Air force 14. 1 Small Business Innovation Research (sbir) Proposal Submission Instructions
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| The existing fire-protection bleed air leak detect system technology alarm trip conditions are highly dependent on multiple conditions. The individual alarm trip points can vary over very large tolerances and are dependent on mission flight profile, ambient temperature, air speed before and during the bleed air leak detect alarm condition, engine conditions, air flow through equipment bay, and temperature over the sensor. Future aircraft are continuing to look at enhanced mission operating characteristics that demand longer flight times at low and fast airspeeds in hot ambient environments. The current methods used for detecting bleed air leaks in fighter aircraft equipment bays will continue to push the limits of the conventional technology alarm trip points and diagnosing and isolating the exact fault location along the temperature sensors will become increasingly difficult on future aircraft. The new fiber-optic technology offers the ability to accurately sense the temperature of the air temperature in the surrounding area adjacent to the sensors with the ability to provide enhanced fault diagnostics for future fighter aircraft. Innovation is required to reduce the size and weight of the optical time domain reflector meter instrumentation and routing of the fiber optics inside a small fighter aircraft equipment bay. The fiber-optic-distributed temperature sensing electronic system must be able to sense up to 565 degrees for alarm temperatures in a hot air equipment bay environment up to 15 m in length in eight channels. The spatial resolution must be 0.127 m at an acquisition rate of 0.5 Hz. The maximum power consumption should be 33 W at 28 VDC. The aircraft interface shall be IEEE 1394b “Firewire” SAE AS5643 compliant to industry standards. The operating temperature ranges from -60 to 160 degrees F and pressures ranging from atmospheric pressure down to 50,000 feet in altitude. In addition, the sensor probe must be compatible with fuel and fuel vapors. The sensor system must be intrinsically safe and survive under shock and vibration loading during takeoff, landing, and mission profiles. Prime contractor collaboration is highly encouraged.
PHASE I: Design and demonstrate feasibility of a fiber-optic-distributed temperature sensing used for detecting bleed air leaks in fighter aircraft. Control and operation of a feasible fiber-optic sensor system can be shown by laboratory investigations. Develop a transition plan and business case analysis. PHASE II: Full development of a production representative fiber-optic-distributed temperature sensor system and demonstrate in a simulated relevant fighter aircraft bay thermal environment. Abbreviated developmental survey testing of the system under MIL-STD. A full-scale, simple-to-operate working prototype system is desired for presentation and demonstration at WPAFB, and delivery to the Government at the completion of program for additional evaluation. Refine transition plan and business case analysis. PHASE III DUAL USE APPLICATIONS: The technology has applications both for military and commercial aircraft. This type of distributed temperature sensing has other potential applications in leak/fault detection in industrial cooling applications and power plants. REFERENCES: 1. Lance Richards, Allen Parker, William Ko, and Anthony Piazza, "Real-time In-Flight Strain and Deflection Monitoring with Fiber Optic Sensors," Space Sensors and Measurements Techniques Workshop, Nashville, TN, August 5, 2008. http://www.urweb.tv/electronics/fiberOpticsSensor/2008_08SpaceSensors%20Workshop1.pdf. 2. Graham Warwick, "Sense of Shape: NASA takes step toward active wing-shape control with flights of new fiber-optic sensor," Aviation Week & Space Technology, pp. 63-64, July 28, 2008. KEYWORDS: bleed air leak detection, fire protection system, fiber optic sensing, optical time domain reflectometer, fiber Bragg grating, optical backscatter reflectometer, instrumentation AF141-073 TITLE: Single-port Fiber-optic Probe for Imaging and Spectroscopy in Practical Combustion Systems
