mobilityengineeringtech.

com February 2024

Certified Machine
Learning-Based Avionics
Revolutionizing
Electronic Warfare
Modular Architecture for
Embedded Vehicle Systems
Material Stresses and
System Requirements
for Hypersonic Flight

From the Publishers of

YOUR OPTICAL FILTER
PARTNER FOR LIDAR

alluxa.com
Aerospace & Defense Technology

Contents
FEATURES ________________________________________ 43 Report on Human Factors Issues Likely to Affect Air-Launched
Effects
Avionics 44 Advanced Satellite Communications Research
6 Certified Machine Learning-Based Avionics: Unlocking Safer 45 New Qubit Circuit Enables Quantum Operations With Higher
Aviation Autonomy Accuracy
Electronic Warfare 46 A Perspective on GVSC Crewstation Development and
Addressing Future Ground Combat Vehicle Needs
14 Revolutionizing Electronic Warfare: Unleashing the Power of
High-Performance Software Defined Radios
DEPARTMENTS ___________________________________
Embedded Computing
48 Application Briefs
20 Deterministic and Modular Architecture for Embedded Vehicle
Systems 52 New Products
55 Ad Index
Hypersonic Flight
56 XPONENTIAL Exhibitor Profiles
26 Approximating the Material Stresses and System
Requirements for Hypersonic Flight
ON THE COVER ___________________________________
RF & Microwave Technology
By automating tasks traditionally limited to human
34 Design Approaches for Established and Emerging RF Receiver pilots – like detecting airborne traffic and identifying
Architectures safe landing locations – machine learning-based avi-
39 Rydberg Technologies Shows Potential of Long-Range RF with onics systems can raise safety levels, lower costs, and
increase fleet capacity. To learn more, read the feature
Quantum Sensor at NetModX23
article on page 6.
(Image: Cherezoff)
TECH BRIEFS _____________________________________
42 New Method to Measure Wind Speed Could Unlock Drones’
Potential

2 mobilityengineeringtech.com Aerospace & Defense Technology, February 2024

 Sponsored Content

I N S I D E S T O RY
Mercury Systems is a technology company that delivers mission-critical processing power to
the edge. The Mercury Processing Platform comprises innovative technologies that convert data
to critical decisions, delivered from silicon to systems, and are uniquely ready for deployment at
the edge. Mercury’s products and solutions are deployed in more than 300 programs, across 35
countries, and in every domain–including space. Space-ready products include radiation-tolerant
VPX boards, NAND memory, microwave components, and solid-state data recorders (SSDRs). In
this interview, Vincent Pribble, Principal Product Manager at Mercury Systems, discusses current
trends and the outlook for data recorders for space.

Aerospace & Defense Technology: What current space trends launch volume and mass, which will drive the need for better
are shaping the requirements for data recorders in space? performance from equipment like data recorders.

Pribble: Due to the decreasing price
to access space as a result of falling
launch costs, one of the largest trends
is the emergence of mega constel-
lations for a variety of tasks, such
as earth observation and space-based
internet. These constellations typically
use SWaP-sensitive small satellite ar-
chitectures to achieve their goals by
aggregating a large amount of data
collected across multiple payloads. Optimizing data recorder
performance to meet the SWaP requirements of the small sat-
ellite market, while still enabling the needs of larger monolithic
satellites, is key.
A&DT: There is growing interest in using MRAM (magnetic
random-access memory) in Space applications because of
its reliability and durability. Can you talk a little more about
this?
Pribble: MRAM has the potential to radically change the capa-
bility of observation satellites. Since MRAM is magnetic rather
than charge based, it is radiation resistant and the projected
lifespan for these devices is far greater than traditional tech-
nologies available today. Additionally, SLC and TLC NAND has
some limitations surrounding read/write cycles (60k, 3k respec-
tively), which MRAM does not have. This enables satellites using
MRAM technology to pull data from their payload sensor more
frequently and send that data for better processing, without
worrying about degrading their storage.
A&DT: What trends do you see in the speed and performance
of data recorders for future missions?
Pribble: As more satellites are launched into space and satellite
capabilities increase due to new launch technologies coming on
orbit (such as Starship and New Glenn), I’d predict that speed
and performance requirements will only increase. Satellites
are hampered by trying to fit complicated systems into small
fairing volumes, which places strict SWaP constraints on its
systems. However, in the near future, the payloads going into
these satellites will increase capabilities due to larger available
A&DT: What are some difficulties that designers face in build-
ing space data recorders or products for space in general?
Pribble: SWaP optimization is a difficult problem to solve for
the engineer. For space data recorders, getting to the desired
storage capacity requires fitting many NAND chips into a
small package. This consumes a large amount of board space,
immediately causing layout issues for the rest of the compo-
nents inside the system. Trying to fit NAND chips, power, and
system control all into the same volume is a tough requirement
to meet. On top of this, robust error correction is required,
especially for a less than ideal radiation environment. In this
environment, radiation-induced bit errors occur much more
frequently and ensuring that the FPGA has enough on-board
logic to fix these errors, while meeting power and performance
requirements, tends to force trade-offs. Finally, ensuring the
system meets mission objections without degrading perfor-
mance requires engineers to compare different technologies
for their designs, such as using high-density TLC versus
high-durability SLC NAND.
A&DT: What SSDR solutions does Mercury currently pro-
vide to meet Space requirements and what is on the future
roadmap?
Pribble: Mercury has two flight-proven COTS space data re-
corders currently available with capacities of 440 GB and 480
GB. With top interface speeds of 3 Gbps, as well as a MTBF of
over 1 million hours, these data recorders are well suited for
applications that need reliable, error-free data retention. These
data recorders have been used for a variety of commercial and
defense earth observation satellites, notably on NASA’s EMIT
mission, which is measuring methane emissions using in-or-
bit technology. In the near-term, we will be releasing a new,
next-generation recorder with 4.5 TB of storage capacity. This
higher-capacity drive will be offered in multiple variants to meet
the needs of customers across mission classes. Mercury is also
looking at utilizing next-generation controllers and custom-de-
signed space fiber interfaces to push speeds significantly higher
for future products.
For more information, visit Mercury Systems, at mrcy.com/ssdr.

4 mobilityengineeringtech.com Aerospace & Defense Technology, February 2024

 Certified Machine
Learning-Based Avionics
Unlocking Safer Aviation Autonomy
O
ver the past few decades, aircraft automation has
progressively increased. Advances in digital com-
puting during the 1980s eliminated the need for
onboard flight engineers. Avionics systems,
exemplified by FADEC for engine control and Fly-By-Wire,
handle lower-level functions, reducing human error. This
shift allows pilots to focus on higher-level tasks like naviga-
tion and decision-making, enhancing overall safety.
Full automation and autonomous flight operations are a
logical continuation of this trend. Thanks to aerospace
pioneers, most functions for full autonomy are achievable
with legacy technologies. Machine learning (ML), espe-
cially neural networks (NNs), will enable what Daedalean
terms Situational Intelligence: the ability to understand
and make sense of the current environment and situation
but also anticipate and react to a future situation, includ-
ing a future problem. By automating tasks traditionally
limited to human pilots – like detecting airborne traffic
and identifying safe landing locations – ML can raise safety
levels, lower costs, and increase fleet capacity.
Despite progress, integrating machine learning into
civilian aircraft cockpits faces certification challenges,
6 mobilityengineeringtech.com
raising significant barriers to commercial operations.
However, there has been rapid progress in this relation
over the last two years. We are currently on the verge of
witnessing the first real-world ML applications approved
by aviation regulators making their way to the market–
and Daedalean and Xwing are among the first to
deliver them.
Certified Embedded Aerospace Computing:
Overcoming the Challenges
NNs are extremely computationally demanding –
Daedalean’s visual traffic system, for instance, needs about
one Tera Operation per Second (TOPS), approximately
double the power of the CPU’s integrated GPU or a fully
dedicated CPU core. A serious barrier to designing such
high-performance systems for safety-critical applications
for civil aerospace is that they need to be certified. A com-
Image: Blacklight_Trace
mon design assurance challenge is establishing determin-
istic behavior and guaranteeing mitigation of all potential
failure conditions. Doing so can be challenging with com-
pute-intensive ML algorithms and the highly complex
devices necessary to process them.
Aerospace & Defense Technology, February 2024
 Avionics

In 2023, Daedalean and Intel Corp.

jointly published the whitepaper “The
Future of Avionics: High Performance,
Machine-Learned, and Certified.” The
document proposes a collaboratively
developed reference architecture for cer-
tifiable embedded electronics. Key com-
ponents include the Daedalean Tensor
Accelerator (DTA) – a certifiable Convo-
lutional Neural Network (CNN) accelera-
tor designed with a DO-254-aligned pro-
cess – and the Intel® Agilex™ FPGA.
Agilex, based on advanced CMOS tech-
nology, offers increased computational
power on a single FPGA and lower power
consumption compared to any other
certifiable options available.
The proposed solution significantly
reduces time-to-market for companies
looking at incorporating Daedalean’s
ML applications for situational aware-
A conceptual view of Daedalean’s Situational Intelligence suite, which provides sensor-based traffic detec- ness. The reference architecture, though,
tion, navigation, and landing guidance. The display UI will vary by application and OEM. is valuable for any firm developing certi-
fiable embedded electronics for aero-
space and defense. Avionics systems
4x
VCU designers implementing ML into safe-
FPGA CoaXPress
Thumbnails IFD ARINC-429 ty-critical aerospace equipment should
GNSS & AHRS
view NNs as a new element. Some FPGA
Switches vendors provide tools automating NN
DDR controller IQM CoaXPress RX/TX
Ethernet controller SSD mapping on FPGAs, with reduced perfor-
mance compared to a bespoke solution.
PCIe bus
FPGA Developing systems subject to safety
AXI bus
assurance requires a handcrafted solu-
DRAM

I/O card
tion, and the proposed reference design
11th Gen
CROP IPP DTA PCIe Data Mover Intel® Core™
Northbridge
ARINC-735 traffic
helps to achieve improved performance
i7 processor
Intel® AgilexTM F-Series FPGA
while opening the way to certifying the
DRAM
ADSB-unit final product.
Daedalean AI Accelerator (DAIA) CPU board

Reference architecture of Daedalean’s mission computer based on the 11th Gen Intel Core™ i7 processor Certifying NNs: A Paradigm Shift in
and Intel Agilex F-Series FPGA. Software Assurance
When developing an ML-based applica-
tion, ‘classical’ code for tracking, monitor-
Safety Assessment Process
Intended Function
Guidelines & Methods
System Design ing, and inference coexists with the neural
is independent allocates Function
of the implementation (ARP 4761)
to Items independent networks. The DO-178C standard applies
of the implementation
Function, Failure System to this classical code. However, the prima-
& Safety Information Design
ry ML-driven function can’t undergo tra-
Functional System
Intended Aircraft System Development Processes ditional verification and validation. ML
Function (ARP 4754A)
model parameters, learned from data,
Functions & Requirements Implementation
Aircraft System
aren’t hand-coded or physics-derived, hin-
Development Process dering direct tracing of requirements to
code lines. This challenge disrupts the cur-
Hardware Development Lifecycle Hardware Lifecycle rent aerospace certification paradigm.
(DO-254) Process
AI Development In 2021, the European Union Aviation
First Usable Guidance
for L1 ML Applications Safety Agency (EASA) proposed AI/ML
Software Lifecycle
Software Development Lifecycle
(DO-178) Process
guidelines, partly informed by two
research studies conducted in collabora-
A reference architecture for the insertion of AI. tion with Daedalean. The 2020 and 2021
8 mobilityengineeringtech.com Aerospace & Defense Technology, February 2024
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 Avionics

In December 2023, the two companies

(Sub)system (Sub)system
announced a strategic collaboration to
requirements & design requirements verification share data, knowledge, and processes.
Both companies believe that forming a
Requirements allocated to ML ML requirements
consensus on their assurance approach-
constituent management verification es is the best way to advance the devel-
opment of and harmonize certification
Data Independent data standards and help all stakeholders,
management and learning verification
Learning process including the industry players, regula-
verification
tors, and the public, to speed up the path
Learning process Inference model to certifying AI systems.
management verification & integration

PilotEye: The Unprecedented ML

Model Model Application Set For Historic
training implementation
Certification
The first real-world use case that
The W-shaped development process and approach to developing ML-based avionics software Daedalean is bringing to the market in
partnership with Avidyne is a visual traf-
fic detection application marketed as
System System PilotEye™. The system will serve as an
requirements verification additional visual source of information
on air hazards, supplementing the ADS-B
(1a) Dataset (2b) Dataset and FLARM data. The product is capable
Requirements Verification
of detecting non-cooperative traffic,
such as birds, drones, gliders, and bal-
(2a) Data
Collection loons. Daedalean’s ML-enabled technol-
ogy integrates with Avidyne’s Skytrax™
(1b) Model (4a) Model Traffic Advisory System into the IFD5XX
Requirements Verification flight display series. A tablet screen shows
detailed information on any detected
(3a) Model intruders in the real-time video feed
Training
from three aircraft-mounted cameras.
(1c) Runtime (4b, 4c) Runtime
Collecting and presenting information
Requirements Verification from cameras, radars, and other types of
sensors is not enough for the task
(3b, 3c) Inference described above: it requires interpreting
Implementation
the data, i.e., recognition and categoriz-
ing, performed by a machine-learned
The 3-stage verification process of neural networks. model – a CNN.
The role of the CNN here is in answer-
joint reports explored adapting software the field. By functionally decomposing ing the question for each of the frames
design assurance for ML, introducing system-level requirements into ones relat- obtained from each of the cameras: is
Concepts of Design Assurance for Neural ed to the dataset and the learning algo- there an intruder (such as an aircraft or
Networks (CoDANN). A crucial insight rithm, Statistical Learning Theory meth- bird) on this image or not, and if yes,
was the W-shaped development process, ods can provide assurance on the system’s then categorizing it and evaluating its
modifying the classical V-shaped cycle behavior in its operational domain. size and the distance between the own-
and demonstrated using the example of This approach aligns with the modi- ship and an intruder.
Daedalean’s Visual Traffic Detection fied V-diagram independently proposed It is important to emphasize that no
application. In 2021, the FAA, in collabo- by Xwing in 2021. The verification is in-flight learning process occurs. Despite
ration wit h Daedalean, assessed decomposed here into similar stages: the common misconception, the pro-
CoDANN’s applicability to a real applica- data set, model, and inference. cess of training the CNN (tuning the
tion (Daedalean’s Visual Landing Guid- In October 2023, Xwing published weights of a statistical model processing
ance system), leading to a 2022 joint “Formal and Practical Elements for the the images of a training dataset present-
FAA-Daedalean report. Certification of Machine Learning Sys- ed to it) happens exclusively “in the lab.”
This process ensures that ML-based soft- tems,” with a more complete process and After the satisfactory performance (in
ware adheres to required safety standards an example certification argument for a terms of the percentage of errors in the
and maintains an acceptable error rate in runway detection model. answers compared to the known truth)
10 mobilityengineeringtech.com Aerospace & Defense Technology, February 2024
 Avionics

is achieved, the model is frozen, at which So, the process of exploring how to a rigid list of checkpoints to pass to
point it goes into production. So, the certify ML-learning-based software obtain the TC or STC doesn’t exist – so,
algorithm performed in the flying prod- systems by the regulators, using this no estimations of when the certifica-
uct may be considered deterministic, first case, is going at full speed. The tion may be granted can be stated, but
meaning that given the same input, it DO-178C compliance audit has always the effort of the regulators and their
will always produce the same output. been object-oriented and flexible, and commitment to put the full attention
PilotEye is poised to become EASA’s –
and possibly the world’s – first certified
civil aviation cockpit application with a Version Control
machine-learned component. The appli- Real-world
data
cation will be certified to the DAL-C level Data
Metadata Datasplit
Training logs
Software
Architecture
Hyperparameters Deployment Metrics Reqmts
configuration reports
by the FAA and to the “advanced pilot Annotations Dependencies Weights

assistance” level according to EASA’s clas-

sification of the levels of autonomy.
In December 2021, Avidyne submitted Raw
Labeling Indexing
Train./Val.
Training
Failure
Data Data Model Inference Evaluation Probability
an STC application for the product to
the FAA with concurrent validation by
EASA. In 2023, EASA’s delegation made a Synthetic
several-day visit to Daedalean as a part of data
Test
the stages-of-involvement (SOI) audit – a Data

key component of the DO-178C certifi-

cation process, which ensures that soft-
ware development is conducted in com- Xwing’s model-agnostic and tool-independent framework applicable to a wide variety of use cases, data
pliance with the standard. types, and ML architectures (Image: Xwing)

