibit no bundling. To which extent these
assumptions are valid requires further validation.
Composite design for unidirectional and woven composites
starts with the material characterization on the material level with
test coupons. Whereas on the coupon level the fiber orientation
in each ply of the stacking is easy to describe and to incorporate
in a simulation model, things become increasingly complex
when turning to real parts. Such parts exhibit curved surfaces
which will influence the local orientation of the fibers when pro-
duced via some manufacturing method. Typical procedures used
for this are draping or fiber placement, which result in warp and
weft angles of the fiber that can be fed into micromechanical
models to set up fully coupled analyses. The material model must
be sensitive to the fiber orientation in addition to accounting for
the complex failure mechanisms of the composite.
In conclusion, the design of composite structures is a challeng-
ing task. Man ufacturing, local microstructure, resulting compos-
ite properties, and final performance of the part are inter-depend-
ent. To take full advantage of tailored composite properties for
design optimization, all of these influences must be taken into
account. This objective can be tackled by setting up multi-scale
analyses based on micromechanical modeling which starts with
the availability of microstructure prediction from processing soft-
ware. Then a validation of both the microstructure predictions
from the processing software as well as the material models for dif-
ferent kinds of fiber reinforcements and performances is
required.
As all industries continue to introduce more lightweight
structures, composite designs will be a fundamental part of
future success. Using simulation techniques such as coupled
multi-scale analyses ensures high performance design while
further shortening development cycles. The current technolo-
gy of the multi-scale approach is a strong and highly promising
foundation to respond to the ongoing demand for advanced
simulation methods.
This article was written by Robert Schmitz, business development
engineer, e-Xstream engineering (Mont-Saint-Guibert, Belgium); Dr.
Roger Assaker, founder and CEO, e-Xstream engineering and chief
material strategist, MSC Software (Newport Beach, CA); and Jan
Seyfarth, Digimat product manager, e-Xstream engineering. For more
information, visit http://info.hotims.com/45611-502.
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Intro
R
obots have been employed by the
military to assist in missions where
it would be, and has been, too dan-
gerous to have a human being take on
the task. These robots can detect and dis-
able bombs. Some can be thrown into
rooms where they land on their feet,
and scan the room for counter-insur-
gents. Others blow up mine fields, to
ensure safe travel of ground vehicles and
the personnel they carry.
Ground vehicles have benefited from
technology advancements as well. Some
MRAP vehicles hold several satellite dish-
es that relay data from their location.
MRAP vechicles are being equipped with
multi-band radio systems that can relay
sensitvie data via tactical satellites from
their location. They can track movement
and sense projectiles being launched
from many angles.
Manufacturers and designers have
made significant strides over the last
decade; one can only imagine what
warfare will look like in the next ten
years.
Military Electronics
The military electronics industry is
going through drastic change as defense
budget cuts create a need for military
compliant storage solutions that are
cost-effective without sacrificing per-
formance or the reliability required for
mission-critical military applications.
Traditional hard drives may have their
advantages (cost and capacity), but they
are lacking in performance (65-
85MB/sec) and flexibility of size, they
generate more heat (up to 10W), and
they are not equipped to withstand shock
and vibration. Advances in alternate tech-
nologies can have a significant impact on
the abilities of a robot or vehicle.
NAND Flash Overview
Designers of automatons, ground
vehicles, and UAVs are turning to flash
storage devices to store data and run
onboard systems.
Flash storage devices contain various
grades of NAND (negated AND) flash
architectures, or cells that are used to
store an electronic charge . The quality
of the NAND flash can affect the speed
and number of performance/endurance
cycles the drive has in its lifetime. The
benefits to using flash storage are its size
(multiple form factors), speed, reliabili-
ty, vibration and shock tolerance, and
low power consumption (less than 1W).
For mission-critical applications, the
United States military has been partial to
devices that contain SLC NAND flash, or
single-level cell flash architecture. SLC
flash technology stores one bit of data in
a single cell, in two states: 0 or 1. It is
widely known as the most reliable archi-
tecture, with 100,000 P/E cycles.
Additionally, SLC-based flash generates
fewer errors per write cycle, allowing it to
bypass the robust degree of error correc-
tion required for MLC. The downside is
iSLC Flash
Technology
New Hybrid Storage
Technology Could
Have Mission-Critical
Applications
X Year, Y Flash Type
Notes: Based on 32GB SSD, write 32GB x10 per day=320 GB/day
Figure 1. iSLC Increased demands on endurance.
Figure 2. iSCL firmware technology empowers MLC.
A small robot puts space between the ground troops and IEDs. (Photo: U.S. Army)
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Intro
that the price-tag for products with SLC
NAND flash is significant enough to put a
dent in anyones budget.
For years, the cheaper alternative was
to use MLC flash-based products. MLC
NAND flash, or multi-level cell flash
architecture, stores two bits of data in a
single cell, in four states. These four
states are as follows: 00, 01, 10, and 11.
This allows for higher capacities at a
lower price point, but it is not a pre-
ferred solution for applications where
failure is not an option. MLC flash
requires a more robust ECC engine as
MLC-based flash generates many more
errors per write cycle.
iSLC NAND Flash
iSLC NAND flash architecture was
developed as a hybrid solution for those
that require high-performance at a lower
price point. iSLC enhances superior
MLC through screening and program-
ming by patented firmware. The MLC
flash is preprogrammed into one bit per
cell, which increases the sensitivity of
delta between each level. This practice
enables the NAND flash to perform simi-
lar to an SLC flash based solution.
iSLC is designed to overcome the
inherent deficiency in MLC NAND flash
due to ever increasing demands on per-
formance and endurance. With iSLC
technology, a 32GB capacity drive can
sustain ten full disk writes a day for over
seven years (Figure 1).
iSLC offers an improvement over the
endurance of MLC to further suit the
needs of industrial SSD applications.
iSLC increases SSD lifespan by ten times,
mimicking the performance of SLC flash.
Specially designed, in-house firmware
forces the MLC flash to act as SLC flash.
Each SLC cell holds one bit 1 or 0
while MLC holds 2 bits 00, 01, 10, 11.
The MAARS is a small unmanned vehicle equipped with non-lethal and lethal armament. Mission crit-
ical applications are prime candidates for next-generation flash storage devices. (Photo: U.S. Army)
Free Info at http://info.hotims.com/45611-758 Defense Tech Briefs, December 2013 15
Smart Measurement Solutions
- Loop gain
- lanL Lranser uncLion
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Lasily deLernine Lhe sLabiliLy o your conLrol loop using Lhe VecLor NeLwork Analyzer ode 100
in conbinaLion wiLh Lhe Wideband njecLion Transorner WT 100.
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How stable is your power supply?
Measure in the frequency range
from 1 Hz to 40 MHz:
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iSLC Flash Technology
iSLC mimics SLC by only holding one bit
in each NAND cell. This firmware also
increases endurance and data retention
levels of the MLC NAND Flash (Figure 2).
Military Standards:
Flash Storage Devices
There are always challenges when
implementing new technologies. The mil-
itary has strict guidelines when it comes to
operating temperatures and materials
testing specifications in extreme environ-
ments (MIL-STD-810F/G). Many of the
drives that the military uses for their
most mission-critical applications adhere
to MIL-STD-810F/G, especially those
that operate in temperatures between -
40C ~ +85C.
While iSLC is being tested to comply
with the above MIL Spec, devices with
iSLC can already be employed in
instances where the mission is critical, but
the environments are not as extreme as
described in the MIL Spec. Throwbots
and five-pound rovers could benefit from
a cost-effective technology that is highly
reliable, can be easily replaced, and has
high performance standards.
Flash devices come in many form-fac-
tors, including 2.5" SSD, 1.8" SSD, CF,
CFast, and the latest SATADOM form
factor, which is shorter than a one dollar
coin. Many come with or without hous-
ing, depending on the engineers needs.
Innodisk has the added benefit of the
ability to create in-house firmware that
can be customized to any system. Projects
can have a myriad of requirements, from
faster boot-up times, and longer hard-
ware testing time, to high IOPS, and
sequential performance requirements.
Products can also be customized for the
extremes: high temperatures, hostile
environments, high altitudes, and sea
submersion.
The Next Generation of Systems
The US Defense Budget for FY2014 is
estimated at $615.1 billion dollars , with
an estimated $67 million dedicated to
Research, Development, Test & Eval -
uations. The word unmanned appears
nine times in the RDT&E Programs
Budget, and is in reference to aerial and
ground vehicles. Engineers and re search -
ers are constantly trying to develop the
next robot or vehicle that will protect sol-
diers in battle. These robots and vehicles
are only as good as the sum of their parts.
It takes next-gen components, like highly
developed flash storage devices, to make
a product that can act, without failure, at
a crucial moment on the battlefield.
This article was written by Edwin Lam,
Senior FA Engineer, and Jessika Remolona,
Marketing Specialist, Innodisk (New Taipei
City, Taiwan). For more information, visit
http://info.hotims.com/45611-400.
16 Defense Tech Briefs, December 2013 Free Info at http://info.hotims.com/45611-759
Robots like this one can identify and destroy IEDs
300 meters away from the soldiers operating it.
Designers are turning to flash storage devices to
store data and run the increasing number of
onboard systems. (Photo: Spc. Ryan Hallock)
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Intro
Embraers
Lineage 1000
Business Jet
Avionics for
Position Integrity
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Intro
18 aero-online.org Aerospace Engineering, December 2013
Whats Online
Top Products
Waterjet-based micromachining
The MicroMAX JetMachining Center
from OMAX provides the speed, versatil-
ity, and accuracy of abrasive waterjet
technology to cut parts smaller than 300
m from a range of materials, including
exotic metals, advanced composites,
polymer thermoplastics, and glass. The rigid machine has a
table size of 2.3 2.3 ft. and an X-Y cutting travel of 2 2 ft. It
uses high-precision linear encoders, innovative vibration isola-
tion, and intuitive software control systems to achieve a posi-
tion repeatability of 2.5 m and a positioning accuracy of ap-
proximately 15 m. Read more at http://articles.sae.org/12493.
Absolute rotary encoder
Micronors magnetic resonance imaging (MRI)-compatible
fiber-optic absolute rotary encoder system features 13-bit
(8192 count) resolution and 12-bit multiturn tracking. The
all-optical, nonmetallic MR338 passive sensor provides preci-
sion absolute angular measurement from 0 to 360. A duplex
multimode fiber-optic link connects the passive MR338 sen-
sor to the active MR330 controller module installed outside
the MRI area. Read more at http://articles.sae.org/12497.
Optical output illuminator
The OD-669-850 high-power, gallium aluminum arsenide,
IR light-emitting diode illuminator from Opto Diode is suited
for night vision illumination tasks. The illuminator features
ultra-high optical output, from 800 (minimum) to 1250 mW
(typical), and a peak emission wavelength of 850 nm. The de-
vice provides a highly uniform optical beam. The spectral
bandwidth at 50% is typically 40 nm, and the half-intensity
beam angle is 120. Read more at http://articles.sae.org/12496.
Leaky feeder antennas
W. L. Gore & Associates leaky feeder antennas improve sig-
nal propagation and reduce dead spots without increasing the
amount of hardware required on the plane, enabling passen-
gers to connect easily to in-flight entertainment, Internet
servers, and email accounts throughout the cabin. The anten-
nas deliver proven performance in a range of aircraft from
small business jets to long-range commercial airliners. They
reduce equipment costs by offering a single solution that pro-
vides connectivity for a variety of electronic devices. Read
more at http://articles.sae.org/12495.
Triaxial accelerometer
Meggitt Sensing Systems Endevco model 7253D triaxial
Isotron accelerometer is designed for applications requiring
the measurement of shock and vibration simultaneously in
three mutually perpendicular axes. Applications include testing
of aircraft engines, industrial engines, missiles, aircraft/en-
gine/weapons components, spacecraft components, flight test-
ing, and industrial machinery. Available in sensitivities of 10 or
100 mV/g, the device is small and lightweight with a broad fre-
quency response. Read more at http://articles.sae.org/12494.
Top Articles
EADS aims to electrify the skies
The French company is pursuing electrification via so-
called E-aircraft projects, which include an electric general-
aviation training aircraft, a serial hybrid-electric motor glider,
and a hybrid propulsion system for larger aircraft. Read more
at http://articles.sae.org/12452.
Putting a tighter spin on engine component balancing
Vibration-induced shaking of a part wastes energy, in-
