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2025
Editor’s Perspective
7 Oval Office rumblings on defense funding
By John M. McHale III
Defense Tech Wire
8 By Dan Taylor
Connecting with Mil Embedded 30 By Lisa Daigle
SPECIAL REPORT: Avionics upgrades
10 Smarter skies: How AI and open architectures are changing military avionics By Dan Taylor, Technology Editor
14 The Lockheed Martin F-22 Raptor: MOSA in flight By Dawn Zoldi (Colonel, USAF Ret.)
MIL TECH TRENDS: FACE conformance and avionics safety certification
18 Ada and the FACE approach: Enabling high-assurance, portable software for defense systems By Andrea Bristol, AdaCore
INDUSTRY SPOTLIGHT: Avionics cybersecurity
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22 The year digitalization and heightened cybersecurity change the course of defense operations By Rob Mather, IFS
An F-35C aircraft assigned to the 461st Flight Test Squadron, F-35 Integrated Test Force at Edwards Air Force Base, California, conducts a mission over the Mojave Desert. The F-35C's highly advanced avionics suite features integrated systems for navigation, communication, and sensor fusion to enhance situational awareness and combat capabilities. Courtesy photo/Lockheed Martin Edwards Team. WEB RESOURCES
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26 Moving beyond the label: How U.S. defense can successfully adapt the Cyber Trust Mark Program By Nick Mistry, Lineaje
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5 Behlman Electronics, Inc. –3 Phase. 3U. 1 Choice. 17 Crystal Group –Rugged tech. Zero limits.
15 Daqscribe Solutions LLC –For the mission ahead … it's time to become a Daqscriber!
32 GMS – X9 Venom: The world's most advanced 3U OpenVPX rugged modules
28 Interface Concept –Elevating your embedded experience
3 Mercury Systems, Inc. –Mission-critical decisions demand mission-ready computing
27 PICO Electronics Inc –Transformers and inductors
29 Pixus Technologies –SOSA aligned products in the slot profile configuration you need
25 Sealevel Systems, Inc. –The Role of Supply Chains and Long-Term Availability in Critical Systems for Military and Defense
16 State of the Art, Inc. –No boundaries!
31 Times Microwave Systems –MilTech light-weight. Mini multiport.
21 wolfSSL – Securing Aerospace and Defense with Proven Cryptography
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IEEE MTT-S International Microwave Symposium (IMS 2025)
June 15-20, 2025
San Francisco, CA
https://ims-ieee.org/ MILSATCOM
June 16-18, 2025
Arlington, VA
https://www.smgconferences.com/defence/ northamerica/conference/MilSatCom-USA
MOSA Industry & Government Summit & Expo
August 27-29, 2025
National Harbor, MD
https://events.techconnect.org/MOSA_2025/
AUSA 2025
October 13-15, 2025
Washington, DC
https://meetings.ausa.org/annual/2025/
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By John M. McHale III
Since President Donald Trump took office for the second time this past January, his administration has been tearing fast-paced through what he terms wasteful government spending, by way of Elon Musk and the Department of Government Efficiency (DOGE) or through announced reforms and cuts within different government departments like Defense and State.
During his first address to Congress of his second term, he promised to revitalize the U.S. Navy with increased shipbuilding. “To boost our defense industrial base, we are also going to resurrect the American shipbuilding industry, including commercial shipbuilding and military shipbuilding,” Trump told Congress that night. “And for that purpose, I am announcing tonight that we will create a new Office of Shipbuilding in the White House and offer special tax incentives to bring this industry home to America, where it belongs. We used to make so many ships. We don’t make them anymore very much, but we’re going to make them very fast, very soon. It will have a huge impact.”
To accomplish such an increase in U.S. sea power, he will need to spend lots of money on technology and staffing. Will this conflict with DOGE goals? We don’t know yet.
More than a month after that address to the nation, President Trump said he would submit a U.S. defense budget of $1 trillion in the upcoming fiscal year, during a joint press conference with Israel Prime Minister Benjamin Netanyahu in the Oval Office in early April, according to a report from our Technology Editor Dan Taylor.
“We also essentially approved a budget which is in the [vicinity] ... of a trillion dollars, $1 trillion,” Trump said. “We’re very cost-conscious, but the military is something that we have to build, and we have to be strong because you have a lot of bad forces out there.”
Taylor reported that these comments came not long after U.S. Defense Secretary Pete Hegseth reportedly ordered senior military officials to develop a budget plan to cut defense spending by 8%. Following the Trump and Netanyahu press conference, Hegseth posted on X.com to confirm that the U.S. Department of Defense (DoD) would submit a $1 trillion budget.
Trump says he wants the ships and he says he will spend the money. However, it’s not clear when the White House will release the fiscal year 2026 budget request, so we will have to see what that trillion dollars specifically targets. Hopefully we’ll have a budget by early summer.
What we do know is that getting new technology quickly into the hands of warfighters is not dependent on money alone: What’s needed is reform of the glacial pace of the defense
John.McHale@opensysmedia.com
acquisition process. Speeding up adoption of commercial innovation for defense platforms is a subject we discuss often in this space – from leveraging modular open systems approach (MOSA) strategies to forming more organizations like the Defense Innovation Unit (DIU), the Space Development Agency (SDA), Other Transaction Authorities (OTAs), and rapid equipping offices.
The DoD reaffirmed support for MOSA at the end of 2024 and the current administration just announced acquisition reform efforts.
In an executive order signed on April 9, 2025, and titled, “Modernizing Defense Acquisitions and Spurring Innovation in the Defense Industrial Base,” President Trump called for “a plan to reform the Department of Defense’s acquisition processes.” The order called for expediting acquisitions throughout the DoD through OTAs, as well as “Rapid Capabilities Office policies, or any other authorities or pathways to promote streamlined acquisitions under the Adaptative Acquisition Framework.”
It goes on to say the defense secretary must prioritize “use of these authorities in all pending Department of Defense contracting actions and require their application, where appropriate and consistent with applicable law, for all Department of Defense contracting actions pursued while the plan directed by this section is under consideration.”
The executive order also requires a process review of “each functional support role within the acquisition workforce to eliminate unnecessary tasks, reduce duplicative approvals, and centralize decision-making.” This requirement calls for evaluating the program managers, contracting officers, and others that make up the acquisition workforce. The order also directs the formation of a Configuration Steering Board for managing risk in acquisition. To read the full executive order, visit https://tinyurl.com/y9xz2xu9.
We welcome acquisition reform because it will clean up the messiness in the procurement system if they stick to the reforms. The DIU and SDA provide good models, but processes need to change to acquire more commercial technology and then turn around and get it to the warfighter as quickly as possible.
MOSA strategies like the Sensor Open Systems Architecture, or SOSA, Technical Standard, may be more long-term plays as open architectures will enable more commercial technology to be adopted in new systems and tech refreshes, but once implemented will enable faster upgrades and deployment of warfighter systems.
For now, we wait and see.
By Dan Taylor, Technology Editor
Uncrewed turreted mortar system to be integrated into Hungary’s Lynx KF41
Scandinavian defense-technology company Patria signed a supply agreement with Rheinmetall Landsysteme GmbH and Rheinmetall Hungary to deliver at least 24 Patria NEMO 120 mm turreted mortar systems for integration into Lynx KF41 armored vehicles as part of Hungary’s ZRINYI modernization program. According to the Patria announcement, its NEMO system features a fully automated fire-control system and is designed for both direct and indirect fire missions. It is uncrewed, lightweight, and intended to be integrated on a variety of vehicle platforms. The statement notes that one of the important components of the system is a semi-automatic loading system aimed at increasing firing efficiency and operational responsiveness in combat environments.
