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Aerospace & Defense Technology and

Aerospace Manufacturing and Machining
Included in This December 2018 Edition:
Aerospace & Defense Technology Aerospace Manufacturing & Machining
www.aerodefensetech.com December 2018 December 2018

A laser boring spindle

creates high-resolution
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surface of a combustion
chamber to improve
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(Photo courtesy
of The Gehring
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Flexible
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Fiber-Reinforced
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Vehicle Steering Systems Supplement to Aerospace & Defense Technology
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www.aerodefensetech.com December 2018

Flexible
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for Aerospace Applications
Fiber-Reinforced
Thermoplastic Composites
Testing Military
Vehicle Steering Systems
From the Publishers of
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Aerospace & Defense Technology

Contents
FEATURES ________________________________________ DEPARTMENTS ___________________________________
Power Electronics 38 Application Briefs
4 Single Event Effects in High Altitude Aerospace Sensor 43 New Products
Applications 48 Advertisers Index

SPECIAL SUPPLEMENT____________________________
Additive Manufacturing
10 Metal Additive Manufacturing December 2018

Materials: Lightweighting
20 Fiber-Reinforced Thermoplastic Composites A laser boring spindle
creates high-resolution
micro-structures on the
surface of a combustion
chamber to improve
coating adhesion.
(Photo courtesy
of The Gehring
Group)

Test & Measurement Aerospace Manufacturing and Machining

25 Testing Military Vehicle Steering Systems (Selected editions only)
RF & Microwave Technology
28 Cognitive Radio: The New Architecture of Space Supplement to Aerospace & Defense Technology

Communications
TECH BRIEFS _____________________________________
32 Microstructural and Mechanical Characterization of 2-D and 3-
D SiC/SiNC Ceramic-Matrix Composites
33 Evaluation of Peel Ply Surface Preparation of Composite
Surfaces for Secondary Bonding
34 Enhanced Contacts for Inverted Metamorphic Multi-Junction
Solar Cells Using Carbon Nanotube Metal Matrix Composites
36 Reusable Rapid Prototyped Blunt-Impact Simulator
ON THE COVER ___________________________________
Flexible shafts transmit rotary motion much like a
solid shaft, but can be routed over, under and around
obstacles where a solid shaft cannot be used. Typical
aerospace applications include flap and slat sys-
tems, variable bleed valves, jet afterburner nozzle
control systems, and thrust reverser actuation sys-
tems like the one shown here. To learn more, read
the applications brief on page 38.
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Single Event Effects in High
Altitude Aerospace Sensor
Applications
T
here are many advantages to
utilizing active electronics ver-
sus the passive systems often
used in aircraft applications,
such as pressure, temperature, and
flow sensors. Some of these advan-
tages are increased accuracy, reduced
noise, transmission over longer signal
paths, and the addition of signal con-
ditioning. With these benefits comes
the consideration that high altitude
operation will expose the electronics
to high-energy neutron solar particle
radiation. Without proper design and
component selection, this radiation
may affect the reliability of measure-
ments from aircraft sensors.
Neutrons exist at high altitudes,
created mainly by nuclear activity in
the sun. At higher altitudes, there is
little protective atmosphere to atten-
uate these neutrons. Other particles,
such as protons and electrons, inter-
act with both the magnetic field and
with layers of charged particles found
in the Van Allen belts surrounding
the earth where these belts provide an
effective radiation shield to the earth.
4 www.aerodefensetech.com
The lack of electrical charge causes
neutrons to be relatively unaffected at
high altitudes, where the concentra-
tion of air molecules is thin. Once
within the atmosphere, collisions
with oxygen, nitrogen, and water
molecules provide a relatively effec-
tive shield that attenuates neutron
energy as the particles travel to lower
altitudes. The attenuated energy re-
maining in any surviving neutrons
typically has insufficient energy at or
near the ground to affect electronics.
Since neutrons have no charge to
interact, it is impractical to attempt
to use manmade shields in aircraft
applications where size and weight is
crucial. As an example, with the neu-
tron energy typically seen at 70,000
feet above sea level, a neutron can
penetrate a three-foot thick block of
concrete. Some materials, such as
those with high levels of hydrogen
(water, polyethylene), can provide at-
tenuation, but the practicality of
building a universal shield for all sen-
sors with these materials is usually
not achievable.
Aerospace & Defense Technology, December 2018
To prevent electronics from show-
ing upset due to neutron single event
effects (SEE), it is possible to either se-
lect from components that intrinsi-
cally have insignificant response, or
provide circuit design to manage any
event that does occur. The mecha-
nism of neutron-induced upset will
be described in the next section.
Single Event Effects: What the
Neutron Does to Electronics
Single Event Effects (SEE) are a result
of a collision between a single, ener-
getic particle and active portions of an
electronic component. When this colli-
sion occurs in a specific location within
a component, such as the gate of a
transistor, it can induce an electrical
event by charge generation, or atom
dislocation (see figure on next page).
The collision occurs between an en-
ergetic charge-less neutron particle
and a semiconductor atomic lattice
within a circuit as shown. Energetic
particles, such as neutrons impinging
on a material, lose their energy in a
direct nuclear impact collision.
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 Power Electronics
Three Types of SEE
The result of this collision can be bro-
ken down into three types of SEE.
Single Event Upset
SEU a permanent change in
characteristic
Single Event Transient
SET a transient self-extinguishing
event
Single Event Latch-Up
turning on of parasitic circuit
SEL elements that may lead to
permanent burnout
As neutrons transfer energy by inter-
acting with the nucleus of lattice atoms,
a secondary effect called spallation may
throw off secondary particles, such as
protons, electrons, lower energy ioniz-
ing photons, and lower energy neu-
trons. These additional particles cause
secondary upset and observable changes
in performance. The effect of either neu-
tron displacement or spallation-charged
particle movement within a critical loca-
tion of an integrated circuit can alter
characteristics leading to discernible
phenomena such as gain change, offset
change, transient upset or latch-up.
Single Event Upset
Consider the condition where the
collision alters the silicon lattice to gen-
erate a charge within a circuit’s transis-
tor sufficient to cause an effect (this
mechanism will be described later). This
charge may have the capacity to turn a
transistor on, off, or partially on or off.
This general condition of altering the
circuit performance is classified as SEU.
Single Event Transient Effects
A single event upset that is transient
in nature is classified as a single event
transient (SET). These can occur where
memory cells are refreshed, or a fast
transient charge is generated in analog
circuit. SET can impact the digital prop-
agation of data, modify analog signals,
or trigger a temporary bit flip in mem-
ory structures.
Transient upset can be mitigated by
appropriate use of low pass filtering to
eliminate the high frequency nature of
the signal, refreshing a digital memory,
or performing error correction. Once an
6 www.aerodefensetech.com
TRANSISTOR
Ion Track
p- epi
Electric
Field
Funnel Collection
Diffusion Collection
p+ substrate
Recombination
Neutron collision path in semiconductor lattice
analog signal recovers or the digital sig-
nal is refreshed, the SET has concluded
and normal device operation resumes.
Single Event Latch-Up
Single event latch-up (SEL) may
occur in the condition where the gen-
erated charge triggers a 4-layer configu-
ration PNPN SCR type parasitic struc-
ture to latch in a conducting state.
Structures like these can exist in CMOS
(complementary metal oxide semicon-
ductor) devices where an ESD (electro-
static discharge) or overvoltage protec-
tion circuit is built in. This “SCR”
effect can lead to a low impedance
conduction path which draws current
that can only be recovered with power
reset. Without specific current-limiting
elements, the circuit may draw exces-
sive levels of current that can damage
the device.
This type of SEL can be minimized or
eliminated by careful avoidance of de-
signs that include this PNPN structure,
inclusion of voltage clamps, or by the use
of current-limiting protection circuits.
Determining Susceptibility of a
Circuit to SEE
There are several generally accepted
methods of characterizing the level of
susceptibility of a circuit to SEE. The
most direct is to test the circuit in a neu-
tron source with known energy distri-
bution. The term for this measure is
neutron fluence.
TRANSIENT PULSE
+V Vss
Vpulse(v)
n+ diffussion
e- Vdd
e-
Potential Contour
Deformation
e- Vtr
Electron-Hole
Pairs
e-
e- Vgrd
t(ns)
Neutron Fluence Testing. Testing the
effect of the fluence on the performance
of the device can lead to a statistical
characterization of the SEE events and
remove repetitive redundancies. Testing
can characterize SEU, SET, SEL and SEB
events. Standard charts of fluence at dif-
fering altitudes and locations around
the earth are available from NASA and
other organizations.
While testing provides a measure of
SEE event characterization, it is time-
consuming and costly. Testing may also
be subject to variation from device
manufacturing process variations, with-
out ample representative samples of the
device.
SEE Modeling. A second method of
determining susceptibility level of a cir-
cuit to SEE is physical analysis of the
characteristics of the device. Modeling
can consider variations in manufactur-
ing characteristics and, with knowledge
of the device physical structure, can
provide highly accurate results. While
the cost of modeling may not be in-
significant, it can be less than that of di-
rect neutron fluence testing.
Linear Energy Transfer (LET). As
shown in the figure, energetic ions lose
energy through collision generally along
a straight track in the material. Attributed
to this straight track energy transfer is the
term Linear Energy Transfer (LET). Al-
though the energy lost by the ion is not
exactly the same as the energy transferred
to the material due to re-radiation effects,
Aerospace & Defense Technology, December 2018
 

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 Power Electronics
the term LET is often used interchange-
ably with energy loss or stopping power.
The level of LET can be used to calculate
the effect on the electronic component.
Designing to Mitigate or Prevent SEE
When upset does occur through spal-
lation or direct nuclear collision, several
methods are available to mitigate the ef-
fect. One method used in analog re-
sponding circuits adds a low pass filter
to eliminate the effect of generated high
frequency transients. Where a memory
cell may be involved, the cells can be re-
freshed with correct patterns or, through
error correction methods, a corrected
pattern can be restored. Where there is
risk of high current latch-up, protective
circuits that limit or reset the circuit can
be included in a design.
The best method of eliminating single
event upset is to provide a design that is
not susceptible to the effects. To insure
the design is protected from collision or
8 Free Info at http://info.hotims.com/69513-622
spallation upset, the physical and elec-
trical structure needs to be understood.
Since the upset is in electronic cir-
cuits responding to electrical signals,
the upset must be an electrical event
that causes the upset. This electrical
event can be called a movement or gen-
eration of electrical charge. If we can
know the minimum charge required to
upset an electronic component, such as
a transistor, design choices can be made
which limit charge build to a level
below the upset threshold.
Upset Energy Minimum Threshold
The critical charge, Qcrit, is the amount
of charge required to cause a MOS tran-
sistor gate to be turned on or off. This is
device dependent and is therefore
unique to the geometry and threshold of
an Integrated Circuit (IC). Determining
this charge will define the minimum
threshold incident of neutron energy to
cause upset within the electronics.
Aerospace & Defense Technology, December 2018
Using an example of a gate length, L
= 1.125 µm, and width, W = 1.0 µm.
The capacitance of the gate is given by:
A
C = ε0 ⋅ εr ⋅
tG
where ɛ 0 is the permeability of free
space, ɛr is the dielectric constant of the
gate oxide, A is the gate area, and tG is
the gate oxide thickness. Solving with
tG = 10 nm gives:
(1⋅10 −6 m )(1.125⋅10 −6 m )
( )
C = 8.85⋅10 −12 mF (3.9) ⋅
10 ⋅10 −9 m
= 3.9fF
Therefore, the critical charge for upset is:
Qcrit = CVthreshold
For a CMOS transistor, a gate threshold
can typically be Vthreshold = 2V on a 5
volt operating system. Thus:
Qcrit = (3.9 ⋅10 −15 fF )(2V ) = 7.8 fC = 0.0078 pC
The next step is to calculate the
equivalent LET to produce the critical
charge of 0.0078 pC. With a gate area,
 Power Electronics

Single Event Effects

Single event effects (SEE) can potentially result in catastrophic con-
sequences for aircraft. SEE was investigated as a factor contributing to
the failure suffered by Qantas Airlines Flight 72 en route from
Perth to Singapore on October 7, 2008. When incorrect data entered
the flight control systems of the Airbus A330-303, the plane suddenly
and severely pitched downwards, rapidly descending 650 feet in about
20 seconds before the pilots were able to regain control. The incident
caused significant injuries to 110 passengers and nine crew members.
Although SEE was not specifically cited as a cause, the increased risk
of potential error from high altitude SEE was noted in the final report.

Breaking Moore’s Law

The technological capacity to produce increasingly small transis-
tors has simultaneously created its own threatening challenge.
These densely packed nano-transistors are vulnerable to smaller
bursts of neutron charge, exposing them to the possibility of more
frequent errors.

tGA = 10 µm, the equivalent charge transfer rate Q’ = 0.00078

pC/µm.
LET 1
Q′ = ⋅
97 MeV ⋅ cm2 / mg

[from Reference 1]
The energy absorbed from a neutron to generate the charge
can then be calculated from:

( pC
LET = 0.00078 m )(
97 Mm
pC )
⋅1MeV ⋅ cm 2 / mg = 0.076 MeV ⋅ cm 2 / mg

If the neutron fluence energy can be made to be less than

this amount, then no upset can occur.

Conclusion
It is possible with known levels of neutron fluence causing sin-
gle event effects in high altitude aerospace sensors to select ap-
propriate components that eliminate or reduce SEE. Prediction of
the upset as well as effectiveness of prevention can be determined
by understanding the physical configuration of electronic com-
ponents exposed to high altitude neutron radiation. Units may
be tested, but an accurate estimation can also be calculated to
know the effects of radiation and eliminate or reduce SEE. For
those neutron flux conditions capable of creating a critical level
of upset, the probability of an event can be made small by select-
ing the geometry and complexity of the electronics included.
If the predicted radiation is still considered a risk, mitigation
can be added to minimize any probability of significant events.
This article was written by Bob Guziak, VP of Engineering,
Hydra-Electric (Burbank, CA). For more information, visit
http://info.hotims.com/69513-500.

References
1. E. L. Petersen, et al., “Calculation of Cosmic Ray Induced Soft
Upsets and Scaling” IEEE Trans. Nucl. Sci., (29) 6, 2055 (1982).
2. Michael Andrew Clemens, “Energy Deposition Mechanisms for
Proton- and Neutron-Induced Single Event Upsets in Modern
Electronic Devices,” May 2012.

Aerospace & Defense Technology, December 2018 Free Info at http://info.hotims.com/69513-623 9

Metal Additive
Manufacturing
Current State of the
Art in Laser Powder
Bed Systems

A
dditive manufacturing (AM) –
the process of building up
solid layers of material to
form a finished solid part — is
an emerging and exciting technical disci-
pline. Also referred to as “3D printing,”
many misconceptions exist about the ca-
pabilities and promises of the technology.
Yes, AM has the potential to create cus-
tomized parts. Yes, AM is able to create
parts that cannot be practically produced
by other traditional manufacturing
methods. Yes, AM offers tremendous op-
portunities for part weight reduction and
parts consolidation. And yes, AM will be
and has been used to produce some large
volume production parts. But AM does
not offer infinite freedom in shape; com-
General Class Specific Alloys
Stainless Steel 316, 316L, 17-4PH, 15-5PH
Tool Steel 18% Ni Maraging 300, H13
Nickel Inconel® 625, Inconel 718, Inconel 939, UNS N06002, HX
Cobalt-Chromium CoCr28Mo6
plexity is not “free”; parts do not pass
through the printer at the touch of a but-
ton or the speed of printing a page of
text; and one must carefully design both
preprocessing and post processing activi-
ties to achieve a finished metallic part
from the AM process.
Although many material systems have
been printed via AM (including polymers,
metals, ceramics and biological tissue),
this article will focus on metal AM and its
benefits, limitations and applications.
Laser Powder Bed AM Process
A number of metal AM processes have
been developed over the past 30 years.
Table 1 highlights those recognized by
ASTM International[1]. A thorough de-
scription of each of these processes may
be found in the annual report produced
by Wohlers[2]. Nearly all of these meth-
ods rely on a computer-controlled heat
source (typically laser or electron beam)
to melt or fuse the metal feedstock and
deposit it point-by-point at precise 3D
locations. Both wire and powder are
commonly used for feedstock. (A no-
table exception is gaseous deposition[3].)
Here, we will only focus on the laser
powder bed fusion (L-PBF) process, by
far the most commonly available
method for production of metal AM
parts. Electron beam powder bed fusion
systems are also available; in principle,
they operate in much the same way as
laser-based systems, except that the
build is completed in a vacuum rather
than in an inert gas environment.
Figure 1 highlights the laser powder
bed process where a laser is used to melt
selected regions of a thin layer (typically
20–50 microns) of metal powder. To
keep the molten metal from absorbing
oxygen or nitrogen from the atmos-
phere, the system is enclosed in a cham-
MarinaGrigorivna/shutterstock

Titanium Commercially pure Ti, Ti-6Al-4V

ber pressurized with a flowing inert gas
Aluminum AlSi10Mg, AlSi12, AlSi7Mg0.6, AlSi9Cu3 – typically argon. Builds are completed
Copper and Bronze CuSn10 on a build plate to anchor the solid ma-
terial, thereby keeping it accurately po-
Gold and Silver Jewelry alloys sitioned during the build process.
Considering this method of produc-
Table 1. Classification of AM Processes (Metals and Nonmetals) [1] tion, several steps must be completed

10 www.aerodefensetech.com Aerospace & Defense Technology, December 2018

Delivering solutions for
additive manufacturing

Renishaw’s metal powder bed fusion is an advanced additive manufacturing process that builds complex metal parts
direct from 3D CAD data in a variety of metals. Benefits of the additive manufacturing process include:

