Monday, June 9, 2014

Thoughts on 70th Anniversary of World War II Normandy Invasion

Franklin D. Roosevelt’s D-Day Prayer

“Almighty God: Our sons, pride of our nation, this day have set upon a mighty endeavor, a struggle to preserve our Republic, our religion, and our civilization, and to set free a suffering humanity.”

Franklin Roosevelt, Prayer on D-Day, Radio Address, June 6, 1944




Congress Considers Adding FDR Prayer to World War II Memorial

H.R. 2175, World War II Memorial Prayer Act of 2013 - CBO
H.R. 2175 would direct the Secretary of the Interior to install within the World War II Memorial in Washington, D.C., an inscription of the words President Roosevelt prayed with the nation on June 6, 1944. The legislation would direct the Secretary to design, procure, and install the inscription; however, federal funds could not be used to prepare or install the inscription. The Secretary would be authorized to accept and spend private donations for the inscription. Under the bill, the proposed addition to the memorial would be subject to the requirements of the Commemorative Works Act.

  • Introduced: May 23, 2013
  • Status: Reported by Committee on May 29, 2014
  • Prognosis 20% chance of being enacted
  • See Instead:S. 1044 (same title) 
  • Introduced:May 23, 2013
  • Status:Passed Senate on Jun 05, 2014
  • Prognosis 14% chance of being enacted

  • Aerial re-enactment caps D-Day celebrations | Air Force Times | airforcetimes.com
    Paratroopers prepare to land June 8 near the Normandy village of Sainte Mere Eglise, France, during a mass air drop as part of commemorations of the 70 anniversary of the D-Day landing. Visible in the foreground is a bronze sculpture 'Iron Mike,' a monument dedicated to the American airborne troops who fought on the D Day.
    Paratroopers prepare to land June 8 near the Normandy village of Sainte Mere Eglise, France, during a mass air drop as part of commemorations of the 70 anniversary of the D-Day landing. Visible in the foreground is a bronze sculpture 'Iron Mike,' a monument dedicated to the American airborne troops who fought on the D Day. (Remy de la Mauviniere / AP

    Memories of Great Loss During WWII | DoDLive
    Throughout World War II, several brothers, fathers, sons, were sent to serve their country and due to the nature of war, several never returned. The worst of those stories are when more than one family member is killed in action. With a population of just 3,000 people, Bedford, VA. lost 19 men on D-Day. Two of them were brothers who went ashore in the first wave.
    This is the heartwrenching story of the losses Lucille Boggess incurred during WWII.
    - See more at: http://www.dodlive.mil/index.php/2014/06/memories-of-great-loss-during-wwii/#sthash.0ePYJl2G.dpuf
    Throughout World War II, several brothers, fathers, sons, were sent to serve their country and due to the nature of war, several never returned. The worst of those stories are when more than one family member is killed in action. With a population of just 3,000 people, Bedford, VA. lost 19 men on D-Day. Two of them were brothers who went ashore in the first wave.
    This is the heartwrenching story of the losses Lucille Boggess incurred during WWII.
    - See more at: http://www.dodlive.mil/index.php/2014/06/memories-of-great-loss-during-wwii/#sthash.0ePYJl2G.dpuf

    Sunday, June 8, 2014

    Pilots? We don’t need no stinking pilots — General Aviation News

    Pilots? We don’t need no stinking pilots — General Aviation News

    With the advent of UAVs, helicopter operators are looking at opportunities for new technology, additional operating capabilities, and expanded markets. The smart thinking says, get involved now.


    If the thought of no pilot in the cockpit really gets to you, just remember there is a pilot: They just happen to be on the ground. If the lack of a pilot on board still bothers you, paste a pilot’s picture on
    the UAV.

    UCLASS stumbles again - Navy wants baby steps - Congress great leap forward



    Navy plan for carrier-based drones takes flak from lawmakers - Los Angeles Times

    The Navy's plans to deploy the drones within the next decade came to an abrupt halt this month when key members of Congress said the program is shortsighted. Lawmakers halted all funding until the secretary of Defense can complete a top-to-bottom review.