A trial integration of the mortar system into the Lynx KF41 was completed to assess compatibility and validate performance, the company says. The results supported integration into the platform, broadening its mission profile within the Hungarian Defense Forces’ armored capabilities, the statement adds.
Gilat Defense won a contract valued at over $11 million to supply DKET 3420 transportable satellite communication hubs to an undisclosed uncrewed aerial system (UAS) company. The company describes the DKET terminals as high-performance, portable network hubs designed to support rapid deployment of SATCOM capabilities for mission-critical operations in the field. According to the Gilat Defense statement, the terminals feature multicarrier support and a modular architecture that can scale to 32 modems, enabling efficient satellite bandwidth utilization and reliable connectivity under diverse operational conditions.
The company says that the contract – with deliveries scheduled to begin later in 2025 – reflects increasing demand for portable high-performance satellite networking solutions for defense applications.
Teledyne FLIR Defense won a $74.2 million contract from the U.S. Army to continue development of a modernized sensor suite for the M1135 Stryker Nuclear, Biological and Chemical Reconnaissance Vehicle (NBCRV). According to the company statement, the four-year award supports continued integration of chemical, biological, radiological, and nuclear (CBRN) sensors into a multisensor reconnaissance system for both crewed and uncrewed platforms. As the lead integrator, Teledyne FLIR is tasked with delivery of six upgraded prototypes as part of the Army’s Capability Set 2.2 and support government testing through 2028.
The upgraded NBCRV sensor suite includes the FLIR R80D SkyRaider uncrewed aerial system (UAS) outfitted with the MUVE B330 biological detection payload, as well as a command-and-control system that applies sensor fusion and automation features to streamline operator decision-making, the company says.
Short-takeoff UAS collaboration announced between GA-ASI, Hanwha Aerospace
General Atomics Aeronautical Systems, Inc. (GA-ASI) signed a collaboration agreement with South Korea’s Hanwha Aerospace to jointly develop and manufacture uncrewed aerial systems (UASs) for international defense markets. The company states that the agreement follows a 2024 demonstration in which a GA-ASI MQ-1C Gray Eagle short takeoff and landing (GE STOL) UAS launched from the South Korean Navy amphibious assault ship ROKS Dokdo while underway. According to the company, the flight validated the UAS’s ability to operate from various ship types without the need for launch or recovery equipment.
Hanwha Aerospace intends to invest more than 300 billion KRW (approximately $203.5 million) to expand facilities and support GE STOL development, including UAS engine production and domestic supply-chain partnerships, the GA-ASI statement notes.
GE Aerospace will deliver avionics systems for U.S. Army FLRAA program
GE Aerospace won a subcontract with Bell Textron to design and deliver avionics systems for the U.S. Army’s Future Long Range Assault Aircraft (FLRAA) program. The company’s announcement of the subcontract win follows the Army’s Milestone B approval for FLRAA, which advanced the program into the engineering and manufacturing development phase. Under the terms of the agreement, GE Aerospace will provide the aircraft’s digital backbone, which incorporates TimeSensitive Networking (TSN) to support high-speed data transmission across the platform.
The GE Aerospace announcement states that the digital backbone is designed to streamline system modifications by enabling updates without routing changes through a systems integrator. The design method is aligned with the Army’s adoption of a modular open systems approach (MOSA), the company says. GE Aerospace will also provide the health awareness system – or the system that monitors rotorcraft safety events and maintenance needs – for FLRAA.
Army infantry division tactical environment will add AI agent
National-security and artificial intelligence (AI) company Cypher announced an agreement with the U.S. Army’s 25th Infantry Division under which the Army will integrate Cypher’s “Battlemind” artificial intelligence (AI) agent into the 25th Infantry Division’s tactical environment. According to the Cypher announcement, Battlemind is aimed at implementing human/machine teaming to streamline the military decision-making process, thereby saving time and enhancing accuracy.
The company states that the AI agent is specifically tailored for U.S. Army planning operations in that it rapidly synthesizes and analyzes battlefield intelligence, mission parameters, and courses of action to generate precise, actionable, and doctrinally sound outputs.
Navy cyber contract nets Vectrus Systems $15.97 million modification
Information-systems contractor Vectrus Systems won a $15.97 million task order modification of a previously awarded contract with the U.S. Navy to exercise Option Year One for the operation and maintenance of Navy communications, electronic, and computer systems in support of the Naval Computer and Telecommunications Area Master Station Pacific.
Under the terms of the contract modification, the exercise of this option will bring the estimated current value of the contract to $31.38 million; the original contract included a 12-month base period, four 12-month options, and a six-month extension option which, if all exercised, will bring the total contract value to $87.95 million. Work will be performed in Oahu, Hawaii and Geraldton, Australia, with work set to be completed by October 2029 if all options are exercised.
By Dan Taylor
Imagine a fighter pilot entering a dense threat environment, surrounded by enemy aircraft and ground-based defenses. Instead of information overload from dozens of displays demanding attention, an artificial intelligence (AI)-powered system presents only what’s critical through an advanced helmet display, highlighting threats, suggesting tactical options, and managing nearby unmanned wingmen – all while the pilot’s eyes never leave the sky. This is the envisioned future for military avionics, and it’s already in the works.
Fixed-wing aircraft avionics systems, once the home of gauges and dials, are now resembling cockpits imagined by science fiction authors. They are not just adopting digital technology but embracing artificial intelligence (AI) capabilities and superperforming signal processors.
Multicore processors now crunch data many times faster while consuming a fraction of the power. AI is moving from concept to cockpit, helping manage cognitive workload for pilots facing complex battlespaces. Additionally, open architecture approaches are breaking
down proprietary barriers throughout the avionics industry, enabling new levels of integration and upgrade speed.
Major questions remain, however: How can industry build systems that balance automation with human oversight?
What’s the best way to protect increasingly connected aircraft from cyber threats? As avionics become more sophisticated, how can designers ensure pilots aren’t overwhelmed by the very systems meant to help them? These are the questions driving the development of military fixed-wing avionics today.
AI and computing advances
The biggest changes industry sources have noticed in the past year in this area are faster computing, AI integration, and smarter systems that enhance combat effectiveness while maintaining strict size, weight, and power (SWaP) requirements.
Collins Aerospace (Charlotte, North Carolina) engineers are are developing “capabilities in sensing and situational awareness, resilient navigation, and pilotvehicle interfaces that benefit from these advances in open system architectures and advanced computing,” says a company spokesperson.
AI adoption is driving many developmental efforts in the area of avionics.
“The next wave of avionics technology includes the integration of AI and machine learning (ML) tools to create new functions in avionics,” says Pratish Shah, U.S. general manager at Aitech (Chatsworth, California). “For example, AI and ML can be used to better process data to deliver information to the crew, improve in-flight decision making for increased safety and performance, or for better support of warfighters. These are capabilities that we can expect to see in production avionics in the near future.”
As avionics become more sophisticated, how can designers ensure pilots aren't overwhelmed by the very systems
meant to help them? These are the questions driving the development of military fixed-wing avionics today.