creases noise, boosts stresses on associated components, and
accelerates bearing wear. Eventually, vibration can degrade an
entire machine and significantly raise maintenance and re-
placement costs. Read more at http://articles.sae.org/12407.
The DEVILA is in the details of software integration for
safety avionics
The decreasing relative cost of electronics and the pace of
electronics development have significantly increased the need
to adopt modern commercial off-the -shelf computing archi-
tectures in avionics. Read more at http://articles.sae.org/12366.
Bombardiers sights set on sustainability at AeroTech
Congress
Montral, one of the world's leading aerospace centers, is
the site of the SAE 2013 AeroTech Congress & Exhibition,
with Bombardier serving as host company. Fassi Kafyeke, Di-
rector of Strategic Technology, Bombardier Aerospace, and
AeroTech Co-Chair, discusses the event and emerging indus-
try trends. Read more at http://articles.sae.org/12417.
Aluminum in the air
Constellium provides a close focus on how waste material
is recovered and reused through the supply-chain manufac-
turing process up to the time when the airframe is eventually
dismantled after a lifetime of service use. Read more at
http://articles.sae.org/12363.
Technology being developed as part of the Distributed Electrical
Aerospace Propulsion project by EADS, Rolls-Royce, and other participants
is envisioned for deployment in about 2050.
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Intro
Lightweight parts.
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Achieving your program goals of lighter, stronger designs in less time just got a little easier. HyperWorks 12
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Learn how HyperWorks can improve your aerospace designs
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Intro
Editorial
Since the Wright
brothers, aerospace
engineers have es-
sentially focused
on safety, and that
focus proved to be
extremely success-
ful so much so
that the focus has
had to change.
The aerospace industry is acutely aware
of the flying publics growing concerns
with pollution, both the kind they hear
and the kind they smell (not even to men-
tion exactly what chemical reactions are
occurring with those emissions at 36,000
feet), as well as the enormous leaps in the
number of passengers projected to be fly-
ing in coming years, with some projecting
that globally the annual figure will be
about 1 billion passengers around 2020.
And airlines need to address such con-
cerns while both remaining profitable and
replenishing their fleets.
The industry allows that it is responsi-
ble for 2% of manmade CO2 emissions.
While that may not seem like much, in
laymans terms, 2% of A LOT is still A LOT.
The industry projects that aerospace CO2
amounts will increase to 3% by 2050.
While that also may not seem much, 3%
of a WHOLE LOT MORE is going to be
QUITE A LOT.
Does the flying public really care? Put it
this way: if only 2% of potential passengers
decided not to fly due to the environmen-
tal impact of air travel, that is still A LOT of
passengers, and A LOT of empty seats.
And, its not just concerns about the en-
vironment that could potentially empty
aircraft seats. There are also time concerns.
Theres not a person among us who
likes interminable waits sitting on the run-
way prior to takeoff clearance, said Mar-
ion Blakey, President and CEO, Aerospace
Industries Association, speaking in Sep-
tember at the NextGen Rally. Nor is any-
one enamored when flights are delayed
by en route weather, [when] a slightly al-
tered flight plan could get us home safely.
NextGen, formally the Next Generation
Air Transportation System, is tasked to
transform the air traffic control system
from a ground-based radar system with
extremely dated technology to a satellite-
based system.
Ideally, the system will be implemented
before the satellite-based system is also
considered to have extremely dated tech-
nology, though there have been delays.
The ultimate goal of the system is to re-
duce gridlock by optimizing routes and al-
lowing aircraft to be closer to each other
while in the air.
Blakey, a former FAA Administrator, has
been on the NextGen bandwagon for over
10 years. NextGen has rightly been called
one of Americas most impressive infra-
structure projects, she said. But it is also
one of the most invisible public works
projects we can imagine.
In her speech, Blakey made sure to
point out some of the visible benefits of
implementing NextGen. She cited an FAA-
sponsored study that determined domes-
tic flight delays put a $33 billion dent into
the U.S. economy, with about half the
cost borne by passengers.
To address that concern, she cited a De-
loitte study that predicts that full imple-
mentation of NextGen and I empha-
size full by 2035 will provide more than
$281 billion in net benefits to the econ-
omy, and a decade sooner save 27 million
hours in flight delays and reduce 216 met-
ric tons of greenhouse gas emissions.
According to Blakely, thats the equiva-
lent of annual greenhouse gas emissions
from 45 million passenger vehicles, or the
CO2 emissions from the electricity use of
30 million homes in one year.
Put another way, said Blakey, the in-
dustrys resolve to have carbon neutral
growth by 2020 relies on NextGen mov-
ing ahead as planned.
Parts of NextGen, such as ADS-B, PBN,
and RNP, are already functioning at some
airports around the country and are al-
ready saving airlines and freight compa-
nies time and money. But theres still A
LOT to do to get the full NextGen system
up and running, and inherently clearing
the air while simultaneously filling the
skies with aircraft.
Jean L. Broge
Managing Editor
Clearing the air
Thomas J. Drozda
Director of Programs
& Product Development
thomasdrozda@sae.org
Kevin Jost
Editorial Director
Jean L. Broge
Managing Editor
Lindsay Brooke
Senior Editor
Patrick Ponticel
Associate Editor
Ryan Gehm
Associate Editor
Matt Monaghan
Assistant Editor
Lisa Arrigo
Custom Electronic
Products Editor
Kami Buchholz
Detroit Editor
Richard Gardner
European Editor
Jack Yamaguchi
Asian Editor
Contributors
Terry Costlow, John
Kendall, Bruce Morey,
Jenny Hessler, Jennifer
Shuttleworth, Linda Trego,
Steven Ashley
North America
East Coast: CT, MA, ME,
NH, NY, PA, Quebec, RI, VT,
DC, DE, MD, NJ, VA, WV
Denis OMalley x13
Jack OMalley x12
+1.203.356.9694
f: +1.203.356.9695
denis@nelsonmiller.com
jack@nelsonmiller.com
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Intro
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Intro
Technology Update
In todays assembly of large and com-
plex carbon-fiber-reinforced plastic
(CFRP) components such as passenger-
aircraft vertical tail planes (VTPs), liq-
uid resin-based materials are used for
several applications. Commonly, these
materials are used to close gaps between
the CFRP single parts during assembly
(shimming) or to smooth outer surfaces
to fulfill aerodynamic requirements
(aerodynamic sealing).
Depending on temperature and air hu-
midity, these materials generally require
curing times up to 12 hours. From an ef-
ficiency and cost optimization perspec-
tive in running aircraft production, such
long curing times are definitively waste-
ful in terms of lead time (critical path).
By heating and/or air-conditioning
these resin-based materials, the com-
mon curing time can be drastically re-
duced to 2 hours. Due to the use of
heated air instead of, for example,
heating lamps the curing process can
reliably be controlled, without any risk
of overheating and destroying the
sealant or shim material.
Researchers from Airbus Operations
GmbH and Marcotodo GmbH describe
two applications of heated air technol-
ogy for the accelerated curing of resin-
based shim and sealant materials. The
first example is the aerodynamic seal-
ing of a VTP; curing time of the aerody-
namic sealant can be reduced by 8 to 10
hours using the newly developed
heated air technology. The second ex-
ample is the shimming of gaps between
a VTP center box and metallic parts at-
tached to the box.
Tolerance Compensation Using
Resin-Based Materials
Large and complex parts made of
CFRP commonly show larger tolerances
regarding form and thickness accuracy
compared to metal parts since higher
accuracy would directly lead to expo-
nentially higher costs of the single
parts. Therefore, as a compromise, tol-
erance compensation has to be per-
formed as part of the assembly process.
Shimming has to be performed be-
tween the single parts to close gaps that
are caused by stack-up of thickness tol-
erances and to guarantee correct trans-
fer of loads through the parts and the
fastener elements. Closing gaps on the
outer surface of assembled components,
or aerodynamic sealing, has to be per-
formed to smooth the surface.
The sealing material is a two-compo-
nent polysulfide-based compound from
Vertical tail plane (VTP) of a single-aisle passenger aircraft showing gaps on the outer surface (in red)
that have to be filled by aerodynamic sealing.
Curing time of the used shim material dependent on the curing tempera-
ture.
Curing time of the used sealant material dependent on the curing temper-
ature.
Heated Air Technology Helps Optimize CFRP Assembly
Aerodynamic
Fairing Parts
Rudder
VTP Center
Box
10
9
8
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6
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Curing Temperature [C]
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Intro
EXECUTIVE COMMITTEE
A Detailed Look Within the Aerospace and Defense Extended Manufacturing
Enterprise. AeroDef Manufacturing 2014.
Join the elite of Aerospace and Defense manufacturing as they
gather at AeroDef 2014 to usher in a new era of innovation,
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C
A
U
S
A
2
0
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4
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Intro
Technology Update
Chemetall. With the current product
variant, the curing time is about 8 hours
at 23 C to achieve a hardness of Shore
A 30 of the cured material. By increas-
ing the temperature, the curing time
can be reduced; a decreased temperature
leads to longer curing times. Especially
during winter (with shop-floor tempera-
tures less than 20 C), this could lead to
curing times of up to 16 hours.
In addition, a minimum relative hu-
midity is necessary for the initiation of
the chemical curing reaction (vulcan-
ization). Especially during winter, rela-
tive air humidity could be less than
10%, which leads to further extension
of the curing time.
The shim material used is a two-com-
ponent epoxy-based compound from
Henkel. The curing time at 203 C is 9
hours. By increasing the temperature,
the curing time can be reduced to less
than 2 hours.
Improved Aerodynamic Sealing with
Heated Air
Heating (IR) lamps have traditionally
been used to heat the sealants; how-
ever, the heat distribution on the sur-
face is very uneven, leading to uneven
curing of the sealant. There also is a risk
of overheating and damaging the
sealant, or in the worst case, the CFRP
material itself.
To overcome this risk, a new technol-
ogy was introduced using heated air in-
stead of lamps. By using heated air flow-
ing slowly and continuously over the
sealant material, a homogeneous heat
distribution and curing process can be
realized. The maximum temperature on
the surface cannot be higher than the
maximum air temperature independent
of the position of the system. There-
fore, the curing process can be reliably
controlled, without any risk of over-
heating.
Together with other specialized com-
panies, including Oellerich and CFK-
Valley Stade, dedicated tooling was de-
veloped and introduced. It consists of a
U-shaped air tube made of CFRP. Vac-
uum cups are used for mounting the
tooling onto the surface without dam-
aging it. Rubber lips at the edges guar-
antee a closed canal for the heated and
moisturized airflow. The air tube is con-
nected to a dedicated fan heater via
flexible hoses. Several air tubes can eas-
ily be connected to each other, depend-
ing on the length of the gap to be
sealed. By means of a control unit, the
air temperature and humidity can be
adjusted, automatically controlled, and
recorded. An additional electrical heat-
ing system and temperature sensors are
installed inside the air tube.
Heat distribution on the surface when using heating lamps (example).
Messpunkt 95.6 C
150
23.9
The prototype heated air tube system, bottom view (top left), inside view (bottom right), ventilating fan
(top right), and control unit (bottom left).
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Intro
Aerospace Engineering, December 2013 aero-online.org 25
Technology Update
The air temperature inside the system
can be controlled very accurately (by
means of internal heating elements)
within a range of 3 C, which meets
the curing requirements for the sealant
material.
To maintain a relative humidity be-
tween 10% and 90%, a humidity con-
trol unit can be added to the system.
In first trials using the prototype, the
operational readiness of the heated air
tube system could be demonstrated. A
curing time of 2 hours was achieved in-
cluding temperature ramp-up and in-
stallation time. The next step will be the
introduction of serial heated air tubes.
Improved Tolerance Compensation
with Heated Air
Heat can also be used to decrease the
curing time of shim material. As risk
mitigation, heating lamps are no longer
used in the assembly of the VTPs. An-
other possibility to introduce heat is
using flexible heating mats or metallic
heating elements (e.g., beams) that are
placed on the surface with the shim ma-
terial underneath. In principle, this is
only possible for less complex part
geometries e.g., flat or slightly curved
surfaces. For complex surfaces, heated
air again becomes an interesting option.
For joining the rudder with the VTP
center box, aluminum hinge arms have
to be assembled to the center box. Shim
has to be used to fill the gaps between
the rudder hinge arms and the rear spar
of the center box to guarantee accurate
positioning of the hinge arms and rud-
der hinge line. The heat introduction
into the interface between hinge arms
and the rear spar cannot be realized with
a heating mat or other conventional