    Four of the nation's largest military weapons makers are waiting to see how the skirmish plays out: Northrop Grumman Corp., Boeing Co., Lockheed Martin Corp. and General Atomics Aeronautical Systems Inc. Much of these companies' drone operations are based in Southern California, and they would welcome the work at a time when defense spending on weapons is expected to shrink.


    Upon seeing the Navy's conservative request for spy planes, leaders on the House Armed Services Committee questioned whether the Navy is being too restrictive.


    "I feel very strongly that we can't make a mistake on this program," said Rep. J. Randy Forbes (R-Va.), chairman of a subcommittee that oversees Navy programs. "It's going to be critical
    for decades to come."

    He believes Navy brass is hesitant to turn over strategic bombing missions in contested areas of the world — now carried out by seasoned fighter pilots — to drones.

    Confusion Surrounds Navy’s Carrier-Based Drone (UPDATED)
    Lawmakers are also putting pressure on the Navy to increase UCLASS’s capabilities beyond that of other UAS. Rep. Randy Forbes, R-Va., chairman of the House Armed Services Committee’s seapower and projection forces subcommittee, wrote a Feb. 18 letter imploring Navy Secretary Ray Mabus to pay particular attention to its aerial refueling, survivability, lethality and payload requirements.

    Forbes contended that because UCLASS will be the Navy’s only armed drone, it should be able to survive in contested environments and carry heavy payloads. He also advocated for greater stealth, adding that “years of government and industry analysis has shown that radar cross section reduction throughout the threat frequency spectrum is required for survivability.”

    House Committee Seeks to Stall UCLASS Program Pending New Pentagon Unmanned Aviation Study | USNI News
    The House Armed Services Committee (HASC) seeks to put on hold the U.S. Navy’s Unmanned Carrier Launched Airborne Surveillance and Strike (UCLASS) aircraft program and directs the Pentagon to fund a study for a future carrier-borne unmanned strike aircraft, according to language in the HASC’s Seapower and Projections Forces Committee’s mark of the Fiscal Year 2015 National Defense Authorization Bill.

    Forbes Expresses Support for SecNav's UCLASS Vision - Congressman J. Randy Forbes
    Washington, D.C., Feb 19 | Alex Gray (202-225-6365) | 0 comments
    Congressman J. Randy Forbes (VA-04), Chairman of the House Armed Services Seapower and Projection Forces Subcommittee, released a letter to Secretary of the Navy Ray Mabus supporting the Secretary’s vision of the Unmanned Carrier-Launched Airborne Surveillance-Strike (UCLASS) program.

    “Like Secretary Mabus, I strongly believe that the UCLASS program represents the future of our Navy’s carrier air wing and American power projection capabilities. To achieve that goal, UCLASS must include a requirement for aerial refueling, survivability, lethality, and payload to have enduring utility in tomorrow's threat environment. In short, this platform must have the ability to operate and survive in contested environments," Congressman Forbes said. “Getting this program right today is essential to cementing our Navy’s advantages in the decades to come.”


    Saturday, June 7, 2014

    Electric car with 1000 mile range from Israeli Li-Ion & Al-Air Battery demonstrated

    Electric car with massive range in demo by Phinergy, Alcoa - StumbleUpon
    Meet the Israeli Technologies Presented to Obama - Technology & Health - News - Arutz Sheva
    Israel's Phinergy Develops EV Battery That Runs for 1000 Miles - Shalom Life



    Imagine making a 19-hour, 1,800-kilometre drive in an electric car without having to stop for a recharge. That's theoretically possible with a special kind of battery being demonstrated this week in Montreal by Israel-based Phinergy and Alcoa Canada.


    Battery train
    The battery, demonstrated this week in Montreal by Israel-based Phinergy and Alcoa Canada,  consists of panels made mostly of aluminum. (Alcoa) The partners have refurbished an "ordinary car" to use a special "aluminum-air" battery.


    The battery can extend the range of an electric car by 1,600 kilometres when used in conjunction with the vehicle's regular lithium-ion battery.