Implementing AI in avionics systems remains technically challenging. “The process of integrating AI and avionics systems is complex due to the power- and thermalmanagement requirements for current processors,” Shah explains. “In order to successfully bridge AI and avionics systems, there’s a need for AI coprocessors that are highly SWaP-efficient.”
Fortunately, he notes, “advancements in SWaP-efficient AI co-processors are helping to enable the adoption of AI into avionics computers.”
Dealing with information overload
AI is also seen as a tool for addressing the growing problem of information overload in cockpits.
David Slack, director of engineering at Times Microwave (Wallingford, Connecticut), says he sees pilot sensory overload as a persistent challenge that’s becoming more acute. “Artificial intelligence is being implemented to mitigate pilot workload by aiding in data analysis and decision-making,” he says. “[This] simplifies complex data streams, enabling pilots to make faster and more informed decisions.” (Figure 1.)
Ryan Walters, general manager of Thales Flight Avionics USA [Arlington, Virginia], says this capability is increasingly important in today’s combat environment.
“As you can imagine, contemporary and future aircrews will probably not have institutional knowledge or combat experience previous aircrews had, so how do we help them manage a very stressful high workload environment?” he asks. “We see AI helping with cognitive workload mitigation, making critical decisions with humans in the loop.” (Figure 2.)
These AI systems aren’t just handling single tasks but are being developed to manage complex scenarios with multiple elements.
“AI can come into the picture and really manage the amount of stuff that’s happening at once,” Walters adds.
Aitech’s Shah points out that AI-enhanced systems could eventually lead to significant automation of flight functions. “With AI and ML tools, semi-autonomous, and eventually fully autonomous, decision-making could be a capability of avionics systems,” he says. “For example, AI-enabled flight management systems (FMS) can suggest courses of action for the crew to reduce workload for both civilian and military aircraft.”
The benefits extend beyond only flight operations to handle maintenance and system management as well.
“AI-enabled avionics systems can reduce the need for interaction for some aspects by automatically handling tracking system performance failures and anticipating future maintenance needs,” Shah explains. “This will lead to enhanced safety and better crew performance and allow for greater focus on critical flight functions.”
The role of open architecture
New avionics, like all military technology upgrades, are mandated by the U.S. Department of Defense (DoD) to leverage a modular open systems approach (MOSA). Open architectures in avionics systems like the Future Airborne Capbility Environment, or FACE, Technical Standard enable faster upgrades and easier integration
across platforms through reuse of software APIs.
There’s a push by the government and by industry to embrace the concepts that are more aligned with an open systems architecture… [with a] transition away from traditional integrators and their solutions,” Walters says.
MOSA is ultimately about speed and adaptability, he adds. “They want to have more agility on the front lines and have the ability to iterate different technologies more rapidly. There’s a desire to experiment with different solutions that are less traditional. All signs point toward wanting to do things much faster, have more agility, and [have] the ability to rapidly onboard and offboard different capabilities based on what the mission is – being able to plug and play.”
The Collins spokesperson emphasizes the economic benefits of this design philosophy. “Open-architecture design is foundational to the evolution of avionics. It plays a pivotal role in allowing for faster and more affordable integration on existing and future platforms –promoting interoperability, flexibility and scalability.”
Shah points out that standardization becomes even more critical as AI systems are integrated into avionics.
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“As we move closer to the integration of AI into avionics systems, open standards and architecture need to evolve to the data and models that enable AI functionality,” he says. “Without a standard framework, having a variety of AI model standards and processing approaches may challenge the adoption of AI across a wide variety of aircraft platforms with consistency.”
As aircraft become more connected, cybersecurity has evolved from an afterthought into a fundamental design consideration in avionics systems, with manufacturers implementing increasingly sophisticated protections against both conventional and emerging threats.
Walters points to recent conflicts as evidence of the growing cyber battlefield. “One of the biggest challenges today, as we’ve seen in contemporary conflicts, is that everyone has a mobile device no matter if it’s on the good or bad side,” he says. “Cybersecurity is important because you can’t have an adversary penetrate your network. We’ve seen where adversaries have taken friendly unmanned systems just based on open source reporting out there.”
Shah explains that avionics designers are implementing multiple layers of security protocols.
“The use of zero-trust architecture (ZTA) models allows for continuous authentication, end-to-end encrypted communication, and secure boot and firmware authentication, ensuring no malware can enter the system,” he says.
Shah says that AI technologies are also being leveraged to enhance cybersecurity. “AI-driven machine learning monitoring can detect potential cyber threats, helping to prevent more aggressive cyberattacks on avionics systems.” (Figure 3.)
Countering electronic warfare (EW) threats is also part of securing the flight avionics, requiring protective measures built into the core design.
“Electronic warfare resilience begins in the initial systems design stage,” Shah explains. “Anti-jamming or anti-spoofing capabilities protect navigation systems from disruption, while the use of software-defined radio (SDR) allows for flexibility through dynamic frequency-hopping, helping to avoid interference in RF-contested environments.”
Looking ahead, Shah warns that current encryption methods may not be sufficient against future threats.
“Cyber protection will also need to take into consideration the challenges associated with quantum computing, which has the potential to break traditional encryption methods,” he says. MES
Advances in avionics are not just centered around the systems of the aircraft itself; the industry is also developing new technology for the pilots, such as new interfaces, headsup displays (HUD), and augmented reality (AR). This tech keeps pilots’ eyes outside the cockpit while providing critical information in their field of view.
Ryan Walters, general manager of Thales Flight Avionics USA [Arlington, Virginia], says the industry is moving away from traditional cockpit instruments.
“What we’ve seen is a transition away from heads-down flying,” Walters says. “We want to move to a more immersive environment where there’s more heads-up, eyes-out flying. So you’re spending more time – even in a degraded visual environment or threatdense environment – seeing everything around you more three-dimensionally. It keeps your eyes outside the cockpit and gives you a better idea of what’s happening in real time.”
A spokesperson for Collins Aerospace (Charlotte, North Carolina) points to the company’s helmet system for the F-35 as an example of this technology in action.
“This is the world’s most advanced helmetmounted display system and serves as a pilot’s primary display, providing them with intuitive access to vital flight, tactical, and sensor information,” the spokesperson says.
A newer system goes even further, offering “a fully immersive, high-definition view of the battlespace with near-zero latency, and 360-degree awareness around the aircraft,” the spokesperson says. (Sidebar Figure 1.)
Pratish Shah, U.S. general manager at Aitech (Chatsworth, California), notes that these interface improvements extend beyond just better displays. “Basic advancements in interface technology include greater resolution, expanding beyond HD and betterquality HUD, as well as improvements in AR,” he says.
All sources emphasize that these advanced displays must be paired with AI to prevent information overload.
“The benefits of new technology will have to be augmented by the use of AI in order to not overwhelm the pilots or warfighters with an overload of data across all interface technologies,” Shah says.
Sidebar Figure 1 | Collins Aerospace’s Zero-G HMDS+ helmet-mounted display provides pilots with a high-definition, 360-degree view of the battlespace, integrating digital night vision and real-time data for enhanced situational awareness.
By Dawn Zoldi (Colonel, USAF Ret.)
The F-22 Raptor, a cornerstone of American air dominance, has been a symbol of military prowess for decades. The integration of a modular open systems approach (MOSA) – a strategic initiative that emphasizes and enables the rapid integration of advanced software, sensors, and other capabilities – lies at the heart of its continued relevance.
