Air force 14. 1 Small Business Innovation Research (sbir) Proposal Submission Instructions
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REFERENCES: 1. D. Bourell et al., “Roadmap for Additive Manufacturing: Identifying the Future of Freeform Processing,” Proceedings of the RAM Workshop, March 2009. 2. Chua, C. K., Leong, K. F., & Lim, C. S., "Rapid Prototyping: Principles and Applications (2nd ed)," World Scientific Publishing, 2003. 3. Wohlers, T.,” Wohlers Report 2012: Additive Manufacturing and 3D Printing, State of the Industry,” Wohlers Associates, 2012. 4. Gibson, I., Rosen, D. W., and Stucker, B., Additive Manufacturing Technologies: Rapid Prototyping to Direct Digital Manufacturing, New York, Springer, 2010. KEYWORDS: Additive Manufacturing, laser sintering, near net shape, 3-D CAD, Maintenance Repair & Overhaul AF141-214 TITLE: Beyond Fault Diagnosis and Failure Prognosis Fault Tolerant Control of Aerospace Systems
DESCRIPTION: The Air Force and DoD in general are actively seeking and pursuing the development and utility of new technologies to improve the safety and reliability of critical military assets. Aircraft and other complex systems are subjected to fault/failure modes that may compromise the successful completion of military missions or result in loss of life and/or asset. Past R&D efforts for aircraft safety, reliability and sustainability have focused on the development of on-board sensing strategies, fault diagnosis and failure prognosis algorithms aimed to warn the operator or maintainer of incipient failures. This research has produced significant outcomes with health and usage monitoring systems installed on multiple aircraft/rotorcraft reporting on the health status of their critical components/systems. New and innovative technologies are needed that build upon and complement PHM methods while providing an added value to the warfighter in terms of improved vehicle autonomy. Consider, for example, a typical mission scenario where an aircraft is flying over enemy territory and is subjected to severe fault conditions. Can the vehicle return safely to the base without experiencing a catastrophic failure? Is it possible that failure prognostic information may assist the reconfiguration of the vehicle’s available control authority so that its remaining useful life could be extended by trading off performance for useful life and allowing the aircraft to land at a safe destination? This topic addresses these important concerns and seeks the development of fault tolerant control methodologies that will take advantage of prognostic information and safeguard the integrity of the asset. The ultimate goal is the design and operation of high-confidence systems that deliver capability as designed. To achieve this goal, the emphasis needs to expand beyond the notion of reliability and prognostics and focus on system integrity management. Integrity management is viewed in this topic as maintenance of the operational response of high-valued assets in the presence of adverse internal (faults/failures) events. System/component failures and malfunctions are recognized as contributing factors to aircraft loss-of-control in flight. Despite the growing demand for improved reliability, safety and availability of dynamic systems, little work has been published discussing the specific role of prognosis in trolled systems. It is anticipated that the contractor will exploit available or new prognostic routines, i.e. real-time estimates of the Remaining Useful Life (RUL) of failing components in order to reconfigure the available control authority by trading off system performance with control activity. The enabling technologies may take advantage of optimization methods in combination with control algorithms such as Model Predictive Control. PHASE I: The contractor will conceptualize a framework that exploits on-line prognostic information to trade off system performance for RUL in a control reconfiguration or fault-tolerant control scheme. The emphasis is on the control aspects that will enable such a trade-off to be accomplished resulting in longer vehicle life and completing successfully a designated mission. PHASE II: Develop fully and validate the modules of the fault-tolerant control architecture with actual aircraft data or available aircraft components in a laboratory environment; the required data for system validation purposes will be provided by the project technical point of contact. The contractor is expected to produce a “product” consisting of software modules for failure prognosis and control reconfiguration that may be applicable to a variety of military and industrial systems/processes. PHASE III DUAL USE APPLICATIONS: It is anticipated that prognostics enhanced fault tolerant control will improve initially the autonomy, reliability and survivability of military aircraft. Performance and effectiveness of the integrated modules must be demonstrated and compared to other methods. REFERENCES: 1. Orchard, M., et al., “Advances in uncertainty representation and management for particle filtering applied to prognostics.” Denver, CO: s.n., 2008. International Conference on Prognostics and Health Management. 2. Vachtsevanos, G., Lewis, F., Roemer, M., Hess, A. and Wu, B., “Intelligent Fault Diagnosis and Prognosis for Engineering Systems,” John Wiley & Sons, Inc. 2006.