    "We hope that this will increase the penetration of electric cars with zero emissions," said  Aviv Tzidon, CEO of Phinergy, in an interview with CBC Montreal's Homerun earlier this week, adding that it should put an end to "range anxiety."

    New Aluminum-Air Battery Powered Car Travels 1,800 Miles Without a Recharge | World Future Society

    Design and analysis of aluminum/air battery system for electric vehicles


    Abstract
    Aluminum (Al)/air batteries have the potential to be used to produce power to operate cars and other vehicles. These batteries might be important on a long-term interim basis as the world passes through the transition from gasoline cars to hydrogen fuel cell cars. The Al/air battery system can generate enough energy and power for driving ranges and acceleration similar to gasoline powered cars. From our design analysis, it can be seen that the cost of aluminum as an anode can be as low as US$ 1.1/kg as long as the reaction product is recycled. The total fuel efficiency during the cycle process in Al/air electric vehicles (EVs) can be 15% (present stage) or 20% (projected) comparable to that of internal combustion engine vehicles (ICEs) (13%). The design battery energy density is 1300 Wh/kg (present) or 2000 Wh/kg (projected). The cost of battery system chosen to evaluate is US$ 30/kW (present) or US$ 29/kW (projected). Al/air EVs life-cycle analysis was conducted and compared to lead/acid and nickel metal hydride (NiMH) EVs. Only the Al/air EVs can be projected to have a travel range comparable to ICEs. From this analysis, Al/air EVs are the most promising candidates compared to ICEs in terms of travel range, purchase price, fuel cost, and life-cycle cost. # 2002 Elsevier Science B.V. All rights reserved.
     

    Ford and Samsung new auto battery technology

    Ford and Samsung Research Next-Generation Battery Technology
    Lithium-ion batteries currently used in Ford’s electrified vehicles are 25 percent to 30 percent smaller than previous hybrid batteries made of nickel-metal-hydride, and offer approximately three times the power per cell.

    The ultra-lightweight battery concept offers a weight reduction of up to 40 percent, or 12 pounds. Combining the battery with other weight reduction solutions, such as the Ford Lightweight Concept vehicle, could lead to additional savings in size and weight of the overall vehicle, as well as increased efficiencies and performance. 

    Ford and Samsung release new lithium-ion battery | Digital Trends
    This Tuesday, Ford and technology mogul Samsung announced a dual-battery system for gas-powered vehicles that could be the beginning of the end for the lead-acid battery.
    Ford and Samsung have combined a lithium-ion battery with a 12-volt lead-acid unit, creating a new, lighter, and more flexible power source. The new concept has massive potential for fuel savings, as the lithium-ion component can be recharged through regenerative braking.

    Friday, June 6, 2014

    Who's Liable? Driverless Cars and Products Liability - Brookings

    Who's Liable? Driverless Cars and Products Liability
    Published on Apr 24, 2014
    Brookings Senior Fellow John Villasenor explains how existing products liability law provides the legal foundation to address concerns raised by vehicle automation without delaying consumer access to the benefits that autonomous vehicles will provide.

    Who Is at Fault When a Driverless Car Gets in an Accident? - John Villasenor - The Atlantic

    Products Liability and Driverless Cars: Issues and Guiding Principles for Legislation | Brookings Institution
    1. Preemptively resolving liability issues should not be a precondition to commercial rollout of autonomous vehicles.
    2. Products liability law has proven to be remarkably adaptive to new technologies. 
    3. Congress should not preempt state tort remedies with respect to autonomous vehicle liability.
    4. Manufacturers of non-autonomous vehicles should not be liable for alleged defects introduced through third party conversions into an autonomous vehicle.
    5. In the long term, federal attention to safety standards for autonomous vehicles will be needed, and those standards will have liability implications.
    6. Liability related to autonomous commercial motor vehicles should, at least in part, be addressed federally.     