In an exclusive interview, Justin Taylor, Vice President of the F-22 program at Lockheed Martin, shares insights into the journey of implementing MOSA on the Raptor and its implications for future military aviation.
Driving the future of air dominance
Justin Taylor’s career with Lockheed Martin has ranged from leading the corporation’s artificial intelligence (AI) efforts to pioneering the development of the company’s open system architectures. His role in the F-22 program, where he oversees execution of Lockheed Martin’s sustainment and modernization efforts – including leveraging the modular open systems approach (MOSA) to enhance the aircraft’s capabilities and maintain its position as a leading air dominance fighter – represents a culmination of these experiences.
Taylor views his current role as “the best of both worlds … because we’re actively supporting the fleet’s mission readiness today while also ramping up the most advanced, innovative technology needed for the future.” (There is no official replacement for the F-22; the aircraft is expected to remain operational
for the next 20 or so years.) Maintaining the fleet’s asymmetric advantage through continuous upgrades and sustainment is his team’s top priority.
According to Taylor, the evolving threat environment and the need for agility in integrating new technologies drove Lockheed Martin’s decision to adopt MOSA on the F-22. MOSA enables the use of nonproprietary interfaces, both physical and logical, which reduces vendor lock-in and increases competition among suppliers.
This approach also facilitates the integration of commercial technologies, which enables third-party developers to contribute to the F-22’s capabilities. For example, Lockheed Martin’s use of Red Hat’s Enterprise Linux gives developers a familiar environment to accelerate the testing of new applications.
Lockheed Martin’s MOSA journey began over a decade ago: In 2010, Taylor and his colleagues recognized the need to leverage modern core processing and compute technology from commercial industries. Taylor led this OSA effort, which involved developing a hybrid and partitioned architecture that could leverage commercial standards while ensuring security and reliability.
In 2013, the company flew the first prototype of an OSA on the F-22. Known as “Project Missouri,” this prototype demonstrated for the first time the potential of using commercial computing technology in a secure and embedded architecture.
Taylor reflects on the initial prototype: “The biggest limiting factor was the computers themselves. So that was ‘the’ big muscle movement. That’s why it took us some time to prove it in 2013 and to get it all wrapped up.” He continues, “But that was just the beginning … the foundation so that you can … open up the aperture in an open marketplace.” Once the computer came online, he notes, his team had to make changes across the board – from process and culture to contracting – to work in a different way and move at the speed of relevance.
The company’s implementation of MOSA gained additional momentum with the Advanced Raptor Enhancement and Sustainment (ARES) contract in 2021, which shifted the F-22 towards iterative updates.
By 2022, Lockheed Martin had completed Raptor Release One, which made the F-22 the first combat aircraft to fly with an open architecture. This release included a Link 16 hardware upgrade, which enabled the F-22 to share information more effectively across the joint fleet, including with the F-35.
MOSA, digital engineering,
The integration of MOSA has significantly enhanced the F-22’s ability to integrate new technologies and capabilities more quickly and efficiently. Taylor notes that the program is now capable of fielding capabilities in a 12- to 18-month cycle, a pace unprecedented for the F-22. This agility remains crucial to the F-22’s ability to respond to continuously evolving threats and to ensure the aircraft remains a strategic deterrent.
The adoption of MOSA has also spurred the adoption of digital engineering practices on the F-22. This move includes the use of model-based systems engineering (MBSE), which enables the digital design of sensors and subsystems from the outset. While specific details on sensors are sensitive, Taylor notes that the MOSA approach continues facilitating rapid integration of a variety of new technologies for the F-22. For example, the use of digital engineering practices will streamline the integration of the F-22’s new infrared defensive system by leveraging digitally modeled components. This digital approach enables wider reuse of design elements, which reduces the complexity and time required for integration.
Taylor emphasizes that the powerful combination of MOSA and digital engineering has positioned the F-22 as a bridge to next-generation fighters. By extending viability
through continuous upgrades, Lockheed Martin will future-proof the Raptor, strengthening its position as a critical piece of the Air Force’s future family of systems.
Besides leveraging digital engineering, the F-22 program also uses a sandbox approach with the Air Force to rapidly prototype new MOSA concepts for the Raptor. This method of working involves using a strongly partitioned security architecture to securely enable prototyping within a testing environment. The technique accelerates the maturity of new concepts and facilitates the open marketplace where developers can invest in applications with confidence.
Digital, dominant, and ready
As a result of MOSA, the small but mighty F-22 fleet – which recently surpassed 500,000 flight hours – should now operate well into the 2040s without major structural
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upgrades. Maintaining and sustaining the aircraft through the agile updates facilitated by MOSA will be key to the fleet’s future, especially as operational tempos continue to increase.
Taylor also views MOSA as the standard for future defense programs in general. By enabling a collaborative environment, diverse investments can benefit the entire defense industrial base as well as the F-22 program. “The work being done today not only enhances the Raptor’s legendary legacy,” he says, “but also ushers in the next generation of air dominance, cementing the F-22’s position as a cornerstone of American military strategy.” Taylor’s final words on the F-22: “Lockheed Martin, alongside the Air Force, remains committed to ensuring that the fleet is digital, dominant, and ready. When it comes to integrating open systems for combat power, there is no better example than the Raptor.” MES
Justin Taylor began his career as a software engineer and has been with Lockheed Martin from the start. In his words, he “grew up in Skunk Works,” where he ultimately led mission systems and technology R&D, including the development of the company’s open systems architecture (OSA) computing solution. Before leading the F-22 program, he served as the company’s Vice President of AI, where he empowered over a thousand AI and machine learning (ML) engineers across the corporation. His extensive experience developing cutting-edge solutions has been instrumental in transitioning both AI and OSA technologies to the F-22 program.
Contributing Editor Dawn M.K. Zoldi (Colonel, USAF, Retired) is the CEO of P3 Tech Consulting LLC.
Lockheed Martin
https://www.lockheedmartin.com/ P3 Tech Consulting
https://www.p3techconsulting.com/
Crystal Group takes a zero limits approach to building rugged tech solutions custom-tailored for your operational needs. We say yes to challenges others shy away from, equipping you with the confidence and predictable performance you need to thrive in the world’s most unforgiving environments.
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By Andrea Bristol
The Future Airborne Capability Environment, or FACE, approach seeks to drive down defense system costs and accelerate delivery through software reuse, portability, and interoperability. Ada – a language purpose-built for high-integrity, real-time embedded systems – aligns naturally with these goals. With robust support for safety, security, and long-term maintainability, Ada is an appropriate language for software that aligns with the FACE Technical Standard. The recent approval of AdaCore’s verification methodology by the FACE Consortium further reinforces Ada’s role in this ecosystem, enabling developers to produce standards-compliant, portable components using Ada and the GNAT technology stack.
The Future Airborne Capability Environment, or FACE, approach is a U.S. government, industry, and academia initiative designed to transform the procurement and development of software for military avionics systems. Managed by the FACE Consortium under the auspices of The Open Group the FACE approach’s overarching goal is to reduce
system life cycle costs and time to field by enabling software portability, reusability, and interoperability across different platforms and suppliers. This method also avoids vendor lock-in. The approach consists of a technical framework, a software architecture based on well-defined, standardized interfaces, and a business strategy to encourage a
competitive, innovation-driven marketplace through software components that conform to the FACE Technical Standard.