• Rapid design iterations

• Bespoke or customized items

• Reduce tooling costs

• Build complex geometries such as thin walls, lattices and internal features

• Increased design freedom - AM is not constrained by traditional design rules

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Free Info at http://info.hotims.com/69513-624
 Additive Manufacturing
Powder
Powder Bed
Deposit
Trough
Current
Powder
Layer
Previous
Powder
Layers In-Process
Build
Build Plate
Figure 1. Typical laser powder bed fusion system.
prior to fusing metal powder. These
steps are highlighted in Figure 2.
One should consider several geomet-
ric factors when establishing the part
shape and build orientation. First, over-
hanging features – like the bottom of a
bridge – greater than a few millimeters
in length require support structure.
These features allow material to be an-
chored to a solid structure so that when
the first few layers of fused metal are
generated in the overhang they don’t
sag or get displaced during construction
of subsequent layers. Examples of inad-
equately supported overhangs are
shown in Figure 3. To avoid these situ-
ations, parts are oriented in the build
process to minimize overhangs.
When orientation selection is insuffi-
cient to eliminate overhangs, part geom-
etry may be altered to ensure such over-
hanging surface is at least 45° from the
horizontal. Shallower angles have re-
sulted in overhanging features that con-
sistently yield defects like those in Fig-
ure 3. When shallow overhang angles
cannot be avoided, lattice support struc-
tures are typically added. These struc-
tures provide thin truss-like features
onto which the overhanging material
will be firmly supported to avoid delam-
ination-like defects shown in Figure 3.
12
Laser Beam
Unsintered Powder
Powder
Leveler
However, these lattice support structures
typically require removal as part of the
post-processing of completed builds.
Horizontally positioned holes, for exam-
ple must either use support structure or
the top of the hole must have flat slop-
ing sides that do not exceed 45° from
the horizontal. Therefore, beyond de-
signing a part for form, fit and function,
one must consider the manufacturing
process in part design, not unlike de-
signing parts to account for limitations
of any other manufacturing process.
After defining the solid mass (i.e., the
as-built shape) of the part, including lat-
tice structures, one must determine the
process conditions to be used to pro-
duce the part. Although some laser
powder bed fusion manufacturers fix
process conditions for a given alloy,
other manufacturers offer open archi-
tectures that allow for user-defined
process definition including build plate
preheat temperature; laser power, focal
point and travel speed; powder layer
thickness; laser rastering pattern and
angle increment; hatch spacing; and
many other potential process details.
Optimum process conditions depend
on the selected alloy as well as the pow-
der size distribution and production
process used to produce the powder. The
www.aerodefensetech.com Aerospace & Defense Technology, December 2018
Define Part Shape
Define Build Orientation
Identify Overhanging Features
If Necessary, Design Support Structures
Determine Powder Bed Process Conditions
Slice Desired Part
Define Laser Rastering Pattern
Sieve and Load Powder
Dress Build Plate
Backfill Build Chamber with Inert Gas
Preheat Build Plate
Figure 2. Preprocessing steps for production of
AM parts.
Figure 3. Examples of improperly supported over-
hanging features.
powder layer thickness is used by slicing
software to establish the region to be
melted and fused for each build layer.
This is commonly completed by software
using the computer solid model of the
as-built shape and orientation.
Also completed automatically is the
laser rastering pattern, that is, the path
the laser will take as it locally sinters
small sections of the powder in each
build layer. Multiple rastering patterns
are available, as highlighted in Figure 4.
At this point, the detailed build plan is
completed.
Machine preparations include sieving
and loading the metal powder. Sieved
metal powders typically range in size from
15 to 55 microns. Several processes are
used to produce metal powders. Argon at-
omized is the most commonly specified
powder. Air-atomized powder is lower in
cost, but may result in undesirable defects
in finished parts. Plasma atomized pow-
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 Additive Manufacturing
Mean Build Cross-Sectional Area
Border Power
Border Scan Speed
Hatch Spacing Area Power
Area Scan Speed
Raster Angle Increment
Successive Build Layers
(Torch movement illustrated)
(Fill sequence illustrated)
Figure 4. Powder bed fusion build parameters.
der has the highest quality resulting in
minimal porosity in finished parts.
In essence, one must consider more
than powder chemistry when selecting
a metal powder for production of AM
parts. Powder sizes outside this range
are undesirable as small particles typi-
cally lead to clogged filters, easily be-
come airborne and are extremely flam-
mable due to surface area. Larger
powder particles may not completely
melt or may interfere with good powder
spreading.
While the powders typically arrive
from the powder producers in this size
range, unfused powder that is reused
from previous builds requires onsite
sieving to eliminate satellites/irregularly
shaped particles to ensure the sieved
powder remains within the acceptable
size range. Once ready, the powders are
introduced into the powder handling
system, which must also be kept under
inert gas to avoid oxygen or nitrogen
contamination from the atmosphere.
After backfilling the system with an
inert gas, the build plate is heated and
made ready for the build.
The actual building process is charac-
terized by four steps that repeat until
the build is complete.
1) From a moving hopper, deposit a
layer of metal powder along the entire
surface of the build plate.
14
Number of Outside Contour Passes
Raster Pattern
(Torch movement)
Stripe
Contour
Chess 1 4
5 2
2) Level the powder layer to a uniform
thickness by using either a solid re-
coater blade made of a metallic or
elastomeric material, or a roller that
traversed from one side of the build
plate to the other and slightly com-
pacts the powder in addition to level-
ing it.
3) Fuse the powder via one or more
lasers (each typically between 200 and
700 watts) that follow the pattern es-
tablished in preprocessing; the unaf-
fected powder remains in the build
chamber and is often recycled for use
in subsequent builds.
4) Lower the build plate by an amount
equal to the powder layer thickness.
To minimize directional property
variations, the raster angle is modified
from one layer to the next as illustrated
in Figure 4. The part borders in each
layer are typically scanned multiple
times to improve geometric accuracy
and to minimize surface roughness. As
the molten metal solidifies and cools, it
shrinks, resulting in residual stresses
that if not properly accounted for may
lead to severe part distortion or even
cracking, as shown in Figure 5. In this
case, the sharp corners were later re-
placed with ones having a small radius
of curvature to eliminate the associated
stress concentration at this location,
and yield a crack-free build.
www.aerodefensetech.com
Figure 5. Effects of residual stresses during builds.
Post processing of the builds includes
Stripe loose powder removal, separating compo-
Width
nents from the build plate, removal of
support structure, thermal processing,
final machining and surfacing (as
needed). Operators typically wear per-
3 sonal protective equipment during this
6 phase of the build to avoid breathing in
fine metal particles. In addition, care
must be exercised when removing loose
powder (i.e., that powder that remains
unfused during the build process) as the
fine particles could spark a spontaneous,
localized fire if a sufficient quantity of par-
ticles becomes airborne in the presence of
an ignition source. Static-free mats are
used in the vicinity of AM machines to
minimize the probability of such an
event. Typically, the loose powder is recy-
cled after sieving. However, premium-
quality components may always be made
from virgin powder to avoid any contam-
ination from recycled powder.
Once the loose powder has been re-
moved, the build plate is removed from
the machine and the builds taken off the
build plates via wire electrical discharge
machining (EDM) or band saw. The asso-
ciated metal removed by these machining
operations must be accounted for in the
preprocess design phase mentioned
above. In a few instances, parts can be
pried off through use of a flathead screw-
driver; however, this method is not rec-
ommended since it may damage the parts
or build plate. After removal of the parts,
the build plate is redressed, typically by
machining a thin layer of material from
its upper surface and ensuring the top sur-
face is flat and parallel to the underside of
the build plate. This is needed to ensure
the next build has a predictable, uni-
formly thick initial powder layer.
The built parts require several addi-
tional processing steps. Additional
Aerospace & Defense Technology, December 2018
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 Additive Manufacturing
AM Process Description
Vat Photopolymerization An ultraviolet-curable photopolymer resin is cured by
use of a light
Powder Bed Fusion A heat source selectively melts and fuses together
powdered material
Binder Jetting A bonding agent is selectively applied to each build layer
to hold powder particles together
Material Jetting Droplets of material are deposited and later fused into
finished part
Sheet Lamination Sheets of material are joined by an adhesive or by
ultrasonic welding
Material Extrusion Material exits through a nozzle forming beads that fuse
together
Directed Energy Deposition Laser or electron beam used to heat moving melt pool
into which powder or wire material is fed
Table 2. Commonly Used Metallic Alloys within Laser Powder Bed Systems
powder removal may be required at this Common Metallic Materials
point. Powder from readily accessible Although some research is underway
pockets generally can be easily removed to develop a series of alloys specifically
with a soft brush; powder remaining in designed for additive processes, the
small crevices and deep, small-diameter most common metallic materials are
holes, however, may require use of ul- those currently used and qualified for
trasonic vibration or pressurized air to casting and/or welding. Though the list
remove loose powder. Typical as-built of alloys used to produce metallic mate-
surface finish for metallic components rials is ever expanding, the most com-
is 100–250 microinch Ra. While this monly used alloys are shown in Table 2.
finish is often sufficient for exterior sur- Optimum process conditions vary
faces, machining is typically required to widely among the various alloys. In
obtain the necessary finish for mating some instances, minor modifications
surfaces. Remaining build structure are made to the starting alloy composi-
must also be removed by machining. tion to account for evaporation of light
Thermal treatments typically include alloying elements.
a stress relief while the components are
still attached to the build plate. Addi- Benefits and Applications of AM
tional post-build thermal treatments Until recently the most popular ap-
may include hot isostatic pressing (HIP) plications of AM was for prototyping,
to consolidate minor porosity in the low-rate production, and complex dies
build and/or thermal treatments de- including those with conformal cooling
signed to tune mechanical properties. passages. However, over the last several
(Note that in some cases, all thermal years, large volumes of production parts
treatments are completed prior to re- have been realized. By taking advan-
moval of parts from the build plate.) All tage of the AM process, manufacturers
thermal treatments are similar to those have been able to justify the higher pro-
used for other metalworking processes duction cost (relative to other estab-
such as casting or forging. Finally, any lished metalworking processes) of AM
additional surfacing operations, such as primarily as a result of lower overall sys-
tumbling (for surface finish and/or tem production costs, lower weight
cleaning), painting, etc. may also be re- and/or improved performance of the
quired. Inspection for dimensions, ma- parts in service.
terial flaws or other features is also typ- AM offers the opportunity to consoli-
ically completed at one or more stages date parts that would otherwise be pro-
of the process. duced by other means. For example,
16 www.aerodefensetech.com Aerospace & Defense Technology, December 2018
bolted, riveted and/or welded structures
may be produced as a single-piece part,
thereby eliminating assembly costs.
This has been true in several well-publi-
cized GE developments[4].
• A fuel nozzle for the LEAP jet engine
consolidated 20 parts into a single AM
component, which also was 25%
lighter and had a projected life five
times that of the legacy design.
• An advanced turboprop engine con-
solidated 855 components into 12 AM
parts, which reduced fuel consump-
tion by as much as 20% while achiev-
ing a 10% boost in power
Much of the in-service benefits from
these GE parts have been realized due to
lower weight. Other improvements in
performance have been realized as a re-
sult of part geometries that would not
be practical to produce via traditional
metalworking processes. In another in-
stance, conformal cooling channels
have been used in electronic chassis to
improve its cooling characteristics [5].
The complex three-dimensional path
that includes the cooling channels
could not be manufactured by any
other means than through AM. Confor-
mal cooling channels have also been
produced during AM of dies/molds for
die and permanent mold castings, metal
forming, plastic injection molding and
other processes. Conformal cooling al-
lows for more rapid production of com-
ponents and reduced stresses as a result
of better thermal management through-
out the die/mold.
Another benefit of AM is weight reduc-
tion in parts. Given the practical limita-
tions associated with traditional metal-
working processes, components often
have excess material. In these cases, com-
ponents often take on a blocky geometry.
Through advanced design methodolo-
gies, including topology optimization
and generative design, engineers have de-
veloped complex geometries that do not
include excess metal mass. The resulting
structures often include features looking
more like a labyrinth of ligaments rather
than a solid blocky structure. In other in-
stances, structural lattice structures are
used to lighten components.
Reentrant features are generally chal-
lenging and costly to achieve in prac-
tice. However, with the design flexibil-

ity offered by AM, such features may be
included without the need for addi-
tional follow-up process steps. Figure 6
shows an example of a reentrant lip on
the top of a L-PBF build. The part is
shown as it was removed from the build
plate. Note that the threads in the mid-
dle knob are as built. Though not close
tolerance, they functioned well enough
to allow for a tight connection to a mat-
ing part of the assembly.
This stainless steel component took
approximately 35 hours to build and
less than one hour to remove from the
build plate. Lead time for the prototype
component by other manufacturing
methods, including machining and
casting, exceeded the required delivery
time for the component. Furthermore,
the additive design permitted a signifi-
cantly smaller axial length, which al-
lowed for use in pipe repairs having 90°
elbows, whereas the legacy design could
not be used in such applications.
Aerospace & Defense Technology, December 2018
Additive Manufacturing
Current Hurdles to More Widespread
Use of AM
Several hurdles exist to more wide-
spread use of AM in metallic system
components. Perhaps the most signif-
icant hurdle is cost. Parts produced by
AM nearly always cost more to pro-
duce than shaped, mass produced
parts. Given the processing steps re-
quired, AM feedstock is more expen-
sive per unit weight (by a factor of 2 to
4) than wrought material of the same
composition.
However, when powder recycling is Figure 6. AM component for a compact line pipe
used, L-PBF nearly always has a higher repair tool.
part-weight-to-feedstock usage rate.
Furthermore, this argument assumes for parts produced by alternative
the geometry of the AM part is identical processes is not economically viable.
to that produced by alternative Parts designed for the AM process
processes. Direct substitution of identi- should take advantage of the capabili-
cally shaped parts may be suitable for ties offered by the AM process. There-
replacement of unavailable parts; how- fore, the best parts to consider for AM
ever, as a general rule, production of a are those whose shape cannot be eco-
geometrically identical AM substitute nomically produced by well-established
Free Info at http://info.hotims.com/69513-627 17
 Data & Memory
Additive Manufacturing
Exchange Systems
We Handle the
Data, you Focus alternative processes such as machin-
ing, casting, or forging.
on the Mission Production rates have been cited as
an issue with some AM parts. Equip-
ment manufacturers have recently in-
troduced machines with multiple
lasers to simultaneously sinter multi-
ple areas within each build layer. Heat
management of these builds does limit
the number of lasers that can practi-
cally be applied in any given AM ma-
chine.
The Most Demanding Build chamber size has excluded the
use of powder bed machines to produce
Military Contractors some large components as a single
Choose the Proven piece. The majority of commercially
available production L-PBF machines
Reliability and have a build volume limit of approxi-
Performance of Kaman mately 12 in × 12 in × 12 in. Machines
that can produce builds of approxi-
Memory Systems mately 24 in × 12 in × 12 in are avail-
able from equipment suppliers. Metal
powder bed machines with build vol-
umes of 1 m × 1 m × 1 m (39 in × 39 in
× 39 in) have been announced, but
such machines would only be used for
niche applications by today’s demand
for AM builds. Furthermore, machines
9700 Series
of this size require additional auto-
mated powder metal handling systems
• Secure (AES 256) and a significant investment in ma-
chine costs.
• Ruggedized The most common defect in AM pro-
• LINUX based duction is porosity. When operating at
Micro-Processor a low heat input, lack of fusion can
occur among the powder particles; on
• Developed in the other hand, operating at a high heat
alignment with FACE™ input may lead to vaporization of low-
Technical Standards melting-point alloy constituents, which
may be trapped in solidified metal.
• Up to 8.0 TB Memory Even when operating in the middle
• MIL STD Compliant ground, some gas porosity is typically
present in the as-built state. Typical lev-
els of porosity are less than 1% by vol-
ume. This porosity generally does not
Call Today for More hamper mechanical strength of metallic
Information! builds, but will detrimentally impact
elongation and fatigue properties.
860.632.4634 Porosity is often reduced or eliminated
memory@kaman.com through HIP.
kamanmemory.com Residual stresses and distortion may
occur in builds as a result of the thermal
response of the build associated with so-
lidification and the transient tempera-
ture gradients throughout the build.
These effects may manifest themselves
in the part detaching from the build
Free Info at http://info.hotims.com/69513-628 www.aerodefensetech.com Aerospace & Defense Technology, December 2018
plate or lifting the top surface of the
build above the top of the next powder
layer. Cracks or slightly misshapen
parts may also result from the transient
temperature gradients. Guidance on
how to avoid these conditions is an area
of active research.
Part detachment and solid protrud-
ing beyond the next build layer can re-
sult in recoater blade damage, which
will manifest itself in ridges throughout
the unfused powder and potentially
pieces of the blade breaking off into the
powder bed. Cracks are rarely re-
pairable. Misshapen parts are often
corrected during final machining.
These problems are overcome by
reprinting the parts with improved part
orientation, different support struc-
tures, part shape changes or different
AM process conditions.
Properties of AM builds are not
isotropic. Strength and elongation in
the build direction are consistently
lower than those in the build plane.
While the differences in these direc-
tions are normally not more than 10–
15%, engineers must be aware of – and
account for – these effects during part
design and development.
While surface finish of the builds is
often acceptable, fatigue-critical re-
gions of parts may need additional at-
tention. A finer surface finish may be
obtained by altering the process design
of border contour passes during build-
ing and/or smoothing the surface of
these fatigue-critical areas during post
processing.
Industrial standards for AM have
been developed by ASTM Interna-
tional, SAE International, ISO and oth-
ers. However, many standards have yet
to be developed to the point of appli-
cation by a broad range of industries.
These standards are useful, but they re-
main somewhat in flux as the industry
continues in its current rapid develop-
ment, expansion and evolution. As
these standards are recognized and im-
plemented by more industries, the ap-
plication of AM will to continue to ex-
pand.
Inspection of parts produced by AM
often pose a challenge. Many low-cost,
high-volume inspection processes have
limited application for the broad range

of geometrically complex shapes pro-
duced by AM. Exterior part geometry is
easy to confirm with laser scanning
techniques. However, the most de-
manding applications require assur-
ance of internal quality of AM builds.
Computed tomography offers a
method of determining internal flaws
in complex 3D components. However,
the process is relatively expensive and
slow. Furthermore, the information
provided by the process is often difficult
to relate to existing quality standards.
To combat this issue, a number of or-
ganizations are pursuing part certifica-
tion and process/producer quali -
fication through in-situ process
mon itoring and control. When cou-
pled with software to predict the re-
sulting microstructure and properties,
these systems offer an alternative to
post-process inspection. They also
offer the potential of either stopping a
defective build before its completion or
Aerospace & Defense Technology, December 2018
repairing certain defects as they are de-
tected. The need for in-situ process
monitoring and control is also justified
since each L-PBF system responds
somewhat differently.
Performance differences also occur
due to degradation of equipment, po-
tential soot buildup on equipment, lot-
to-lot variability in powder characteris-
tics and other factors. Therefore,
without in-situ process monitoring and
control each machine has to be period-
ically tuned to achieve optimum part
performance. In-situ monitoring and
control will also correct for any differ-
ences brought on by dissimilarities in
powder lots.
The future of AM is very bright ac-
cording to published reports [2]. Double
digit annual growth rates are predicted
for the next five or more years. Current
research and development will reduce
or eliminate many of the hurdles identi-
fied above.
Free Info at http://info.hotims.com/69513-629
Additive Manufacturing
This article was written by Michael L.
Tims, Advisor Engineer, and Kenneth Sabo,
Senior Director of Manufacturing, Concur-
rent Technologies Corporation (CTC)
(Johnstown, PA). For more information,
visit http://info.hotims.com/69513-503.
References
1.International Organization for Standardization
(2015), Additive manufacturing — General
principles — Terminology (ISO/ASTM 52900
(ASTM F2792).
2.Wohlers Report 2018, 3D Printing and
Additive Manufacturing State of the Industry,
Annual Worldwide Progress Report, Wohler
Associates, Inc., Fort Collins, CO.
3.Joseph R. Pickens, Juan Valencia and Michael
L. Tims, “Additive Manufacturing using
Metals from the Gaseous State,” US Patent
9,587,309 B1, March 7, 2017.
4.Tomas Kellner, “An Epiphany of Disruption: GE
Additive Chief Explains How 3D Printing Will
Upend Manufacturing,” GE Reports, referenced
h t t p s : / / w w w. g e . c o m / r e p o r t s / e p i p h a n y -
disruption-ge-additive-chief-explains-3d-
printing-will-upend-manufacturing/, 13 August
2018.
5.David B. Brandt, Robert K. Dodds, David W.
Chu, Alicia G. Allen and Gregory P. Schaefer,
“Monolithic Multi-Model Electronics Chassis
with Multi-Planer Embedded Fluid Cooling
Channels,” US Patent 0305198 A1, October
22, 2015.
19
Fiber-Reinforced
Thermoplastic Composites
Cut Cost, Save Weight, and Speed up Production
R
einforcing polymers with
strong/stiff fibers is nothing
new. Such materials have been
used pretty much since aircraft
were first created. In those pioneering
days, wings were reinforced with woven
cotton, or silk fabric skins, impregnated
with nitrocellulose ‘dope’ to seal against
the wind, and laminated wood was rein-
forced with fabric bonded with adhesive.
Although there have been a myriad of
developments along the way from those
early days to where we are now in the
21st century, the principles of reinforce-
ment are much the same.
Fibers add strength and stiffness to an
otherwise viscoelastic polymer that,
without reinforcement, lacks the me-
chanical resilience needed to construct
modern day aircraft. In general, the
longer and more perfectly aligned the
fibers, the more efficient they are at re-
inforcing the material. Layers of such
reinforced material are laid down at pre-
scribed angles on top of one another in
the desired aero-component shape to
build thickness and carry structural
load. Recent developments include:
• the invention and continuous im-
provement of carbon fibers formed
from the controlled pyrolysis of poly-
acrylonitrile polymer fibers (a type of
20
modified polyethylene fiber) or from
coal tar pitch and
• impregnating polymers, which the
fibers reinforce.
Some refer to these polymers as merely
the adhesive which holds and bonds the
fibers in place, but in reality the polymer
provides much more than that. More ac-
curately, the polymer is referred to as the
‘matrix’. Fibers and matrix work together
in synergy providing a ‘composite’ mate-
rial with characteristic properties benefit-
ing from the contribution of both ele-
ments. Matrix polymers have also
received much attention in laboratories
around the world over the intervening
years and primarily two camps have de-
veloped that exploit chemistry in funda-
mentally different ways.
Thermosetting Polymers – Sensitive
to Temperature Until Fully Cured
The first and, so far, most commer-
cially used falls within the realm of
thermosetting resins, such as epoxy.
These are polymers that are almost fully
cured, but not quite. Thermosetting
polymers are soft and mobile until ‘set’
(cured) with a cross-linking reaction ini-
tiated by heat.
The low viscosity of these polymers al-
lows the polymers to flow and impreg-
www.aerodefensetech.com Aerospace & Defense Technology, December 2018
nate between the reinforcing fibers. In
some cases the polymer is very fluid and
can be applied by a brush, or roller, or
forced under moderate pressure into the
weave of reinforcing fibers, displacing
the entrained air and in so doing, filling
the spaces between fibers with the wa-
tery, or honey-like, substance.
In other cases the thermosetting
polymer is provided by the materials
supplier already applied onto the rein-
forcing fabric, or on a tape of aligned
fibers prepared as a ‘prepreg’. In this
case the polymer has been partially
cured or β-staged to increase its viscos-
ity and aid prepreg stability. Thermoset-
ting materials are sensitive to tempera-
ture and must be stored in a refrigerator
to preserve their shelf life, otherwise the
curing reaction may be prematurely ini-
tiated, rendering the material useless for
further processing into parts.
Thermoplastics – Indefinite Shelf
Life Without Refrigeration
The second camp is that of thermo-
Fasttailwind/shutterstock
plastic polymers. In the case of these ma-
terials, the chemistry has already been
completed by the materials supplier and
the long chain molecules are ready to
provide maximum performance from
the get-go. No further chemical reactions
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P17172963 Free Info at http://info.hotims.com/69513-630