heating elements due to the complex as-
sembly situation. In particular, thermal
expansion of the surrounding fittings
has to be avoided. Therefore, a specifi-
cally adapted heated air tooling was de-
veloped that fits to the hinge arms.
In this case, the heated air system
consists of two L-profiles that fit to the
geometry of the dedicated hinge arm.
Since the geometry of each hinge arm is
different, individual systems have to be
used per hinge arm. Rubber lips at the
edges of the L-profiles ensure a closed
inner room for the heated airflow. The
profiles can easily be fixed at the part
using conventional clamping devices.
The heated air system is connected to a
dedicated fan heater with flexible hoses
and controlled by a control unit.
First trials at a test VTP were done
using a prototype system. Again, a cur-
ing time of 2 hours was realized. Next
steps will be the implementation of the
heated air system in serial production.
Heated air technology enables the
stabilization of the production process
with regard to a clearly structured
process and delivery planning since the
curing time remains the same inde-
pendent of the environmental condi-
tions (temperature and air humidity) in
the shop floor.
This article is based on SAE Interna-
tional technical paper 2013-01-2133 by
Alexander Gessenharter and Bjorn Van
Koppen of Airbus Operations GmbH, and
Marc-Philipp Graf Bethusy-Huc of Mar-
cotodo GmbH
Heat distribution inside heated air tube. The air temperature inside the system can be controlled very
accurately, within a range of 3 C.
Schematic representation of the heated air system for accelerated curing of shim.
Temp
Time
40
30
20
10
Reeks15
Reeks21
Reeks27
CH5
CH11
Reeks16
Reeks22
Reeks28
CH6
CH12
Reeks17
Reeks23
CH1
CH7
Lower Limit [C]
Reeks18
Reeks24
CH2
CH8
Upper Limit [C]
Reeks19
Reeks25
CH3
CH9
Reeks20
Reeks26
CH4
CH10
0 160 170
Rudder Hinge Arm
Heated Air Tube
(Side 2)
Heated
Air Flow
Heated Air Tube
(Side 1)
Flexible Tube Connection
Heated
Air Flow
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Intro
T
he past two decades saw the
market for new business jets ex-
plode, with corporate customers
discovering and embracing the
value of a tool that could bypass the
congestion and frustrations of airline
travel, going more directly where they
wanted to go, and allowing work to
continue along the way. It seemed a
perfect win-win situation for busy exec-
utives who could arrive at a destination
refreshed and prepared for that impor-
tant meeting, and for companies who
could increase the productivity of their
senior management at a competitive
cost compared to using premium air-
fares on every trip.
Added to the rapid rise in company-
owned business aircraft were a host of
new fly-as-you-go air-taxi and frac-
tional operators offering competitive
rates for hired-out aircraft that came
with crews, and all administrative and
support functions taken care of.
These newcomers were soon ordering
new business jets by the score, later by
the hundred, and new products started
to flood onto the market to meet the
demand.
Although the powerhouse for bizjet
growth was in North America, the at-
traction of executive jet air travel be-
came global, especially in fast-growing
emerging markets with very rich entre-
preneurs developing a taste for personal
jet travel.
But then the financial meltdown of
2008 hit North America and Europe,
and the clear blue skies of the bizjet
market suddenly became a tropical
storm. Orders were cancelled or post-
poned, some manufacturers and suppli-
ers became insolvent, and the sectors
growth charts reversed their upward
paths and started a decline.
While the first years of this decade
have seen only a mild recovery in the
return to growth in some parts of the
sector, there are clear signs that aircraft
manufacturers have used the downturn
to their advantage by taking on more
risks and developing a new generation
of products that will, they believe, en-
courage a faster rate of growth to return
sooner, rather than later.
Preparing for Takeoff
The business jet sector has more in-
ternational trade shows than almost
any other group within the aerospace
industry, with major exhibitions on
every continent. All the mainstream
aircraft companies are usually repre-
sented at such events as the U.S.-based
NBAA, EBACE in Europe, LA BACE in
Latin America, and Jet Expo in Russia.
Other up and coming shows are now
gaining popularity in Asia and the Mid-
dle East, and China has become a big
new market, with as yet few indigenous
products to compete with Western air-
craft.
There is now an optimistic attitude
developing after a gloomy period of rel-
ative sales stagnation, but it is not ex-
pected that a full recovery to pre-2008
levels of spending, when annual sales
exceeded 1,300 aircraft, will be possible
for a few years yet.
The large backlog of deliveries that
built up during the 2008 crisis period
helped manufacturers to maintain pro-
duction in most cases, even if at a
slowed-down monthly rate. According
to aerospace forecasters Zenith Jet con-
sultants, deliveries of new business jets
between 2013 and 2022 should be
around 9,400 units worth an estimated
$253 billion in revenues.
By any measure, this is a sector with
huge future potential. Zenith concludes
that deliveries will grow at a 17% rate
through to 2017, before leveling off
again.
The new products offer improved
economics, more environmentally
friendly characteristics, greater comfort
features, greater runway flexibility and
accessibility, and extended range, al-
Bizjets Wait for the Uplift
A look at how the global executive jet market
is fighting back after a hard few years.
by Richard Gardner, European Editor
A look at how the global executive jet market
is fighting back after a hard few years.
by Richard Gardner, European Editor
Embraer Lineage interior layout.
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Intro
Bizjet Feature
lowing more long-distance, nonstop
journeys.
These advances create less noise and
emissions pollution for a given number
of aircraft movements and are more fuel
efficient, so these gains are now demon-
strating that the industrys environmen-
tal credentials are living up to the hopes
expressed by the manufacturers in re-
cent times.
Technology improvements are thus
delivering results that refute the claims
of more extreme voices that suggest
business aviation is selfish, favors only
the super-rich, and is destroying the
planet. The reality is that todays newest
business jets are amongst the least pol-
luting means of transport in any do-
main, and have become an integral part
of the wider economic infrastructure
contributing to global wealth creation,
not endangering it.
Robust Top-End Demand
The top end of the market sector is
currently the area where most new pro-
gram activity is taking place. It is fore-
cast that over the next decade, 1,577
aircraft in this category of ultra-long-
range business transports will be sold,
worth a disproportionately high total of
$95.8 billion.
Just under half the total will be des-
tined for customers in North America,
but the fastest growth rates will be com-
ing from expanding customer demands
from the Middle East, Asia, China, and
Russia, where there are currently few
suitable home-grown products to select.
New civil aircraft such as the Sukhoi Su-
perjet and Comac ARJ21, which have
both suffered severe setbacks coming to
market, are emerging in Russia and
China as new transports. But although
VIP government versions might be sold
in small quantities, these aircraft are
hardly competitive in open markets
with Western long-range executive jet
models such as the Boeing BBJ (based
on the 737) and Airbus ACJ (based on
the A318), or the expanding range of
new aircraft from Gulfstream, Bom-
bardier, and Embraer.
Bombardier is the market leader with
new-model executive jets ranging from
the super-light Learjet 70 and 75 nine-
passenger aircraft, through the well-es-
tablished Challenger mid-size family,
including the new super-midsize Chal-
lenger 350, launched in May, and the
recently launched top-of-the-range
Global 6000, 7000, and 8000.
Each of these new aircraft features
the very latest cockpit designs with ad-
vanced avionics suites including, in
some models, adaptive LCD displays
and synthetic vision systems. The Lear-
jet 75 has a new Vision flight deck fea-
turing Garmin 5000 cockpit displays,
while the Challenger 350 has the Rock-
well Collins Pro Line 21 advanced
avionics suite with most of the previous
features, plus a dual inertial reference
system.
Powered by two Honeywell HTF7350
of 7,323 lb thrust, the 350 can fly eight
passengers for 3,200 miles at a cruise
height of 43,000 feet. The paperless
cockpit and multiscan weather radar is
aimed at both increasing situational
awareness and reducing the pilot work-
An interior view of the Embraer Lineage.
Embraer Legacy 500 cockpit with side-stick fly-by-wire controls, head-up display, and advanced
touchscreen displays.
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Intro
load. The Learjet 85, due for service
next year, is in the mid-size category.
The new Challenger 350 follows on
from the earlier 300 model, which has
become a leader in its size range with
over 400 aircraft sold. Fractional owner
Netjets gave the new aircraft a big boost
by ordering 75 as part of a larger 275
aircraft shopping spree with Bombardier
worth $7.3 billion.
The Bombardier Global Series, now
expanded from the original 5000 model
to the 7000 and 8000 models, reflecting
the ultra-long-range capabilities, offers
high speed with generous cabin space
and smooth operations at a cruising
height of up to 50,000 feet. With lower
operating costs than the adapted BBJ
and ACJ corporate jets, the Global 7000
and 8000 have an identifiable segment
of the top-end market almost to them-
selves, though for extra cabin volume,
the Embraer Legacy family also now ex-
tends up to the corporate Lineage ver-
sion of the EMB-70 aircraft, just one tier
down from the BBJ and ACJ.
The Globals most direct competitor
comes from Gulfstream in the form of
the new G650, which is the largest
member of the family. Gulfstream has
been improving and refining its family
of large executive jets over many years
to remain competitive against the grow-
ing family of newer designs from Bom-
bardier and Embraer.
Boeing is still pondering how best to
adapt its new re-engined 737 Max com-
mercial jetliner products to compete
with the long-range Gulfstream G650
and Bombardier Global 7000. The new
CFM Leap-1B high-efficiency engines
on the Max will cut fuel costs and in-
crease range, but the BBJ versions of Boe-
ings best-seller still come in at the heavy
end of the executive market, and may
get even heavier if modifications have
to be made to extract a 7,000 nautical
mile range capability. This might not be
a problem for government customers
wishing to use the aircraft as a VIP trans-
port for state leaders and high-ranking
officials, but it could struggle to match
the economics of the purpose-built Gulf-
stream and Bombardier bizjets.
Exit and Entry
One of the most active manufactur-
ers of medium-size bizjets was Hawker
Beechcraft, but the company had to
shed its business jet product line as a re-
sult of restructuring after a period in
bankruptcy protection. The new
Beechcraft is to concentrate on its pop-
ular twin-turboprop King Air and pis-
ton twin Baron aircraft. But there is no
shortage of new business jets ready and
waiting to step into the market gap left
by Hawkers demise.
Embraers new eight-seat Legacy 500
fills the mid-size role perfectly and is
now engaged in certification flying
prior to entering service in 2014. This
will be followed by the Legacy 450,
which is a super-light bizjet, with many
common features and a very high-spec-
ification avionics system. This is due to
enter service in 2015.
Cessnas highly successful Citation
family comes in the mid-size and super-
mid-size categories and the latest
model, the Longitude, is due in 2017.
The smaller Latitude is due to enter
service in 2015. Before these two new-
Embraer's Phenom 100 in flight.
Bombardier's Global 7000 interior.
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Intro
Bizjet Feature
comers, the company is about to intro-
duce into service the Citation Soverign
and Citation-X, both offering upgraded
performance and interiors.
This year marked the 50th anniver-
sary of Frances Dassault Falcon family
of business jets. The first of the breed
was known originally as the Mystere
20. It used the wing and tail of the Das-
sault Mystere fighter, with a new ten-
seat passenger cabin. The close affinity
between Dassaults family of supersonic
fighter jets and its Falcon family of busi-
ness jets has resulted in the marque
earning a reputation for high quality
and advanced performance. This com-
bination, along with highly innovative
design features including digital con-
trols, hi-tech cockpit displays, and ad-
vanced low-drag aerodynamics, has
helped the company to deliver over
2,000 aircraft over the years, and they
still represent sector leaders in terms of
applied high technology.
The ground-breaking three-engine
Falcon 7X model was not only the first
major civil aircraft to be completely de-
signed in a virtual environment using
all-digital design tools and virtual mod-
eling, but introduced fly-by-wire and
side-stick controls to the executive air-
craft market.
Continuous product development
has resulted in the current Falcon fam-
ily, comprising the Falcon 2000LX,
2000S, 900LX, and 7X, offering all-
weather performance with an ability to
operate from short rural or city-center
runways, but with a nonstop intercon-
tinental range of between 3,300 and
nearly 6,000 nautical miles. Cruising at
up to Mach 0.9, the aircraft can carry
up to 16 passengers with an ability to
fly direct nonstop sectors with maxi-
mum operating flexibility, thanks to
the relatively slow approach speeds and
short-field performance.
The EASy flight deck, developed with
Honeywell in 2000, has subsequently
been further developed with synthetic
vision enhancements, and head-up dis-
plays add to the measures introduced to
aid situational awareness. It is expected
that Dassault will announce its next all-