At the heart of the FACE initiative lies the principle of reducing duplication and increasing efficiency. Software components developed to conform to the
FACE Technical Standard can be reused across multiple platforms and programs, significantly reducing the cost and effort required for integration and maintenance. This design is particularly valuable in the defense and aerospace sectors, where system complexity, long lifespans, and strict certification requirements make traditional development approaches costly and inflexible.
The FACE Technical Approach is based on several elements:
› A segmented software architecture that separates portable from platform-specific components
› An expressive and languageagnostic data modeling technology that ensures a consistent interpretation for data communicated across components
› Tiered profiles and capability sets that impose safety-oriented restrictions on standard software interfaces and language features
environments, including places in which
Although it is focused on portability and does not address functionality or assurance requirements, the FACE approach accounts for the fact that, in practice, an airborne system comprises components at varying levels of safety sensitivity. The FACE Technical Standard thus defines subsets of standard application program interfaces (APIs) – in particular POSIX and ARINC-653 – at several levels, called profiles. In increasing order of criticality – from most permissive to most restrictive – these are General Purpose, Safety Extended, Safety Base, and Security.
Analogously, the FACE Technical Standard defines subsets of standard language features for C, C++, Ada 95, Ada 2012, and Java (called capability sets): General Purpose, Safety Extended, and Safety Base/Security.
Technical, strategic alignment
Ada is a state-of-the-art programming language that development teams worldwide are using for critical software, from microkernels and small-footprint, real-time embedded systems all the way up to large-scale enterprise applications.
The language was designed from the ground up to support the development of reliable, efficient, and portable software for real-time embedded systems. With a strong emphasis on readability, modularity, and language-enforced correctness, Ada has the correct features for building high-assurance software in critical domains.
For several decades, Ada has been used in some of the most demanding software environments in the world, including military and aerospace systems, railway control, air traffic management, and medical devices. Its feature set – including strong typing, contract-based programming, compile-time checks, and tasking for real-time concurrency – makes it a natural fit for software designed for a FACE architecture, where robustness, traceability, and long-term maintainability are nonnegotiable. (Figure 1.)
The FACE Technical Standard has explicitly recognized the relevance and maturity of Ada by supporting both Ada 95 and Ada 2012 within its architecture. This formal support ensures that developers using Ada are not constrained in their ability to produce portable and reusable software components, provided those components meet the defined FACE Technical Standard criteria.
In 2024, a significant milestone was reached when the FACE Consortium formally approved a proposed approach for FACE conformance verification of Ada software.1
This development addressed a long-standing gap in the ecosystem and enabled a clear path forward for Ada users seeking conformance with the FACE Technical Standard.
Historically, conformance verification within the FACE ecosystem has been tailored to C and C++, languages that typically achieve portability through standardized APIs and header-based abstractions. The conformance process involves link-time tests against stubbed standard run-time libraries, enabling verification of source-level portability.
However, applying this methodology to Ada presents unique challenges. Ada relies on well-defined syntax, semantics, and language-defined keywords. Crucially, the compiled output of these features invokes functions within a compiler-specific runtime environment. This runtime dependency is the source of the challenges.
To address this hurdle, AdaCore developed an extension to the existing FACE verification methodology. This extension introduces a mechanism for incorporating an Ada toolchain including a compiler-specific runtime into the FACE Conformance Test Suite. The key idea is to evaluate whether this toolchain enforces the constraints and restrictions defined in the FACE Technical Standard. If the toolchain, with its stubbed runtime, does not detect a prohibited usage, then additional assurance measures are necessary. In such cases, the onus falls on the software developer to provide inspection-based evidence demonstrating that the disallowed feature is not used in the component under test.
Ada is now fully enabled within the FACE ecosystem, providing a robust, standards-aligned pathway for building portable, reusable, and certifiable software components. Developers can take advantage of Ada’s intrinsic strengths of strong typing, modular design, real-time support, and safety-focused semantics while remaining fully compliant with the FACE Technical Standard.
As defense programs increasingly embrace open architecture standards such as FACE, Ada continues to prove its enduring relevance. The Ada language remains a compelling and forwardlooking choice for defense and aerospace organizations building critical software systems that demand high integrity, long-term maintainability, and cross-platform interoperability. MES
References
1 https://collaboration.consortia. opengroup.org/face/documents.php?acti on=show&dcat=93&gdid=53926
Andrea Bristol is the PR and Marketing Campaigns Manager at AdaCore. A marketer for over 19 years, Andrea is a Fellow of the Chartered Institute of Marketing.
AdaCore https://www.adacore.com/
As modern avionics and defense systems become increasingly connected, cybersecurity is essential to ensuring mission success. wolfSSL provides trusted cryptographic solutions deployed in tanks, missile systems, satellites, and aircraft by every branch of the U.S. armed forces. With FIPS 140-3 validation (#4718) and DO-178C DAL A certification, wolfSSL offers high-assurance security for mission-critical applications.
At the core of wolfSSL’s security offerings is wolfCrypt, a lightweight cryptography library built for secure, resourceconstrained environments. Designed to meet government and defense standards, wolfCrypt ensures secure encryption, authentication, and data integrity. Its FIPS 140-3 validated cryptography provides the highest level of security certification, making it a reliable choice for embedded defense systems.
To protect firmware integrity, wolfBoot offers a secure bootloader that ensures only trusted firmware is executed. With built-in rollback protection, wolfBoot prevents adversaries from loading outdated or compromised firmware, securing critical defense infrastructure against tampering.
Secure communication is another priority, and wolfSSL’s TLS 1.3 and DTLS 1.3 implementations provide encrypted data transmission across defense networks. DTLS 1.3 is particularly valuable for real-time avionics communications, safeguarding against man-in-the-middle (MITM), relay, denial-of-service (DoS), and spoofing attacks. By delivering low-latency, highsecurity encryption, wolfSSL ensures reliable and secure data exchange in mission-critical environments.
Designed for portability and efficiency, wolfSSL runs on DO-178C-compliant operating systems such as SYSGO, VxWorks, INTEGRITY, and Deos, as well as bare metal and custom environments. Its small footprint and low resource usage make it ideal for embedded defense applications where performance and security must go hand in hand.
With FIPS 140-3 compliance, DO-178C certification, and advanced cryptographic solutions, wolfSSL delivers battletested security for modern aerospace and defense systems. For more information, visit www.wolfssl.com.
wolfSSL | www.wolfssl.com
By Rob Mather
The defense sector is heading on an increasingly digitalized path in 2025 and beyond. There are several factors and developments driving changes in the defense sector: the MRO skill shortage gets a helping hand from artificial intelligence (AI), Industry 5.0 in manufacturing brings back the human element, uncrewed aerial systems (UASs) are set to reshape the naval warfare landscape, and cybersecurity compliance realizes it must step up its game.
New technology, principles, and assets are driving change in the defense industry throughout 2025 – whether it’s artificial intelligence (AI), autonomous vehicles, or Industry 5.0, there are many factors defense organizations will need to embrace to enhance operations and workforce efficiency. To define: Digitization is the system of changing information from analog to digital form, while digitalization is usually described as the steps taken to integrate digital technologies into business operations to optimize processes, enhance customer experiences, and drive innovation. In any event, what will all of these changes need? A cybersecure backbone.