Aerospace & Defense Technology, February 2024 mobilityengineeringtech.com 11

 Avionics
VXS Daedalean
Da
Camera 2
looking sideways
The principal scheme of the system integration for PilotEye.
on the case is apparent. We will see this
product launched to the market not
before the regulators are fully assured
of its safety and fitness for purpose, and
we expect it to happen only as swiftly as
the process allows.
Xwing Superpilot: Leading the Charge
on Uncrewed Aircraft Certification
Xwing has been developing Super-
pilot, an aircraft agnostic autonomy
Visual traffic detection – the development application view.
12
Tablet
optional IFD5XX
er eo
ow Vid am
+P
ta str
Skytrax
Avidyne
system enabling fully uncrewed opera-
tions since 2016. In March 2023, Xwing
submitted the world’s first certifica-
tion plan for a normal category type
cer tified air plane UA modification
(STC) . The system is currently getting
FAA-certified on a Cessna Grand Cara-
van aircraft.
While a variety of other companies
are developing safety-enhancing fea-
tures that require the pilot to remain
mobilityengineeringtech.com
r
we
+ Po
ta
Da
Camera 3
looking sideways
Camera 1
looking forward
e
onboard to monitor the system, Xwing
is the only player in this space currently
cer t if ying an autonomy system
enabling the removal of the pilot from
the cockpit. The Xwing system not only
handles nominal cases, but is also capa-
ble of covering all contingencies that a
human pilot would be required to. On
top of that, the human now sits in a
ground station and oversees the flight,
thereby adding yet another safety layer.
Xwing decided to pursue this full auton-
omy direction to maximize safety and
offer an enticing product to the com-
mercial, non-transport aviation indus-
try, especially cargo operations.
The Xwing system is designed to be
aircraft agnostic, can autonomously fly
the full mission of the plane, and can
deal with contingencies to get the air-
craft to the ground, even in rare cases
where the remote pilot is unable to com-
municate with the aircraft.
ML-based Systems Will Revolutionize
Aviation Safety
The g radual increase in aircraft
autonomy, marked by advances in avi-
onic systems, has laid the groundwork
for the logical progression toward auto-
mation and fully autonomous flight
Aerospace & Defense Technology, February 2024
 Avionics

operations. Close collaboration of the

industry with regulators is critical to lead
this transformative journey that prom-
ises to revolutionize safety, efficiency,
and autonomy in aviation. As certified
ML applications become integral to avi-
ation, the industry stands on the thresh-
old of a new era where technology and
safety converge to redefine the possibili-
ties and potential of autonomous flight.
Auto Taxi Detect and Avoid
Daedalean and Xwing are proud to be
among those helping the industry stride
across that threshold and deliver on the
promise of a revolutionary future.

This article was written by Luuk van

Emergency Handling
Xwing’s Superpilot autonomy system. (Image: Xwing)
Dijk, Ph.D., CEO, Daedalean; Yemaya
Bordain, Ph.D., President of the Ameri-
cas, Daedalean; Jean-Guillaume Durand,
Ph.D., Head of Perception, Xwing; and
Arthur Dubois, VP of Engineering and
Vision Based Landing
Programs, Xwing. For more informa-
tion, visit www.daedalean.ai and
www.xwing.com.

MACHFORCE
Aerospace half page adTechnology,
& Defense Jan24.indd 1 February 2024 mobilityengineeringtech.com 1/4/2024 1:59:36 PM 13
 Image: ZinetroN

14 mobilityengineeringtech.com Aerospace & Defense Technology, February 2024

 Revolutionizing
Electronic Warfare:
Unleashing the Power
of High-Performance
Software-Defined Radios

I
n the ever-evolving landscape of electronic warfare (EW),
the imperative for technological prowess has never been
more pronounced. At the vanguard of this evolution stands
a technological marvel— high-performance software
defined radios (SDRs). This article provides on an in-depth
exploration of the transformative potential embedded in SDRs,
focusing on their remarkable attributes of very high band-
widths, wide tuning ranges, and high channel counts. From
the foundational principles of SDRs to their nuanced applica-
tions in modern warfare, this narrative endeavors to unravel
the complexities and possibilities presented by these cut-
ting-edge systems.

Background to Software Defined Radios (SDRs)

Aerospace & Defense Technology, February 2024
The traditional architecture of radio systems, bound by fixed
functionalities and hardware constraints, has given way to a new
era defined by the flexibility of software defined radios. At its
core, an SDR replaces hardware-defined functions with software
applications, affording engineering and research facilities
unprecedented flexibility and adaptability in electronic environ-
ments. This transformative approach ensures rapid adjustments
and real-time reconfigurations, aligning seamlessly with the
unpredictable nature of modern electronic warfare.
At the forefront of their design is the radio front end, a criti-
cal component that directly interfaces with the analog signals.
High performance SDRs boast high-quality, wideband RF front
ends, equipped with advanced analog-to-digital converters
(ADCs) and low-noise amplifiers; with digital-to-analog con-
verters (DAC) for transmit functionality. This ensures a broad
frequency coverage and excellent signal reception sensitivity.
mobilityengineeringtech.com 15
 Electronic Warfare
Cyan is an example of a high bandwidth software defined radio. (Image: Per Vices Corporation)
As systems become more interconnected, this improves communication, but can also cause cybersecurity
risks. (Image: Shutterstock)
The radio front end is meticulously engi-
neered to handle various signal types,
allowing users to adapt the SDR to differ-
ent applications seamlessly, from spec-
trum monitoring to signal jamming.
In the digital domain, high perfor-
mance SDRs showcase a robust architec-
ture that maximizes processing power
and efficiency. The digital component of
SDRs is usually characterized by powerful
field-programmable gate arrays (FPGAs)
and high-speed digital signal processors
(DSPs). These components enable real-
time processing of incoming signals, pro-
viding users with the ability to implement
complex algor it hms, modulat ion
schemes, and demodulation techniques.
The flexibility of the digital architecture
empowers users to customize their SDRs
for specific tasks, making them suitable
for a wide range of applications within
EW including electromagnetic attack
(EA), electromagnetic warfare support
(ES), and electromagnetic protection (EP).
16
A key aspect of high performance SDRs
architecture is the meticulous attention
to timing precision. Accurate timing is
paramount in SDR applications, especial-
ly in scenarios where synchronization is
critical, such as in multi-antenna and
phased arrays. High end SDRs incorpo-
rate advanced timing synchronization
mechanisms, leveraging precision clock-
ing and synchronization protocols. This
ensures that multiple SDRs can operate
seamlessly together, synchronized to a
common clock reference. The precision
in timing enhances the overall reliability
and coherence of the SDR system, mak-
ing it well-suited for the demands associ-
ated with EW applications.
Foundation of Versatility: Very High
Bandwidths
The linchpin of SDRs’ effectiveness
lies in their ver y high bandwidths.
This attribute enables these systems to
process an extensive spectrum of fre-
mobilityengineeringtech.com
quencies concurrently, surpassing the
limitations of traditional radio sys-
tems. Enhanced sig nal recept ion,
rapid analysis, and the ability to adapt
to diverse communication protocols
in real-time characterize the versatility
unleashed by high bandwidth SDRs. In
an era where the ability to maneuver
swiftly is paramount, these systems
emerge as force multipliers, providing
military forces with a distinct advan-
tage in the dynamic theatre of elec-
tronic warfare.
Real-Time Adaptability: Wide Tuning
Ranges in Action
The real-time adaptability of SDRs,
particularly those equipped with wide
tuning ranges, marks a significant stride
in countering the dynamic and sophis-
ticated nature of electronic threats.
Wide tuning ranges empower these sys-
tems to swiftly navigate across a broad
frequency spectrum, ensuring that mil-
itary forces can adjust and respond in
real-time to emerging threats. This agil-
ity plays a pivotal role in enhancing the
effectiveness of electronic countermea-
sures, presenting a proactive stance
against adversaries employing agile
electronic tactics.
Consider a scenario where an adver-
sary rapidly changes communication
frequencies to evade detection. Tradi-
tional systems may struggle to keep
pace, but an SDR with a wide tuning
range can seamlessly adapt, ensuring
that the military force maintains aware-
ness and control in the face of these
dynamic challenges.
Maximizing Information Capture: The
Role of High Channel Counts
In the realm of electronic warfare,
information is power. SDRs equipped
with high channel counts play a pivotal
role in maximizing information capture.
These systems can process numerous sig-
nals simultaneously, leading to an expo-
nential increase in situational aware-
ness. Military commanders are thus
provided with a comprehensive under-
standing of the electronic battlefield,
allowing for more infor med deci-
sion-making and effective allocation of
resources in response to complex elec-
tronic scenarios.
Aerospace & Defense Technology, February 2024
 Electronic Warfare

Imagine a scenario where a military force faces a multifacet-

ed electronic attack involving jamming, communication inter-
ference, and radar deception. An SDR with high channel counts
can effectively discern and prioritize these disparate signals,
empowering the military to formulate a targeted and precise
counter-strategy.
The integration of high-performance SDRs into military
operations marks a paradigm shift in electronic warfare strate-
gies. The agility and adaptability offered by these advanced sys-
tems provide a crucial edge in countering electronic threats,
ensuring that military forces can stay one step ahead of adver-
saries. As electronic systems become increasingly integral to
military operations, the role of SDRs in shaping and executing
effective strategies continues to grow.
Consider the scenario of a dynamic electronic battlefield
where an adversary deploys sophisticated electronic warfare
tactics. High-performance SDRs empower military forces to
rapidly assess the threat landscape, adapt countermeasures in
real-time, and maintain a proactive stance, ultimately tipping
the scales in favor of the defending force.
Rivetless Nutplates
Looking Ahead: The Trajectory of Electronic Warfare Go from three holes to one.
As we look to the future, the trajectory of electronic warfare
points towards continual advancements in SDR technology.
The refinement of these systems will likely result in even great-
er bandwidths, wider tuning ranges, and more sophisticated
functionalities. This trajectory will solidify high-performance
SDRs as indispensable assets on the modern battlefield, under-
lining their pivotal role in ensuring military superiority in the
complex and dynamic landscape of electronic warfare.
Consider the prospect of future SDRs equipped with artificial Surface Mounts
intelligence (AI) capabilities, enabling autonomous decision-mak- Rivetless Nutplates
Go from one hole to none.
ing in response to electronic threats. These intelligent systems Go from three holes to one.
could revolutionize the speed and efficiency with which military
forces counter electronic adversaries, ushering in a new era of war-
fare characterized by unprecedented levels of adaptability and
sophistication.
The symbiotic relationship between technology and strategy
is evident in the integration of high-performance SDRs into
electronic warfare frameworks. Military strategies are evolving
to leverage the capabilities offered by these advanced systems, Sleeves
with a focus on proactive threat assessment, real-time adapt- Holes?
ability, and comprehensive information superiority. The inter- If you’ve got ’em, protect ’em.
section of technology and strategy becomes the crucible where
the potency of SDRs is fully realized, paving the way for a more
agile, responsive, and effective military force.
Consider a scenario where a military force, armed with
high-performance SDRs, engages in a complex electronic bat-
tle. The strategy involves rapid analysis of incoming signals,
dynamic adjustment of communication frequencies, and pre- Adhesive-Bonded
cise countermeasures tailored to the specific electronic threats Assembly Technology
encountered. This synergy between technology and strategy
exemplifies the transformative impact of SDRs on the modern WWW.CLICKBOND.COM/AD40
battlefield.
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While the advantages of high-performance SDRs in electronic
warfare are undeniable, it is crucial to acknowledge the challeng-
es and considerations inherent in their implementation. Cyber-
Aerospace & Defense Technology, February 2024 mobilityengineeringtech.com 17
 Electronic Warfare

security concerns, spectrum manage-
ment, and the need for interoperability
with existing systems are among the fac-
tors that demand careful attention. The
trajectory of SDR development must nav-
igate these challenges to ensure seamless
integration into military operations.
Consider the challenge of securing
SDRs against cyber threats. As these sys-
tems become increasingly intercon-
nected and reliant on software applica-
tions, the risk of cyber vulnerabilities
escalates. Robust cybersecurity mea-
sures and constant vigilance are imper-
ative to safeguard the integrity and
effectiveness of SDRs in the face of
evolving cyber threats.
Global Implications: SDRs in
International Security
The global implications of SDRs in the
realm of international security are pro-
found. Nations equipped with advanced
SDR capabilities gain a strategic advan-
tage in the competitive landscape of
electronic warfare.
The geopolitical significance of tech-
nological superiority in this domain
extends beyond individual conflicts to
shape the broader balance of power
among nations.
Consider the geopolitical scenario
where two technologically advanced
nations engage in a strategic competi-
tion. The nation with superior SDR
capabilities not only holds an advan-
tage in electronic warfare scenarios but
also asserts its technological prowess on
the global stage, influencing diplomatic
negotiations and alliances.
In conc lusion, t he mar r iage of
high-performance software defined
radios with very high bandwidths, wide
tuning ranges, and high channel counts
represents a pivotal moment in elec-
tronic warfare. Military forces leverag-
ing these technological advances gain
not only a decisive advantage but also
the ability to navigate the complexities
of contemporary warfare with unparal-
leled adaptability. As we venture into an
era where the intersection of technolo-
gy and strategy defines the battlefield,
high-performance SDRs emerge as the
vanguard of innovation, shaping the
future of warfare on a global scale.
Consider the profound implications
of a future battlefield where electronic
threats are met with real-time adaptabil-
ity, comprehensive information superi-
ority, and strategic agility. High-perfor-
mance SDRs, with their transformative
capabilities, stand at the forefront of
this evolution, heralding a new era
where technological prowess is the key
to triumph in the complex and dynamic
landscape of electronic warfare.
This article was written by Brandon
Malatest, COO, Per Vices Corporation. For
more information, visit www.pervices.
com.

