Air force 12. 1 Small Business Innovation Research (sbir) Proposal Submission Instructions
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| PHASE II: Develop and successfully demonstrate a working prototype system based upon the Phase I results.
PHASE III DUAL USE COMMERCIALIZATION: Military Application: Military facilities have many needs to abate and control the spread and growth of unwanted plants or weeds. This device will provide a viable and cost effect alternative to traditional chemical or mechanical weed control techniques. Commercial Application: Commercial facilities have many needs to abate and control the spread and growth of unwanted plants or weeds. This device will provide a viable and cost effect alternative to traditional chemical or mechanical weed control techniques.
1. American National Standards Institute/Institute of Electrical and Electronics Engineers (ANSI/IEEE) C95.1-1991, IEEE Standard for Safety Levels with Respect to Human Exposure to Radio Frequency Electromagnetic. 2. Non-Chemical Weed Management: Principles, Concepts and Technology; Mahesh K. Upadhyaya and Robert E. Blackshaw. 3. 47 Code of Federal Regulations (CFR) 80.83 - Protection from potentially hazardous RF radiation. 4. 29 Code of Federal Regulations 1910.97 – Non-ionizing radiation. 5. Air Force Occupational Safety and Health (AFOSH) Standard 48-9, Radio Frequency Radiation (RFR) Safety Program. KEYWORDS: Electromagnetic radiation, radiofrequency radiation, microwave radiation, weed, seed, floral, pre-emergent, sensors, wavelength AF121-208 TITLE: System Identification and Modal Extraction from Response Data TECHNOLOGY AREAS: Air Platform, Sensors OBJECTIVE: Develop a system that is robust, efficient, and simple that can identify modes shapes from flight test data without measured inputs and display and compare them to analytical modes in near real time. DESCRIPTION: Often in the development of new aircraft and systems, the dynamics of the elastic structure interacts with the surrounding airflow. Many times this interaction becomes unstable causing excessive oscillations of the structure. These oscillations can accelerate fatigue and in the case of flutter, can cause structural failure of the aircraft. Because of the destructive nature of flutter in particular and aeroelastic instabilities in general, it is necessary to assure that new aircraft and aircraft configurations are free from these instabilities. In order to assure aeroelastic stability of new aircraft configurations, it is critical to identify and understand how the structural modes are interacting with the aerodynamics at different flight conditions. Many times the aircraft do not have systems to input a controlled excitation, and even when they do there is often a discrepancy between the intended and actual excitation and components that do not respond to inputs of the excitation system. Currently in situations where controlled inputs cannot be used, the Random Decrement method is often used but is difficult and can lead to erroneous conclusions. Modern system identification methods like Operational Deflections Shapes and some to the State Space Method can identify modes without measured inputs. In addition to identifying modes, visualizing them is also important. In order to aid flight test engineers in efficiently conducting aeroelastlc stability ("flutter") testing, this research is intended to build on modern system identification methods in order to derive a method that is robust (tolerant to noise and non-Linearities); efficient (identify system with minimal time on condition in near real time); and simple (on-line, no interaction required). In addition to identifying the system, a visualization suite also needs to be developed capable of displaying mode shapes derived from flight test data and comparing them to analytical mode shapes in near real time. At a minimum, this visualization should include options for displaying overlaid mode shapes and a difference map that highlights the areas of greatest difference between flight test and analytical mode shapes. PHASE I: Develop technically feasible identification algorithms that will result in a robust, efficient and simple algorithm, as well as, conceptualizing a modal visualization plan. PHASE II: Develop, demonstrate and validate a prototype system identification algorithm and visualization code. PHASE III DUAL USE COMMERCIALIZATION: Military Application: Many military aircraft with external stores exhibit aeroelastic instabilities such as Limit Cycle Oscillation. They all require extensive flutter testing during the development phase. This technology would increase the efficiency of this testing. Commercial Application: Aeroelastic stability is also a concern for commercial aircraft. This tool will be useful for both sectors of the aircraft industry, as well as other industries such as the automotive and rotational machinery industries.