Prediction 1: Industrial AI is here to enhance current technicians and the MRO industry in its skill shortage battle
The ever-present skills gap in defense MRO continues apace in 2025. The defense industry is seeing an influx of next-gen platforms, as more global defense forces
adopt the F-35 and completely new aircraft – like the B-21 Raider, a more technologically advanced subsonic strategic bomber – enter the fray, bringing the need for an entirely new maintenance knowledge base.
The workforce numbers bear this assertion out: According to national-security newsletter War on The Rocks, the U.S. Air Force alone is currently short 1,800 maintenance personnel, with the U.S Government Accountability Office (GAO)
highlighting continuing challenges meeting aircraft readiness targets. A Deloitte defense-industry outlook views 2025 as a pivotal year during which defense organizations consider the role AI technologies will play in enhancing traditional talent strategies.
Industrial AI will enhance human-machine interaction
One obvious application of AI is optimization, which offers several key industrial AI use cases that can directly help organizations accomplish more with existing resources, including:
› Schedule optimization: Increasing the maintenance yield by scheduling all activities to as close to their deadline as possible. Overall, this means over the lifetime of an asset, less total maintenance will be done, which reduces the total work for technicians.
› Task order optimization: AI can analyze data to ensure the order in which tasks are performed is optimized to make the most of the resources and technicians available and perform maintenance in the most efficient order, minimizing unproductive time.
› Optimization of technician assignment: MROs can even optimize the assignment of the technician to the task, dependent on the technician’s skills, availability of assets requiring maintenance, and even geography/location on the aircraft, again, lowering unproductive time and maximizing utilization of the most valuable personnel.
Beyond optimization, giving technicians access to specialized AI agents through mobile devices can help them quickly navigate complex technical information and manuals, particularly those for new and less familiar aircraft types. Specialized AI can also help reduce time spent troubleshooting by providing root cause and repair suggestions and enhance data entry, thereby empowering a single technician to accomplish more.
Prediction 2:
A humanized defense-manufacturing factory floor
It’s not just in the hangar where technology is directly helping human workers in the defense industry. Defense manufacturing in 2025 will see increasing adoption of the core principles of Industry 5.0 and its humanizing influence on factory processes, including how workers train for and execute work on the factory floor and beyond.
Some schools of research describe a “meta-operator,” defined as industrial workers that follow the principles of Industry 5.0 – described by Forbes as systems designed to create more responsible factories while maintaining all the benefits of the Industry 4.0 digital-transformation years – and interact with industrial metaverse applications and with their surroundings through advanced extended-reality (XR) devices.
XR is already being used as part of training, enabling defense organizations to encounter scenarios that are very rare in the real world and therefore take much more time to accrue experience against in conventional programs. XR is already making its way onto the defense-organization floor as well: Digital overlays comparing final product to spec, instructions overlaid on the product itself providing visual next steps, accessing the health information of the manufacturing machinery being used in their field of vision, and even gesture control to access technical documentation are all examples of XR empowering a more efficient and effective worker.
New forms of interacting with systems extend into the aftermarket as well, once assets are manufactured and deployed in the field. Companies – for example, BeastCode –are developing 3D models of assets, such as in-service naval ships so that when technicians are executing maintenance on the ships, they can navigate straight to the
part in question via the 3D model to look at it, investigate, manipulate it, and understand how it interfaces with other parts on the ship. These systems form an intuitive navigation model in which technicians are able to move around the 3D model to easily navigate the system and access all the pertinent information. This approach takes digital twins to the next level for an experience straight out of science fiction.
Autonomous capabilities are high on the naval operations agenda as drones add a new dimension of attack
The impact of drones and uncrewed systems on naval warfare is clear to see. We have no further to look than the conflict in Ukraine to see that no longer are multibillion-dollar aircraft fleets or submarines required to disable large ships. Ukraine has disabled as much as perhaps one-third of the Russian Black Sea fleet largely utilizing small, remotely piloted sea drones. As a result, the makeup of naval fleets and the design of naval vessels is changing: More of the ships being developed in the future will be autonomous or have minimal crews based on the capability of automated systems available today. Conventional aircraft carriers are being joined by uncrewed aerial system (UAS) carriers – exemplified by recent orders and testing of UAS carriers from Portugal, Turkey, and the U.K. – that enable the launch of drone attacks from the sea. We are learning that bigger does not necessarily mean better.
Uncrewed systems are also high priority in the U.S. DoD Replicator initiative –which the DoD and Defense Innovation Unit (DIU) launched to field thousands of uncrewed systems by August 2025 – to augment “the way we fight, using large masses of uncrewed systems which are less expensive, put fewer people in the line of fire, and can be changed, updated, or improved with substantially shorter lead times.”
Autonomous capabilities will be in high demand. In one example, shipbuilder Austal – working closely with the U.S.
Navy and Australia’s navy – won a $44 million autonomous design and construction contract with the U.S Navy to deliver autonomous capabilities to the Expeditionary Fast Transport (EPF13). This ship is a multi-use military platform capable of rapidly transporting troops and their equipment, can support humanitarian relief or operational efforts, and is capable of handling in shallow waters. Supporting such a level of autonomy means being able to collect and analyze vast amounts of data from sensors and other sources and produce actionable insights that improve mission success. As such, while capital ships will continue to form the core of large navies worldwide, more and more of the fleet mass will begin to shift to ships with minimal crews and will call for smaller, faster, cheaper, uncrewed vessels.
Prediction 4:
Increased digitization and digitalization call for cybersecurity to be ramped up With increasingly digitized assets come increasingly tightened digital-compliance requirements across the defense industrial base, with cybersecurity top of mind for U.S. and allied defense departments. In October 2024, the Cybersecurity Maturity Model Certification (CMMC) Program Final Rule was published (expected to come into effect in mid-2025), with the Five Eyes nations aligning their own cybersecurity programs to the CMMC framework.
The U.S. DoD outlined in the Final Rule: “The purpose of CMMC is to verify that defense contractors are compliant with existing protections for federal contract information (FCI) and controlled unclassified information (CUI) and are protecting that information at a level commensurate with the risk from cybersecurity threats, including advanced persistent threats.” With the Five Eyes nations aligning to CMMC requirements, organizations in the defense supply chain that have not prioritized compliant
levels of cybersecurity run the risk of losing contracts and their place in the defense industrial base.
Cybersecurity requirements compliance gets real Imposing more stringent requirements across the defense industry is needed to harden digital defense against external threats, such as IP theft, which can seriously erode hard-won technological advantages on the battlefield.
Alongside the CMMC requirements is the need for cloud-based solutions to adhere to Federal Risk and Authorization Management Program (FedRAMP), which provides a standardized approach to security assessment, authorization, and continuous monitoring. Although not necessarily a true requirement for all cases, FedRAMP is fast becoming a de facto security standard for doing business in the U.S. defense supply chain.
The McHale Report, by militaryembedded.com
Editorial Director John McHale, covers technology and procurement trends in the defense electronics community.
To ensure this success, defense organizations need to make sure they are supported by manufacturing software architecture that adheres to military regulations now and into the future. With a secure managed cloud or hybrid enterprise software environment for critical compliance areas such as CMMC, FedRamp, or International Traffic in Arms Regulations (ITAR), defense organizations can operate and know that they are in compliance with federal cyber regulations. MES
Rob Mather is Vice President, Aerospace and Defense Industries at IFS. He is responsible for leading the IFS global A&D industry marketing strategy and for supporting product development, sales, and partner ecosystem growth. Rob has over 15 years of experience in the A&D sector, starting out in the field and having held a number of strategic R&D, presales, and consulting positions at IFS, Mxi Technologies, and Fugro Aviation.