new Falcon product this year, a
medium-size design known so far as
simply the SMS.
Dassault's desire to make its products
more environmentally friendly goes
hand-in-hand with technical innova-
tion that aims to lighten aircraft struc-
tures; simplify manufacturing and
maintenance processes and procedures;
and maximize gains from developing
laminar flow aerodynamics, reducing
drag, and increasing range and payload.
The in-house military pedigree has so
far resulted in aircraft that are both ro-
bust and mission-flexible.
Revival Due
The sector in the business jet market
that has been hit hardest by the West-
ern economic downturn has been that
for very light jets (VLJs). Entry-level jets
really began to take the market by storm
around ten years ago as they introduced
a whole new generation of operators to
jet services, including individual own-
ers who sought to upgrade from piston
twins to something faster, but afford-
able.
Air-to-air portrait of Dassault Falcons.
An Embraer Legacy at Sharjah in the Gulf, an area of great market growth. (Gama Aviation)
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Intro
30 Aerospace Engineering, December 2013 Free Info at http://info.hotims.com/45611-764
A whole flock of startup companies entered the field, but
many faded from view even before delivering the first pro-
duction aircraft. Others are on hold awaiting an upturn in de-
mand.
Embraer took a great risk by developing its all-new Phenom
family, and although sales soon reached well into three-figure
totals, the market crashed just as deliveries were running at a
high level. Honda Aircraft also decided to go for the light end
of the market for its first bizjet product, the Hondajet. In this
case, however, it has been technical delays that have been the
cause of a slowdown in the development and certification
phases, and the aircraft is not now expected to enter service
until late 2014 at the earliest, even though it is now undergo-
ing flight test.
A light business jet that has a long established pedigree is
the smallest in the Cessna Citation family. The original Cita-
tion CJ1 dates back to the 1980s, but the design has been
steadily improved and evolved ever since. Under certification
test flying at present is the latest iteration in the form of the
Citation M2. This looks very similar from the outside, but its
avionics suite is of a different order, being based around the
latest Garmin G3000. This offers an integrated digital flight
deck, with three 14" screens with multi-functionality, and
touchscreen controllers. The advanced navigational capabili-
ties greatly ease the pilot workload. Despite its compact size,
the M2 can carry six passengers with a range of around 1,100
nautical miles.
Garmin and Honeywell dominate the avionics market for
small, and not-so-small, business jets, but it can be claimed
that the new electronic cockpit environment has contributed
more than any other innovation in recent times to bringing
the VLJ and light jet sector into the mainstream of commer-
cial aviation, with clear and capable cockpit displays that
considerably enhance air safety.
In the past, it is in the category of general aviation where
more accidents have occurred than any other segment, and it
is satisfying to know that the latest small jet and entry-level
aircraft, thanks largely to their avionics systems, now offer a
safer, not more hazardous, way of flying.
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Intro
I
n 2008, Thales launched the develop-
ment of a new generation of inertial
reference systems for civilian aircraft,
TopFlight ADIRU (air data inertial ref-
erence unit). Thales embedded in the
product its know-how relative to com-
plex hybridization algorithms, its ex-
pertise in design and manufacturing of
inertial sensors (gyrometers and ac-
celerometers), and its ability to design
and develop whole navigation systems.
TopFlight ADIRU is characterized by
its RNP (required navigation perform-
ance) 0.075 100% worldwide availabil-
ity and, therefore, contributes to signifi-
cant increases of operational aircraft
capabilities up to RNP 0.1 (kerosene con-
sumption saving, optimal traffic man-
agement, and capability to access spe-
cific airports with low decision heights).
This operational capability is based on
Thales' patented TIGHT algorithm, en-
suring accuracy and integrity levels re-
quired to reach RNP 0.075 performance,
as well as high-performance inertial sen-
sors based on ring laser gyro technology
and micromechanical accelerometers.
TopFlight ADIRU is at the heart of RNP-
AR (authorization required) performance,
a highly demanding aeronautical naviga-
tion procedure. Thanks to its sophisti-
cated multifilter hybridizations, it allows
crews to maintain 100% availability and
100% worldwide RNP 0.1 capability.
In addition, it was Thales' goal to sup-
port design objectives higher than the
current standards. TopFlight ADIRU al-
lows the detection of hardware failures
of connected equipment such as
GPS/multimode receivers (MMR) or
other ADIRUs, and to consequently re-
configure its hybridizations and posi-
tion solutions. Futhermore, when inte-
grated in a navigation system based on
three TopFlight ADIRU and MMRs, a
consolidated single position is provided
for the entire aircraft systems.
RNP-AR Gains Ground
RNP-AR procedures were originally in-
troduced by ICAO to allow aircraft to per-
form low-RNP approaches in bad weather
conditions. This capability largely relies
on the latest embedded civil aircraft navi-
gation systems. Indeed, the use of satel-
lite-based localization (GPS today, Galileo
in the near future, hybridized with inertial
data when the most stringent perform-
ance is required) allows the monitoring of
aircraft positioning errors and the main-
taining of position in a kind of tunnel,
centered on a desired trajectory and
bounded by limits that can be computed
in a predictive manner as soon as trajec-
tory, time, and day of flight are known.
Depending on considered operation
and targeted decision height during ap-
proach, the tunnel may vary in width
from 0.3 nmi (RNP 0.3 operations) to
0.1 nmi (RNP 0.1 operations).
To allow an aircraft to perform such
an approach, it must be first guaranteed
that the trajectory accuracy (95%) can
be maintained within the tunnel limits.
It is also necessary to guarantee that
the risk that aircraft position and guid-
ance error exceeds twice the limit of the
tunnel without any alarm can be raised
(generally known as integrity limit) is
lower than a rate generally fixed to val-
ues varying from 10-5/h to 10-7/h.
As mentioned earlier, RNP-AR opera-
tions were initially designed to allow
aircraft to approach airports located in
mountainous areas in bad weather con-
ditions. They have generated significant
economic benefits to companies by
avoiding numerous flight cancellations.
Managing
Positioning
Integrity
Thales has established a
new reference system to comply
with the most demanding
RNP-AR navigation procedures.
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Intro
Managing Positioning Integrity
Furthermore, RNP-AR procedures
allow optimizing approach trajectory to
less demanding airports, thus generat-
ing significant reduction of fuel con-
sumption and CO2 emissions. In some
other cases, RNP-AR procedures allow
for reduced noise nuisance in neighbor-
hoods around airports. These last con-
siderations are the key driver for cur-
rent rapid development of new RNP-AR
procedures.
As a consequence, to get RNP-AR capa-
bility, companies invest significant
amounts of money to improve the avion-
ics suite capability of already in-service
aircraft. New generation aircraft include
basic RNP-AR capability in their design.
Global Technology Positioning
RNP-AR capability is not limited to
the use of a satellite-based localization
source. It globally generates con-
straints on cockpit display systems,
flight management systems, localiza-
tion systems, and autopilot. The an-
swer to RNP-AR problems must be
tightly coordinated between those dif-
ferent systems. Thales offers a global
answer to RNP-AR problems in three
key technical domains: avionics sys-
tems, air traffic management, and op-
erational simulation.
Aircraft crews must be specifically
trained to perform RNP approaches. The
required level of training may be signif-
icantly reduced if the aircraft system is
designed to be fail-op. In such a case,
the system is designed to reconfigure
automatically, without crew interven-
tion, in case of failure. In that case, po-
sition for continuation or extraction of
RNP procedure is automatically selected
by aircraft systems.
In the RNP-AR context, embedded in-
side a redundant architecture, TopFlight
ADIRU centralizes in unique equipment
most major navigation functions previ-
ously split onboard aircraft. Due to this
integration, TopFlight ADIRU con-
tributes to increased safety and com-
pactness.
In the objective to increase availability
and safety, TopFlight ADIRU processing
architecture is based on Thales Core
Software MACS2, derived from an inte-
grated modular avionics solution, allow-
ing full segregation (time and space) be-
tween operational functions. Applicative
software and core software are developed
in accordance with the RTCA-DO-178B
Standard with Design Assurance Level
(DAL) A. Hardware design is compliant
with RTCA-DO254 DAL A.
Air-data parameters (ARINC 706/738
standards: computed air speed, Mach,
standard altitude, etc.) are computed
from primary data provided to
TopFlight ADIRU by various external
probes installed on the aircraft fuselage.
TopFlight ADIRU provides an iner-
tial primary reference and pure iner-
tial localization solution (consistent
with ARINC 738 standard: accelera-
tions, angular rates, attitudes and true
heading, position, velocity, baro-iner-
tial altitude, etc.) from Thales inertial
sensors embedded in the inertial meas-
urement unit. Flight control data are
computed through a dedicated chan-
nel, allowing very-high-frequency al-
gorithms and therefore low latency,
high noise reduction, and dedicated
bandwidth.
TopFlight computes a hybrid localiza-
tion solution built from pure inertial
data and GPS data. This solution
(Thales-patented TIGHT algorithms) in-
cludes a protection limit that protects
the solution vs. an undetected GPS sig-
nal-in-space failure with a high level of
integrity. When satellite redundancy is
sufficient, the FDE (fault detection and
exclusion) algorithm excludes the faulty
satellite measurement, if any.
When an aircraft is on the ground,
complementary algorithms improve the
accuracy and integrity of a hybrid local-
ization solution through dedicated
management of multipath impact on
the GPS signals and, therefore, reinforce
safety levels of aircraft navigation on
the ground.
Another function consolidates posi-
tioning solutions provided by the dif-
ferent sensors onboard the aircraft, such
as other ADIRUs or GPS functions (pro-
Thales' TopFlight ADIRU (air data inertial refer-
ence unit), which allows crews to maintain
100% availability and 100% worldwide RNP 0.1
capability.
A graphic representation of an RNP-AR procedure, which was originally introduced by ICAO to allow
aircraft to perform low RNP approaches in bad weather conditions.
Cov ToC
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Intro
Avionics Feature
vided by MMR on some aircraft sys-
tems). TopFlight introduces a signifi-
cant step ahead regarding hybrid posi-
tion (also known as GPIRS position)
integrity management. Indeed, algo-
rithms compute in real time a horizon-
tal protection limit associated with an
integrity level equal to 10-7/h that pro-
tects GPIRS position vs.:
Signal-in-space undetected erroneous
data (UED) effects (used in previous civil-
ian inertial product generation), and
Embedded hardware failures that
could lead to UED. Protection is en-
sured regarding GPS receivers as well
as TopFlight ADIRU (protection specif-
ically added to increase safety level).
This last capability exploits the hard-
ware redundancy (GPS receiver and
TopFlight ADIRU) onboard the aircraft.
Designing Out Failure
Thales Topflight ADIRU guarantees
100% worldwide availability of RNP AR
0.1 at aircraft level with conditions de-
fined in RTCA-DO-229D standard Ap-
pendix R (identical to RTCA-DO-316
Appendix R). In particular, demonstra-
tion takes into account the worst-case
constellation; that is the Martinez con-
stellation with no satellite masking dur-
ing the approach, except the usual 5
angle masking.
In addition, if a failure is detected in
real time, dedicated algorithms auto-
matically (without crew intervention)
perform exclusion of the failed compo-
nent and reconfigure position on a safe
solution. If the redundancy (signal-in-
space or embedded hardware, depend-
ing on the type of failure that has been
identified) is not sufficient to perform
exclusion, the function automatically
extracts a position with the required ac-
curacy, including the effect of the fail-
ure. This can be used by the aircraft to
perform a safe extraction from RNP-AR
procedure.
TopFlight ADIRU provides aircraft
with a time reference computed from
GPS data received from MMR and its
own internal clock. A built-in test func-
tion performs monitoring of TopFlight
internal functions and of connected
equipment data (MMR, probes) to reach
a high level of safety through a low UED
rate and high failure coverage.
With three decades of research and
development efforts to its credit in this
field, Thales claims to be the only com-
pany to have developed a high-perform-
ance, three-axis ring laser gyro solution
combining into a single sensor with ev-
ident advantages in terms of compact-
ness, reliability, and cost (minimizing
the number of optical and mechanical
parts). Originally developed for military
and space applications (fighter, cargo,
launcher), the PIXYZ-22 ring laser gyro
has been upgraded to take into account
constraints of civil applications (life du-
Schematic of the detailed functional architecture of TopFlight ADIRU's consolidated position function.
Detailed TopFlight ADIRU functional architecture.
Air Data
Sensors
ADIRU #B, #C
MMR (Primary,
Secondary)
A/C Systems
Positions
ADR Data
(Altitudes, AoA, Air Speed,
Temperatures)
IR Data
(IR, GPIRS, A/C Pos, Time)
R
a
w