 Materials: Lightweighting
are necessary to achieve the full mechan-
ical properties of the polymer. Consoli-
dation of composite parts and bonding
together of layers is achieved by simply
heating, melting and cooling the mate-
rial under a degree of contact pressure to
achieve molecular entanglement and
crystallinity. The shelf life of these mate-
rials under normal conditions is indefi-
nite without the need for refrigeration.
Suppliers provide composite materials
in prepreg forms based on woven fabrics
or unidirectional tapes just as with ther-
mosets, except that the materials are
stiffer and more difficult to handle, lack-
ing the tack and drape qualities of ther-
mosets. It is largely for this reason (and
considering cost) that thermoset based
composites won the battle between these
competing technologies in the 1980’s
and 1990’s when key materials selection
decisions were made for the new genera-
tion of commercial composite aircraft.
Thermosets were considered easier to
process and more versatile in terms of
processing options, than were thermo-
plastics. The initial interest in thermo-
plastic composites faded over this period
and most of the suppliers who developed
these materials divested interest in such
materials, certainly for aerospace use.
Processing Technology
The use of composites, both ther-
mosetting and thermoplastic, in aircraft
applications has grown steadily over the
past 30-plus years. Just as materials have
continued to advance, processing tech-
nologies have evolved as well.
Using aerostructures as an example, in
the early days of composite technology
much of the manufacturing was done by
hand. As technology and input materi-
als continue to develop, there is a grad-
ual reduction of labor to the point of au-
tomation. In recent years, automated
processing methods surpassed more
labor intensive processing technologies
for the first time with interiors and aero
structures representing the largest
growth areas.
Potential to Increase Production
Build Rate
Advancing automated processing
technologies (typically better suited for
thermoplastics) is largely driven by the
22
VICTREXTM PEEK 90HMF40
Flow development over time
Process temperature ≥400°C/752°F
t0 t1 t2
Continuous
melting
interface
VICTREX AETM 250 composite
Melt temperature 350° C/581°F
© Victrex
Figure 1. The higher temperature injected polymer melts the underlying lower melting PAEK polymer at
the interface, fusing the elements together upon cooling. (Credit: Victrex plc)
need to increase the production build
rate of middle market aircraft, such as
Boeing’s 737 and Airbus’ A320 type air-
craft, to around 60 per month.
At these rates the prospects of utiliz-
ing the fast cycle time associated with a
simple heat/cool process without the
concerns around completing chemical
reactions make thermoplastics highly
attractive. There have also been devel-
opments in the way these materials are
handled and processed, which aid the
manufacture of complex parts.
Mechanically, both classes of polymer Figure 2. VICTREX AE™ 250 composites: unidirec-
tional tapes and laminate panels offer benefits in
are substantially the same as much of terms of speed of component manufacture and
the reinforcing effort comes from the cost-efficient installation. (Credit: Victrex plc)
fibers, which are consistent between
these types of materials. The main dif- lized within the aerospace industry in-
ferences relate to how the materials re- clude polyetherketoneketone (PEKK) and
spond to impact loads. Thermoplastics polyphenylene sulphide (PPS). A more
are generally tougher than thermosets, recent addition to the fold is VICTREX
although there is some ‘blurring of the AE™250 polymer which is related to
edges’ as thermosets can be toughened PEEK except that the chemistry of this
and not all thermoplastics suited to polymer has been modified to reduce the
aero-structures are themselves tough. melting temperature somewhat below
Developments include the fine-tuning that of PEEK (305°C/581°F vs. 343°C/
of the fiber/matrix interface to achieve 650°F) which widens the processing
the maximum benefit of the reinforce- window, aiding parts manufacture (Fig-
ment offered by the fibers. ure 1). This polymer has been incorpo-
One of the outstanding thermoplastic rated into composite tapes (Figure 2) and
polymers that has received a lot of atten- fabrics, being offered to the market, in ef-
tion over the three-plus decades since it fect, as easier processing PEEK.
was first created is polyetheretherketone Such materials lend themselves to
(PEEK)*. This is a tough, high-tempera- modern prepreg layup processes, for ex-
ture polymer that melts at 343°C/650°F. ample automated tape laying (ATL) and
Other high performance polymers uti- automated fiber placement (AFP) which,
www.aerodefensetech.com Aerospace & Defense Technology, December 2018
 Materials: Lightweighting

using robotic manipulation and heat,

can lay down prepreg tapes onto tooling
to build complex curved parts. Develop-
ment work is progressing that aims to
provide fully consolidated laminates
‘out of the box’ using these robotic
layup machines. For now there has to be
a secondary consolidation step, which
might include hot stamping in a press,
or consolidation under pressure in an
autoclave.

Lower Temperature Processing

The newer material VICTREX AE 250
composites, can be easily consolidated
under moderate pressure (1 bar/14.5 psi)
in an out of autoclave (OoA) process,
further simplifying the production of
aerospace parts and saving the expense
of an autoclave. The innovative low
melt PAEK composites family enables a
unique hybrid molding process, a devel-
opment which incorporates pre-consoli- Figure 3. Aerospace grid stiffened demonstration panel – thermoplastic composite using VICTREX™ PAEK-
dated composite structural elements based solutions. (Credit: ThermoPlastic Composite Research Center (TPRC))

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Aerospace & Defense Technology, December 2018 Free Info at http://info.hotims.com/69513-631 23

 Materials: Lightweighting
overmolded with short carbon fiber
compounds to create yet further oppor-
tunities to save manufacturing cost and
component mass compared with metal-
lic counterparts. Parts manufactured via
hybrid overmolding are largely used for
structural brackets because they can be
24 Free Info at http://info.hotims.com/69513-632
manufactured into complex geometries
and offer the strength of continuously
reinforced composite.
As supply chain and capacity are im-
portant criteria for increasing the
amount of thermoplastic composites in
future aircraft programs,Victrex has
Aerospace & Defense Technology, December 2018
teamed up with TriMack in the US to
create TxV Aero Composites, a joint
venture dedicated to further developing
hybrid overmolding by offering design
and manufacturing services to the aero-
space supply chain. Together with a
broader representation across the aero-
space industry, Victrex is actively partic-
ipating in a hybrid overmolding devel-
opment project with the Thermoplastic
Composite Research Center (TPRC),
Enchede, Netherlands, creating parts
that demonstrate the fundamental rela-
tionships between materials and pro-
cessing (Figure 3).
A Bright Future
Recently introduced innovative ther-
moplastic composites for aerospace
offer multiple advantages, including
very short production times and low
overall costs, compared to their ther-
moset counterparts, which today are in
frequent use.
A typical VICTREX AE 250 thermo-
plastic composite part such as a struc-
tural bracket,
• can reduce manufacturing time by 20-
30% compared to metals or other
polymer materials;
• can deliver weight savings of up to
60% over conventional metallic solu-
tions, contributing to cuts in fuel con-
sumption and thus emissions;
• overall can reduce cost by 40% com-
pared to machined metals;
• offers continuous manufacturing
processes and cycle times measured in
minutes versus hours for thermoset al-
ternatives.
Thermoset and thermoplastic com-
posites will continue to compete as they
vie for space as aerospace structural ma-
terials, but no doubt eventually there
will be more of a balance between the
use of these materials as engineers select
the most appropriate materials for any
particular application based on cost and
fitness for purpose.
This article was written by Dr. Stuart
Green, Market Technology Manager Aero-
space, Victrex plc (Lancashire, UK). For more
information, visit http://info.hotims.com/
69513-502.
* PEEK, polyetheretherketones, are a member of
the PAEK, polyaryletherketone, family of high-
performance thermoplastics.

Testing
Military Vehicle
Steering Systems
M
ilitary vehicles play a vital
role in protecting our society
— and inevitably encounter
many extreme conditions
across their lifespan. From the varying
weight, to the rough terrain, there is a
lot that can go wrong. Military steering
systems must therefore be engineered to
take on such extremes. This begins at
the design stage and ends with analysis
through testing. It's here the parts are
tested to their limits and validated
against the original specification and
real-life requirements.
Testing of steering systems is prima-
rily about replicating as near to the
same conditions that would be encoun-
tered on the road. Theoretical testing
using calculations is a good start, but
nothing gets closer to reality than phys-
ical testing. Using an on-site test facility
with purpose-built test rigs, it is possible
to test a subassembly of the entire steer-
ing system, presenting the whole struc-
ture with like for like conditions that
match the final application.
Maximum Load
One of the most important parame-
ters to test is the maximum load. With
Aerospace & Defense Technology, December 2018
this information we can observe how
much force a part can endure, in both
tension and compression, before a fail-
ure occurs. At Pailton Engineering,
there are different rigs to test a range of
force applications, our highest being
±400 kN, which is capable of applying
static and dynamic loads.
Applying a large force a few times
isn't representative of the actual condi-
tions a vehicle will encounter during its
entire lifetime. Working loads seen in
harsh environments can be just as detri-
mental to a part’s life as the peak loads.
We therefore incorporate the two in
order to see how different forces affect
the part dynamically.
Frequency
With enough information from cus-
tomers, we are able to compile a multi-
tude of loads at their respective frequen-
cies and cycles as part of a block
program. This program effectively
mirrors the real life data that is
gathered from the vehicle. This al-
lows us to accurately assess the true
fatigue life of the part.
With a variety of loads and frequen-
cies in place, it is also important to meas-
www.aerodefensetech.com
A technician performs critical
testing on a steering system
component.
ure the number of cycles that the parts
can endure over time. A typical test at
Pailton can perform 1,000,000 cycles in
only 1 week. That's enough to replicate
infinite life for a part on a vehicle. After
all, these vehicles are expected to last for
many years with minimal maintenance.
By obtaining this figure, you can deter-
mine the part’s lifecycle management as
part of ongoing maintenance.
With this expert design, manufacturing
and testing, military
vehicles are able to
carry out work over a
long time span,
but they must
also be able to
cope with a
multi-
tude
Steering system bevel box typical of those used on
military vehicles.
25
 Test & Measurement
Diagram of a Gen 3 bevel box.
Exploded view of a typical steering system.
of scenarios, including deep water wad-
ing. To successfully navigate through
water, the components underneath the
vehicle must be completely sealed off to
external elements to keep dust, grit and
salt out of components, as well as keep-
ing lubrication in.
This is where environmental testing
comes in. For applications like this, this
testing is arguably just as important as
the physical testing. It is vital that every
part of the steering system is able to
handle water exposure, changes to tem-
perature and humidity variance.
According to Emma Cygan, a Design
and Development Engineer at Pailton
Engineering, the environmental test-
ing process for steering systems needs
26
Steering column assembly
to be bespoke to the vehicle and end
application. For example, a military ve-
hicle used for semi-submersed and
wading applications will have different
requirements than an armored vehicle
designed for warfare. Using adaptabil-
ity in the testing process means testing
is not confined or restricted to stan-
dard tests, but instead, bespoke tests
should be arranged based on the end
application.
Every test is designed to replicate the
real conditions a vehicle will face, to en-
sure the vehicle is fit for purpose. While
all military vehicles can differ, when it
comes to the environmental testing of
military-grade steering components,
there are some crucial parameters to
consider that form three core tests:
Salt Spray Test
Pailton Engineering uses a salt spray
test rig, where up to six steering parts at
a time can be tested dynamically
against salt spray, at varying tempera-
tures. This rig is a large container with a
rotary arm that controls the movement
of steering components, normally at a
rate of one cycle every three seconds —
one cycle representing one turn of the
steering wheel.
The salt spray test does not necessar-
ily represent dirt or grit but represents
any debris that could be on the road.
www.aerodefensetech.com Aerospace & Defense Technology, December 2018
This debris could enter a part and cause
it to corrode or fail, so the testing
process is used to identify any potential
problem areas. The test can use varying
concentrations of salt, with higher con-
centrations being for the more extreme
applications, as often seen in the mili-
tary vehicle industry.
Salt spray tests can take on many
forms, depending on the needs of the ve-
hicle. For example, a test could check the
effects of repetitive salt spray, with peri-
odic temperatures of minus 40 degrees
Celsius— this is the automotive industry
standard for low temperature testing.
The exposure to the requested tempera-
ture can vary depending on the cus-
tomers’ requirements. This will ensure
the steering system can withstand grit on
the roads, even at low temperatures.
So, what can you expect to see from a
test like this? The results will illustrate
changes in torque, rate of corrosion,
overall effect of grit on the vehicle and
its steering system, as well as any poten-
tial for water ingression. Of course, the
best possible result for this test to show
is that these parts are capable of working
in these conditions at low temperatures.
Rotary Submersion
The same test rig can also be used to
test the system against other factors,
such as water. During rotary submer-
 Test & Measurement

sion, the parts are fully submerged in

water. Ultimately, if a part can endure
underwater movement at one cycle
every three seconds, at varying temper-
atures, without corroding or failing,
then the vehicle manufacture can be
confident in putting those steering
parts in a military vehicle for use in the
end environment.
There are alternatives that can be ex-
plored to improve the performance of a
part. From different finishes, to up-
graded sealing and greases, there has
been plenty of scope for development
in recent years. With steering compo-
nents taking on new and improved de-
sign features and passing rotary submer-
sion testing, comes new opportunities
for high performance extreme vehicles
taking on deep water wading.

Low Temperature Evaluation Environmental test rig

The importance of low temperature
testing has been alluded to in both salt
spray testing and rotary submersion,
but it also forms a standalone test for
military steering systems. Low tempera-
tures can bring about issues with the
viscosity of the fluid in lubricated com-
ponents, which can have detrimental
effects on steering torque, or even cause
parts to lock up entirely.
Using a low temperature chamber,
parts can be tested at temperatures as
low as -40° Celsius, for a set period of
time based on the data of the end appli-
cation. This low temperature could be
applied constantly, or periodically for
more dynamic testing. The parameters
measured in this test include assessing
changes to the part caused by low tem-
peratures, checking rotation, and meas-
uring torque.

Product Development Steering system automated test rig

One customer's request led to the
production of the next generation of
bevel boxes at Pailton Engineering,
needed for vehicles carrying out long
journeys at low temperatures with
high levels of moisture and grit. After
improving on the design features of
the previous bevel box, with a serra-
tion cover and alternative grease, the
bevel box took on environmental test-
ing. Operated at a rate of one rotary
cycle every three seconds continuously
and submitted to salt exposure and
temperatures of -40° Celsius for four
hours every week, the new design fea-
tures were certainly validated.
External validation showed the gen-
eration three bevel box conformed
with ingress protection codes IP66 and
IP67, which is great news for the mili-
tary industry.
Those who don't opt for environmen-
tally tested steering systems may face
problems with water ingression, stiff
steering and general maintenance.
There are plenty of variables to consider
when developing a steering system for
military applications and the testing
process should always be unique.
This article was written by Eric Sonahee,
Design and Development Engineer, Pailton
Engineering (Coventry, UK). For more infor-
mation, visit http://info.hotims.com/
69513-501.

Aerospace & Defense Technology, December 2018 www.aerodefensetech.com 27

 RF & Microwave Technology
Cognitive Radio:
The New Architecture
of Space Communications
N
ASA spacecraft typically rely
on human-controlled radio
systems to communicate with
Earth. As collection of space
data increases, NASA looks to alterna-
tive radio technologies to meet demand
and increase efficiency.
The growth of Software Defined Ra-
dios (SDRs), such as cognitive radio, of-
fers NASA the opportunity to improve
the way space missions develop and op-
erate space transceivers for communica-
tions, networking, and navigation.
Reconfigurable SDRs provide the ca-
pability to change the functionality of
the radio during a mission and optimize
the data capabilities (e.g. video, teleme-
try, voice, etc.). The ability to change
the operating characteristics of a radio
through software once deployed to
space offers the flexibility to adapt to
new science opportunities, recover from
anomalies within the science payload or
communication system, and potentially
reduce development cost and risk
through reuse of common space plat-
The SCaN Testbed components.
28
forms to meet specific mission require-
ments. SDRs can be used on space-based
missions to almost any destination.
According to Janette C. Briones, prin-
cipal investigator in the cognitive com-
munication project at NASA’s Glenn Re-
search Center (Cleveland, OH), “Modern
space communications systems use
complex software to support science and
exploration missions. By applying artifi-
cial intelligence and machine learning,
satellites control these systems seam-
lessly, making real-time decisions with-
out awaiting instruction.”
To understand cognitive radio, it’s eas-
iest to start with ground-based applica-
tions. In the U.S., the Federal Communi-
cations Commission (FCC) allocates
portions of the electromagnetic spec-
trum used for communications to vari-
ous users; for example, the FCC allocates
spectrum to cell service, satellite radio,
Bluetooth, Wi-Fi, etc. Imagine the spec-
trum divided into a limited number of
taps connected to a water main. What
happens when no faucets are left? How
www.aerodefensetech.com Aerospace & Defense Technology, December 2018
could a device access the electromagnetic
spectrum when all the taps are taken?
SDRs such as cognitive radio use arti-
ficial intelligence to employ underuti-
lized portions of the electromagnetic
spectrum without human intervention.
These “white spaces” are currently un-
used, but already licensed segments of
the spectrum. The FCC permits a cogni-
tive radio to use the frequency while
unused by its primary user until the
user becomes active again.
Cognitive radio draws on “water” from
the water main that would otherwise be
wasted. The cognitive radio can use many
faucets, no matter the frequency of that
faucet. When a licensed device stops
using its frequency, cognitive radio draws
from that customer’s faucet until the pri-
mary user needs it again. Cognitive radio
switches from one white space to an-
other, using electromagnetic spigots as
they become available.
“The recent development of cognitive
technologies is a new thrust in the ar-
chitecture of communications sys-
tems,” said Briones. “We envision these
technologies will make our communica-
tions networks more efficient and re-
silient for missions exploring the depths
of space. By integrating artificial intelli-
gence and cognitive radios into our net-
works, we will increase the efficiency,
autonomy, and reliability of space com-
munications systems.”
NASA has developed an architecture
standard for SDRs used in space and
ground-based platforms to provide
commonality among radio develop-
ments to provide enhanced capability
and services while reducing mission
and programmatic risk. The Space
Telecommunications Radio System
(STRS) architecture standard defines
common waveform software interfaces,
methods of instantiation, operation,
and testing among different compliant
hardware and software products. These
 RF & Microwave Technology

common interfaces within the architec-
ture abstract, or remove, the application
software from the underlying hardware
to enable technology insertion inde-
pendently at either the software or
hardware layer.
For NASA, the space environment
presents unique challenges that cogni-
tive radio could mitigate. Space
weather, electromagnetic radiation
emitted by the Sun, and other celestial
bodies fill space with noise that can in-
terrupt certain frequencies.
“Glenn Research Center is experi-
menting in creating cognitive radio ap-
plications capable of identifying and
adapting to space weather,” said Rigo-
berto Roche, a NASA cognitive engine
development lead at Glenn. “They
would transmit outside the range of the
interference or cancel distortions within
the range using machine learning.”
In the future, a NASA cognitive radio
could even learn to shut itself down
temporarily to mitigate radiation dam-
age during severe space weather events.
Adaptive radio software could circum-
vent the harmful effects of space
weather, increasing science and explo-
ration data returns.
A cognitive radio network could also
suggest alternate data paths to the
ground. These processes could prioritize
and route data through multiple paths
simultaneously to avoid interference.
The cognitive radio’s artificial intelli-
gence could also allocate ground station
downlinks just hours in advance, as op-
posed to weeks, leading to more effi-
cient scheduling.
Additionally, cognitive radio may
make communications network opera-
tions more efficient by decreasing the
need for human intervention. An intel-
ligent radio could adapt to new electro-
magnetic landscapes without human
help and predict common operational
settings for different environments, au-
tomating time-consuming processes
previously handled by humans.
Testing Cognitive Radio
The Space Communications and Navi-
gation (SCaN) Testbed aboard the Interna-
tional Space Station (ISS) provides engi-
neers and researchers with tools to test
cognitive radio in the space environment.
“The testbed keeps us honest about
the environment in orbit,” said Dave
Chelmins, project manager for the SCaN
Testbed and cognitive communications
at Glenn. “While it can be simulated on
the ground, there is an element of un-
predictability to space. The testbed pro-
vides this environment — a setting that
requires the resiliency of technology ad-
vancements like cognitive radio.”
Chelmins, Rioche, and Briones are a
few of the many NASA engineers adapt-
ing cognitive radio technologies to space.
As with most terrestrial technologies, cog-
nitive techniques can be more challeng-

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Aerospace & Defense Technology, December 2018 Free Info at http://info.hotims.com/69513-633 29