    How practical is Google's driverless car? - Technology & Science - CBC News 
     

    Amazon's June 18 Announcement of 3D smartphone Leaks


    Published on Jun 4, 2014
    Want an invite to our new device unveiling? http://amzn.to/launchevent Join Amazon's founder Jeff Bezos for our launch event on June 18th in Seattle. Request an invitation http://amzn.to/launchevent #AmazonEvent

    Thanks to Amazon's teaser video, the company's mysterious June 18 product announcement may not be so mysterious after all.
    On Wednesday, Amazon announced plans to introduce a new product later this month. The company attempted to create some anticipation with a 50-second video that showed consumers reacting to something offscreen, but the Internet has pored over the video — and found what looks like the reflection of a smartphone in one woman's glasses.

    Report: Here's the Face-Tracking Tech Amazon's 3D Smartphone Will Use
    At this point, we're damn near certain that Amazon's big June 18 announcement will be its first foray into the (3D?) smartphone market. But now, thanks to a report from TechCrunch, it looks like the four front-mounted IR cameras will be powered by Omron's Okao Vision's face-tracking face-tracking technology.

    This Is The Face Tracking Tech Powering Amazon’s New 3D Smartphone | TechCrunch
    Rumor has it – and we’ve confirmed – that Amazon will launch its first smartphone on June 18. The device will be unique in the marketplace thanks to its ability to deliver 3D effects courtesy of four front-mounted IR cameras. What wasn’t known is how Amazon planned to scan our faces to handle the UI elements. TechCrunch has learned that Amazon is using Omron’s Okao Vision face sensing technology to track the user’s head. The Japanese firm’s technology was modified by an internal team at Amazon to allow its upcoming phone to deliver unique stereoscopic effects from a standard LCD screen.

    Amazon is finally going to make 3D awesome on a smartphone | News | TechRadar
    Rumour has it that the Amazon phone will have five cameras. Although some will be infrared units, solely for the purpose of scanning your noodle to see which way you're looking, thus providing you with a true, no glasses 3D experience.
    And if Amazon doesn't cock this up (*cough* 3DS *cough*), Bezos and co are on to a winner. For several reasons:

    Amazon’s new smartphone to use Omron’s OKAO Vision technology | TalkAndroid.com
    Amazon is inviting folks to a launch event on June 18th when it is expected the company will reveal their first smartphone device. As we have previously reported, Amazon is hoping to bring something unique to market by loading the device down with several sensors that will enable both 3D effects on the screen as well as the potential for new interactions based on face and head tracking of users. It has now been revealed that Amazon will be using OKAO Vision face sensing technology from Omron.

    Why an Amazon Phone Makes Sense
    Democratizing a tech launch event — typically a very insider-y affair — is an uncommon, if gimmicky move, although it suggests that what Amazon has up its sleeve is pretty big. Whatever Amazon will unveil, teased in a comically vague video, will certainly be aimed squarely at a mainstream audience, and the most credible report so far says it'll be an Amazon-branded smartphone.

    Wednesday, June 4, 2014

    NASA Challenger Disaster - management failure?


    How an Organizational Breakdown at NASA Let the Challenger Lift Off

    In a new 20-minute documentary produced by Retro Report and The New York Times, the managers and engineers who were involved in the decision to send Challenger up that January day describe what went wrong. The engineers at Morton-Thiokol, the makers of the O-rings that failed during launch, had recommended against launch because of the unusually cold temperatures that day. But NASA's managers reversed the engineers' recommendation—and the Challenger lifted off.

    It will be interesting to see if it adds anything new.

    Space Shuttle Challenger disaster - Wikipedia, the free encyclopedia

    The Space Shuttle Challenger disaster occurred on January 28, 1986, when Space Shuttle Challenger (mission STS-51-L) broke apart 73 seconds into its flight, leading to the deaths of its seven crew members. The spacecraft disintegrated over the Atlantic Ocean, off the coast of Cape Canaveral, Florida at 11:38 EST (16:38 UTC). Disintegration of the vehicle began after an O-ring seal in its right solid rocket booster (SRB) failed at liftoff. The O-ring failure caused a breach in the SRB joint it sealed, allowing pressurized hot gas from within the solid rocket motor to reach the outside and impinge upon the adjacent SRB attachment hardware and external fuel tank. This led to the separation of the right-hand SRB's aft attachment and the structural failure of the external tank. Aerodynamic forces broke up the orbiter.