D
a
t
a

GPS Data
G
P
S

T
M
P
ADR
IR
GPIRS
AC Pos
Air Data
Reference
ADR Bus
Output
Inertial
Measurement
Unit
Flight Control
Reference
Pure Inertial
Reference
IR Bus Output
GPS
Hybridization
Hybridization
Consolidation
Fault Detect &
Exclusion algo
Mix IRS /
Radio Nav
Position
Selection
Time
Bite
IR Flight Control Data
(Angular rates, Accelerations)
IR Navigation Data
(Attitude, Heading, Position, Velocities)
AC Pos Data
(Position, Global HIL)
I
M
U

C
l
o
c
kS
y
s
t

T
i
m
e
Z
s
t
d
,

T
A
S
,

B
e
t
a
GPIRS Navigation Data
(Heading, Position, Velocities)
ADIRU 1
Dedicated to detect SIS
failures management
Dedicated to detect IRU H/W
failures management + global
protection limit computation
Dedicated to GPS HW
failures management
GPS 1
GPS 2
ADIRU 2
ADIRU 3
IRS 1
GPIRS 1
GPIRS 2
GPIRS 3
P,V,T
Pseudo
Ranges
Pseudo
Ranges
Primary
Secondary
GPIRS 1
Kalman filter
Kalman Filters Bank
UED SIS mngmt
Kalman Filters Bank
UED GPS mngmt
inter IRU
GPIRS
Consolidation
AC
Solution
GPS 1 position
IRS 1 position
GPIRS 1 position
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Intro
Whats On
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ration, reliability, export control).
For full operational benefit of the RNP-AR capability, an air-
craft operator needs to be certain of the availability at its ar-
rival airport.
Thales' RNP performance prediction tool provides 100%
availability of RNP-AR 0.1 in the worst GNSS constellation
scenarios, but for some very specific airports, terrain masking
needs to be taken into account.
If satellite terrain masking is forecast for a significant dura-
tion period, Thales has developed a ground-based tool able to
predict the value of hybrid HIL (horizontal integrity limit)
taking into account:
Aircraft trajectory issued from the flight plan,
YUMA (current constellation) or Martinez constellation (de-
fined in RTCA-DO229-D Standard Appendix R), and
Terrain database defining masking.
Because of this tool, it is possible to carefully check the avail-
ability of GPIRS position before performing the most de-
manding RNP-AR approach with severe terrain masking.
On the basis of technologies developed for TopFlight
ADIRU, Thales is currently proposing new inertial products
for military applications, characterized by very high pure in-
ertial performance and dedicated operational functions such
as stored heading alignment or in-flight alignment, along
with the compliance to stringent certification standards.
This article is based on SAE technical paper 2013-01-2139 by
Didier Portal, Jacques Coatantiec, and Pierre-Jerome Clemenceau,
Thales Avionics.
An example of RNP prediction is given for a Queenstown approach. In red,
pure GPS HIL when available (GPS HIL < HAL); in black, pure GPS HIL when
not available (HIL > HAL) due to terrain masking; in green, GPIRS HIL
(always available); in blue, desired path. It is also possible to check the value
of exclusion limit that is the maximum GPIRS position error before a poten-
tial UED can be excluded. This capability is particularly useful if full failed
operational capability is required by the company.
Managing Positioning Integrity
Aerospace Engineering, December 2013
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Intro
T
his article introduces the rationale
and techniques involved with
MIMO (Multiple-Input Multiple
Output)-based communication systems.
The communication impairments due
to multipath channels provide the base
motivation for the application of the
MIMO technique, and, in particular, the
use of OFDM (Orthogonal Frequency
Division Multiplexing) and spatial multi-
plexing for equalizing broadband wire-
less channels with non-selective fading.
Fading Channels
The presence of multiple reflections
and multiple communication paths
between two radio terminals causes sig-
nal fading impairments to a wireless
communication link. There is both
selective and non-selective fading. Non-
selective fading is where the frequency
components over the signal bandwidth
are dynamically attenuated by the same
amount and do not create any signal dis-
tortion; rather, only temporal signal loss.
Selective fading is where smaller fre-
quency segments of the signals spec-
trum are attenuated relative to the other
remaining frequency segments. When
this occurs, the signal spectrum is dis-
torted and this, in turn, creates a com-
munication impairment that is inde-
pendent of signal level.
For the case of narrow-band signals
with non-selective fading, the communi-
cation impairment can be countered by
providing more signal-level margin in the
communication link or using selection
diversity techniques to select the best
antenna input based on the relative sig-
nal strength. However, in the case of non-
selective fading, the signal must be equal-
ized to restore the signal fidelity and
expected communication performance.
This fading is produced by the arrival
of multiple replicas of the transmitted
signal at the receiving antenna. The sig-
nal replicas are produced by multiple
random reflections within the communi-
cation medium, such as an indoor com-
munication channel. The multipath
concept is shown in Figure 1, and is
based on the notion of an ellipsoidal
fading model
1
.
If one constructs a simple, two-ray
fading model and is able to generate
the signal attenuation versus commu-
nication range, one finds the presence
of crests and nulls due to the construc-
tive and destructive interference
caused by the arrival of the signals at
different delay times and therefore,
different phase angles. In some cases,
the phase angle can be at or near 180
degrees and can cause partial signal
cancelation, or, conversely in the case
of signals that are in-phase, partial sig-
nal enhancement.
Antenna Diversity
As mentioned previously, the effects of
this localized and sudden attenuation can
be compensated for by receiving the sig-
nal at two different receiver antenna
placement locations and selecting the
best antenna based on the signal strength
or some other receiver performance
measure. Figure 2 illustrates this by show-
ing the signal strength at two different
antenna placements over communica-
tion range and/or time. The signal
strengths associated with the antennas
are generally not correlated in time
and/or space, and when one signal is in a
null, the other can be found near a max-
imum and selected for communication.
The selection of one antenna over the
other based on signal quality or selec-
tion diversity is a technique that works
well for non-selective fading in that the
antenna selection essentially is a signal-
strength restoration technique. The
effects of antenna diversity for a
Rayleigh fading channel show a 17.5 dB
gain in performance. The same per-
formance can be achieved by introduc-
ing additional signal level margin of 27.5
dB without the additional antenna and
selection scheme.
Selective Fading
For broader-band signals more com-
monly used in modern wireless systems
such as wireless LAN, selection diversity
and other signal strength restoration
techniques are not enough to equalize
the impairments imposed by the multi-
path channel due to selective fading.
Selective fading occurs when the sig-
nal bandwidth exceeds the coherence
bandwidth of the channel
2
. The coher-
ence bandwidth of the channel is
approximately the reciprocal of the
delay spread of the channel
2
. The delay
spread is the rms average of the delay
times of the complex impulse response
of the channel. The impulse response of
The Basics of Multiple Input
Multiple Output (MIMO)
Radio Systems
The Basics of Multiple Input
Multiple Output (MIMO)
Radio Systems
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Intro
the channel is the received complex
envelope at a particular point in space,
assuming that a carrier signal is modulat-
ed by a Dirac impulse. The arrival of the
various signal components can be mod-
eled by a finite impulse response filter.
Ideally, the channel transfer function
only adds a flat fading process (constant
attenuation versus frequency) and a sin-
gle fixed time delay (linear phase).
However, the case shown above creates a
transfer function for the signal that pro-
vides asymmetric and frequency depend-
ent fading of amplitude as well as a non-
linear phase response, assuming that sig-
nificant sidebands of the signal are dis-
tributed across the entire transfer func-
tion shown.
If the sidebands of a complex modulat-
ed signal where distributed across the
transfer function shown, there would be
significant signal distortion and modula-
tion conversion (AM to PM and AM to
PM). This again is the effect of a multi-
path channel with a coherence bandwidth
that is less than the signal bandwidth.
In order to compensate for these
effects, the transfer function encoun-
tered via the communication channel
must be equalized at the receiver. Ideally,
if the inverse of the transfer function
could be applied to a signal prior to
detection to flatten the amplitude
response and to linearize the phase, the
signal impairments would be eliminated.
There are several different types of
transversal equalizers that operate on
the time domain representation of the
baseband signal to achieve the equaliza-
tion; however, many rely on training
sequences and training periods (receipt
of non-information bearing training
information that creates communica-
tion overhead).
OFDM and Channel
Equalization
The introduction of OFDM signaling
not only provided a means of spectrally
efficient communications, but also pro-
vided for a means of channel equaliza-
tion in the frequency domain. OFDM
essentially provides a means of sampling
the magnitude and phase of the channel
at any or all of the subcarrier frequen-
cies, since the carrier phase tracked at
the receiver and all of the subcarrier
phases are coherent to the main carrier.
However, in practice, performing con-
tinuous subcarrier phase tracking on
each of the subcarriers is not executed;
rather, short and long training symbols
with known patterns are transmitted
with each packet such that the receiver
Figure 2. Relative signal strength for two receive antenna locations within a multipath channel.
Figure 3. Several communication system configurations.
Figure 1. Multipath channel model illustration.
Cov ToC
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Intro
can determine the channel transfer
function, invert it, and then apply the
inverse to the received spectrum in
order to equalize the channel on a pack-
et by packet basis.
The channel transfer function, due to
selective fading, weights the received
spectrum. At the receiver, the magni-
tude and phase of each of the subcarri-
ers provide an estimate of the channel
transfer function, H
c
( ). An equaliza-
tion transfer function, H
e
( ), can be
applied to the channel-weighted spec-
trum to re-normalize the spectrum such
that the effects of the channel can be
reduced or eliminated.
MIMO Systems
In general, there are different permu-
tations of redundant transmitters and
receivers to improve the robustness of a
communication link and the informa-
tion-carrying capacity of the link. Shown
in Figure 3 are the different, general
redundancy configurations SISO, SIMO,
MISO, and MIMO.
SISO, or Single-Input Single-Output,
systems do not provide any type of
robustness or capacity improvement,
and represent a basic wireless communi-
cation link. SIMO, or Single-Input
Multiple-Output, systems are configura-
tions that provide receive-side diversity
and provide additional robustness, but
no capacity improvement. Examples of
SIMO systems are receivers with selec-
tion diversity schemes or Linear
Maximal Ratio Combining (LMRC)
schemes
2
. MISO, or Multiple-Input
Single-Output, provides transmitter
diversity in that it couples to the channel
at a different point in space such that
the links will not have the same fading
characteristics, though the receive
antenna and spatial sum of the signals
will be dominated by the stronger of the
two signals. The transmitter signal
design can be such that the combining
at the single receiver can made in an
optimal fashion as is done in Space-Time
Coding Techniques
2
. MIMO systems de-
multiplex the source data stream into
multiple independent channel streams.
This provides for both redundancy and
channel capacity improvement
3
.
The MIMO technique, also referred
to as Spatial Division Multiplexing, is a
single-source data stream multiplexed
between two spatial streams. As shown in
Figure 3, there are direct links and cross
links between the two transmitters and
two receivers. As a result, there are now
four different communication channels
that connect the two terminals, and the
characterization of the channel has a
higher complexity. However, the signal-
ing technique, when combined with the
properties of OFDM modulation, can
lead to an efficient channel estimation
and equalization scheme.
The spatial multiplexing technique
associated with MIMO is another
method to minimize the effects of a mul-
tipath communication channel through
its redundancy and channel equaliza-
tion properties.
This article was written by Brian Petted,
CTO of LS Research, Cedarburg, WI. For
more information, visit http://info.hotims.
com/45611-541.
References
1
Diagram after: MIMO Channel Modeling
and Emulation Test Challenges, K.Bertlin,
Agilent Technologies, 2008.
2
C. Oestges and B. Clerckx MIMO Wireless
Communications, Academic Press, 2007.
3
B. Holter, On the Capacity of the MIMO
Channel- A Tutorial Introduction,
Norwegian University of Science and
Technology, Department of Telecom -
munications, O.S.Bragstads plass 2B,
N-7491 Trondheim, Norway.
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Intro
www.defensetechbriefs.com Defense Tech Briefs, December 2013
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i
c
a
l