IFS • https://www.ifs.com/
Earle Foster, Senior VP Sales, Sealevel Systems, Inc.
The current state of the global electronic component market, and the state of the supply chain overall, have made it difficult for technology manufacturers to source even non-obsolete components. The acceleration of the rate at which components go end-of-life, along with trade disruptions – whether technological, economic, or natural – across the globe has increased the instability of the electronics supply chain.
For manufacturers of military and aerospace technology, this supply chain volatility is compounded by the long product lifecycles, and generally more stringent environmental and use case specific requirements.
There are several proactive actions and processes manufacturers can implement to mitigate the instability of the supply chain.
Obsolescence analysis and forecasting is one such process that involves identifying and managing the risks associated with the lifecycle changes of components, products, or systems. Specifically, it involves the use of specialized software to monitor the status of components, forecast end-of-life dates, and implement strategies to reduce the impact of obsolescence, such as sourcing alternative components, proactively planning for redesigns, or managing inventory levels.
With a more informed and data-driven obsolescence forecast, manufacturers are better prepared to take steps to ensure supply chain resilience. Additionally, it enables companies to better manage relationships with suppliers, allowing the identification of alternative components and suppliers in advance, ensuring more resilience throughout the supply chain.
A more complete understanding of the supply chain allows manufacturers and designers to better allocate resources to focus on innovation and product development, rather than devoting resources and manpower to legacy component issues. All of this combines to create a smoother transition to newer technologies, minimizing disruption to ongoing projects and product lines.
Sealevel has found success in overcoming supply chain instability and achieving long-term availability through several processes. First, every new design utilizes components that are in the beginning of their lifecycle and designed to be available for 7 or more years.
Further, as products move through their lifecycle, a wide set of best practices are implemented to maintain sustainability. These processes include performing obsolescence analysis and forecasting to identify at-risk semiconductors, passives, and electromechanical components to gain a detailed look into the product lifecycle. When components are identified as an EOL risks, mitigating steps are taken, such as modifying the product to change the at-risk part while maintaining “form-fitand function” compatibility with the previous design from a user perspective.
By housing engineering, product design, and product manufacturing in one location, at our headquarters in Liberty, South Carolina, Sealevel can consolidate the management of all aspects of the supply chain and product lifecycles through AS9100 certified processes, eliminating unnecessary risks and minimizing time and cost for program management.
By Nick Mistry
The U.S. government’s recently launched Cyber Trust Mark program alone is not enough to protect national security. However, if it is implemented alongside a rigorous software supply-chain security framework, it can serve as a foundational step in building a more resilient, trusted future for defense software, including that used for military avionics.
As the Biden administration prepared to transition out of the White House, one of its last cybersecurity efforts was to launch the Cyber Trust Mark program. First introduced in 2023 and part of the broader collaboration under the EU-US Joint Cyber Safe Products Action Plan, the initiative helps consumers purchase Internet of Things (IoT) devices with enhanced cybersecurity protections.
Modeled after the Energy Star program, the goal is to improve the security of IoT devices by labeling products that have passed a U.S.-sponsored cybersecurity audit. Products like baby monitors, fitness trackers, and smart thermostats that qualify can display the insignia on any advertising and packaging.
While the Cyber Trust Mark program was initially designed for consumer IoT devices, its implications extend to the defense sector, where IoT-enabled technologies such as smart helmets, drones, motion and infrared sensors, and communications systems play a critical role. Given that modern software is 70% to 90% open source, and IoT devices similarly integrate software from multiple third parties – so much of which is open source – the software supply chain has become an undeniable security concern.
The program’s intent is clear: to ensure stronger security standards across the board. However, beyond implementing secure software development practices, simply knowing what’s in the software is critical. Furthermore, understanding the origins of software is just as important, especially when adversarial nations are known to be actively tampering with the complex software supply chain. In some cases, these compromises are buried 60 layers deep in open-source dependencies, which makes these vulnerabilities nearly impossible to detect without specialized tools.
The Cyber Trust Mark initiative has implications for defense software engineers,
especially those directly working on secure systems, embedded technology, and the software supply chain. The driving purpose behind it is that the industry must meet stronger security standards and potentially update legacy systems.
While the new administration has yet to signal specific plans regarding the continuation or modification of this program, given the bipartisan nature of cybersecurity concerns, the Cyber Trust Mark initiative will likely persist. But for it to be truly effective, especially in national security applications, the program must evolve beyond a simple label. It must incorporate tamper detection, threat intelligence, and rigorous verification of software origins. A “Trust Mark” alone is not enough; what is needed is a “Trust Model” – one that can be independently verified rather than self-attested.
Like many security-oriented industry issues, the answer is that it can be successful if done correctly.
Overcoming the top challenge: awareness
Unlike other government initiatives, the Cyber Trust Mark program is completely voluntary. Not all manufacturers have to participate, limiting its effectiveness. In addition, defense buyers may not understand the significance of the Cyber Trust Mark, affecting its influence on purchase decisions.
Even if the program was mandatory, similar efforts have received lackluster adoption. For example, the Cybersecurity & Infrastructure Agency’s (CISA’s) Secure Software Development Attestation Form, which was mandatory under Executive Order (EO) 14028 (issued in May 2021), required software producers who work with the federal government to adhere to and confirm the deployment of key software security practices. Shortly before the deadline, 80% of organizations revealed they were not prepared.
This challenge is not unique to defense. The healthcare sector recently faced a similar reality with the FDA’s Software Bill of Materials (SBOM) and Vulnerability Disclosure Requirements (VDR) mandates for medical device manufacturers. As of October 2023, the FDA required all premarket submissions to include an SBOM that lists all software components and their vulnerabilities, as well as a VDR to ensure proactive identification and mitigation of security risks. The defense industry can learn from the medical sector’s growing pains – the lessons are that awareness and enforcement are key to making cybersecurity initiatives successful.
To ensure that the Cyber Trust Mark program is widely adopted in the defense industry, it’s essential that key stakeholders first prioritize taking the time to educate engineers on the initiative and what it means, and come up with a plan to evaluate potential IoT technologies based on this assessment.
The beginning of security, not the end
For the Cyber Trust Mark program to be effective in defense applications, organizations must recognize that the label itself does not guarantee security – it is only a starting point.
IoT devices used by the military rely on software, and as 70% to 90% of modern software is open source, understanding what’s inside that software is a national-security priority. A product may be labeled as “secure” today, but if its software components contain vulnerabilities; are sourced from adversarial nations; or rely on outdated, unmaintained open-source libraries, then the label offers a false sense of security.
This factor is particularly urgent given the rise of nation-state cyberattacks on the software supply chain. Of the 600 million daily cyberattacks Microsoft customers face, 24% originate from nation-state actors. With adversaries embedding malicious code
PICO units manufactured and tested to MIL-PRF-27 requirements. QPL units are available. Delivery stock to one week for sample quantities.
deep within software supply chains, defense organizations must look beyond compliance checkboxes and develop continuous security-monitoring mechanisms.
