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Handbook Covers: © SEPS: Licensed by Curtis Publishing, Indianapolis IN www.curtispublishing.com AFRL Contents 1202 11/20/2002 9:58 AM Page 2 December 2002 • Vol. 3 No. 4 45 FEATURES 13 Winter Olympics 16 AFRL and the Air Force Battlelabs ARTICLES 9 18 Electronics 18 MONOBIT II 26 18 Silicon Carbide Schottky Diodes 20 Photonics 20 Dual-Beam Focused Ion Beam-Scanning Electron Microscope 21 Integrated Photonics 22 Micro-Particle Image Velocimetry 23 Sensors 23 Miniature Magnetic Sensor DEPARTMENTS 6 Commercial Technology Team 9 Transitions 10 In the Know 7 Commercialization Opportunities 46 Available Literature 7 Facility 46 Air Force Small Business Impact 8 Spin-Offs 24 Space 24 Small Satellite Technology 26 PICOSat 0N THE COVER AFRL supported two Air Force competitors with the redesign of their skeleton racing equipment and also demonstrated the WB 4 Body Scanner at the Winter Olympics in Salt Lake City, Utah. Photo courtesy of the Hilltop Times, Hill AFB, Utah. (See page 13.) 27 Aeronautics 27 Drag Reduction from Formation Flight 29 Continuous Moldline Technology 32 Understanding Hypersonic Vehicle Radiation Emission 33 Computers 33 Air Force Materiel Command Knowledge Now 36 Operator Vehicle Interface Laboratory 38 Multi-Resolution Modeling 40 Intelligent Mission Controller Node 42 Medical 42 Excimer Laser Photorefractive Eye Surgery Quality Assessment 44 Spatial Disorientation 2 This publication was prepared under the sponsorship of the Air Force Research Laboratory (AFRL) and published by Associated Business Publications Co., Ltd. (a private firm), which is in no way connected with the United States Government, the Department of Defense, the Department of the Air Force nor any person acting on behalf of the United States Government. Neither the United States Government, the Department of Defense, the Department of the Air Force nor the publisher assumes any liability resulting from the use of the information contained in this document, nor warrants that such use will be free from privately owned rights. The appearance of advertising in this publication, including inserts or supplements, does not constitute endorsement by the United States Government, the Department of Defense or the Department of the Air Force and does not endorse any commercial product, process, or activity identified in this publication. Contents of Technology Horizons are not necessarily the official views of/or endorsed by the United States Government, the Department of Defense or the Department of the Air Force. www.afrlhorizons.com AFRL Technology Horizons, December 2002 H C R A INE G EN #1 F OR O N -T IM E #1 P RO DU C T RY VE LI E D S E NTB Digi-Key Ad 0902.qxd 8/14/02 11:27 AM Page 3 P IL E B R LA FO AI AV RM AN CE OR #1 F IT Y O F PR OD UCT O #1 F R For Free Info Enter No. 6 32 at www.afrlhorizons.com/rs O R VE A L L AFRL Masthead 1202 11/19/2002 4:52 PM Page 4 www.afrlhorizons.com Published by .....................................................................Associated Business Publications Publisher ..............................................................................................Joseph T. Pramberger Editor/Associate Publisher ...................................................................................Linda L. 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For Free Info Enter No. 638 at www.afrlhorizons.com/rs AFRL Tech Team 1202 11/20/2002 9:57 AM Page 6 AFRL Commercial Technology Team AFRL’s research and development efforts produce a robust supply of promising technologies with applications in many industries. A key mechanism in identifying commercial applications for this technology is AFRL’s integrated network between the technology transfer office of the technology directorates and supporting organizations, including the Air Logistics Centers. Call AFRL’s TECH CONNECT office at (800) 203-6451 for additional information. Air Force Program Offices AFRL's Technology Sources If you need further information about new technologies presented in AFRL Technology Horizons ® , contact the transfer office at the technology directorate that sponsored the research. They can provide you with additional information as required. Air Vehicles Directorate Sustainment; TransAtmospheric & Space; Uninhabited Air Vehicles; Computational Science; Control Sciences; MultiDisciplinary Technologies. Keith Powell (937) 904-8161 keith.powell@ wpafb.af.mil Information Directorate Dynamic Planning & Execution; Law Enforcement Technologies; Information Security; Speech Processing Technologies; Digital Imagery Watermarking; Distributed ComputerBased Collaboration; Optical Memory Storage; Computer Network Management; Satellite Communication System Antennas; Information for Transportation Apps; JFACC Battle Management; Air Operations Planning; Force Level Execution System. Frank Hoke (315) 330-3470 [email protected] Propulsion Directorate Airbreathing Engines; Rocket Propulsion; Propellants; Aircraft & Missile Power; Plasma Physics & Combustion Science. Directed Energy Directorate Advanced Optics & Imaging; High-Power Microwave; Lasers; Starfire Optical Range; Technology Assessments. Kristen Schario (937) 255-3428 kristen.schario@ wpafb.af.mil Kate Fry (505) 846-5776 kate.fry@ kirtland.af.mil Space Vehicles Directorate Battlespace Environment; Space Technology Integration & Demonstration; Surveillance & Control. Ponziano Ferraraccio (505) 846-2707 ponzi.ferraraccio@ kirtland.af.mil Sensors Directorate Reconnaissance; Surveillance; Radio Frequency Sensors; Radar; Electronic Warfare; Digital Receivers; Antennas; Target Modeling; Threat Warning; EO Sensors/Imagers; ATR; Photonics; Sensor Fusion; RF Components; Electron Devices. Leila Oliver (937) 255-5285x4122 [email protected] Human Effectiveness Directorate Crew Systems; Warfighter Training; Directed Energy Bioeffects; Deployment, Protection, & Sustainment. Scott Hall (937) 255-4649 x231 [email protected] Munitions Directorate Assessment; Explosives; Weapons Integration; Fuzes; Guidance, Navigation & Control; Seekers; Warheads; Processor/ Algorithms. Materials & Manufacturing Directorate Polymers; Metals; Organic Matrix Composites; Nondestructive Evaluation; Ceramics; Tribology and Coatings; Materials & Processes for Sensors; Laser Hardened Materials; Manufacturing Technology; Systems Support; Deployed Base Systems, Force Protection, and Pollution Prevention Processes; Analysis for Accident Investigation; Nanotechnology; Biomimetics; Computational Materials Science; Metal Matrix Composites. Gregory McGath (937) 255-5669 gregory.mcgath@ wpafb.af.mil Allen Geohagan (850) 882-8591x1280 allen.geohagan@ eglin.af.mil AFRL Headquarters also manages several Air Force-level programs: AF Technology Transfer Office Douglas Blair (937) 656-9176 douglas.blair@ wpafb.af.mil Small Business Innovation Research (SBIR) Program Stephen Guilfoos (937) 656-9021 stephen.guilfoos@ wpafb.af.mil AF Dual Use Science & Technology Program AF Independent Research & Development Program Richard Flake (937) 656-9015 richard.flake@ wpafb.af.mil Giovanni Pagán (937) 255-3474 AFRL.HQ.IRDPM@ wpafb.af.mil Other Focal Points Freedom of Information Act Program Chris Love (937) 255-1688 chris.love@ wpafb.af.mil Public Affairs Anne Gunter (937) 656-9876 anne.gunter@ wpafb.af.mil Technology Information Clearinghouse TECH CONNECT (800) 203-6451 http://www.afrl.af.mil/techconn/index.htm e-mail: [email protected] AFRL’s Air Logistics Center Technology Transfer Partners Tom Skillen Warner-Robins Air Logistics Center (912) 926-6617 [email protected] 6 Tom Gailey Ogden Air Logistics Center (801) 586-3009 [email protected] www.afrlhorizons.com Mark Reed Oklahoma Air Logistics Center (405) 736-7454 [email protected] AFRL Technology Horizons, December 2002 AFRL CommOpp/Facility 1202 11/19/2002 Excimer Laser Photorefractive Eye Surgery Quality Assessment (HE-02-08) Scientists developed a novel scanning confocal slit photon counter system to objectively measure a patient’s postphotorefractive surgery haze. Not only can doctors use the device to objectively track the healing process of the surgery, they can also monitor cataract formation at levels long before it is clinically observable. (See page 42.) Silicon Carbide Schottky Diodes (PR-02-05) Silicon carbide Schottky diodes offer high blocking voltage capability, resulting in a higher Schottky barrier, ten times higher electrical breakdown field strength, and an operating voltage of 600-1200 volts. The result is a highper formance power diode with low switching losses. The diodes are currently available commercially. (See page 18.) 4:54 PM Page 7 Micro-Particle Image Velocimetry (OSR-02-05) Small Satellite Technology (VS-02-02) The Micro-Particle Image Velocimetry provides a revolutionary tool for measuring the fluid motion inside microfluidic devices and the understanding required to optimize their performance. (See page 22.) Researchers are providing small satellite launch opportunities at a reasonable cost and on a regular schedule. (See page 24.) Integrated Photonics (ML-02-07) Integrated photonics offer several advantages over electronics used in radar phased array technology including less weight, low power consumption, small size, low loss, a n d immunity to electromagnetic interference. (See page 21.) Miniature Magnetic Sensor (MN-02-08) Researchers developed a shockhardened miniature magnetic sensor that has high sensitivity and very low power consumption for long-term vehicle detection. (See page 23.) PICOSat (OSR-02-08) PICOSat demonstrated the practicality of using commercial off-the-shelf spacecraft platform technology to provide low-cost, capable microsatellites, a key to cost-effective and rapid launch capability for space systems. (See page 26.) Multi-Resolution Modeling (IF-02-06) A high-level architecture model allows integration of current simulations of different levels of resolution for use in war fighter training and simulationbased acquisition. (See page 38.) Advanced Composites Office By Capt Peter Cseke, Jr., Materials and Manufacturing Directorate FRL’s Advanced Composites Office (ACO), located at Hill A Air Force Base, Utah, provides leading-edge composite materials technology demonstration, design, and engineering as well as composite repair and maintenance support to Air Logistic Centers and aerospace forces worldwide. The ACO accomplishes its diverse mission through the expertise and dedication of both civilian and military engineers and scientists with advanced training and hands-on experience in composite structures design, engineering and repair, composite tooling and manufacturing, material science and engineering, chemical engineering, and composite manufacturing technology. Using its extensive in-house capabilities, the ACO already provides rapid, cost-effective, and mission-critical solutions to several pressing structural replacement and repair challenges. The ACO also supports the Air Force Materiel Command’s aircraft battle damage repair mission and is a leading authority on environment, health, and safety issues concerning hazardous exposures, composite-materials fire science, and composite-aircraft mishap response. The ACO continues to lead the Air Force in advanced composites material technology by organizing the annual Advanced Composites Maintainers’ Conference, where composite weapon systems maintainers from various Department of AFRL Technology Horizons, December 2002 Defense agencies meet to gather, exchange, and develop upto-date technology data and best repair practices, and to identify and solve common issues in the supportability of advanced composite assets. The ACO also offers assistance to many government agencies and industry in the areas of advanced composite material design, fabrication, and repair. ACO engineers prepare master model for composite mold. 7 AFRL Spin-Offs 1202 11/19/2002 4:59 PM Page 8 Agents Technology Goes Commercial he University of Southern California/Information Sciences Institute licensed a software agent technology, developed under Tinnovative the Control of Agent Based Systems (CoABS) program to Fetch Technologies, Inc. in California, a company that provides data integration solutions. Fetch Technologies’ research led to the development of the Fetch Agent Platform, a system for accessing information directly from web solutions. Since web sites present data visually, users need software agents to navigate through sites and extract data in a structured form to pipe into applications. The Defense Advanced Research Projects Agency’s Information Technology Office provided funding, and the Information Directorate’s Dynamic Command and Control Technology Branch technically AgentBuilder managed the CoABS program. The Fetch Agent Platform is a simple, powerful, and efficient way to integrate Internet-available data sources. The platform Agent consists of two components: AgentBuilder (the design-time component) and AgentRunner (the run-time component). Using proprietary artificial intelligence Design time techniques, the Fetch Agent Platform creates a two-way bridge, connecting Production software applications with any web site or Internet-available applications. The platform is a stand-alone licensable software product that users can apply to a variety of information-gathering tasks. Applications include intelligence, wireless devices, Application Web Site Agent sales, information integration, and data aggregation. Fetch Technologies uses artificial intelligence techniques that allow users to build agents by example, ensure AgentRunner that the agents accurately extract data, continually verify agents to avoid failures when sites change, and automatically repair agents in response to web site changes. Current-Carrying Capacity of Yttrium Barium Copper Oxide Increased Composites Affordability Initiative Cost Analysis Tool he Propulsion Directorate’s Superconductivity Group Tbarium developed a new method for flux pinning of the yttrium copper oxide (YBCO)-coated substrate used for high- he Composites Affordability Initiative Cost Analysis Tool Timprove (CAICAT) offers the aerospace industry the opportunity to the decisions made during the preliminary design temperature superconductors (HTS). Researchers can pin magnetic flux inside these conductors to improve current transport properties at higher fields. Researchers created an initial sample with a critical current density more than double that of a normally prepared sample at 70°K and 1-2 Tesla applied field. The slight drop at lower fields is not important since it is the overall current-carrying ability of the conductor that matters in rotating machinery (up to 5 Tesla). Directorate researchers deposited multilayer coatings with very thin alternating layers of an HTS and non-superconducting layers 1-5 nm in width that are not chemically reactive with the HTS compound. This requirement is critical since many compounds diffuse and react with the HTS material during high-temperature processing when the layer thickness is ~1 nm. Directorate researchers demonstrated the multilayer process using pulsed laser deposition for HTS and non-superconducting material. However, researchers could apply this process to other HTS materials using other thin film deposition or 10 coating techniques. This 70˚K new manufacturing method will significantly {211/123} Multilayer increase the current capacity of HTS power generators and magnets, 10 123 Film and can also be used for power transmission 0 0.6 1.2 1.8 cables, transformers, and H (Tesla) motors. phase by enabling them to review 10 times as many options as before. If aerospace engineers need to compress the preliminary design phase, CAICAT allows them to conduct a set number of projections in one-tenth the time compared to traditional methods. The CAICAT’s real success is the fact that industry uses it extensively. Composites Affordability Initiative (CAI) industry team members use CAICAT on a growing list of systems such as the Joint Strike Fighter, F-22 Raptor, F-16, F-18 E/F, and more. The CAI Team, consisting of the Materials and Manufacturing Directorate; the Air Vehicles Directorate; the Office of Naval Research; and prime aerospace contractors, Boeing, Lockheed Martin, and Northrop Grumman, developed and demonstrated a cost analysis tool that allows airframe designers to save money in the design of airframe structural concepts. CAICAT enables increased cost reductions by identifying the most affordable composite airframe structural concepts earlier in the design phase with greater dependability than previously possible. In validations by CAI Team members, nearly 75% of the structures and assemblies evaluated fell within 10% of actual costs, and more than a third were within 2%. J (A/cm2) 7 6 For additional information, contact TECH CONNECT via the web site at http://www.afrl.af.mil/techconn/index.htm or at (800) 203-6451. 8 www.afrlhorizons.com AFRL Technology Horizons, December 2002 AFRL Transitions 1202 11/20/2002 9:59 AM Page 9 Mid-Infrared Periodically Poled Lithium Niobate Infrared Countermeasures Laser ensors Directorate scientists helped develop an Stechnique efficient, compact, low-cost, and broadly tunable for generating mid-infrared (IR) laser radiation called periodically poled lithium niobate (PPLN) technology and successfully transferred it to industry for construction of a compact and rugged mid-IR brassboard laser. Basic directorate research demonstrated a breadboard laser that generated the power and tunability needed for aircraft protection from IR missiles. The approach used PPLN for broadband frequency conversion in the mid-IR spectral region. The directorate then transferred this technology to Northrop Grumman, who assembled a packaged brassboard laser device that successfully performs the countermeasure function. This mid-IR laser source is ready for insertion into fielded IR countermeasure (IRCM) systems and should provide a major advance in IRCM capabilities. Breadboard PPLN Optical Parametric Oscillator 2 ft x 4 ft Brassboard Northrop Grumman Viper® Laser (not to scale) Smart Target Model Generator he Smart Target Model Generator (STMG) allows Ttarget Munitions Directorate engineers to rapidly generate models for weapon effectiveness simulations for conceptual and inventory munitions analysis. The STMG reduces time and increases fidelity of groundfixed target models generated for conventional weapon effectiveness simulations. The directorate’s Lethality and Vulnerability Branch, through a Phase II Small Business Innovation Research program contract with Applied Research Associates, developed three-dimensional (3-D) structural modeling software that rapidly generates realistic 3-D building models of military and industrial targets. The tool also allows users to drag and drop critical components into target models and to evaluate the effects of conventional weapons against critical components inside military targets. This new software tool reduces modeling and weapon assessment time for engineers, simulating the effectiveness of conceptual and inventory weapons against ground-fixed military and industrial targets. Directorate engineers used this 3-D modeling tool to model the Social Hall Building in support of the 2002 Winter Olympics protective security planning efforts by various government agencies. For further information on AFRL support to the 2002 Winter Olympics, see page 13. Air Force and Navy Dedicate New Relay Spacecraft Laboratory he Directed Energy Directorate at Kirtland Air Force Base, New Mexico, and the TOptical Naval Postgraduate School in Monterey, California, recently dedicated the Relay Spacecraft Laboratory at the Naval Postgraduate School, as part of a long-term agreement to coordinate research and accelerate the development of relay mirror technologies (mainly spacecraft-specific). The new laboratory will receive approximately $3.5 million in Air Force funding over the next five years. The lab will use the money to develop and demonstrate technologies for future defense imaging and laser communications satellites. At the heart of the joint laboratory is experimental test equipment developed by Naval Postgraduate School Professor Brij Agrawal, his staff, and graduate students. Laboratory scientists will use the equipment to extend pioneering research by an Air Force and Navy team that established practical methods of satellite design, incorporating bifocal relay mirrors to transfer directed energy from lasers on the ground, in the air, or in space. AFRL Technology Horizons, December 2002 www.afrlhorizons.com 9 AFRL In the Know Reinhardt 1202 11/20/2002 10:36 AM Page 10 Dr. Kitt Reinhardt discusses his research with multijunction space solar cells Dr. Kitt Reinhardt Space Vehicles Directorate, Advanced Space Power Generation Group Q: What technology used today by the warfighter stems from your research at the Space Vehicles Directorate? A: My research led to a new generation of high-efficiency multijunction (MJ) space solar cells that optimally convert sunlight into electricity needed to power Air Force and Department of Defense (DoD) spacecraft. Today’s warfighter capability relies on increasingly higher levels of affordable, lightweight electrical power necessary for increasingly complex space missions. Recent breakthroughs in MJ solar cells enable significantly greater warfighter spacecraft payload power and mass budgets. AFRL’s development of the most advanced and mission-enabling space solar cells in the world has been very successful. Q: What are MJ solar cells and when did you first begin this work? A: An MJ solar cell consists of a stack of three or four layers of light-sensitive semiconductor material, successively grown atop one another, that optimally converts the sun’s light energy into electricity. Each layer in the stack absorbs 10 Directorate (VS) in 1996. There he led spacecraft power management and distribution, along with solar cell efforts, becoming Chief of the Advanced Space Power Generation Group in 1998. Presently, he is leading a concerted VS effort to establish space technology partnerships with the National Aeronautics and Space Administration’s (NASA) Goddard Space Flight Center in the areas of radiation-hardened electronics, detectors, optics, power, and spacecraft systems engineering. a different portion of the solar spectrum, which is determined by its electronic bandgap (see Figure 1). Generally, the top layer absorbs the ultraviolet light, the middle layer absorbs the visible, and the bottom layer(s) absorbs the infrared. The trick to maximizing MJ solar cell conversion efficiency is finding the optimum combination of semiconductor layers that have the right bandgaps and can be grown atop each other. Conversion efficiency means the ratio of electrical power produced at the solar cell terminals divided by the solar power striking the cell, which in near-earth 2 space is approximately 1350 W/m . In 1990, I began work on AFRLdeveloped space solar cells, contributing to the 18% efficient AFRL Manufacturing Technology (ManTech) program and statement of work for the first AFRL twojunction gallium arsenide/germanium (GaAs/Ge) 21-23%-efficient solar cell program while at PR. PR was responsible for space solar cell development at the time, actually since the late 1950s until its transfer to VS in 1991. I worked on them on and off since that time, helping shepherd an increase in commercially available space solar cell efficiency from 18% in 1990 to about 28% today. The 28%-efficient solar cell is a three-junction gallium indium phosphide (GaInP) on GaAs on Ge design. In the early 1990s, my doctorate work included the first electrical current conduction mechanism and space radiation effects studies of the GaInP top junction of the three-junction cell design. My most significant contribution to the MJ solar cell work derives from the design and patent of a four-junction cell design having a theoretical efficiency of around 40%, which transformed the whole MJ space solar cell industry. Q: What led to your solar cell patent? A: Just prior to the four-junction solar cell design, we were close to completing development of a commercially available 24.5%-efficient solar cell with www.afrlhorizons.com Spectrolab, Inc. and Tecstar, Inc. via an 1 AFRL ManTech program. During this program, VS provided the technical oversight, while the Materials and Manufacturing Directorate’s ManTech Office managed the program and provided the funding. The program was 1 0.8 Intensity (arb. units) Dr. Reinhardt joined AFRL in 1988, first working on microwave device development with the Sensors Directorate and then space solar cells in 1990 with the Propulsion Directorate (PR). Upon receiving his doctorate at the Air Force Institute of Technology in engineering physics in 1994, he continued working with PR on wide-bandgap semiconductor power devices, as well as aircraft and unmanned air vehicles power system studies, until joining the Space Vehicles 0.6 Solar Spectrum (1350 W/m2) 0.4 0.2 Cell #1 #2 #3 #4 0 0.25 0.65 0.87 1.25 1.75 Wavelength ( m) GaInP GaAs GaInAsN Ge Figure 1. 