U.S. Air Force’s 2015 Budget Request Funds Fewer GPS 3 Satellites

As reported by Space News: The U.S. Air Force is proposing to scale back its planned procurement of rockets and GPS navigation satellites in 2015 while beginning long-deferred work on a new weather satellite system, the service said in budget request documents for the upcoming fiscal year.

At this time last year, the Air Force was planning on buying two additional next-generation GPS 3 navigation satellites next year from prime contractor Lockheed Martin Space Systems of Denver. Now the service plans on buying just one, according to the budget documents, which were released March 4.

Currently Lockheed Martin is under contract to build eight GPS 3 satellites, which are designed to be more accurate and less vulnerable to enemy jamming than previous generations of GPS craft. With most of its investment in development of the new craft behind it, the Air Force expected to pay about $223 million apiece for two additional satellites in 2015, according to documents that accompanied the 2014 request.
The Air Force currently has 31 earlier-generation GPS satellites active on orbit and has launched five of the 12 satellites in the current series of satellites, called GPS 2F. The first GPS 3 satellite is scheduled to launch in late 2015.

The Air Force’s 2015 budget request also includes money to begin development of a new generation of polar-orbiting weather satellites. Known as the Weather System Follow-On (WSF), the program would replace the long-running Defense Meteorological Satellite Program.

Gen. William Shelton, commander of Air Force Space Command, said in January the new military weather satellites could be a showcase for disaggregation, an emerging vision for space that favors smaller, less complex satellites, hosted payloads and other deployment schemes versus the large, complex systems that have been the standard for decades.

“WSF will take a disaggregated system-of-systems approach to meet specific Department of Defense needs while leveraging near-term civilian and international partnerships,” the Air Force’s 2015 budget documents said. “WSF will be comprised of a group of systems to provide timely, reliable, and high quality space-based remote sensing capabilities that meet global environmental observations of atmospheric, terrestrial, oceanographic, solar-geophysical and other validated requirements.”

The Air Force’s second-to-last Defense Meteorological Satellite Program satellite, Flight 19, is scheduled to launch aboard a United Launch Alliance Atlas 5 rocket in April. The Air Force has been studying options for a follow-on system ever since the cancellation in 2010 of an over-budget civil-military system.

Shelton had said the first of the new-generation weather satellite platforms could launch around 2020.

Meanwhile, the Air Force plans to purchase two fewer launches than expected in 2015 under  its Evolved Expendable Launch Vehicle (EELV) program. The service’s 2014 budget request outlined plans to buy five rockets at a cost of approximately $883 million in 2015. The documents accompanying the 2015 request indicate that the Air Force now plans to buy three launches during the year.

“The EELV program has been aligned with satellite launch schedules in FY 2015,” the documents said.

The difference reflects “newly negotiated contract savings,” budget documents said. In December, United Launch Alliance and the Air Force announced they had reached terms for the first batch of rockets in a long-awaited block buy of EELV rockets and claimed they saved as much as $4.4 billion.

Further details of U.S. President Barack Obama’s 2015 Pentagon budget request, including military space programs, are expected to be released the week of March 10.

Drones on Your Doorstep? Not if Hackers Have Their Way

As reported by NBC News: What’s that buzzing in the backyard?

It’s probably not a drone — yet. But with major U.S. companies like FedEx and Amazon talking about using the whirring aircraft in the not-so-distant future, it seems more likely than ever that drones may soon be part of our domestic skyscape. That is, if they can beat the hackers, some security tech experts say.

For the most part, drones have emerged on the corporate scene mostly as the butt of jokes from companies like Netflix, which recently took aim at Amazon with a fake “Drone2Home” delivery service ad that DVD division general manager Hank Breegemann said would deliver disks in “mere seconds.”

In December, two days after Amazon head honcho Jeff Bezos laid out his — perhaps overly optimistic — vision in which Amazon deliveries would be dropped off by drone, a hacker named Samy Kamkar posted a YouTube video that showed software he had developed that could take control over other drones.

“As soon as it finds any other drones, it hacks into that drone’s wireless network, disconnects the owner, and takes over that drone,” Kamkar says on the YouTube video in which he explains his hack.