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 Deterministic and
Modular Architecture
for Embedded Vehicle Systems
T
he next generation of Army
ground vehicle systems aim
to provide the warfighter with
advanced capabilities while
ensuring cyber resiliency. One key tech-
nology, Ethernet, has enabled the mod-
ernization of military ground vehicles
by providing a broad range of beneficial
features. The scalability and high band-
width of an Ethernet based system pro-
vides the ability to process large volumes
of sensor data with low latency, how-
ever its inherent lack of determinism
represents a significant disadvantage.
A deterministic network requires that
communication assurance is provided
through bounded message latency, and
this is required for many ground vehicle
weapon and crew stations functions.
20
Traditional Ethernet based networks
are unable to satisfy the strict safety and
functional requirements for Army vehicle
systems due to this lack of determinism.
Modular Open System Approach (MOSA)
initiatives such as the Ground Combat
System Common Infrastructure Architec-
ture (GCIA) seek to leverage open-stan-
dards such as Time Sensitive Networking
(TSN) to achieve real-time, deterministic
communication over Ethernet. TSN pro-
vides enhancements to regular Ethernet
which enable logical segmentation of
deterministic and traditional best-effort
network traffic while simultaneously be
transmitted on the same physical media.
This research presents a reference
architecture which incorporates key
elements from GCIA, including TSN,
mobilityengineeringtech.com
and complements them with embedded
virtualization technologies to enhance
the safety and security of the system.
The seL4 microkernel is used to deploy
virtualized guests and containers on a
target representative of an embedded
platform for ground vehicle electron-
ics, the ARMv8. By utilizing seL4 and
virtualized guests, a system designer
can now combine the isolation provid-
ed by hypervisors with the logical seg-
mentation provided by TSN to create a
partitioned architecture that increases
system assurance. Aspects of this archi-
tectural approach and technology
Image: U.S. Army
have already been adapted across mul-
tiple programs within the U.S. Army
DEVCOM Ground Vehicle Systems Cen-
ter (DEVCOM-GVSC).
Aerospace & Defense Technology, February 2024
 Embedded Computing
Background
In the last decade a key enabler for
next generation automotive and indus-
trial system hardware/software designs
has been virtualization. Modern embed-
ded systems that utilize the ARM, x86,
or RISCV architectures are now equipped
with virtual extensions. These exten-
sions were the response to market pres-
sures to minimize size, weight, power,
and cost (SWaP-C).
Software designers are now able to
architect a system capable of enforcing
isolation of disparate compute domains
while executing on the same hardware.
They’re also able to provide a system capa-
ble of rapidly scaling and updating with
an existing DevSecOps pipeline and adapt
to new industry best practices by deploy-
ing improved capabilities (i.e. TSN).
Confidentiality
Proof
C Implementation
Binary Code
Figure 1: An architecture showing a seL4 Proof Chain.
C Code
Formal
C Semantics
Compiler
Formal ISA Specification
Binary Code
Figure 2: Translation validation proof chain.
22
One response to these demands in
recent years is hypervisor-based tech-
nology, however traditional enterprise
hypervisors do not provide the assur-
ance or real-time performance needed to
support mixed criticality applications.
The seL4 microkernel can serve as an
embedded hypervisor that can support
the deployment of high assurance soft-
ware through its unique and compre-
hensive formal verification.
Formal proofs of correctness make
seL4 a strong candidate for building safe-
ty-critical and secure systems. Figure 1
illustrates the seL4 proof chain. The core
of seL4’s verification is the functional
correctness proof, which claims that the
C implementation is free of implemen-
tation defects. The formal specification
of the kernel’s functionality is expressed
Integrity Availability
Proof Proof
Abstract
Model
Proof
Proof
Formalized
C Code
Rewrite
Rules
Graph
SMT Solver
Graph
Language Language
Disassembler
Formalized
Binary
mobilityengineeringtech.com
in a mathematical language called high-
er order logic (HOL). The HOL specifi-
cation in this case is represented by the
abstract model in Figure 1.
The C implementation is then a
refinement of the abstract model, mean-
ing that the possible behaviors of the
C code are a subset of those allowed by
the abstract model. Kernel behavior is
expressed by the abstract specification,
thus preventing the kernel from behav-
ing in ways that are not allowed by the
specification. A kernel that is formally
verified, such as seL4, can then shield
itself from attacks such as stack smash-
ing, nullpointer dereference, and any
code injection or control flow-hijacking.
As a part of the formally verified proof,
seL4 also provides a way to additionally
verify the executable binary produced by
the compiler. Verifying the executable
binary is an additional security-critical
step to prevent malicious compilers from
performing such actions such as build-
ing a Trojan that opens a back door to
the OS. Specifically, the binary is proved
to be a correct translation of the proved
correct C code.
The proof chain illustrated in Figure 2
is an automatic process that happens in
multiple stages. A formal model of the
processor’s Instruction Set Architecture
(ISA) formalizes the binary in the theo-
rem prover. The formalized ISA feeds the
disassembler, written in the HOL4 the-
orem prover, to translate the low-level
representation into a higher-level rep-
resentation in a graph language that
represents control flow. The formalized
C program is then translated into the
same graph language which allows for
comparison of two programs to assess for
equivalent representation.
One of the goals of this project was
to provide documented and reusable
software modules that can be ported
to various hardware platforms. Various
hardware platforms can take the form of
a different architecture alltogether (x86,
ARM, RISCV, etc.) or it can mean a dif-
ferent platform within the same family
of architecture. For example, this effort
utilized a total of four development kits
to develop the software capabilities dis-
cussed in this research. The four devel-
opment kits used were all based on the
Zynq architecture.
Aerospace & Defense Technology, February 2024
 Embedded Computing

Security Properties and Hypervisor and support the kinds of logical seg- mented with technologies such as CAN,
Design mentation identified as a key objective MIL-STD-1553, RS-422, and/or point-to-
Figure 1 illustrates the proofs between in the DoD’s Zero Trust Strategy that point discrete signals. These interfaces
t he abstract specificat ion and t he was released in November 2022. Tradi- are all prime candidates to be integrated
high-level security properties: confiden- tionally, military ground vehicle control with, and eventually replaced with, this
tiality, integrity, and availability. These applications and functions are imple- emerging architecture.
properties are subsets of the abstract
specification and build in security to the
kernel. seL4 provides the ability for a sys-
tem architect to implement a hypervisor
and virtual machine monitors (VMMs)
capable of deploying isolated virtual
machines (VMs) as notionally illustrated
in Figure 3.
The design paradigm depicted in Fig-
ure 3 demonstrates a high-level overview
of the type of hardware and software
configuration designed to meet SWAP-C
requirements. At the lowest level of this
architecture is the target hardware. In
this case the target hardware used for
this effort was the ARMv8, however,
it can be applied to x86 and RISC-V as
well. Software abstraction is applied to
achieve a Type 1 hypervisor model. This
type of software abstraction enables log-
ical partitioning of compute domains in
the form of guest VMs.

Army Use Cases and Objectives

The current state of combat ground
vehicle design is undergoing a paradigm
Turning ideas into solutions
shift. Capabilities in the form of sen- drive systems from one single source
sors, processors, and effectors are now
At maxon, we develop and build high precision electric drive systems that are
designed to share hardware and com- among the best in the world. We combine brushed and brushless DC motors,
pute resources all while maintaining a gearheads, sensors, and controllers into complete mechatronic drive systems.
continuous update/upgrade cycle. Fig-
Our drives provide high torque, high efficiency and are extremely compact.
ure 4 illustrates major elements of the For more information, please visit: www.maxongroup.us
GCIA including the relevant network,
I/O adapter, crewstation, and common
compute components.
The scope of effort in this research
enables GCIA, as the SmartIO platform
to be used as a Crewstation, Common
Compute or I/O Adapter and is TSN-en-
abled. SmartIO converts discrete I/O sig-
nals to TSN messages to be distributed
to multiple end nodes. The end nodes
in this case include both the virtualized
guests executing in disparate compute
domains — example given in Figure 3 — maxon precision motors, inc.
and other TSN end stations connected 125 Dever Drive, Taunton, MA 02780
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The military ground vehicle use-cases email: info.us@maxongroup.com
and scenarios where this type of mod- Precision Drive Systems
ern, partitioned, and deterministic
architecture is applicable are numerous
Aerospace & Defense Technology, February 2024 mobilityengineeringtech.com 23
 Embedded Computing

A ground vehicle system is entirely
made up of complex subsystems. The
reference architecture developed in this
effort utilized a combination of virtu-
alized I/O interfaces and TSN to enable
the common compute i.e., SmartIO, to
Critical
RTOS
VMM
Software Abstraction
process, transmit, and receive sensor out the entire system. Another benefit
data distributed throughout the vehi- of conforming I/O with virtual interfac-
cle. Distributed processing and I/O es is the reusability and portability of
in this context mean that the system that software across different comput-
must have the ability to route hardware ing architectures (i.e. x86, RISC-V, etc.).
peripheral data, such as CAN, through- Vir tualized conformant I/O also
enables security enhancements for a
more hardened posture. seL4 provides
great access control of hardware com-
ponents within VM(s) to prevent any
Non-Critical Non-Critical undesired access from one subsystem
to another. Finally, virtualized confor-
OS OS mant I/O provides a lower attack sur-
face by virtue of SWAP-C requirements.
VMM VMM With one common compute platform
the lower physical footprint results in a
smaller attack surface for an Intrusion
Detection System (IDS) to monitor.

Future Improvements
TSN benchmarking indicated that
seL4 there is a need to investigate how to
obtain performance gains within the
Target Hardware seL4 microkernel. Naturally, due to vir-
tualization, there is an expectation of
some performance degradation with
respect to TSN benchmarking; howev-
Figure 3: The seL4 Hypervisor Mode is outlined here. er, the results indicate that beyond the

Sensors/ Controllers Effectors/

Receivers Transmitters Portable Software Applications

GCIA OSS
360 CIS CDS
Interface Capability
GCIA FACE Portable Components Segement (G-PCS)
Components
GCIA TS Interface
Software
Common Time GCIA FACE Transport Services Segment (G-TSS)
Infrastructure GCIA OSS
Interface
GCIA TS Interface

CIS CDS GCIA OSS

Vehicle Network/ GCIA FACE Platform-Specific Services Segment (G-PSSS) Interface
Data Sharing
Software GCIA IOS Interface
I/O Infrastructure
Adapter Network GCIA FACE I/O Services Segment (G-IOSS)
Switch GCIA OSS
Interface
GCIA FACE Operationg System Segment (G-OSS)

*Data
Storage Common Infrastructure
Common
Computing
Crew Station
Computing
Display/HMI (GCIA 2.0)
Automotive Saftey Infrastructure
Subsystems Cybersecurity Infrastructure
& Actuators

GCIA Network

Legacy
*To be further defined in future revisions
Platform

Figure 4: The GCIA architecture.

24 mobilityengineeringtech.com Aerospace & Defense Technology, February 2024


effects of virtualization there are perfor-
mance degradations because of the seL4
kernel. It is currently up for investigation
to determine the root cause and initial
discussions seem to indicate that the
Figure 5: The UEI SmartIO platform, which is based on the AMD Zynq architecture was the target platform
for this research effort.
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Aerospace & Defense Technology, February 2024
Embedded Computing
interrupt framework is the likely candi- One improvement to this design could
date to start such work. include the option to boot from eMMC
As of now this implementation does not with the option to include a fallback image
provide a way to boot into a failsafe mode in the event of authentication failure. In
if authentication fails during secure boot. the same vein, the addition of a Trusted
Platform Module (TPM) would provide
the ability for a system architect to deploy
measured boot. Measured boot enables the
embedded system to have a configurable
secure boot mode that allows for the log-
ging of failures to authenticate with the
option to halt/proceed boot. A TPM also
provides a system designer the means to
implement advanced health monitoring
techniques: remote attestation and real
time introspection, to executing processes.
This article was written by Michael
Doran, Embedded Software Engineer,
DornerWorks, and Mark Russell, Embed-
ded Systems Branch Chief, U.S. Army
DEVCOM Ground Vehicle Systems Cen-
ter. For more information, visit www.
usarmygvsc.com.
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mobilityengineeringtech.com 25
 Approximating the Material Stresses
and System Requirements for
Hypersonic Flight
T
he flow fields around a flight
vehicle at hypersonic speeds are
markedly different from those
at both subsonic and supersonic
speeds. The hypersonic regime is not at a
discrete speed but evolves over a contin-
uum as speed increases, but is generally
defined as a speed of Mach 5 or higher.
The flow fields around a vehicle cause
the resultant high temperatures and
high heat fluxes for the flight system/
materials during hypersonic flight, and
these stressors in hypersonic flight are
26
called “The Heat Barrier.” Real gas effects
come into play at hypersonic speeds due
to these high temperatures, and include
vibrational excitation, dissociation,
chemical reactions, and ionization. The
underlying cause of this change in the
flow fields is that the pressure waves cre-
ated by the body moving through the
atmosphere can only travel at the speed
of sound.
It is these pressure waves that travel
ahead of the body and shape the flow
field far from the body of a subsonic
vehicle. At hypersonic speeds, the pres-
sure waves have virtually no time to
propagate away from the flight body,
mobilityengineeringtech.com
creating a condition where the pressure
waves stack up very close to the flight
body. These stacked up pressure waves
form a bow shock very close to the flight
body, where viscous heating occurs due
to shear forces. These high-temperature
gases close to the flight body surface lead
to the high heat fluxes and high surface
temperatures found in hypersonic flight.
The flow fields near the surface are
plagued by nonequilibrium and/or
chaotic thermodynamic conditions,
where the temperature of the surfaces
affects the flow field, thus affecting the
temperature and so on. The problem
of hypersonic flight is an exceeding-
ly complex dynamic process, in that
there is an interplay among the chem-
ical changes to the surfaces, the chang-
es in emissivity, surface temperatures,
impact damage, and the flow fields,
which all interact and feed back on one
(Image: U.S. Army)
Aerospace & Defense Technology, February 2024
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 Hypersonic
another. Although computer modeling
has made great advances, this inter-
play cannot be accurately modeled cur-
rently. Also, there are no experimental
facilities that can simulate all the flow
conditions that are experienced during
hypersonic flight. Even in cases where
the flight conditions can be achieved,
it is well known that the acoustic noise
from the walls of the wind tunnel can
alter the formation of shock waves.
This results in increased turbulent flow
on the different areas of the surfaces
being tested depending on how these
acoustic waves interfere, constructively
or destructively. This can increase tur-
Figure 1: Images of bow shock at different speeds of an anti-tank round.
28
bulence and lead to greater heat trans-
fer (aerodynamic heating) than what
would be found in the same structure in
an atmospheric test flight.
Manufacturing variations can also lead
to changes in the gas flow over surfaces and
alter localized aerodynamic heating creat-
ing unexpected hotspots. The ablative heat
shield tiles on the shuttle had to be hand
mounted to insure an exacting degree of
2 uniformity. It was found that the pro-
trusion of a single tile by as little as 1 mm
would result in distortions of the shock
wave downstream and resulted in unex-
pected hot spots that caused significant
changes in the ablation rates of the tiles.
mobilityengineeringtech.com
This should make clear that the con-
ditions along the surface of a hypersonic
body are specific to that object’s geome-
try and defects. Further, even the abla-
tion process itself can lead to sufficient
structural changes that alter the gas
flow over the surface, thereby altering
the deposition of heat to the structure,
which in turn alters the ablation rates,
thus requiring intensive computer mod-
eling and, in particular, actual flight
testing to truly evaluate how a particular
design will perform.
The Mach Cone
In 1936, Maccoll conducted experi-
ments to image the Mach cone of anti-
tank rounds traveling at supersonic
velocities. Some of the photographs
captured by Maccoll are shown in Figure
1. In the image on the top left, labeled
Mach 1.06, the bow shock wave can be
clearly observed to be out in front (left)
of the point of the anti-tank round.
There is a significant separation between
the shock wave and the tip of the round.
Also, the large radius of curvature of the
shock wave results in a large volume
of air in between the anti-tank round
and the shock wave. In the next photo
(top right), labeled Mach 1.16, the bow
shock appears very close to the apex of
the round. In addition, the radius of
curvature has significantly decreased
in comparison with Mach 1.06 and the
shock wave has taken on the shape of
a very blunt cone. With the progres-
sion to higher speeds, the angle of the
bow shock, to the axial direction of the
round, continues to decrease from Mach
1.231 to Mach 1.321 and then to Mach
1.576. Finally, at Mach 1.794, we see the
smallest angle of the bow shock to the
round’s axial direction.
Figure 2 shows the annotated photo of
the anti-tank round at Mach 1.794. The
tilting angle (θ) of the bow shock is with
respect to the centerline (dashed white
line) of the anti-tank round. The compo-
nents of the free stream velocity (V∞) are
shown, where VPerp is the component
perpendicular to the shock front and
VPar is the component along or parallel
to the shock front.
The angle at which the perpendicular
component (VPerp) is equal to Mach 1
is the angle at which the Mach cone or
Aerospace & Defense Technology, February 2024