1. Asmussen, John C, Modal Analysis Based on the Random Decrement Technique, Thesis, August 1997. 2. Stochastic System Identification for Operational Modal Analysis: A Review, J. Dyn. Sys. Meas., Control -- December 2001, Volume 123, Issue 4, 659. 3. Peter M. Thompson, Edward N. Bachelder, David Klvde, Chuck Harris, Martin Brenner, Wavelet¬ Based Techniques for Improved On-line Systems Identification, USAF Developmental Test and Evaluation Summit, 16-18 November, 2004, Woodland Hills, CA. KEYWORDS: System Identification, Mode Shapes, Aeroelastic, visualization software AF121-209 TITLE: Low Background Blackbody TECHNOLOGY AREAS: Sensors, Electronics Technology related to this topic is restricted under the International Traffic in Arms Regulation (ITAR) (DFARS 252.204-7009). As such, export-controlled data restrictions apply. Offerors must disclose any proposed use of foreign citizens, including country of origin, type of visa/work permit held, and the Statement of Work (SOW) tasks to be performed. In addition, this acquisition involves technology with military or space application. Therefore, only U.S. contractors registered and certified with the Defense Logistics Services Center (DLSC), Federal Center, Battle Creek MI 49017-3084, (800) 352-3572, are eligible for award. If selected, the firm must submit a copy of an approved DD Form 2345, Militarily Critical Technical Data Agreement. OBJECTIVE: Develop a low temperature blackbody capable of performing midwave infrared sensor tests normally done at room temperature because there is no low temperature test equipment designed for this purpose. DESCRIPTION: The sensitivity of tactical midwave imaging sensors has been shown to be extremely sensitvie to background temperature. No test equipment outside of the EO lab at Edwards AFB exists to test for sensitivity over a wide range of background temperatures. The only test device is the $1.5M scene projector developed for use in much more complex tasks. Use of this valuable and unique asset for these relatively simple sensitivity tests is not cost effective. Measurements using this complex device clearly showed the sensitivity reduction as the background temperature was reduced. The lowest temperature used was -40°C, which is a good lower operating limit for existing fielded midwave imaging systems which typically operate between temperature extremes of -40°C. and 100°C. Desired specific tests to be performed by the prototype blackbody are Noise Equivalent Temperature Difference (NETD) and Minimum Resolvable Temperature (MRT) to a resolution on the order of 1 mK. The technology challenge is to develop and build a prototype device that will accommodate the performance of the tests described above at any selectable background temperature within the range of fielded midwave imaging sensors. The goal is to develop such a device with a significant cost reduction below that of the complex device currently in use. PHASE I: Design a concept for the development of a blackbody described above. Deliver a design description document explaining how the concept will perform the desired tasks thermally, electically and mechanically as well as a description of an operator interface. PHASE II: Develop, demonstrate and deliver a prototype device which meets the desired performance, cost and functional capabilities explained in the description. PHASE III DUAL USE COMMERCIALIZATION: Military Application: This device will be used by government installations which use or repair EO devices. It will be required as a depot recalibration tool in case of a detector replacement in the field. The test device will also be used by development laboratories and manufacturers. Commercial Application: The test device will also find similar uses by commercial manufacturers and maintainers. This is a large market given the widespread use of such sensors for a variety of industrial, general aviation, and commercial vehicle applications.