Kamkar told NBC News that he “wanted to open people’s eyes to the security implications.” He makes the digital hijacking seem easy, and pulled it off using only a Raspberry Pi computer that costs about $40 and code that he shared on his website. As far as he knows, there’s no software or hardware out there that would prevent the same tech from being used to hack commercial drones, Kamkar said.

That’s not great news for hobbyists and model aircraft enthusiasts who are launching their own small drones, typically easy-to-use copters made by companies like Parrot or Draganflyer. The security stakes are higher, however, as police departments, scientists, and the FBI use drones to find missing people or track species in the wild. And companies like Amazon aren’t going to be keen about using drones that can be hacked by a bored teen with basic computer knowledge.

Kamkar's demo was “clever,” and communication links are vulnerable, Todd Humphreys, a security researcher who studies drone systems at the University of Texas, Austin told NBC News. Among the weakest points on the small aerial vehicles are their navigation systems, Humphreys said.

Humphreys would know. In 2012, at the request of the Department of Homeland Security, he showed how a civilian drone could be tricked into believing false GPS coordinates, causing it to crash at a test site in New Mexico. About a year later, Humphreys and his students forced their way into the systems of a yacht in the Mediterranean and took control of the boat at the owner’s request.

In an upcoming study in the Journal of Field Robotics, Humphreys presents a thorough analysis of the systemic failures that take place when a drone falls victim to such a "spoofing" hack. Humphreys says he and his colleagues present evidence, among other new details in the report, that a drone hacked once remains permanently damaged.

GPS makes a particularly easy hack target, Humphreys said. “Every unmanned vehicle I know of depends critically on GPS,” he said. “So if you’re clever about the way you hack into these systems, almost all of them have this vulnerability.”

While the commercial use of drones is not currently permitted by the Federal Aviation Administration, the FAA is working to develop operational guidelines for the craft by the end of 2015. Six states have been designated as tests sites amid rising interest from businesses, farmers, and universities who foresee their own use of drones.

Others say hobbyists have nothing to fear, the hacking of drones belonging to private citizens may not be a "serious issue," not immediately, anyway. There's no real danger in hacking "drones being used for non-sensitive issues like photography and building inspection," Brendan Schulman, special counsel at Kramer Levin Naftalis and Frankel, told NBC News.

Schulman is behind the one key lawsuit underway challenging the FAA's authority to regulate the use of commercial drones. There's also the question of value: "I’m not sure what the value is of taking over an agricultural photography drone."

"The greater issue would be if the drones being hacked are [being used] for border control or law enforcement or if the drone is carrying sensitive scientific payload," or is flying over a sensitive location, he said.

Some companies have tried to get a jump on the FAA, like Minnesota-based brewer Lakemaid Beer. The beer company thought they had hit on a great idea with their plan to deliver beer to ice fishers by drone, until they were shut down by the administration.

But the wait for an official thumbs up won’t stop drone enthusiasts and business owners from experimenting, Humphreys said.

“I say it’s already happening and much of it is happening without the knowledge of the FAA.”

Facebook Looks To Drone Technology To Connect The World To The Web

As reported by Tech Week Europe: Social networking giant Facebook is reportedly looking to unmanned drones to boost its Internet.org connectivity project with the $60m purchase of pioneering firm Titan Aerospace.  

A report from TechCrunch has revealed that the two companies are in discussion regarding an acquisition, which would see Titan build around 11,000 of its Solara 60 drones to help Facebook further its campaign to spread global web connectivity.

Wide-range

Titan’s solar powered drones, classified as “atmospheric satellites”, can remain in flight for up to five years without needing to land and be recharged, and are capable of travelling 4 million kilometers running on its solar power supply.

Designed initially for weather monitoring and disaster recovery, the drones fly at a near-orbital altitude above 60,000 feet, meaning they are outside of the airspace of most countries and can effectively operate like satellites with far lower operating costs, which the company calls “atmospheric parking”.

The drones weigh 160kg and can carry a payload of 32kg, which means they could well carry cameras, GPS monitors or web connectivity equipment. A drone can be piloted from a control facility on the ground, and have a mean speed of 64mph, meaning it should be able to move and focus on any area easily.