OBJECTIVE: Develop and demonstrate a compact, fiber-optic-based probe enabling multidimensional imaging and line-of-sight absorption spectroscopy for local measurements of gas properties (e.g.,temperature and combustion species) in practical combustion systems. DESCRIPTION: Specifically desired is a multi-purpose probe enabling a number of key measurements in practical devices that include, but are not limited to, gas turbine engine main combustors and augmentors, pulse detonation and rotary detonation engines, scramjets, rockets engines, and internal combustion engines. A successful probe will be designed to be inserted through a single port in any such aeropropulsion device for optical access to the flow path of interest. Engine ports are typically be <50 mm in diameter. A probe with a smaller diameter (down to as small as 3 mm) is preferred to facilitate access to many engine geometries. A clear pathway to the port from outside the engine is generally not available; therefore, the envisioned instrumentation must provide connectivity to the probe by way of a flexible umbilical or similar arrangement. The probe will likely be exposed to high temperatures (potentially up to 1100 degrees C); therefore, successful probe instrumentation must be constructed of high-temperature materials, or actively cooled as necessary. The probe should be configurable to allow for multiple measurement types. At a minimum these must include fiber-optic-coupled multidimensional (2D and/or 3D) imaging of combustion spectral emission from chemiluminescent species (e.g., CH*, OH*, C2*, etc.), polyaromatic hydrocarbons (PAHs), and other naturally occurring spectral emitters generated during fuel combustion. Ideally such emission should be measured across the ultraviolet/visible spectral range to include 200 to 800 nm. The probe must also be configurable to allow line-of-sight-integrated absorption measurements in the near-infrared region (i.e., 1325 to 1665 nm for the purposes of this solicitation) for determining gas temperature and concentrations of key species (e.g., H2O, etc.). Access to the mid-infrared region and combustion species with strong absorptions there (e.g., CO, CO2, NO, etc.) is also highly desired. Although the probe must be capable of UV/visible chemiluminescence imaging and near-infrared absorption spectroscopy, expandability to accommodate other measurement configurations is highly desirable. These other configurations can include, but not be limited to: laser-induced fluorescence, laser-induced incandescence, particle-image or molecular flow-tagging velocimetry, and various nonlinear techniques such as coherent anti-Stokes Raman scattering spectroscopy. A second penetration for light delivery or signal collection in conjunction with some of the expanded optical capabilities mentioned above could be available, but the chemiluminescence imaging and near-infrared absorption measurements must be achieved by means of a single penetration. Because the topic stipulates that only a single penetration through the engine casing is permitted, absorption-based approaches must rely on pitch-and-catch or backscatter geometries compatible with a single-ended device. All optical components associated with the imaging and spectroscopic elements of the probe must be hardened, like the probe, for high-temperature operation. Associated software should include, but not be limited to, temperature, key species concentrations, flame location, local and global fuel-to-air equivalence ratio, heat release, velocity, vorticity, soot volume fraction, etc. Some of these measurements will be achievable with the chemiluminescence imaging and near-infrared absorption spectroscopy that are the principal subjects of this topic; others will require some or all of the enhanced measurement capabilities (fluorescence, incandescence, velocimetry, CARS, etc.) indicated above and need not be accomplished under Phase I and Phase II programs awarded through this topic solicitation. Furthermore, the associated post-processing software for interfacing with these high-bandwidth data must be capable of various linear and nonlinear spatial and temporal analyses. PHASE I: Design a probe, with alpha-version software and demonstrate the feasibility of meeting target performance metrics through simulation of device operation and experimental investigation with a breadboard or brassboard device. Demonstration must address optical configurations for imaging of spectral emission and near-infrared absorption; thermal management; and high-bandwidth operation. PHASE II: Deliver a thoroughly ruggedized version of the probe and associated data-processing software that address all of the hardware and software performance metrics defined in the topic solicitation and refined during the Phase I effort. Demonstrate the probe and its software in a practical test environment associated with an Air Force aeropropulsion application to be defined in conjunction with Air Force personnel during the Phase II effort. PHASE III DUAL USE APPLICATIONS: Phase III applications are improved measurement and diagnostic tools for sensor access in practical combustion hardware, to enhance sustainability of current and legacy aeropropulsion systems including gas turbine, detonation powered, scramjet, rocket, and internal combustion engines. REFERENCES: 1. G.B. Rieker, H. Li, X. Liu, et al., "Rapid Measurements of Temperature and H2O Concentration in IC Engines with a Spark Plug-Mounted Diode Laser Sensor," 31st International Symposium on Combustion, (Elsevier Ltd, Oxford, OX5 1GB, United Kingdom, Heidelberg, Germany, 2007), pp. 3041–3049. 