35%-efficient four-junction solar cell design completely successful, and we anticipated that many future DoD and commercial spacecraft missions would benefit from the cells. However, it was time to identify the next-generation, even higher efficiency, solar cell design. While surveying research in other device applications, I learned of the quaternary semiconductor material gallium indium arsenide nitride (GaInAsN) used in laser diode applications and contacted Dr. Hong Hou, who was leading the GaInAsN laser diode program at Sandia National Laboratory in New Mexico. Using Dr. Hou’s GaInAsN materials data and our in-house modeling capability, we realized the GaInAsN had a near ideal semiconductor bandgap and material lattice constant for an optimal four-junction solar cell design. The AFRL Technology Horizons, December 2002 AFRL In the Know Reinhardt 1202 11/20/2002 modeling revealed a four-junction solar cell theoretical efficiency of around 40%, but we questioned whether we could actually fabricate a practical device. Dr. Hou grew several GaInAsN p/n junction wafers using Metal Organic Chemical Vapor Deposition (MOCVD), which I processed into test diodes and solar cells. I measured the electrical dark currents for the single-junction devices (solar cell dark current controls the cell photovoltage), and the data looked promising. The photocurrents, although fairly low, were reasonable during our first attempt; however, through repeated experiments, the p h o t o c u r r e n t s i n c r e a s e d s l i g h t l y. Dr. Hou and I then filed for a patent and reported the findings to the scientific and development community so work could commence. Eventually, Dr. Hou and I were granted a patent for the four-junction design, and Sandia and AFRL eventually sold non-exclusive intellectual property rights to industry for $300,000. The majority of this funding was actually directed back into the MJ solar cell effort. 4:29 PM Page 11 the Ge, GaAs, and GaInP layers of the four-junction cell design, we developed clever design improvements that enabled a commercial three-junction cell efficiency boost to 27.5-28%, with a prototype large-area cell efficiency of 30.5%. This represents an unprecedented efficiency improvement of 1% per year. Further progress on the three-junction cell continues today under the DUS&T program. I realistically expect a large area, 30%-efficient, commercially available, three-junction space solar cell in two to three years. Q: What practical applications does your work have for industry and government agencies? A: The impact of the MJ solar cell technology on current and future DoD, NASA, and commercial spacecraft missions is tremendous. The 25-27%efficient MJ solar cells have become the industry standard for most US communication satellites as well as for most government and all future Air Force satellites (see Figure 2). The impetus for their implementation is Q: What other benefits stem from your work? A: My work on the four-junction solar cell sparked two important events. First was the start-up of a third MJ space solar cell vendor, Emcore Photovoltaics. Soon after Dr. Hou and I conducted the initial GaInAsN experiments leading to the fourjunction cell design, Dr. Hou left Sandia National Laboratory to start Emcore Photovoltaics. At the time, Emcore, Inc., the parent company, was the largest Periodic Table III-V semiconductor wafer grower and best MOCVD machine manufacturer in the world. An Emcore, Inc. market analysis indicated room for an additional MJ space solar cell supplier, and they jumped at it with Dr. Hou at the helm. Dr. Hou and Emcore began producing commercially available 26%efficient MJ solar cells within a year and less expensively than the other two vendors, Spectrolab and Tecstar. In fact, Emcore developed such an efficient manufacturing process that within two years, they had pushed the market price for 26%-efficient solar cell panels from $500/W to $250/W, a savings of $5M per 20 kW of solar panel. The second important event was the initiation of a new AFRL Dual Use Science and Technology (DUS&T) program, developing more efficient commercially available three-junction solar cells. In the course of optimizing AFRL Technology Horizons, December 2002 For Free Info Enter No. 635 at www.afrlhorizons.com/rs 11 AFRL In the Know Reinhardt 1202 11/20/2002 Figure 2. 7.5 kW solar array utilizing 26.5%-efficient solar cells significantly greater available payload power and the reduction of both spacecraft bus mass and total mission cost. Just five or six years ago, the industry state-of-the-practice space solar cells were 12-15%-efficient silicon and 18%-efficient single-junction GaAs solar cells. The 21-23% cells we developed in the mid-1990s were a significant improvement in the technology, but with the completion of the AFRL ManTech program in 1999, we were producing commercially available 24.5%-efficient three-junction cells. We achieved a whopping 35% increase in available power for the same solar panel area over the 18% design, while reducing the cost per watt by 15-20%. The spacecraft designers took notice, and many missions have counted on 10:06 AM Page 12 them since. These solar cells became a direct replacement for existing cells so that the same substrate panels and deployment mechanisms could be used, while the mass-per-unit area remained constant. Today, the Boeing Satellite Company exclusively uses threejunction solar cell technology for all its missions, and Lockheed Martin and Loral use this technology for their highpowered missions. Also, the MJ solar cells provide a solution for future very large spacecraft that require maximum power, but whose solar array size is constrained by the size of a particular launch vehicle fairing or launch mass. US government space programs were the early beneficiaries of this technology, since more capable spacecraft could be built around existing buses and launched on existing boosters. For example, direct solar cell replacement is currently under way on the Global Positioning System (GPS) IIF spacecraft to enable greater L-band transmitter capability, using 26.5%efficient cells to retrofit the previous GPS block arrays that use 12.8% silicon solar cells. This refit enables a 45% increase in available power to the payload, while at the same time reducing solar array mass by 30% via the use of four solar panels over the previous six. Over the next five The Complete Thermal Modeling System SINDA/G is an advanced thermal analysis system that uses a lumped mass, resistance-capacitance network approach coupled with fast finite difference numerical methods. Over the past two decades, SINDA/G has solved the most difficult thermal problems in the aerospace, automotive and electronic industries. Powerful Able to model systems involving radiation and complex convection. Flexible Interfaces with all popular CAD and FEA systems. Easy to Use Graphical Interface Now you can easily and accurately model: ■ ■ ■ ■ ■ 12 Spacecrafts Aircrafts Rockets Avionics Engines ■ ■ ■ ■ ■ Actuators PC Boards Semiconductors Automotive Electronic Motors Call for Free Demo Network Analysis, Inc. 480-756-0512 Fax: 480-820-1991 [email protected] Visit our website at www.sinda.com For Free Info Enter No. 636 at www.afrlhorizons.com/rs years, we expect at least a dozen military spacecraft will be launched that utilize 2528% multijunction solar cells. Because this research enables many future missions, the Air Force designated the MJ solar cell technology as an Advanced Technology Demonstrator program. Q: Finally, tell us about the progress on the 35-40%-efficient solar cell. A: Progress is a bit slower than with the three-junction 30% design. The introduction of the GaInAsN layer into the three-junction design stack is a challenge. In the mid-1990s, it took a concerted effort with the top MOCVD and material scientists in the country to solve the issue with the 21-23% cells. The four-junction GaInP/GaAs/GaInAsN/Ge cell design differs from the threejunction GaInP/GaAs/Ge design only by the insertion of the GaInAsN layer, with some subtle design changes. The electronic quality of the GaInAsN material is a challenge; however, the fundamental challenge is the growth of a low-defect density GaInAsN layer, which is confounded by the lack of a high-purity gas source for the nitrogen within the industry. While the photovoltage of the GaInAsN layer is quite good, a low photocurrent persists due to the high defect densities. The nitrogen gas source needs major improvement. The material gas source purity issue is the fundamental limiting factor for nearly every major new semiconductor material used today. Consequently, major efforts are under way within the industry to purify the nitrogen. Also, while new nitrogen gas sources continue to be evaluated, we are studying several new solar cell device structures that may circumvent the nitrogen purity issue. Importantly, we are also investigating several new fourth-junction material system candidates that may hold as much promise as the GaInAsN. Today, AFRL can be proud of the outstanding progress made in the last decade, fostering the development of commercially available MJ solar cells from 18% efficiency in the early 1990s to 28% efficiency today. Dr. John Brownlee of the Air Force Research Laborator y’s Space Vehicles Directorate wrote this article. For more information contact TECH CONNECT at (800) 203-6451 or place a request at http://www.afrl.af.mil/techconn/index.htm. Reference document VS-02-03. Reference 1 Drerup, R., Price, M., and Reinhardt, K. “ManTech for Multi-Junction Solar Cells.” AFRL Technology Horizons®, vol 2, no 3 (Sep 01), 27-29. AFRL Technology Horizons, December 2002 AFRL Winter Olympics Feat 1202 11/20/2002 10:09 AM Page 13 Winter Olympics AFRL demonstrates new technologies during the Winter Olympics. A s the world watched the 2002 specification. The ACO team showed Researchers in the Air Vehicles Winter Olympics in Salt Lake up at the track one day with pods, and Directorate tested the sleds using City, Utah, AFRL was busy with since that day, we haven’t had a concern computational fluid dynamics in order its own notable work behind the scenes. over our sleds passing inspection,” to gain insight into the flow conditions Armed with the home-field advantage, Canfield said. around the two sleds and to compare and AFRL supported two Air Force “The redesign project was directly evaluate the aerodynamic performance. competitors with the redesign of their beneficial to the ACO as a learning The analyses were necessary to predict skeleton racing equipment, demonexercise,” Coulter explained. “We had the down-force and drag generated by strating the importance of AFRL several new engineers who had received the sleds in their nominal (no driver, technology and how some of that training on new software and zero angle of movement) configuration. technology benefits the general public. manufacturing methods, but had not Researchers constructed computer Skeleton, the oldest known downhill had the opportunity to practice their models, imported them into the grid sled racing sport in the world, was new skills. This was an ideal generation software packages, and ran included in the events at the games. opportunity to put into action the several thousand simulation iterations Major Brady Canfield, Hill Air Force techniques required to create solid until they achieved a solution. The test Base (AFB), Utah, competed for a spot models, design tooling, and will serve as a basis for sled design and on the United States (US) Skeleton manufacture a composite part.” manufacturing for future Olympians. Team. In a sport where the athlete lies The ACO used a hand-built model of According to Coulter, the skeleton face down on top of the sled component was an ideal choice, sled in a head-first position, since Canfield and Senior Airman without steering, braking, (SRA) Trevor Christie (see Figure 2) or propulsion capability, were both competitors and could Canfield needed a topreadily apply and test the results of the notch sled for the trials. redesign effort. “The gravy is that the “The skeleton track is pods are lightweight and fast. They also about one mile of ice. give us a very unique and proud military Unlike skiing, we don’t look,” Canfield added. He placed have slopes, and snow slows fourth at the trials, just missing a spot us down considerably,” on the three-man US team. Canfield said. The three AFRL also took advantage of the components for high speed unique public forum created by the are weight, driving, and aerodynamics. E n g i n e e r s f r o m t h e Figure 1. ACO engineers work on skeleton Materials and Manufactur- sled redesign and hand lay-up. ing Directorate’s Advanced Composites Office (ACO) at Hill AFB, the pod to generate a 3-D redesigned the aerodynamic comrepresentation, which was ponent of a skeleton racing sled for then placed into a CAD Canfield. According to the ACO program used to change the manager, Mr. Lawrence Coulter, the shape of the part. To optimize redesign effort provided valuable handsthe air flow contour of the on computer-aided design (CAD) and part, ACO engineers made three-dimensional (3-D) modeling two different designs, each experience, in addition to giving conforming to the standard Figure 2. SRA Christie hits a straightaway at the Canfield an opportunity to hone his 2-feet wide by 3-feet long Park City Olympic Park track in Park City, Utah skills for the trials. “I took care of the dimensions. Next, they (photo by Master Sergeant Lance Cheung, Airman first two (weight and driving), and the downloaded the model to a Magazine). ACO took care of the third five-axis router and cut a (aerodynamics),” Canfield said. wooden master. They used the master games to showcase new technology Canfield approached the ACO team to make a fiberglass female mold, then designed by the Air Force that will nearly two years ago, when the rules produced a hand lay-up part from the benefit the world. At the Bud World concerning the shape of sleds made mold using a graphite epoxy sometimes Party during the games, the Human certain sleds illegal. “The fiberglass employed on aircraft (see Figure 1). Effectiveness Directorate’s (HE), pods warp in extreme temperatures, Finally, they autoclave-cured the new Computerized Anthropometric Recausing concavities to the point of pod to provide the needed strength and search and Design Laboratory showcased making the sleds fall out of stability. its Whole Body (WB) 4 Body Scanner. AFRL Technology Horizons, December 2002 www.afrlhorizons.com 13 AFRL Winter Olympics Feat 1202 11/20/2002 10:10 AM Page 14 LACROIX OPTICAL CO. WINTER OLYMPICS Bud World Party officials estimate roughly 10,000 visitors attended per day during the course of the games. During the first weekend, for instance, the team scanned more than 200 people per day, providing spectators with full-color printouts and educating them about this cutting-edge technology (see Figure 3). The body scanner records anthropometric data to provide for, among other things, a better fit. Anthropometry is the measurement of to medical products such as the burn mask and prosthetics. “With this image, we can do incredible things,” said Mr. Mark Boehmer of Sytronics, Inc., who serves as anthropometric specialist for the body scanner. “We can take the scan and put it in a program that simulates car accidents, resulting in similar results and information at a lower cost for the company.” In fact, many companies have partnered with AFRL to get information. “We have almost 40 partners from all areas of industry; we work with Ford, Hanes, John Deere, to name a few,” said Mr. Dave Hoeferlin, a senior systems administrator at Sytronics, Inc. AFRL scientists understand the value of Olympic exposure and recognized the opportunity to capitalize on this quadrennial event. “We came here to both showcase and educate the world about this great technology,” said Mr. Scott Fleming of Veridian (formerly of Sytronics, Inc.). As wide an audience as the Olympics provided, exposure to the world is nothing new to the team. During a recent study, called the Civilian American European Surface Anthropometric Research, Fleming traveled the globe measuring people. Figure 3. WB 4 Body Scanner printout Custom Optics Achromats • Windows Lenses • Mirrors Filters JIT Deliveries Volume Prices Consistent Quality OEM Supplier for 55 years We Coat All Our Optics In-House ISO 9002 870.698.1881 Fax 870.698.1880 www.lacroixoptical.com For Free Info Enter No. 637 at www.afrlhorizons.com/rs the human body. Historically, people were measured using calipers and a tape measure. With their motto, “We put the F-I-T in flight,” the body scanner now takes these measurements to another level. “We use this data to engineer all kinds of products that people wear or operate from apparel to Figure 4. crew stations,” said Ms. Kathleen Robinette, HE Principal Research Physical Anthropologist. The scanner utilizes its four scan heads and a combination of lasers, lights, and mirrors to create a 3-D image on a computer screen (see Figure 4). To benefit the Air Force, the body scanner data provides measurements that will make uniforms and cockpits fit better. Because of increased interest in allowing women to fly various types of military aircraft and modifying the body size restrictions for flight training, researchers must reconsider flight equipment and work area. Protective equipment will use the data from the scanner to create an optimal assortment of sizes. This will improve accommodation and minimize cost. The scanner will also have applications www.afrlhorizons.com WB 4 Body Scanner The team scanned approximately 4,500 people in North America and Europe. In addition to helping things fit better, the scanner may soon aid in fitness evaluation. Again putting “the F-I-T in flight,” the scanner may provide for accurate body fat measurements and become a valuable tool in determining fitness. For further information on AFRL support to the 2002 Winter Olympics, see page 9. Lt Morgan O’Brien of the Air Force Research Laboratory’s Public Affairs Office wrote this article with support from the Materials and Manufacturing Directorate’s Technology Information Center. For more information contact TECH CONNECT at (800) 203-6451 or place a request at http://www.afrl.af.mil/techconn/index.htm. Reference document HQ-02-06. AFRL Technology Horizons, December 2002 AFRL Mfg.Quote Ad 1202.qxd 11/18/02 12:44 PM Page 2 AFRL Battlelabs Feat 1202 11/20/2002 10:12 AM Page 16 AFRL and the Air Force Battlelabs Applying AFRL technology to battlelab initiatives provides innovation to the warfighter. eadquarters United States Air Force (HQ USAF) created the Air Force (AF) battlelabs in 1997 to rapidly identify and demonstrate the military utility of innovative near-term concepts for the warfighter. The seven battlelabs consist of Air Expeditionary Force (AEF) Battlelab, Mountain Home Air Force Base (AFB), Idaho; Air Mobility Battlelab, Ft. Dix, New Jersey; Command and Control Battlelab (C2B), Hurlburt Field, Florida; Force Protection Battlelab, Lackland AFB, Texas; Information Warfare Battlelab, Kelly AFB, Texas; Space Battlelab, Schriever AFB, Colorado; and Unmanned Aerial Vehicle Battlelab, Eglin AFB, Florida. The HQ USAF Deputy Chief of Staff (DCS) for Warfighting Integration, AF Battlelabs Innovation Division, provides overarching battlelab guidance, policy, and oversight. The AFRL/battlelab relationship has been close from the beginning. AFRL supports the battlelabs by providing technical expertise, demonstration facilities, data analysis, demonstration ideas, and full-time, on-site representatives at individual battlelabs. In turn, the battlelabs leverage this AFRL support to match current warfighter operational needs with innovative solutions in battlelab demonstrations. Currently, Dr. Hendrick Ruck, Director of the AFRL Washington DC Office, and Ms. Diana Smith, the AFRL representative to the HQ USAF DCS for Warfighting Integration for battlelab issues, are leading an effort to examine how the AFRL/battlelab relationship can be further enhanced. AFRL and battlelab communications continue to improve, ensuring a focused approach to applying AFRL technology to battlelab initiatives in support of warfighter needs. H Directed Energy (DE) Directorate, General Atomics Corporation, BoeingSVS, Inc., and MacAulay-Brown, Inc., are demonstrating a day/night, allweather imaging capability utilizing short pulse lasers and hoping to show a significant improvement