    Challenger Disaster - Facts & Summary - HISTORY.com

    On January 28, 1986, the American shuttle orbiter Challenger broke up 73 seconds after liftoff, bringing a devastating end to the spacecraft’s 10th mission. The disaster claimed the lives of all seven astronauts aboard, including Christa McAuliffe, a teacher from New Hampshire who had been selected to join the mission and teach lessons from space to schoolchildren around the country. It was later determined that two rubber O-rings, which had been designed to separate the sections of the rocket booster, had failed due to cold temperatures on the morning of the launch. The tragedy and its aftermath received extensive media coverage and prompted NASA to temporarily suspend all shuttle missions.

    7 myths about the Challenger shuttle disaster - Technology & science - Space | NBC News

    here's the way the mission may be remembered:
    1. Few people actually saw the Challenger tragedy unfold live on television.
    2. The shuttle did not explode in the common definition of that word.
    3. The flight, and the astronauts’ lives, did not end at that point, 73 seconds after launch.
    4. The design of the booster, while possessing flaws subject to improvement, was neither especially dangerous if operated properly, nor the result of political interference.
    5. Replacement of the original asbestos-bearing putty in the booster seals was unrelated to the failure.
    6. There were pressures on the flight schedule, but none of any recognizable political origin.
    7. Claims that the disaster was the unavoidable price to be paid for pioneering a new frontier were self-serving rationalizations on the part of those responsible for incompetent engineering management — the disaster should have been avoidable.

    The Rogers Commission Report - Nasa

    Spaceline: The Challenger Legacy

    Richard Feynman and the Space Shuttle Challenger investigation
    Feynman's appendix to The Presidential Commission on the Space Shuttle Challenger Accident in which he dissents with the majority opinion of the commission.

    The Space Shuttle Challenger Disaster > ENGINEERING.com
    Key Issues
    How does the implied social contract of profressionals apply to this case?
    What professional responsibilities were neglected, if any?
    Should NASA have done anything differently in their launch decision procedure? 

    Inspector Feynman: 'Challenger Disaster' stars scientist-sleuth - NBC News.com

    Challenger 20 Years Later - The Rest Of The Story
    The commission concluded that "No one person was to blame." Roger [Boisjoly] insisted his comments be added to the official report. Feynman blamed the disaster on "engineers and managers who were not communicating effectively."
     
    Feynman died two years later from his fight with cancer, and no one at NASA was ever held accountable.
     
    Roger leaves Thiokol just a few months after the hearings, and never returns. His testimony had damaged his relationship with his managers. He stated in the television special, "I still can't understand it because I did everything right." Roger just didn't understand how the game is played with NASA. This author did, and that's why I left the DoD industry. No movie or television special has ever told the real truth of what it's like to deal with the government or NASA.
     
    Now Roger knows, too.
    As reported in the recent book, It was Sally Ride, who recently also died of pancreatic cancer, who was the guide behind Feynman, and who acquired and leaked damning documentation on the O rings.


    Many books have been written on this topic. Following are a few I found useful:
    xxxx

    Tuesday, June 3, 2014

    Manned and Unmanned Rotor Craft Mixing

    Rotor & Wing Magazine :: Australian Incident Highlights UAV Dangers
    The Civil Aviation Safety Authority says the UAV in this incident was most likely a first person view UAV, with a video fixed inside or outside the UAV allowing the operator to fly it remotely whilst looking through a pair of goggles or at a screen. CASA says these UAVs account for more than 90 percent of all complaints received about UAVs. CASA points out that UAVs are restricted to operations below 400 feet AGL unless the operator has been granted approval.