S
i
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e
Complexity of Materials
PO/GO
MLFMM
MOM
FEM
OUR DOMAIN: HYBRIDISATION
MoM (since 1991)
MoM/PO (since 1992)
MoM/UTD (since 1994)
MLFMM (since 2004)
MoM/FEM (since 2005)
MoM/RL-GO (since 2007)
FEM/MLFMM (since 2010)
T
o keep soldiers safe and the lines of
communication open, frequent test-
ing of radios used on the battlefield is
imperative. That testing is becoming
more automated and efficient with
updates to the Communications Electro -
nic Warfare Instrumentation System
(CEWIS), a suite of test equipment devel-
oped by the Communications Electronic
Warfare Branch of the U.S. Army Re -
search Laboratorys Survivabi lity/Leth a -
lity Analysis Direct orate(ARL/SLAD).
Automated Testing Ensures Top
Performance of Army Radios
The Communications Electronic Warfare Instrumentation System, or CEWIS. (Photo by Joyce M.
Conant, ARL)
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Intro
ARL/SLAD first brought the CEWIS
capability online in the mid-1990s, and
has continually evolved the technology
to keep up with the times, explained Jim
Lurski, electrical engineer with ARL/
SLAD. The newer test equipment is
more automated and more capable.
In CEWIS, a variety of test equipment
such as spectrum analyzers, signal gener-
ators, and oscilloscopes is combined into
a single system. It allows analysts to assess
the robustness of a communication link.
For example, two radios may be brought
into the lab, where CEWIS is used to
inject a jamming signal to disrupt their
communications. The jamming signal
starts low and is increased until the com-
munication fails. ARL informs the cus-
tomer (e.g., a program manager or the
Army Evaluation Center) of results such
as the radios ability to maintain their
link up to a specific level of jamming.
To achieve precision in the testing
process, CEWIS transmits several hundred
messages at each level of jamming signal.
With that many messages, it is important
that the process be automated.
Prior to this, we would have to hand-
set the equipment, and the messaging
software would send the messages, said
Lurski. After that, we would have to go
by hand to change up everything from
the jammer side, and take the data from
each run and store to the side, and go
through the next run, he explained.
CEWIS is now the main control point
for such tests. All of its jamming capabil-
ities are controlled through a worksta-
tion, so the characteristics of the signal
can be changed easily to accommodate a
changing threat.
The nice thing about CEWIS is that it
provides a controlled, repeatable envi-
ronment, said Lurski. We can do a test
now and compare it to test results from
years ago.
Lurski noted that the waveforms used
in CEWIS have to evolve to keep pace
with the evolution of threat systems. To
know which threats must be tested, ARL
reviews documentation from intelligence
organizations and also applies their own
technical expertise to foresee how adver-
saries capabilities could evolve.
ARL/SLAD has recently used CEWIS
to test both vehicle-mounted and man-
pack radios. They have performed elec-
tronic-warfare testing for the Joint
Tactical Radio Systems (JTRS) Rifleman
Radio, JTRS Ground Mobile Radio, the
Single Channel Ground Air Radio
System (SINCGARS), and the Enhanced
Position Location Reporting System
(EPLRS).
Involved with JTRS since its early
development, ARL has tested it and pro-
vided feedback so problems can be fixed
in follow-on development.
Another system for which CEWIS has
been invaluable is Nett Warrior, which
provides situational awareness and mis-
sion command for dismounted soldiers
on the battlefield. ARL pre-tested the Nett
Warrior system for the most recent
Network Integration Evaluation (NIE) in
November 2012, providing useful data for
the test planners. NIE is a series of twice-
annual, soldier-led events designed to
evaluate the effectiveness of multiple net-
worked devices in a tactical, operational
test environment. The NIEs, of which the
most recent involved 3,800 soldiers, help
assess the network, systems, and soldiers
while they operate in the presence of a val-
idated, persistent cyber threat.
In the months prior to the most
recent NIE, SLAD analysts procured
radios for lab tests. Now that NIE has
concluded, they will use the data gath-
ered to analyze radios with regard to sur-
vivability; the results will be used to
inform decision-makers, so that the
proper equipment can be produced to
aid soldiers on the battlefield.
Because this approach allowed the
Army to track down and eliminate prob-
lems encountered in earlier NIEs, its
now being generalized.
As Lurski explained, The plan is to
pre-test before each NIE the systems that
will be undergoing testing, to ensure
that the threat planned for the NIE
makes sense.
With a resource as valuable as CEWIS,
ARL/SLADs experts in communications
electronic warfare are not only improving
the performance of Army radios, but also
enhancing the effectiveness and rigor of
the testing that ensures those radios are
the worlds most capable.
For more information on CEWIS, contact
the Army Research Laboratorys Public Affairs
Division at public_affairs@arl.army.mil.
Defense Tech Briefs, December 2013 39
Optik-D
Series
Low insertion loss of 0.06 dB
(typical) means less optical
power is required, which can
mean the difference between
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Suitable for harsh environments
More cost effective than
D38999 and ARINC
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Wide availability of accessories
Precision guide pin ensures
proper alignment
Hybrid Combo-D connector
allows for combination of
optical, power, signal and/or
coax in a single connector
D
Series
Fiber Optic Connectors
for Rugged Applications
Conforms to ARINC 801
www.connectpositronic.com/optik-d
Crimp sleeve not shown
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Intro
Technology Focus:
Materials & Coatings
SEM and AFM images of Gold Nanoparticles annealed at 580 C for 10 minutes, and varied thicknesses of the gold films. Growth times were (a) 100
s, (b) 200 s, (c) 400 s, (d) 600 s, and (e) 800 s. The top row of images was taken with the SEM at a magnification of about 220,000 times and a
working distance of around 14 mm. The second row of images was taken with the AFM at a sample size of 500 nm x 500 nm and vertical scale of
25 nm, with the corresponding 3D view below.
(a) 12.5 nm (b) 25 nm (c) 50 nm (d) 75 nm (e) 100 nm
O
ne-dimensional nanowires are of
increasing interest due to their size,
physical properties, and other applica-
tions in opto-electronics. For example,
nanowires have already been used in
light-emitting diodes and lasers, pho-
todetectors, resonant tunneling diodes,
field-effect and single-electron transis-
tors, and biochemical sensors. In addi-
tion, nanowires are useful because they
can be grown almost dislocation-free due
to their nano dimension. When disloca-
tion-free nanowires nucleated on the
substrate merge to form a continuous
film, voids are left underneath, which act
as sinks for dislocations, allowing other
structures to be grown stress-free on top
of the nano-engineered buffer layer.
Compared to other growth methods,
molecular beam epitaxys (MBE) relatively
low growth temperature, ultrahigh vacu-
um, and precise control of beam fluxes
reduces impurities and allows for greater
control in doping individual nanowires
and forming complex junctions. Fur -
thermore, various methods of in situ
observation, such as reflection high-ener-
gy electron diffraction (RHEED), are rela-
tively easy to implement in an MBE system.
To grow nanowires that would eventual-
ly merge into a continuous film, the
nanoparticles in this project had to be as
large and as close together as possible.
MBE was used to grow the gold nanopar-
ticles. The influence of the relative thick-
ness of the initial layer of gold, the anneal-
ing temperature, and the annealing time
on the size, density, diameter, and height
of the gold particles were investigated.
Atomic force microscopy (AFM) and
scanning electron microscopy (SEM)
were both used to characterize these
gold nanoparticles due to their high res-
olution and precise measurement capa-
bilities. Because of the SEMs relatively
quick scanning rate, it was used to first
confirm that nanoparticles were indeed
present, while the AFM was used to pro-
vide three-dimensional images and the
dimensions of the nanoparticles.
Fabrication of gold particles on Si was
conducted using a DCA MBE system
equipped with a 3.25" substrate heater.
Three-inch Si(100) nominal wafers were
used as substrates. The samples were
quickly heated to 1050 C to remove the
oxide layer, and then quickly cooled
under an As4 flux to 500 C. Finally, the
sample was cooled to the nucleation
temperature of 230 C without any flux.
After oxide desorption, a thin gold film
was deposited and annealed to form
nanoparticles. The temperature of the
gold effusion cell was set to 1250 C for
a flux of approximately 0.125 nm/s. The
time of deposition, annealing tempera-
ture, and annealing time were varied.
RHEED was used to observe the process
in situ. After annealing, some samples
were studied using SEM, and all samples
were studied with AFM to look at the size
and number density of the particles.
Formation and Characterization of Gold Nanoparticles
Nanowires have applications in LEDs, lasers, and biochemical sensors.
Army Research Laboratory, Adelphi, Maryland
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Intro
Changing the thickness of the initial
layer, the annealing temperature, and
annealing time had some influence on
the size of the nanoparticles, but did not
clearly influence the density. The anneal-
ing time seemed to have the greatest
effect, while the annealing temperature
has the smallest effect. In general,
annealing for longer times yields smaller
particles with a smaller size distribution.
However, the exact relationship between
the growth parameters and the resulting
properties is unclear. Further runs with
thicker layers and at higher and lower
annealing temperatures and times could
be helpful in illuminating the overall
trend. For the purpose of forming
nanobridges, it was desired that the
nanoparticles be as dense and large as
possible. Thus, an initial layer 100-nm
thick yielded the largest nanoparticles,
while annealing at 530 C and 10 or 15
minutes yielded the densest particles.
This work was done by Glenna R. Yu,
Hans M. Guo, and Yuanping Chen of the
Army Research Laboratory. For more infor-
mation, download the Technical Support
Package (free white paper) at
www.defensetechbriefs.com/tsp under the
Materials & Coatings category. ARL-0155
Carbon Nanotube Thermal Interfaces Enhanced with
Sprayed-On Nanoscale Polymer Coatings
Nanoscale polymer films sprayed onto carbon nanotubes can enhance thermal
management of single-chip electronics packages.
Georgia Institute of Technology, Atlanta, Georgia
A
s the semiconductor industry contin-
ually strives to increase the power
density of single-chip packages, thermal
management remains a critical challenge
toward realizing both performance and
reliability metrics. One of the primary
bottlenecks inhibiting effective thermal
management arises from the several
interfaces that can exist between the chip
and heat sink. Specifically, the thermal
resistance of the thermal interface mate-
rials (TIMs) that are currently used to
bridge these interfaces must be
decreased. Carbon nanotubes (CNTs),
with their extraordinarily high axial ther-
mal conductivity, have generated tremen-
dous interest as candidates for providing
low-resistance TIMs. A potentially scala-
ble and low-cost process was developed
that utilizes spray coating to deposit thin
polymer films onto the tips of CNTs for
bonding at room temperature.
Polymers were dissolved into solution
and spray-coated onto the tops of verti-
cal CNT forests grown on Si substrates to
evaluate the enhancement approach.
The spray-coated CNTs were then bond-
ed to Ag foil substrates by wetting the
interface with solvent, and allowing it to
dry under moderate pressure at room
temperature. The total thermal resist-
ance of the interface including the
contact resistance of the polymer bond-
ed interface, the resistance of the CNT
forest, and the contact resistance at the
growth substrate interface was meas-
ured using a photoacoustic method.
Two polymer systems were studied.
The first, polystyrene (PS), was chosen
since it is a low-cost, widely used aromat-
ic polymer that is chemically stable at
device operating temperatures; the sec-
ond, poly-3-hexylthiophene (P3HT),
was chosen because it has been shown to
interact strongly with CNTs through
bonding and by preferentially wrap-
ping around the nanotube axis.
Additionally, due to its conjugated back-
bone, P3HT is chemically stable at high-
er temperatures as compared to PS.
The height of the CNT forest and the
quantity of polymer sprayed were varied
individually in an effort to understand
their influence on the thermal resistance
of the interface. To demonstrate how the
spray coating process might be scaled for
manufactured production, CNT forests
were grown on both sides of Al foil to cre-
ate a thermal interposer. The CNT-coat-
ed foil interposer eliminates the necessi-
ty to grow or transfer print CNTs directly
onto the back of the chip or packaging.
The CNT growth and spray-coating
process can instead take place separately
on the metal foil, before being incorpo-
rated into the electronic package.
Figure 1. SEM images of bare and polymer spray-coated CNT Forests. The amount of polymer vis-
ible on the CNT arrays increases with the number of sprays. No morphological differences were
observable between PS and P3HT. (C) and (E) were spray-coated with P3HT, and (D) and (F) were
spray-coated with PS.
Bare
1 Spray
5 Sprays
A) B)
C) D)
E) F)
100 m 5 m
100m 5 m
5 m 50 m
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Intro
It is difficult to quantify the fraction of
polymer deposited onto the CNT forest
for each 1-ml spray; therefore the quan-
tity of polymer applied to each CNT for-
est is presented in terms of the number
of 1-ml sprays. The number of sprays was
altered among 1, 2, and 5 in order to
examine the effects of the quantity of
polymer on the resultant thermal resist-
ance of the bonded CNTs. The spray-
coating process restricts the deposition
of polymer to the CNT tips and limits
clumping due to capillary forces associ-
ated with the drying of the solvent.
Polymer spray-coating and bonding
was demonstrated as an effective means
for increasing the contact area and