over current space-based imagery systems. Illumination of a target area with an eye-safe pulsed laser, using a light amplification for detection and ranging technique, has been shown to provide day/night image quality comparable to forward-looking infrared or standard visible imagery. Reducing the duration of the laser pulse and utilizing a time- demonstration platform. In November 2001, the team checked out the sensor component of the platform in a truck at the Marine Corps Yuma Proving Ground’s Urban Warfare Training Site, where they successfully demonstrated system operation and performance in a repetitive environment. Figure 2 shows the impact of minimal weather on night vision conditions with no attenuation, night vision at 2x attenuation, and the demonstration sensor ballistic image at 2500x attenuation. The final phase of the Space Battlelab demonstration was a series of flight tests of the system on a C-130H in September 2002. The team used DE’s Argus airborne pointing and tracking system to mount and direct the laser during tests. This system consisted of a precision pointing mirror, a telescope, and a flightworthy optical bench. Researchers originally developed the system for DE’s Argus C-135 aircraft, but the team converted Conventional Image Gated Image it to fit on two standard freight pallets to fly on a wide variety of Figure 1. Laboratory images comparing a conventional image to AF aircraft. The system a gated imaging system using an optical obscuration of 1 x 104 successfully penetrated through resolving detector can achieve highseveral elements during the flight tests. quality, three-dimensional optical Additionally, SN provided technical imagery through adverse weather or expertise including risk assessment, onfoliage. Eliminating laser light scattered site demonstration support, technical by the clouds via gating scattered management, contract support, radiation accomplishes obscurant modeling, and prototype transition penetration. Laboratory images in support to the AF Tactical Exploitation Figure 1 show a conventional image of National Capabilities Office. compared to a gated image using this AFRL and the AEF Battlelab—A Vital technique. Partnership The General Atomics laboratory Future AF operations in began the system demonstration in the environments that include hostile laser summer of 2001 by integrating the threats are an unwelcome reality. To system into the planned flight Combat Eye—Seeing Through Clouds Using Short Pulse Lasers Clouds, fog, and smoke chronically impact the warfighters’ ability to image and target in operational scenarios. The AF Space Battlelab, in conjunction with the Sensors (SN) Directorate, the 16 Night Vision No attenuation Night Vision 2x attenuation Ballistic Image 2500x attenuation Figure 2. Ground tests with minimal weather conditions www.afrlhorizons.com AFRL Technology Horizons, December 2002 AFRL Battlelabs Feat 1202 11/20/2002 10:13 AM Page 17 operational effectiveness—the true measure of success. In doing so, the battlelab injects operational aspects early into the development process. Also, the framework of the battlelab initiative helps to develop critical partnerships between the developer, the provider (Air Figure 3. BLADES concept (shown mounted on an A-10) address this, AFRL and the AEF Battlelab are working aggressively with Air Combat Command and the rest of the AF to bring vital defensive capabilities to the warfighter as soon as possible. Two critical Figure 4. Lazarus concept elements of this thrust are the Battlespace Laser Detection System Force Materiel Command), the using (BLADES) (see Figure 3) and the major commands, and higher Aircrew/Aircraft Laser Threat headquarters. These links help ensure Simulation System (called Lazarus) (see the war fighter receives the right Figure 4) initiatives. BLADES is a capability in minimal time. cooperative effort with SN to provide AFRL at the C2B aircraft and crews with an interim The C2B, at Hurlburt Field, Florida, capability to detect and characterize has a number of ongoing initiatives laser threats. Lazarus utilizes a involving AFRL. The Speech Interface capability, developed by the Materials for Data Exploitation and Retrieval system and Manufacturing Directorate, to seeks to provide air operations centers simulate the effects that laser threats with a state-of-the-art speech interface for will pose to AF air operations using safe levels of laser energy. The Lazarus system will enable the AF to provide training, and develop and validate tactics for operations in a laser threat environment. Critical to the success of these initiatives is the partnership between AFRL and the AEF Battlelab, which relies on the unique mission of each organization to bring a total capability to the AF. In this partnership, Figure 5. Speech interface with the MAAP Toolkit AFRL provides the essential data access, retrieval, exploitation, and materiel to make these new capabilities visualization. The Human Effectiveness possible, namely the development, from Directorate is contributing technical concept to proven hardware, of new management for developing the interface technologies. However, hardware between the speech system and the Webalone, no matter how sophisticated, enabled Temporal Analysis System does not constitute a capability. The (WebTAS). WebTAS provides the means operational aspect that the battlelab to access, retrieve, format, and visualize provides is also needed. By utilizing data from disparate sources. WebTAS is a organic operational expertise and close very successful product of the ties to the warfighter, the battlelab is Information Directorate, and the C2B has able to integrate these new technologies used it in a number of initiatives. with the Concepts of Operations One of the C2B initiatives using (CONOPS) to demonstrate and WebTAS is the Master Air Attack Plan evaluate the solution in terms of AFRL Technology Horizons, December 2002 www.afrlhorizons.com (MAAP) Toolkit (see Figure 5). The MAAP lays out the basic scheme of air operations within a single air tasking order (ATO). The current MAAP process is time-consuming and laborintensive. The MAAP Toolkit provides real-time planning information to the MAAP cell through an operationally friendly, man-to-machine-to-machine inter face that expedites MAAP development and transmission to the Theater Air Planner (TAP) module of the Theater Battle Management Core Systems. The MAAP Toolkit provides information from multiple sources such as unit level resource information, Modernized Intelligence Database, Air Operations Database, space planning information from the Space Battle Management System, intelligence preparation of the battlespace, predicted theater-wide weather, other component plans (ground, air, maritime), the target nomination list, and commanders’ guidance. The MAAP Toolkit will automatically build target-planning worksheets and transfer this information to TAP without the need for human data entry. The automatic transfer and compilation of data will dramatically increase manpower effectiveness for the Air Operations Center MAAP and ATO production cells. As a result of the close coordination between these efforts, researchers will also demonstrate the speech interface as an auxiliary manmachine inter face for the MAAP Toolkit. Benefits of the AFRL—AF Battlelab Collaborative Environment The examples provided in this article depict some of the benefits of the AFRL/battlelab collaborative working environment. AFRL brings technology solutions to the table, while the AF battlelabs provide early injection of an operational perspective to help focus development efforts. The battlelabs also enhance program visibility to the MAJOR COMMANDS, Product Centers, and air staff, providing accelerated transition paths as well as aiding in the development of CONOPS for AFRL technology solutions. Ms. Mar yann Zelenak, Dr. Donald Hoying, Mr. Eric Werkowitz, and Ms. F. Diana Smith of the Air Force Research Laborator y’s Plans and Programs Directorate wrote this article. For more information contact TECH CONNECT at (800) 203-6451 or place a request at http://www.afrl.af.mil/techconn/index.htm. Reference document HQ-02-04. 17 AFRL Electronics Briefs1202 11/20/2002 10:59 AM Page 18 Electronics MONOBIT II Researchers recently achieved a breakthrough in digital signal processing for receivers. AFRL’s Sensors Directorate, Radio Frequency Sensors Division, Reference Sensors and Receiver Applications Branch, Wright-Patterson AFB OH MONOBIT II (see figure) uses field direction of signals for threat warning programmable gate array technology, and intelligence gathering. Engineers and recent testing successfully reported can also use MONOBIT II for calibration the frequencies of two simultaneous and monitoring applications where fast signals per channel. Most receivers signal processing is required. Directorate cannot handle more than one signal studies indicate that a variety of per channel, or worse, they give a false techniques will be needed to detect a report. Preliminary testing indicates wide variety of new signals. The concept that the MONOBIT II may be able to behind MONOBIT II is to create the manage up to five signals. A total of five simplest system that can accomplish MONOBIT II systems are in production for use in laboratory development and integration into advanced signal intelligence system demonstrations. Using a much simpler design (no multiplying) with a much smaller footprint along with higher bandwidth and higher speed than conventional techniques, MONOBIT II only uses 2-4 bits instead of 9-14 bits. The simple design allows for high speed, flexibility with reconfiguration, very wide bandwidth, and extremely small size. Applications include highspeed cueing of frequency, pulse width, time of arrival, and MONOBIT II specific tasks adequately and adapt to changing needs quickly. The US Air Force was awarded three patents on MONOBIT technology to date. Mr. Keith Graves of the Air Force Research Laboratory’s Sensors Directorate wrote this article. For more information contact TECH CONNECT at (800) 203-6451 or place a request at http://www.afrl.af.mil/techconn/index.htm. Reference document SN-02-04. Silicon Carbide Schottky Diodes Silicon carbide Schottky diodes improve operational efficiency. AFRL’s Propulsion Directorate, Power Division, Electrical Technology and Plasma Physics Branch, Wright-Patterson AFB OH The Propulsion Directorate’s Electrical Technology and Plasma Physics Branch, in conjunction with Cree, Inc., developed and commercialized a power electronic device based on the robust semiconductor material silicon carbide (SiC). The device, a high-speed SiC Schottky diode (see figure) with low on-resistance, significantly reduces conduction and switching energy losses, resulting in increased power system efficiency. Schottky diodes are inherently capable 18 of high-speed switching, but previously have been based on silicon (Si) technology, and thus limited to practical applications of < 200 volts due to the moderate field strength of Si. However, the breakdown field strength of SiC is ten times greater than that of Si. This allows the utilization of these efficient high-speed devices in high-voltage inverters/converters, motor drives, and other power components, which previously www.afrlhorizons.com SiC Schottky diodes AFRL Technology Horizons, December 2002 11/20/2002 could not take advantage of the attractive characteristics of Schottky diodes. Current Si technology is now operating very close to the theoretical limit; however, by developing a new power device technology based on wide bandgap material systems, significant increases in performance can be achieved. Air Force applications, such as inverters/ converters and motor drives, require power devices with fast switching speeds to minimize the losses associated with pulsed control waveforms. The exciting aspect of this novel development is that now SiC Schottky diodes are available in the 600-1200 volt class, enabling the use of their high switching speeds in power applications previously limited to slower, inefficient types of rectifiers. These two properties translate into dramatically higher power system efficiency. The intrinsic material properties of SiC can result in order-of-magnitude improvements in voltage and current handling capability, thus reducing parts count, and volume and weight from the power management and distribution components of these systems. In addition, the extremely rugged nature of SiC enables hightemperature operation and resistance to the natural radiation environment of space. The new SiC Schottky diode significantly reduces switching losses by a factor of five times. This allows further environmental control system (ECS) size and weight reductions by reducing electronic device cooling requirements. A ten times higher breakdown field strength compared to Si enables large blocking voltages using thinner and more conductive layers than previously possible. As a result, manufacturers can fabricate large voltage devices with appreciable electrical current handling capability without suffering significant conduction losses, thus enabling higher power system efficiencies. Although the efficiency improvements afforded by SiC device technology enable a scaling down of power component size and weight, the most significant gains are associated with reductions to the power electronics ECS. These ECSs are required to remove the heat load generated by device inefficiencies and prevent catastrophic thermal failure. In addition to the wide range of military applications, a commercial AFRL Technology Horizons, December 2002 10:15 AM Page 19 market for the SiC devices also exists. Industry’s use of these technologies will lead to significantly improved power device fabrication yield, electrical per formance, and cost effectiveness. Commercial applications include transmission of electric power, industrial process control, power supplies, electric motor drives, hybrid and electric vehicles, and electric powered mass transportation. Significant demand in the military and commercial market will likely result in the long-term success of this initial SiC power device product and enable the continued development and ultimate release of companion switching devices. Dr. James D. Scofield of the Air Force Research Laborator y’s Propulsions Directorate wrote this article. For more information contact TECH CONNECT at (800) 203-6451 or place a request at http://www.afrl.af.mil/techconn/index.htm. Reference document PR-02-05. Protection from EARTHQUAKES and other THREATS When the ground starts to shake and things are being torn up , the last thing you want to worry about is the shock and vibration resistance of your systems’ enclosures. ur line of “Heavy Duty” modular, seismic Ohardened cabinets have been successfully the actual tests. We will also provide information to properly load the cabinets for your company’s own seismic tests. tested through Zone 4, the most severe test for earthquake resistance. With our Heavy Duty cabinets, you can meet such stringent requirements as MIL Spec 810 and 901 for shock and vibration, EMI/RFI, FCC/VDE, EMP/TEMPEST, metric and more without changing cabinet lines or your design. When your project calls for electronics packaging, standard or custom, you’ll have solid support with Equipto Electronics’ Heavy Duty enclosures. For personal assistance, engineering assistance, or a catalog, call us today at 800-204-RACK As proof we offer copies of the Bellcore audit to or view information on our Web site at Network Equipment-Building System (NEBS) www.equiptoelec.com/seismic specification TR-NWT-000063 and a video of Packaging solutions for electronics 1 AFRL Electronics Briefs1202 Aurora, IL 60506 Phone 800-204-RACK www.equiptoelec.com e-mail: [email protected] For Free Info Enter No. 639 at www.afrlhorizons.com/rs 19 AFRL Photonics Briefs1202 11/20/2002 10:19 AM Page 20 Photonics Dual-Beam Focused Ion Beam-Scanning Electron Microscope A new laboratory instrument significantly improves materials characterization and helps reduce sample preparation time. AFRL’s Materials and Manufacturing Directorate, Metals, Ceramics, and Nondestructive Evaluation Division, Wright-Patterson AFB OH The Materials and Manufacturing critical microstructural characterization Directorate acquired an advanced instrumentation. microscope that will greatly enhance MCF researchers surmised that due to the facility’s capability to research and the intrinsically diverse nature of develop new materials for current and materials discovery and expanding future aerospace systems. Designed levels of microstructural control and around the basic functions of a focused manipulation, they needed new ion beam (FIB) and a scanning electron analytical tools that are more sensitive, microscope (SEM), the new instrument user-friendly, computer-controlled, and significantly improves materials efficient. The MCF team also knew characterization by combining nanothese tools must be able to address large machining, micro-deposition, and micronumbers of material classes and systems, manipulation capabilities with high-resolution imaging, using both ion and electronic optics (see figure). Researchers at the directorate’s Microstructural Characterization Facility (MCF), collaborating with faculty at the Ohio State University and the Air Force Office of Scientific Research, assisted FEI, Co. (formerly Phillips Electron Instruments) in developing the critical concepts required to build the dual-beam FIB-SEM next-generation laboratory instrument. The newly acquired microscope is a powerful tool for analyzing the difficult, complex materials and systems Researchers at work with the new FIB-SEM routinely encountered by directorate researchers. It also allows for and that the amount of time needed to novel high-resolution characterization prepare samples must be drastically studies and helps reduce sample reduced. Improved characterization preparation times from weeks to hours, capability was clearly the best solution. which results in substantial savings for Unfortunately, the cost of upgrading both in-house and shared resource users. and maintaining a world-class materials Directorate research scientists and research facility with state-of-the-art surface engineers study an extensive variety of and bulk characterization instrumentation materials and systems in order to has grown at an alarming rate and has enhance understanding, assist in subsequently limited the growth of the discovery, and advance technologies. characterization market. This, in turn, This effort includes timely and accurate constrained the level of characterization characterization of microstructure, effort in many research programs and crystallography, and chemistry, all of slowed technological advancement. which have become increasingly Characterization equipment developers diversified and have grown are trying to reverse this trend by making tremendously in the past few years. their laboratory instruments more This growth placed several demands versatile. Research institutions, on the on directorate p e r s o n n e l a n d other hand, are considering joining forces resources, particularly in researchand forming centers of excellence at each 20 www.afrlhorizons.com institution. In essence, when an institution needs a technology it does not have, the work is accomplished in a cooperative center. The new dual-beam FIB-SEM incorporates many of the versatile qualities eagerly sought by characterization equipment developers, while offering outstanding potential as a shared resource among partnering centers of excellence. For example, researchers can incorporate numerous analytical sensors for chemistry and crystallography into the new microscope as well as process controls and digital data acquisition via userfriendly computer interfaces. Of particular importance to the directorate, the new instrument is highly effective in characterizing a large number of solid material classes and systems such as polymers, metals, ceramics, and mixtures of each. Researchers also use it successfully to characterize microelectromechanical systems, micro-lithography, oxidation, and corrosion scales. The instrument also proves to be very effective for studying biological samples such as arthropods, human hair, brain cells, and pollen. The new dual-beam FIB-SEM reduces sample preparation times, resulting in a savings of both time and money that researchers can apply to other projects to advance Air Force technology and national security. Dr. Lawrence E. Matson, Dr. Michael D. Uchic, Mr. Frank J. Scheltens (UES, Inc.), and Dr. Pete Meltzer, Jr. (Anteon Corp.) of the Air Force Research Laborator y’s Materials and Manufacturing Directorate wrote this article. For more information contact TECH CONNECT at (800) 203-6451 or place a request at http://www.afrl.af.mil/techconn/index.htm. Reference document ML-02-09. AFRL Technology Horizons, December 2002 AFRL Photonics Briefs1202 11/20/2002 10:20 AM Page 21 Integrated Photonics The use of Integrated photonics improves phased array technology for missile defense radar. AFRL’s Materials and Manufacturing Directorate, Nonmetallic Materials Division, Polymer Branch, Wright-Patterson AFB OH The Materials and Manufacturing Directorate provided program management support to an advanced research effort that demonstrated a method to simplify and improve existing phased array radar systems to meet the technological challenges posed by missile defense systems. The research effort demonstrated that scientists can dramatically enhance national missile defense (NMD) and theater missile defense (TMD) systems by using an integrated technology approach that significantly reduces the size, weight, and complexity of the operational radar. The integrated approach could result in less costly, more effective missile defense systems to protect the United States and its allies, while improving the overall capabilities of existing radar systems. Phased array technology offers greater speed and accuracy than conventional radar technologies and is assuming an increasingly significant role in space-based applications. Unfortunately, practical implementation of arrays with thousands of elements is limited due to the complexity of feed structures and active phase-shifting elements. Expanded use of integrated photonics is one attractive solution to this problem. Photonics generate and harness light and other forms of radiant energy whose quantum unit is the photon. Practical applications include energy generation, detection, communications, and information processing. Integrated photonics improve phased array beam forming. One of the major components is a photonic radio frequency (RF) phase shifter that provides an accurate and easily