Back to news

December 19, 2024 | International, C4ISR, Security

CISA Mandates Cloud Security for Federal Agencies by 2025 Under Binding Directive 25-01

CISA's new directive mandates federal agencies secure cloud environments by 2025, introducing SCuBA tools for monitoring and reducing cyberattack surf

https://thehackernews.com/2024/12/cisa-mandates-cloud-security-for.html

On the same subject

  • Hypersonic threats need an offense-defense mix

    August 5, 2019 | International, Aerospace

    Hypersonic threats need an offense-defense mix

    By: Melanie Marlowe Next week, people from across the missile defense community will gather at an annual symposium in Huntsville, Alabama, to consider how to adapt U.S. missile defense efforts to the challenge of renewed competition with Russia and China. A centerpiece of their discussions will be the emergence of advanced hypersonic missile threats and what to do about them. Over the past few years, the Pentagon has prioritized the development of offensive hypersonic strike weapons, with billions of dollars in contracts already awarded for each of the major military services to acquire hypersonic strike missiles of their own. The counter-hypersonic mission, however, received surprisingly short shrift in recent defense budgets, with progress on hypersonic defense thus far piecemeal and halting. Some leading military officials charged with procuring hypersonic strike missiles have said that defending against hypersonic missiles is too hard, so we shouldn't even try. That short-sighted approach is at odds with the vision of newly confirmed Secretary of Defense Mark Esper, who stated to Congress that he will advocate hypersonic missile defense, to include the development of new sensors, interceptors, and advanced command-and-control systems. Public commentary on hypersonic threats has been somewhat hyperbolic. Yes, hypersonics are fast — five or more times the speed of sound — but that's slower than many ballistic missiles. Aerodynamic maneuver makes for a less predictable flight path, but this also means that atmospheric friction would remove the kind of decoys that might accompany a ballistic reentry vehicle. Whether a boosted glide vehicle, a scramjet cruise missile or a maneuverable quasi-ballistic missile, hypersonics pose a complex air defense challenge, but they are not invulnerable. The strategic significance of hypersonics is nevertheless quite real. Today's Patriot, Terminal High Altitude Area Defense and Aegis defenses protect American carrier groups and ground forces against aerial and ballistic missile attack. Designed to go around or under those defenses, hypersonics are a more sophisticated means to hold forces at risk, and thereby undermine our broader defense goals and alliance system. Even if the United States catches up with the Chinese and Russians on hypersonic strike, our adversaries' ability to hold U.S. carriers and forward bases at risk will push back U.S. forces. They could certainly also be used to target the American homeland, but the more urgent threat is regional. Passive defense only goes so far — ships can only go so fast, and air bases cannot be moved. Active defenses must be part of a balanced strategy. The first priority here is a space sensor layer. Unlike ballistic missiles, hypersonic missiles fly at lower and changing altitudes, are harder to see, and travel an uncertain flight path. Current early warning satellites can detect the launch of boost-glide vehicles but are unsuited to tracking them during the glide phase. Today's surface-based ballistic missile radars would only be able to spot a weapon once it crosses the horizon. Only space sensors can provide birth-to-death, fire-control quality tracks for hypersonic missiles. Unfortunately, recent budget requests have been rather tepid in their commitment to space sensors. The administration's 2020 request virtually divested the program, and for the second year in a row the Missile Defense Agency listed the space sensor layer as its No. 1 unfunded priority. Thankfully, Congress seems to be in the process of restoring $108 million to return the program to the MDA to move out on development this year. The second element of hypersonic defense is interceptors. Although existing interceptors may well be improved, Secretary Esper has affirmed that new interceptors will have to be developed that are better suited to the mission's stressing thermal and high-maneuver environment. The MDA's third-highest unfunded priority for 2020 — $720 million for hypersonic defense — seems unlikely to be restored this year, but should be restored in the 2021 budget. Directed-energy weapons could potentially target hypersonic threats in their cruise phase or jam them in their terminal phase, but the mission's complexity will almost certainly require both kinetic and nonkinetic effectors. The most challenging element will be developing a command-and-control architecture that ties everything together. A long-range hypersonic glide vehicle of significant range could cross continents and multiple combatant commands. Even with better interceptors and an adequate sensor layer, information and fire-control solutions must be developed and rapidly passed to commanders. The Command and Control, Battle Management, and Communications network that supports the Ballistic Missile Defense System may be the foundation of such an architecture, but more dramatic upgrades will be required. The advent of the hypersonic era is central to the efforts by Russia and China to counter U.S. power projection in the world. The Pentagon's recent focus on hypersonic strike is necessary but insufficient. It falls now to congressional leadership and those assembling the 2021 budget to rebalance it with a more appropriate mix of hypersonic strike and defense. https://www.defensenews.com/opinion/commentary/2019/08/02/hypersonic-threats-need-an-offense-defense-mix/