Getting connected

Aiming to connect ‘the next five billion users’, Facebook’s Internet.org project looks to spread web access across the developing world. It was a major theme in Mark Zuckerberg’s press event at Mobile World Congress, where he described the project as ‘an on-ramp to the Internet’.

The company has so far signed up companies including Nokia, Opera, Samsung and Qualcomm to form a collective working on making internet access cheaper for people around the world when using their smartphones and mobile devices. Following its recent $16bn acquisition of WhatsApp, Facebook is also looking at how best to incorporate the messaging service into Internet.org, with IM and SMS services already a commonplace way of keeping in contact in markets such as Africa.

At Mobile World Congress, Facebook announced a range of projects related to Internet.org, including a pilot project for testing mobile technologies in Rwanda, a study from Deloitte into connectivity issues in developing countries, a Unilever research project into Internet connectivity in rural India and a GSM Association (GSMA) initiative to reduce mobile connectivity costs in developing countries.

The company also announced a joint project with Ericsson called the Internet.org Innovation Lab, which looks to simulate networking conditions in various developing countries around the world in order to allow engineers to optimize applications, networks, devices and services for particular markets. It is expected to open in the second half of this year.

Bringing Internet access to the developing world is one of the major challenges facing the technology industry, with Google also developing a similar project called Project Loon. This campaign, currently being trialed, looks at using balloons to spread Internet connectivity over remote areas.

“We believe that it might actually be possible to build a ring of balloons, flying around the globe on the stratospheric winds, that provides Internet access to the earth below,” Google project lead Mike Cassidy said of the project.

Is Walmart's WAVE Concept Truck The Fuel-Efficient Future Of Semis?

As reported by GCR: Heavy-duty trucks spend more time on the road than passenger vehicles, so improving their efficiency can have a major effect on emissions--and their owners' bottom lines.  

That's why Walmart is getting into the truck-design business with the WAVE--Walmart Advanced Vehicle Experience--concept.

With its aerodynamic cab, the WAVE certainly doesn't look like any other large truck currently on U.S. roads.

The design was achieved in part by placing the driver in the center of the cab. The steering wheel is flanked by LCD screens--in place of conventional gauges--and there is a sleeping compartment directly behind the driver's pod.

The WAVE features a range-extended electric power-train, consisting of a Capstone micro-turbine and an electric motor.

To reduce weight, the entire truck is made of carbon fiber--including the trailer.

Walmart says this is the first example of a carbon-fiber trailer ever produced, and that its 53-foot side panels are the first single pieces of carbon fiber that large that have ever been manufactured.

Like the tractor, the trailer was also designed for optimum aerodynamic efficiency. It features a convex nose, which not only reduces aerodynamic drag but has the added of benefit of increasing cargo space in the trailer.

Walmart says the carbon-fiber trailer is around 4,000 pounds lighter than a conventional one, allowing a truck to carry more freight without the need for increased power or fuel consumption.

The retail giant did not reveal any plans to produce the WAVE, and in fact it would be highly unlikely to get into the truck business.

But it's far from the only company encouraging ways to make big trucks more efficient.

The streamlined AirFlow BulletTruck achieved 13.4 mpg on a recent cross-country trip, while Peterbilt and Cummins' "SuperTruck" achieved 9.9 mpg last year.

Those numbers may not sound impressive, but they're significant improvements for vehicles that typically get 5 or 6 mpg.

They'll also be necessary in the near future: President Barack Obama has directed the Environmental Protection Agency (EPA) to draft a new set of fuel-economy rules for medium and heavy-duty trucks.

These standards will take effect in 2019 and run through 2025, picking up where the current standards--which date to 2011--leave off.

Apple IOS Software To Drive Smart Ferrari

As reported by CNBC: First the mobile phone, now the car. Having revolutionized personal communication Apple now wants to change the way we drive.  

The technology group will next week launch its first in-car operating system with Ferrari, Mercedes-Benz and Volvo as it attempts to take the lead in a fierce race to dominate tomorrow's smart cars.

The breakthrough comes amid a swirl of market rumors that Apple could be eyeing a bid for electric car maker Tesla Motors. Google and other technology companies are already working on plans to develop their own car models alongside traditional automotive manufacturers.

The deal marks the first time that Apple is embedding its software in devices other than its own branded products. The choice of the Ferrari, Volvo and Mercedes-Benz is seen to be in keeping with the US tech group's high-end phones.