controllable phase shift. The figure shows a power-balanced photonic phase shifter with a piezoelectric positioner in the lower left corner. An RF probe positioner and a coaxial cable feeding the probe is shown in the lower right corner. In the center near the chip is the ferule for mechanical support of the lensed fiber. Directorate scientists supported Pacific Wave Industries, Inc. of California, and the University of Southern California, who successfully demonstrated integrated photonics that simplify and improve existing phased array radar systems to meet several of the NMD and TMD technological challenges. Photonics offer several advantages over conventional electronics including less weight, small size, low loss, low power consumption, low cost, and immunity to electromagnetic interference—features that enable powerful applications such as true time delay (TTD) and antenna remoting. The University of Southern California and Pacific Wave Industries conceived and demonstrated an advanced photonic microwave system suitable for phased array radars. They effectively demonstrated that modifying the TTD system using phase delays has important implications in terms of applications because of the reductions in the size, weight, and complexity of the entire radar system. They also showed that this modification dramatically enhances the effectiveness of NMD and TMD systems. The prototype devices developed and tested during the research effort confirm these findings. Mr. Max D. Alexander and Dr. Pete Meltzer, Jr. (Anteon Corporation) of the Air Force Research Laboratory’s Materials and Manufacturing Directorate wrote this article. For more information contact TECH CONNECT at (800) 203-6451 or place a request at http://www.afrl.af.mil/techconn/index.htm. Reference document ML-02-07. SCHOTT / FIBER OPTICS Focus on Innovation Schott Group a leader in innovative materials and processes around the world, around the clock... Flexible Image Bundles, Capillary Microarrays, Optical Interconnects, Photonic Crystals, Microfluidics, Illumination, Faceplates, Tapers Industrial, medical, biotech, datacom, automotive, aerospace, military applications Schott Fiber Optics (508) 765-9744 (800) 343-6120 E-mail: [email protected] Website: www.us.schott.com/fiberoptics Power-balanced photonic phase shifter AFRL Technology Horizons, December 2002 For Free Info Enter No. 640 at www.afrlhorizons.com/rs 21 AFRL Photonics Briefs1202 11/20/2002 10:21 AM Page 22 PHOTONICS Micro-Particle Image Velocimetry New instrumentation allows researchers to probe microscale fluid motion. AFRL’s Air Force Office of Scientific Research, Aerospace and Material Sciences Directorate, Arlington VA Professor Carl Meinhart, at the University of California, Santa Barbara (UCSB), developed a new instrument that will allow researchers to measure motion of fluid inside microfluidic devices at thousands of points simultaneously. The device, a micronresolution Particle Image Velocimetry (micro-PIV) instrument (see Figure 1), will enable scientists to better understand the basic physics of fluid motion at the microscale. It will also lead to improvements in the design of microfluidic devices. The Air Force Office of Scientific Research and the Defense Advanced Research Projects Agency jointly funded the research under the MEMS [microelectromechanical system] for Flow Control program. While scientists are increasingly using microfluidic devices in commercial, medical, and military applications, it is small fluorescent particles in the flow. By tracking the displacement of these particles during a short time interval using two pulses of a laser beam, scientists can determine the fluid velocities in the device. Developing the micro-PIV system required innovations in the imaging system, data processing, and seed particles. Recent market surveys predict that during 2003, worldwide sales for microfluidic devices will be $3.8 billion or about 40% of the total MEMS market. Industry experts expect worldwide sales to grow at an annual rate of 25-35%. The majority of current sales involve inkjet printer heads, although scientists are developing new applications in a variety of fields. In printer head applications, scientists at UCSB applied micro-PIV to measure liquid flow through inkjet Figure 1. Micro-PIV system difficult for scientists to measure the details of fluid motion inside these devices. The small scale of these devices makes direct measurements inside of them with probes almost impossible. However, scientists do not understand many complex fluid-surface interactions at the microscale, inhibiting the development and commercialization of microfluidic devices. Micro-PIV works by making measurements of the displacement of 22 printer nozzles (see Figure 2). Traditionally, manufacturers designed inkjets based upon trial and error, empirical models, and computer simulations of the fluid motion. MicroPIV measurements provided the first detailed velocity measurements inside an inkjet printer head. The micro-PIV velocity field can also show the detailed motion and droplet formation during the ejection process. This gives insight into common problems such as nonwww.afrlhorizons.com Figure 2. Inkjet printer head uniform ejections, satellite droplets, cross talk between adjacent nozzles, and excessive relaxation times required between ejections. Biotechnology researchers can also use micro-PIV to investigate the interaction between microscale fluid motion and cells. Previous research reported that shear stress on endothelial cell walls causes them to change shape. Scientists combined micro-PIV with Atomic Force Microscopy to simultaneously measure the fluid motion and cellular shape around cultured endothelial cells. Scientists are currently developing microfluidic devices for use in biomedical diagnostics, biotechnology sensors, and for a variety of aerospace applications. An improved understanding of the details of fluid mechanics at the microscale, made possible with micro-PIV, may lead to a number of applications. Among them are more efficient mixing and response times in biological and chemical detection devices, more efficient a n d repeatable microthrusters for nanosatellite station-keeping, more efficient heat exchangers for cooling electronic components, and a variety of other applications. Micro-PIV provides a revolutionary tool for measuring the fluid motion inside these devices and the understanding required to optimize their performance. Dr. Thomas Beutner of the Air Force Research Laboratory’s Air Force Office of Scientific Research wrote this article. For more information contact TECH CONNECT at (800) 203-6451 or place a request at http://www.afrl.af.mil/techconn/index.htm. Reference document OSR-02-05. AFRL Technology Horizons, December 2002 AFRL Sensors Briefs1202 11/20/2002 11:02 AM Page 23 Sensors Miniature Magnetic Sensor New miniature magnetic sensor uses micro power to see vehicles. AFRL’s Munitions Directorate, Ordnance Division, Fuzes Branch, Eglin AFB FL As munitions become more sophisticated, the electronics content continually increases, requiring smaller and smaller components to fit within a fixed cavity. As an added bonus, these smaller components tend to behave more favorably under extreme shock loading. Also, there is an ongoing need to reduce power consumption to extend the battery life in electronics. NVE Corporation developed a proprietary technology magnetic sensor that meets all of these goals under a Phase II Small Business Innovation Research (SBIR) program with the Munitions Directorate. This technology has the potential to revolutionize magnetic sensing. The goal of the SBIR program is to develop a shock-hardened, magnetic sensor for long-term vehicle detection. The new device uses an integrated circuit technology with giant magnetoresistance films in a spin dependent tunneling (SDT) format to achieve higher sensitivity, lower power, and smaller size than other technologies. Existing SDT sensors require a bias coil to center the operating point over zero field for operation. This biasing coil can consume as much as 200 mW, which is totally unacceptable for long periods of battery operation. The new NVE-developed SDT sensor eliminates the requirement for the coil, which allows the power consumption to be reduced to approximately 500 µW with an excitation voltage of 5V @ 100 µA and an element resistance of R = 50 kΩ. Researchers fabricated the low power SDT sensor and measured its response to small magnetic fields. The sensor has a low hysteresis, a high sensitivity region of operation near zero field, and requires no biasing fields for operation. The sensitivity is about 20 mV/V/Gauss, which is 5 to 10 times higher than typical commercial anisotropic magneto-resistance sensors. Researchers are addressing further optimizations of hysteresis and offset to achieve even better per formance. Since the fabrication of the sensor uses AFRL Technology Horizons, December 2002 Figure 1. Relative size of sensor. Probe is 7 x 0.5 in. 1.650000 1.600000 V o 1.500000 l t 1.450000 s 1.550000 1.400000 1.350000 0.00 0.200 0.400 0.600 0.800 1.000 Seconds Figure 2. Windstar side magnetic profile common integrated circuit processes, researchers can make the sensor very small as shown in Figure 1. Vehicle sensing is one of the applications of this new sensor. The results of sensing a Ford Windstar are shown in Figure 2. The graph shows the earth’s magnetic field change caused by the presence of the side magnetic profile of the vehicle. It is evident that this vehicle has a distinct magnetic signature. This development resulted in the fabrication of magnetic sensors that have the combination of the desired www.afrlhorizons.com features including miniature size, higher sensitivity, and very low power consumption. This combination of features will result in increased applications, both militarily and commercially, where current magnet sensing products cannot be applied. Mr. Robert Sinclair of NVE Corporation and Ms. Amy E. Herrmann-Spears of the Air Force Research Laborator y’s Munitions Directorate wrote this article. For more information contact TECH CONNECT at (800) 203-6451 or place a request at http://www.afrl.af.mil/techconn/index.htm. Reference document MN-02-08. 23 AFRL Space Briefs 1202 11/20/2002 11:03 AM Page 24 Space Small Satellite Technology Researchers are developing affordable and reliable small satellite launch opportunities. AFRL’s Space Vehicles Directorate, Spacecraft Technology Division, Spacecraft Component Technologies Branch, Kirtland AFB NM The Department of Defense (DoD), National Aeronautics and Space Administration (NASA), universities, and industry share an interest in using small satellites to per form space experiments, demonstrate new technology, and develop operational systems. One potential operational application of small satellites is using opportunities, where the small satellites Colorado at Boulder, and New Mexico hitch a ride with a primary payload, are State University (Three Corner Sat); more affordable (typically hundreds of Stanford University and Santa Clara thousands of dollars), but are much less University (Emerald and Orion); Boston frequent, especially in the United States University (Constellation Pathfinder); (US) launch market. In an attempt to Carnegie Mellon University (Solar Blade solve this problem, the Space Vehicles Nanosat); and Utah State University, Directorate implemented two small Virginia Polytechnic Institute and State payload launch initiatives called University, and University of Washington University Nanosat and (ION-F). In addition, numerous the Evolved Expendable industry partners are supporting the Launch Vehicle (EELV) universities with design assistance, Secondary Payload Adapter hardware, and testing services. One of (ESPA). The goal of these the ancillary benefits of the University programs is to solve the Nanosat program is to provide a launch problem by incooperative/outreach/training environcreasing the number of ment in which the universities, secondary payload launch government research organizations, and opportunities available at a industry can develop innovative small reasonable cost. satellite technologies. The University Nanosat The university-designed and -built program is a partnership nanosatellites are scheduled to launch effort between the directfrom the Space Shuttle in 2003, using orate, the Air Force Office an AFRL-developed Multi-Satellite of Scientific Research, the Deployment System (MSDS) (see Figure Defense Advanced Research 2). Engineers designed the MSDS Projects Agency, NASA, the platform to deploy multiple satellites to Air Force Space and Missile low-earth orbit using the Shuttle as the Center’s Space Test Program primary launch vehicle. The MSDS/ Figure 1. University Nanosat program payloads undergoing thermal vacuum testing (SMC Det 12/ST), and ten nanosatellite system is attached to the US universities. Through Shuttle Hitchhiker Experiment Launch clusters of microsatellites that operate this program, the government partners System, and the entire assembly is cooperatively to perform the function are sponsoring the development and installed in the Shuttle payload bay. of a larger, single satellite. Each smaller launch of university-designed and -built Post-deployment from the Shuttle, two satellite communicates with the others and nanosatellites (10-25 kg class) (see low-shock separation systems will shares the processing, communications, Figure 1). The universities are pursuing separate the individual nanosatellites. and payload or mission functions. This creative, low-cost space experiments to Existing pyrotechnic clamp-band type of a distributed system has several research and demonstrate advantages: (1) system-level robustness nanosatellite technologies in and graceful degradation, and (2) such areas as miniature bus distributed capabilities for surveillance technologies, formation flying, and science measurements built into enhanced communications, the system architecture. Despite the distributed satellite capabilities, benefits of small satellites for certain and maneuvering. There are applications, infrequent launch also several science opportunities and their associated high experiments in such areas as costs present the primary obstacle to the Global Positioning System full utilization of small satellite scintillation, solar wind, technology. As an example, dedicated magnetic fields, and upper rocket launches cost in the tens of atmosphere ion density. The millions of dollars, which is costuniversities participating in prohibitive for almost all small the program are Arizona Figure 2. MSDS (shown in black) adapts the nanosatellites to the satellite programs. Secondary launch State University, University of Space Shuttle. 24 www.afrlhorizons.com AFRL Technology Horizons, December 2002 AFRL Space Briefs 1202 11/20/2002 11:05 AM Figure 3. ESPA ring undergoing final machining separation systems are not suited for small satellite applications; the high shock separation event is too close to the sensitive electronics on a small satellite. One of the primary goals of the University Nanosat program is to demonstrate this new class of nonpyrotechnic, low-shock separation systems, which is an enabling technology for small satellite launches. Contingent on the success of the University Nanosatellite program first flights, the MSDS will be a viable platform for the launch and deployment of future small satellites. Page 25 ESPA is a joint effort between the directorate and SMC Det 12/ST to develop a standard secondary payload accommodation on the EELV launch vehicle. In 1995, SMC identified large unused payload margins on the majority of the DoD’s EELV manifests. In almost all cases, this unused payload margin was in excess of 3000 lbs. ESPA exploits this unused payload margin by deploying up to six secondary payloads. By taking advantage of existing unused payload margin, ESPA will increase access to space for small satellites and space experiments, and by sharing mission integration and launch expenses, the cost of space access can be dramatically reduced. ESPA is a 0.5 in. thick aluminum ring that is roughly 62 in. in diameter by 24 in. tall (see Figure 3). Engineers can mount individual satellites on one of six standardized secondary payload (SPL) mounting locations found on the perimeter of this ring. The secondary satellites mount radially on the ESPA adapter using a low-shock separation system called Lightband, developed by Planetary Systems Corporation of Silver Springs, Maryland. Each SPL can have a maximum mass of 400 lbs and a dynamic envelope of 24 in. × 24 in. × 38 in. ESPA is installed between the EELV payload attach fitting (PAF) and the primary payload (PPL). To provide minimal impact to the PPL, the ESPA duplicates the standard interface plane of the PAF and is designed to be very stiff in all directions. The PPL may have a mass of up to 15,000 lbs and since the ESPA ring is only 24 in. high, only a small amount of volume is taken away from the PPL. The first flight of the ESPA will be in early fiscal year 2006 on the MV05 Mission, managed by SMC Det 12/ST. The primary payload on this mission is the Indian Ocean Meteorological Experiment. Secondary payloads will consist of one STPSat containing a Naval Post Graduate School payload, a second STPSat—a suite of experiments managed by SMC Det 12/ST, and three TechSat 21 satellites—a directorate experiment to investigate the benefits of a constellation of small satellites. The sixth slot on the ESPA is currently left empty for contingency. This series of satellites will be launched on a Delta IV The Measurement System of the Future has Arrived! Digital Transducers on a Network Bus • Network Configuration Reduces Cabling • Distributed Data Acquisition Increases Reliability • Real-Time Data Correction Achieves Higher Accuracy Network Sensors - Endevco is an established world leader in the development of innovative sensor technology. Our new network bus packages miniature electronics with sensors to provide high-speed, networked digital output. This technology will replace large bundles of cables in existing flight test and structural test applications. Installations will no longer be cumbersome and expensive. Call or email us today! Integrated Transducer, Signal Conditioning, and Data Acquisition • Simplifies System Calibration • Reduces Size and Weight • Shortens Setup and TearDown Time WHAT CAN WE DO FOR YOU TODAY? [email protected] 800/982-6732 • 949/661-7231fax www.endevco.com AFRL Technology Horizons, December 2002 For Free Info Enter No. 641 at www.afrlhorizons.com/rs 25 AFRL Space Briefs 1202 11/20/2002 11:06 AM Page 26 SPACE medium launch vehicle. The success of this mission will ensure the availability of a secondary payload capability on the EELV class of launch vehicles. Researchers expect the directoratedeveloped MSDS and ESPA adapter technologies to have a tremendous impact on future spacecraft programs by increasing the number of secondary payload launch opportunities available at a reasonable cost. In addition, they expect the low-shock separation system development and demonstration to provide an enabling technology for future small satellite launches. Researchers anticipate current AFRL development efforts will help pave the way to changing the launch paradigm by providing small satellite launch opportunities at a reasonable cost and on a regular schedule, thus allowing for the full utilization of small satellite technology within the US. Mr. Jeff Ganley and Dr. Peter Wegner of the Air Force Research Laboratory’s Space Vehicles Directorate wrote this article. For more information contact TECH CONNECT at (800) 203-6451 or place a request at http://www.afrl.af.mil/techconn/index.htm. Reference document VS-02-02. PICOSat The Air Force is using commercial off-the-shelf technology in microsatellites. AFRL’s Air Force Office of Scientific Research, European Office of Aerospace Research and Development, Arlington VA The first US government-purchased commercial off-the-shelf (COTS) microsatellite, PICOSat, was successfully launched from the Alaskan Spaceport in Kodiak, Alaska. Built for the Department of Defense (DoD) Space Test program and initially funded by an Air Force Office of Scientific Research (AFOSR) Windows On Science initiative, PICOSat demonstrated the practicality of using COTS spacecraft platform technology to provide low-cost, capable microsatellites, a key to costeffective and rapid launch capability for space systems. With innovative and leading-edge technology, PICOSat fulfills both DoD and the Air Force’s (AF) profile of achieving faster mission turnaround times with lower life-cycle costs. For its size, PICOSat provides a significant capability by carrying four experimental payloads whose first letters are the basis of the PICOSat acronym: • Polymer Battery Experiment, developed by Johns Hopkins University, demonstrates the charging or discharging characteristics of polymer batteries in the space environment. The battery is onboard PICOSat 26 to test its capability to provide a lightweight, flexible technology that will reduce weight and cost requirements for future military and commercial space systems. • Ionospheric Occultation Experiment, developed by the AF Space and Missile Systems Center (SMC), uses Global Positioning System signals at the edge of the atmosphere to measure ionospheric properties. It demonstrates remote sensing techniques for future DoD space systems and operational modeling for ionospheric and thermospheric forecasts. • Coherent Electromagnetic Radio Tomography, developed by the Naval Research Laboratory, is a space-based radio beacon providing cooperative ionospheric observations with ground receivers. It provides a global ionospheric map to aid prediction of radio wave scattering, thereby improving navigation accuracy and communications capacity for military and commercial systems. • Orbital Precision Platform Experiment, developed by the Space Vehicles Directorate, is an antivibration isolation test between the satellite bus and the science payload. This could reduce launch cost and improve per formance of space-based sensors for military and commercial space systems. The microsatellite weighs 67 kg and is based on the commercially available technology of Surrey Satellite Technology Limited in Guilford, United 1 Kingdom (see figure). Currently, it is flying in an 800 km circular orbit with a 67° inclination. PICOSat uses a gravity gradient boom for stabilization, while the bodywww.afrlhorizons.com mounted solar panels produce on-orbit power. Engineers designed PICOSat for a minimum of one year of on-orbit operations, but it may possibly be active for up to five. Starting in the early 1990s, AFOSR’s European Office of Aerospace Research and