1. Maritime Defense and Security Research Program, Naval Postgraduate School, Monterey, CA, SITREP newsletter, Volume 49, September 2010. 2. H. Pham, F. Crawford, M. Mele, D. Hatfield, “Measured Contrast Performance of a Midwave Staring FLIR”, MSS Passive Sensors, February 2008. 3. H. Pham, F. Crawford, D. Hatfield, “Measured NE?T Performance of a Midwave Staring FLIR”, MSS Passive Sensors, February 2009. 4. Mark A. Massie, Todd R. Cicchi, Eric J. Woodbury, Huy Pham, Dean Hatfield, Paul McCarley, “Optimizing and Automating FLIRs for Low Contrast, Low Noise Operation”, MSS Passive Sensors, February 2010. KEYWORDS: low background temperature, midwave infrared, blackbody, sensitivity testing, measured contrast AF121-212 TITLE: Re-evaluation of Oil Analysis Program TECHNOLOGY AREAS: Materials/Processes OBJECTIVE: Improve the current Oil Analysis Program and modify processes and/or equipment as required to create more effective oil analysis. DESCRIPTION: The Joint Oil Analysis Program (JOAP) was established by the Joint Army, Navy, and Air Force regulation as a combined effort to establish and maintain a standard program that would consolidate and coordinate the three separate service oil analysis programs. The goals of the JOAP are to improve the operational readiness and economy of military equipment by the effective use of oil analysis, and to collect and analyze technical data in order to increase the effectiveness of oil analysis in diagnosing oil condition and potential equipment failures. When the JOAP was initially established, great improvements were made in the engine life. Changes were made to equipment and engines to reflect the JOAP results. However, currently the Technical Orders (TO) require engine oil samples to be taken and analyzed on either a daily or post-flight basis depending upon the weapon system. The oil samples are submitted to field level Non-Destructive Inspection (NDI) labs for spectrographic analysis and physical property testing. Spectrometric oil analysis is used to determine if there are any unacceptable amounts of wear metals suspended in the oil. Physical property testing provides details on the quality of the oil. Data from spectrometric and/or physical property testing may be used as guidelines to assist in identifying incipient mechanical failures or in determining the quality and useful life of the oil. Lubricant physical property testing provides data on conditions that are standards of measurement for judgment of the quality of the oil. Physical property tests aid in determining degradation or contamination of the lubricant which occur from combustion blow-by, oxidation from overheating, moisture from coolant leaks, additive depletion, etc. The presence of wear metals is an indicator of bearing failure and immediate action may be required. A spectrometric oil analysis is used to determine the type and amount of wear metals in lubricating fluid samples. Engines, transmissions, gearboxes, and hydraulic systems are the types of equipment most frequently monitored. Wear metals are generated by friction between moving metallic surfaces in mechanical systems. Wear-metal generation occurs in all engines to some degree, and the wear metals will collect in the lubrication. The United States Air Force has invested in improvements in both the design and materials used in bearing manufacturing and production so the frequency of oil testing may need to be modified. The testing equipment could be improved for more rugged environments, quicker testing results, and more comprehensive test results. The oil analysis results could be used to pinpoint more specific problems, such as a detailed analysis of specific debris in the oil to trace back to problem part area(s), and/or trending methods to predict possible wear and future failures. The current oil analysis methods could be improved to result in significant savings as far as testing type, frequency, and saving future damage to aircraft. PHASE I: Research and develop best approaches for more comprehensive oil analysis methods including frequency and type of sampling, and/or equipment updates to collect and analyze oil samples. PHASE II: Further develop best approaches determined in phase I, creating prototype equipment for sampling, oil collection, or oil analysis, and develop best methods to improve oil analysis program. PHASE III DUAL USE COMMERCIALIZATION: Military Application: Applies to a multitude of Army, Navy, Coast Guard, and Air Force engines. Commercial Application: Applies to various commercial aircraft and various large scale boat engines.
1. Joint Oil Analysis Program, Army Regulation 700-132 OPNAVINST 4731.1C CH-1, AFI 21-131(1), http://www.apd.army.mil/pdffiles/r700_132.pdf. 2. “Joint Oil Analysis Program Manual Volume 1, Introduction, Theory, Benefits, Customer Sampling, Procedures, Program and Reports.” (NAVY) NAVAIR 17-15-50.1, (ARMY) TM 38-301-1, (AIR FORCE) T.O. 33-1-37-1, (COAST GUARD) CGTO 33-1-37-1, http://www.tinker.af.mil/shared/media/document/AFD-061214-032.pdf. KEYWORDS: JOAP, oil analysis AF121-213 TITLE: Condition Based Maintenance: Planning and Implementation TECHNOLOGY AREAS: Materials/Processes OBJECTIVE: Develop advanced techniques to optimize planning and implementation of a Condition Based Maintenance (CBM) operation to minimize overall flow time while maintaining a high quality process. DESCRIPTION: The PDM (Programmed Depot Maintenance) repair processes involve three major divisions: Aircraft, Engines, and Commodities. While much of the attention is directed toward the end items for Aircraft and Engines divisions, commodities also has requirements. There are thousands of LRU’s (Line Replaceable Units) removed at depot, in the field, and in combat areas that must be returned to the depot and be refurbished. Most of these items are not available commercially. Small inventory levels force quick turnaround to prevent fleet shortages and there is limited advanced visibility of the repairs needed. The LRU’s are returned in various conditions and require intensive evaluations to determine the necessary repair processes (routes). No standard route exists since each end item is