reducing the thermal resistance of CNT
forest thermal interfaces. The thermal
resistances did not change significantly
after baking at 130 C for 110 hours. The
thermal resistances of dry and polymer-
bonded CNT interfaces were found by
measurement to increase with CNT for-
est height because of the increased sur-
face roughness of taller forests. The rel-
atively low cost of polystyrene in addi-
tion to favorable bonding conditions,
i.e. room temperature and low pressure
(138 kPa), make the spray-coating and
bonding process attractive for large-
scale implementation.
This work was done by John H. Taphouse,
Thomas L. Bougher, Virendra Singh, Parisa
Pour Shahid Saeed Abadi, Samuel Graham,
and Baratunde A. Cola of Georgia Institute of
Technology. For more information, download
the Technical Support Package (free white
paper) at www.defensetechbriefs.com/tsp
under the Materials & Coatings category.
DARPA-0013
Figure 2. The Polymer Spray Coating and bonding process. (1) Spray deposition of polymer onto the
top of the CNT forest. (2) The polymer coating dries, causing clumping of the CNT tips. (3) Solvent
(CHCl3) is applied to the top of the CNT forest to wet and reflow the polymer coating. (4) Still-wet poly-
mer coating is brought into contact with Ag foil and placed under 138 kPa of pressure for 5 hours while
the interface dries, during which time capillary forces likely draw additional CNTs towards the interface.
Lipid Layer-Based Corrosion Monitoring on Metal
Substrates
This method could be a cost-effective, nondestructive platform for a broad range of
materials analysis techniques.
Army Research Laboratory, Aberdeen Proving Ground, Maryland
C
orrosion is a deforming process that
costs the United States Department of
Defense (DOD) approximately $23 bil-
lion annually and accounts for 23% of all
DOD maintenance. Exhaustive efforts
have been made towards the detection
and diagnosis of this issue; however, the
problem persists. The Armys Go Green
initiative has opened the door for
research into an environmentally friendly,
biologically based corrosion monitoring
technique. For this reason, novel research
is being conducted on the use of lipid lay-
ers in corrosion monitoring.
Lipids are a class of macromolecules that
serve as the primary constituent of cell
membranes and energy storage centers in
living organisms. When phosphorylated,
or bonded to a phosphate (PO4-) group,
they become higher-energy am phiphilic
molecules capable of forming a bilayer. In
biological systems, this phospholipid bilay-
er works with protein complexes to regu-
late material transport, as well as to send
and receive information between cells.
While natural phospholipids function in
living systems, advances in technology over
the past few decades have given scientists
the ability to study phospholipids in non-
biological laboratory settings.
This work explores the use of phos-
pholipids in corrosion monitoring appli-
cations. When metal is oxidized, materi-
al is lost in the form of metal oxides.
Phospholipids have been observed to
become more conductive in the pres-
ence of certain chemicals, possibly dis-
rupting the bilayer. If metal oxides are
capable of disrupting and causing degra-
dation of a phospholipid layer, it may be
possible to detect and diagnose the
extent to which the metal has corroded
by measuring this degradation.
Spin-coating these synthetic lipids
onto the metal substrate is a very simple
process. It was originally speculated that
a hydrophobic silica monolayer would be
necessary before the lipids would adhere
to the metal. They seem, however, to
adhere effectively to the aluminum
plates after slightly abrading the surface
past the glossy finish and cleaning in an
ultrasonic de-ionized water bath. For this
experiment, the lipids 1, 2-dipalmitoyl-sn-
glycero-3-phosphocholine (DPPC) were
purchased in chloroform solution. The
lipids were used without further prepara-
Materials & Coatings
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Intro
PUSHING THE
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tion. Sheet stock of aluminum alloy 6061 was cut into plates of
5 5 0.15 cm dimensions. The plates were cleaned with ace-
tone and placed in an ultrasonic de-ionized water bath before
experimentation. The lipids were applied by pipetting drop-
wise to a plate until covered, and then accelerating to rotation
in a spin-coating machine at 1000 rpm for 60 seconds.
The plates were left to sit for 15 minutes to allow residual chlo-
roform to evaporate from the lipids before any further testing
was performed. The plates were then weighed and placed into a
probe station to be observed at 100x magnification to assess the
quality of the applied lipid film. The plates were placed in a salt
fog chamber at constant temperature of 95 F and let to corrode
for 3, 6, and 7 days. Once taken out of the corrosive environ-
ment, the plates are weighed and placed in the probe station for
further electrical resistance and conductivity testing.
The initial surface response to the salt spray chamber was
monitored progressively using visual inspection prior to quan-
titative evaluation techniques. After 14 days, there does not
exist on the macroscopic level any visible pitting or corrosion-
like presence. Even after 42 days, not much evidence of corro-
sion was observed. The samples were then placed under plexi-
glass in the salt fog chamber for accelerated corrosion.
Upon corrosion development, quantification techniques were
used to show that electrical resistivity increases with increasing
corrosion. By creating a grid on the plates and taking readings
at different positions, values could be obtained that are more
representative of the sample as a whole. This is repeated at dif-
ferent time intervals during a stay in the corrosive environment.
Prospective methods to characterize lipid layer degradation
may include mass spectrometry, atomic force mi croscopy, sur-
face profilometry, and scanning electron microscopy. These
methods have aspects that would be ideal for determining the
surface topography and detecting flaws in the lipid layer on a
submicron scale. The trend that accompanies lipid degrada-
tion data can be used alongside the trend in impedance data
and used to estimate corrosion rate.
This work was done by Scott Kinlein, Anindya Ghoshal, and James
Ayers of the Army Research Laboratory; and Daniel Cole of Motile
Robotics, Inc. For more information, download the Technical Support
Package (free white paper) at www.defensetechbriefs.com/tsp under
the Materials & Coatings category. ARL-0156.
Comparison of Uncoated and Coated specimens after 14 days in a salt
fog chamber (top), and (bottom) after 42 days in a salt fog chamber.
Salt Product
Not Salt Product
UNCOATED COATED
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Intro
APPLICATION BRIEFS
Industrial, High-Precision Joystick
CTI Electronics
Toronto, Ontario, Canada
416-248-2735
www.ctielectronics.com
CTI Electronics, a supplier of rugged computer peripheral
and motion control devices to US armed forces for over 20
years, will manufacture a military-grade, industrial pointing
device to retrofit the Navys fleet of cruisers and destroyers. In
cooperation with Lockheed Martin, CTI is producing the
NEMA 4X (IP66) sealed handheld Industrial Mouse in a
stainless steel enclosure.
The Industrial Mouse is a high-precision joystick that
allows computer cursor control in harsh environments. The
device prevents liquid or debris ingress, operates in extreme
temperature ranges, and protects against electromagnetic
interference as well as radio frequency signals. The selected
M20U9-N3 technology has a standard USB connection with
three mouse buttons on the enclosure and a left mouse button
on the joystick.
Speed, accuracy, and storage were paramount in the military
crew members selection process. The aluminum cradle is
mounted to a non-movable surface, which securely holds the
handheld pointing device with padded rubber gaskets. The
design provides the operator with the freedom of usage either
in or out of the cradle based on the conditions at sea.
For Free Info Visit http://info.hotims.com/45611-508
Kestrel Wide-Area Sensor Upgrades
Logos Technologies
Fairfax, VA
703-584-5725
www.logos-technologies.com
In late May, Logos Technologies delivered the first payload
upgrade to the Kestrel wide-area sensor, employed on U.S.
Navy and Army aerostats in Afghanistan. The new hardware
will provide better image stability, increased system reliability,
and easier maintenance of Kestrel units already in the field.
A critical intelligence, surveillance and reconnaissance
(ISR) asset in safeguarding troops operating in and around
forward operating bases, the operational, 360-degree persist-
ent surveillance system is light enough to be mounted on an
aerostat. The technology allows sensor operators to scan a city-
sized area, 24 hours a day, for weeks at a time.
Kestrel also allows operators to create watch boxes within
the sensors larger field of view. The system will automatically
monitor those areas and trigger an alarm if someone enters
them. The sensor user can then investigate the area, cueing a
hi-resolution MX camera to provide supporting imagery.
Besides force protection, Kestrel facilitates the intelligence
collection process by recording events within its field of view,
allowing analysts to identify actions that deviate from the nor-
mal pattern of life. Operators can run this DVR-like function in
one window while tracking real-time activity in another.
In addition to recent payload improvements, Logos
Technologies has been delivering software upgrades to the
manned ground stations controlling the airborne sensor. The
upgrades increase Kestrels processing power and storage,
allowing for larger fields of view and a rewind capability that
extends beyond 30 days. Finally, a new forensic bookmark data-
base was added to boost pattern-of-life data exploitation.
Kestrel is an advanced version of Constant Hawk, first
deployed in 2006 as part of a Quick Reaction Capability. Also
developed by Logos Technologies, this early persistent surveil-
lance system has flown on Shorts 360 and MC-12W Liberty air-
craft in Iraq and Afghanistan, respectively. In late 2010, Army
G2 and the U.S. Navys Naval Air Command engaged Logos
Technologies to develop a Constant Hawk-like sensor for an
aerostat, and within 12 months, an interim electro-optical solu-
tion was deployed to Afghanistan. This temporary system was
later replaced by day/night sensors.
Currently, there are 10 day/night Kestrels, plus an equal
number of spares, at forward operating bases in Afghanistan.
Another 8 sensors and 8 backup systems were scheduled for
delivery by October.
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Intro
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Post Deployment Build-7
(PDB-7) Software
Raytheon Company
Waltham, MA
781-522-3000
www.raytheon.com
Raytheon Company (RTN) has started delivering a new
release of software, Post Deployment Build-7 (PDB-7), to its
worldwide Patriot customer base. The Patriot air and missile
defense system protects against advanced threats, including
aircraft, tactical ballistic missiles, cruise missiles, and
unmanned aerial vehicles.
The PDB-7 software leverages the latest Patriot Con -
figuration-3 hardware modernization im prove ments in the
radar and battle management command, control, communica-
tion, computers, and intelligence (BMC4I) areas. The techni-
cal enhancements allow soldiers in the field to defend against
current threats and easily adapt and respond to changing
threat environments.
The new Modern Man Station (MMS), with color LCD dis-
plays, touchscreens, and soft keys, improves situational aware-
ness and decision-making during tactical operations. An
enhanced view gives soldiers in the field the ability to quickly
differentiate between threats and non-threats, and see threats
sooner and further out.
A new Radar Digital Processor (RDP), which includes a
ruggedized commercial off-the-shelf processor, increases the
reliability of the digital processing system and related analog
components by 10-fold, resulting in a predicted 40 percent
increase in overall radar reliability. More importantly, it
enables future capabilities through software upgrades, includ-
ing improved target detection and identification, multifunc-
tion surveillance, and the full support of advanced PAC-3 mis-
sile enhancements.
The new Modern Adjunct Processor (MAP) is an expand-
able processing platform that is at the heart of the Command
and Control modernization. MAP increases Patriots computer
processing power by several orders of magnitude while provid-
ing significant expansion capability for the future.
The Modern Man Station (MMS) replaces current Cathode Ray Tube (CRT)
technology with 30 color LCD displays with touch screens and soft keys.
(PRNewsFoto/Raytheon Company)
The Radar Digital Processor (RDP) provides significant improvement in
mean time between failure and increases radar processing efficiency.
(PRNewsFoto/Raytheon Company)
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Intro
www.defensetechbriefs.com Defense Tech Briefs, December 2013
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Receiver Module
The TM Series GNSS receiver module from Linx Technologies
(Merlin, OR) is a self-contained Global Satellite Navigation System
receiver designed for navigation, tracking, and positioning appli-
cations. Based on the MediaTek chipset, it can simultaneously
acquire and track multiple satellite constellations including
the GPS system. The module has an internal LNA that pro-
vides sensitivity, even in dense foliage and urban canyons. It fea-
tures very low power consumption, and hybrid ephemeris prediction can be used to
achieve cold start times of less than 15 seconds. The module outputs standard NMEA data.
The receiver is self-contained and only requires an antenna. It powers up and outputs position
data without any software setup or configuration. The 10 10 mm TM Series operates down to 3.0
volts and has a tracking current of 20mA. The module has built-in receiver duty cycling that can be
configured to periodically turn off the module for power savings. A standard UART serial interface
is used to send and receive NMEA messages in ASCII format. The modules UART can be connect-
ed directly to the UART on a microcontroller or a PC using a USB or RS-232 converter chip.
Radio Test Set
Aeroflex (Plainview, NY) offers the 3920B Digital Radio
Test Set for analog AM and FM, digital P25, P25 Phase II,
DMR, NXDN
, dPMR, TETRA, and TEDS technologies. It