 RF & Microwave Technology
ing to implement in space due to orbital
mechanics, the electromagnetic environ-
ment, and interactions with legacy in-
struments. In spite of these challenges,
integrating machine learning into exist-
ing space communications infrastructure
will increase the efficiency, autonomy,
and reliability of these systems.
The SCAN Testbed, formerly known as
Communications, Navigation, and Net-
working reConfigurable Testbed (CoN-
NeCT), was launched in 2012 and in-
stalled in the ISS to provide an on-orbit,
adaptable SDR facility with correspond-
ing ground and operational systems.
Mission operators can remotely change
the functionality of radio communica-
tions through software once deployed to
space, offering them flexibility to adapt
to new science opp or tunities and re-
cover from anomalies within the science
payload or communication system.
The SCAN Testbed conducts a variety
of experiments with the goal of further
advancing other technologies, reducing
risks on other space missions, and en-
abling future mission capabilities. It pro-
vides NASA, industry, other government
agencies, and academic partners the op-
portunity to develop and field commu-
nications, navigation, and networking
technologies in the laboratory and space
environment based on reconfigurable
SDR platforms.
The testbed exercises various compo-
nents of the SDRs’ operating environ-
Radiator
Truss
The SCaN Testbed on the International Space Station.
30
ments (OE), waveforms (WF), and per-
formance characteristics. An OE is like
the operating system on a computer
and provides a common infrastructure
for waveforms and applications. A
waveform or application is like a pro-
gram running on the computer. OEs
and WFs have parameters that can be
changed in the course of an experiment
using a standardized method.
Testbed Components
The testbed houses three SDRs in ad-
dition to a variety of antennas and ap-
paratus that can be configured from the
ground or other spacecraft.
The SCaN Testbed consists of three re-
configurable and reprogrammable SDR
transceivers/transponders:
• SDR from Jet Propulsion Laboratory
(JPL) with both S-Band and L-Band
(GPS) capabilities,
• General Dynamics SDR that is S-Band
only, and
• Harris Corporation (HC) SDR that is
Ka-Band.
The testbed points to a series of NASA
Space Network (SN) Tracking and Data
Relay Satellite System (TDRSS) satellites
in geosynchronous orbits and NASA
Near Earth Network (NEN) stations, as
well as experimenter-provided facilities.
The three SDRs will provide S-band
(duplex) microwave radio frequency
links directly with the ground (NEN), S-
band (duplex) microwave RF links with
Solar Array
SCaN Testbed aboard
International Space Station
www.aerodefensetech.com Aerospace & Defense Technology, December 2018
the TDRSS (SN), Ka-Band (duplex) with
TDRSS, and L-Band (receive-only) with
the Global Positioning Satellite System
(GPSS). The operating systems and wave-
forms within these radios are reconfig-
urable and will be changed (modified or
replaced) during on-orbit operations.
Radio Software
Each SDR has an OE that provides a
software infrastructure (including an op-
erating system), command processing,
interaction with hardware, and configu-
ration of the SDR. All three OEs comply
with the STRS standard. SDRs must run
waveforms that implement the capabil-
ity of the radio and generate the RF sig-
nal that will be transmitted. The OE
does not actually generate or receive sig-
nals or perform communication func-
tions — that is done by loadable wave-
forms that use the resources provided by
the hardware platform and OE to com-
municate, network, or keep time (or
anything else the experimenter wishes
to do).
RF Subsystem
The RF subsystem enables the SDRs to
transmit/receive RF signals from the SN
and NEN and receive GPS signals through
one of five antennas (3 fixed, 2 movable).
The RF Subsystem is comprised of:
• Traveling Wave Tube Amplifier (TWTA)
• Three coaxial transfer switches
• Antennas
• Diplexers
• RF isolator
• RF attenuator
• Transmission lines to interconnect
the RF subsystem components with
the SDRs.
The RF subsystem radiates RF signals
intended for the TDRS and the ground
and receives RF signals from the TDRS,
the ground, and the GPS system. The ar-
chitecture of the SCAN Testbed enables
the ability to send RF signals from two
separate SDRs to two antennas simulta-
neously. The RF subsystem interfaces
with the avionics subsystem, the flight
enclosure, the antenna pointing subsys-
tem, and the three SDRs.
Antenna Pointing System (APS)
The APS allows the Ka-Band High Gain
Antenna (HGA) and S-Band Medium
 RF & Microwave Technology

Gain Antenna (MGA) to be moved to lite communication systems. The RF Relay Satellite System to a variety of ap-
track TDRSS (or other experimenter-se- MEMS have the potential to outperform plications, including university satellite
lected targets). The antenna pointing semiconductor technologies at in- programs, small commercial Earth im-
may be done in either open loop or creased speeds and less power. aging programs, and Arctic and Antarc-
closed loop mode. In the former, the an- General Dynamics Decision Systems’ tic science programs.
tennas are pointed according to a pre- Multi-Mode Transceiver brings the ad- For more information, visit www.nasa.
computed track profile. In closed loop vantages of SCaN’s Tracking and Data gov/scan.
mode, the tracking algorithm uses signal
strength information from the Ka-band
radio to point the Ka-band HGA more ac-
curately to the Ka-band source. The ISS is
sufficiently large and flexible that open
Power your
loop pointing of the Ka-band antenna
may have pointing errors, reducing the
maximum data rate that can be carried.
Next Gen.
The gimbaled antennas are locked for
launch and deployed on-orbit.

Avionics Subsystem
The Avionics Subsystem provides A Complete State-of-the-art Range of
general control and data handling, as DC/DC Converters and Front End
well as supporting network routing. Just
like the radios, the software loaded in
the Avionics Subsystem will be changed Hi-Rel COTS Features
for experiments. The radios are
mounted to the Flight Enclosure and Ultra Wide Input
functionally interface with the Avionics 9 - 60 Vdc
and RF Subsystems. 4 W to 200 W

Technology Benefits to Society Single

The ability to track signals from mul- Dual
tiple GNSS receivers enables NASA to Triple outputs
improve both space operations and sci-
ence missions that benefit society as a - 55 °C to 105 °C
whole, ranging from better observation A complete range of
of Earth for more precise weather fore- EMI Filter
casting, sea-level height measurements, Hold-up
Power factor
and climate change monitoring. It also
Transient protection
assists in improving understanding of
Earth’s crustal movements and allows
advanced tsunami warnings.
Some of the technologies developed
as part of the SCaN program include a
Ground-Based Inflatable Antenna from
GATR Technologies that was originally
developed as a solar concentrator for
power generation as a technical require-
ment for SCaN. This technology was li-
censed exclusively and transferred to
GATR Technologies to develop the in-
flatable antenna that was used to sup-
port communication efforts in the Hai-
tian earthquake, Hurricane Katrina, and www.gaia-converter.com
Hurricane Ike.
XCOM Wireless designed lightweight
RF microelectromechanical systems USA & Canada
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Aerospace & Defense Technology, December 2018 Free Info at http://info.hotims.com/69513-634 31


Microstructural and Mechanical Characterization of 2-D
and 3-D SiC/SiNC Ceramic-Matrix Composites
Determining the potential of ceramic-based materials for reducing weight, saving fuel, and improving
performance in aerospace gas turbine engines.
Air Force Research Laboratory, Wright-Patterson Air Force Base, Ohio
T he purpose of this endeavor was to
investigate the effect of 3-D weave
architecture on PIP-processed ceramic-
matrix composites (CMC). Microstruc-
tural studies were performed to docu-
ment the resulting microstructure and
mechanical testing was performed to
determine the high-temperature dura-
bility of the five different variants of
SiC/SiNC CMC investigated.
Ceramic-based material systems have
the potential for significant weight re-
duction, greater fuel savings, and per-
formance improvements in aerospace
gas turbine engine (GTE) applications
over their conventional metallic coun-
terparts due to their higher specific
strength properties and temperature ca-
pabilities. Of current interest to the
United States Air Force (USAF) is the use
of CMC materials such as SiC/SiNC lam-
inates for aerospace turbine engine ex-
haust nozzle applications.
For these types of applications, there
is concern over inadequate interlaminar
shear strength. In an attempt to reduce
delamination problems that sometimes
occur in two-dimensional (2-D) lami-
nates, three-dimensional (3-D) architec-
tures were examined. It is thought that
a 3-D fiber preform should increase
shear strength of the resulting laminate.
Improvements in shear properties
through 3-D architectures will result in
changes to the in-plane strength and
durability properties. Thus, the influ-
ence of the 3-D architecture on me-
chanical properties needed to be thor-
oughly evaluated.
In this effort, two lay-up construc-
tions (i.e., 2-D and 3-D weave) were ex-
amined, along with two different pre-
cursor resin systems. Properties
examined include tensile, creep, fatigue,
and interlaminar shear, all at 1000°C. In
addition to the varying weave construc-
tion and matrix resin systems, two lam-
inate thicknesses (i.e., varying number
32
PIP Process
Resin
Fabric
Filler
Seal Coat Re-infiltration
& Pyrolyze
Simple schematic of the PIP manufacturing process used to manufacture CMC panels used in this study.
of plies) were evaluated. Details of the
materials, procedures, and resulting me-
chanical properties are described in the
following sections.
The overall objective of this research
project was to evaluate the effect of a 3-D
weave on the mechanical behavior and
durability of SiC/SiNC by using the 2-D
CMC as the baseline. The 3-D specimen
would evaluate the standard-matrix pre-
cursor (S200) and one made by a Starfire®.
Applying coatings to the fibers in a 3-D
preform is challenging, so preforms with
thicknesses of 2.03 mm (0.080 inches or
80 mil) and 3.68 mm (0.145 inches or 145
mil) were investigated. In much of the re-
port, the preforms are referred to as either
80 mil or 145 mil preforms. In addition,
these thicknesses are representative of ex-
haust nozzle components.
www.aerodefensetech.com
Tech Briefs
Vacuum Bag
Prepreg Lay-up
Cut fabric matrix
to form
Autoclave Cure
Pyrolysis
OR
Compression
Molding
The following CMCs were manufac-
tured: 1) 2-D material with the S200
matrix pre-curser and 6 plies to produce
a 2.03 mm (80 mil) thickness; 2) 3-D
material with S200 prepreg followed by
infiltration with S200 matrix precursor
and 2.03 mm (80 mil) thickness; 3) 3-D
material with S200 prepreg followed by
infiltration with S200 matrix precursor
and 3.68 mm (145 mil) thickness, 4) 3-
D material with S200 prepreg followed
by infiltration of Starfire matrix precur-
sor and 2.03 mm (80 mil) thickness;
and 5) 3-D material with S200 prepreg
followed by infiltration of Starfire ma-
trix precursor and 3.68 mm (145 mil)
thickness.
The following mechanical behavior
tests were utilized to evaluate the
strength and durability of the five CMC
Aerospace & Defense Technology, December 2018
 Tech Briefs

systems: tensile, creep, fatigue, inter-
laminar tension, and interlaminar
shear. In addition, extensive characteri-
zation was performed. This included op-
tical and scanning electron microscopy
(SEM) of the microstructure, porosity
measurements, and studies of fracture
surfaces of the failed specimens from
the mechanical behavior testing.
This work was done by Larry Zawada of
Universal Technology Corporation, and
Lawrence E. Carson and Craig Przybyla for
the Air Force Research Laboratory. For more
information, download the Technical
Support Package (free white paper) at
www.aerodefensetech.com/tsp under the
Materials category.
AFRL-0267

Evaluation of Peel Ply Surface Preparation of Composite

Surfaces for Secondary Bonding
Reducing process steps associated with hybridized structures could reduce manufacturing costs.
Army Research Laboratory, Aberdeen Proving Ground, Maryland

L ightweight composite structures

offer significant long-term cost-sav-
ing opportunities for the U.S. Army as re-
placements for traditional metal struc-
tures. However, high-strength economical
bonding processes must be developed to
join composites in order for them to be vi-
able replacements. The Army is exploring
approaches, also under evaluation in the
commercial aerospace industry, to reduce
the process steps associated with compos-
ite bonding.
A potential single-step process for
preparing composite surfaces uses re-
movable fabrics known as peel plies,
which are cured to the composite sur-
face during fabrication. Traditionally,
peel plies have not been a reliable
media for creating optimal bonding
surfaces. However, pre-impregnated
versions, known as wet peel plies,
show significantly improved potential,
though at a greater cost compared to
their traditional dry fabric counter-

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 Tech Briefs
parts, in creating excellent composite
bonding surfaces. Still, reducing the pro-
cessing steps would reduce overall cost
and shorten production lead times of
composite systems for the Army in appli-
cations such as composite armor and
structural vehicle components.
Typically, dry peel ply fabrics have been
used as a protective layer for the compos-
ite surface after fabrication. The peel ply is
removed prior to surface preparation
methods for secondary bonding, which
include mechanical abrasion, chemical
treatments, cleaning, and inspection. The
success or failure of a peel ply to create a
bondable surface is defined by its ability
to consistently provide clean and highly
chemically active substrates.
Successful removal of a peel ply re-
quires fracture within the resin matrix
between the peel ply and reinforcement
fibers, and complete removal of the peel
ply fabric without residual fiber transfer.
Undesirable modes of removal include
interfacial fracture between the peel ply
and the matrix, peel ply fracture, and
inter-laminar failure within the com-
posite. Transfer of release agents used to
facilitate their removal has been widely
shown to have significant negative in-
fluence on bond performance. Virtually
all previous studies that focus on the ef-
fects of peel plies on composite bonding
conclude that there is no universally ac-
ceptable peel ply.
Enhanced Contacts for Inverted Metamorphic Multi-Junction
Solar Cells Using Carbon Nanotube Metal Matrix Composites
Replacing traditional electrodes in IMM solar cells with those made from carbon nanotube metal matrix com-
posites could improve reliability.
Air Force Research Laboratory, Kirtland Air Force Base, New Mexico
I n order to address issues related to me-
chanical and vibrational stresses that
are commonly experienced in mount-
ing, launch, and deployment of space-
craft, metal matrix composite (MMC)
electrodes were fabricated with carbon
nanotubes (CNTs) as reinforcement. The
research plans were centered on first de-
veloping and selecting appropriate
processes for fabricating CNT-MMCs
based on characterization of their mate-
34
Warp Direction
Reinforcement
Breather Material Ply Stack
Peel Ply
Vacuum
Connection &
Resin Outlet
Schematic of the layup and bagging sequence for the VARTM process.
Most current commercially available
peel plies are dry fabrics with or with-
out a release coating applied. Typical
yarn types are nylon, polyester, and
fiberglass in various weave styles.
Common release coatings include sili-
cone, polyamide, and polytetrafluo-
roethylene (PTFE). Non-coated fabrics
are typically polyester because it is
highly inert. Several fabric characteris-
tics reported to be critical to successful
release include yarn type, weave style,
and release coating. However, previous
studies show varying conclusions re-
garding the influence of peel ply char-
acteristics on bond performance.
This work examines surface prepara-
tion methods for secondary bonding of
composite substrates using FM ® 94K
(Cytec, Havre de Grace, MD) epoxy film
adhesive. Laminates using the U.S Army
rial properties, followed by optimizing
MMC designs based on electrical testing
under stress. Efforts in the program were
also directed toward implementing the
CNT-MMCs into solar cell device pro-
cessing in a process compatible with
standard clean room procedures.
Layered style MMCs in which CNTs
are embedded between Ag layers were
rigorously characterized in terms of mi-
crostructure, mechanical, and electrical
www.aerodefensetech.com
Vacuum Bag(s)
Distribution Media
Richmond A-8888 Resin Inlet
Tool Plate
legacy composite system consisting of
plain-woven S2 fiberglass (BGF, Greens-
boro, NC) and SC-15 epoxy resin (Ap-
plied Poleramic Inc., Benicia, CA) were
prepared by the Vacuum Assisted Resin
Transfer Molding (VARTM) process. Two
methods were used for tool-side surface
preparation: various commercial off-the-
shelf (COTS) peel plies, and peel ply in
combination with grit blast-prepared
surfaces. Nonprepared virgin surfaces
and grit blast only-prepared surfaces
were also compared.
This work was done by Jared M. Gardner,
James P. Wolbert, Larry R. Holmes, Jr., and
Daphne D. Pappas for the Army Research Lab-
oratory. For more information, download
the Technical Support Package (free white
paper) at www.aerodefensetech.com/tsp
under the Materials category.
ARL-0216
performance under stress. SEM (Scan-
ning Electron Microscopy) analysis of
fractures and the grain structure were
used to understand the effects of CNT
layer thickness on the over-coated Ag,
and to observe CNTs mechanically
bridging gaps in Ag upon fracture. In
the process, an innovative method was
used to fabricate free-standing Ag-single
wall carbon nanotube (SWCNT) MMC
thin films and the resulting films were
Aerospace & Defense Technology, December 2018
 Tech Briefs

characterized to understand their response to applied tensile

stress through traditional tensile testing.
The results were used to understand the appropriate CNT
layer thickness needed to achieve reinforcement and demon-
strated improvements in the mechanical properties (i.e.
toughness, strain-to-failure) as compared to pure Ag elec-
trodes. Improvements in mechanical properties of the MMCs
occurred as the SWCNT layer thickness was increased to 20
nm, exhibiting a 2.5x increase in toughness as compared to
pure Ag electrodes. Higher SWCNT loadings led to degrada-
tion in performance.
SEM analysis and mechanical results suggest that the MMCs
transition from a reinforced structure to discrete layers be-
tween 20 nm and 50 nm SWCNT layer thicknesses. The high-
est performing MMC with 20 nm SWCNT layer corresponds
to ~0.7 vol. % SWCNTs in the composite. The SEM analysis
shows evenly distributed SWCNTs protruding from the frac-
ture edges, which would likely prevent catastrophic failure
under less dramatic stresses. The free- standing film mechani-
cal testing and grain structure analysis provided the impor-
tant first step toward understanding the optimum SWCNT
loading in the MMCs and provides a fundamental basis for
which further studies can expand and develop additional im-
provements for advanced MMC electrodes.
Fabrication processes and electrical testing procedures
were also developed for assessing the electrical performance
of CNT-MMC grid finger structures under stress. The grid
finger structures utilized SWCNTs, multi-walled carbon
nanotube (MWCNTs), or combinations thereof, and the
processing techniques were all compatible with standard
microelectronic engineering processes. The results of elec-
trical testing and SEM analysis of the MMCs under stress
suggest that SWCNT-MMC electrodes give an advantage
over pure Ag electrodes. The SWCNTs are limited in crack-
bridging capabilities, but are able to maintain electrical per-
formance up to ~6 μm gap widths due to SWCNT length.
Incorporation of much longer MWCNTs into the SWCNT-
MMCs results in ~4× to 5× increase in crack-bridging capa-
bilities, which may be useful if it is found that some solar
cell or flexible electronics applications suffer from gaps

SEM images of (a) the interface of the 3 layers in the Ag/SWCNT matrix, and (b)
SWCNTs bridging 3 μm gaps between the silver created by fracturing the substrate.