Figure 2: Annotated image of bow shock at Mach 1.794 showing the bow shock angle and components of
free stream velocity.
shock front forms. In Eq. 1, the angle
(θ) of the Mach cone can be solved for
a given free stream velocity (V∞), where
VPerp is set to 1. This equation, Eq. 1, for
the shock front cone angle is applicable
to slender bodies: θ= sin−1 (Vperp/V∞).
For the case of the projectile in Figure
2 with a free stream velocity of Mach
1.794, the predicted Mach cone angle is
49.2°. From a cursory visual inspection,
one can readily see that this is in reason-
able agreement with the experimental
angle of the shock wave in Figure 2.
This decreasing tilt of the Mach cone
with increasing free stream velocity is
a major factor in driving the character-
istics of hypersonic flight, specifically
aerodynamic heating. In Figure 3, a plot
of Eq. 1 is shown where the x-axis is
the Mach number and the y-axis is the
respective Mach cone angle (as shown
in Figure 2). As hypersonic speeds are
attained, the Mach cone angle becomes
very small. For a slender body at Mach
5, the Mach cone angle is predicted to
be 11.5 °. Clearly at the speed of Mach 5,
the Mach cone or shock wave will come
very close to the surface of the projec-
Aerospace & Defense Technology, February 2024
Hypersonic
tile. This causes a trapped region of gas
between the shock wave, where gases are
decelerated (heated), and the body of
the projectile. The stagnation tempera-
ture of this gas tends to be very high at
hypersonic speeds. The close proximity
of these hot gases, and the resultant heat
load, to the flight vehicle is the main
material and engineering challenge to
hypersonic flight.
Aerodynamic Heating
The ideal gas law consists of three
main components, where P is the pres-
sure; V is the volume; n is the number
of mols; R is the ideal gas law constant,
which is the product of the Boltzmann
constant and Avogadro’s number; and
finally T is the temperature, represented
as PV = nRT. The ideal gas law is derived
by assuming a gas has 3 degrees of free-
dom. Shock-induced heating that occurs
during hypersonic flight causes the gases
to deviate from this law. The underlying
cause is the fact that R is dependent on
Boltzmann’s constant. Implicit in the
calculation of Boltzmann’s constant are
the degrees of freedom that a gas mole-
mobilityengineeringtech.com 29
 Hypersonic
Figure 3: Plot of the Mach cone angle as a function of Mach number.
cule has and consequently the number
of quantum mechanical energy states
available (or the density of states) the gas
molecules can occupy.
The shock-induced temperatures
and frictional forces that gases under-
go during hypersonic rates raise the
kinetic energy high enough to enable
additional degrees of freedom, spe-
cifically the vibrational modes of the
diatomic gas are activated. This means
that the heat capacity of the gas is not
constant but changes due to the addi-
tional energy states available. These
vibrational states are initially activated
in the Mach 3 to 4 range and lead to
measurable deviations from the ideal
gas law at hypersonic speeds. This
increased ability to carry heat con-
sequently leads to an increased heat
transfer to the flight body.
In the Mach 9 range at altitudes in the
lower stratosphere (~10,000 m) range,
oxygen dissociation begins to take
place. This oxygen dissociation is also
referred to as one of the “thermochem-
ical effects.” At speeds around Mach
30
16, another thermochemical effect
begins to take place, nitrogen dissoci-
ation. At this point, both oxygen and
nitrogen radicals can land on surfaces
and cause thermochemical-induced
reactions with the surfaces. Finally, at
speeds near Mach 30, plasma will begin
to form a conductive sheath around the
flight object. This plasma sheath has
sufficient electrical conductivity to act
as a Faraday cage, leading to the block-
ing of both the transmission and receipt
of electromagnetic communication sig-
nals (i.e., a “blackout”).
Erosion
At hypersonic speeds, the kinetic ener-
gy in a collision between vehicle surfaces
and dust/raindrops can result in erosion
due to impact damage. A theoretical equa-
tion for the damage threshold velocity
from is represented as: Vthreshold = (K1C 2
cR/ρw2cw2dw)1/3. The fracture toughness
is KIc, the Rayleigh surface wave speed cR,
density of water ρw, the compressive wave
speed of water cw = 1,500 m/s, and the
diameter of the raindrop dw = 1.5 mm.
mobilityengineeringtech.com
Monteverde et al. examined t he
mechanical properties of zirconium
diboride–silicon carbide (SiC) matrix
composites. The density of the compos-
ites was found to be between 5.51 and
6.09 g/cm3 dependent on the SiC weight
percent (5 to 20 wt). The modulus E was
found to be between 518 and 477 GPa,
the fracture toughness was between 4.49
and 5.42 MPaM 1/2, the hardness was
between 19.3 and 21.7 GPa, and Pois-
son’s ratio was between 0.103 and 0.117.
It should be noted that at these high
Mach numbers, as a droplet transits the
shock wave, it will tend to dissipate due
to sheer forces and heating. Droplets
will also tend to become elongated per-
pendicular to the direction of motion,
becoming disc-like and spreading any
force out over a larger area thus reduc-
ing damage. Additionally, the angle
between the water disc and the pro-
jectile’s surface will affect the area the
impacting disc is spread out over as well
as reduce the normal component of the
impact force. This indicates that a lead-
ing edge that is very “sharp” will suffer
less impact damage.
Conclusion
The challenges associated with hyper-
sonic flight are significant in that the
drag forces, temperatures, and heat flux
put large demands on materials. First
and foremost is managing the expo-
sure to high temperatures that will be
in excess of 1,000 °C. The high heat
flux to the flight body can result in very
high temperatures of the entire vehi-
cle during flight. Mechanisms to carry
away heat, such as increased emissivi-
ty of leading-edge materials, should be
explored. The use of cooling in the form
of water vaporization may be a route
that can be used to increase rocket fuel
efficiency and provide a mechanism
for throttling a solid fuel rocket. As the
effects of erosion are unavoidable at
hypersonic speeds, the use of materials
with high Young’s moduli could miti-
gate this effect.
This article was written by Thomas
Parker, Materials Engineer, U.S. Army
Research Lab. It has been edited. For
more information, visit arl.devcom.
army.mil.
Aerospace & Defense Technology, February 2024
 eroTech
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 RF & Microwave Technology

Design Approaches
for Established and Emerging
RF Receiver Architectures
T
raditionally, heterodyne architectures have been the ing improved selectivity, dynamic range, and effective rejection of
preferred choice for radio frequency (RF) and millime- unwanted signals.
ter-wave (mmWave) receiver architectures, excelling in The conversion to an IF significantly enhances signal process-
noise performance, dynamic range, frequency cover- ing. It establishes a stable and standardized processing frequency,
age, selectivity, and reduction of EMI. However, recent advance- enabling the use of lower frequency, simple to integrate fixed fil-
ments in high sample rate analog to digital converters (ADCs) ters for a narrower band. This is crucial for isolating the desired
and embedded signal processing have prompted a reassessment signal in crowded RF environments. Additionally, signal ampli-
of both architectures. A thorough examination of the compo- fication and gain control are more efficiently executed at the IF,
nents in the channel design is essential to minimize distortion minimizing the impact of noise and interference. Furthermore,
into the differential ports of the ADC, guaranteeing optimal because you are grouping up and down converting the spectrum
signal integrity and dynamic bandwidth for the system. This
article will overview the design approach as well as when to use
a particular component type depending on performance and
signal requirements.

Comparison of the Direct Sampling and Heterodyne

Architecture
The development of high sample rate ADCs, broadband high
frequency components, and embedded signal processing has
enabled the development of direct sampling RF receivers. In this
architecture, the RF signal is sampled directly and is down convert-
ed digitally by the ADC without the intermediary step of analog
down conversion via a mixer. This brings several advantages. First
and foremost, the elimination of mixer stages results in a simpler
to implement signal path with fewer components in the RF chain,
reducing the overall receiver complexity, translating into benefits
such as reduced power consumption. A smaller system allows for
utilization of more channels on the ADC, which increases the
processing power of the whole system.
However, challenges arise, including heightened susceptibility to
interference due to the absence of filtering at a fixed low frequency
IF, requiring advanced filtering and shielding. Additionally, lim-
itations in dynamic range, especially at higher frequencies, pose
challenges for direct sampling architectures, narrowing the gap but
facing inherent constraints compared to heterodyne architectures.
In contrast, heterodyne RF receivers rely on a mixer to down
convert the RF signal to a lower intermediate frequency (IF), offer-

Direct Sampling Heterodyne

Mixer

RF RF IF
Rx ADC Rx ADC

LO

Figure 1. Simplified direct sampling vs heterodyne receiver architectures.

34 mobilityengineeringtech.com Aerospace & Defense Technology, February 2024


to a fixed and low IF frequency for process-
ing, ADC requirements have changed such
that you can use a lower frequency, higher
linearity ADC, offering a clearer and more
organized view of your spectrum.
Heterodyne architectures will typically
be the choice for ultra-broadband, high
frequency RF and mmWave systems where
one needs to sample signals above the ADC
sampling range or where high selectivity
and sensitivity is demanded, such as in EW
scanners or precision test equipment.
Component Selection and Channel
Design
To understand the RF signal chain, let’s
examine its blocks:
• RF Front End
• Signal Conditioning
• Frequency Conversion
Image: Audrius Merfeldas
Aerospace & Defense Technology, February 2024
• A nalog Front End/Data Converter
Interface
In modern multi-antenna, multi-chan-
nel systems, a versatile RF Front End is
crucial. Comprising a limiter and a low-
noise amplifier (LNA), the limiter, typical-
ly the first component after the antenna,
shields the LNA and subsequent stages
from high-power signals, preventing dam-
age and nonlinear distortions. Maintain-
ing low signal levels is vital to preserve
sensitivity and ensure linear operation.
Key limiter considerations include inser-
tion loss, flat leakage, spike leakage, and
recovery time, requiring engineers to bal-
ance protection and minimize impact on
desired signals.
Following the limiter, the next chal-
lenge is to amplify the incoming signal
without distortion using a high-linear-
mobilityengineeringtech.com
RF & Microwave Technology
ity, broadband LNA with sufficient gain.
Since the RF Front End may handle mul-
tiple channels, opting for a broadband
component is necessary. Ideally, the LNA
should amplify the signal level without
distortion. However, as the LNA manages
multiple channels concurrently, strategic
switching of the amplifier may be neces-
sary based on the incident spectrum to
maintain linearity in the signal chain.
Positioned at the front end, a low noise
figure is crucial to maintain a high sig-
nal-to-noise ratio (SNR), while a high flat
gain enhances cascaded noise figure and
dynamic range without compromising
any AM information.
Signal Conditioning
With the receiver protected and the
incident signal boosted distortion-free,
the next challenge is to prevent adjacent
signals from obstructing the detection of
the desired tone. This block comprises a
filtering stage, automatic gain control,
and equalization to address frequency-
dependent losses.
For receivers operating across multiple
frequency bands or adapting to changing
frequency requirements, a highly config-
urable filter (e.g., tunable filter, switched
filter bank, or switched capacitor bank)
proves advantageous. Key considerations
for a configurable filter include out-of-
band rejection, rejection steepness, pass-
band insertion loss, switching time, and
control logic. For applications demanding
high channel counts, factors such as size,
weight, power (SWaP), and repeatability
should be taken into account. In such sce-
narios, MMIC filters are an ideal solution,
offering substantial size reduction with
high repeatability from unit-to-unit.
After selecting the channel, providing
variable gain/attenuation and equaliza-
tion becomes imperative. The variable
attenuator and variable gain amplifier (i.e.
automatic gain control - AGC), serve as a
feedback mechanism to adjust the signal
level to an optimal power range for usabil-
ity without causing damage to subsequent
stages. Following AGC, an equalizer is
employed to level out a signal affected by
frequency-dependent losses.
Frequency Conversion
This block is specific to heterodyne
architectures and utilizes a mixer block to
35
 RF & Microwave Technology
convert the RF signal to a lower IF signal, erate and amplify the LO for proper mixer
enhancing selectivity by allowing easi- operation. There’s a risk of LO signal leak-
er filtering of unwanted signals outside ing into the IF output, contributing to
the converted IF range. However, using a distortion. Conversion introduces signal
mixer introduces complexities. It requires losses, and as mixers are built from non-
a local oscillator (LO) signal, necessitating linear devices such as diodes or transistors,
additional components like multipliers, their operation can introduce harmonic
filters, and an LO driver amplifier to gen- distortion and intermodulation products,
Figure 2. (a) Direct sampling system channel design vs (b) Heterodyne system channel design.
RF Front End
Limiter Switchable LNA
Figure 2. (b) The RF Front End signal path.
Signal Conditioning
Variable
Attenuator Equalizer
fc
BW
Variable
Configurable Filter
Gain Amplifier
Figure 3. The signal conditioning signal path.
36 mobilityengineeringtech.com
reducing system dynamic range. When
choosing a mixer, considerations should
include bandwidth, conversion loss, isola-
tions, and linearity.
In direct sampling architectures, the RF
signal is digitized without analog down
conversion, bypassing mixers and their
associated distortions and losses. While
direct sampling simplifies the signal path,
it shifts some distortion challenges to the
ADC interface.
Analog Front End/Data Converter
Interface
The aim of this block is to optimize
headroom for maximum linearity at the
differential ADC interface. The differen-
tial interface enhances the data convert-
er’s dynamic range by rejecting common
mode noise, reducing the noise floor, and
minimizing second harmonic distortion.
Achieving this involves a low-loss
single-ended to differential mode con-
verter and a broadband match to the
ADC. This block consists of either a pas-
sive balun or a differential amplifier for
mode conversion, feeding into a differ-
ential limiter and a differential resistive
matching circuit. The choice between a
balun or differential amplifier depends
on the application. For applications
requiring more power gain from the
mode converter, a differential amplifier
is likely needed, with trade-offs of added
noise, degraded linearity, and increased
system complexity. This is suitable for
low-bandwidth applications. In con-
trast, for broadband, high-linearity
systems, a passive balun offers the best
wideband performance in terms of bal-
ance, noise, linearity, and simplicity.
After selecting a mode converter,
matching it to the ADC is crucial to avoid
introducing second-order harmonic dis-
tortion (HD2) as the match can affect
the performance of the mode convert-
er, reducing dynamic range. Designing
this matching circuit involves a trade-
off between return loss and bandwidth.
Given the requirement for a broadband
match and the impossibility of achieving
this lossless, a resistive match is needed
to stiffen impedance, reduce passband
ripple, and enhance mode converter
performance. Finally, as a protective
measure, a differential limiter is placed
before the data converter to protect the
Aerospace & Defense Technology, February 2024
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 RF & Microwave Technology
Frequency Conversion
LO Source Multiplier Filter
X4
Figure 4. Frequency conversion block for heterodyne architectures.
expensive ADC from any jamming tones
that may have made it all the way to the
ADC interface.
In the context of direct sampling
receivers, the development and avail-
ability of high frequency broadband
baluns is enabling the usage of high sam-
ple rate ADCs.
38
Mixer Gain Block Filter
Balun
LO Driver
Differential Limiter
Figure 5. ADC Interface signal path.
Conclusion
The simplicity and cost reduction
enabled by direct sampling receivers are
ultimately the goal for modern RF sys-
tems but have their limitations. Direct
sampling architectures simplify the sig-
nal path, digitizing RF signals without
implementing a mixer for down conver-
mobilityengineeringtech.com
ADC Interface
Resistive Match
ADC
sion. This streamlined design reduces
power consumption, enhances porta-
bility, and potentially lowers costs. Yet,
challenges arise, including susceptibility
to interference, limited dynamic range at
higher frequencies, and a shift of distor-
tion challenges to the ADC interface.
Each block of the signal chain and
t he inherent challenges discussed
become more difficult at higher fre-
quencies. For frequency plans that
prevent the use of direct sampling,
heterodyne architectures excel in noise
performance, dynamic range, leverag-
ing mixers for down conversion. This
approach offers standardized frequency
processing, effective filter designs, and
optimized gain control at the interme-
diate frequency. However, it introduces
complexity, potential signal distortion,
LO signal leakage, and increased power
consumption.
The choice between these architec-
tures necessitates a delicate balance,
weighing the proven track record of
heterodyne architectures against the
streamlined simplicity of direct sam-
pling. Engineers must consider appli-
cation-specific needs and performance
requirements, making decisions based
on the unique trade-offs inherent in
each approach. Ultimately, the optimal
choice depends on a thorough analy-
sis of the advantages and drawbacks of
each architecture within the context of
the application’s demands.
This article was written by Cameron
Sheth, Product Manager, Marki Micro-
wave. For more information, visit
www.markimicrowave.com.
Aerospace & Defense Technology, February 2024

Rydberg Technologies Shows Potential of Long-Range RF
with Quantum Sensor at NetModX23
R ydberg Technologies, an Ann Arbor,
Michigan-based quantum technolo-
gy startup, demonstrated the use of an
atomic receiver for long-range RF appli-
cations during the NetModX23 event
hosted by the U.S. Army Combat Capa-
b i l i t i e s D e ve l o p m e n t C o m m a n d
(DEVCOM) C5ISR Center in December.
The 2023 edition of NetModX featured
10 weeks of experimentation spanning
62 different technologies across 17 focus
areas and five modernization priorities
including “Future Vertical Lift, Long-
Range Precision Fires, Network, Next
(Top Image: BPawesome)
An image of an atomic RF sensor, the Rydberg field and measurement system. This was not the atomic
receiver demonstrated during the NetModX event. No images of the receiver were available for this article.
(Image: Rydberg Technologies)
Aerospace & Defense Technology, February 2024
Generation Combat Vehicle and Soldier
Lethality,” according to the Army. A major
goal sought by the C5ISR Center with
NetModX is to take technologies that
are nearing maturity from research labs
directly into operational environments
for assessments by active warfighters.
One such technology is the proto-
type Rydberg atomic receiver devel-
oped by Rydberg Technologies, which
has been refining the performance,
design and form-factor aspects of its
device over the last decade. In a press
release following the NetModX event,
mobilityengineeringtech.com
RF & Microwave Technology
the company described it as a histor-
ic demonstration of the “world’s first
long-range radio communications with
an atomic quantum sensor.”
According to Rydberg Technologies
CEO David Anderson, the company
“demonstrated the smallest ever atomic
receiver at frequencies and long-range
communication distances that show
a clear path for transitioning Rydberg
atom quantum technologies from labo-
ratory to real-world applications.”
Anderson has also compiled several
in-depth research papers about specif-
ic elements of quantum sensing, the
advantages of Rydberg atom-based RF
measurement and other related topics
available on the company’s website.
Shortly after the completion of the
NetModX event, Aerospace & Defense
Technology caught up with Anderson
to discuss the demonstration of their
atomic receiver prototype and the future
potential of quantum sensing in real-
world military RF applications.
A&DT: Why was the demonstration
of your atomic receiver at NetModX23
such a historic and significant mile-
stone for the use of quantum sensing
in military RF applications?
39
 RF & Microwave Technology