repaired based on its condition (condition based Maintenance - CBM), and no standard parts list is available since only necessary items are replaced. While condition based maintenance may save funds, it can be difficult to control and manage since every item must be treated uniquely. Critical supply needs and internal parts shortages often force mid-stream priority adjustments further complicating the process. The commodities division manages thousands of different end items (high diversity) with many different routes (high variability). The current planning and implementation processes are labor intensive and requires constant vigilance to meet delivery dates and accommodate adjustments. While much data is collected, it requires time consuming analyses to utilize it and constant communication to keep it current. The new concepts should address both planning and implementation of the plans without overburdening personnel with data collection and analysis tasks. It must also consider the experience and time constraints of the maintenance personnel and simplify the process where at all possible. The new concepts must be flexible enough to address thousands of different end items and repair operations. While research has been conducted on maintenance planning and scheduling, the focus has been on high demand, low variability operations. There are many gaps in the research associated with high variability, low demand operations and very little research available on condition based maintenance optimization and physical implementation. Any approaches to solving the issues must take into account the physical constraints, security protocols, and personnel restriction/limitations. The resulting concepts / processes / training must be demonstrated with the context of the depot repair environment and must follow the strategic, operational, and tactical framework of the Department of Defense depot repair processes. PHASE I: Research best concepts to meet needs and resolve the constraints associated with condition based maintenance operations. Based on the results of the research performed, develop a concept demonstration for assessing the program’s feasibility for Phase II. PHASE II: Develop a real world demonstration of the concepts/processes/training to be assessed by managers involved in the numerous production lines, shops, and support processes. The demonstration should include the integration of the concepts/processes/training in at least two different areas. The program shall also provide a plan to transition the technology to commercial development and deployment. PHASE III DUAL USE COMMERCIALIZATION: Military Application: Various applications to areas with complex, variable planning requirements. Commercial Application: It could have a significant impact on material quality, accuracy, efficiencies, and throughput for commerical applications. The processes and/or technology selected will improve quality, reduce costs, and increase throughput.
1. Don Nyman and Joel Levitt, “Maintenance Planning, Coordinating & Scheduling”, Industrial Press, Inc, 2010. 2. Peter Brucker and Sigrid Knust, “Complex Scheduling”, Springer, 2010. 3. Bill Hale, “An alternative vision for CBM+ for the Air Force”, Thomson Gale, 2005. KEYWORDS: condition based maintenance, job shop optimization, planning and scheduling AF121-214 TITLE: Wireless Technology for Probes and Accessories for Nondestructive Inspection Testing Instruments TECHNOLOGY AREAS: Materials/Processes OBJECTIVE: Develop wireless technology for probes and instruments used in Nondestructive inspections (NDI) to increase capability, reduce cost and time, and increase inspectors’ efficiency thereby improving aircraft structure maintenance plans and practices. DESCRIPTION: Currently aircraft structure and turbo engine parts undergo numerous repair cycles. During life cycle maintenance these parts undergo numerous NDI processes designed to identify critical flaws that could cause catastrophic failure of the aircraft or engine. Common instruments used by NDI maintenance in the AF and in the DoD are used for eddy current, ultrasonic, and radiographic inspections. Eddy current and ultrasonic instruments utilize inspection probes (and sometimes imaging systems) connected by cables. In radiographic inspections, a radiographic control unit is connected to a tube head and cooler and to an interlock safety system by cables. All of these connecting cables are expensive, non-repairable, and could be a cause of Foreign Object Damage (FOD) to aircraft and engine parts. These cables also reduce the inspection efficiency when they get in the way during actual inspections especially in tight and hazardous aircraft spaces common for inspections to take place. The total number of eddy current, ultrasonic, and radiographic nondestructive testing inspections being performed by the AF and the DoD both in the field and at each Air Logistics Center (ALC) and depot is vast. The total number of connecting cables in use for these inspections is also quite large. Quality of these cables is not always consistent and some of them become unserviceable after only a few uses. It is possible to design wireless NDI instruments that could be used in the nondestructive testing inspections described above. This will eliminate the cost expended in procurement of these connecting cables, eliminate the FOD hazard caused by these cables when performing NDI, and increase the efficiency of technicians when performing the inspections. PHASE I: Research and design the type and kind of NDI instruments where wireless probe and accessories technology could be applied. Identify savings that could be generated when using wireless technology. PHASE II: Further develop wireless instruments, equipment, and probes proposed in Phase I. Validate and verify NDI capability and perform limited probability of detection testing of any instruments built. PHASE III DUAL USE COMMERCIALIZATION: Military Application: Can potentially apply to a multitude of NDI equipment that all branches of the military use. Commercial Application: Commercial applications are also numerous, and would apply to any current NDI inspection.