Development (EOARD) program manager, Lieutenant Colonel Jerry Sellers, facilitated the exchange of dialogue between Surrey scientists and the Space Test Program Office. Now, as director of the Small Satellite Research Center at the AF Academy in Colorado Springs, Colorado, Lt Col Sellers is overseeing the normal mission operations of the satellite jointly with the ground site in Guilford. Using two sites to downlink information greatly increases the amount of experimental data that can be received from PICOSat. Through EOARD’s Windows on Science program, scientists from other countries visit their US counterparts and facilities. One such visit by Surrey representatives to the SMC, at Kirtland Air Force Base in Albuquerque, New Mexico, resulted years later in the purchase of the microsatellite. What began as a modest Windows on Science initiative culminated into a successful joint endeavor with the United Kingdom and a new operational success for the AF space program. Col Gerald O’Connor of the Air Force Research Laboratory’s Air Force Office of Scientific Research wrote this article. For more information contact TECH CONNECT at (800) 203-6451 or place a request at http://www.afrl.af.mil/techconn/index.htm. Reference document OSR-02-08. Reference 1 “Surrey-Built PICOSat Launched for US Air Force.” Space Daily. Oct 01, http://www. spacedaily.com/news/nanosat-Old.html AFRL Technology Horizons, December 2002 AFRL Aeronautics Briefs 1202 11/20/2002 4:22 PM Page 27 Aeronautics Drag Reduction from Formation Flight Flying aircraft in bird-like formations could significantly increase range. AFRL’s Air Vehicles Directorate, Control Sciences Division, Control Theory Optimization Branch, Wright-Patterson AFB OH The Air Vehicles Directorate is currently studying a novel form of formation flight. For centuries, flocks of migratory birds have flown in large formations. One reason for this is the drag reduction obtained by flying in close proximity to wakes generated by other birds. Photographic studies of Canadian Geese indicate the average spacing between adjacent birds is very close to the optimum predicted by simple aerodynamic theory. Small heart monitors implanted in White Pelicans show reduced heart rates while flying in formation compared to individual flight. Recent advances in automatic control theory, combined with the ability to accurately determine the location of aircraft, may now make this practical for aircraft. Aircraft wings generate strong tip vortices (like horizontal tornadoes) that generate large downward velocities (downwash) between the wing tips and upward velocities (upwash) outboard of the tips. For some aircraft, the velocities at the edge of these vortices can exceed 100 mph. By properly positioning the wing of another aircraft within this upwash, the effective velocity vector of the aircraft is rotated downward. This rotates the lift vector forward and the drag vector upward, giving the impression of flying downhill. The net effect is a decrease in drag as measured with respect to the flight path. The theoretical maximum possible range of a formation is the square root of the number of aircraft in formation times the range of a single aircraft, but this is dependent on altitude or speed. For example, assume a single aircraft flies at a certain altitude and speed, the range of nine aircraft in formation would be three times the range of the single aircraft. However, this requires the formation to fly much higher than the original altitude or much slower. If the formation flies at the original altitude and speed, the range of a nine-aircraft formation is 1.8 times t h e range of the single aircraft. Other considerations, like engine per formance and atmospheric turbulence, reduce the value even further. Scientists are studying the increase that is actually attainable in wind tunnel and flight tests. Figure 1. F-18C models in a 30 x 60 ft wind tunnel AFRL Technology Horizons, December 2002 www.afrlhorizons.com One of the difficulties in maintaining minimum drag formations is that trailing aircraft within the formation are not in a stable position and will have a tendency to wander. To maximize the drag reduction, the trail aircraft must be in the same horizontal plane as the tip vortices from the lead aircraft. Although flight demonstration teams, like the United States Air Force Thunderbirds or the Navy Blue Angels, fly very close to one another, they generally fly in stable positions with respect to each other. The appearance that the vehicles are coplanar is an optical illusion. The wing aircraft in the famous diamond formation actually fly above the lead aircraft, while the trail aircraft flies either above or below the leader. If the flight path is nearly perpendicular to the line-of-sight, the observer cannot discern these vertical separations, and it appears that the vehicles are coplanar. Another difficulty with minimum drag formations is that the pilot may have to make large control deflections to maintain position. The beneficial upwash is predominant on the wing nearest to the formation leader, resulting in a tendency to roll the trail aircraft away from the leader. The control required to counter this roll increases drag and reduces the overall benefit. Bihrle Applied Research of Hampton, Virginia, under an Air Vehicles Directorate Small Business Innovation Research Phase II program, modified the Langley fullscale 30 x 60 ft wind tunnel to measure the forces acting on both aircraft while in a formation. Tests, using two tailless delta wing unmanned air vehicle (UAV) models, showed peak drag reductions of about 15% for the trail aircraft in a two-ship formation. The maximum drag reductions occurred when the wingtips slightly overlapped. Scientists also measured large pitching and rolling moments, which would require control deflections to counteract. Directorate scientists, using the vortex lattice 27 AFRL Aeronautics Briefs 1202 11/20/2002 11:10 AM Page 28 AERONAUTICS Figure 2. T-38 formation flight code HASC95, computed a drag reduction of just over 20%, slightly more optimistic than the experimental results. They also used HASC95 to define stability boundaries for the trail UAV. The computed boundaries were very close to those measured in the Langley tests. Scientists also developed advanced control algorithms for maintaining a UAV formation using neural networks. Flight simulations showed the trail UAV was able to track the lead UAV during high-speed flight and maintain proper position 28 For Free Info Enter No. 642 at www.afrlhorizons.com/rs with only small deviations during banking maneuvers. Scientists also conducted wind tunnel tests using two 1/10 scale F-18C models (see Figure 1), which showed peak drag reductions of about 25%. These tests supported the Autonomous Formation Flight program recently completed at the National Aeronautics and Space Administration’s (NASA) Dryden Flight Research Center. NASA modified two F-18 aircraft with a differential Global Positioning System that allowed the aircraft to be positioned within 30 cm of each other. The trailing pilot’s heads-up display showed the relative aircraft positions. Scientists measured drag reductions of up to 20% for short intervals. On the final flight, the trail F-18 maintained position for 96 minutes and demonstrated a 12% fuel savings 1,2,3 relative to the lead F-18. The Air Force Flight Test Center is also studying formation flight using T-38s (see Figure 2). In October 2001, pilots flew two- and three-ship formations of T-38s in various positions while in echelon formation. Aerodynamic theory indicates the third ship in a formation has a larger drag reduction than the second. Air Force Institute of Technology and directorate scientists performed extensive pre-test calculations of the formation flight effects using the HASC95 code. They performed the calculations at the flight test condition (Mach 0.5) and included control surface deflections for aircraft trim. They indicated a 15% drag reduction for the trail ship in a twoship formation and an 18% reduction for the third ship in an echelon. These results are smaller than the tailless UAV results because the flight tests could not be conducted at the speed for optimum drag reduction. At the optimum speed, scientists predicted drag reductions of almost 30%. The flight tests did not directly measure drag, but instead measured fuel flow, which is representative of the actual benefits in terms of dollars saved. Scientists measured the fuel flow savings using two distinct methods. They recorded direct measurements of fuel flow for the trail aircraft in formation and out of formation, but at the same airspeed. They also recorded an indirect measurement by comparing the airspeed difference of the trail aircraft in and out of formation at the same throttle setting. They used this speed difference in a high-fidelity engine model to estimate the change in required fuel flow. They tested four lateral separations, two with overlapped wingtips, one with wingtips aligned, and one with a gap between the wingtips. There was no overlap in the longitudinal direction, and pilots maintained a 12 ft nose-to-tail separation between adjacent aircraft. The pre-test calculations predicted the 14% overlap position would show the maximum drag savings, which the flight test verified. For the two-ship formation, they found an 11% fuel flow reduction using the direct method and a 7% reduction using the indirect method. For the three-ship formation, results were inconclusive due to the difficulty in properly maintaining the position of all aircraft simultaneously. The scientists also completed pilot workload assessments. They found that maintaining the minimum drag formation was a comparable workload to maintaining other types of formations. Of the four lateral positions tested, the pilots considered the 14% overlap position the easiest to fly. This was the one that yielded the greatest fuel savings. The AFRL Technology Horizons, December 2002 AFRL Aeronautics Briefs 1202 11/20/2002 longest duration the pilots could maintain the position operationally was approximately 20-30 minutes. This indicates the aircraft would probably require some sort of automatic system to reap the benefits of formation flight 4 for extended periods. The technologies developed under these efforts are directly applicable to aerial refueling. One area of current interest is autonomous refueling of a UAV. The UAV will require sophisticated control systems and position 11:10 AM Page 29 sensors, and scientists will require a complete understanding of the wake effects of the tanker on the UAV to attain this capability. Scientists are already using the Langley facility to study wake interference effects during aerial refueling. Mr. William Blake of the Air Force Research Laboratory’s Air Vehicles Directorate wrote this article. For more information contact TECH CONNECT at (800) 203-6451 or place a request at http://www.afrl.af.mil/techconn/index.htm. Reference document VA-02-02. References 1 Hagenauer, B. “NASA Studies Wingtip Vortices.” Aerospace Engineering Online: Technology Update, Jan/Feb 02, http://www.sae.org/aeromag/techupdate/ 02-2002/page5.htm 2 Iannotta, B. “Vortex Draws Flight Research Forward.” Aerospace America, Mar 02, 26-30. 3 Ray, R. J., et al. “Flight Test Techniques Used to Evaluate Performance Benefits During Formation Flight.” AIAA paper 2002-4492, Monterey CA, Aug 02. 4 Wagner, G., et al. “Flight Test Results of Close Formation Flight for Fuel Savings.” AIAA paper 2002-4490, Monterey CA, Aug 02. Continuous Moldline Technology Researchers are developing the application of a highly flexible structure to enable adaptation of aircraft geometry to different flight conditions and mission requirements for future morphing aircraft. AFRL’s Air Vehicles Directorate, Structures Division and Aeronautical Sciences Division, Wright-Patterson AFB OH Continuous moldline technology (CMT) is an innovative structural concept that utilizes highly flexible materials to enable in-flight modification of airframe geometry. An air vehicle’s external geometry largely dictates its aerodynamic, control, and structural characteristics and, therefore, its ability to effectively per form its mission. In designing the vehicle, engineers usually determine the geometry from performance trade-offs between various disciplines and required design attributes. Engineers designed many of today’s military aircraft to perform multiple missions, and many other aircraft per form missions for which they were not originally designed. For example, many fighter aircraft perform both air-to-air combat and ground attack missions. The Joint Strike Fighter is an example of an air vehicle that will per form multiple missions for multiple services. The Air Force originally utilized the F-4 as an air-to-air fighter, but later used it to perform electronic warfare roles, which are dominated by cruise and loiter capability instead of high levels of maneuverability. While the military may achieve significant cost savings by using aircraft for multiple roles, multi-mission and multi-service aircraft design requirements often result in significant compromise in air vehicle performance and mission effectiveness. Ideally, an aircraft required to perform multiple missions would be able to change its shape to perform each mission more effectively. Even single mission aircraft are required to fly at different speeds and altitudes; therefore, their design represents a AFRL Technology Horizons, December 2002 compromise in that engineers usually design the aircraft to per form optimally at only one condition. Engineers designed aircraft, such as the F-111, F-14, and B-1, with variable sweep wings to help them perform effectively in a wide range of flight conditions. Similarly, the capture area of the inlets on an F-15 adjusts with flight condition to maximize aero-propulsion performance, and the testing of the Innovative Structural Concept interest in aeronautics, evidenced by many activities at the Defense Advanced Research Projects Agency, the National Aeronautics and Space Administration (NASA), and AFRL. Recent technology developments in compact actuators are providing a foundation for future adaptive structures applications. Some advanced materials enable an integral structure and actuation mechanism. The development of highly flexible CMT Can Carry Loads and Be: Compressed or Elongated Rod Block (Attach Provisions) Elastomer (Silicone) Bent Structural Rods - Stiffness Tailored as Required Side View Twisted Distributed Load Rods Sized for Distributed Load Figure 1. CMT structural concept Mission Adaptive Wing in the 1980s was an attempt to develop a variable camber air foil. Development of adaptive airframe structures that would enable in-flight modification of vehicle geometry (morphing) offers the potential for air vehicle designs that can perform more effectively over a wide range of flight conditions and for multiple missions. Adaptive structures technology development is currently of high www.afrlhorizons.com structures, such as CMT, is also enabling to future adaptive structures applications. As shown in Figure 1, CMT consists of an elastomeric matrix, reinforced with stiffening rods that are able to slide within the matrix to achieve ver y high deformation. Researchers demonstrated CMT structures to 30% elongation and compression as well as very large bending and twisting deformation. CMT offers substantial performance 29 AFRL Aeronautics Briefs 1202 11/20/2002 11:12 AM Page 30 AERONAUTICS Expandable Fuel Cells Continuous Control Surfaces Adaptive Inlets Transition Sections Figure 2. CMT applications Figure 3. CMT test structure installed on F-15 FTF payoffs for numerous applications. Variable geometry fuel cells and inlets are two notable examples where CMT can reduce aerodynamic drag throughout a mission profile (see Figure 2). Also, application of CMT to bridge the gap between movable control s u r f a c e s a n d f i x e d w i n g structure improves the aerodynamic effectiveness of the control surface and can reduce the noise generated by the unsealed gap. While it is easy to see how an adaptive structure can improve aerodynamic performance, the key to realizing these aerodynamic benefits on an air vehicle is to minimize any penalties associated 30 with the adaptive structure versus a conventional structure. Weight, cost, and actuation power requirements are all potential penalties that could limit the effectiveness of CMT applications. In order to fully evaluate the benefits and penalties for CMT, researchers needed to fabricate and test large-scale hardware in a relevant environment. While the basic CMT structural design concept is generic to the various applications identified in Figure 2, a team of directorate, NASA, and Boeing researchers chose the continuous control surface application as the initial focus, due to availability of experimental test assets. The www.afrlhorizons.com continuous control sur face design concept consists of integrating CMT transition structures on the inboard and outboard edges of a control surface, producing a continuous wing surface. Also, CMT is installed across the control surface hinge line. As the surface is actuated, the CMT deforms to provide a smooth transition between fixed structure and the actuated surface. By eliminating the moldline discontinuities around the deflected surface, effectiveness losses associated with aerodynamic gap spillage are eliminated, and flow separation is reduced. The technical challenges associated with the design of a continuous control sur face revolve around tailoring the stiffness of the CMT structure. The CMT structure must be as flexible as possible to minimize actuation power requirements and large loads in the surrounding structure, yet it must be stiff enough to maintain the proper shape for optimal aerodynamic per formance under steady and unsteady aerodynamic loading. Unsteady aerodynamic loading can also induce undesirable structural dynamic response, which could lead to failure of the CMT structure. The team conducted a wind tunnel demonstration of a continuous control sur face on a scaled fighter aircraft model in a low-speed tunnel at NASA Ames Research Center. The objectives of this initial wind tunnel testing were to validate the structural design approach and verify aerodynamic per formance improvements in a relevant environment. Early in the testing, the challenge of designing highly flexible aircraft structures was evident as the CMT structure exhibited some undesirable structural dynamic response due to an unexpected aerodynamic load environment in the wind tunnel. Based on improved knowledge of the wind tunnel environment, the team modified the CMT transition section design and successfully completed wind tunnel testing. This testing validated the structural design approach and measured the aerodynamic and control effectiveness improvements versus a conventional control surface up to the limits of the wind tunnel (Mach 0.3 and dynamic pressure up to 250 psf). The team measured increases in control surface effectiveness on the order of 20% during this wind tunnel testing. While the wind tunnel testing verified some of the aerodynamic and AFRL Technology Horizons, December 2002 AFRL Aeronautics Briefs 1202 11/20/2002 1:51 PM Page 31 Figure 4. CMT test structure in flight control benefits associated with this application, transition of this technology would ultimately require the demonstration of CMT structure at the highest dynamic pressures and Mach numbers associated with a typical fighter aircraft flight environment. The team per formed an analysis of test environments, cost, and data collection possibilities and identified the NASA F-15B Flight Test Fixture (FTF) as the best test bed for continuing the development of CMT. The critical component of the continuous control surface application is the transition section between the fixed trailing edge and the actuated control surface. In order to validate the flight worthiness of this flexible structure, the team modified the trailing edge of the F-15B FTF to subject a CMT transition structure to the full operational envelope of the test aircraft. The flight hardware is shown in Figures 3 and 4. The flights covered the operational envelope of the test aircraft, testing the CMT structure up to Mach 1.7, dynamic pressures up to 990 psf, and altitudes from 5k to 40k ft. The team obtained aerodynamic pressures and CMT structural response data for deflections of the CMT surface up to 30°. Preliminary inspections of the CMT structure reveal no signs of wear or damage after the 5 hours of flight tests. The successful completion of this flight research program gave the research team confidence that highly flexible structural concepts, such as CMT, are viable as a step toward the vision of adaptive air frames and morphing aircraft. Mr. Pete Flick and Mr. Dudley Fields of the Air Force Research Laborator y’s Air Vehicles Directorate wrote this article. For more information contact TECH CONNECT at (800) 203-6451 or place a request at http://www.afrl.af.mil/techconn/index.htm. Reference document VA-02-03. Clearly Your First Source for Precision Optics and Opto-Mechanics! Experience the OptoSigma Difference • Responsive Customer Service • Reliable Engineering Resources • Right Products, Right Price, Right Now! NEW 2002-2003 Catalog! Call for a FREE copy today. TEL: 949.851.5881 • FAX: 949.851.5058 2001 Deere Avenue • Santa Ana, CA 92705 E-MAIL • [email protected] WEB CATALOG: www.optosigma.com ©2002 OptoSigma Corporation. ®OptoSigma is a registered trademark of OptoSigma Corporation. All other trademarks acknowledged. AFRL Technology Horizons, December 2002 For Free Info Enter No. 643 at www.afrlhorizons.com/rs 31 AFRL Aeronautics Briefs 1202 11/20/2002 11:14 AM Page 32 AERONAUTICS Understanding Hypersonic Vehicle Radiation Emission Discovery of a new mechanism may control persistent radiation from hypersonic vehicles. AFRL’s Air Force Office of Scientific Research, Aerospace and Materials Sciences Directorate, Arlington VA Professor William Rich and a group of scientists at the Ohio State University (OSU), sponsored by the Air Force Office of Scientific Research, recently discovered a mechanism that may suppress radiation emitted by vehicles that travel at speeds several times greater than the speed of sound. Hypervelocity aerospace vehicles, such as ballistic missiles, emit strong light radiation during parts of their flight trajector y. Scientists knew, for example, that during a ballistic missile’s boost phase, the exhaust from its rocket engines created a radiation source. While scientists were able to glean detailed information regarding the signature characteristics of the radiation, they knew little about the exact