features a low-phase-noise RF signal generator in addition to
the functionality available on the 3900 Series Radio Test Sets.
The RF signal generator provides SSB phase noise specified
at -110 dBc/Hz at 10 kHz offset.
The 3920B includes the companys library of Auto-Test II capabilities for automated test and
alignment of a wide range of mission-critical radios. The 3920B provides Auto-Test II capabili-
ties for Motorola APX
, Motorola XTS
, and XTL
Series, as well as Harris, EF Johnson,

Relm/BK, and Kenwood radios.
NEW PRODUCTS
Mini-PC
The LPC-700F fanless computer from Stealth.com (San Jose,
CA) is encapsulated in a rugged, extruded aluminum chassis,
performing as a heat sink to dissipate heat build-up. The cus-
tomizable systems are compatible with Microsoft Windows
7/8/XP, as well as Linux. RAM memory is expandable to 16 GB for addi-
tional performance requirements.
The Mini PC model features built-in PCI or PCIe expansion slot capability. The LPC-700F
integrates the latest Intel
3rd Generation Core
i7 mobile processors. The fanless mini PC fea-

tures I/O connectivity built directly into the design: 4 USB 3.0, 6x RS232/Serial, 2 Gigabit
LAN ports, VGA, DVI-D & HDMI video connectors, and Audio In/Out. The LPC-700F fanless
computer also comes standard with a 128GB solid state drive (SSD).
Microcontrollers
Microchip Technology (Chandler, AZ) has announced
PIC24FJ128GC010 microcontrollers (MCUs). The analog sys-
tem on a chip integrates a full analog signal chain, including
Microchips 16-bit ADC and 10 Msps 12-bit ADC, plus a DAC
and dual operational amplifiers (op amps).
The PIC24FJ128GC010 family includes an integrated LCD
display driver that provides the ability to drive up to 472 seg-
ments. Integrated USB enables the uploading of clinical data for medical equipment, and
capacitive touch sensing is supported with an on-chip mTouch
peripheral.
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Box PC
MEN Micro (Blue Bell, PA) has expanded its line of
box PCs with the BL50W for wireless applications. The
compact, rugged structure of the new unit ensures
operation in a range of mobile environments including
trains, buses, construction, and agricultural machines.
Equipped with four PCI Express Mini Card slots
that control up to eight SIM cards and a GPS inter-
face, the BL50W implements wireless functions,
including WLAN, UMTS, GPS, GSM, HSDPA, EDGE, and LTE. User-specific I/O complements
the nine antenna slots available on the conduction-cooled unit. The new box PC also operates as
a complete content server or hot-spot server.
The BL50W has a core frequency of 1.4 GHz. The unit features graphics performance via two
DisplayPorts with full HD resolution. In addition to two Gigabit Ethernet channels available on
M12 connectors, the device includes two USB 2.0 ports and five slots for serial I/O or CAN bus.
The necessary mass storage capacity is provided by 2 GB of DDR3 SDRAM, an SD card, and an
mSATA slot. The BL50W, designed for fanless operation in the extended operating temperature
range of -40C to +85C, complies with EN 50155 and is prepared for e1 certification.
Phase Shifters
Narda Microwave-East, an L-3 Communications company
(Hauppauge, NY) has introduced the Phase Shifter line with
new models in five categories. Included are precision coaxial
phase shifters, broadband and lightweight phase trimmers, and
broadband phase shifters covering frequencies up to 40 GHz. All
models feature low input and output VSWR, environmental perform-
ance, and low insertion loss. Models are available with SMA, type N, and 2.92 mm connectors.
Power Inductors
Coilcraft CPS (Cary, IL) has announced
its AE619PYA Series of high-temperature,
military-grade power inductors that meet
NASA low outgassing specifications. The
AE619PYA Series offers a full-rated temper-
ature range of -55 to +115 C, and opera-
tion to 155 C with current de-rating.
Additional benefits include saturation cur-
rent ratings to 111 Amps, DC resistance
down to 0.70 mOhms, and self-shielded con-
struction. The 0.598 0.638 0.315-0.323
mm power
i nduct ors
are offered
in ten in -
duct ance val-
ues rang ing
from 0.4H
6.1H. Special
c o mp o s i t e
core construc-
tion and larger
gauge windings
provide high current handling. Standard ter-
minations are tin-lead (Sn-Pb) over copper,
with other options available.
For Free Info Visit
http://info.hotims.com/45611-516
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CUSTOM RUBBER
MOLDING TO EXACT
SPECIFICATIONS
You probably know us best as pro-
ducers of rubber molded parts.
However, you may not know that
weve produced many parts that
other companies considered nearly impossible to
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at a competitive price with on time delivery.
Injection, transfer and compression molding of
Silicone, Viton, Neoprene, etc. Hawthorne Rubber
Manufacturing Corp., 35 Fourth Ave., Hawthorne,
NJ 07506; Tel: 973-427-3337, Fax: 800-643-2580,
www.HawthorneRubber.com
Hawthorne Rubber
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http://www.sitech-bitdriver.com/
S.I. Tech
SHX1 LONG-
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TRANSCEIVER
Lemos International offers
the SHX1 Long-Range Multi-Channel Transceiver
that provides:
Unlicensed operation on MURS band frequencies
(under FCC Part 95)
Data rates up to 5 kbps for standard module
High-performance double superhet PLL synthesizer
Usable range over 5km
Re-programmable via RS232 interface, fully
screened, low profile, small footprint.
www.lemosint.com
Lemos International
EPOXY
SYSTEM
FEATURES
VERY LONG
POT LIFE
Master Bond EP62-1LO is a two component epoxy sys-
tem that has an exceptionally long working life at
ambient temperatures and cures rapidly at moderate-
ly elevated temperatures. The cured system exhibits
remarkably high thermal stability with a glass transi-
tion temperature exceeding 170C. It is widely used in
applications where NASA low outgassing properties
are required. www.masterbond.com/tds/ep62-1lo
Master Bond
INSTANTLY
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ntblit
COMSOL, Inc.
iBRICK RUGGED
WATERPROOF
COMPUTER
The SC215ML is a high
performance rugged com-
puter in a compact chas-
sis. The system has been
designed & tested to sur-
vive the extremes of computing in wet, dirty, hot and
cold environments. Standard configurations include
Intels
3rd generation mobile i-series processors,

64G SSD, HDMI Video Port, Gigabit Ethernet Port &
3 USB 2.0 Ports. A waterproof cable set is also includ-
ed. http://www.smallpc.com/prod_sc215ml.php
SmallPC.com
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Intro
Published by ............Tech Briefs Media Group, an SAE International Company
Publisher ...................................................................Joseph T. Pramberger
Editorial Director .......................................................................Linda L. Bell
Editor, DTB, PTB and Embedded Technology ..........................Bruce A. Bennett
Technical/Managing Editor .........................................................Ted Selinsky
Technical Writers.......................................................................Shirl Phelps
Nick Lukianoff
Managing Editior, Tech Briefs.TV ...............................................Kendra Smith
Associate Editor .........................................................................Billy Hurley
Production Manager ...........................................................Adam Santiago
Art Director ............................................................................Lois Erlacher
Designer...............................................................Bernadette Torres
Marketing Director..............................................................Debora Rothwell
Marketing Assistant ..............................................................Felicia Kennedy
Audience Development/Circulation Director ........................Marilyn Samuelsen
TECH BRIEFS MEDIA GROUP, AN SAE INTERNATIONAL COMPANY
261 Fifth Avenue, Suite 1901, New York, NY 10016
(212) 490-3999 FAX (212) 986-7864
Chief Executive Officer .................................................Domenic A. Mucchetti
Executive Vice-President ........................................................Luke Schnirring
Technology Director...............................................................Oliver Rockwell
Systems Administrator ...........................................................Albert Sunseri
Web Developer .....................................................................Karina Adames
Digital Media Manager ...........................................................................Peter Bonavita
Digital Media Producer ..................................................................................Phil Abalos
Digital Media Assistant .............................................................................Ranard Miller
Credit/Collection......................................................................Felecia Lahey
Accounting/Human Resources Manager.........................................Sylvia Ruiz
Office Manager....................................................................Alfredo Vasquez
Receptionist ............................................................Elizabeth Brache-Torres
DEFENSE TECH BRIEFS ADVERTISING ACCOUNT EXECUTIVES
CT, MA, NH, ME, VT, RI, Eastern Canada.......................................Ed Marecki
.........................................................................................Tatiana Marecki
at (401) 351-0274
NJ, PA, DE..............................................................................John Murray
at (973) 545-2132
NY .....................................................................................Stan Greenfield
at (203) 938-2418
VA, MD, DC, NC, SC, GA, FL, AL, TN, MS, LA, AR, OK, TX, WV ....Ray Tompkins
at (281) 313-1004
Western NY, OH, MI, IN .........................................................Ryan Beckman
at (973) 409-4687
MN, ND, SD, WI, IL, KY, MO, KS, IA, NE, Central Canada.................Bob Casey
at (847) 223-5225
Northwest, N. Calif., Western Canada........................................Craig Pitcher
at (408) 778-0300
Bill Hague
at (310) 457-6783
CO, UT, MT, WY, ID, NM.............................................................Tim Powers
at (973) 409-4762
S. Calif., AZ, NV............................................................................Tom Boris
at (949) 715-7779
Integrated Media Consultants..................................................Patrick Harvey
at (973) 409-4686
Angelo Danza
at (973) 874-0271
Scott Williams
at (973) 545-2464
Rick Rosenberg
at (973) 545-2565
Reprints ....................................................................................Jill Kaletha
at (866) 879-9144, x168
www.defensetechbriefs.com
ADVERTISERS INDEX
ACCES I/O Products..................................759 ......................16
Altair ............................................................760 ......................19
Aurora Bearing Company ..........................763 ......................30
Avnet Electronics ........................................750 ........................1
Boyd Coatings Research Co., Inc...............771 ......................46
COMSOL, Inc. ....................................774, 773........47, COV IV
Crane Aerospace & Electronics ................757 ......................13
CST of America, Inc. ..................................772..............COV III
Dexmet Corporation ..................................764 ......................30
EMCO High Voltage Corporation ............768 ......................43
FEKO - EM Software & Systems (USA) ....766 ......................38
General Micro Systems, Inc. ......................752 ........................5
GT Advanced Technologies ......................770 ......................45
Hawthorne Rubber Mfg. Corp...................775 ......................47
KPMG LLP ..................................................761 ......................21
Lemos International ..................................776 ......................47
M.S. Kennedy Corporation ........................753 ........................7
Master Bond Inc. ........................................777 ......................47
Mini-Systems, Inc.........................................754 ........................9
New England Wire Technologies ..............756 ......................12
OMICRON Lab ..........................................758 ......................15
Positronic Industries ..................................767 ......................39
Proto Labs Inc. ............................................749 ..............COV II
S.I. Tech ......................................................778 ......................47
Servometer
/PMG, LLC............................769 ......................43

SmallPC.com ..............................................779 ......................47
SME..............................................................762 ......................23
Tadiran Batteries ........................................751 ........................3
Tech Briefs TV ..........................................................................34
Toshiba Imaging Systems Div. ....................755 ......................10
W.L. Gore ....................................................765 ......................37
For free product literature, enter advertisers reader service numbers at www.techbriefs.com/rs, or visit the
Web site beneath their ad in this issue.
Reader Service
Company Number Page
Reader Service
Company Number Page
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Intro
CST of America, Inc. | To request literature, call (508) 665 4400 | www.cst.com
Make the Connection
Find the simple way through complex
EM systems with CST STUDIO SUITE
RCS & Surface Current Simulation
of a Helicopter
Components dont exist in electromagnetic
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on. Ensure your product and components
perform in the toughest of environments.
Choose CST STUDIO SUITE
Complete Technology for 3D EM.
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Intro
Copyright 2013 COMSOL. COMSOL, COMSOL Multiphysics, Capture the Concept, COMSOL Desktop, and LiveLink are either registered trademarks or trademarks of COMSOL AB. All other trademarks are the property of their respective owners, and COMSOL AB and its
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Multiphysics tools let you build simulations that accurately replicate the
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COMSOL Multiphysics, visit www.comsol.com/introvideo
Verify and optimize your designs
with COMSOL Multiphysics.
ELECTRICAL
AC/DC Module
RF Module
Wave 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
Microuidics 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

ECAD Import Module
LiveLink for SolidWorks
LiveLink for SpaceClaim
LiveLink for Inventor
LiveLink for AutoCAD
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LiveLink for Pro/ENGINEER
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File Import for CATIA
V5
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COMSOL Multiphysics
Multiphysics tools let you build s
Li-ION BATTERY PACK: Temperature elo ln a battery

pack. Tbe slmulatlon lncluoes a blgb-oellty electrocbemlcal
mooel coupleo to a tbermal analysls |or tbe battery pack
ano tbe Nulo Now ln tbe coollng cbannels.
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Intro

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LiveLink for Excel

CAD Import Module

LiveLink for SpaceClaim

LiveLink for Inventor

LiveLink for AutoCAD

LiveLink for Creo Parametric

LiveLink for Solid Edge

File Import for CATIA

Li-ION BATTERY PACK: Temperature elo ln a battery

1 800 332 8638 | www.avnetexpress.com | @avnetdesignwire

Lightweight glass sidewall atpacks

Metal atpacks, leadless chip carriers (LCC)

Surface mount and plug-in packages

3CCD remote head with prism block technology

Ultra-small CMOS remote head with two controller options

CMOS one-piece camera with true progressive scan

CMOS one-piece camera with selectable output

1080i, 1080p and 720p options

DVI/HD-SDI video outputs

Life Sciences / Diagnostics / Microscopy

Homeland Security / Surveillance

(Injection-) Compression molding

, dPMR, TETRA, and TEDS technologies. It

Series, as well as Harris, EF Johnson,

3rd Generation Core

i7 mobile processors. The fanless mini PC fea-

3rd generation mobile i-series processors,

/PMG, LLC............................769 ......................43

LiveLink for Excel

CAD Import Module

LiveLink for SpaceClaim

LiveLink for Inventor

LiveLink for AutoCAD

LiveLink for Creo Parametric

LiveLink for Solid Edge

File Import for CATIA

Li-ION BATTERY PACK: Temperature elo ln a battery

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