Dave Anderson: In quantum tech- heads that contain the sensing atoms, Anderson: Traditional RF anten-
nologies and quantum sensing, the tran- for example, may require alternative nas and devices are generally based on
sition of laboratory research outcomes designs and adaptations to address driving electric currents in conductive
into practical solutions requires realizing application-specific use cases. Also, for structures to detect or generate RF elec-
physical devices and sensor hardware deployment of these receivers in harsh tromagnetic waves. Rydberg atom sen-
to validate technological capabilities operational environments with military sors operate based on fundamentally
and establish a path for deployment in RF systems in use today, further rugge- different physics principles, in which
real-world applications. In recent years, dization will be needed. the loosely bound electron of an atom
we have been focused on not only the serves as a highly sensitive sensor of RF
advancing capabilities of our atomic A&DT: What do you see as some of the electromagnetic waves that can be read
receivers but also to substantially reduc- main advantages of using a quantum out using light. Leveraging the prop-
ing the size, weight and power of atomic sensor in comparison to traditional RF erties of Rydberg atoms, these atomic
receiver hardware for deployment in real- antennas and devices in use today? quantum sensors provide several per-
world applications. As a reference point,
in 2018 our atomic RF field measurement
prototype, the first of its kind, was about
the size of a refrigerator. Since then, we
have been able to miniaturize our systems
into a field-deployable device about the
size of a briefcase.
At NetModX, we deployed this next
generation atomic receiver device in an
operationally relevant outdoor envi-
ronment and demonstrated a host of
capabilities afforded by this new type of
atomic antenna.
In our own tests of the atomic receiv-
er device, we have demonstrated a long-
range RF signal communication over a
kilometer range with an atomic sensor
for the first time, as well as wideband fre-
quency coverage from HF to SHF bands
with a single compact atomic sensing ele- Army DEVCOM C5ISR Center researchers work with radios during the Network Modernization
ment. It’s important to note however that Experimentation 23 at Joint Base McGuire-Dix-Lakehurst, New Jersey. (Image: U.S. Army)
we are still far from both practical and
fundamental limits of atomic receivers,
including fundamental quantum limits of
sensitivity that we have not yet reached.

A& DT: H ow we r e yo u a bl e to
achieve that reduction in size to
develop a field-deployable prototype
atomic receiver?
Anderson: One major element was to
leverage smart engineering of laser sys-
tems that are needed for an atomic receiv-
er of this size. We also had to incorporate
new hardware components and subsys-
tems developed at Rydberg to get to the
smaller design. It is important to note that
the supply chain for quantum technolo-
gies generally is still evolving and growing.
We are continuously improving the
design and engineering of our devices,
and demonstrations such as these pro-
vide invaluable data that help guide Another image of Army DEVCOM C5ISR Center researchers performing demonstrations and experimenta-
those improvements. The detector tions with radios during the Network Modernization Experimentation 23 event. (Image: U.S. Army)

40 mobilityengineeringtech.com Aerospace & Defense Technology, February 2024


An Army DEVCOM C5ISR Center arranges a radio for a demonstration atop an Army ground vehicle during the Network Modernization Experimentation 23 event.
(Image: U.S. Army)
formance advantages compared to tra-
ditional RF sensor technologies. One
advantage lies in the inherently small
size of atoms.
An atomic receiver can be made sig-
nificantly smaller than the size of tra-
ditional RF antenna receivers, whose
size generally scales proportionally to
the wavelength of the RF electromag-
netic signal of interest. Atomic sensors
break this proportionality requirement,
enabling the prospect of compact detec-
tors operational across large swaths of
the radio spectrum from long-wave-
length RF to millimeter-wave and even
THz bands. On the long-wavelength
portion of the spectrum, the function
of large antennas often used for recep-
tion of very long wavelength RF signals,
for example in long-distance commu-
nications systems, could be drastically
reduced in size.
There are also major advantages in
performance capabilities in terms of sen-
sitivity and selectivity. When you start
considering real-world operationally rel-
evant scenarios, in which there can be
significant electromagnetic interference
and congested RF spectrum environ-
ments, atomic quantum sensing opens
new possibilities for more resilient com-
munications as well as significantly
smaller form factors.
Aerospace & Defense Technology, February 2024
A&DT: Are there any specific aero-
space and defense applications that
you have envisioned for the atomic
receiver to enable in the future?
Anderson: I think the application
possibilities are expansive, especially
considering that the capabilities of the
technology continue to advance. Sev-
eral aerospace and defense application
areas that atomic receivers could enable
in the future include advanced resilient
communication systems, low probabili-
ty of detection/intercept (LPD/LPI) and
anti-jamming applications, spectrum
monitoring, and situational awareness
in EW systems.
When you look at resilient commu-
nications specifically, the atomic sensor
presents an entirely new modality dis-
tinct from traditional antenna technolo-
gy. As we advance the capabilities of the
technology, we also greatly benefit from
working with partners in the aerospace
and defense industry and actively seek
feedback and expertise from the indus-
try to guide development of the technol-
ogy to address other specific application
needs and future capabilities.
A&DT: Now that you have com-
pleted the NetModX demonstration,
are there any design, form factor or
mobilityengineeringtech.com
RF & Microwave Technology
performance improvements that you
want to make to the atomic receiver
moving forward?
Anderson: We are far from the fun-
damental limits of performance of
atomic sensors, and we are still look-
ing to push capability further. That
includes everything from advancing
performance in sensitivity, selectivity
and other metrics, to exploiting the
quantum nature of these atomic RF
systems into new technology domains.
On the hardware side, it’s driving fur-
ther miniaturization and ruggediza-
tion and operation in harsh real-world
environments and to address a broader
set of applications with even smaller
form factors.
In addition to deployment, hard-
ware development in quantum
and photonics also ties critically to
enabling new capabilities with quan-
tum sensors. Going for ward, we’ ll
also continue to carry out more field
demonstrations and development ini-
tiatives with early adopters, as getting
user feedback remains critical in guid-
ing a path to deployment.
This article was written by Woodrow
Bellamy III, Senior Editor, SAE Media
Group.
41
 Tech Briefs

New Method to Measure Wind Speed Could Unlock

Drones’ Potential
A fundamentally different approach to wind estimation using unmanned aircraft than the vast major-
ity of existing methods. This method uses no on-board flow sensor and does not attempt to estimate
thrust or drag forces.
Embry-Riddle Aeronautical University, Daytona Beach, Florida

T raditionally, remotely piloted

aircraft systems, or drones, have
used onboard flow sensors to mea-
“The very nature of wind makes
it a difficult quantity to measure,”
Compere said. “But our simulation
s u re w ind e ffe c t s, p roduci n g provides an ability that no experi-
in-flight metrics on which opera- mental approach can provide: We
tors rely. Leveraging GPS instead, can simulate wind with exact
however, might provide more known inputs and test the method
robust measurements, leading to with exact known outputs.”
safer, more efficient flights, accord- Currently, the team uses expen-
ing to Embry‑Riddle Aeronautical sive, custom-built aircraft outfitted
University researchers. with onboard flow sensors to col-
As most drones weigh less than lect weather data, but the process is
55 pounds, even mild gusts of wind complex and time-consuming.
can disrupt their flight, which Those problems go away with the
makes finding creative solutions Dr. Avinash Muthu Krishnan, assistant professor of Aeronautical use of GPS, though, and GPS tech-
to monitor and predict hyperlo- Science; graduate researcher Jeremy Copenhaver; and Dr. Marc nology comes standard in store-
cal weather conditions essential Compere, associate professor of Mechanical Engineering, work bought drones.
on a weather-sensing drone that uses GPS, instead of onboard
to flying without disruption or flow sensors, to measure wind speed. (Image: Embry‑Riddle/David “Scaling and simplicity is what
unplanned landings. Massey) measuring wind with just a GPS
Dr. Marc Compere, associate pro- and a compass provides,” Compere
fessor of Mechanical Engineering at flight reliability and help advance the said. “All drones already have these sen-
Embry‑Riddle’s Daytona Beach Campus, technology throughout the industry, sors. They’re built-in from the factory.”
recently described a new approach to from drone-based package delivery all Adkins added that the GPS approach
measuring wind effects — in the interna- the way to urban air mobility, or “air also opens the possibility of crowdsourcing
tional, peer-reviewed Drones journal — taxis.” weather data from multiple users at once.
along with Drs. Kevin Adkins and Avi- But the implications of wind on “The sheer number of potential obser-
nash Muthu Krishnan, both professors uncrewed aircraft systems (UAS) extend vations can produce a far superior prod-
of Aeronautical Science. far beyond piloting requirements. Scien- uct, especially in urban environments
“The GPS method does not attempt to tists need accurate wind measurements where things change more quickly,” he
estimate thrust or drag forces,” said to research atmospheric conditions and said. “The use of GPS makes both busi-
Compere, principal investigator on the air quality; wind can offer emergency ness and safety sense.”
project. “Using only GPS and orienta- workers clues as to a wildfire’s growth In previous work, the team simulated
tion sensors, our new strategy estimates patterns; and wind affects the weather. UAS routes along the Daytona Beach
wind vectors in an Earth-fixed frame “Sensing wind is a critical part of soci- Campus to help push drone-delivery
during turning maneuvers.” ety that not many people are aware of,” tech forward. They also used UAS to
“It’s all about safety,” Adkins added. Compere added. monitor and improve air quality, among
“The lower atmosphere is a new and The Wind-Arc method, as it’s called to many other projects.
incredibly dynamic portion of the envi- leverage GPS data in UAS flights, is not Next, they’re hoping to commercial-
ronment for sustained aviation opera- new to the industry, but the Embry‑Rid- ize the Wind-Arc Method. A patent is
tions; traditionally, this is an area we dle research team has made the tactic pending.
have passed through quickly during more viable through the incorporation This work was performed by Kevin
ascent and descent. Wind poses unique of computer simulations. Software is Adkins, Marc Compere and Avinash
challenges to controllability and the air- used to forecast flight conditions — Muthu Krishnan for Embry-Riddle
craft’s range and endurance.” including heading angle, airspeed and Aeronautical University. For more
Ultimately, the team’s goal is to wind speed trends — and then produce information, download the Technical
make the flight of uncrewed aircraft real-time statistics of how an aircraft Support Package (free white paper) at
more predictable in locations that have would respond to nuanced changes in mobilityengineeringtech.com/tsp
never seen UAS flight, which will boost the environment. under the Electronics category.
42 mobilityengineeringtech.com Aerospace & Defense Technology, February 2024

Report on Human Factors Issues Likely to Affect Air-
Launched Effects
This report reviews human factors research on the supervision of multiple unmanned vehicles (UVs)
as it affects human integration with Air-Launched Effects (ALE).
U.S. Army Combat Capabilities Development Command Analysis Center, Fort Novosel, Alabama
A ir-Launched Effects (ALEs) are a con-
cept for operating small, inexpen-
sive, attritable, and highly autonomous
unmanned aerial systems that can be
tube launched from aircraft. Launch
from ground vehicles is planned as well,
although Ground-Launched Effects are
not yet a requirement. ALEs are envi-
sioned to provide “reconnaissance, sur-
veillance, target acquisition (RSTA), and
lethality with an advanced team of
manned and unmanned aircraft as part
of an ecosystem including Future Attack
and Reconnaissance Aircraft (FARA) and
ALE.” A primary purpose of ALEs is to
extend “tactical and operational reach
and lethality of manned assets, allowing
them to remain outside of the range of
enemy sensors and weapon systems
while delivering kinetic and non-kinet-
ic, lethal and non-lethal mission effects
against multiple threats, as well as, pro-
viding battle damage assessment data.”
Key features of the ALE are adherence
to the Modular Open Systems Architec-
ture so that components rely on nonpro-
prietary interfaces and the Scalable
Control Interface, an application pro-
gramming interface intended to allow
control through any command device
adhering to the protocol, including both
air and ground forces.
Over the past three years, in a series of
experiments and demonstrations known
as Experimentation Demonstration
Gateway Event (EDGE) and Project Con-
vergence (Convergence), ALE prototypes
have demonstrated increasing sophisti-
cat ion and capability. At Conver-
gence-20, six ALEs covered a range of 62
km relaying RSTA information back to
manned assets at standoff distances.
Four were air launched while two
demonstrated a new ground launch
capability. In EDGE-21, Altius 600 ALE
prototypes were launched as a small
swarm and controlled from a Blackhawk
helicopter. By EDGE-22, four waves of
seven ALEs each (28 total) were ground
Aerospace & Defense Technology, February 2024
Figure 1: Raytheon’s Coyote Block 3 (left) and Area-1’s Altius 700 (right) are exemplars of the ALE to
be developed.
launched, demonstrating the “flood the
zone” capability envisioned by Brigadier
General Rugen, head of the moderniza-
tion team for Future Vertical Lift (FVL).
As the Army moves toward increas-
ingly complex Multi-Domain Opera-
tions, the ability to effectively deploy
large numbers of unmanned systems
becomes crucial. This research analyzes
human–autonomy interaction through
the prism of scalability to better under-
stand how unmanned systems might be
deployed and supervised at scales need-
ed to impact modern warfare. Our anal-
ysis finds three broad categories of con-
trol: autonomous coordinat ion in
which UVs are controlled as a team,
quasi-independent control in which
UVs are controlled largely independent-
ly of one another, and coordinated con-
trol in which operator(s) must directly
coordinate UVs. We conclude that
direct coordination is infeasible for real-
istic applications, leaving automated
coordination and quasi-independent
control as feasible options.
Quasi-independent control, in which
operator(s) direct one or more UVs at
largely independent tasks, such as area
search with minimally overlapping pat-
terns, offers many advantages in that
multiple UVs can be controlled in
sequence and scaled beyond a single
operator’s limits, simply by adding
additional operators. Depending on
the arrival rates of events requiring
mobilityengineeringtech.com
Tech Briefs
operator attention such as targets, UVs
might be controlled out of call centers,
taking advantage of load balancing to
increase the UV to operator ratio. This
option also has the advantage of rely-
ing largely on COTS drone technology
with map and first person displays for
whic h t here is already a body of
research and experience requiring only
protection from electronic warfare to
be fielded.
Automated coordination can take var-
ied forms, each of which present differ-
ent human control issues. Simple forms
of coordination, such as consensus algo-
rithms (swarms), are fully scalable,
immune to attrition, but limited in
behavior. Rule or optimization-based
coordination is limited in scale and may
be brittle but can produce complex coor-
dinated behaviors. A useful way of think-
ing about this problem is to use pre-opti-
mized behaviors or “plays” for recurring
locally coordinated behaviors, such as
Battle Damage Assessment, while coor-
dinating larger groups through scalable
methods, such as consensus algorithms.
This work was performed by Jami-
son Hicks, DEVCOM Analysis Center;
Michael Lewis, University of Pitts-
burgh; and Katia Sycara, Carnegie
Mellon University. For more informa-
tion, download the Technical Support
Package (free white paper) at mobili-
tyengineeringtech.com/tsp under the
Electronics category.
43
 Tech Briefs
Advanced Satellite Communications Research
The impact on wireless communication system performance was investigated for five channel condi-
tions, which included (1) additive white Gaussian noise, (2) flat Raleigh fading, (3) frequency selective
Raleigh fading, (4) flat Rician fading, and (5) frequency selective Rician fading.
Wichita State University, Wichita, Kansas
N ew algorithm strategies and diverse
communication techniques are con-
stantly emerging in the telecommunica-
tions realm that consumers, commercial,
government, and military demand in
order to push the boundaries of data
throughput to receive information as
quickly as possible. Currently, the Ku/Ka
satellite band (20–30 GHz) becomes con-
gested during peak service. There has been
a strong demand for a wider bandwidth
and higher data rate in both cellular and
satellite communication service. As the
carrier frequency increases, a wider band-
width can be made available, and a higher
data rate can be obtained with beamform-
ing or precoding. Particularly, the V band
(50–75 GHz) and W band (75–110 GHz)
offer unprecedented broadband capabili-
ties and extremely large contiguous allo-
cations of bandwidth. This is the reason
NASA and AFRL have been investigating
these bands for civilian and military use.
At W/V-band, the wavelength is on
the order of 3 to 4 millimeters. Thus,
receivers can be implemented via very
small devices. Further, a W/V-band sys-
tem can have a very narrow beam angle-
spread, which can significantly reduce
the interference among beams and
recover propagation loss.
When a new wireless terrestrial or sat-
ellite communication system is planned,
the channel path attenuation data is typ-
ically collected first by transmitting a car-
rier frequency signal without modula-
Packet BBFrame BCH
Generator Buffering Encoding
Measured
Measured Bit
Packet Error
Rate
Error Rate
(BER)
(PER)
BBFrame BCH
Buffering Decoding
A block diagram for a digital video broadcasting communications channel.
44
tion under a line-of-sight (LOS) and an
Additive White Gaussian Noise (AWGN)
environment. Since the transmit power,
PT, and the distance, dTR, between a
transmitter (TX) and a receiver (RX) are
known, the free space path loss, Ppath =
(λ⁄4πdTR)2 , can be precalculated for a
given wavelength λ = c/fc, i.e., a given car-
rier frequency fc where c is the speed of
the light. Hence, the channel attenua-
tion, Pattn due to the channel medium
can be obtained as Pattn = PT – PR – Ppath
by measuring the received power PR at
the RX for a given transmitted power PT.
These channel attenuation data can be
obtained more economically than by
sending a modulated signal. Data enables
an RF communication system engineer
to determine the appropriate transmit
power, antenna type, antenna size, mod-
ulation type, forward error correction
coding type, code rate, and data rate.
The technical objective of this project
was to investigate bandwidth efficiency
of wireless communication waveforms
under Rayleigh and Rician fading envi-
ronments, in addition to additive white
Gaussian noise, for satellite communi-
cation links. Initial research, simula-
tions, and analyses are presented in this
report, but the entire scope of work was
not completed due to limitation of
funds and premature termination of the
program.
In this work, the same bandwidth effi-
ciency (BWE) conversion methods were
LDPC
Interleaver
Adaptive
Encoding Modulator
Data Transmission
AWGN
Measured Es/N0
(dB)
Fading
Data Received
LDPC Adaptive
Decoding Deinterleaver
Demodulator
mobilityengineeringtech.com
used to model the estimated BWE of a
W/V-band channel under Rayleigh and
Rician fading. Both flat fading and fre-
quency selective fading were considered
for both types of fading (i.e., Rayleigh
and Rican). Measured data from the
W/V-band Terrestrial Link Experiment
were used to model the communications
channel. Simulations were conducted
using adaptive code modulation (ACM)
methods included in the Digital Video
Broadcasting – Second Generation (DVB-
S2) communications protocol. Simula-
tions and analysis was accomplished
using Matlab tools. The DVB-S2 satellite
link protocol has been in existence since
2014 and includes 28 possible combina-
tions of forward error correction (FEC)
coding and modulations, depending on
the channel conditions.
Models and simulations were developed
to compare the performance for an addi-
tive white Gaussian noise (AWGN) chan-
nel, a Rayleigh fading channel, and a Rician
fading channel. Both flat and frequency
selective channels were considered for the
later two models. Simulations were per-
formed using channel attenuation data
measured at 72 GHz from the W/V-band
Terrestrial Link Experiment. Analysis was
presented using the DVB-S2 protocol.
Results suggest that multipath fading sig-
nificantly deteriorates performance.
Models and simulations were developed
that implemented orthogonal frequency
division multiplexing (OFDM), similar to
that used by 5G wireless commercial net-
work s. Implement at ion of OFDM
improved performance against severe mul-
tipath fading environments. However, the
bit error rate performance was worse than
under a no-fading, AWGN channel.
This work was performed by Hyuck
M. Kwon and Richard T. Lahman for
the Air Force Research Laboratory,
Space Vehicles Directorate. For more
information, download the Technical
Support Package (free white paper) at
mobilityengineeringtech.com/tsp
under the Electronics category.
Aerospace & Defense Technology, February 2024
 Tech Briefs