Aerospace & Defense Technology, December 2018 Free Info at http://info.hotims.com/69513-636 35

 Tech Briefs
larger than 6 μm. Additionally, assess-
ment of an alternative to the large-di-
ameter chemical vapor deposition
(CVD) MWCNTs used in the initial hy-
brid RACK electrical tests resulted in
the selection of MWCNT materials
from Nanocomp Technologies, Inc.,
which had small diameters, low defect
content, and responded positively to
traditional chemical and thermal pu-
rification techniques.
Finally, the CNT MMC fabrication
process developed by RIT (Rochester In-
stitute of Technology) was applied to
Reusable Rapid Prototyped Blunt-Impact Simulator
Using rapid prototyping technology to fabricate reusable projectiles for a nonclassical gun experimen-
tal application.
Army Research Laboratory, Aberdeen Proving Ground, Maryland
R apid prototyping (RP) is the term
most commonly used to describe
additive manufacturing technologies.
An additive manufacturing technology
is any manufacturing process that fabri-
cates a part by adding one layer of ma-
terial at a time, one on top of the other,
to produce detailed 3-D geometries di-
rectly from 3-D computer-aided design
(CAD) models.
The additive manufacturing process
generally uses a computer-controlled
deposition/curing process to create the
individual layers, eventually culminat-
ing in a 3-D reproduction of an input
CAD geometry. Some processes produce
finished, fully cured parts, and others
produce parts that must be cured as an
additional process. This differs from
conventional machining, which can be
thought of as subtractive manufactur-
ing. Conventional machining creates a
part by cutting away material from a
piece of solid stock material. Conven-
tional machining can be combined with
computer-aided manufacturing (CAM)
software to produce highly complex
geometries directly from CAD models.
There are advantages and disadvan-
tages to each process that must be con-
sidered each time a designer wishes to
take his/her design to the manufactur-
ing stage. Even with the advancements
36
commercial space solar cells, with
demonstrations of both MWCNT and
SWCNT MMC electrodes as top con-
tacts. The as-fabricated cells all suffered
from electrical shorting (between top
and bottom cells) that was easily ad-
dressable by gently cleaning the edges
with sandpaper, an issue that would not
arise in standard production as the cells
are not cleaved until after the top met-
allization is complete.
Cells performed relatively well, oper-
ating at ~90% of the Jsc specification
and just below the Voc specification.
DEFEATED BULLET
Head
Helmet
Development of radius of curvature (ROC) for blunt impactor.
in CAM software for conventional ma-
chining, the initial setup process re-
quires a substantial amount of time and
effort by the designer and machinist
every time a part is manufactured.
Generally, RP technologies are rela-
tively easy to set up and operate. There
is less interaction required between the
designer and the person operating the
machine, which is typically the biggest
time saver and error reducer when com-
paring the two manufacturing meth-
ods. For the purpose of this experi-
ment, an RP manufacturing technology
was chosen by the designer based on
these principles.
www.aerodefensetech.com
The SWCNT MMC performed the best,
reaching an efficiency of ~22%, com-
pared to the typical ~29% factory speci-
fication. It is likely that the perform-
ance can be greatly improved by
refining the lithography and other fab-
rication processes.
This work was done by Brian J. Landi and
Nathanael Cox of the Rochester Institute of
Technology for the Air Force Research Labora-
tory. For more information, download the
Technical Support Package (free white
paper) at www.aerodefensetech.com/tsp
under the Materials category. AFRL-0268
Offset
r r
Head
Blunt
Helmet Impactor
The initial parameters of this experi-
ment pointed toward RP technologies as
a viable option. The experiment required
a lightweight and robust material that
could survive several blunt impacts be-
fore being discarded. An SLS technology
was selected and the material chosen was
a glass-filled polyamide material that had
adequate impact resistance and durabil-
ity. This selection was based on the previ-
ous experience of the US Army Research
Laboratory’s (ARL’s) Guidance Technolo-
gies Branch (GTB) in the design and fab-
rication of sabots for nontraditional
shaped projectile geometries used in
smoothbore-gun-launched applications.
Aerospace & Defense Technology, December 2018

SLS technology uses a bed of pow-
dered material that is introduced to a
laser. The laser is controlled by a com-
puter to sinter the particles of pow-
dered material to form the aforemen-
tioned layers of material one on top of
the other until the entire geometry
emerges fully cured.
As part of their behind helmet blunt
trauma (BHBT) research initiative, the
Warfighter Survivability Branch (WSB)
of ARL’s Survivability/Lethality Analysis
Directorate (SLAD) was commissioned
to design and build a projectile that
could be used to record impact data be-
tween itself and a variety of target mate-
rials. The projectile needed to provide
stable, repetitive flight for a set distance
between a compressed air cannon, de-
veloped by SLAD in collaboration with
the Weapons and Materials Research Di-
rectorate’s Flight Sciences Branch, and a
target. Experimental results needed to be
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Aerospace & Defense Technology, December 2018
recorded with high-speed photography
and by data collection onboard the pro-
jectile using a commercial-off-the-shelf
(COTS) onboard recorder (OBR).
As part of the experiment, a specific
frontal geometry was needed that
could produce the correct amount of
force on a desired impact area. The
concept behind selecting the geome-
try was to launch an instrumented
projectile that would simulate the im-
pact caused by the deformed helmet
after defeating a ballistic threat. A
schematic for the design concept of
the blunt-impact simulator is shown
in the illustration.
Varying frontal geometries were de-
veloped to be evaluated during the first
phase of the experiment. Of these
geometries, two specific frontal radii of
curvature (RoCs) were chosen for use in
Phase 2 of the experiment. Phase 2 con-
sisted of taking the selected frontal
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Tech Briefs
geometries and adapting them to a pro-
jectile that contained a COTS OBR and
power supply with an external interface
for data download and power recharg-
ing. Leveraging specific expertise in cre-
ating internal gun-hardened electronics
for a variety of high-g applications,
GTB developed an internal electronics
package containing a COTS OBR that
could be custom fit into the projectile
geometry chosen from Phase 1 with a
few modifications. The final product
was a robust self-contained projectile
that could be reused over multiple fir-
ing events, providing many valuable
impact data points to the customer.
This work has been done by Douglas A.
Petrick for the Army Research Laboratory. For
more information, download the Techni-
cal Support Package (free white paper) at
www.aerodefensetech.com/tsp under the
Manufacturing & Prototyping category.
ARL-0215
(800) 437-8890
eMail: Sales@MagnetUS.com
magnetapplications.com
37
 Application Briefs

Custom Flexible Shafts

S.S. White Technologies
St. Petersburg, FL
727-626-2800
www.sswhite.net

S .S. White Technologies, a company that specializes in the de-

sign and manufacture of flexible shafts and related assem-
blies, is currently offering bespoke flexible shaft solutions for
aerospace applications.
Flexible shafts transmit rotary motion much like a solid shaft,
but can be routed over, under and around obstacles where a solid
shaft cannot be used. Flexible shafts are used in a variety of appli-
cations, including many capacities in aerospace, such as in thrust
reverser actuation systems (TRAS), flap and slat systems, variable
bleed valves, jet afterburner nozzle control systems, cargo door
actuation systems, valve override and many more.
While used in many systems on various aircraft, one signifi-
cant aerospace application is to manually actuate valves if the
automatic system in place were to fail. Any number of valves
may be manually actuated using a flexible shaft assembly, in-
cluding Air Turbine Starter (ATS) and anti-ice valves, as well as
those applications mentioned above. The ability to control the
valves manually in the event of the automated system’s failure
means the aircraft can still be safely “dispatched” on time,
avoiding the time and costs associated with having to find a
substitute aircraft. S.S. White Technologies produced its first flexible shaft in 1874
In addition to the ability of flexible shafts to enable manual for a high-speed dental engine used for drilling teeth. Today, their
overrides of aircraft systems that are usually automated, they are flexible shafts for aerospace applications are used in thrust re-
also the preferred rotary motion technology in aerospace applica- verser, flap, slat actuation systems and manual overdrive systems
tions for a number of other reasons. Flexible shafts: of air and space craft, in the ammunition magazine drive of the
AC-130, in many Airbus & Boeing thrust reverser systems, in the
• Eliminate alignment problems; Hubble Space Telescope, on the international space station (ISS)
• Dampen vibration; and as part of the V-22 Osprey’s rescue hoist system.
• Absorb shock; It should be noted that S.S. White provides flexible shaft as-
• Accommodate relative movements; semblies as part of an overall custom solution. Every application
• Possess a 3:1 weight advantage over other design solutions in which a flexible shaft is used is different, so S.S. White not only
while transmitting greater power loads; manufactures the flexible shafts, but also provides the technical
• Lower overall cost due to fewer parts needed and faster installa- expertise to create solutions to other engineering challenges that
tion time; might arise.
• Provide greater design freedom than other shaft technologies. For Free Info Visit http://info.hotims.com/69513-554

Missile Defense Battle Manager week period with air and missile defense assets located at sites
in New Mexico, Texas and Alabama.
Northrop Grumman Corporation As part of SCOE 4.0, the multi-node distributed test examined
Falls Church, VA IBCS’ scalability, resilience and performance under stressing
703-280-2900 threat conditions. The open-architecture IBCS networked more
www.northropgrumman.com than 20 nodes across White Sands Missile Range, New Mexico;
Fort Bliss, Texas; and Redstone Arsenal, Alabama. Integrated to

T he Northrop Grumman Corporation-developed Integrated

Air and Missile Defense (IAMD) Battle Command System
(IBCS) successfully demonstrated its ability to scale up and net-
work across long distances during a recent U.S. Army-led test.
The evaluation was conducted by U.S. Army soldiers over a five-
operate as a single system, the test involved nine IBCS engage-
ment operations centers and 12 IBCS integrated fire control net-
work relays, along with Sentinel short range air defense radars
and Patriot radars, Patriot Advance Capability Two (PAC-2),
PAC-3 and PAC-3 Missile Segment Enhancement interceptors.

38 www.aerodefensetech.com Aerospace & Defense Technology, December 2018

 Application Briefs

The test required IBCS to virtually form an IAMD task force

to defend four critical assets while tracking ‘red’ and ‘blue’
fighter aircraft, cruise missiles and tactical ballistic missiles.
Multiple two-hour scenarios were run to check IBCS abilities,
including: providing and managing a network to maintain
voice, data and video connectivity; performing friend-or-foe
identification of air objects and forming the single integrated
air picture; and planning, executing and monitoring simulated
threat engagements. The test also included dynamically
adding and removing nodes to confirm IBCS’ ability to self-
configure as a mobile ad hoc network.
The IBCS-enabled enterprise system provides significant
benefits over standalone, proprietary systems that merely ‘talk’
with each other. With IBCS, air and missile defense command-
ers can orchestrate forces over extensive distances using what-
ever means of communications that are available. Today, com-
manders are restricted by the proprietary and limited networks
tied to the individual closed systems. The system has already demonstrated its ability to take out
IBCS continues to validate the advantages of an open-sys- live targets, having conducted a successful intercept on its inau-
tems, net-centric, enterprise approach to air and missile defense gural flight test and a more difficult “engage-on-remote” on its
for getting capabilities to the warfighter that make a pivotal dif- second flight test. During its third flight test, IBCS simultane-
ference on the battlefield. Previous SCOE trials proved IBCS’ ously intercepted two types of threats with two different inter-
value for building a significantly more accurate integrated air ceptor types by providing command-and-control for sensors
picture and its effectiveness for countering electronic attacks. and weapons never designed to work with each other. Two

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Aerospace & Defense Technology, December 2018 Free Info at http://info.hotims.com/69513-638 39

 Application Briefs
more successful flight tests in support of the Indirect Fire Pro-
tection Capability were conducted with Sidewinder and Long-
bow Hellfire missiles. Both missiles were integrated into the sys-
tem within a few short months.
Laser Guided Rocket System
Arnold Defense
St. Louis, MO
636-575-9190
www.arnolddefense.com
A rnold Defense, the St Louis based international manufac-
turer and supplier of 2.75-inch rocket launchers, recently
announced the commencement of initial low-rate production
of their “FLETCHER” land-based, 2.75-inch/70 mm weapon
system. The FLETCHER system can just as easily be mounted
on military vehicles as well as base defense platforms.
Arnold Defense announced in June 2018 that successful test
firing had taken place. The aim of the test-firing was to prove
the concept of FLETCHER when used as a ground-based
Biological Threat Detectors
FLIR Systems, Inc.
Wilsonville, OR
1-800-254-0630
www.flir.com/IBAC2
F LIR Systems, Inc. announced recently that it has re-
ceived a delivery order for FLIR IBAC™ 2 biological
agent detector systems to support the United States (U.S.)
Forces Korea (USFK). The delivery order is under a 10-year
indefinite-delivery/indefinite-quantity (IDIQ) contract in
support of the Joint United States Forces Korea Portal and
Integrated Threat Recognition (JUPITR) program led by the
40 www.aerodefensetech.com
IBCS is the central component of the Army’s future IAMD
construct. The program is managed by the Army Program Exec-
utive Office for Missiles and Space, Redstone Arsenal, Alabama.
For Free Info Visit http://info.hotims.com/69513-553
weapon system and to demonstrate the capability to a range
of interested specialist users from across the globe. The test fir-
ing was considered a success, achieving a 100% target hit rate
at ranges between 2 km and 5 km. Following on from that,
Arnold are currently working on the initial production run of
the FLETCHER launcher system with the first one to be deliv-
ered shortly. However, at this stage they are unable to disclose
how many are being built nor to whom they will be delivered.
The FLETCHER system is supported by a team of global de-
fense industry companies collaborating under Arnold’s leader-
ship to combine their complimentary expertise. The full team
composition has yet to be announced however, at this stage,
Arnold are able to confirm the involvement of Military Systems
Group, Nammo and Supacat. Working together, the team is able
to provide a full-system approach to FLETCHER ranging from de-
sign, validation, testing, manufacture and full system integration
in a variety of ground-to-ground engagement scenarios.
Traditionally, 2.75-inch rocket systems have been used as an
area suppression weapon, ordinarily deployed by aviation assets.
The team has completely altered this concept with the advance-
ment of guided rocket technology to meet the modern demands
of land-based, vehicle mounted and dismounted asymmetric
warfare, for special and conventional forces.
FLETCHER is a unique design that allows for ease of operation,
maintenance and sustainment in support of combat operations.
FLETCHER employs an existing suite of guidance modules, rock-
ets and warheads which are already used in well-known pro-
grams and are readily available to global forces. Working in-con-
cert with world-class designation equipment, FLETCHER is a fully
integrated weapon system that can engage targets at ranges up to
5 kilometers giving land forces capability that previously re-
quired the deployment of air assets.
For Free Info Visit http://info.hotims.com/69513-550
Aerospace & Defense Technology, December 2018

Joint Program Executive Office for Chemical and Biological
Defense (JPEO-CBD). The order is valued at $4 million with de-
liveries beginning in July 2018.
The FLIR IBAC 2 is a real-time air monitor based on UV laser
induced fluorescence (LIF) technology that operates au-
tonomously 24/7 with no consumables and alarms in less than
60 seconds when an airborne bio-threat, such as spore, viral, cel-
lular, and protein toxins, are present. It then collects, preserves,
and transmits data to command and control centers via Ethernet,
RS-232, or optional embedded wireless (900 MHz or 2.4 GHz).
Compression Molding Press
Beckwood Press Company
Fenton, MO
636-343-4100
www.beckwood.com
B eckwood Press Company, a company that specializes in
the design and manufacturing of custom hydraulic
presses, automation systems, and the Triform line of precision
forming equipment, was recently awarded a contract by the
These test conditions don’t get much tougher.
Neither do our microphones.
GRAS acoustic sensors are built tough and durable for
when you’ve got one chance to get it right.
A full line of products ideal for use in the
aerospace industries are available for:
Wind-induced noise analysis
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Aerospace & Defense Technology, December 2018
Application Briefs
The system, which features detection algorithms for indoor
and outdoor use, operates as part of a network configuration in
“first tier” building protection systems, or via battery power to
provide mobile detection capability. Data is stored on an internal
2 GB MicroSD memory card, which is enough to store over a
year's worth of data. Sensitivity is rated at <100 particles/L of air.
There are currently more than 1,500 FLIR IBAC 2 units operat-
ing worldwide, making it the most widely deployed biological
trigger available.
For Free Info Visit http://info.hotims.com/69513-552
United States Army—Natick Soldier Research, Development &
Engineering Center (NSRDEC) to produce a custom 1,000-ton
hydraulic press that will be used to consolidate ballistic com-
posites in a compression molding application.
With a 36" ¥ 36" forming area, programmable Active Leveling
Control (ALC), and quick die change features, the new press
will be flexible enough to support NSRDEC’s Research & Devel-
opment efforts. Beckwood’s proprietary multi-axis ALC system
uses a high-speed motion controller, linear transducers, and
proportional valves to synchronize the press’ actuators and
maintain bed-to-ram parallelism despite off-center loading.
Acoustic Sensors
www.gras.us
P: 800.579.GRAS
E: sales@gras.us
Free Info at http://info.hotims.com/69513-639 41
 Rod Ends and Application Briefs
Spherical
Bearings designed
and manufactured to
Aurora’s exacting
standards for quality
and durability.

Registered and Certified

to ISO_9001 and AS9100.
From economy commercial
to aerospace approved,
we’ve got it all!

Aurora Bearing Company

901 Aucutt Road
Montgomery IL. 60538

complete library of CAD drawings and 3D models available at:

w w w. a u r o r a b e a r i n g . c o m
Free Info at http://info.hotims.com/69513-640

ISOTROPIC
Silver Conductive
Silicone Adhesive
MasterSil 973S-LO
To provide additional forming flexibility, Beckwood will man-
ufacture two sets of platens in addition to the main bed and ram
Features excellent bolsters. The first will offer steam-heating capability, and the sec-
electrical conductivity • Meets NASA low ond will offer electrical-heating capability with temperatures up
outgassing requirements to 600°F. When the heated platens are not in use, Beckwood’s in-
tuitive controls system will regulate the temperature settings
• Highly flexible system within NSRDEC’s existing steam-heated and electrically-heated
• Resists high temperatures tooling. Four water modulation valves and four air purge valves
will also be provided for rapid cooling.
• Cures well in deep Like all Beckwood presses, the structure will be designed to the
and wide sections Infinite Life classification using Finite Element Analysis (FEA)
software. The computer-aided simulation, which mirrors real-
world manufacturing stresses, ensures the press is robust enough
to handle the most taxing applications. Additionally, Beckwood’s
PressLink™ remote support module offers fast, complimentary
troubleshooting and facilitates program updates without the
need for an on-site service visit.
The U.S. Army Natick Soldier Research, Development & Engi-
neering Center (NSRDEC) specializes in warfighter science and
technology development. Composed of a diverse workforce of
scientists, engineers, technologists, and equipment designers, the
NSRDEC is redefining combat by developing new and innovative
Hackensack, NJ 07601 USA • +1.201.343.8983 • main@masterbond.com ways to protect soldiers through advanced research that supports
ever-evolving threats.
www.masterbond.com
For Free Info Visit http://info.hotims.com/69513-551

42 Free Info at http://info.hotims.com/69513-641 Aerospace & Defense Technology, December 2018

New Products
Round TFT LCD Displays
Data Image (Winter Park, FL) has an-
nounced new round TFT LCD color dis-
plays in two sizes: 3" and 4.2" in diameter.
They can be used as digital avionics,
power meters, speedometers, rpm gauges,
temperature indicators, strain gauges,
volt/current meters or a simple clock. The
display can show a single gauge or display multiple parame-
ters. The formats for the displays are 432 × 432 for the 3" and
720 × 720 for the 4.2". Both have a brightness of 1000 nits typ-
ical and wide viewing angles thanks to the IPS glass technol-
ogy used on both versions. Both have wide temperature rat-
ing. They are available with or without capacitive touch
panels for user interface.
For Free Info Visit http://info.hotims.com/69513-510
System-on-Chip Design Suite
Microsemi Corporation (Aliso Viejo,
CA), a wholly owned subsidiary of Mi-
crochip Technology Inc., announced a
new release of the Libero® system-on-
chip (SoC) PolarFire Design Suite, in-
troducing lower static power devices
to the PolarFire field-programmable-gate array (FPGA) family. The
Libero SoC PolarFire Design Suite v2.2 gives designers access to
“L” series PolarFire devices which deliver 30 percent lower static
power over standard PolarFire FPGAs, making them ideal for low
power portable defense and professional grade consumer systems.
With FPGAs, software is as important as the caliber of
FPGAs being utilized for design. The newly enhanced design
suite enables faster design completion with a 15 percent im-
provement in runtime for place and route, together with a
2.5x runtime improvement for programming file generation.
The latest software release further reduces design flow bottle-
necks with new support for pre-design transceiver modeling
For Free Info Visit http://info.hotims.com/69513-511
Hermetically Sealed Capacitors
MH series hermetically sealed capaci-
tors from Electronic Concepts, Inc.
(Eatontown, NJ) are specifically designed
for 400 Hz AC filtering in high reliability
applications. The proprietary dry-film
dielectric system, originally developed for direct mounting on
aircraft generators, offers an extended operational tempera-
ture range to 125°C without voltage derating. The capacitors
are hermetically sealed for superior moisture protection.
ECI’s 125°C metallized dielectric system, combined with
unique proprietary process development, yields superior per-
formance and electrical characteristics to traditional 125°C di-
electric choices like polycarbonate or PPS. The low loss dielec-
tric system also offers higher corona inception voltages than
metallized polycarbonate, and superior self-healing to metal-
lized PPS. 100% of production is dual screened at 125°C burn-
in for peak DC equivalent and 400 Hz AC rating.
For Free Info Visit http://info.hotims.com/69513-518
Aerospace & Defense Technology, December 2018 www.aerodefensetech.com
Tethered Drone Cables
GORE® Tethered Drone Cables from
W.L. Gore & Associates, Inc. (Landen-
berg, PA) combine power and fiber
optic cables with durable, lighter-
weight materials in a hybrid solution.
They have a dielectric that is 20 percent smaller than stan-
dard nylon cables, which means they take up less space inside
the TMS system.
The single-mode fiber optic cable meets ARINC 802-2 re-
quirements and is proven to provide a high level of crush resist-
ance with low insertion loss, ensuring a secure data link from
the drone to the ground support equipment (GSE). In addition,
Gore’s patent-pending fiber braid cable jacket is low friction
and resists abrasion induced during operation or by the TMS.
This low-friction jacket also makes it easier to handle Gore’s
tethered drone cables compared to standard nylon cables.
For Free Info Visit http://info.hotims.com/69513-517
7" Touch Panel Computer
Technologic Systems (Fountain Hills,
AZ) recently unveiled the TS-TPC-7990
Touch Panel Computer (TPC). Built on
the NXP i.MX6 Cortex-A9 ARM CPU and
available in a Solo or Quad Core config-
uration, this touch panel computer can provide end-users with
true, next-generation graphical experience with high-defini-
tion video, 2D, or 3D graphics. The TS-TPC-7990 comes in ei-
ther a resistive or capacitive screen making it an ideal solution
for any application that requires a touch-based human ma-
chine interface (HMI).
For use in the field, the TS-TPC-7990 has a mPCIe slot which
can accommodate a host of options and diverse set of I/O ca-
pacities. An onboard mSATA connection is ideal for applica-
tions requiring access to large reliable data storage. I/O inter-
faces include four RS-232 ports, three RS-485 ports, two USB 2.0
ports and a USB Host Port, a Gigabit Ethernet port, and 10/100
Ethernet port, two CAN bus, one I2C, one SPI and nine GPIO.
For Free Info Visit http://info.hotims.com/69513-512
Modular Rackmount Enclosure
Pixus Technologies (Waterloo, Ontario)
now offers modular subrack/enclosure con-
figurations that facilitate a mix of 6U boards
and 3U boards to be used in the same enclo-
sure. The segmentation also allows the use
of dual 3U segments. The Pixus modular 19"
rackmount enclosures have been used in
various systems to provide a 2nd set of 3U boards to be stacked
above another row of 3U boards. The designs include versions
in OpenVPX, CompactPCI, and custom backplane architec-
tures. Pixus also offers specialized rugged rails for the high in-
sertion forces of 6U OpenVPX. The company has additionally
applied the hybrid 3U/6U approach for horizontal-mount de-
signs. For example, a 1U chassis can facilitate one each of the
two board sizes.
For Free Info Visit http://info.hotims.com/69513-529
43
 New Products

Compact Linear Induction Motor Programmable DC Power Supplies

H2W Technologies (Santa
Clarita, CA) engineers have devel-
oped a compact Linear Induction
Motor (LMAA-04-01) that can generate
10.6 lbs [47 N] at a 15% duty cycle. Operating
at 208 VAC 3-phase 60 Hz, the synchronous velocity
of this LIM is 160 in/sec [4 m/s]. This LIM was designed for
high speed operation; however, it can also be operated at
stall (zero speed) to produce static thrust. This motor is en-
capsulated using high temperature 350°F [176°C] potting
compound which protects the components and seals it
from moisture.
A non-contacting, high-speed, linear motor measuring just
8.7 in. [223 mm] long × 3.0 in. [75 mm] wide × 1.7 in. [43
mm] high, this LIM operates on the same principal as a ro-
tary, squirrel cage, induction motor. They are typically used
in applications that do not require positioning. The 3-phase
coil assembly can be directly connected to the AC line for sin-
gle speed applications or to an adjustable frequency drive for
variable speed control of the motor. The motors are reversible
and can also be dynamically braked.
For Free Info Visit http://info.hotims.com/69513-527
Versatile Power, Inc. (Campbell, CA)
announced that their BENCH XR Se-
ries of 600W programmable DC power
supplies have received Certification as LXI
conformant. LXI is an instrument connectivity
standard that allows engineers to access their instruments re-
motely via a built-in Ethernet interface. Five models of the U.S.A.-
built BENCH XR Series offer output power to 600 Watts.
LXI (LAN eXtensions for Instrumentation) combines the
synchronization and triggering features inherent in VXIbus
and IEEE-1588 devices, with the benefits of Ethernet and
GPIB. LXI test and measurement modules are optimized for
use in design validation and manufacturing test systems with
LAN connectivity enabling modules to be accessed from any-
where in the world.
The BENCH XR Series is a high-density 1U design which
measures just 1.73 in. (44 mm) high × 8.82 in. (224 mm) wide
× 10.30 in. (262 mm) deep and weighs only 5.8 lbs. (2.6 Kg).
The five (5) models of the U.S.A.-built BENCH XR Series offer
output power to 600 Watts, DC output current to 33 amps and
DC output voltage to 400V.
For Free Info Visit http://info.hotims.com/69513-516

Upcoming...