mechanisms that produced the radiation. Of particular concern was the surprising persistence of ultraviolet (UV)-visible radiation, extending long distances behind the vehicle. Prof Rich’s group observed that various modes of motion of energetic molecules in the flow field caused the radiation. As the flow was heated during the normal course of the flight profile, the excited molecules moved randomly in translational and rotational motion. Normally, detectable radiation does not arise from these modes; however, at sufficient energy levels, the vibrational motions of the flow molecules are excited and emit infrared radiation. Some molecules present in the shock wave created by a hypervelocity vehicle are strong infrared radiators (most notably, nitric oxide and the hydroxyl free radical). However, Wright Scholars Program Develops Future Air Force Scientists and Engineers By: Mr. Michael Kelly, Universal Technology Corporation, AFRL Propulsion Directorate W hile most of their friends were flipping burgers at the local fast food joint or just hanging out at the mall this past summer, a select group of promising young scientists was experimenting with their future as research assistants in the Air Force R e s e a r c h L a b o r a t o r y a t Wr i g h t - P a t t e r s o n A i r F o r c e B a s e , O h i o . Tw e n t y - s e v e n “ Wr i g h t S c h o l a r s ” j o i n e d a t e a m o f s c i e n t i s t a n d engineer mentors in the laboratory’s Propulsion, Air Vehicles, and Human Effectiveness Directorates for 10 weeks of hands-on exploration designed to foster learning in the realm of science and engineering. The paid internship gave the selectees, from 19 different high schools, an opportunity to assist with on-site research and apply their knowledge of chemistr y, physics, and mathematics to various types of engineering careers. Twenty of the 22 juniors who participated are returning next year to continue their research and pursue a possible career as Air Force scientists or engineers. Five seniors on their way to college will be invited to apply and take advantage of summer Dr. Paul King (left), Air Force Institute of Technology, and internships in the lab. Mr. Casey Holycross (right), “Wright Scholar” 32 www.afrlhorizons.com this mode does not account for emission at UV-visible wavelengths. The radiation at UV and visible wavelengths comes from a different molecular mode of motion—motion of electrons bound in the molecule. When these electronically excited molecules lose energy, they emit UVvisible radiation. However, some electronic states and many of the vibrationally excited states do not r a d i a t e s t r o n g l y a t U V- v i s i b l e wavelengths. Scientists refer to these states as dark states. In experiments conducted at OSU, Prof Rich’s team developed strong evidence to show that some of the dark states strongly a f f e c t t h e U V- v i s i b l e r a d i a t i o n through an indirect but critical mechanism. These dark states transfer their energy in collisions to the radiating states and serve as an energy storage source, supplying energy to the electronic radiators. The group concluded that the critical mechanism controlling this energy transfer came from the small concentrations of free electrons that are typically present in these hypersonic flow fields. The free electrons collide with molecules in excited dark states, creating a transfer of energy into the electronic radiators. In experiments, OSU researchers simulated the flow field environment, including the necessary free electron concentrations, in an easily controllable laboratory flow cell. By switching on weak electric fields created by small electrodes in the flow cell, the free electrons could be removed quickly. These experiments show that with the electrons removed, the visible and UV radiation from the flowing gases can be almost entirely suppressed. Prof Rich’s team is planning to further investigate the range of applicability of this mechanism and determine whether the mechanism can provide a possible means to suppress radiation from hypersonic vehicle flow fields. Dr. Mitat Birkan of the Air Force Research Laborator y’s Air Force Office of Scientific Research wrote this article. For more information contact TECH CONNECT at (800) 203-6451 or place a request at http://www.afrl.af.mil/techconn/index.htm. Reference document OSR-02-07. AFRL Technology Horizons, December 2002 AFRL Computers Briefs 1202 11/20/2002 11:16 AM Page 33 Computers Air Force Materiel Command Knowledge Now A Web-based resource provides workforce collaboration and learning. AFRL’s Human Effectiveness Directorate, Williams AFB AZ “Transforming the Defense Department is as important to the success of the global war on terrorism as other steps the military is doing to combat the threat,” said Defense Secretary Donald H. Rumsfeld. “Attracting and retaining quality people is a top priority,” he stated, adding “We need a workforce that is adapted to the future, not the past. We need people who are capable of operating highly technical activities and providing the kind of leadership that is distinctive in our country and some other 1 To carry out the democracies.” mandate of transformation, the Air Force Materiel Command (AFMC) is creating a culture—a system—that supports collaboration, people networks, and on-the-job learning. AFMC Knowledge Now, an AFMC Requirements Directorate initiative, applies commercial knowledge management (KM) concepts and technologies to respond to evolving business challenges. This Internet-based system is designed to accelerate warfighter support by giving the AFMC workforce a mechanism for finding and accessing time-critical knowledge and per formance support resources. It connects the people within AFMC so they may share organizational lessons learned, community wisdom and advice, and knowledge and educational resources. Through this collaboration and synthesis of ideas, the system becomes a vehicle for driving innovation to support current and future projects. Understanding the relationship between knowledge and learning is key to recognizing the significance of Knowledge Now. Social interaction fosters the creation and transfer of knowledge, and a KM system provides the means for people who use knowledge content to be involved in its creation. Thus, KM sites distinguish themselves from information-laden web sites by their focus on community and relevant collaboration. Learning is a continual process where employees acquire or enhance skills and knowledge to improve performance. Web-enabled learning (E-Learning) AFRL Technology Horizons, December 2002 applies Internet technologies to deliver an array of on-line solutions to enhance employee knowledge and performance on-the-job. AFMC’s Knowledge Now successfully merges KM and E-Learning to support employee per formance through interaction and collaboration, and through instantaneous access to the including the E-Learning Center (see figure). The Knowledge Now E-Learning Center provides the AFRL and other AFMC organizations with access to complete on-line courses as well as individual learning objects. Through a formal partnership with AFMC, the Air Force Institute of Technology (AFIT) Knowledge Now home page instructional information, procedural documents, policy memos, and analytical and scientific reports relevant to job performance. This anywhere/anytime access provides a path to critical knowledge as it exists in explicit or tacit form. Explicit knowledge resides within written sources, such as documents, databases, and courses, and is maintained through an organization’s file management process. Tacit knowledge represents more intangible, informal workforce expertise, including lessons learned and unique experiences, and is captured through virtual workspaces set up to promote communication and sharing among members of the organization. Knowledge Now features knowledge discovery through enhanced search capabilities, access to existing Community of Practice (CoP) workspaces, and links to resources www.afrlhorizons.com supports the command’s on-line education initiatives. The AFIT Virtual Schoolhouse provides relevant on-line courses to the Air Force workforce, government, and industry partners. “Our mission is to support AFMC by providing education on timely subjects. In this manner, we help AFMC achieve its goals by educating the workforce on new initiatives, processes, and policies,” states Major Rich Remington, AFIT. At times, an individual may need a lesson on just one aspect of a larger subject. In these situations, learning objects make it easy for people to learn what they need to know to accomplish a particular job. For example, although an entire risk management course is available, an individual may need to learn something pertaining only to risk planning. As described by Ms. Desiree Tryloff, Manager of E-Learning and KM 33 AFRL Computers Briefs 1202 11/20/2002 11:17 AM Page 34 COMPUTERS Initiatives, Veridian, “We designed the E-Learning Center to let you find and access single lessons outside the context of an existing course framework. The relationship to the course is maintained so that you can return and take the entire course when you have time.” The AFMC Knowledge Management Program Office created the integrated, collaborative Knowledge Now environment based upon CoPs. This community of communities brings people with like needs together and provides the training and support needed to accomplish their jobs. “Think of a CoP as a ‘Community of Experience.’ Experience is what has to be transferred to achieve labor savings,” says Mr. Randy Adkins, AFMC Knowledge Management Program Manager. “Knowledge Now links knowledge consumers and knowledge providers to promote sharing, collaboration, and innovation within the workforce.” Because every community determines the content of its own CoP workspace, the functionality available to its members varies accordingly. The full operational range of a CoP involves a significant number of possible features including, but not limited to, Discussion Forums, Document Management, Community Calendars, Wisdom and Advice, and Alert Notifications. “We have designed Knowledge Now using a multi-tier system so that you do not need to be a web-developer to manage your Community of Practice ... instead, you can focus on content,” says Mr. Douglas Brook, Knowledge Now Development Lead, Triune Software, Inc. The benefit of applying this tiered approach is reflected in how quickly the Knowledge Now team can respond to an organization’s request for a CoP site. Because each tier represents a different level of content and customization, the Knowledge Management Program Office can establish a Tier 1 site (standard off-theshelf features) within hours and a Tier 2 site (some custom definition) within days, each at virtually no cost to the customer. The program office can turn around Tier 3 sites, which require a higher level of customization, within three months. Two very popular CoPs that currently reside in Knowledge Now are Human Systems Integration (HSI), sponsored by the Human Effectiveness Directorate, and Evolutionary Acquisition (EA). Their respective workspaces exemplify the beneficial integration of KM and E-Learning, providing community members with shared tools, knowledge AFRL Commander Receives AIAA’s Hap Arnold Award for Excellence By: Ms. Jill Bohn, Anteon Corporation, AFRL Public Affairs A ir Force Research Laboratory Commander, Major General Paul D. Nielsen, received a national award in October 2002 for significant achievement in aerospace technical leadership. The American Institute of Aeronautics and Astronautics (AIAA) selected Gen Nielsen as the recipient of this year’s Hap Arnold Award for Excellence in Aeronautical Program Management. AIAA is the principal society of aerospace engineers and scientists. With more than 31,000 members, AIAA is the world’s largest professional society devoted to the progress of engineering and science in aviation, space, and defense. The coveted award is presented to individuals for outstanding contributions in the management of a significant aeronautical or aeronautical-related program or project. The Hap Arnold Award is named after Henry Harley “Hap” Arnold, the commanding general of the Army Air Force during World War II and later the first general of the Air Force. In the citation of the award, Gen Nielsen is recognized for “outstanding contributions to the restructuring of the MILSTAR Satellite program, for an exemplary role as Director of Plans for NORAD [North American Air Major General Paul D. Nielsen, Commander, Defense Command], and for visionary leadership of the Air Force Research Air Force Research Laboratory in these demanding times.” Laboratory 34 www.afrlhorizons.com resources, communication links, training opportunities, and other support mechanisms. Both CoP workspaces offer relevant HSI and EA courses. Each course reflects an effective blend of conventional and leading-edge instructional methods. The result is an engaging, interactive E-Learning experience that appeals to and informs the target audience, thus encouraging and motivating the audience to seek more. The use of gaming technology is one popular aspect of the course design. “These highly interactive learning exercises are designed to simulate real-life situations and scenarios, requiring the learner to act, interact, and make decisions based on available information and resources,” notes Ms. Desiree Tryloff. Coupled with integrated assessment techniques, this role-based approach to learning represents a well-established method for ensuring learner comprehension and retention. The trend toward blended, seamless integration of KM and E-Learning resources, coupled with the increasingly complex knowledge and learning demands of today’s Air Force, will continue to require equally innovative solutions. The robust Knowledge Now environment is a direct response to these evolving expectations. It also reflects AFMC’s commitment to continue exploration of the cuttingedge strategies and technologies needed to satisfy each unique customer organization. Site capabilities put principle into practice by promoting and leveraging knowledge as the primary tool—the product—necessary for supporting AFRL and other AFMC organizations. Quantifiable advantages include increased workforce competency, improved avenues for learning, and reduction in costs of education and training. The more intangible benefits include an atmosphere geared toward innovation, inspired contribution, and other collaborative knowledge endeavors. Ms. Sherrie Carper of Veridian, in partnership with the Human Effectiveness Directorate, wrote this article. For more information contact TECH CONNECT at (800) 203-6451 or place a request at http://www.afrl.af.mil/techconn/index.htm. Reference document HE-02-12. Reference 1 “Rumsfeld Says Transformation Vital to Global Stability.” American Forces Information Service News Articles, Aug 02, http://www.defenselink. mil/news/aug2002/n08082002_200208081.html AFRL Technology Horizons, December 2002 AFRL Veridian Ad 1202.qxd 11/13/2002 12:11 PM Page 2 For Free Info Enter No. 644 at www.afrlhorizons.com/rs AFRL Computers Briefs 1202 11/20/2002 11:18 AM Page 36 COMPUTERS Operator Vehicle Interface Laboratory A state-of-the-art laboratory provides flexibility for developing control station interfaces for unmanned vehicles. AFRL’s Human Effectiveness Directorate, Crew System Interface Division, Crew System Development Branch, Wright-Patterson AFB OH The Human Effectiveness Directorate began the Operator Vehicle Interface (OVI) program in 1998 as an exploratory technology development project focused on interface concepts, allowing one operator to control four lethal unmanned air vehicle (UAV) platforms that perform a suppression of enemy air defense-type missions. Researchers prototyped inter face concepts (see Figure 1) and conducted an evaluation using subjects with various operational backgrounds. Barbato summarized the lessons 1 learned from this evaluation. This initial evaluation helped educate the OVI team on issues associated with UAV operations as well as inter face requirements. Since that initial evaluation, researchers extensively renovated the OVI lab and added new capabilities. The primary focus of the OVI program is designing, prototyping, and testing control station inter face concepts for unmanned vehicles (UV). While the emphasis to date has been on UAVs, many of the concepts developed are applicable to all types of UVs including land-, sea-, and space-based assets. All UVs contain similar aspects of their operation. One simple example is displaying the status of the vehicle’s various systems. While each of the vehicle’s specific systems may be different, the way the operator accesses the information and the way the system status is presented, in the context of an overall mission control station, can be similar. Eight state-of-the-art personal computer (PC) workstations provide a low-cost, high-fidelity simulation environment. In support of the Unmanned Combat Air Vehicle program, researchers are using Dell® 530 workstations with Wildcat™ 5110 graphics cards to prototype interface concepts. These systems contain 1 Gb of memory and can drive two 1280 × 1024 displays at two of the operator consoles. For under $10,000, OVI is utilizing graphics capabilities that would have cost hundreds of thousands of dollars on UNIX-based workstations only a few years ago. The facility contains a mock-up of a mission control station van or shelter 36 Figure 1. Interface concepts that provides a realistic setting for testing concepts (see Figure 2). The shelter can accommodate up to four operators at one time. Two monitors are connected to one PC on two of the mission control stations. The other two operator consoles use only one monitor (see Figure 3). Researchers can configure these monitors in either a horizontal or vertical arrangement, depending on customer needs. This control station arrangement is very flexible and dependent on the type of evaluation being conducted. Test controllers monitor operator activities using projectors and repeat monitors outside the shelter. The hardware architecture of the OVI laboratory allows researchers to evaluate numerous types of vehicle interfaces in many different configurations. Future enhancements may include voice recognition capability, three-dimensional audio, www.afrlhorizons.com Figure 2. OVI facility Figure 3. Mission control stations AFRL Technology Horizons, December 2002 AFRL Computers Briefs 1202 11/20/2002 11:19 AM Page 37 helmet-mounted systems, and haptic controls. In addition, researchers can conduct classified projects in the lab. Using PC workstations also pays a dividend for software development. Numerous low-cost commercial off-theshelf software development tools and components are available for the PC. Researchers built the OVI simulation software using the Microsoft® Visual Studio product line, third party component libraries, and OpenGL® graphics language. Researchers use industry-standard software interface techniques whenever possible so operators are familiar with most interface techniques. This helps make operator training more efficient. Researchers are also exploiting many techniques and tools used on the Internet today with emphasis on meeting requirements, affordability, rapid prototyping, and utilization of industry standards whenever possible. Researchers are designing the simulation software architecture around the concept of utilizing software services. These services could be inter face-specific services or ones supporting the general simulation environment. For example, researchers may need to simulate a Synthetic Aperture Radar (SAR) capability for a given UV. In lieu of having a complex and expensive radar model attached to the simulation, researchers could provide a simple low-fidelity service that maintains a database of images corresponding to the areas where a SAR image will be taken. The service will provide an image using a lookup table methodology that uses vehicle characteristics and parameters. While this approach may work for simple l o w - fidelity testing of inter face prototypes, it may not be suitable for more detailed interface performance testing. In this case, the prototype may require a higher fidelity physicsbased model. A service providing this capability may reside on a remote computer system running a different operating system. Whatever service the interface is actually using for the simulation is transparent to the operator. In either case, the method the operator uses to command the SAR to take the image and the way images come into the interface should be the same. This technique enables researchers to scale OVI simulations based on system resource capabilities and testing requirements, and provides an easy way to upgrade ser vices as new capabilities or requirements emerge. Due to the lethality and nature of modern warfare, UVs are becoming essential tools to combat commanders. The directorate’s OVI laboratory is a state-of-the-art, low-cost facility designed to develop inter faces for operators controlling UVs. The flexibility inherent in the laboratory allows researchers to design, prototype, and test interface concepts for any type of vehicle, whether the vehicle is used for land, sea, air, or space applications. Mr. Gregory L. Feitshans and Mr. Bob Williams (Veridian) of the Air Force Research Laborator y’s Human Effectiveness Directorate wrote this article. For more information contact TECH CONNECT at (800) 203-6451 or place a request at http://www.afrl.af.mil/techconn/index.htm. Reference document HE-02-02. AFRL Technology Horizons, December 2002 For Free Info Enter No. 645 at www.afrlhorizons.com/rs 37 Reference 1 Barbato, G. “Uninhabited Combat Air Vehicle Controls and Displays for Suppression of Enemy Air Defenses.” CSERIAC GATEWAY, volume XI, no 1 (2000), 1-4. AFRL Computers Briefs (WEB)1202 11/20/2002 1:58 PM Page 38 COMPUTERS Multi-Resolution Modeling A high-level architecture model allows integration of current simulations of different levels of resolution for use in warfighter training and simulation-based acquisition. AFRL’s Information Directorate, Information Systems Division, C4ISR Modeling and Simulation Branch, Rome NY Tr a d i t i o n a l l y, a c q u i s i t i o n a n a l y s e s r e q u i r e a FOM hierarchical suite of simulation models to address engineering, engagement, mission and theater/ Initiate React campaign measures of performance, and measures of Aircraft Configuration effectiveness and merit. Configuring and running this Type X X suite of simulations and transferring the appropriate Sensors ECM data between each model are both time-consuming Weapons and error prone. The ideal solution is a single simulation with the requisite resolution and fidelity to Aircraft Flight Profile per form all four levels of acquisition analysis. Cross Range X X SOM SOM RTI JMASS JWARS RTI RTI However, current computer hardware technologies RTI Down Range Altitude cannot deliver the runtime performance necessary to Airspeed support the resulting extremely large simulation. One viable alternative is to integrate the current hierarchical suite of simulation models using the Air Defense Site SAM Type X X D e p a r t m e n t o f D e f e n s e ’s ( D o D ) H i g h L e v e l Location No. of Weapons Architecture (HLA) in order to support multiresolution modeling. An HLA integration, called a federation, eliminates the inconvenience of extremely large models; provides a well-defined and manageable JMASS-JWARS HLA federated object model for Phase I mixed resolution simulation; and minimizes verification, validation, and accreditation issues. In order Modeling and Simulation System (JMASS) and the Joint to meet the objective of providing simulation at different Warfare System (JWARS) simulations, two of DoD’s nextlevels of resolution, CACI, Inc.