New Qubit Circuit Enables Quantum Operations With

Higher Accuracy
The advance brings quantum error correction a step closer to reality.
Massachusetts Institute of Technology, Cambridge, Massachusetts

I n the future, quantum computers may

be able to solve problems that are far
too complex for today’s most powerful
supercomputers. To realize this prom-
ise, quantum versions of error correc-
tion codes must be able to account
for computational errors faster than
they occur.
However, today’s quantum computers
are not yet robust enough to realize such
error correction at commercially rele-
vant scales.
On the way to overcoming this road-
block, MIT researchers demonstrated a
novel superconducting qubit architec-
ture t hat can per for m operat ions
between qubits — the building blocks of
a quantum computer — with much
greater accuracy than scientists have pre-
viously been able to achieve.
They utilize a relatively new type of
superconducting qubit, known as fluxo-
nium, which can have a lifespan that is
much longer than more commonly used
superconducting qubits.
Their architecture involves a special
coupling element between two fluxoni-
um qubits that enables them to perform
logical operations, known as gates, in a
highly accurate manner. It suppresses a
type of unwanted background interac-
tion that can introduce errors into quan-
tum operations.
This approach enabled two-qubit
gates that exceeded 99.9 percent accura-
cy and single-qubit gates with 99.99
percent accuracy. In addition, the
researchers implemented this architec-
ture on a chip using an extensible fabri-
cation process.
“Building a large-scale quantum com-
puter starts with robust qubits and gates.
We showed a highly promising two-qubit
system and laid out its many advantages
for scaling. Our next step is to increase the
number of qubits,” says Leon Ding PhD
’23, who was a physics graduate student
in the Engineering Quantum Systems
(EQuS) group and is the lead author of a
paper on this architecture.
Aerospace & Defense Technology, February 2024
This artist rendering shows the researchers’ superconducting qubit architecture, with the fluxonium
qubits in red and the blue transmon coupler in between them. (Image: Krantz Nanoart)
Ding wrote the paper with several
industry and university researchers and
staff scientists from MIT Lincoln Labora-
tory. The research appears in Physical
Review X.
In a classical computer, gates are logi-
cal operations performed on bits (a series
of 1s and 0s) that enable computation.
Gates in quantum computing can be
thought of in the same way: A single
qubit gate is a logical operation on one
qubit, while a two-qubit gate is an opera-
tion that depends on the states of two
connected qubits.
Fidelity measures the accuracy of
quantum operations performed on these
gates. Gates with the highest possible
fidelities are essential because quantum
errors accumulate exponentially. With
billions of quantum operations occur-
ring in a large-scale system, a seemingly
small amount of error can quickly cause
the entire system to fail.
In practice, one would use error-cor-
recting codes to achieve such low error
rates. However, there is a “fidelity thresh-
old” the operations must surpass to
mobilityengineeringtech.com
implement these codes. Furthermore,
pushing the fidelities far beyond this
threshold reduces the overhead needed
to implement error correcting codes.
For more than a decade, researchers
have primarily used transmon qubits in
their efforts to build quantum computers.
Another type of superconducting qubit,
known as a fluxonium qubit, originated
more recently. Fluxonium qubits have
been shown to have longer lifespans, or
coherence times, than transmon qubits.
Coherence time is a measure of how
long a qubit can perform operations or
run algorithms before all the information
in the qubit is lost.
“The longer a qubit lives, the higher
fidelity the operations it tends to pro-
mote. These two numbers are tied togeth-
er. But it has been unclear, even when
fluxonium qubits themselves perform
quite well, if you can perform good gates
on them,” Ding says.
For the first time, Ding and his collab-
orators found a way to use these lon-
ger-lived qubits in an architecture that
can support extremely robust, high-fidel-
45
 Tech Briefs
ity gates. In their architecture, the fluxo-
nium qubits were able to achieve coher-
ence times of more than a millisecond,
about 10 times longer than traditional
transmon qubits.
“Over the last couple of years, there
have been several demonstrations of
A Perspective on GVSC Crewstation Development and
Addressing Future Ground Combat Vehicle Needs
The U.S. Army Combat Capabilities Development Command (DEVCOM) Ground Vehicle Systems
Center (GVSC) has been developing next generation crew stations over the last several decades. In
this research, the problem space that impacts design development and decisions is discussed.
U.S. Army DEVCOM GVSC, Warren, Michigan
T he interact ion of soldiers wit h
advanced combat vehicle systems
grows more complex with: 1) Advance-
ments and adaptation to emerging
technology; 2) Increased sharing and
proliferation of data and information;
3) Changing tactics and requirements
of where and how these systems are to
be used to gain battlefield dominance;
4) The goal to standardize software and
hardware components to reduce costs/
A prototype crewstation developed for the GSVC’s “Crewman’s Associate” initiative features flat panel displays
providing indirect vision to the operator, and programmable bezel buttons to interact with multifunctional
displays for mission function.
46
fluxonium outperforming transmons
on the single-qubit level,” says Hays.
“Our work shows that this performance
boost can be extended to interactions
between qubits as well.”
This work was performed by Leon
Ding in collaboration with other
maintainability and enable more rapid
integration into existing and emerging
vehicle systems; 5) The unique shock
and vibration experienced by ground
combat systems; 6) Weight of the vehi-
cle must be considered for transportabil-
ity, which drives the vehicle size, that in
turn impacts the crewstation volume, or
the space soldiers occupy to operate the
platform; 7) Survivability and safety of
the crew is also essential, so it is desirable
mobilityengineeringtech.com
researchers from MIT, and funded in
part by the U.S. Army Research Office.
For more information, download the
Technic al Support Package (free
white paper) at mobilityengineer-
ingtech.com/tsp under the Electron-
ics category.
to bring the crew under armor instead of
head out of hatch.
The potential for a smaller crew size
to a c c o m m o d a te re d u c e d ve h i c l e
weight is a difficult challenge in itself; a
reduced vehicle crew must achieve the
same level of performance as its prede-
cessor larger crew, which implies exist-
ing tasks must be allocated across team
members to successfully accomplish
the mission. Now add that these tasks
must be performed under armor, which
requires vision systems be utilized that
take 360 degrees of sensor input and
present the visuals on a two-dimen-
sional display within a reduced crew-
station volume…we begin to appreciate
some of the difficulties that drive suc-
cessful soldier interactions with pro-
posed vehicle systems. Reduced vol-
ume, under-hatch operations are only
one consideration. When we contem-
plate the additional complexities iden-
tified above, the challenge becomes
significant. Let’s look at each identified
challenge and its impact.
New technologies bring great oppor-
tunity to increase soldier-system perfor-
mance, but they also bring complica-
tions. First this new system or service
must be properly integrated into a crew-
station to maximize useability and
increase task efficiency. Secondly, a sol-
dier must learn how to properly use a
new system or service, as well as trust
that the technology provides the desired
level of capability. An example here
Aerospace & Defense Technology, February 2024
 Tech Briefs

would be a new target recognition system that provides the

user with a list of battlespace objects that it detects and recog-
nizes. If an object is not what is expected (i.e., a false positive),
the soldier must manually validate this object and then cor-
rect, which reduces trust in this new technology as well as cre-
ating more work for this crewman.
Secondly, there are enormous volumes of data available to
be used for decision making. Sources include network commu-
nications, sensor data, systems data, and verbal interactions
with team members to name a few. Greater information is crit-
ical to making better and faster decisions, but only if the data is
useful and relevant to the decision maker. With advancements
in computing, machine learning and artificial intelligence,
there are promising tools that can be applied to sort, priori-
tize, and automate data delivery, but again the user must trust
these tools to provide the information in a timely, accurate
and helpful manner.
Thirdly, changing tactics and requirements of where and
how these systems are to be used also drive soldier-system
design. An example is maneuverability in small villages or
towns. Bridges have weight limits and street widths are nar-
rower, so the vehicle must be smaller to successfully operate
and maneuvering in various formations is difficult. Also,
there is the potential for top attack from multi-storied build-
ings as well as improvised explosive devices and distinguish-
ing enemy combatants from the civilian population. Con-
trast this with open and rolling terrain. Also, the future www.hunterproducts.com
Multi Domain Operations focus will have a significant
impact on distribution of forces and concepts for organiza-
tion. Traditional Army operational concepts must change to
address this, which will impact individual combat vehicle
designs. Fourthly, vehicle modernization will impact sol-
dier-system design. To aid in reducing cost, shorten upgrade
timelines, simplify maintenance, increase modularity and
interoperability, and standardize data definitions and inter-
faces, vehicles of tomorrow with utilize a common infra-
structure architecture. This modernization is very helpful in
the long run but will require time for both hardware and
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mental factors due to traversing severe off-road terrain, weather
conditions, and exposure to biohazards to name just a few.
Environmentally friendly, these low-cost disposable applicators
Also, vehicle induced aspects such as shock from weapon fir-
permit instantaneous selection from a variety of plating
ing, and vibration from engine and track operations impact possibilities without the preparation of solutions. Specially
how soldiers must interact with crewstation systems and influ- formulated compounds and can be used for contact repair,
ence design considerations to optimize soldier system perfor- prototype development work, electronic instrument repair,
mance. Many of the complexities outlined above have been medical instrument repair etc.
addressed by GVSC in past activities. Many more must still be
developed to take advantage of technological advances and Hunter Products, Inc.
meet emerging vehicle requirements. 36 Madison Ave
This work was performed by Terrance Tierney for the U.S. Flemington, NJ 08822
Army Combat Capabilities Development Command 908 526 8440 • Fax: 908 526 8348
(DEVCOM) Ground Vehicle Systems Center (GVSC). For hunter@hunterproducts.com
more information, download the Technical Support Pack-
age (free white paper) at mobilityengineeringtech.com/tsp
under the Electronics category.
Aerospace & Defense Technology, February 2024 mobilityengineeringtech.com 47
 Application Briefs

Autonomous Navigation Kits

Defense Innovation Unit
Washington D.C.
info@DIU.mil
www.DIU.mil

T he Department of Defense (DoD) operates a vast array of

military vehicles crucial for both sustainment and combat
operations. Traditionally, these vehicles have been reliant on
human operators, who face natural limitations such as the
need for rest, vulnerability to fatigue, and variability in train-
ing. In an effort to leverage significant advancements in the
commercial autonomous vehicle sector and reduce risk to sol-
diers and their missions, the U.S. Army, in collaboration with
the Defense Innovation Unit, has selected three vendors to
develop autonomous navigation kits for the Ground Expedi-
tionary Autonomous Retrofit System (GEARS) project.
Falling under the Army’s Autonomous Transport Vehicle
System (ATV-S) program and PEO Combat Support and Com-
bat Service Support, this innovative prototyping initiative will
retrofit 41 Palletized Load System (PLS) vehicles with autono-
mous kits, with the option to expand to other military vehi-
cles in the future.
“Commercial technologies and economies of scale exist that
will enable the Army to close technological gaps,” said Kyle Brun-
er, Project Manager for Force Projection at PEO CS&CSS, reinforc-
ing the importance and urgency of the GEARS project. “Now is an
opportune time to modernize with ATV-S in support of Multi
Domain Operations in contested environments.”
The integration of cutting-edge commercial autonomous
technology represents a strategic move to extend the opera-
tional reach of Army forces, while simultaneously reducing
risks for soldiers operating in dangerous environments.
“Commercial industry has revolutionized autonomous vehi-
cle technology over the past 5-10 years,” said Major Will Ryan,
Autonomy Project Manager at the Defense Innovation Unit.
“Incorporating these sophisticated systems into military con-
texts not only bolsters our tactical strengths but also paves the
way for innovative strategies and operational efficiencies that
save lives, reduce cognitive burdens, and free up soldiers to exe-
cute more complex missions.”
Following a rigorous down-select process, a panel of Army
leaders and technical experts selected three vendors from an ini-
tial group of 51 contenders to spearhead the GEARS project pro-
totyping phase: Carnegie Robotics, Neya Systems, and Robotic
Research. Over the next year, these companies will develop and
test viable prototypes during operational, safety, cyber, and
other critical component evaluations, with a goal of fielding an
initial fleet of 41 vehicles across operational units before moving
into larger scale production.
www.DIU.mil