Webinars
Full Up Jet or No Go: The Paradox of
Reliable RF/Microwave Signal Transmission
Thursday, December 6, 2018 at 2:00 pm EST
When it comes to reliable RF/microwave signal transmission, the military aerospace industry has reached a MISSION-CRITICAL
juncture where the specification requirements no longer meet the demands and increase in technology to ensure a system’s
functionality is capable of fulfilling its mission capability.
Join Chris Ericksen and Jim Foreman of Gore as they share deep industry expertise and speak to real-case examples, including
how using the wrong cabling solution has negatively impacted a final outcome through schedule disruption, downtime, and
under-performing systems.
Speakers:
Chris Ericksen Jim Foreman This 60-minute Webinar includes:
Applications Engineer, Product Specialist, • Live Q&A session
RF/Microwave RF/Microwave • Application Demo
Cable Assemblies, Cable Assemblies,
• Access to archived event on demand
GORE GORE

Please visit www.techbriefs.com/webinar593

44 www.aerodefensetech.com Aerospace & Defense Technology, December 2018

 New Products
Vertical Launch Connectors
Pasternack (Irvine, CA) has introduced a new
line of solderless vertical launch connectors
that are designed for high-speed networking,
high-speed computing and telecommunica-
tions applications. Pasternack’s new series of
vertical launch connectors consists of 12 models that provide
VSWR as low as 1.3:1 and maximum operating frequency of up to
50 GHz, depending on the model. These launches boast a reusable
clamp attachment and can be used for microstrip or stripline.
Offered in male and female versions covering 2.4 mm, 2.92
mm and SMA interfaces, all models provide solderless installa-
tion. These removable vertical launches feature a stainless steel
outer conductor, gold-plated beryllium copper center contact
and Polyetherimide (PEI) insulators. They are suitable for high-
speed backplanes, signal integrity measurements, semiconductor
verification boards, multi-channel tests and SERDES applications.
For Free Info Visit http://info.hotims.com/69513-513
Single Board Computers
Abaco Systems (Huntsville, AL) an-
nounced that it has been chosen by one of
the world’s premier shipbuilding compa-
nies to help equip state-of-the-art aircraft carriers. Abaco XCR15
6U rugged CompactPCI® computers will be at the heart of crew
workstations located throughout each ship that will provide ac-
cess to the craft’s electrical, propulsion and nuclear systems.
The XCR15 6U CompactPCI rugged single board computer
utilizes an Intel Core i7 dual/quad processor operating at up to
2.5 GHz, and supports up to 16 GBytes of memory. The proces-
sor also brings Advanced Vector Extensions (AVX) signal pro-
cessing, and intelligent performance on-demand with Intel
Turbo Boost technology. The XCR15 provides support for two
XMC/PMC mezzanine sites as well as Gigabit Ethernet, VGA,
DVI, audio, SATA, serial and GPIO. Both front I/O and rear I/O
are possible. Operating system support includes Linux®, Vx-
Works® and Windows® 7.
For Free Info Visit http://info.hotims.com/69513-515
Nd:YAG Photodiodes
OSI Optoelectronics (OSIO) (Hawthorne,
CA) offers high-response N-on-P YAG pho-
todetectors that are optimized at 1060 nm
for critical military and aerospace sensing
applications. The YAG laser light wave-
length combines with low capacitance, for high-speed operation
and extremely low noise, making it useful for sensing low-light in-
tensities. Features include large active areas, high breakdown volt-
ages, high speeds, and highly-accurate photodetection.
The Nd:YAG optimized detectors are available as single-element
and/or quadrant detectors, called the SPOT Series. The SPOT Series
quad detectors are ideal for aiming and pointing applications. The
N-on-P devices can be used in the photovoltaic mode for low-
speed applications that require low noise. Alternatively, the opti-
mized photodetectors can be utilized in the photoconductive
mode, with an applied reverse bias, for high-speed applications.
For Free Info Visit http://info.hotims.com/69513-521
Aerospace & Defense Technology, December 2018
Free Info at http://info.hotims.com/69513-642
STATEMENT OF OWNERSHIP
U.S. Postal Service Statement of Ownership (Required by 39 U.S.C. 3685) 1. Publication
Title: Aerospace & Defense Technology 2. Publication Number: 181-20 3. Filing Date:
10/18/2018 4. Issue Frequency: Feb, Apr, May, Jun, Aug, Sep, Oct, Dec 5. No. of Issues
Published Annually: 8 6. Annual Subscription Price: $100.00 7. Complete Mailing Address
of Known Office of Publication (Street, City, County, State, and Zip+4) (Not printer): ABP
International (d/b/a Tech Briefs Media Group), an SAE International Company, 261 Fifth
Avenue, Suite 1901, New York, NY 10016 8. Complete Mailing Address of Headquarters or
General Business Office of Publisher (Not printer): SAE International, 400 Commonwealth
Drive, Warrendale, PA 15096-0001 9. Full Names and Complete Mailing Addresses of
Publisher, Editor, and Managing Editor. Publisher (Name and Complete Mailing Address):
Joseph T. Pramberger, 261 Fifth Avenue, Suite 1901, New York, NY 10016; Editor (Name
and Complete Mailing Address): Bruce A. Bennett, 261 Fifth Avenue, Suite 1901, New York,
NY 10016; Managing Editor: None 10. Owner (If the publication is owned by a corporation,
give the name and address of the corporation immediately followed by the names and
addresses of all stockholders owning or holding 1 percent or more of the total amount of
stock. If not owned by a corporation, give the names and addresses of the individual owners.
If owned by a partnership or other unincorporated firm, give its name and address as well
as those of each individual owner. If the publication is published by a nonprofit organiza-
tion, give its name and address). Full Name and Complete Mailing Address: SAE
International, 400 Commonwealth Drive, Warrendale, PA 15096-0001 11. Known
Bondholders, Mortgagees, and Other Security Holders Owning or Holding 1 Percent or
More of Total Amount of Bonds, Mortgages, or Other Securities. Full Name and Complete
Mailing Address: None 12. For Completion of Nonprofit Organizations Authorized to Mail
at Nonprofit Rates. The purpose, function, and nonprofit status of this organization and the
exempt status for federal income tax purposes: Not applicable 13. Publication Name:
Aerospace & Defense Technology 14. Issue Date for Circulation Data Below: December
2018 15. Extent and Nature of Circulation (Average No. Copies Each Issue During
Preceding 12 Months/Actual No. Copies of Single Issue Published Nearest to Filing Date):
a. Total No. Copies (Net Press Run): 38,202/38,987 b. Paid and/or Requested Circulation:
(1) Outside County Paid/Requested Mail Subscriptions (Include Advertisers’ Proof
Copies/Exchange Copies): 34,200/35,136 (2) In-County Paid/Requested Mail
Subscriptions stated on PS Form 3541. 0/0 (3) Sales Through Dealers and Carriers, Street
Vendors, and Counter Sales (Not Mailed): 0/0 (4) Requested Copies Distributed by Other
Mail Classes Through the USPS: 1/5 c. Total Paid and/or Requested Circulation (Sum of
15b(1), 15b(2), and 15b(3): 34,201/35,141 d. Non-requested distribution (By Mail and out-
side the mail) (1) Outside County Non-requested Copies Stated on PS Form 3541:
2,391/2,430 (2) In-County Nonrequested Copies Stated on PS Form 3541: 0/0 (3) Non-
requested Copies Distributed Through the USPS by Other Classes of Mail: 0/0 (4) Non-
requested Copies Distributed Outside the Mail: 832/629 e. Total Non-requested
Distribution (Sum of 15d (1), (2), and (3)): 3,222/3,059 f. Total Distribution (Sum of 15c
and 15e): 37,423/38,200 g. Copies Not Distributed: 779/787 h. TOTAL (Sum of 15f and
15g): 38,202/38,987 i. Percent Paid and/or Requested Circulation (15c ÷ f times 100):
91.4%/90.1% 16. This Statement of Ownership will be printed in the December 2018 issue
of this publication. 17. I certify that all information furnished on this form is true and com-
plete. I understand that anyone who furnishes false or misleading information on this form
or who omits material or information requested on the form may be subject to criminal
sanctions (including fines and imprisonment) and/or civil sanctions (including civil penal-
ties): Joseph T. Pramberger, Publisher.
45
 New Products
X-Band Radar Solid State Power Amplifier
COMTECH PST (Melville, NY) has proudly in-
troduced a new Gallium Nitride (GaN) amplifier
for applications in the X-Band pulsed radar mar-
ket. The AB linear design operates from 9.0 to 9.9 GHz fre-
quency range over any instantaneous bandwidth of 500 MHz.
Development of this product is intended for use in ruggedized
radar applications. The amplifier design features self-protection
for Load VSWR, Duty Factor, Pulse Width, Temperature, as well
as a graceful degradation in case of a RF power module failure.
Additional features include: high output power dynamic range;
RF input & output sample detectors; pulse width and duty fac-
tor protection; thermal and load VSWR protection; remote sta-
tus/control interface (Ethernet); ruggedized for harsh environ-
mental apps; RF modular combining 2 kW-16 kW; and internal
AC power supply. Custom configurations and features are avail-
able as well as specific power levels up to 16kW.
For Free Info Visit http://info.hotims.com/69513-526
COTS Military Inverters
Schaefer Inc. (Hopkinton, MA) recently unveiled
their new MIL-K Series of MIL-COTS Inverters for
military applications. The MIL-K Series is suitable
for use in shelters, vehicles, avionics, radar, naval
and many other open air applications. These
highly efficient (93%) 3-level technology, COTS inverters offer
360 VDC to 750 VDC (600 VDC nominal) input voltage and 208
VAC/120 VAC three phase (30 KW/37.5 KVA) 60 Hz output volt-
ages. Series options include low and high IP rated (IP69), liquid
(up to 65ºC) and air cooled, isolated and non-isolated, AC and
DC inputs, parallel (N+1), hight output power and more.
Specific units are designed to meet the following Mil Standards:
Mil-Std-461 (CE, CS, RE, and RS),Mil-Std-1399-300A/B, Mil-Std-
1332B, Mil-Std-704, Mil-Std-1275, Mil-Std-810, Mil-Std-901, Mil-
Std-167, Mil-Std-202, Mil-Std-740. MIL-K Series also meet CAN
(J1939), UL 60950 and UL 1950 CSA, CE Standards.
For Free Info Visit http://info.hotims.com/69513-522
FPGA Carrier Boards
VadaTech (Henderson, NV) has announced two
new products based on the Xilinx Zynq® Ultra-
Scale+™ MPSoC (MultiProcessor System on Chip).
The AMC581 is an AMC FPGA Carrier with a single
FMC (VITA 57) site and is compliant to AMC.1, AMC.2 and
AMC.4 specifications. The onboard re-configurable FPGA in-
terfaces directly to the AMC FCLKA, TCLKA-D, FMC DP0-9 and
all FMC LA/HA/HB pairs. The FPGA interfaces to a single DDR4
memory channel (64-bit wide) for local data storage. The mod-
ule has onboard 64 GB of Flash, 128 MB of boot flash and an
SD Card as an option.
The VPX581 is a 3U VPX FPGA carrier with the same base archi-
tecture, making it easy for developers to port between these two
embedded computing form factors. The unit includes a dedicated
Health Management processor for use with Chassis Management
solutions supporting VITA 46.11 Tier-2 command set and is com-
patible with a chassis having JTAG Switch Module (JSM).
For Free Info Visit http://info.hotims.com/69513-523
46 www.aerodefensetech.com
Rad-Hard, 16-Bit A/D Converter
Data Device Corporation (DDC) (Bohemia, NY)
has introduced the 7809C, a new latch-up immune ver-
sion and drop-in replacement for the widely deployed
7809A, 16-bit serial output analog-to-digital (A/D) data converter.
The 7809C is single event latch-up immune and features improve-
ments in performance, including lower power dissipation, while
remaining a highly reliable and cost-effective space solution.
The A/D converter utilizes DDC’s patented radiation mitiga-
tion RAD-PAK® technology, which incorporates radiation
shielding in a hermetic ceramic package. This technology
greatly improves TID tolerance. Since inception, more than 20
years ago, our electronic components and single board comput-
ers have experienced zero failures in space! Features include: 100
kHz min sampling rate; ±10V and 0V to 5V input range; +5V
supply operation; utilizes internal or external reference; 16-bit
serial output; low power dissipation: 100 mW max.
For Free Info Visit http://info.hotims.com/69513-525
12-Bay Storage Server
Chassis Plans’ (San Diego, CA) new
M2UDA-20 revision controlled, military-
grade storage server system can be used for
many rugged, computationally-intense military and/or industrial
applications, while using limited rack space. It includes 12 2.5 re-
movable drive bays and supports JBOD and high-performance
RAID storage options. It meets and/or exceeds MIL-STD-810K and
901D for a range of environmental specifications – extreme high
and low temperatures, high altitude, 5% to 95% non-condensing
humidity, vibration, bench handling shocks and EMI compliance.
The new M2UDA server has exceptional strength, is low
weight, and contains Chassis Plan’s proprietary SysCool® ther-
mal management system. SysCool® extends the life of the com-
puting system, reduces power consumption, and lowers overall
system noise levels. Designed for use worldwide, it is compliant
with RoHS, REACH, CE and TAA specifications.
For Free Info Visit http://info.hotims.com/69513-519
Autonomous Vehicle Computing Platform
The Processor Research group at the Electron-
ics and Telecommunications Research Institute
(ETRI) (South Korea) announced the successful
development of Aldebaran5, a processor for self-driving cars. Alde-
baran5 features 9 cores to provide high computing power as well
as safety mechanisms to ensure reliability for automotive applica-
tions while exhibiting industry leading power efficiency (~1 watt)
and a tiny form factor (smaller than the size of a nail head.)
Of the nine cores, four 4 are dynamically programmable to
operate for performance or for reliability. Safety features adher-
ing to international standards ensure reliability with 99% de-
tection coverage of faults and malfunctions and includes re-
covery mechanisms to mitigate potential negative effects.
Furthermore, dedicated custom-designed acceleration circuitry
for image recognition and HEVC (high efficiency video cod-
ing), as well as CAN bus communication hardware and an
image signal processor (ISP) are integrated into the SoC.
For Free Info Visit http://info.hotims.com/69513-514
Aerospace & Defense Technology, December 2018
 New Products

Smart Modem Transceiver Directional Infra-Red Counter

Saelig Company, Inc. (Fairport, NY)
has introduced the Circuit Design SLR-
434M Smart Modem - a compact, easy
to use narrow-band embedded radio
modem operating in the 434 MHz ISM
band. It incorporates LoRa® technol-
ogy to achieve extremely long range for low bit-rate data with
low power. The SLR-434M’s excellent receiving sensitivity al-
lows communication into areas once considered difficult for
RF to penetrate and making it possible to transmit 1800 feet or
more. The SLR-434M is also switchable to accommodate con-
ventional FSK communication.
The SLR-434M can transmit data or operate in simple control
systems using Circuit Design’s dedicated command protocol
from an external CPU or PC via an RS232 or COMport interface.
The SLR-434M can process 8 I/O switching signals. With up to
10mW RF output power from the SMA connector, the SLR-434M
can be used in simplex or duplex mode on 137 channels. It op-
erates from a 3.5 - 5.0V supply, consuming less than 30 mA
when transmitting. Its low power consumption makes battery
operation possible with this sturdy 1.6" × 1.2" × 0.25" module.
For Free Info Visit http://info.hotims.com/69513-528
Measure Device
BIRD Aerosystems (Herzliya, Israel), a
developer of Special Mission Aircraft
Solutions (ASIO) and Airborne Missile
Protection Systems (AMPS), recently
announced the SPREOS Compact Di -
rectional Infra-Red Counter Measure
(DIRCM) solution.
Protected by a sapphire dome, BIRD’s SPREOS combines a
radar-based confirmation sensor and an active laser (DIRCM).
The system can be easily integrated with all types of Missile
Warning Systems (MWS) and upon receiving a pre-alarm from
the MWS, SPREOS slews to the direction of the threat, acti-
vates its multi-band radar functionality, confirms and tracks
the threat while analyzing its unique information (velocity,
distance, position, RCS) to enable the most effective jamming
response. Following the confirmation, SPREOS deploys its
multiband countermeasure laser to jam the threat while con-
stantly performing kill assessment by monitoring of the threat
and real-time assessment whether it has been defeated and
how effective is the protection.
For Free Info Visit http://info.hotims.com/69513-520

EMI FILTERED MODEL & SIMULATE FIBER OPTIC

CIRCULAR
CONNECTORS
API Technologies has a
standard line of circular
connectors for military
and aerospace applica-
tions that are inter-mate-able with MIL-DTL-38999
Series III compact shell connectors. These connec-
tors are highly reliable, durable, and can be fully
customized. They are available in wall mount, jam
nut, or straight plug shell options, as well as nine
different shell sizes. http://eis.apitech.com/
filtered-circular-connectors.aspx
API Technologies
Free Info at http://info.hotims.com/69513-643
DESIGNS, DEVICES,
AND PROCESSES
COMSOL Multiphysics® is an inte-
grated software environment for
creating physics-based models and
simulation applications. Add-on
products expand the simulation platform for electro-
magnetics, structural, acoustics, fluid flow, heat trans-
fer, and chemical applications. Interfacing tools enable
the integration of COMSOL Multiphysics® simulations
with all major technical computing and CAD tools.
Simulation experts rely on COMSOL Compiler™ and
COMSOL Server™ products to deploy applications to
their colleagues and customers worldwide.
https://www.comsol.com/products
COMSOL, Inc.
Free Info at http://info.hotims.com/69513-644
TRANSMISSION
SYSTEMS
Liteway, Inc. offers a full
line of fiber optic transmission systems covering most
standard analog and digital protocols including: RS-
232/422/485, TTL, GPS, PPS, NMEA, IRIG, Audio,
Contact Closures and DC Levels. All units can be used
Stand-alone, DIN rail or Rack Mounted, are avail-
able with all standard optical connectors and are ready
to use immediately. All systems are manufactured in
the USA and custom units are available. Visit
www.Liteway.com or call Liteway, Inc. at 1-516-931-2800.
Liteway, Inc.
Free Info at http://info.hotims.com/69513-645