-Federal, under contract generation simulations, using an HLA federation. with the Information Directorate, integrated the Joint In Phase I of this two-phase project, the federation passed data one way from JWARS to JMASS to initialize a series of surface-to-air engagements that provides an experimental surface-to-air missile (SAM) performance envelope (see figure). In Phase II, the federation passed data both ways, allowing JMASS to provide more detailed calculations of the missile’s performance for the surface-to-air engagements played out in JWARS. JWARS, the DoD’s next-generation, object-oriented, constructive analytic simulation of multi-sided, joint, theater-level war fare, is written in the object-oriented language Smalltalk. As illustrated in the figure, JWARS provides a balanced simulation of strategic, operational, and tactical levels of war, both during deployment and employment. The representations of command, control, communications, computers, intelligence, surveillance, and reconnaissance (C4ISR) form the foundation for how entities perceive and interact with one another in JWARS. A l t h o u g h J WA R S m a i n t a i n s b o t h g l o b a l t r u t h a n d perceived truth for each side, entities within JWARS only make and execute decisions based strictly on C4ISRperceived truth (i.e., on perceptions of the battlefield as provided by JWARS). JMASS provides an excellent framework for developing detailed engineering and engagement simulations of weapon systems, their subsystems, and their interactions with each other. However, JMASS does not currently contain a synthetic battlespace that defines the operational-level context for evaluating the effectiveness of these systems and their associated subsystems. Under this effort, JWARS provides this joint theater-level, operational employment scenario and battlespace for JMASS. The HLA provides a standardized framework for the interoperability and integration of simulations. In particular, the Run Time Infrastructure (RTI) provides the capability to integrate 38 For Free Info Enter No. 646 at www.afrlhorizons.com/rs AFRL Technology Horizons, December 2002 AFRL Computers Briefs 1202 11/20/2002 simulations at the communications and data exchange level. Each HLA/RTIcompliant simulation includes a simulation object model (SOM) and a federation object model (FOM). The SOM defines the RTI interface data available and/or data required to interact with other HLA/RTI-compliant simulations. The FOM establishes the simulation federation and the specific data parameters to be exchanged between the simulations during runtime via the RTI. By federating JWARS and JMASS using the HLA/RTI, developers can initialize JMASS-based simulation executions in realistic operational scenarios. This combination allows weapon system developers and evaluators to obtain a much more valid estimate of weapon system and subsystem performance. In the JMASSJWARS HLA federation, JWARS provides the operational setting and initial starting conditions for the employment of the JMASS weapon system. Whenever the JWARS simulation employs the weapon system (in this case the SAM), JWARS invokes the JMASS detailed simulation to actually employ the weapon system. The JWARS simulation provides the initial starting conditions for each participant in JMASS including aircraft type, SAM type, heading, airspeed, altitude, and aspect angle. In the future, developers can add other attributes that can have an effect on the engagement including aircraft weapons and electronic countermeasure (ECM) configurations. In Phase I of this program, the JMASS simulation executes using these JWARSpassed parameters. In Phase II, once the execution is completed, JMASS passes the aircraft-SAM engagement outcomes back to JWARS for continued simulation execution. The JMASS-JWARS HLA Federation contract will allow an acquisition engineer or analyst to leverage the JWARS theater-level, synthetic battlespace to more accurately define realistic, operationally focused experimental designs for weapon system and subsystem trade studies. It also p r o v i d e s the ability to assess and demonstrate the performance and the effectiveness of acquisition systems and subsystems. The multi-resolution modeling approach also provides a realistic JWARS theater c a m p a i g n l e v e l operational context to assess the weapon system’s value added and deployment/employment supportability in a multi-day, combined force-on-force scenario. The final result of the program AFRL Technology Horizons, December 2002 11:22 AM Page 39 development is an outcome envelope f o r each aircraft-SAM engagement combination based on a JWARS operationally driven JMASS e x p e r i m e n t a l d e s i g n . S p e c i f i c a l l y, t h e individual engagements in JWARS provided the initial down range, cross range, altitude, and airspeed parameters, and JMASS provides the missile’s per formance. The final result is an integrated system where J M A S S p r o v i d e s t h e m i s s i l e ’s performance used in the surface-toair attrition algorithms in JWARS, thus providing a more realistic model with more credible results. Mr. Gar y Plotz and Dr. John Prince (CACI, Inc.-Federal) of the Air Force Research Laborator y’s Infor mation Directorate wrote this article. For more information contact TECH CONNECT at (800) 203-6451 or place a request at http://www.afrl.af.mil/techconn/index.htm. Reference document IF-02-06. ULTRA FLAT HARMONIC DRIVE GEARING • Highest Torque/Volume Ratio • 1 Arc-Min Accuracy • +– 5 Arc-Sec Repeatability • Gear Ratios to 160:1 New CSD Series Call for Technical Brochure 800.231.HDSI or visit www.HDSI.net Conventional Harmonic Drive Gearing New CSD Series Ultra Flat Design World Leader in Ultra-Precision Motion 89 Cabot Court. Hauppauge, NY 11788 T: 631.231.6630 F: 631.231.6803 800.231.HDSI www.HDSI.net For Free Info Enter No. 634 at www.afrlhorizons.com/rs 39 AFRL Computers Briefs 1202 11/20/2002 11:22 AM Page 40 COMPUTERS Intelligent Mission Controller Node AFRL technology enhances realism of air combat exercises. AFRL’s Human Effectiveness Directorate, Deployment and Sustainment Division, Sustainment Logistics Branch, Wright-Patterson AFB OH The Air Force (AF) trains theater duty. The lack of real-world aircraft commanders who review their commanders and their staffs through experience and knowledge can reduce specific flights. They create detailed Joint Training Confederation (JTC) the operational realism of the JTC ingress and egress routing, and exercises. These exercises provide exercise (see Figure 1). In a real-world conduct final checks for timing, opportunities to develop and increase environment, the theater command distance, fuel, and other details. For skills in strategy, planning, and staff generates the ATO and releases it example, the AOC may produce an execution of joint and combined air to mission-ready personnel. The ATO with the weapon load for a flight warfighting. JTC exercises typically command staff only plans the mission listed as “best,” meaning the aircraft consist of a training audience (a should be loaded with the theater commander and staff), best available munitions for a host of exercise controllers the target. In an operMission Tasking Theater Command who represent the operational ational environment, wingATO Creation wings, and a theater-level air level personnel have access combat simulator. The air to real-time logistics incombat simulator is a conformation on weapon structive simulation that availability. As the ATO is Wing Wing Wing executes the theater command distributed through the staff ’s Air Tasking Order levels, everyone involved Mission Detail (ATO) and provides feedback reviews the weapon load ATO Review on its effectiveness. The Human selection and confirms Squadron Squadron Squadron Effectiveness Directorate devavailability, ensuring the eloped the Intelligent Mission aircraft launches with Controller Node (IMCN) to munitions appropriate reduce the level of effort for the target and aircraft. Mission Execution exercise controllers expend In a JTC exercise, it is Flight Flight Flight ATO Flyout inputting parameters into the often not practical to simulator. IMCN provides represent every step of the intelligent rule sets that Figure 1. Real-world ATO distribution process process with actual implement AF doctrine and personnel. Instead, each tactics in processing the ATO. exercise controller repIt bridges the gap between a resents all of the review Mission Tasking Theater Command real-world ATO and a simulated levels, from the wing to the ATO Generation ATO, providing an increased flight lead, for a given set of realism into the exercise. missions (see Figure 2). ATO Processing IMCN also reduces the number The controllers are grouped Software of participants involved in the into mission cells (e.g., exercise, thereby reducing Close Air Support, Combat exercise cost and satisfying an Air Patrol) that are Mission Detail ATO Review established AF requirement. responsible for all flights of Mission Mission Cells Cells Simulation JTC exercises can be comtheir mission type. The Interface plex, time-consuming, and flights are divided among Software expensive. Large support the controllers in the cell. staffs, including numerous During the planning stage Mission Execution Theater-level Air Combat Simulator exercise control officers, are of the exercise, the ATO Flyout needed to process the ATO controllers must provide all and provide feedback to the the oversight and input for training audience. These Figure 2. Exercise ATO distribution process their missions, usually in a controllers ser ve as ATO matter of hours. The ATO processors, mimicking operational tasking, not the mission details. Wingprocessing is very tedious and error procedures. They also act as rolelevel personnel assign missions to the prone; the controllers need to be players to send and receive squadrons, resolve any ATO knowledgeable on operations, weapons, information from the Air Operations ambiguities and conflicts, and then and aircraft in order to supply accurate Center (AOC). Since most simulation distribute taskings to the squadrons. inputs. For example, a close air centers do not have permanent staff At the squadron level, the mission support exercise controller will review a assigned for these vital functions, they commander reviews timing portion of the close air support use military augmentees from reserve modifications and makes basic routing missions. That controller is responsible and guard units. The centers seek assignments for all flights in the for the accurate execution of all aspects active duty operators, but they are mission. Finally, the squadron sends of those missions. He/she will confirm generally unavailable for temporary the ATO to the flight leaders and or update the weapon loads for all the 40 www.afrlhorizons.com AFRL Technology Horizons, December 2002 AFRL Computers Briefs 1202 11/20/2002 11:23 AM Page 41 missions. Sometimes missions will slip through the review process because the controller did not make the proper updates. If no checks of mission weapons loads are made or if munitions of a specified type are not available, a simulation can launch weaponless aircraft. This can happen in simulations, especially when real-world expertise is lacking. Typically, the augmentees receive a controller handbook and a few days of training. The few highly experienced controllers, who may be available for an exercise, often spend most of their time monitoring the augmentees, not applying their experience directly to the exercise. The IMCN helps to solve these practical problems using the Java™ Expert System Shell inference engine developed at Sandia National Laboratories. IMCN compares basic factual information about the missions to criteria established in rules. Controllers can quickly and easily construct new rules. A user inter face provides a controller-friendly graphical layout and breakdown of the rule structure with specific windows that provide templates in specific categories such as routing and weapon selection. When a mission meets a rule’s criteria, that rule executes against the mission, filling in relevant information. Controllers can build these rule sets from scratch prior to the exercise and tailor them according to the needs of the exercise and its specific training objectives. Controllers can store the rule sets for future use, allowing later modifications to adapt the rule set to the next exercise and trainees. This flexibility promotes reuse of complex rule sets, while providing the controllers the ability to easily tailor them as needed. In the example above, controllers would have constructed rules to monitor weapon loads, addressing the aircraft, base, and target. If the weapon load were missing or inappropriate, the IMCN would update the mission’s weapon load without any controller input. Because the simulation centers host a variety of Numbered Air Forces (NAFs) under different scenarios, it is extremely important for the controllers to be able to adapt to the changes between the NAFs. For example, one NAF may use the secondary target field to represent the second target to be hit after the first. Another NAF may use the same field to represent a target that should only be hit if the first target cannot be hit. IMCN can easily deal with these differences using rule sets. Without IMCN, the controllers would have to remember and encode nuances like these for every NAF in every scenario for every flight. The Defense Modeling and Simulation Organization (DMSO) funded Phase II of the research. The strategy was to link the IMCN with the Navy’s Research, Evaluation, and Systems Analysis simulation and to provide a more robust user interface for rule creation and management. The original proof-of-concept IMCN required expert system specialists to craft rules. The new user interface enables trained controllers to easily author the rules through an improved graphical inter face and the use of a syntax abstraction tool. The directorate demonstrated the second integration and user interface in an exercise at the Joint Training Analysis and Simulation Center in the fall of 2000. After a second demonstration, the Navy requested IMCN functionality and support for future exercises. The directorate also demonstrated a slightly refined IMCN, which included the improved user interface and a more indepth rule set, to the AF Command and Control Training and Innovation Group in December 2000; the group used this successfully during a follow-on exercise. The Office of Naval Research decided to broaden the application of the IMCN and fund Phase III of the IMCN AFRL Technology Horizons, December 2002 research. This phase provided integration with another Navy simulation, Joint Semi-Automated Forces, through the implementation of an extensible mark-up language file transfer. The IMCN played a key role in Fleet Battle Experiment India in late spring and summer 2001. The directorate fully integrated and supported IMCN during this important Navy exercise. The Navy is providing further funding to support IMCN in future exercises. The IMCN completed Phase IV of development in the spring of 2002. This phase provided integration of the IMCN into the current AF Modeling and Simulation Toolkit as well as integration into the next generation of the AF Modeling and Simulation Toolkit. As the transition agent, the AF Integrated Command and Control System Program Office (IC&C SPO), along with DMSO, provided funding for this phase of the effort. The integration schedule is sustained by IMCN support at key exercises at each of the major AF simulation centers. User feedback on the IMCN is extremely positive. Model controllers who had the opportunity to interact with the software consistently praised it. The directorate completed rollout and final transition of the IMCN to the IC&C SPO in June 2002. They are using the software in exercises supporting four major simulations. The IMCN has become a valuable addition to the Department of Defense’s Modeling and Simulation Toolkit for more realistic, effective, and lower cost air combat control exercises. Lt John Camp of the Air Force Research Laboratory’s Human Effectiveness Directorate wrote this article. For more information contact TECH CONNECT at (800) 203-6451 or place a request at http://www.afrl.af.mil/techconn/index.htm. Reference document HE-02-11. For Free Info Enter No. 647 at www.afrlhorizons.com/rs 41 AFRL Medical Briefs1202 11/20/2002 11:25 AM Page 42 Medical Excimer Laser Photorefractive Eye Surgery Quality Assessment A novel scanning confocal slit photon counter system objectively measures a patient’s postphotorefractive surgery haze. AFRL’s Human Effectiveness Directorate, Directed Energy Bioeffects Division, Optical Radiation Branch, Brooks AFB TX The Air Force is currently evaluating the effectiveness of excimer laser photorefractive keratectomy (PRK) surgery of the cornea for the correction of refractive errors such as myopia. The goal is to comprehensively understand the effect and characteristics of this surgical treatment in order to make important policy decisions on its use for aircrews. The Chief of Staff of the Air Force commissioned a comprehensive health and performance effects study. Researchers from the Air Force School of Aerospace Medicine and the Wilford Hall Medical Center, with AFRL support, are conducting the study. Air Force eye surgeons performed, under study protocols, PRK corrective surgery on 80 non-flying volunteers; 20 served as controls. The researchers are following the study group for a two-year period. They score the subjects on an extensive array of critical visual performance tests and are measuring corneal haze objectively by using a novel method. PRK and now a related method, called laser insitu keratamiliuesus, depend on the efficient and precise tissue removal effects of an argon flouride excimer laser characterized by nanosecond pulses of intense far ultraviolet (UV) laser light at a wavelength of 193 nm. Notably, the author was the first to discover this tissue removal effect in an AFRL laboratory in 1979 and was first to suggest its surgical application. As applied to eye surgery, the eximer laser process effectively removes corneal tissue with little ancillary damage to reshape the corneal topography. The resulting treated site heals remarkably well and a new epithelial layer (outer cell layer) grows back. There is, however, the occurrence of a slight opacification, or haze, in the new corneal regrowth that may affect visual performance. Postsurgery steroid drug treatment substantially reduces the appearance of haze, and visual performance is not seriously impacted. This implies that eye surgeons and 42 clinicians can use haze itself as a means of tracking the healing process. Normally, eye surgeons clinically assess haze using a subjective scale of one to four based on a slitlamp biomicroscope observation of the cornea. For this study and in general practice, the scale is far too course to be useful. Level four is almost as opaque as a ground sheet of glass. Most of the visibly observable haze of patients with surgery below six diopters of correction occurs below one on the scale. Project scientists required a new instrument to obtain more quantitative results. The non-invasive, non-contact measurement of corneal haze, or any opacity of the eye, presents a significant challenge including the following: (1) the elimination of ancillary light scatter from other regions outside the probed area, (2) the reduction of the probing beam intensity to comfortable levels well below safety standards, (3) controlling the geometry of the test area, (4) the avoidance of blink reflex requiring subjects to complete the test in less than 10 seconds, (5) eye centering and fixation, (6) measurement of very low levels of back scatter requiring photon counting, (7) stable and long-term reproducible calibration, and (8) lateral and depth control of the scan into the ocular region. The author and colleagues developed an optical probe of corneal haze that meets these technical challenges and applied it to the Air Force PRK study. This novel instrument is a form of confocal laser slit beam, frontilluminated microscopy (see Figure 1). The probe light source is a low-power helium-neon (He-Ne) laser beam reduced by a factor of 10+6 with a variable neutral density filter (NDF). A mirror (M) directs the beam through a beam splitter (BS) with an approximate 10% portion sampled by a PIN photodiode (PIN PD) readout on a digital voltmeter for beam intensity reference purposes. The transmitted Figure 1. Schematic diagram of the scanning confocal slit corneal scatter measurement instrument www.afrlhorizons.com AFRL Technology Horizons, December 2002 AFRL Medical Briefs1202 11/20/2002 11:25 AM Page 43 portion is shaped by a cylindrical lens (CL) and truncating aperture (TA) to produce a line beam collimated to 2 approximately 1 x 1 cm . This line beam passes and reinforces the degree of laser beam polarization at a 500:1 ratio polarizing beam splitter cube (PBSC). The line beam is reflected from a galvanometer-motor-driven mirror (GM), which oscillates the reflected beam about a small angle from directly on axis with a computercontrolled zoom lens (CCZL). The Figure 2. Subject taking the haze meter test photon count/65.5msec bin 3000 2000 1000 0 0 10 20 30 40 50 60 70 80 z range x 0.22mm Figure 3. Typical backscatter measurements, three repeat scans. The first peak is due to corneal scatter, and the second and third peaks represent lens front and back surface scatter. The distance between the peaks is an accurate anatomical measurement of the surface-to-surface dimensions. 