1. T.O. 33B-1-1. 2. T.O. 33B-1-2. 3. MIL-HDBK-6870A. 4. MIL-HDBK-1823A nondestructive Evaluation System Reliability Assessment. KEYWORDS: Nondestructive testing inspection, Eddy Current, Ultrasonic, Radiography, Probability of Detection (POD) AF121-215 TITLE: Alternatives to Gold-Plate Engines for Test Cell Correlation TECHNOLOGY AREAS: Materials/Processes OBJECTIVE: Develop a more cost effective alternative in place of gold-plate engines for test cell correlation. DESCRIPTION: Though a few United States Air Force (USAF) engines still trim to Engine Pressure Ratio (EPR) as a test cell performance health metric, the vast majority of engine Type-Model-Series (TMS’s) measure thrust, airflow, torque and/or Exhaust Gas Temperature (EGT). The USAF methodology for certifying both field and depot test cells to measure these parameters has long been to run a “gold-plate” engine with known and consistent performance across a baseline (OEM traceable) test cell and another test cell for comparison at the same engine test points/settings. The data obtained from the engine runs can then be compared and a parameter (e.g. thrust, EGT, etc.) correction factor can be calculated to correlate the “certification candidate” test data to the baseline data. Many physical features in a test cell which affect airflow characteristics (e.g. paint, dampers and louvers, etc.) cannot be calibrated and, therefore, correlation factors are required to ensure engine performance data from various test cells is compared accurately. While this methodology is reliable and consistent with both FAA standards and OEM best practices, the cost to maintain and manage gold-plate engines for every TMS is vast. Budget constraints have driven the USAF to seek alternative methodologies for calculating correction factors to correlate engine test cell data. Possible solutions might be engine thermodynamic cycle models, analytical methods, or other comparative tools that are more cost effective than gold-plate engines. PHASE I: Develop concepts to provide a methodology to accurately calculate test cell correction factors to correlate data sets across the USAF. Detail the concept feasibility, methodology, and criteria developed. Also, document any processes utilized and estimate savings for each concept suggested. Deliver any concept tools produced. PHASE II: Further develop and prototype/demonstrate the methodology based on the concept approved in Phase I. Provide a final report that documents the results of the Phase II prototype/demonstration. The report should document validated results of the demonstrated correlation, measured metrics, final criteria, and benefits. Directory: osbp -> sbir -> solicitations -> sbir20121 solicitations -> Navy sbir fy09. 1 Proposal submission instructions solicitations -> Army 16. 3 Small Business Innovation Research (sbir) Proposal Submission Instructions solicitations -> Army 14. 1 Small Business Innovation Research (sbir) Proposal Submission Instructions solicitations -> Navy small business innovation research program submitting Proposals on Navy Topics solicitations -> Navy small business innovation research program solicitations -> Armament research, development and engineering center solicitations -> Army 17. 1 Small Business Innovation Research (sbir) Proposal Submission Instructions solicitations -> Navy 11. 3 Small Business Innovation Research (sbir) Proposal Submission Instructions solicitations -> Department of the navy (don) 16. 2 Small Business Innovation Research (sbir) Proposal Submission Instructions introduction sbir20121 -> Air force 12. 1 Small Business Innovation Research (sbir) Proposal Submission Instructions Download 1.28 Mb. Share with your friends:
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