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Aerospace & Defense Technology, December 2018 www.aerodefensetech.com 47

Publisher . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Joseph T. Pramberger
Editorial Director . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Linda L. Bell
Editor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Bruce A. Bennett
Digital Editorial Manager . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Billy Hurley
Associate Editor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Edward Brown
Managing Editor, Tech Briefs TV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Kendra Smith
Production Manager . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Adam Santiago
Manufacturing Manager . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Kevin Coltrinari
Creative Director . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Lois Erlacher
Graphic Designer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Annette Murphy
Marketing Director . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Debora Rothwell
Digital Marketing Coordinator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Kaitlyn Sommer
Marketing Assistant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Dylan Legarda
Audience Development Director . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Christine Oldenbrook
Audience Development Coordinator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Stacey Nelson
Subscription Changes/Cancellations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ntb@kmpsgroup.com
TECH BRIEFS MEDIA GROUP, AN SAE INTERNATIONAL COMPANY
261 Fifth Avenue, Suite 1901, New York, NY 10016
(212) 490-3999 FAX (646) 829-0800
Chief Executive Officer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Domenic A. Mucchetti
Executive Vice-President . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Luke Schnirring
Technology Director . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Oliver Rockwell
Systems Administrator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Vlad Gladoun
Digital Development Manager . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Peter Bonavita
Digital Production Manager . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Howard Ng
Digital Media Associate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Md Jaliluzzaman
Digital Production Associate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Jerry Aultz
Digital Production Associate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Andrew Greenberg
Digital Production Associate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Symba Wong
Credit/Collection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Felecia Lahey
Accounting/Human Resources Manager . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Sylvia Bonilla
Accounts Receivable Assistant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Nicholas Rivera
Office Manager . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Alfredo Vasquez
ADVERTISING ACCOUNT EXECUTIVES
MA, NH, ME, VT, RI, Eastern Canada . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Ed Marecki
(401) 351-0274
CT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Stan Greenfield
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(203) 938-2418
NJ, PA, DE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .John Murray
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (973) 409-4685
Southeast, TX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Ray Tompkins
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(281) 313-1004
NY, OH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Ryan Beckman
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(973) 409-4687
MI, IN, WI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Chris Kennedy
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(847) 498-4520 ext. 3008
MN, ND, SD, IL, KY, MO, KS, IA, NE, Central Canada . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Bob Casey
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(847) 223-5225
Northwest, N. Calif., Western Canada . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Craig Pitcher
(408) 778-0300
S. Calif., AZ, NM, Rocky Mountain States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Tim Powers
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(424) 247-9207
Europe — Central & Eastern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Sven Anacker
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49-202-27169-11
Joseph Heeg
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49-621-841-5702
Europe — Western . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Chris Shaw
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44-1270-522130
Integrated Media Consultants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Patrick Harvey
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (973) 409-4686
Angelo Danza
(973) 874-0271
Scott Williams
(973) 545-2464
Rick Rosenberg
(973) 545-2565
Todd Holtz
(973) 545-2566
Christian DeLalla
(973) 841-6035
Casey Hanson
(973) 841-6040
Reprints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Jill Kaletha
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(219) 878-6068
48 www.aerodefensetech.com
Ad Index
Advertiser Page Web Link
Accurate Screw Machine ..........................................2..........................................................www.accuratescrew.com
Aerocet® ........................................................................3a........................................................................aerocetmfg.com
API Technologies Corp.......................................................47 ................................................................http://eis.apitech.com/
filtered-circular-connectors.aspx
Arnold Magnetic Technologies ..............................23 ..................................................www.ArnoldMagnetics.com
Aurora Bearing Co.......................................................42........................................................www.aurorabearing.com
Click Bond, Inc. ............................................................9 ..........................................................www.clickbond.com/ad8
COMSOL, Inc...................................................................47, COV IV ......................................................www.comsol.com
Cornell Dubilier ............................................................7 ........................................................................cde.com/flatpack
CST of America, Inc.....................................................COV III ....................................................www.cst.com/defense
Del-Tron Precision, Inc...............................................45......................................................................www.deltron.com
FLIR Commercial Systems........................................13................................................................flir.com/neutrinosx12
G.R.A.S Sound & Vibration ........................................41 ................................................................................www.gras.us
Gaia Converter US Inc. ..............................................31 ........................................................www.gaia-converter.com
Gemstar Manufacturing............................................39 ............................................www.gemstarcases.com/LLRC
Hoffer Flow Controls, Inc. ........................................33................................................................www.hofferflow.com
Infinite Electronics/Milestek....................................15 ..............................................................................MilesTek.com
Ingersoll-Rand Power Tools ....................................1a ............................................................................irtools.com/qx
International Polymer Engineering ......................9a ........................................................www.ipeaerospace.com
Kaman Precision Products ......................................18..................................................................kamanmemory.com
Liteway Inc.....................................................................47 ....................................................................www.Liteway.com
Magnet Applications® ................................................37 ......................................................magnetapplications.com
Master Bond Inc...........................................................42, 47 ....................................................www.masterbond.com
Michigan Economic
Development Corporation........................................5 ..............................michiganbusiness.org/pure-aerospace
Milpower Source..........................................................8 ....................................................................www.milpower.com
Minco ..............................................................................35........................................................................www.minco.com
Mini-Systems, Inc.........................................................29 ..............................................................mini-systemsinc.com
Renishaw Inc.................................................................11 ..................................................www.renishaw.com/additive
S.I. Tech ..........................................................................47 ........................................http://www.sitech-bitdriver.com
SAE Mobilus ..................................................................21 ..........................................................................saemobilus.org
SAE MTech......................................................................13a......................................................................mtechguide.com
Sealevel Systems, Inc.................................................17 ..............................................................................Sealevel.com
Specialty Coating Systems, Inc. ............................24 ......................................................................scscoatings.com
Technologic Systems ................................................9a ......................................................www.embeddedARM.com
TTI Inc. ............................................................................1........................................................................................ttiinc.com
Ulbrich Stainless Steels & Special Metals, Inc...19 ..............................................................................ULBRICH.com
W.L. Gore & Associates ..............................................COV II....................................................gore.com/GORE-FLIGHT
Zeus, Inc. ........................................................................3..................................................................................zeusinc.com
Aerospace & Defense Technology, ISSN 2472-2081, USPS 018-120. Periodicals postage paid at
New York, NY and at additional mailing offices. Copyright © 2018 in U.S. is published in
February, April, May, June, August, September, October, and December (8 issues) by Tech
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December 2018, Volume 3, Number 8
Aerospace & Defense Technology, December 2018
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Contact modeling functionality
for fast and accurate results.

Visualization of von Mises stress distribution and applied loads in a

mixed-mode delamination of a composite material.

Adhesion
dh anddddecohesion
h modeling
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 December 2018

A laser boring spindle

creates high-resolution
micro-structures on the
surface of a combustion
chamber to improve
coating adhesion.
(Photo courtesy
of The Gehring
Group)

Supplement to Aerospace & Defense Technology

 APPLYING AUGMENTED REALITY TECHNOLOGY TO
AEROSPACE MANUFACTURING
N
ew and powerful projection-
based augmented reality (AR)
technology is transforming the
way products — ranging from turbine
engines to pacemakers — are made,
while dramatically streamlining and
error-proofing the manufacturing and
assembly process.
While the application details vary
slightly across industries, the founda-
tional tools and principles of AR tech-
nology have the potential to change the
game for aerospace manufacturing.
Taking a closer look at the emergence
of AR and blended reality technology in
a variety of manufacturing industries,
and examining how new trends and
innovative solutions are already being
utilized, provides some valuable insight
into how AR can be used to bring any-
thing from jet engines to airplane inte-
riors to life in a smarter, safer and more
efficient manner.
IIa
Pressures and Priorities
Aerospace manufacturers are keenly
focused on refining and optimizing
assembly processes. Between the ever-
present drive to manage cost and the
highly complex regulatory environment,
aerospace manufacturers have always
focused on quality and efficiency.
In this ongoing quest for improved
efficiency and consistency, standardiza-
tion has long been an asset. From assem-
bly processes to sequencing, standardiza-
tion helps limit mistakes and affords
opportunities to learn and improve over
time. This is particularly valuable in an
industry such as aerospace manufactur-
ing, where extraordinarily complex parts
and processes are par for the course.
Today, however, aerospace manufac-
turers cannot rely on standardization to
the extent that they once could.
Customization is on the rise, and the
corresponding variation introduces new
www.aerodefensetech.com Aerospace Manufacturing & Machining, December 2018
opportunities for costly errors and ineffi-
ciencies. Every new variable creates addi-
tional opportunities for errors, and new
pain points to address.
That customization challenge is just
one piece of an increasingly complex
puzzle, with punitive consequences for
even minor mistakes. Whether you are
assembling jumbo jets or personal planes,
precision is critically important. Even the
most common manufacturing pitfalls
such as component misalignment; strip-
ped, un-torqued or over-torqued bolts;
bottlenecks; or simple human error can
slow or halt production. Even worse,
these pitfalls create a set of circumstances
where flawed parts or products are not
discovered until they are actually in use.
Delays and manufacturing errors can be
particularly costly in the aerospace indus-
try, where the scale of production, parts
and products make even the smallest mis-
take potentially consequential.
 When a problem with overheating bat-
teries forced aircraft manufacturer
Boeing to halt deliveries of its Boeing 787
Dreamliner aircraft in January 2013, as
well as ground planes that were already in
service, the direct costs associated with the
crisis were estimated at around $600 mil-
lion. That is only part of the story. The lost
opportunity costs are harder to calculate,
but consider the fact that sacrificing even
a handful of aircraft sales to a competitor
could represent losses that run into the
billions. The ultimate cause of the faulty
batteries? The NTSB found that the bat-
tery issues were likely caused by manufac-
turing defects, and cited “unsatisfactory
oversight of the manufacturing process.
Happily, aerospace manufacturers now
have a new category of tools at their dis- A technician works with a Light Guide Systems collaborative robot to correct a problem.
posal — AR technology solutions that
bring together the best elements of points. Digital “birth certificates” and emerging category of AR tech solutions
human flexibility and ingenuity with the detailed process data for each and every should be a priority for all aerospace
kind of technical precision that can dra- part make it possible to quickly identify manufacturing decision-makers.
matically improve cycle times and stan- bottlenecks, and ultimately streamline
dardize assembly sequences. The best AR and error-proof assembly and inspection Augmented and Interactive
solutions can be deployed at scale to not processes. The core of AR technology solutions is
only increase efficiency and facilitate The potential impact is so profound, a series of systems and technologies
error-free productivity, but also to identify, acquiring a basic understanding of the designed to deliver hands-on guidance
diagnose and correct procedural pain principles, practices and potential of this to ensure tasks are completed safely, cor-

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Augmented Reality Technology
rectly and efficiently. The best of these
solutions deliver that guidance in real-
time, using dynamic, interactive and
adaptive functionality that can be modi-
fied to suit a virtually unlimited range of
scenarios, processes and work environ-
ments. The result is a previously unat-
tainable level of standardization, even
for the most complex systems and
sequences, with the potential to save
time, money and even lives.
The advances afforded by AR over
manufacturing’s traditional printed or
monitor-based instruction are analogous
to the differences between standard
paper maps, and the navigation power
and convenience of cutting-edge GPS
apps. Those differences involve more
than just the availability of anytime/any-
where navigation at the push of a button
on your smartphone or mobile device, as
profound as that is. It’s also in how that
extraordinary mapping power is deliv-
ered, with real-time updates and adap-
tive, hands-free functionality. Today’s
GPS apps can adjust on the fly to traffic
accidents or wrong turns, shifting
instruction to the driver through both
visual and audio guidance, optimizing
your route while enabling you to focus
Technicians use the Light Guide Systems augmented reality technology to check parts.
2a
on the essential task at hand, which is
driving the vehicle safely and responsi-
bly. That kind of adaptive, AR-based,
hands-free functionality can have a simi-
larly profound impact in a manufactur-
ing setting, guiding manufacturing pro-
fessionals step-by-step through even the
most complex tasks and processes.
The Digital Canvas
One of the key advances that unlocks
the flexibility and utility of the best AR
technology solutions is the digital operat-
ing “canvas” – a virtual overlay that can
be projected directly onto almost any
work surface. This canvas can provide
aerospace manufacturing professionals
with detailed hands-free guidance and
instruction, complete with visual, audible
or haptic prompts, pacing and direction.
In a field like aerospace manufactur-
ing, where uncompromising precision is
so essential, integrating a projection-
based AR solution with a suite of com-
plementary technology – including
torque tools, machine vision cameras
and collaborative robots – can help users
achieve formerly unattainable levels of
precision and consistency for even the
most complex tasks. For example, the
www.aerodefensetech.com Aerospace Manufacturing & Machining, December 2018
best systems are capable of fully error-
proofing sequenced torque operations.
Using interactive guidance, the operator
receives information on next steps in
real time, expediting the process by
eliminating the need to refer to a sepa-
rate source location for sequence infor-
mation. At the same time, the system
combines several sensors to independ-
ently verify that the correct torque and
angle were achieved while the tool was
in the correct location.
The Error-Free Objective
Aerospace manufacturing errors can
be costly and consequential; reducing or
eliminating avoidable errors is a high
priority. The best AR manufacturing
solutions feature no-faults-forward func-
tionality that makes it impossible to
move forward until the correct steps
have been completed in the correct way.
This design essentially eliminates the
most common sources of human error,
and guarantees that the correct parts,
processes, programs and protocols are
being used at all times.
Quality AR platforms make it possible
to utilize extremely detailed monitoring,
tracking and verification processes. In
such a setup, every step in the manufac-
turing process is monitored and record-
ed, with a digital “birth certificate” creat-
ed for every part and product that comes
into or out of the facility. This granular
level of detail makes it relatively easy to
pinpoint any issues and hone in on pro-
cedural bottlenecks, making stream-
lined optimization not just an abstract
ideal, but an achievable goal.

Customizable Efficiency
One of the most exciting aspects of
this rapidly expanding suite of AR tech-
nology solutions is how easily they can be
adapted for use in a wide range of differ-
ent applications and processes. AR solu-
tions can be readily customized within a
facility or across an enterprise to accom-
modate new parts, processes or pro-
grams. The best AR platforms are fully A Light Guide Systems operator being guided to select the right part from a bin.
programmable, making it possible for
operators on the factory floor to cycle At a time when consistency, flexibility landscape in ways that will confer quali-
through preset sequences or assembly and efficiency are arguably more impor- ty, cost and safety benefits for genera-
processes with the push of a button. That tant than ever, augmented reality tech- tions to come.
efficiency, combined with new tools and nology solutions don’t just offer a com- This article was written by Paul Ryznar,
accessible tracking and monitoring capa- pelling way forward for aerospace manu- President & CEO, OPS Solutions, LLC
bilities, keeps operators focused, boost- facturing–they have the potential to fun- (Wixom, MI). For more information, visit
ing productivity and reducing cycle time. damentally reshape the manufacturing http://info.hotims.com/69513-595.

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Aerospace Manufacturing & Machining, December 2018 Free Info at http://info.hotims.com/69513-651 3a

 Lightweighting Parts Using
3D METAL
PRINTING
M
etal additive manufacturing (3D
printing), also known as Direct
Metal Laser Sintering (DMLS) or
Powder Bed Fusion (PBF), is changing
the way metal parts are designed and pro-
duced. New software, processes and mate-
rials are redefining manufacturing value
equations for specific types of parts,
which can lead to improvements on exist-
ing products, new business models and
new markets.
Metal additive manufacturing enables
the production of high quality, complex
4a
metal parts from 3D CAD data. In the
metal printing process, a high-precision
laser is directed on metal powder parti-
cles to selectively build up horizontal
metal layers one after the other.
While there are several applications
for this technology, we will take a look at
the potential offered by lightweighting
parts, which has started to evolve during
the last few years. The quest for light-
weighting (making parts lighter) is
prompting a whole new way to think
about the manufacturing of metal prod-
www.aerodefensetech.com Aerospace Manufacturing & Machining, December 2018
ucts and is often a result of efforts to
reduce part count on an assembly.
Why Lightweight?
The recent rush to send smaller and
lighter objects into space has caused
aerospace companies and agencies to
sspopov/Shutterstock.com
focus their critical research on finding
new ways to reduce part size, part count
and part weight. Every ounce reduced
from the weight of an air- or spacecraft
equates to a reduction in required fuel.
Additionally, while reducing part size for

Topologically-optimized bracket
delivers an innovative new
approach to metal satellite parts
for lighter weight and improved
part performance.
satellites does
not shrink the physical size of the satel-
lite, it does open more space to add bat-
tery power, thus increasing the amount
of time the satellite can remain in space.
As a result, most of the significant
advancements being seen in the light-
weighting of parts are in the aerospace
industries, but researchers know that
these advancements will ultimately bene-
fit other industries including automo-
tive, energy, transportation and con-
sumer goods.
Software Is Key
Although metal additive manufactur-
ing has been available for about two
decades, not much progress had been
made in the lightweighting of parts until
recent new software products started to
tackle the challenge. Software from
Altair, 3D Systems, Siemens PLM, and
Materialise, among others, are increas-
ingly delivering software tools that enable
features and strategies such as topological
optimization, lattice structures, finite ele-
ment analysis, and zoning strategies.
These tools take engineers to a new level
of ‘design for additive’ that is not reflect-
ed within the standard MCAD systems
and are feeding an increased level of
ingenuity in the drive for lighter parts.
Topological Optimization of Parts
One of the first key areas of part
lightweighting to emerge is in topo-
logical optimization of a part or
assembly. A few years ago, Thales
Alenia Space started research with
3D Systems’ metal experts at its
facility in Leuven, Belgium, to qual-
ify metal additive printing for aero-
space. The first major project was
the design and production of
antenna brackets for geostationary
communications satellites. By con-
Aerospace Manufacturing & Machining, December 2018
solidating the various heavy parts
of the bracket, and working with
software such as Solid Thinking
from Altair, the bracket was
radically redesigned into a sin-
gle part that maintains stiffness-
to-weight ratios, while reducing
weight by 25 percent. Ultimately
part production time was also
reduced by 50 percent using 3D
Systems ProX® DMP 320 printer.
Strut and Lattice Work for
Lighter Weights
Research underway between the
European Space Agency and 3D Systems
has enabled clarity into how strut and lat-
tice work in metal additive parts can be
refined to deliver improved performance
and lighter weights in rocket parts. In a
study on injectors, combustion chambers
and expansion nozzles for bi-propellant
satellite engines, the teams engineered
functional, separated design alternatives
to traditional design methods that
reduced weight, simplified assembly, sped
manufacturing and improved part per-
formance. A great example of this is a
consolidated combustion chamber
design incorporating a thin wall pressure
vessel with a supporting external structur-
al scaffold which could not be produced
using traditional methods.
Where combustion chamber functions
can be separated between operational
and non-operational load cases, crude
strut work can be translated into com-
bined low-density mesh supporting the
thin combustor wall and the weld flange.
As its volumetric density is at 12 percent,
this method potentially yields major
weight reduction and improvement
of structural integrity.
www.aerodefensetech.com
What was crude and weighty strut work can be
redesigned and produced in metal additive
processes to be integrated into the part to
reduce weight.
Moving Away from Solid Metal
Because of the restrictions delivered by
traditional machining and casting meth-
ods, engineers often take for granted that
a metal part – even additively manufac-
tured – will be a solid block of metal. It is
time to think past that restriction and
look at how some metal parts do not need
to be solid to achieve performance
requirements and even improvements.
In a piston head, for example, engi-
neers deviated away from solid blocks of
metal, because it wasn’t needed. By
using 3D Systems’ 3DXpert™ software
to add internal lattice design work into
the void areas, and also partially sinter-
ing the powder trapped inside the void,
the part can have a weight reduction of
30-35 percent while potentially meeting
all requirements for the part.
The same methodology was applied to
an example of a connecting rod where a
3D metal printing enables more advanced design
and engineering to enable integrated, lighter-
weight but high-performance single-part designs of
such things as combustion chambers.
5a
Lightweighting

partial volume replacement with lattice

work reduced the total weight by 30-35
percent.