Building a trust model for the critical-software supply chain
Given the increasing complexity of IoT software, defense organizations cannot afford to rely solely on labels like the Cyber Trust Mark. Instead, we must build a “Trust Model” for the software supply chain, using such aspects as:
› Tamper detection: Ensuring software integrity is maintained throughout its life cycle.
› Threat detection: Monitoring real-time security threats against software components, including open-source dependencies.
› Software origin verification: Identifying whether software contributors are from adversarial nations and detecting unauthorized modifications in deep software layers.
› Independent verification: Moving beyond self-attestation to a system where third-party security audits validate software integrity at multiple levels.
Just as the FDA’s SBOM and VDR mandates pushed and continue to push medical device manufacturers to validate software integrity and mitigate vulnerabilities, defense organizations must implement similar frameworks to ensure continuous monitoring, threat mitigation, and supply-chain security. The lessons learned from the medical sector can be directly applied to national security.
Defense organizations must use the Cyber Trust Mark as a guide, not rely on it. Securing software must be an ongoing process – especially in the current open-source software
code-driven world. Despite making up a majority of the code developers write, company research found that more than 95% of security weaknesses stem from open-source dependencies. Of these, over half have no known fixes, and 70% of open-source components are no longer maintained or poorly maintained.
Follow secure-by-design principles
Once the defense sector becomes aware of the Cyber Trust Mark and recognizes it only as the beginning of cybersecurity for IoT, it’s vital to address the opensource element of IoT.
Until recently, developers and security teams agreed that “shifting left” was the best way to prevent software supply chain attacks that could compromise open-source dependencies. This meant that security evaluations were conducted earlier in the development process before any code was written. Most likely, this is the mindset used by the U.S. government to conduct the cybersecurity audit that leads to the Cyber Trust Mark. The problem lies with open-source code, given developers don’t know exactly what is in software, and security teams are then left in the dark. The overwhelming majority of open-source code (82%, according to company research) is inherently risky due to vulnerabilities, security issues, code quality, or maintainability concerns.
• Large range of Ethernet Switches
• 1U enclosure, 3U & 6U VPX
• Managed Layer 2+/3 switches
• 1/10/25/40/100 Gigabit Ethernet
• Aligned with the SOSA™ Technical Standard
• Air-cooled, conduction-cooled, AFT grades
Defense software engineers must “shift left” of the shift-left approach and follow secure-by-design principles to secure the software that fuels IoT devices and thereby secure its further use in critical defense applications. This means:
1. Maintaining and updating software bill of materials (SBOMs) for IoT software: Defense engineers and cybersecurity teams must understand every layer of software within IoT devices for a stronger cybersecurity posture. A complete SBOM provides visibility into dependencies, aiding security, compliance, and vulnerability management.
2. Choose the right tools: Defense organizations need the right tools to assess open-source components,
identify any vulnerabilities, and remediate these issues before threat actors discover them.
3. Implement real-time solutions: Defense and military software engineers need more than just a testing mechanism; they need real-time solutions that continuously assess code as the device is being used.
4. Assess and mitigate risks of third-party software: In addition to performing security audits of any third-party software from defense vendors and suppliers, defense organizations should also require any third-party software components to be accompanied by an SBOM and proof of security testing.
5. Train defense software engineers and security teams: Defense software engineers need continuous training to understand pain points, signs of issues, and implications of the decisions on the overall security posture to improve collaboration and prevent future issues.
The success of the Cyber Trust Mark program depends on how it is applied within the defense sector. Security cannot be treated as a one-time certification; it must be a proactive, continuous process that prioritizes open-source security, threat intelligence, and real-time software validation.
To truly secure IoT software in defense applications, organizations must:
› Raise awareness about the risks of open-source software and the software supply chain.
› Leverage advanced security tools to detect, assess, and remediate vulnerabilities in real time.
› Adopt a “trust model” that extends beyond a label and incorporates independent verification mechanisms.
› Embed continuous security practices into procurement, development, and operational processes.
The Cyber Trust Mark alone is not enough to protect national security, but if implemented alongside a rigorous software supply chain security framework, it can serve as a foundational step in building a more resilient, trusted future for defense software. MES
Nick Mistry is a Senior Vice President and CISO at Lineaje. He also serves in an advisory role to the government agency CISA through industry-government working groups. At Lineaje, Nick has led advancements to its Software Supply Chain Security Management technology platform, including the introduction of BOMbots from Lineaje AI and Lineaje’s Open-Source Manager.
Lineaje • https://www.lineaje.com/
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Each issue, the editorial staff of Military Embedded Systems will highlight a different organization that benefits the military, veterans, and their families. We are honored to cover the technology that protects those who protect us every day.
By Editorial Staff
The Army Ranger Lead The Way Fund is a 501(c)(3) nonprofit organization established to raise funds in support of U.S. Army Rangers and the families of rangers who have died, have been disabled, or who are currently actively serving around the world.
The Army Ranger Lead The Way Fund was created in honor of Sgt. James J. Regan, who served with Charlie Company, 3rd Battalion, 75th Ranger Regiment, and was killed in action in Iraq in 2009. The 75th Ranger Regiment, also known as the Army Rangers, is the premier light infantry and direct-action raid force of the U.S. Army Special Operations Command and is also part of Joint Special Operations Command via the Regimental Reconnaissance Company.
The organization’s Wounded Ranger Assistance Programs work closely with United States Special Operations Command (USSOCOM) Warrior Care Program and Unit Command to provide and facilitate services deemed vital to the service members’ and families’ well-being, often beyond what the government and veterans’ services can offer.
Among the major assets offered in the area of transition to civilian life are the Collegiate Access and Graduate Access programs, which help rangers leaving the service to access advanced educational resources, financial aid and scholarships, and internships. These programs also enable veterans to apply for coverage for books and fees and other expenses that are not covered under the GI Bill.
Additional programs offered by the fund include access to health and wellness outlets, support groups for spouses and families of deployed and veterans, and career and personal mentoring for those transitioning out of active service. For additional information, visit https://www.leadthewayfund.org/.
With Guest Eliot Fine
RF signal chain, military space market, and MOSA in space
The demand for high-reliability radio-frequency (RF) components in military space applications is growing, as is the use of commercial innovation in low-Earth orbit and other space domains, says Eliot Fine, Product Line Manager for Space and High Reliability Components, Analog Devices.
In this podcast, Fine and Military Embedded Systems
Editorial Director John McHale discuss the space-electronics market, radiation-hardening techniques, and the U.S. Department of Defense’s (DoD’s) modular open system approach (MOSA) mandate and how it affects space systems. Fine also details the RF signal chain, a concept developed by his team at Analog Devices.
Listen to/watch the podcast: https://tinyurl.com/54eursnp
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By Perforce Software
For airborne embedded systems with increasingly complex components, safety is paramount. DO-178C, an essential functional avionics safety standard, provides guidance on the airworthiness of airborne systems and helps developers address any safety issues early and often. While the safety standard applies to any aircraft, the military and defense industry can adopt DO-178C for military applications, in such applications as including it in development processes for harsher environments, mission success, and military agency approval.
This white paper examines the DO-178C standard, which covers the complete software development life cycle (SDLC). The paper examines the benefits, processes, and military applications of DO-178C; how static analysis contributes to DO-178C compliance; and how adoption of DO-178C ensures safer skies for defense and military avionics software. Read the white paper: https://tinyurl.com/6v2pdpm5 Get more white papers and e-Books: https://militaryembedded.com/whitepapers