Advanced Air Mobility Digital Operations Center

Air Force Research Lab
Wright Patterson Air Force Base, OH
937-522-3252
www.afrl.af.mil

A FWERX is partnering with NASA to develop a digital oper-

ations center for future Advanced Air Mobility (AAM)
efforts through the Civilian Commercialization Readiness
Pilot Program, or CCRPP, awardee, ResilienX.
With the fast-growing field of AAM technology, AFW-
ERX’s Airspace Innovation and Prime Partnerships program
has partnered with NASA and the Federal Aviation Adminis-
tration to fill in technological and administrative gaps as
they occur. The CCRPP is a NASA Small Business Innovation This system is intended to enhance base security, special
Research and Small Business Technology Transfer program forces efforts, emergency disaster response, and passen-
which takes mission-relevant technologies in development ger and cargo transportation planning. It is further being
a n d i n f u s e s t h e m w it h f u n d i n g i n te n d e d to fo ste r developed to include other technologies necessary for air
commercialization. domain awareness.
48 mobilityengineeringtech.com Aerospace & Defense Technology, February 2024

“CCRPP is a true example of public-private partnership
where government stakeholders and an industry consortium
are working together on the airspace efforts,” said Darshan
Divakaran, Head of AFWERX Airspace Innovation and Prime
Partnerships.
ResilienX is a company focused on the holistic safety
assurance of AAM ecosystems and is leading the way with an
industry consortium to create a digital system for AAM oper-
ations. The project intends to define and perform initial
integration of an AAM Operations Center that is scalable,
tactical and enables verification and validation of the vari-
ous systems and sensors involved in uncrewed aerial systems,
electric vertical take-off and landing operations, and other
advanced aviation technologies. The initial AAM Operations
Center will be built out in collaboration with NUAIR at the
Syracuse Hancock International Airport, with an aim to test
and transition it to additional locations by 2025.
Each company in the consortium contributes their industry
expertise and technological advancements to create the most
robust system possible. As additional requirements are includ-
ed by military and other government stakeholders, AFWERX
plans to bring in additional industry partners in the next phase.
Predictive Engine Maintenance
U.S. Army
Redstone Arsenal, AL
703-697-9603
www.army.mil
T he Army has designed the T901 Improved Turbine Engine to
be compliant with Prognostic and Predictive Maintenance
(PPMx) technologies. PPMx, a predictive maintenance strategy
based on relevant data, helps to increase operational readiness
by identifying potential maintenance issues and part failures
before they occur. An extensive array of sensors which enable
this technology outfit the T901’s many components. The T901
is the new 3,000 shaft horsepower engine designed to fit within
the current engine mounting, nacelle and installation envelope
of the AH-64E Apache and the UH-60M Black Hawk helicopters.
It will replace the current T700-GE-701D engine and will also
power the Future Attack Reconnaissance Aircraft (FARA).
The T901, with its onboard PPMx system known as Engine
Health Management System, or EHMS, supports DoD Instruc-
tion (DoDI) 4151.22: Condition-Based Maintenance Plus for
Materiel Maintenance. DoDI 4151.22 describes Condition Based
Maintenance Plus (CBM+) as a shift in maintenance behavior
and practices enabled by technology that focuses on condition
monitoring, proactive predictions and automated failure analy-
sis as well as future data-driven insight. With CBM+ (now
known as PPMx), Army maintainer personnel are better
equipped to anticipate future component failures. They can per-
form proactive and predictive maintenance at the most oppor-
tune times and locations using the correct parts and tools, while
prolonging the time on wing for specific components.
Aerospace & Defense Technology, February 2024 mobilityengineeringtech.com
Application Briefs
“We are thrilled with the trust AFWERX has put in us to
lead this consortium,” said Ryan Pleskach, CEO of ResilienX.
“Through a dedicated systems engineering approach, we
intend to develop a dual-use solution to the core digital
infrastructure needed for advanced air mobility that is inher-
ently scalable and extensible. Through this pioneering effort
and with support of all the federal stakeholders that AFW-
ERX is bringing to the table, we believe this solution will be
turnkey and available to government and commercial mar-
kets in late 2024.”
Utilizing the research expertise of NASA and AFWERX’s
subject matter experts, this collaborative project will attempt
to meet the needs of the emerging field of AAM operations. It
is informed by the U.S. Air Force AAM Operations Center
requirements through testing and operator interactions.
The first phase of development will include a detailed
need and task assessment, feature development with user
interviews and observations, initial integration of baseline
technologies, and testing. The second phase will see user
testing of human factors, safety development, prototype
testing, and a live demonstration of the system.
www.afrl.af.mil
PPMx features of T901 also support the Army Climate Strate-
gy (ACS) Line of Effort 2: Acquisition and Logistics. T901 engines
contain components that provide self-diagnosis and automated
maintenance alerts. This capability is a key driver for employing
the advanced technology of anticipatory logistics in reducing
sustainment demand. Additionally, associated Greenhouse Gas
emissions will be reduced by optimizing parts inventories and
gaining supply chain efficiencies brought about by using PPMx.
The T901 engine’s PPMx system allows increased technology
and added functionality, which will enable Army Aviation the
necessary capability to apply, integrate and improve reliability
and maintenance effectiveness on both the enduring and future
fleets of helicopters. PPMx will enable proactive engine mainte-
nance that is planned around critical missions. This will increase
Army Aviation’s capability in the form of maximized reliability.
www.army.mil
49
 Application Briefs

Next Generation Air and Missile Defense Radar

Raytheon
Arlington, VA
202-384-2474
www.raytheon.com

R aytheon recently completed another successful live-fire

demonstration of the advanced, 360-degree Lower Tier Air
and Missile Defense Sensor (LTAMDS). This tactical ballistic
missile live fire represents the latest in a series of test event suc-
cesses, closely following the cruise missile live fire test and the
recently completed contractor verification testing. All mile-
stones validate the radar’s performance and progression
through developmental testing.
For this test event, conducted in partnership with the U.S. Army,
a tactical ballistic missile surrogate was launched, flying a threat-rep- and future threats – and we will achieve that goal with LTAMDS.”
resentative trajectory. The target was acquired and tracked by Six LTAMDS radars are currently progressing through integra-
LTAMDS, its track data was passed to the Integrated Battle Com- tion and test activities simultaneously at multiple government
mand System (IBCS) for launch command, and LTAMDS guided a and Raytheon test sites. Formal testing will continue in 2024.
PAC-3, Cost Reduction Initiative (CRI), missile to intercept. LTAMDS is the next generation air and missile defense radar
“With each test, we’re putting the radar up against realistic threats for the U.S. Army. A 360-degree, Active Electronically Scanned
that our forces could face on the battlefield. And with each success, Array radar, powered by Raytheon-manufactured Gallium
we see capability improvement for this transformational radar,” Nitride, LTAMDS provides dramatically more performance
said U.S. Army COL Jason Tate, STARE Project Manager for PEO against the range of threats, from manned and unmanned
Missiles and Space. “From the start, the goal was to design a aircraft to cruise missiles, ballistic missiles and hypersonics.
next-generation radar capable of outpacing the full range of current www.raytheon.com

Cold Spray Technology

Naval Air Systems Command
Naval Air Station North Island, CA
619-545-3415
www.navair.navy.mil

I n the realm of naval aviation maintenance, repair, and over-

haul, a transformative technology is taking flight. At the heart
of this revolution is Fleet Readiness Center Southwest (FRCSW),
where a team of dedicated engineers is pioneering the use of cold
spray technology. This innovative approach is not only enhanc-
ing the repair capability for aging aircraft but also paving the way
for substantial cost savings, an increase in readiness, and envi-
ronmental benefits. Luc Doan, a Senior Materials Engineer with
nearly three decades at FRCSW, alongside fellow F/A-18 Senior
Engineer, Conrad Macy and Materials Engineers, Stoney Middle-
ton and Matthew Chu spearheaded this initiative.
Cold spray, a subset of thermal spray technologies, stands out for
its unique method of depositing metallic powder. Unlike other
thermal techniques that rely on heating the powder to its melting
point, cold spray propels the metal powder at high velocities, cre-
ating a solid-state process without the need for melting. This tech-
nique creates a metallurgical bond with the substrate, resulting in
a robust and durable repair. What distinguishes FRCSW in this
field is not just the technology itself but also the scale and sophis-
tication of its implementation. The Materials Engineering Depart-
50 mobilityengineeringtech.com Aerospace & Defense Technology, February 2024

ment boasts an array of cold spray and ancillary equipment,
including multiple low-pressure cold spray systems manufactured
by Centerline and Inovati as well as a high-pressure VRC cold spray
system, which has just been added to FRCSW’s repair toolbox.
These systems are capable of both hand-held and robotic
spray operations. Hand-held spraying accounts for over half of
their repairs. This capability has led to over 35 approved repairs
and the restoration of 400 parts, a testament to the technology’s
growing significance in maintaining and extending the life of
naval aircraft. None of the Cold Spray repaired parts has
returned to the depot because the repair failed in service so we
know the technology is working.
Financially, the impact of cold spray at FRCSW is profound.
With over 35 approved repairs across various platforms like the
F/A-18A-F, EA-18G, MV-22, E-2C/D, C-2A, AH/UH-1 and CH-53,
Hybrid Electric Aircraft Demonstrator
Airbus
Toulouse, France
+33 6 34 78 14 08
www.airbus.com
A fter several years of travelling between Tarbes and Tou-
louse on a regular basis to oversee EcoPulse’s develop-
ment, Airbus Project Leader William Llobregat found himself
back onsite in November 2023 with his team, and those of
Daher and Safran. The occasion? The first EcoPulse test flight.
“This project was launched in 2019,” says Llobregat, a
next-generation propulsion architect. “It’s really exciting to
have reached the concrete stage of the project where we are
flight testing the technologies we have developed.”
The first flight marks the beginning of an eight-month
flight testing campaign of the distributed hybrid-propulsion
systems and the associated technologies, led by Daher. A
hybrid-electric propulsion system combines a high-voltage
battery with a turbomachine equipped with an electrical gen-
erator, and the distributed aspect means there are multiple
propulsion “pods” spread along the wings.
Hybridization is an important investment area for Airbus as
estimates show that it could reduce an aircraft’s environmen-
tal footprint up to 5 percent. The EcoPulse first flight, with
the functional hybrid-propulsion system aboard, thus marks a
major, concrete step in advancing the company’s electrifica-
tion roadmap.
EcoPulse took off for its inaugural test flight from the
scenic Tarbes–Lourdes–Pyrénées Airport, nestled at the
foot of the Pyrénées mountain range in southwest France.
Two experimental Daher pilots were onboard the demon-
strator, a modified Daher TBM 900 turboprop aircraft.
While take-off and landing used the traditional propulsion
engine, the hybrid-propulsion system was activated at
cruising altitude, where the pilots spent around 20 min-
utes running test sequences on the battery while it was
powering the flight.
Aerospace & Defense Technology, February 2024 mobilityengineeringtech.com
Application Briefs
the technology has led to significant cost savings and avoidance.
These repairs range from individual components to on-aircraft
repairs. For instance, the repair of the F/A-18 APG-73 Radar Rack
Aft Bulkheads alone saved millions of dollars. To date, FRCSW
has repaired 51 Aft Bulkheads with another 6 Aft Bulkheads
scheduled to be repaired in 2024. A stark contrast to the high
costs and long lead-times associated with procuring new parts.
Additionally, the F/A-18 AMAD gearbox and associated repairs
have saved multiple millions of dollars and prevented fleet sup-
ply shortfalls because of lengthy lead times for new gearbox cast-
ings. Another example is the on-aircraft repairs that were per-
formed in the last ten months. The cold spray technology also
repaired 1 CH-53 for corrosion damage, 4 E-2Ds for gouge dam-
age, and 5 UH-1Y for corrosion damage at Camp Pendleton.
www.navair.navy.mil
All aspects of the different systems, from the way the aircraft
responds to the way the power sources are used, were previously
simulated digitally and tested by the pilots on the ground. This
theoretical data can now be compared with the real flight test data
to help the teams better refine the simulator and improve the per-
formance of the different innovative technology components.
Which technology components, you may ask? Airbus, Daher
and Safran divided the responsibilities of developing the differ-
ent EcoPulse technologies based on their complementary exper-
tise. Airbus’ contributions to the demonstrator are the develop-
ment of the high-energy-density battery that powers the
propulsors; the aerodynamic and acoustic integration of the
distributed-propulsion system; and the development of a flight
control computer system.
“Technological demonstrators like Ecopulse play a key role in
advancing our industry’s decarbonisation roadmap,” says Llo-
bregat. “The demonstrators themselves are not intended to ever
enter into service, but they allow us to evaluate, mature and
validate individual technologies that can then be integrated
into future aircraft.”
www.airbus.com
51
 New Products

Short Wave IR Integrated Connector

Cameras Modules
SWIR Vision Systems Bel Fuse Inc. (Santa Clara,
(Durham, NC), a suppli- CA) announced the expan-
er of short-wavelength sion of its single port, 10G,
infrared (SWIR) imaging N B a s e -T, 6 0 W a n d 10 0 W
technology, announced power over Ethernet (PoE),
the release of a new gen- MagJack® integrated connec-
eration of SWIR Cam- tor modules (ICMs). Suitable
eras, powered by the company’s state-of-the-art quantum dot based for a wide range of uses, such
image sensors. The company’s new 4 MP and 6 MP cameras set an as industrial controllers, video
industry benchmark for high resolution SWIR imaging, and provide a cameras, Wi-Fi access points, or any applications requiring a single port
new set of tools for industrial, scientific, security, and defense imaging Ethernet connector. The new ICM products are aimed at customers
applications. looking to upgrade product performance for maximum speed at 60W
www.swirvisionsystems.com or 100W of power.
www.belfuse.com
Tactical Cable Assemblies
Fischer Connectors (Saint- Radar Flight Testing
Prex, Switzerland) released an Simulator
expanded set of cable assem- Mercury Systems, Inc.
blies for the KEYSTONE tactical (Andover, MA) introduced
hub, including three cables for t he first commercially
L3 Harris, Silvus and Bittium available flight testing sim-
tactical radios and two device ulator for air-to-ground
cables for Safran Vectronix’s synthetic aperture radar
MOSKITO TI target locator (SAR) systems. The ARES-
and STERNA True North Find- SAR product builds on
er. Designed to US Army Next more than 25 years of test
Generation Hub (NGH) stan- and train technology from the Mercury Processing Platform to enable
dards, Fischer KEYSTONE™ gives government and commercial organizations to save time and costs by
dismounted soldiers an easy way to manage the flows of data (USB 2.0 reducing the need for actual flight testing through the simulation of
and SMBus) and power (100 W – 5 A max) between sights, sensors, night realistic SAR scenarios on the ground.
vision devices, radios and digital equipment. www.mrcy.com
www.fischerconnectors.com
3U OpenVPX Switch
3U VPX Single Board Annapolis Micro Systems
Computer (Annapolis, MD) now has a HD
Interface Concept (Quimper, switch and chassis that are the
France) the brand-new IC-INT- industry’s first COTS products to
VPX3l, a 3U VPX Single Board integrate high density VITA 91 con-
Computer based on the Intel® nectors that double the available
Xeon® W processor and aligned backplane density. The WILDSTAR
with the SOSA™ Technical Stan- 3U OpenVPX Switch (WP3E20)
dard. The IC-INT-VPX3l board offers up to 128 diff pairs of Ether-
design places the Intel® Xeon® W net. The WILD100 13-Slot 3U Open-
processor as the cornerstone of VPX Chassis (WC31DH) offers up to
the architecture. Ideally suited 64 lanes of Ethernet or PCIe, or 128 LVDS pairs. The rugged WP3E20
for mil-aero and edge applications, the security-enhanced IC-INT- Switch is the next-gen version of Annapolis’ best-selling SOSA™-aligned
VPX3l board-level product improves its processing performance with WP3E10 Switch.
the rich-featured Intel® Xeon® W-11000E Series processor: 8 cores oper- www.annapmicro.com
ating at 2.6GHz providing a spectacular performance per watt ratio,
an advanced Intel® Xe graphics engine, new hardware and software Elastic Network Generator
security devices. Software
www.interfaceconcept.com Keysight Technologies, Inc. (Santa
Rosa, CA) introduced a first in its class
FPGA and SoC Solution advancement in network testing with
Stacks the new Keysight Elastic Network
Microchip (Chandler, AZ) has Generator (KENG) software – an agile,
updated it software design tools composable network test platform
to include High Level Synthesis based on open vendor-neutral API and
(HLS) for system designers who designed for continuous integration
can implement C/C++ based (CI). The KENG software supports the
design, Software Development OTG API, integrates with several net-
Kits (SDKs) for implementing vector-based processing used for AI/ML work emulation platforms, and drives
inferencing and solution stacks for industrial automation and smart a range of Keysight network infrastruc-
embedded vision. New partners, including BeagleBoard, will feature ture test software and hardware products. This includes containerized
prominently in showcasing hardware and solutions as part of Micro- Ixia-c software and the new white box composable UHD400T line-rate
chip’s extensive Mi-V Ecosystem. 400GE traffic generator.
www.microchip.com www.keysight.com