Part Count Reduction to Reduce

Weight
While part count reduction is a clear
advantage for improved assembly and
reduced part size for metal additive, if
properly designed it can also reduce
part weight. In 2017, Airbus Defence
and Space, in partnership with 3D
Systems, developed the first air-worthy
metal printed Radio Frequency (RF)
filter, tested and validated for use in
commercial telecommunication satel-
lites.
3D metal additive enables researchers and engineers to move away from the assumption that a metal
RF filters are traditionally designed part has to be solid by the strategic placement of external and internal voids filled with structural lat-
using standard elements such as rectan- ticework that would be almost impossible to produce using traditional methods.
gular cavities and waveguide cross-sec-
tions with perpendicular bends, with
shapes and connections dictated by stan-
dard processes such as milling and spark
eroding. Typically, cavities for RF filters
are produced by machining two halves
that are bolted together, increasing
weight, adding assembly steps and extra
quality checks.
Using CST MWS software, a 3D elec-
tromagnetic simulation tool, the 3D
Systems team developed a depressed
super-ellipsoidal cavity to channel RF
currents and reject out-of-band signals.
The design was driven by pure func-
tionality, and not dictated by manufac-
turability and resulted in a single-build
part that was faster to produce, reduced
production costs and reduced weight
Moving away from the common assumption that metal parts have to be solid, as in the case of this
by 50%. internal combustion engine piston, allowed engineers to deliver 35% lighter-weight through internal
latticework and partially sintered metal materials using 3D printing.
The Future of Metal Part
Lightweighting
These are just some examples of new
methodologies to lightweight metal
parts, but we believe that current
research, design and engineering in
Direct Metal Printing has barely
scratched the surface of what is possible.
What more can be done to lighten parts
with hollows and voids? How can materi-
als evolve to meet even more demanding
requirements? How can the software
evolve to match the innovation
required? Although we have seen hints
of what’s to come, we are about to wit-
ness a dramatic rewriting of possibilities
as design and manufacturing innovation
become the new norm.
This article was written by Bryan Newbrite,
Aerospace Applications Leader, 3D Systems
(Rock Hill, SC). For more information, visit Metal 3D printing enabled Airbus Defense and Space to design and build a consolidated RF filter assem-
http://info.hotims.com/69513-597. bly based on a super-ellipsoidal cavity that efficiently channels RF currents.

6a www.aerodefensetech.com Aerospace Manufacturing & Machining, December 2018

 Optimizing Plasma Treatments to
RESOLVE
Challenging Adhesion Issues
T
he process of determining the ideal plasma treat-
ment that will resolve a challenging bonding or
adhesion issue is an exact science, often the domain
of chemists and physicists.
Plasma is a state of matter, like a solid, liquid, or gas.
When enough energy is added to a gas it becomes ionized
Backgroud image: By HansMusa/Shutterstock.com
into a plasma state. The collective properties of ions, elec-
trons and radicals, can be controlled to change the proper-
ties of surfaces without affecting the bulk material. In this
way, plasma is a powerful tool in solving surface preparation
problems such as precision cleaning and decontamination,
increasing surface wettability, and promoting adhesion. In
addition, plasma can also be used to polymerize monomers
onto surfaces through Plasma Enhanced Chemical Vapor
Deposition (PECVD) to provide thin film coatings.
However, with multiple options and chemistries at
their disposal, coming up with the ideal plasma “recipe”
Aerospace Manufacturing & Machining, December 2018 www.aerodefensetech.com
often in-
volves having
a precise under-
standing of the surface
free energy. Unfortunately,
many of the traditional devices used to measure surface
energy are limited in the extent of information provided.
In addition, many fail to measure the polar and disper-
sive components of surfaces that otherwise have the
same surface energy.
This is critically important, says Dr. Michael Barden,
Head of Research & Development at PVA TePla America,
because different types of adhesives will form a superior
bond with a surface that is polar versus dispersive.
Organic adhesives, for example, often bond better to dis-
persive surfaces, whereas two-component epoxies, car-
bonates or ureas work better with a polar surface.
7a
Plasma Treatment Technology
“When all these factors can be more
precisely measured, plasma experts are
able to dial in the best treatment solu-
tions faster, with more consistent results,”
says Barden.
Dyne Tests
Plasma treatments are often utilized to
create a high surface energy to increase
the “wettability” of surfaces and assist the
spreading of chemical adhesives. Surface
energy is defined as the sum of all inter-
molecular forces that are on the surface
of a material, the degree of attraction or
repulsion force a material surface exerts
on another material. When a substrate
has a high surface energy, it tends to
attract. For this reason, adhesives and
other liquids often spread more eas-
ily across the surface. This wettabil-
ity promotes superior adhesion
using chemical adhesives.
On the other hand, sub-
strates that have a low surface
energy – such as silicone or
PTFE – are difficult to adhere
to other materials without
first altering the surface to
increase the free energy.
There are several plasma
methods to increase surface
energy, including physical
and chemical plasmas along
with PECVD coating surfaces.
In addition, plasma can increase
the surface area of bonding by
The KRÜSS system can tell an engineer if the assorted polymers
they want to bond are oleophobic as well as hydrophobic.
8a
nano-roughening a surface. Surfaces that
are highly ordered, or very crystalline,
tend to have very low surface energies.
To disrupt that order, ionized plasma
gas is utilized to bombard the surface.
This creates a surface with a high dis-
persive effect, another way to say high
wettability.
Another method of increasing surface
energy is to create a polarizable group on
the surface by utilizing chemical plasma.
For example, O2 plasma can be used to
create surface hydroxyls, which allow liq-
uids to spread through hydrogen bonding
mechanisms. To measure this surface
energy, dyne tests are often performed to
derive a value in dynes/centimeter. A dyne
is the amount of force required to pro-
duce an acceleration of 1 cm/sec² on a
mass of 1g. The dyne level of a mate-
rial is called its surface energy.
These tests come in many
forms, but include dyne pens
that come with a specific dyne
level listed on them. When
run across a solid surface,
the liquid from the pen will
spread, or wet-out, if the
dyne level is lower than the
material’s surface energy;
if the ink’s dyne level is
equal or higher, it tends
to remain as droplets.
Although economical
and simple to per-
form, dyne
pen and
ink
www.aerodefensetech.com Aerospace Manufacturing & Machining, December 2018
tests provide only an approximation of
the surface energy.
“In about 70 percent of the projects
we work on, dyne testing roughly corre-
lates to the adhesion,” says Barden.
“However, it can only determine if bond-
ing is working within a specific range.”
Barden says customers regularly ask for
dyne tests to determine the surface energy
is, for example, “55 dyne/cm or better.”
However, deriving a quantitative number
can be important if a plasma treatment
works best at, say, precisely 60 dyne/cm.
“By more completely measuring the
surface free energy, we can come up
with a measure of the quantitative
change that occurs before and after plas-
ma treatment,” says Barden. “This allows
the customer to correlate those meas-
urements with their actual bonding
experiments to ensure the best possible
bond is being achieved.”
To do this, designers and manufactur-
ers of plasma systems often turn to the
most advanced drop shape analyzers
from global leaders such as KRÜSS.
Drop Shape Analyzers
Because surface energy of a solid can-
not be directly measured, surface energy
values must be calculated from a set of
liquid/solid contact angles, developed by
bringing various liquids in contact with
the solid. Drop shape analyzers measure
these contact angles visually. A droplet is
deposited by a syringe that is positioned
above the sample surface, and a high-res-
olution camera captures the image from
the profile or side view. The image is then
measured using image analysis
software. Most of these
systems are software-con-
trolled to enable direct
determination of the
precise contact angle and
surface free energy, measured
in millinewton per meter (mN/m).
This value has a direct 1:1 relation-
ship to dyne/cm.
In addition, the KRÜSS equip-
ment can simulate surface treatment
process conditions using precision tem-
perature-control methods and other
accessories. This enables wetting process-
es to be optimized in relation to the over-
all process. For example, contact angle
measurements can be carried out at accu-
rately controlled temperatures between
-30 and +400°C or at exactly set humidity.
According to Barden, one of the most
important benefits of using advanced
drop shape analyzers is the capability to
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In addition to designing and manufacturing plasma systems, PVA TePla also

serves as a contract manufacturer with sophisticated in-house equipment
like this KRÜSS Mobile Surface Analyzer used to process materials and con-
duct a full range of experiments.
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evaluate the polar and dispersive components of surface free
energy. Although water is often used for contact angle meas-
urement, it is not sufficient for determining if the surface is
www.embeddedARM.com
polar or dispersive. Instead, multiple types of known liquids Free Info at http://info.hotims.com/69513-652
must be used, the data fed into complex mathematical equa-
tions, analyzed and then graphed.
This type of approach can also be used to determine if a sur-
face is “oleophobic,” or repels oils. In applications such as fluori-
nated coatings that ideally need to repel water and other organic
materials, drop shape analyzers play a key role. When an engi-
neer wants to bond assorted polymers, they’ll often want to know
if they are oleophobic as well as hydrophobic (repels water), and
the KRÜSS system can tell them that,” explains Barden.
Armed with this type of quantitative and qualitative informa-
tion, plasma experts can then alter surfaces by altering the
plasma treatment applied. Physical plasma like Helium, for
example, would create a dispersive surface that allows liquid to
spread broadly; oxygen plasma along with a hydroxyl or car-
boxyl coating could be used to create a polar surface that
would alter the spreading mechanism.

Leveraging Surface Analysis

PVA TePla makes the use of this advanced technology avail-
able as a service that is supported by their in-house team of
materials scientists and engineers. With this type of system
users can dial-in precise equations that provide the best
options for successful surface treatments.
In addition to designing and manufacturing plasma systems, the
company also serves as a contract manufacturer and therefore has
the in-house equipment to process materials and conduct a full
range of experiments. This provides customers an opportunity to
brainstorm with their technical team and run experiments togeth-
er. According to Barden, these technical customer/supplier meet-
ings often produce the best experimental matrices and ideas.
This article was written by Jeff Elliott, Technical Writer, PVA TePla
America (Corona, CA). For more information, visit http://
info.hotims.com/69513-598.

Aerospace Manufacturing & Machining, December 2018 Free Info at http://info.hotims.com/69513-653 9a

Does Your Coating System
Require Climate Control?
What to Look For and What to Expect
T
here is one aspect of the paint and
coatings finishing business virtual-
ly guaranteed to give the budget
director heart failure: climate control.
There’s no way around it – climate con-
trol systems are expensive.
Before considering a climate control
system, it’s important to assess whether
your applications truly demand quality
finishes of the highest level with guaran-
teed consistency. In most cases this is
true of 24/7 high-volume operations,
such as aerospace and OEM automotive,
tier 1 production environments.
You might need climate control if:
• Failure of the coating is not acceptable.
• Production operations run 24/7 and
you can’t wait for climate conditions to
be right.
10a
• Your coatings are particularly climate-
sensitive and react immediately when
applied in conditions that are too hot,
dry, cold or humid.
Typical problems arising from lack of
climate control in the finishing applica-
tion include:
• Defects from excess humidity, includ-
ing blushing, flow of coating, too slow
flash-off/cure, adhesion problems.
• If air is too dry and hot, solvents flash
too quickly, coating doesn't flow out to
a smooth finish, solvent pops, and
orange peel effect or dry spray can
occur.
Your coatings supplier should be
aware of the impact of these various cli-
mate conditions on their products and
can offer guidance on optimal applica-
www.aerodefensetech.com Aerospace Manufacturing & Machining, December 2018
tion parameters. Also anyone quoting
you a climate control system should be
using this data in assembling their pro-
posed system setup. If you are replacing
an outdated system, the information in
this article can also help guide you on
how to budget for this expense.
In general, if your organization guar-
antees the finish, a flawless finish is criti-
cal, and production schedules are tight,
then climate control is required.
What Affects the Cost of a
Climate Control System?
Climate control system design and
budgeting is one of the least understood
aspects of the finishings industry and
among the most complex. Each applica-
tion requires a customized setup, unique
to your company’s equipment, coatings,
usages, facility, local climate conditions
and variations.
To help you understand how to budg-
et for climate control, there are some
key metrics to keep in mind:
• Temperature: 78°F +/- 5°F (your goal
temperature with acceptable variation)
• Relative humidity (RH): 65% +/- 10%
(your target RH with acceptable varia-
tion)
Air makeup units (AMU’s) for wet
paint applications in spray booths or the
finishing system area are the industry-
preferred solution. Perfectly matching
your coating suppliers’ climate condi-
tions can be a costly addition to your fin-
ishing system or facility, but when prop-
erly designed and installed, climate con-
Aerospace Manufacturing & Machining, December 2018
trol systems allow consistent, top quality
finishes in any climate condition 24/7.
What Codes Require the End
User to Do
Codes require replacement air, for air
exhausted from your booth or facility.
How you do it is up to you. Filtering and
heating/cooling inbound air is the
accepted industry standard.
Leaving an overhead door open to
pull air in is not an option for the high-
est quality finishes.
How Climate Control Works
RH too high - Air is cooled to remove
the moisture, reducing the humidity in
the air going to the spray booth or sys-
tem. The air velocity through the AMU
www.aerodefensetech.com
needs to be reduced so the moisture
(water) drops into the pan and doesn’t
get blown down the duct. This makes the
physical size of the AMU unit larger.
Coils and other components increase as
determined by the specifications, and
units are priced accordingly.
RH too low - This can occur in either
very cold or very hot climates. Very hot
dry climates (for instance, Phoenix at
120°F) are too hot and too dry for some
liquid coatings. Very cold and dry air
(i.e., Minneapolis at -20°F for the fifth
day in a row) flashes off the moisture
from the coating before it can be
applied to the part being painted.
The raw air is pulled into the AMU
through filters, then passes over the
cooling coils. The air may need to be
11a
Climate Control
Dry The Air
Cooling coils
Mechanical?
Air Desiccant Wheel
Intake
Evaporative Cooler
Can Cool and Add PH
Conditioned Air Supply for Finishing Systems, Spray Booths, or Powder Room Enclosures
cooled below the spray temperature
required in the spray booth to remove
the moisture. Then the air is reheated to
bring it back up to the right temperature
for spraying. To do the above, there are
various methods that can add costs if the
customer doesn’t have the source for
cooling/drying the air.
What Is a Typical/Reasonable
Cost?
A common question is: What is a typi-
cal or reasonable cost for a climate con-
trol system? Of course, different organi-
zations may have vastly different defini-
tions of reasonable - and depending on
the application, typical costs vary signifi-
cantly. Some systems may not meet the
specifications above but will be discussed
here for comparison.
As an example, if 20,000 CFM (cubic
feet per minute) is the volume of air
required for a finishing application, here
are the range of actual costs:
1. No heat, filtered air: $0.50 to $1.00
per CFM = $10,000 to $20,000. This
system might be sufficient in places
where the climate is mild and consis-
tent, such as southern California.
2. Heated, filtered air: This is a typical
standard AMU with gas heat (direct
fired burner). 20,000 @ $0.75 to
$2.00 per CFM is $15,000 to $40,000,
depending on the amount of duct-
work, and the particulars of the
installation area, etc.
3. AMU with direct fired burner and an
evaporated cooler. $2.00 to $4.00 per
CFM = $40,000 to $80,000. This is for
hot, dry climates, where it generally does
not dip significantly below 50°F and the
majority of the time is hot and dry.
12a
Heating Method
Direct Fired Gas Burner
or System
Also Suppy Air to
Powder Room Enclosure
Moisture Drain
A psychometric chart can help to
understand the complexities of meas-
urement in this area and better under-
stand terms like RH - Relative Humidity,
temperature uniformity, etc.
Acronyms, Definitions and
Specifications
Definitions
• CFM = Cubic Feet of Air per Minute
• AMU = Air Make Up Unit also known
as MUA, air handler or heater, depend-
ing on the market and industry.
• Other variables include the location of
the unit, equipment required for
installation; indoor vs. outdoor, roof
or stand/ground mounted. Significant
variables include: how close to the
spray booths will this location be – or
how close can the chiller, condenser,
boiler, or humidification units be to
the AMU and booth?
• Heat source = gas, steam/hot water,
electricity, or other.
• Cooling Sources = (for drying air)
mechanical (standard AC compres-
Water piping for evaporative cooler in an AMU.
www.aerodefensetech.com
sor), chilled water, or evaporative cool-
ing (swamp cooler). Desiccant wheel -
dryer are also used to dehumidify air.
• Re-Humidification via gas or electric
vaporizer, adding humidity to air that
is too dry.
Other Costs
Common added costs include:
• The amount of duct needed for sup-
ply or intake.
• Piping for chilled or hot water and/or
coolant gases, including how far the
pipe runs from the unit to the AMU.
• Compressor location in proximity to
location of AMU.
• Weights of equipment vs. capacity of
building roof.
• Power supply to the HVAC equipment
and control wiring. (The footprint of
this equipment can be as much or more
square footage than the spray booths.)
All the above factors must be consid-
ered and all affect the price.
Specifications:
• Temperature: 78°F +/- 5°F (means
73°F to 83°F )
• RH: 65% +/- 10% (means 55% RH to
75% RH)
This phase of the process begins to quick-
ly multiply the cost of the system. There are
ways to lower the below costs if you have
chilled water, hot water or steam with
enough extra capacity for the new system.
• Simple Dehumidification: cooling to
condense water from the air and then
reheat to 70°F/80°F for painting. At
$10 to $20 per CFM, a 20,000 CFM sys-
tem costs $200,000 to $400,000 before
installation.
• Re-humidification: this adds another
$10 to $20 per CFM = another
$200,000 to $400,000. This is different
than #3 (above) where it is hot and
dry and water evaporates quickly and
easily. This system addresses cold and
dry air where water needs to be heat-
ed (boil it/turn to steam) and put it
into the airstream properly. Too much
humidity and it can cause a rain effect
in your booth.
• To summarize, if your system requires
just one of the above processes the
cost is $200,000 to $400,000; If you
need both, it’s $400,000 to $800,000.
• There are exceptions and conditions.
A smaller CFM system can cost dispro-
portionally more because the per CFM
rule is skewed and a large system has
more CFM to spread out the overall
cost per CFM.
Aerospace Manufacturing & Machining, December 2018
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 There are many factors behind the
cost: indirect fired burners, boilers,
chillers, and re-humidification. For boil-
ers and chillers there is piping, tanks,
water treatment, freeze protection,
weight of units to support on a building
roof or stand, weight of water (8.64 lbs/
gal), and drainage systems. All this
equipment has a fairly large foot print
and may need to be located some dis-
tance from the booth it is supplying.
A note regarding freeze protection:
The colder the installation climate the
higher the cost of freeze protection for a
chiller. This keeps the units safe from
bursting pipes and coils, but it takes
away capacity. You may need to upsize
the unit capacity to allow for the proper
amount of heating/cooling for the unit
in question, also affecting the price.
Reducing Costs While Meeting
Specifications
Large cost savings can be achieved by
recirculating the air of the spray booth.
With 20,000 CFM exhaust, recirculate
80% and exhaust 20%. Recirculation
involves various requirements but the
basic formula is for 20,000 CFM, exhaust
4,000 CFM and recirculate 16,000 CFM.
4,000 CFM × $40 per CFM = $160,000
instead of the worst case $800,000,
which is a reduction of $640,000.
There are many variables to discuss
with your supplier. However, recircula-
tion, if allowed, can greatly reduce the
system price.
Controls
Whichever system you choose it will
require controls. This is already factored
into the cost structure given above. The
control system senses the temperature of
the incoming air and the humidity con-
tent. It will then supply more cooling
and/or heat to the system, monitor the
outbound conditioned air going to the
spray booth and make adjustments.
This control system typically controls
and/or monitors the:
• Spray booth air supply
• Spray booth filter condition
• Spray booth exhaust fans and speed
• Cooling, chiller output, or the mech-
anical air conditioning system
• Heating unit, burners or boilers
• Plus, all safety sensors included in the
system if the booth is utilizing a recir-
culation of exhaust air to reduce the
exhaust volume.
14a
Internal view of a control panel showing the programmable logic controller (PLC) and multiple variable
frequency drives (VFDs).
Location, Location, Location
Every location has a climate average tem-
perature and humidity, along with average
maximums and minimums. Relative
humidity also frequently changes through-
out the day, as well as throughout the year,
and by the location of your factory.
Finishing equipment and coatings
application equipment specialists can
help troubleshoot when coating defects
or issues occur. Having a controlled cli-
mate in finishing systems and spray
booths is the surest way to minimize or
eliminate defects.
Filtering paint, using rotary atomizers,
electrostatic spray guns, infrared or con-
vection ovens are all opportunities to
improve the finish. Such equipment can
be dialed into the optimum range for a
Interior view of a helicopter booth
www.aerodefensetech.com Aerospace Manufacturing & Machining, December 2018
Class A finish. However, the wrong climate
can make all those efforts ineffectual.
The Tradeoff/ROI
For some businesses, climate control
may be an option they are considering
after experiencing finishing defects
caused by climate conditions in their
area and coating reactions to those con-
ditions. However, some will find the cost
of this equipment prohibitive. Other
customers must install this equipment
because in their operations there is no
room for error. Those with experience
in automotive production or aerospace
are generally familiar with this cost and
prepared for it.
Considerations In the Final
Decision
Each business must decide what it is
worth to the bottom line of the business:
• How many days/shifts per year can the
business afford not to paint? (Some can
manage only painting at night or during
off-hours, due to climate conditions.)
• What is your cost of rework?
• Some products, if not done right the
first time, are scrap.
• Some aerospace finishing requires
verifiably documenting the conditions
when the parts are processed.
• What is the cost of failure?
Hopefully now you feel armed with
the information you need to make a
sound decision on climate control and
have a better understanding of the costs
involved and the factors affecting those
costs, which all must be assessed and cal-
culated when obtaining a quote.
This article was written by Marty Powell,
Technical Systems Expert, Carlisle Fluid
Technologies (Scottsdale, AZ). For more informa-
tion, visit http://info.hotims.com/69513-596.