Apple's head of internet software and services, Eddy Cue, joined the Ferrari board in 2012, saying at the time that he had "personally dreamed of owning a Ferrari since I was 8 years old and have been lucky to be an owner for the past 5 years."

Cars connected to the internet and seamlessly integrated with personal communication devices are seen as the harbingers of vehicles that can drive themselves, mobile offices and "mobility solutions" for cities where all vehicles are controlled or monitored from a central database.

Car makers are engaged in a fierce battle for control of car dashboards as incumbents fight with technology companies such as Microsoft and IBM to develop the software systems that will power the connected cars of tomorrow.

Rupert Stadler, chairman of Audi, used his keynote speech at January's Consumer Electronics Forum, the technology industry's annual symposium, to herald a new era of "connected cars" that would see automobiles become "the largest social mobile devices we own."

The official announcement of Apple's deal will be made at this week's Geneva Motor Show, sources told the Financial Times. A number of other manufacturers are expected to incorporate it into models in 2014. Apple, and the car makers declined to comment

Drivers will be able to use Apple Maps as in-car navigation, as well as listen to music and watch films. Calls can be made through the system, which will tie into the Siri voice recognition platform so that messages can be read to the driver who can respond by dictating a reply.

An Apple powered car has been expected since the launch of its updated iOS 7 software. Cars can already play music through Apple devices but this allows the iOS software on the screen to be built into the car.

Apple showed the first images of the "iOS in the Car" platform at a developer conference last year, which in effect mirrors the iPhone on the in-car display.

The Next Wave of Cars May Use Ethernet

As reported by ComputerWorld: The most ubiquitous local area networking technology used by big business may be packing its bags for a road trip.

As in-vehicle electronics become more sophisticated to support autonomous driving, cameras, and infotainment systems, Ethernet has become a top contender for connecting them.

For example, the BMW X5 automobile, released last year, used single-pair twisted wire, 100Mbps Ethernet to connect its driver-assistance cameras.

Paris-based Parrot, which supplies mobile accessories to automakers BMW, Hyundai and others, has developed in-car Ethernet. Its first Ethernet-connected systems could hit the market as soon as 2015, says Eric Riyahi, executive vice president of global operations.

Parrot's new Ethernet-based Audio Video Bridging (AVB) technology uses Broadcom's BroadR-Reach automotive Ethernet controller chips.

The AVB technology's network management capabilities allows automakers to control the timing of data streams between specific network nodes in a vehicle and controls the bandwidth in order to manage competing data traffic.

Ethernet's greater bandwidth could provide drivers with turn-by-turn navigation while a front-seat passenger streams music from the Internet, and each back-seat passenger watches streaming videos on separate displays.

"In-car Ethernet is seen as a very promising way to provide the needed bandwidth for coming new applications within the fields of connectivity, infotainment and safety," said Hans Alminger, senior manager for Diagnostics & ECU Platform at Volvo, in a statement.

Automotive Ethernet

Ethernet was initially used by automakers only for on-board diagnostics. But as automotive electronics advanced, the technology has found a place in advanced driver assistance systems and infotainment platforms.

Many manufacturers also use Ethernet to connect rear vision cameras to a car's infotainment or safety system, said Patrick Popp, chief technology officer of Automotive at TE Connectivity, a maker of car antennas and other automobile communications parts.

Currently, however, there are as many as nine proprietary auto networking specifications, including LIN, CAN/CAN-FD, MOST and FlexRay.

FlexRay, for example, has a 10Mbps transmission rate. Ethernet could increase that 10 fold or more.

The effort to create a single vehicle Ethernet standard is being lead by Open Alliance and the IEEE 802.3 working group. The groups are working to establish 100Mbps and 1Gbps Ethernet as de facto standards.

The first automotive Ethernet standard draft is expected this year.

The Open Alliance claims more than 200 members, including General Motors, Ford, Daimler, Honda, Hyundai, BMW, Toyota, Volkswagen. Jaguar Land Rover, Renault, Volvo, Bosch, Freescale and Harman.

Broadcom, which makes electronic control unit chips for automobiles, is a member of the Open Alliance and is working on the effort to standardize automotive Ethernet.