  • European Hypersonic Cruise Passenger Study Set For New Tests

    August 2, 2019 | International, Aerospace

    European Hypersonic Cruise Passenger Study Set For New Tests

    By Guy Norris A team of European hypersonic researchers are preparing for wind tunnel tests of a Mach 8 concept that is designed to prove technologies for the development of future ultra-long-range, high-speed commercial vehicles and air-breathing space launch systems. Funded under Europe's Horizon 2020 research and innovation program, Stratofly (Stratospheric Flying Opportunities for High-speed Propulsion Concepts) is targeted at fostering hypersonic capabilities for a 300-seat passenger vehicle cruising above 30 km (19 mi.) to TRL (technology readiness level) 6 by 2035. The project builds on the Lapcat waverider concept developed under earlier programs by the European Space Agency/European Space Research and Technology Center. Using the 310-ft.-long Lapcat II MR2.4 version as a reference vehicle, the 30-month Stratofly effort is focused on classic hypersonic technology challenges such as propulsion integration, hot structures and thermal management. In addition, with environmental concerns at the forefront in Europe, the project also includes sustainability considerations such as fuel-burn efficiency, noise and emissions reductions, as well as operational issues such as life-cycle costs, safety and certification. Coordinated by The Polytechnic University of Turin, Italy, the project team believes that sustainable hypersonic travel is feasible through the use of liquid hydrogen fuel and new trajectories that would enable flights from Europe to Australia in 3 hr. Specific targets include 75-100% CO2 reductions per passenger kilometer and 90% reductions in nitrous oxide (NOx) compared to current long-range transport aircraft. A version of the vehicle could also be adapted into the first stage of a two-stage-to-orbit space launch system, says the group. Other members of the 10-strong consortium include the von Karman Institute for Fluid Dynamics in Belgium, which is focused on propulsion and noise; the Netherlands Aerospace Center, NLR, which is also part of the noise study; and CIRA, the Italian aerospace research center, which is conducting high-speed flow analysis. Propulsion systems and climate impact input is provided by Germany's DLR research organization, while ONERA, the French aerospace research center, is focused on emissions as well as plasma-assisted combustion in the vehicle's combined-cycle propulsion system. Sweden's FOI defense research agency is also part of the plasma combustion study. The French National Center for Scientific Research is also evaluating the vehicle's potential climate impact, particularly in areas such as the effects of water droplets from the exhaust in the upper atmosphere. Studies of the overall business plan, human factors and hypersonic traffic management are being conducted by the Hamburg University of Technology, while the Spain-based Civil Engineering Foundation of Galicia is focused on structural analysis and optimization. Like the original Lapcat design, the Stratofly MR3 waverider configuration is dominated by a large elliptical inlet and an integrated nozzle aft located between two canted tail fins. For takeoff and acceleration up to Mach 4.5, the vehicle is powered by six air turbo ramjets (ATR, also known as air turbo rockets) in two bays of three, each fed by secondary inlets in the primary intake. Above this speed, sliding ramps cover the ATR inlets as the vehicle accelerates and transitions to a dual-mode ramjet/scramjet (DMR) for the next phase of the flight. The DMR is housed in the dorsal section, nested between the ATR ramjets, and is designed to operate in ramjet mode to above Mach 5 and scramjet mode up to Mach 8. The scramjet will incorporate a plasma-assisted combustion system to maintain the stability of the flame front and prevent the potential for flameouts. Tests of the plasma system in a combustor will take place later this year at ONERA, where supersonic combustion testing also took place for Lapcat. The tests will be conducted in November-December at ONERA's ATD5 facility and will focus on inlet conditions at Mach 3.7. Also planned for later this year is a test of the full vehicle in the high-enthalpy wind tunnel at DLR's Gottingen research facility. Testing at DLR will run through September 2020 and is expected to target similar free-stream conditions as those tested on Lapcat II—around Mach 7.8. The work will assess aerothermodynamic characteristics and be used to validate the results of earlier computational fluid dynamics analysis of the MR3 design, which incorporates external and internal differences against the reference vehicle. “We elevated the canard [a retractable feature for lower-speed flight] and redesigned the vertical tails,” says Davide Ferretto, a research assistant on the Stratofly team from The Polytechnic University of Turin. “We also redesigned the leading-edge radius of the inlet for increased efficiency as it feeds both propulsion systems.” As part of the redesign, the enclosed passenger compartment, which was divided into two sections running along each side of the vehicle, has been combined into a single cabin in the lower lobe of the fuselage. https://aviationweek.com/propulsion/european-hypersonic-cruise-passenger-study-set-new-tests

  • Hand-held navigation tool for US Army deemed effective against jamming

    February 7, 2024 | International, C4ISR

    Hand-held navigation tool for US Army deemed effective against jamming

    The U.S. Army last year tapped TRX Systems to produce DAPS GEN II in a deal worth as much as $402 million.

All news