    Avionics Magazine :: FAA Mulls Film, TV Commercial UAS Applications

    Aviation Today :: Drone Dread

    Two parts of the Roadmap seem quite sensible and are unlikely to change: a safe harbor at low altitudes for small drones that fly within sight of their operators – otherwise known as “microdrones” – and more demanding requirements for larger drones that rub shoulders with manned aircraft. We call these “machodrones.” The machodrones, like manned aircraft after 2020, will have to be equipped with automatic dependent surveillance-broadcast (ADS-B) to tell everyone their position, altitude, speed, and direction of flight at least once every second. The drones themselves will have to have airworthiness certificates, and their operators – we call them DRoneOPerators or “DROPs,” will have to be certified under requirements resembling present pilot standards and processes.
    The safe harbor for microdrones is not too different from that suggested by FAA for remotely controlled model aircraft: below 400 feet, subject to a weight limitation. They will have to stay near their operators and stay away from airports.

    Interaction of Human and Automatic Vehicle Control

    Google: People Trusted Our Self-Driving Cars Too Much | MIT Technology Review

    Google’s engineers had been focused on perfecting how well those modified cars could handle freeway driving, and they imagined their technology hitting the market in a way that left humans sharing driving duties with their vehicle. “The idea was that the human drives onto the freeway, engages the system, [and] it takes them on the bulk of the trip—the boring part—and then they reëngage,” said Nathaniel Fairfield, a technical lead on the project, speaking at the Embedded Vision Summit in Santa Clara, California, on Thursday.

    That approach had to be scrapped after tests showed that human drivers weren’t trustworthy enough to be co-pilots to Google’s software. When people began riding in one of the vehicles, they paid close attention to what the car was doing and to activity on the road around them, which meant the hand-off between person and machine was smooth. But that interest faded to indifference over weeks and months as people became too trusting of the car’s abilities. “Humans are lazy,” says Fairfield. “People go from plausible suspicion to way overconfidence.”

    Pampered by autopilot, men in cockpit may be losing skills - The Times of India

    Call it the irony of modern aviation. Technology that makes flying safe and cuts down stress of pilots in the cockpit can, at times of extreme crisis, turn counterproductive, say aviation experts. While the mystery over the disappearance of Malaysia Airlines MH370 deepens, the dependence on autopilot has come under radar.

    Giant jetliners are flown on autopilot throughout the flight till their final approach to land at an airport. Pilots have become mostly "cockpit managers" who monitor dials, switches and display panels while the plane cruises above 35,000 feet at speeds above 900kmph. And this has its disadvantage : too used to the automatic flight control, young pilots often fail to brush up basic skills which they learned the hard way flying a single-engine Cessna at the flying school.

    Who's really flying the plane? - CNN.com
    Some fear that airliner pilots rely too much on autopilot technology, saying that such a reliance leads to lack of practice and infrequent use of manual piloting skills. Experts have suggested this may have been a factor in the mysterious Atlantic crash of Air France Flight 447 from Brazil to Paris, which killed 228 passengers and crew.

    As technology becomes more and more sophisticated -- and trusted -- an expert at the Massachusetts Institute of Technology says commercial airliners could one day be piloted by remote control.
    Hands-on flying hasn\'t disappeared, says pilot Patrick Smith, it\'s just different and, \
    Hands-on flying hasn't disappeared, says pilot Patrick Smith, it's just different and, "in a lot of ways, it's more difficult."
     
    "We fly many unmanned air vehicles around the world today, mainly for military or small airplane applications," said R. John Hansman, a professor of aeronautics and astronautics, and head of the Division of Humans and Automation, at MIT. "At a technical level, there's no reason why we couldn't do that with a commercial airplane.

    Iran announces long range phased array radar

    Iran to unveil new Qadir phased array radar system able to detect targets at 1,100 km 0306141 - Army Recognition
    The Islamic Revolution Guards Corps (IRGC) on Monday unveiled Qadir phased array radar system in a ceremony participated by Commander of Khatam ol-Anbia Air Defense Base Brigadier General Farzad Esmayeeli. The radar which can detect hostile flying objects up to 300 km in altitude and 1,100 km in distance was tested in Payambar-e Azam (the great messenger) 6 wargames in 2011.