2. M.J. Hall and M. Koenig, "A Fiber-Optic Probe to Measure Precombustion in-Cylinder Fuel-Air Ratio Fluctuations in Production Engines," International Symposium on Combustion, (Combustion Institute, 1996), pp. 2613–2618. 3. R. Reichle, C. Pruss, W. Osten, H. J. Tiziani, F. Zimmermann, and C. Schulz, "Fiber optic spark plug sensor for UV-LIF measurements close to the ignition spark," Proceedings of the SPIE – The International Society for Optical Engineering, Vol. 5856, pp. 158–68, 2005. 4. B.D. Bellows, M.K. Bobba, A. Forte, J.M. Seitzman, and T. Lieuwen, "Flame transfer function saturation mechanisms in a swirl-stabilized combustor," Proceedings of the Combustion Institute, 31st International Symposium on Combustion Vol. 31 II, pp. 3181–3188, 2007. 5. W.R. Zipfel, R.M. Williams, and W. W. Web, "Nonlinear magic: Multiphoton microscopy in the biosciences," Nature Biotechnology, Vol. 21, pp. 1369–1377, 2003. 6. K.D. Rein and S.T. Sanders, "Fourier-transform absorption spectroscopy in reciprocating engines," Appl. Opt., Vol. 49, pp. 4728–4734, 2010. KEYWORDS: high temperature, sensors, nonintrusive, ultraviolet, infrared, chemiluminescence, software, imaging AF141-074 TITLE: Developing Failure Stability in High-Reliability Sensor Design and Applications KEY TECHNOLOGY AREA(S): Air Platforms The technology within this topic is restricted under the International Traffic in Arms Regulation (ITAR), 22 CFR Parts 120-130, which controls the export and import of defense-related material and services, including export of sensitive technical data, or the Export Administration Regulation (EAR), 15 CFR Parts 730-774, which controls dual use items. Offerors must disclose any proposed use of foreign nationals (FNs), their country(ies) of origin, the type of visa or work permit possessed, and the statement of work (SOW) tasks intended for accomplishment by the FN(s) in accordance with section 5.4.c.(8) of the solicitation and within the AF Component-specific instructions. Offerors are advised foreign nationals proposed to perform on this topic may be restricted due to the technical data under US Export Control Laws. Please direct questions to the AF SBIR/STTR Contracting Officer, Ms. Kristina Croake, kristina.croake@us.af.mil. OBJECTIVE: Develop an innovative engine sensor system for harsh environmental conditions that is more reliable and affordable than existing passive control and monitoring sensors for legacy and future turbine engine platforms. DESCRIPTION: A significant challenge in developing aerospace engine and vehicle sensor systems is reliability. The issues involve multiple considerations, including the use environment, materials, architecture, redundancy, and communication. Sensor systems are also susceptible to noise and other sources of error that make understanding and effectively solving reliability problems difficult. On new platforms, the number of sensors, their performance requirements, and the environmental constraints are increasing due to control system designs that provide increased performance and efficiency. However, the fielded reliability of state-of-the-art (SOA) sensor technology, including active and passive sensors, has not correspondingly kept pace with new engine designs. SOA engine position and feedback sensors operate over temperatures of 200 degrees C. They typically are designed for a mean time between failure (MTBF) reliability over 100,000 flight hours. However, fielded application data show that mean time between maintenance actions (MTBM) and MTBF reliability can be an order of magnitude (10x) or lower, compared with predicted capability. SOA temperature, pressure, and diagnostic (vibration) sensors operate at gas temperatures between -55 degrees C to over 650 degrees C and are also top maintenance drivers due to lower reliability values achieved compared with SOA design and test experience. Reliability performance in harsh fielded conditions is therefore a limiting factor in achieving high reliability and low maintainability in control systems for new platforms. Current employment