52 mobilityengineeringtech.com Aerospace & Defense Technology, February 2024

 New Products

Analog over Array™ Reference Designs Clicker 4 Starter Board

Samtec, Inc. (New Albany, IN) has enhanced its
open-pin-field arrays to simultaneously run ana-
log, digital, and power signals. New reference
designs allow Samtec’s proven high-performance
connector arrays, such as the SEARAY™, to support
analog signals. Intended for use in high-density
RF applications, the new Analog over Array refer-
ence designs allow dense, open-pin-field connectors to support digital and analog differential or
single-ended signaling, as well as power.
www.samtec.com

100G Ethernet Switch

Curtiss-Wright’s Defense Solutions Division (Ashburn, VA)
introduced the VPX3-6826, a SOSA aligned 100G Data Plane
and Control Plane Ethernet Switch for foundational next-gen-
eration rugged processing systems. Designed and optimized to
provide the low-latency, high-speed Ethernet backbone
required by modern fiber-distributed aerospace and defense
sensor processing architectures, the new Ethernet switch max-
imizes connectivity and simplifies system building with both
high-speed copper VPX backplane ports and field proven rug-
ged optical ports.
www.curtisswright.com
170 GHz Power Sensors
Rohde & Schwarz (Munich, Germany) is launching the new R&S
NRP170TWG(N) thermal power sensor for precise power level mea-
surements in the D-band. It is the only RF power sensor on the mar-
ket that offers full traceability to national metrology institutes
(NMI) in the frequency range from 110 GHz to 170 GHz, an important
prerequisite for commercializing the frequency band. The R&S
NRP170TWG(N) hardware is designed to reduce measurement noise and
drift, while remaining very accurate and easy to use.
www.rohde-schwarz.com
COMSOL Multiphysics 6.2
COMSOL (Burlington, MA) announced the release of COM-
SOL Multiphysics® version 6.2, adding data-driven surrogate
model functionality for efficient standalone simulation apps
and multiphysics-based digital twins. It also features high-per-
formance multiphysics solvers for the analysis of electric motors,
up to 40 percent faster turbulent CFD simulations, and an order
of magnitude faster impulse response calculations for room and
cabin acoustics. Additionally, it is now up to 7 times faster to perform boundary element analysis
(BEM) for acoustics and electromagnetics when running on clusters.
www.comsol.com
Mik roElektronika (Belg rade, Serbia)
unveiled CLICKER 4, the first in the series of
MIKROE starter boards with the advanced
CODEGRIP programmer/debugger on board.
Clicker boards support development using
MIKROE’s Click™ board add-on development
boards. Currently, the company offers more
add-on Click boards than any other compa-
ny in the world - and calculates that there are
188, 544, 549, 285 unique combinations that
can be made from the 1,460 boards available.
www.mikroe.com
Product Spotlight
MULTIPHYSICS
MODELING AND
SIMULATION
APPLICATIONS
COMSOL Multiphysics ® is a
software environment for creat-
ing physics-based models and standalone simulation
apps. Add-on products provide specialized func-
tionality for electromagnetics, structural, acoustics,
fluid flow, heat transfer, and chemical simulations.
Interfacing products offer a unified workflow with
all major technical computing and CAD tools. COM-
SOL Compiler™ and COMSOL Server™ are used
for deploying simulation applications to colleagues
and customers. https://www.comsol.com/products

Nakamura-Tome Machine Tools COMSOL, Inc.

Flexxbotics (Boston, MA) has announced robot machine
tending connectivity compatible with the full range of Nakamu-
ra-Tome machinery and equipment. With Flexxbotics next gen- TOUGHENED,
eration machining environments using robotics with Nakamu-
ra-Tome machine tools achieve higher yields, greater throughput ONE PART EPOXY
and increased profit per part. Flexxbotics’ patent-pending Flexx- WITH HIGH TG
CORE technology enables robots to securely connect and communicate with Nakamura-Tome Master Bond Supreme
machinery in the smart factory to provide more powerful, flexible and open robot connectivity 17HTND-2 is a one part,
than previously possible. toughened epoxy for bonding and sealing. It is not
www.flexxbotics.com premixed and frozen and features an unlimited
working life at room temperature. Supreme
Quantum Processing Unit 17HTND-2 is thermally stable, featuring a high glass
Rigetti Computing, Inc. (Berkeley, CA) a pioneer in full-stack quantum-classi- transition temperature (Tg) of 410°F (210°C). It
cal computing, announced today the launch of its Novera™ QPU, a 9-qubit quan- also meets NASA low outgassing specifications per
tum processing unit (QPU) based on the company’s fourth generation Ankaa™- ASTM E595 testing. https://www.masterbond.com/
class architecture featuring tunable couplers and a square lattice for denser tds/supreme-17htnd-2
connectivity and fast 2-qubit operations. The Novera QPU is manufactured in
Rigetti’s Fab-1, the industry’s first dedicated and integrated quantum device
manufacturing facility. Master Bond
www.rigetti.com

Aerospace & Defense Technology, February 2024 mobilityengineeringtech.com 53

Upcoming...

Webinars
Advancing Software Development for the Future of
Autonomous Military Vehicles
Thursday, February 29, 2024 at 12:00 pm U.S. EST
Recent industry breakthroughs in self-driving vehicles are enabling the potential use of autonomous
ground vehicles in military operations. The use of software to control navigation by fusing data from
multiple sensors is a key enabler to the use of autonomous ground vehicle technology in military
operations. This 60-minute Webinar from the editors of Aerospace & Defense Technology will analyze
the maturity level of current software that can enable autonomous ground vehicle navigation.
Speaker:
Kevin O’Brien, Ph.D.
Technical Director,
Defense Innovation Unit,
U.S. Department of Defense

Please visit www.techbriefs.com/webinar426

Webinars on Demand!
SOSA and the Future of Military Computing
The future of military computing will involve a lot more commonality and standardization, both
within each branch of the armed forces and among the various branches. The Sensor Open
Systems Architecture (SOSA) is not a new concept, as the standard and approach has existed
for decades, but SOSA’s widespread adoption is new. This 60-minute Webinar from the editors
of Aerospace & Defense Technology highlights some of the lessons learned as SOSA moves
towards program requirements and the goal we are aiming for.
Speakers:
Jacob Sealander Justin Moll
Chief Architect, Vice President of Sales and
C5ISR Systems, Marketing,
Curtiss-Wright Pixus Technologies

Please visit www.techbriefs.com/webinar372

Maximize Fleet Availability With Virtual Twins

Aerospace companies must maximize the availability of their fleets while anticipating and
mitigating costly disruptions. Data is the key. Extracting the full value of exponential amounts of
complex data in the context of its usage can help reduce support costs and downtime, providing
a competitive advantage. This 60-minute Webinar demonstrates how aerospace companies can
implement predictive analytics to achieve continuous improvement with data science.
Speakers:
Camille Chimot Stephan Erben
Senior Industry Process Portfolio Senior Manager,
Consultant, Data Science Experiences,
NETVIBES, Dassault Systèmes
Dassault Systèmes

Please visit www.techbriefs.com/webinar397

Ad Index
Advertiser Page Web Link
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COMSOL, Inc..................................................................... 53, Cover 4.....................................................comsol.com
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Publisher. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Joseph T. Pramberger
Director, Editorial and Digital Content Strategy. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Chitra Sethi
Senior Editor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Woodrow Bellamy
Associate Editor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Edward Brown
Digital Content Editor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Andrew Corselli
Production Manager. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Adam Santiago
Production Coordinator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . James Rodriguez
Creative Director. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lois Erlacher
Graphic Designer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . John McCarthy
Marketing Director. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Kaitlyn Sommer
Senior Marketing Coordinator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sam Mills
Marketing/Event Coordinator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Chris Kendrick
Editor, Custom Content. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Amanda Hosey
Audience Development Director. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Christine Oldenbrook
Audience Development Manager . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Erykah Davis
Subscription Changes/Cancellations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADT@OMEDA.com
1-866-351-1125
SAE MEDIA GROUP
261 Fifth Avenue, Suite 1901, New York, NY 10016
(212) 490-3999
Executive Vice-President. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Luke Schnirring
Technology Director . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oliver Rockwell
Director of Digital Products. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Howard Ng
Digital Media Associate. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Md Jaliluzzaman
Digital Media Assistant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rowena Pagarigan
Digital Media Assistant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Zita Zhang
Digital Production Associate. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Andrew Greenberg
Digital Production Associate. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Symba Wong
Credit & Collection Manager . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Stacie Pointek
Budget & Forecasting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Felecia Lahey
Accounting/Human Resources Manager. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sylvia Bonilla
A/R Clerk. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Crystal Ortiz
Office Manager. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Alfredo Vasquez
ADVERTISING ACCOUNT EXECUTIVES
MA, NH, ME, VT, RI, Eastern Canada. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Brian Hines
(647) 296-5014
CT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Stan Greenfield
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (203) 938-2418
NJ, PA, DE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . John Murray
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (973) 409-4685
TX, OK, LA, AR, MS, AL, TN, FL, SC, NC, GA, DC, WV, VA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ray Tompkins
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(281) 313-1004
NY, OH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ryan Beckman
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (973) 409-4687
MI, IN, WI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Chris Kennedy
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (847) 498-4520 ext. 3008
MN, ND, SD, IL, KY, MO, KS, IA, NE, Central Canada. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bob Casey
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(847) 223-5225
CA, WA, OR, AZ, NM, Rocky Mountain States. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tim Powers
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (908) 892-2838
Europe. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sven Anacker
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49-202-27169-11
Integrated Media Consultants. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Patrick Harvey
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (973) 409-4686
Rick Rosenberg
(973) 545-2565
Todd Holtz
(973) 545-2566
Jason Setti
(973) 874-0271
Daniel Barrett
(973) 409-4762
55
 XPONENTIAL EXHIBITOR PREVIEW Sponsored Content

LEMO USA, Inc.

635 Park Ct. Target Markets
Rohnert Park, CA 94928
Phone: 707-578-8811 Because our high-quality Push-Pull connectors are used in
E-mail: info_us@lemo.com a wide range of challenging application environments, LEMO
www.lemo.com/en serves multiple target markets.

About Our Company Products/Services Offered

With over seven decades of experience, LEMO® has estab- LEMO offers interconnect solutions that meet your specific
lished itself as the industry leader in designing and manufactur- requirements, including special materials, personalized layouts,
ing precision custom interconnect solutions. LEMO high-quality and cable assembly.
Push-Pull connectors are used in a wide range of challenging LEMO’s portfolio enables you to select the ideal connector
application environments, including medical, test & measure- configuration to suit almost any specific requirement in most
ment, research, defense & military, information systems, aero- markets, including medical, test & measurement, research, de-
space & autonomous vehicles, robotics, automotive, industrial fense & military, information systems, aerospace & autonomous
control, nuclear, broadcast & audio-video, and communications. vehicle, robotic, automotive, industrial control, nuclear, broad-
LEMO® takes pride in offering an extensive range of products, cast & audio-video, and communications applications.
with over 90,000 combinations available. This selection contin- LEMO takes great pride in the meticulous design and man-
ues to expand through customer-specific designs, ensuring that ufacturing processes, which adhere to strict quality control
LEMO meets the unique needs of every client. LEMO’s com- measures. Every product undergoes thorough inspection and
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solidified its position as a trusted partner in various industries. dards. This commitment to excellence has earned LEMO several
As a result, LEMO® and its affiliated sister companies, REDEL®, accolades within the
NORTHWIRE®, and COELVER®, have successfully served more industry, solidifying
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When you choose
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XPONENTIAL Booth 4710

56 mobilityengineeringtech.com Aerospace & Defense Technology, February 2024

Sponsored Content
Smiths Interconnect
3477 SE Willoughby Blvd, Suite 103
Stuart, FL 34994
E-mail: focom.uscsr@smithsinterconnect.com
www.smithsinterconnect.com
About Our Company
Smiths Interconnect is a leading provider of high reliability
connectivity products and solutions serving segments of aero-
space and defense, medical, semiconductor test, and industrial
markets. It designs and manufactures technically differentiated
electronic components, microwave, optical and radio frequency
products, and sub-systems that connect, protect and control
critical applications.
Aerospace & Defense Technology, February 2024 mobilityengineeringtech.com
XPONENTIAL EXHIBITOR PREVIEW
Target Markets
Aerospace and defense, electronics, test and measure,
medical, semiconductor test, and industrial markets.
Products/Services Offered
We offer a breadth of highly reliable, quality interconnect
solutions proven in the harshest military environments. Our
application expertise ensures the design, manufacture and sup-
ply of cost-effective, high-volume products and complete tai-
lored solutions. Our technically differentiated products consist
of board-level components incorporating advanced resistive
and signal distribution technologies for a broad range of fre-
quency spectrum applications, high performance microwave
cable assemblies and coaxial components and embedded opti-
cal transceiver modules and backplane connectors.
XPONENTIAL Booth 3549
57
 XPONENTIAL EXHIBITOR PREVIEW Sponsored Content

Target Markets

Medical, Industrial Automation, Aerospace, and e-Mobility

maxon
125 Dever Drive Products/Services Offered
Taunton, MA 02780
Phone: 508-677-0520 Offering solutions that fit your customized needs
E-mail: info.us@maxongroup.com maxon’s line of products include DC brushed and brushless
www.maxongroup.us motors, gearheads, encoders and controllers – these products
are easily combined into complete mechatronic drive systems.
As a global leader in the design, manufacturing, and engineering
About Our Company services of high precision drive systems, maxon works closely
with you to develop innovative product solutions that precisely
maxon develops and builds high precision electric drive sys- meet the unique operating parameters of your individual system
tems that are among the best in the world. Specialists in com- in your industry. But, did you know that we also offer contract
bining electric motors, gears and DC motor controls into manufacturing
high-precision, intelligent drive systems that can be cus- services? Consider
tom-made to fit the specific needs of customer applications. partnering with us
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XPONENTIAL Booth 4938

Target Markets

Our connectors are highly sought after by designers working

in the medical, military, aviation, aerospace, and other lead-
Omnetics Connector Corporation ing-edge industries.
8840 Evergreen Blvd
Minneapolis, MN 55433
Phone: 763-572-0656 Products/Services Offered
E-mail: sales@omnetics.com
www.omnetics.com Omnetics understands
the rigorous operating
conditions mission-critical
About Our Company applications endure and
our solutions include EMI
Omnetics Connector Corporation is a leading global provider of shielding, IP sealing, polar-
precision and high-reliability electronic connectors and intercon- ization, rugged materials,
nect systems. For more than 30 years, we have engineered an ex- and other elements that
tensive portfolio of ensure connectivity under
innovative products, pressure. We maintain a large inventory of off-the-shelf products.
with a special focus Our high-reliability portfolio includes:
on nano-miniature Micro and nano strip connectors; Micro and nano circular con-
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connectors are latching nano connectors; MIL-DTL-32139 Nano-D connectors;
among the small- MIL-DTL-83513 Micro-D connectors; Micro-D and latching Micro-D
est on the market connectors; Hybrid connector configurations; Cable assemblies.
and deliver excep- We take great pride in the products we build for you. Omnetics
tional performance is a privately held company and we exist to advance innovation
in challenging work wherever it is needed next.
environments.
XPONENTIAL Booth 4828

58 mobilityengineeringtech.com Aerospace & Defense Technology, February 2024

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