    More. The powerful radar is capable of detecting flying targets, radar-evading fighter jets and drones, cruise and ballistic missiles and low-orbit satellites.

    Iran announced in August that it has finalized construction of space radars to detect satellite and space objects' trajectories, adding that the country is now using new passive phased array radars to detect stealth targets and cruise missiles.

    "The executive stages of Sepehr (Sky) space radar with the range of over 2,500km have been accomplished and the point for its deployment has also been specified," Esmayeeli told reporters in Tehran at the time.

    He also pointed to the designing and building of new passive phased array radars under the name of 'Soundless Project', and said, "The radar is capable of detecting stealth (radar-evading) targets and cruise missiles and enjoys a high movement and mobility capabilities and acts in different ranges."

    In relevant remarks in February, former Iranian Defense Minister Brigadier General Ahmad Vahidi said that Iran planned to develop different types of radar systems with satellite detecting capabilities.

    Addressing the second conference on radar technology systems here in Tehran at the time, Vahidi said Iran has witnessed "a jump" in the field of radar designing and manufacturing.

    "Today, we have many achievements in different fields. Radars covering ranges of 500km to 700km have been manufactured and production of radar systems with 1,000km to 3,000km of range is underway," Vahidi explained.

    He added that Iran is trying to develop radar systems to detect satellites, and said to do so, the radar systems are connected in phased arrangements to cover very long ranges and detect and track satellites.

    Iranian officials have announced that the country has now reached self-sufficiency in producing radar systems in different frequencies and for various ranges.

    http://english.farsnews.com/newstext.asp...0312000361


    ▶ IRGC unveils 'Qadir' phased array radar system - YouTube
    Published on Jun 3, 2014
    Looks to be some form of separate transmit and receive antennas, probably in the HF band, similar to the British WW2 Chain Home system, but with multiple receive planar arrays. Also may be similar to Russian Woodpecker or Duga 3 OTH Radar.

    GaN v. TWTA for a UAV SAR application

    Would it be worthwhile to replace the TWTA Transmitter power amplifier in the Lynx RF front end? If one were designing a replacement radar would GaN be the best solution? The Lynx Radar requires a long pulse high duty factor  with flat response over a wide band at Ku band in order to achieve high resolution imagery at moderate range. Sandia designed the radar in the mid 1990's, when TWTA was the only solution. In the UAV application space, weight, power, and reliability are at a premium, which make a solid state solution attractive. It is not clear that GaN is up to the challenge yet.

    Sandia spie99_paper Lynx SAR/GMTI Radar


    Lynx is a high resolution, synthetic aperture radar (SAR) that has been designed and built by Sandia National Laboratories in collaboration with General Atomics (GA). Although Lynx may be operated on a wide variety of manned and unmanned platforms, it is primarily intended to be fielded on unmanned aerial vehicles. In particular, it may be operated on the Predator, I-GNAT, or Prowler II platforms manufactured by GA Aeronautical Systems, Inc.
    The Lynx production weight is less than 120 lb. and has a slant range of 30 km (in 4 mm/hr rain). It has operator selectable resolution and is capable of 0 .1 m resolution in spotlight mode and 0.3 m resolution in strip map mode. In ground moving target indicator mode, the minimum detectable velocity is 6 knots with a minimum target cross-section of 10 dBsm. In coherent change detection mode, Lynx makes registered, complex image comparisons either of 0.1 m resolution (minimum) spotlight images or of 0.3 m resolution (minimum) strip images.

    The front-end microwave components include a TWTA capable of outputting  peak power of 320 W at 35% duty factor (105 W average) averaged over the Lynx frequency band (16.7 GHz +/- 1.5 GHz) and a Low Noise Amplifier LNA that allows an overall system noise figure of about 4.5 dB.