of physical redundancy, sensor fusion, instrumentation, and software health management techniques are used to facilitate system reliability and meet design goals, but system cost and reliability for advanced systems are issues that remain to be addressed. Recent developments in materials science, micro-electromechanical (MEMS) systems, and communications approaches are smart sensing techniques that will enable new approaches to improve the reliability of sensing and control systems employed in aerospace systems. It is desirable to improve advanced sensor system reliability by design and evaluation of new approaches that accommodate existing hardware and software architectures to the maximum extent practical. Sensors for critical engine measurements include temperature, pressure, speed, and position. Investigation of passive and active redundancy approaches in smart sensor design, enhanced environmental capability, mechanical design, and MEMS component reliability are appropriate. Passive redundancy is a way to ensure against failure by providing alternate (unpowered) pathways for operation of mechanical or electrical loads when one path fails. Enhanced environmental tolerance using new material and design systems allow operation with higher thermal and vibrational loads while reducing wear and damage. Smart sensing concepts can employ numerous methods to increase reliability including measuring electrical signals directly in mitigating and flagging environmental effects such as corrosion and wear and increasing reliability. In Phase II, a new sensor architecture will be developed at an appropriate partitioning and integration level that employs advanced analytical, electrical, or mechanical hardware techniques that improves reliability compared with current SOA passive or active sensors. Measurement systems for pressure, temperature, and acceleration are suitable candidates for improvement. Demonstration of sensor system reliability improvement using modeling, accelerated life testing or other appropriate stress testing methodologies is required. Delivery of prototype hardware, software, and algorithms to the Air Force is required to facilitate further testing after Phase II. Working with an engine original equipment manufacturer (OEM) or control system vendor is recommended to enhance the relevance and transition ability of the final research product. PHASE I: Demonstrate the feasibility of applying high reliability and failure stability design techniques to an advanced smart sensor, temperature, pressure, or position sensing system for a turbine engine. Evaluate improvements over current SOA engine controls. Develop preliminary transition plan and business case analysis. PHASE II: Develop and refine the Phase I concepts by fabricating prototype hardware and software. Demonstrate the high reliability sensor concept on a realistic turbine engine control system. Test the hardware and software in a realistic engine environment. Develop preliminary transition plan and business case analysis. PHASE III DUAL USE APPLICATIONS: This technology is applicable to Air Force, Navy and Army gas turbines, as well as commercial aircraft engines. Sensor architectures that improve reliability also apply to process control and unmanned air vehicles (UAVs), including aircraft data integrity applications. REFERENCES: 1. Manuel Engesser, "Efficient reliability-Based Design Optimization for Micro electromechanical Systems," IEEE Sensors Journal, Vol. 10, No. 8, August 2010. 2. Shunfeng Cheng, Michael H. Azarian, and Michael Pecht, "Sensor Systems for Prognostics and Health Management," Sensors 10, 577-5797, 2010; doi:10.3390/s100605774. 3. Chee-Yee Chong, "Sensor Networks, Evolution, Opportunities, and Challenges," Proceedings of the IEEE, Vol. 91, August 2003. 4. AF141-074_REF4_Cost Effective Improvements_181113.docx.pdf KEYWORDS: high reliability, sensors, fault tolerance, failure stability, smart sensors AF141-075 TITLE: Improved Design Package for Fracture Mechanics Analysis
OBJECTIVE: Develop an improved software design package that better accounts for short crack effects in crack growth. DESCRIPTION: Linear elastic fracture mechanics (LEFM) methods are used extensively in aerospace to perform crack growth life predictions. These methods are sometimes erroneously applied in cases where the initial defect size assumptions are outside the range of strict LEFM applicability. Typically this occurs when starting flaw size assumptions are on the same order as the length scale of the microstructure. One relevant example would be titanium alloys optimized for slow fatigue crack growth.