High-End GPS May Give Airline Passengers Smoother Flights

As reported by Forbes: Anyone who’s flown can attest to atmospheric turbulence. My worst was one late December in the North Pacific, some 400 miles south of the Aleutians. The plane started shuddering and bucking so badly that even the flight attendants looked spooked.

But moderate to severe turbulence can cause more than just a racing heart.

Passengers aboard two recent flights encountered severe, if not extreme, clear air turbulence. The first incident, in which five United passengers and crew were injured, took place earlier last month as a Boeing 737 was making its approach into Billings, Montana.

The second, a day later, took place aboard a Cathay Pacific Boeing 747 en route from San Francisco to Hong Kong. Several passengers and crew were injured in some thirty seconds of severe turbulence over the Japanese Island of Hokkaido, which at least one passenger described as nothing short of a “roller coaster.”

In fact, the FAA (Federal Aviation Administration) reports that there are more than 1000 turbulence-related injuries on commercial aircraft each year. In the last decade alone, Robert Sharman, an atmospheric scientist at NCAR (National Center for Atmospheric Research) in Boulder, Colorado, says there have even been a handful of turbulence-related deaths.

But atmospheric weather at a range of altitudes is inherently harder to predict than surface weather.

“The difficulty is that turbulence is highly spatially dependent and can change in ten minutes’ time,” said Sharman. As a result, he says, most turbulence alerts still originate from the pilots themselves.

However, Seth Gutman, an atmospheric scientist at NOAA (National Oceanic and Atmospheric Administration) in Boulder, and colleagues, has proposed using the existing Global Positioning System (GPS) as a real time probe for atmospheric turbulence.

GPS signals, Gutman explains, are refracted and delayed by water vapor as they travel through earth’s lower atmosphere.

“We take that signal delay info and provide that to weather models,” said Gutman. “But instead of averaging this out over half an hour, we propose doing it over timescales of about a second.”

The key is tapping into existing state-of-the-art GPS receivers that are typically used for high-accuracy applications; including emergency response; engineering; road construction; even geophysics monitoring.

Gutman says there are already thousands of such GPS receiving stations across the U.S. maintained mostly by state and local governments.

The idea is to use arrays of these systems at fixed locations on the ground to directly detect turbulence within the GPS antennas’ field of view.

The same principle would also apply for use with Russia’s Glonass system; Europe’s forthcoming Galileo system; China’s Compass; and Japan’s QZSS.

Such a turbulence warning system could even cover the polar routes, says Gutman.

One potential shortfall of Gutman’s proposal, however, is that although GPS signals can point out turbulence within a specific vertical column, knowing at which altitude in that column is likely to cause problems for passing aircraft would still be difficult to determine.

Although mountains, jet streams, weather fronts and atmospheric convection can all cause clear air turbulence, fortunately, most turbulence is rarely severe.

What does Sharman classify as severe turbulence?

“Either momentary loss of control of the aircraft or a one ‘g’ acceleration,” said Sharman. “That means if you’re not buckled in, you’re flying out of your seat.”

Still, most commercial pilots would argue that severe turbulence rarely lasts more than a few seconds and even though the cockpit may momentarily lose control of the aircraft, once the incident is over, the plane automatically regains its flying composure.

Is a commercial airliner structurally at risk during severe turbulence?

“It can be,” said Sharman. “I've seen pictures of parts of a composite wing coating being ripped off. If you start bending or twisting a wing surface, some of that material can come off.”

In 1992, a DC 8 cargo aircraft suffered turbulence so severe over the Front Range of Colorado’s Rocky Mountains that its left outboard engine was completely ripped off as well as some 12 feet of its left wing’s leading edge. Mercifully, the pilot was able to limp into Denver International.

What can be done to avoid such incidents?

To a large degree, Gutman says it all comes down to national priorities. Gutman asks, do we as a nation want to use such systems to improve our ability to forecast and warn of severe aviation turbulence?

If so, Gutman says the proof of concept for this GPS-related turbulence avoidance system is ripe for the financing.

“If we had resources,” said Gutman, “we could do a demo this summer. Implementation is not difficult. What takes time is verifying that what we’re seeing corresponds to real events, so that false notifications of turbulence are low.”