    GaN Amplifiers Challenge TWTAs | Active components content from Microwaves & RF
    For fans of solid-state power, API Technologies Corp. is unveiling a new line of gallium-nitride (GaN) power amplifiers at Booth No. 1515 at the 2014 IMS. With frequency coverage to 18 GHz and power levels to 1 kW, these pulsed amplifiers offer the power levels of traveling-wave-tube amplifiers (TWTAs) at a fraction of the size and weight. They are ideal for commercial and military applications, including radar, communication transmitters, and jamming systems. The amplifiers are supplied in hermetic housings and available with a variety of options, include sleep mode, blanking, forward/reverse power detection, discrete power supply designs for wide DC input voltage ranges, as well as microprocessor-based control features for bias optimization, temperature compensation, and fault monitoring.

    GaN Amps Replace TWTAs | Active components content from Microwaves & RF
    Designing and building a line of solid-state power amplifiers based on gallium-nitride GaN) transistors and active devices, Diamond Microwave offers amplifiers at X- and Ku-band frequencies as alternatives for traveling-wave-tube amplifiers (TWTAs) in demanding defense, aerospace, and communications applications. Certified to ISO 9001:2008, the firm believes that its amplifiers provide excellent pulsed-power performance with power-to-volume ratio that is among the highest in the industry. The GaN power amplifiers offer pulsed output-power levels to 150 W and ae flexible in layout and architecture for a wide range of applications. The company displayed a Ku-band amplifier at the recent International Microwave Symposium with peak pulsed output power of 125 W at 16.5 GHz and 1-dB bandwidth of 1.5 GHz. 

    Comparison of High Power Amplifier Technologies: TWTAs vs SSPAs

    Designers of high power communication systems are constantly evaluating and debating the merits of using Traveling Wave Tube Amplifiers (TWTA) and Solid State Power Amplifiers (SSPA) in their transmitting systems. Most decisions are made on personal preferences for one technology over another. The reality is that both technologies have advantages and disadvantages, with higher power levels and higher frequencies leaning toward the TWTA as a better choice.
    ...

    SSPA and TWTA are both viable alternatives to consider for power amplification in a satellite earth station, with SSPA the more advantageous at lower power, i.e. less than 20 watts. At greater power levels, size, weight, and efficiency become important characteristics that skew the preferred choice to the TWTA. The following table summarizes the comparison of a 200 watt SSPA and a 665 watt TWTA, but this comparison typically can be scaled to other power levels in the range of 50 watts to 2.5k watts. The TWTA advantage increases at higher power levels and higher frequencies, where SSPA efficiency decreases.
    200 Watt SSPA vs. MCL MT4000 700 Watt TWTA

    SSPA
    • 200 Watt P1dB (250 Watts Psat)
    • 2800 Watts AC Power
    • 7.1% Efficient
    MCL MT4000
    • 665 Watt Psat (Equivalent to SSPA 222 Watts)
    • 2400 Watts AC Power at Psat (27.8% Efficient)
    • 28% Efficient at Psat
    • Back-Off (Usually Mode of Operation)
    • 1650 Watts TWT vs. 2800 Watts SSPA
    • TWTA uses 40% less power
    TWT vs. SSPA Comparison
    • MT4000 is 10% higher equivalent power
    • Typically uses 41% less power
    • 266% more available power
    • Smaller size (24" vs. 28" length)

    New and Exciting GaN-based Solid State Power Amplifiers & Converters | Advantech Wireless
    GaN based SSPAs are opening  completely new market opportunities for Satellite based Communications with unmatched performance, high reliability and low OPEX. Within the same footprint, GaN allows us to double the RF power and reduce energy consumption by up to 70%! In addition, GaN exceeds by several orders of magnitude the performance of previous generation of SSPAs based on LDMOS or GaAs technology.

    GaN The TWT Killer Not So Fast
    Gallium nitride’s (GaN) meteoric rise to darling of the RF design industry has been accompanied by some lofty predictions. One such claim is that the emergence of GaN solid-state semiconductors means certain death for traveling wave tube (TWT) technology. As it turns out, GaN might not replace  TWTs after all, at least not for the foreseeable future. Although GaN has captured market share from TWTs in some lower-power, lower-frequency applications, there is much evidence suggesting TWT technology is alive and well.