PHASE I: Develop a method for damage tolerant design with flaw sizes below the range of LEFM applicability (short crack regime). The method should include the ability to account for material, crack size, shape, and applied loading. The method should be validated using coupon tests. A development plan to mature the method as a viable design tool must be developed. PHASE II: The Phase II effort will implement the developed method(s) in a validated design package. The design package should be effective in both the short crack and long crack regimes. Prototype software versions are desired for government evaluation. Small evaluation efforts with aerospace original equipment manufacturers (OEMs) are encouraged to enhance opportunities for commercialization. PHASE III DUAL USE APPLICATIONS: Fracture mechanics software applications are used extensively throughout the commercial aerospace, marine, civil, and automotive engineering communities. REFERENCES: 1. Vasudevan, A.K., Sadananda, K., and Glinka, G., “Critical parameters for fatigue damage,” International Journal of Fatigue 23 (2001) S39–S53. 2. U.S. Department of Defense, (1998), Joint Service Specification Guide - Structures (JSSG-2006), ASC/ENSI, Wright-Patterson AFB, OH. 3. Kaynak, C., Ankara, A., and Baker, T.J., “A comparison of short and long fatigue crack growth in steel,” Int. J. Fatigue, Vol. 18, pp. 17-23, 1996. 4. Ravichandran, K.S., Larsen, J.M., and Xu-Dong, Li, in: Ravichandran, K.S., Ritchie, R.O., and Murakami, Y., (eds.), Small fatigue cracks: mechanics, mechanisms and applications, Elsevier Science Ltd, page 95, 1999. 5. Ray, K.K., Narasaiah, N., and Sivakumar, R., “Studies on small fatigue crack growth behavior of a plain carbon steel using a new specimen configuration,” Materials Science and Engineering A, Vol. 372, pp. 81-90, 2004. 6. Newman, J.C., Jr, Wu, X.R., Venneri, S.L., and Li, C.G., “Small-crack effects in high-strength aluminum alloys,” NASA Ref. Publn.1309, 1994. 7. Gallagher, J.P., “USAF Damage Tolerant Design Handbook: Guidelines for the Analysis and Design of Damage Tolerant Aircraft Structures,” AFWAL-TR-82-3073. KEYWORDS: crack growth, damage tolerance, fatigue, fracture mechanics, short crack growth AF141-076 TITLE: Modular Flexible Weapons Integration KEY TECHNOLOGY AREA(S): Air Platforms The technology within this topic is restricted under the International Traffic in Arms Regulation (ITAR), 22 CFR Parts 120-130, which controls the export and import of defense-related material and services, including export of sensitive technical data, or the Export Administration Regulation (EAR), 15 CFR Parts 730-774, which controls dual use items. Offerors must disclose any proposed use of foreign nationals (FNs), their country(ies) of origin, the type of visa or work permit possessed, and the statement of work (SOW) tasks intended for accomplishment by the FN(s) in accordance with section 5.4.c.(8) of the solicitation and within the AF Component-specific instructions. Offerors are advised foreign nationals proposed to perform on this topic may be restricted due to the technical data under US Export Control Laws. Please direct questions to the AF SBIR/STTR Contracting Officer, Ms. Kristina Croake, kristina.croake@us.af.mil. OBJECTIVE: Develop store carriage technology for advanced aircraft that will increase weapons load out, reduce drag, extend range, and not compromise survivability over current carriage techniques. DESCRIPTION: The mission of tactical, strike, and attack aircraft, manned or unmanned, is to deliver an effective load of weapons to the designated target with minimal collateral damage. In order to accomplish this mission, both external and internal store (bombs, missiles, fuel tanks, electronics pods, etc.) carriage methodologies have been used in the past with success. Innovative external carriage and release concepts are required to meet the need to carry larger weapons payloads with minimal impact to range and survivability of the current and future aircraft. The existing F-15, F-16, and F-18 fleet carry external weapons, as will all three variants of the F-35 aircraft. The variety of stores carried externally is challenging to all aspects of weapons integration, from simply fitting the stores onto the airframe, to aircraft handling and control. Separation is especially difficult as additional stores are added; the aerodynamic interactions become more interdependent. A good example is the F-18E/F where significant effort was required to counter the adverse fuel tank aerodynamics in order to allow store separation (see reference 2, 14-1 to 14-12). In that particular case, all pylons on the aircraft were toed 4 degrees nose outboard and additional structural issues had to be addressed. Modifications of this type can be effective but lack the elegance desired for effective integration of externally carried weapons. Directory: wp-content -> uploads -> 2016 2016 -> 2017 afoCo Landmark Scholarship Program 2016 -> Instructions for the Preparation of Camera-Ready Contributions to the Conference Proceedings 2016 -> Step student Scholarships for Year 10-13 2016 -> The united church of canada 2016 -> Idan raichel biography – May 2016 Brief Producer, keyboardist, Lyricist, composer and Performer Idan Raichel 2016 -> An introduction to centre’s interventions expanding access to justice 2016 -> Sanchar Shakti 2016 -> Unit analysis should help here. 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