1.0 0.9 Scatter Index 0.8 0.7 0.6 0.5 0.4 -100 0 100 200 300 400 500 Time Relative To Surgery (d) 600 700 800 Figure 4. Corneal scatter vs. time relative to surgery. Note the sharp decrease, which parallels the steroid regimen in the early stages of postsurgery. AFRL Technology Horizons, December 2002 www.afrlhorizons.com zoom lens brings the line beam to an extremely fine (~10 um width, 4 mm length) line segment focus at a varying depth into the eye. The zoom lens gathers the back-scattered 633 nm photons and projects them back through the beam splitter cube through a lens (L) that focuses the orthogonally polarized light through a narrow (~20 um) slit aperture (SA) onto a photon counter system. A view of a test subject on the instrument is shown in Figure 2. To acquire a scan, the subject is secured on a chin rest, fixates on a dark spot in the center of what appears as a rectangular red illuminated field, and refrains from blinking for a short 8second period while the computercontrolled zoom lens focuses the scanned thin slit beam at varying planes through the anterior ocular segment. The resulting scan data of a typical single 8-second test is shown in Figure 3. The first peak at about 23 units of range in the z-axis is due to scatter from the cornea. The second broader peak at about 43 units is due to scatter from the subject’s lens. The fact that the lens scatter is measurable for per fectly normal eyes indicates that eye care physicians can easily monitor cataract formation at levels long before it is clinically observable. This may be of value in the assessment of the effects of stressful environments such as bright daylight, space travel, radio frequency fields, and environmental exposure to infrared or UV radiation on personnel over long periods. Project scientists tracked the corneal scatter for the Air Force PRK subjects. A typical prepostsurgery time course is shown in Figure 4. There is an immediate scatter reaction to the surgery, which is followed by a protracted reestablishment of the original transparency. Project scientists are currently analyzing the correlation of this scatter parameter with other observations in the PRK study group, but it is evident that precision haze measurements track drug treatment and the healing process. Through this method, eye care physicians can monitor modern day refractive surgery to achieve optimum high visual acuity results that will benefit both the military and civilian populations. Dr. John Taboada of the Air Force Research Laborator y’s Human Effectiveness Directorate wrote this article. For more information contact TECH CONNECT at (800) 203-6451 or place a request at http://www.afrl.af.mil/techconn/index.htm. Reference document HE-02-08. 43 AFRL Medical Briefs1202 11/20/2002 11:27 AM Page 44 MEDICAL Spatial Disorientation Understanding the three types of spatial disorientation will bring a quicker solution to the spatial disorientation phenomenon. AFRL’s Human Effectiveness Directorate, Joint Cockpit Office, Wright-Patterson AFB OH Spatial disorientation (SD) is the most common cause of human-related aircraft accidents. Due to the significance of the phenomenon, the Human Effectiveness Directorate initiated a five-year Spatial Disorientation Countermeasures (SDCM) program aimed at understanding and reducing the SD mishap rate. This program has a three-pronged approach: training, displays/technologies, and 1 orientation mechanisms research. In order to appreciate the approach, everyone involved must understand the definition of SD and the ways it will manifest itself to the pilot. SD requires the knowledge of both the physiology and psychology of the human in flight and, to a lesser extent but still important, an understanding of the physics of an aircraft in motion. When reading about an accident involving SD, terms like visual illusions, vestibular misperceptions, task saturation, weather, motion, and aircraft experience are commonly found. In the past, researchers aimed much of the countermeasures research at improving their understanding of these misperceptions. However, in order to better understand how to apply this knowledge to the overall phenomenon, researchers must start with the SD definition and arrange each condition into distinct categories. The most widely used and accepted general definition is “A state characterized by an erroneous sense of one’s position and motion relative to 2 the plane of the earth’s sur face.” Fortunately, SD research is mature 3 enough to have an agreed definition. Prior to this accepted definition, researchers could not be certain that a particular incident qualified as SD or as another phenomenon altogether— often masking the real magnitude of the issue. To better support the use of this definition by researchers, pilots, physicians, and physiologists, an operational definition recently emerged—“An erroneous sense of the magnitude or direction of any of the aircraft control and performance flight 4 parameters.” The words “control and performance flight parameters” add more utility to the definition. These words provide a means of measuring the state of a pilot’s spatial orientation through the recording of the pilot’s perception of the flight information depicted on the instrument displays. The definition also uses words more commonly applied by those in the aircraft operational community. Because of the different ways SD can occur, researchers found it easier to study by separating SD into three distinct categories: Type I—unrecognized, Type II—recognized, and Type III— incapacitating. Each type impacts the pilot in a different way, and researchers must understand each type when studying SD. The first group, Type I—unrecognized SD, explains the phenomenon as a state where the pilot is unaware of the flight parameters described in the operational definition. This is the most common type of SD and can be brought about by many psycho-physiological variables (e.g., task saturation, channelized attention, fatigue, etc). Many operators term this as a simple failure of the pilot to maintain an appropriate instrument crosscheck. DIRECTION OF STICK INPUT *No significant difference: head position, roll direction Increase Bank No Change Decrease Bank Percent of Responses 100% 75% 50% 25% 0% 0 deg/sec 10deg/sec 20 deg/sec 30 deg/sec Roll Rate Prior to Task (Maintain Bank, Angle) Figure 1. Gillingham Illusion (post-roll effect) 44 www.afrlhorizons.com An example of Type I SD is the postroll or Gillingham Illusion (see Figure 5 1). A recent in-flight study that defined the term found that following sustained roll rates of three different magnitudes (four if you consider the null condition as a roll rate), pilots responded to the sensations of the inner ear and rolled the aircraft when instructed to maintain a constant bank. The rates of roll tested were at 10°/sec, 20°/sec, and 30°/sec. Researchers found a significant difference between the null roll condition and the three different roll rate responses. Each roll condition, upon stopping, generated an undetected roll sensation contrary to the direction of the initial roll, resulting in the undetected, but pilot initiated, opposite roll. This illusion may be at the root of many of the Type I accidents, especially those involving loss of bank awareness. The second group of SD sensations encompasses those incidents that produce a recognized phenomenon known as a sensory mismatch or at least the awareness that something has gone wrong. This is labeled as Type II— recognized SD. An explanation of the classic Graveyard Spin Illusion demonstrates Type II SD (see Figure 6 2). In this example, the pilot enters a spin, becomes stabilized in yaw, and realizes a need to place controls opposite to the direction of rotation. Once the pilot applies the opposite controls, the aerodynamic result is a decrease in the aircraft’s angular rotational yaw followed by a false sensation of the aircraft beginning to spin in the opposite direction. When this occurs and if the pilot looks at the aircraft turn needle or compass card, the pilot experiences a sensory conflict. The turn needle will indicate a turn in one direction, while the inner ear sensation will generate a feeling that the aircraft is turning in the opposite direction. The pilot must decide which sensory system to believe—the sensation felt by the inner ear or the information displayed by the instruments. When this occurs, the pilot often suspects an instrument malfunction and does not recognize the situation as SD. As shown in Figure 2, if the pilot does not believe the instruments and relies on his/her inner ear, the pilot may find the aircraft spinning in the same original direction AFRL Technology Horizons, December 2002 AFRL Medical Briefs1202 11/20/2002 11:27 AM Figure 2. Graveyard Spin all the way to ground impact, hence the name Graveyard Spin. The third and last type of SD is the least common and the least understood. Researchers call it Type III—incapacitating SD. Few written reports and fewer studies of this type of SD exist, but researchers know it does occur, through experience and pilot reports. Unfortunately, researchers have not been able to produce the proper conditions that illicit the illusion on the ground where they can study and better understand the phenomenon. An example of Type III SD is called the Giant Hand Illusion (see Figure 3). The following is an example of one such case, which also explains the reason behind its name. During a routine sortie, an instructor pilot stated he was able to move the control stick up, down, and to the right, but was unable to move the stick to the left. He transferred control to the student pilot in the front seat of the aircraft, and that pilot could move the controls without any problems. The Page 45 control sticks between the two seats are connected so that any actual inability to move the stick in one cockpit would be the same in the other. After several more instances, the condition appeared to clear itself. The pilot reported the stick malfunction to aircraft maintenance upon returning to base. When maintenance inspected the aircraft, they could not duplicate the problem. A countermeasure often recommended to pilots who experience this problem is to remove their hand from the control stick and then try to reapply pressure by using just fingers and hand motion (avoiding arm movements). The SD phenomenon has been intertwined with aviation since the beginning of manned flight, and only a concerted and coordinated research effort will make a difference in reducing SD mishaps. This effort begins with an understanding of the definition of SD, along with its three distinct types. Through this understanding, researchers hope that collaboration and shared resources will bring a quicker solution to the phenomenon. In addition, the SDCM program established a web site dedicated specifically to providing published information to anyone interested in SD countermeasures. The web site can be accessed at http://www.spatiald.wpafb.af.mil. Maj Todd E. Heinle and Mr. William R. Ercoline (Veridian) of the Air Force Research Laborator y’s Human Effectiveness Directorate wrote this article. For more information contact TECH CONNECT at (800) 203-6451 or place a request at http://www.afrl.af.mil/techconn/index.htm. Reference document HE-02-10. References 1 Heinle, T. E. “USAF Spatial Disorientation Countermeasures Program.” Proceedings of Recent Trends in Spatial Disorientation Research. San Antonio TX, Nov 2000. 2 Ercoline, W. R., Freeman, J. E., Gillingham, K. K., and Lyons, T. J. “Classification Problems of US Air Force Spatial Disorientation Accidents, 1989-91.” Aviation, Space, and Environmental Medicine, vol 65 (1994), 147-152. 3 Benson, A. J. “Special Senses, Work and Sleep.” Ernsting, J, Ed. Aviation Medicine, Physiology and Human Factors. 1st ed. London: William Clowes & Sons Limited. (1978), 405-467. 4 Gillingham, K. K. “The Spatial Disorientation Problem in the United States Air Force.” Journal of Vestibular Research, vol 2 (1992), 297-306. 5 Brown, D. L., DeVilbiss, C. A., Ercoline, W. R., and Yauch, D. W. “Post-roll Effects on Attitude Perception: ‘The Gillingham Illusion’.” Aviation, Space, and Environmental Medicine, vol 71 (2000), 489-495. 6 Gillingham, K. K. and Previc, F. H. AL-TR1993-0022, Spatial Orientation in Flight. Air Force Materiel Command, Brooks AFB TX, 1993. Designers and Manufacturers of High Power RF and Microwave Amplifiers Defense Products ECM ★ EW ★ TELEMETRY OPHIRRF is an established supplier of commercial amplifiers to the Armed Forces. Our ability to adapt proven designs to military applications results in reduced lead times and aggressive pricing. When your program calls for a COTS or COTS-AdaptedTM solution, contact our experienced and knowledgeable team to discuss your specific requirements. (310) 306 -5556 www.ophirrf.com [email protected] Figure 3. Giant Hand Illusion AFRL Technology Horizons, December 2002 For Free Info Enter No. 648 at www.afrlhorizons.com/rs 45 AFRL Available Lit/SBIR 1202 11/20/2002 11:29 AM Page 46 AF ManTech Highlights This publication promotes information relevant to, and about, the people and programs of the Manufacturing Technology Division of the Materials and Manufacturing Directorate. Tool Design Software Creates Big Impact on Sheet Metal Forming Company: FEM Engineering, Inc. Small Business Innovation Research Program Location: The Air Force created this brochure to encourage more small businesses to participate in the Small Business Innovation Research Program. Employees: Los Angeles, CA 7 President: Ali Nezhad, PhD Computational Sciences Center of Excellence This tri-fold brochure describes areas of computational research at the Air Vehicles Directorate’s Control Sciences Division. AFRL Success Stories CD-ROM Success Stories for 1997-98, 1999, 2000, and 2001 are available with just a click of the mouse at the Success Stories web link. This CD is business card size, runs on standard PC CD-ROM readers, and contains other AFRL program links. Air Force Dual Use Science and Technology (DUS&T) Program This brochure describes the Air Force DUS&T program and provides examples of successful dual-use efforts between government and industry. To receive copies of these products, contact: TECH CONNECT (800) 203-6451 e-mail: [email protected] web site: http://www.afrl.af.mil/techconn/index.htm 46 Air Force Requirement: Tool design and fabrication are crucial steps in manufacturing sheet metal parts for the Air Force fleet. The design process itself takes time and is expensive. The Air Force wanted to develop an expert system to automate technology for the metal-forming area. Small Business Innovation Research (SBIR) Technology: Funded in part by SBIR, FEM Engineering developed Metal Forming Tool Design (MFTD) software that achieves a substantial reduction in tool design time for sheet metal forming with additional benefits of greater accuracy and consistency in tool design. The tooling knowledge encapsulated and performed by the system enables companies to maximize their tooling staff and have greater throughput. The MFTD software works in conjunction with Metal Forming Simulation software, which enables designers to determine the formability of a given part prior to manufacturing. The entire software package reduces cycle time over 78% and labor by over 50%. Also, the rejection rate decreased by over 90%. Company Impact: FEM Engineering has already talked with several major American, Canadian, and European aerospace companies about commercializing the MFTD software. For more information on this story, contact Air Force TECH CONNECT at (800) 203-6451 or visit the web site at http://www.afrl.af.mil/techconn/index.htm AFRL Technology Horizons, December 2002 AFRL Fax/SubForm 1202 11/20/2002 11:30 AM Page 47 Vol. 3, No. 4 December 2002 This form expires: March 31, 2003 Fast Fax Information Form (212) 822-2029 Fax this form for quickest processing of your inquiry, or use the on-line LeadNet Service at www.afrlhorizons.com (Click on: “Get More Information...FAST”) Name: ______________________________________________________ Company: ____________________________________________________ Address: ____________________________________________________ ____________________________________________________________ City/St/Zip:____________________________________________________ Phone: ______________________________________________________ Fax: ________________________________________________________ E-mail: ______________________________________________________ Questions or Comments? 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(check one) specify, or authorize the purchase ❑ Manage Engineering Department ❑ Manage a Project Team ❑ Manage a Project ❑ Member of a Project Team ❑ Other (specify):______________ job functions are: 4 Your (please check all that apply) 10 ❑ Design & Development Engineering (Inc. applied R&D) 12 ❑ Testing & Quality Control 13 ❑ Manufacturing & Production 14 ❑ Engineering Management 16 ❑ General & Corporate Management 17 ❑ Basic R&D 15 ❑ Other (specify):______________ Write in the number of your principal job function ____________________ 32 ❑ ICs & semiconductors 33 ❑ Connectors/interconnections/ packaging/ enclosures 02 ❑ Board-level products 18 ❑ Sensors/transducers/detectors 16 ❑ Data acquisition 19 ❑ Test & measurement instruments 34 ❑ Power supplies & batteries 35 ❑ PCs & laptops 06 ❑ Workstations 36 ❑ EDA/CAE software 37 ❑ CAD/CAM software 17 ❑ Imaging/video/cameras 38 ❑ Lasers & laser systems 39 ❑ Optics/optical components 40 ❑ Fiber optics 41 ❑ Optical design software 20 ❑ Motion control/ positioning equipment 30 ❑ Fluid power and fluid handling devices 31 ❑ Power transmission/motors & drives 42 ❑ Rapid prototyping and tooling 13 ❑ Metals 28 ❑ Plastics & ceramics 27 ❑ Composites 43 ❑ Coatings 80 ❑ None of the above A B C D E ❑ ❑ ❑ ❑ ❑ 1 2-5 6-19 20-49 50-99 F G H J ❑ ❑ ❑ ❑ 100-249 250-499 500-999 over 1000 which of the following 7 To(check publications do you subscribe? all that apply) 01 02 03 05 06 07 08 09 10 11 12 13 14 15 16 17 ❑ Cadalyst ❑ Cadence ❑ Computer-Aided Engineering ❑ Designfax ❑ Design News ❑ Desktop Engineering ❑ EDN ❑ Electronic Design ❑ Machine Design ❑ Mechanical Engineering ❑ Product Design & Development ❑ Sensors ❑ Test & Measurement World ❑ Laser Focus World ❑ Photonics Spectra ❑ None of the above you a subscriber 8 Are to NASA Tech Briefs? ❑ Yes ❑ No Would you like to receive a free e-mail newsletter from NASA Tech Briefs? ❑ Yes ❑ No Your e-mail address THD202-8 AFRL Ad Index 1202 11/20/2002 4:54 PM Page 48 Advertisers Index Reader Service Number Company Page Company Reader Service Number Page Abaqus ........................................638 ......................5 LaCroix Optical Co.....................637 ....................14 AFRL Tech Connect....................650 ............COV 3 Mikron Infrared, Inc. ................646 ....................38 Digi-Key Corporation..................632 ......................3 Network Analysis, Inc. ................636 ....................12 Diversified Technical Systems ....647 ....................41 Omega Engineering ................................................1 Dynetic Systems ..........................642 ....................28 Ophir RF......................................648 ....................45 Electro Optical Industries ..........635 ....................11 OptoSigma ..................................643 ....................31 Endevco ......................................641 ....................25 Schott Fiber Optics, Inc. ............640 ....................21 Engineering Synthesis Design ....645 ....................37 Veridian Engineering ........633, 644 ................4, 35 Equipto Electronics Corp. ..........639 ....................19 Watlow Electric Manufacturing..649 ............COV 4 HD Systems..................................634 ....................39 Xtreme Energy ............................631 ............COV 2 New in the NASA Tech Briefs Bookstore Fuel Cell Technology Handbook The first comprehensive overview of fuel cell principles & technologies. 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Simply Many solutions for business and industry stated, it offers advanced technology don't require starting with a "blank sheet of developed for Air Force requirements paper"…the technology to commercial businesses through may already exist. cooperative research and development (R&D) agreements. Technology Transfer offers business and industry a partnering environment with the Air Force, featuring a winning combination of scientific expertise, unique facilities and highly sophisticated equipment. Now your business can take advantage of this R&D treasure chest by creating new products, solving technical problems and becoming more competitive in the global marketplace. SBIR… A PARTNERSHIP WITH SMALL BUSINESS AND INDUSTRY A key partner with Technology Transfer is the Small Business Innovation Research (SBIR) program. This program allows qualified small businesses a chance to compete for government R&D contracts. The SBIR program supports "high risk" research while encouraging small businesses to commercialize their work. PRODUCTS, SOLUTIONS…PARTNERING Already, companies in automotive design, medical research, environmental sciences, and electronics, to name just a few, are taking advantage of the numerous capabilities that the Air Force Research Laboratory has to offer. To enhance your company’s position in the competitive marketplace give us a call at our TECH CONNECT hotline and discover Air Force technologies that can help make your good ideas fly. State-of-the-art facilities can provide businesses with cost-effective solutions…from research to final testing. AIR FORCE SCIENCE AND TECHNOLOGY OFFERING BUSINESS NEW POSSIBILITIES Talk to us today. Call TECH CONNECT at (800) 203-6451, 8 a.m. to 5 p.m., EST. http://www.afrl.af.mil/techconn/index.htm e-mail: [email protected] Proven technologies in military applications are increasingly providing solutions in the fields of environmental safety, health care, communications and a host of other industries. For Free Info Enter No. 650 at www.afrlhorizons.com/rs AFRL Watlow Ad 1202.qxd 11/18/02 12:02 PM Page 1 WE’LL KEEP YOU IN THE LOOP WITH NEW TECHNOLOGIES FOR YOUR THERMAL APPLICATIONS. NEW THICK FILM HEATERS ON CERAMIC · Available on aluminum nitride and alumina · Temperature uniformity · Precise heat delivery · Rapid temperature ramping · Stable properties · Low profile · Thick film heaters also available on quartz and stainless steel Watlow’s tradition of innovation continues. For your complete thermal loop solutions, you only need to turn to one manufacturer – Watlow. 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