AF141-215 TITLE: Corrosion- Preventative, Super-hydrophobic Coatings for Landing Gear KEY TECHNOLOGY AREA(S): Materials / Processes OBJECTIVE: Development of ultra water-repellent compounds for application to landing gear in corrosion-prone environments, providing an additional level of corrosion protection for components exposed to difficult service environments. DESCRIPTION: Landing gear components experience service in extreme environments, and often utilize materials that are prone to corrosion. As such, corrosion prevention is critical in ensuring the safety and reliability of USAF landing gear. Currently, USAF landing gear corrosion prevention comprises one or more of the following, based on the function of the surface: sacrificial platings (cadmium, LHE Zn-Ni), barrier platings (chromium, HVOF, nickel, anodize, etc.), and primer/paint application. However, these defenses can be compromised or can be inadequate for the service conditions to which they are subjected, and as a result USAF landing gear components continue to experience corrosion. Accordingly, the USAF is interested in exploring additional means of corrosion protection. Super-hydrophobic coatings (SHC’s) are one such possibility, and are the intended subject of this project. Application of super-hydrophobic coatings on landing gear could potentially be accomplished in a number of ways, such as: incorporation into paint, incorporation into existing plating processes, or direct application of the super-hydrophobic coating (either to base metal prior to other coating/finishing processes, or at some point along the coating/finishing process, or after all other coating/finishing process have been completed). Each application process may have strengths and weaknesses associated with it, and it may be that more than one application process is needed. For example, incorporating super-hydrophobic materials into paint would have the advantage that no additional processing steps would be required – landing gear could be painted as normal, and as a result the majority of the external surfaces would become super-hydrophobic. However, the disadvantage of this approach is that not all surfaces that are at risk of corrosion are painted - for example, threads on outer cylinders are particularly prone to corrosion, and would not be protected by a paint application. This would perhaps lead to the conclusion that a new application process is needed, but the economics of adding a new process to the depot overhaul and new manufacturing requirements must be considered. Accordingly, a complete solution for super-hydrophobic coatings may need to consider multiple application processes, which would then be selectively applied based on the economic and engineering requirements of the parts to be coated. Because of the critical nature of landing gear and the sensitivity of many of the materials used in landing gear, compatibility of landing gear materials and any super-hydrophobic material that would potentially be used in a landing gear application must be ensured. So in addition to the corrosion testing that will be required to demonstrate a super-hydrophobic material provides the desired benefit, testing will also be required to ensure the super-hydrophobic coating does not have any unintended consequences. This type of testing includes hydrogen embrittlement testing and fatigue debit testing. Additionally, testing will be needed to demonstrate the practicality of the proposed coating, answering questions such as: How quickly can the coating be applied? How uniformly or consistently can it be applied? How well does it stay on? How does it affect other coatings or paints used on the same part? How can it be removed? For threaded components, how is the torque-tension relationship affected? What are the environmental and health ramifications of the coating, or the processes used to apply and remove it? PHASE I: Determine application methods for super-hydrophobic coating and conduct preliminary BCA to determine costs for implementation; BCA should include an ROI calculation that compares the anticipated savings to the expected costs. Conduct feasibility testing of super-hydrophobic compound candidates, to include corrosion testing and hydrogen embrittlement testing. Down-select to one or two candidates. PHASE II: Optimize application/removal of SHC’s. Perform fatigue debit testing on representative specimens. Expand corrosion testing to additional materials and coating combinations. Conduct torque-tension testing and corrosion testing to determine applicability to threaded applications. Conduct wear and/or FOD resistance testing to determine survivability. Downselect to final super-hydrophobic coating. Prepare specification to enable the procurement of parts coated with the SHC’s. Refine BCA/ROI. PHASE III DUAL USE APPLICATIONS: Implement successful candidates from Phase II. A successful product may be adopted by all DOD and industry. REFERENCES: 1. TO 4S-1-182. 2. TO 1-1-8. KEYWORDS: Super-Hydrophobic, Corrosion Protection AF141-222 TITLE: Hot Surface Ignition Apparatus for Aviation Fuels KEY TECHNOLOGY AREA(S): Air Platforms OBJECTIVE: Develop and demonstrate hot surface ignition test apparatus capable of controlling all thermal conditions necessary for an accurate evaluation of aviation fluid ignition properties. DESCRIPTION: Fire protection for military aircraft has been the focus of continuing research for many years. With the Montreal Agreement firmly in place (and the production ban of halogenated fire suppressants), the ability to effectively suppress aircraft fires is of great concern. As a result there is a renewed interest and urgent need to understand fires caused by hot surface ignition (HSI). Unfortunately, much of the published work on HSI was conducted by the Air Force in the 1970s and 1980s on aviation fuels and flammable fluids that were less susceptible to ignition. The general approach of these early studies was to experimentally evaluate a large number of conditions so as to find the most optimum conditions for hot surface ignition of various aviation liquids. As a result, the test conditions tended to be complex, involving irregular hot surface geometries, fluid sprays, fuel drips or streams, varying airflow over the target surface, and in some cases, upstream obstacles in the airflow generating stagnation or recirculation zones near the hot surface. Large variations in the minimum HSI temperature (MHSIT) were reported for the same flammable fluid. Operational assumptions that a hot surface fire would not occur often proved incorrect.
PHASE I: Design a reliable hot surface ignition apparatus capable of accurately controlling all necessary fluid thermal conditions. As part of the design process a model will be also be developed that can account for variations in temperature, pressure, and airflow, to a sufficient level to enable a better understanding of hot surface ignition, and the impact of surrounding turbulence on ignition. PHASE II: Fabricate the HSI test apparatus and experimentally document steady fluid thermal fields under different turbulence conditions in the absence of flammable fluids and fire. Compare to the model developed in Phase I and adjust the model accordingly. Test and evaluate HSI properties of a baseline reference fuel, JP-8, and an alternative aviation fuel under controlled conditions. Publish MHSIT results openly for development of vulnerability models for both legacy and future aircraft systems. PHASE III DUAL USE APPLICATIONS: Commercialize the hot surface ignition apparatus for evaluation of all legacy and future aircraft system flammable fluids for improvements to operational risk assessments. REFERENCES: 1. J. D. Colwell and A. Reza, "Hot Surface Ignition of Automotive and Aviations Fluids," Fire Technology, no. 41, pp. 105-123, 2005. 2. D. J. Myronuk, "Dynamic, Hot Surface Ignition of Aircraft Fuels and Hydraulic Fluids," Technical Report AFAPL-TR-79-2095, Air Force Systems Command, 1980. 3. D. Colwell, "Hot Surface Ignition of Jet-A Fuel by Conductive Deposits," Bell & Howell Information and Learning Company, Ann Arbor, 2001. 4. P.J. Disimile and N. Toy, “Convective flow field above a heated circular plate,” J of Heat Transfer, August 2007, Vol. 129. 5. A. M. Johnson, A. J. Roth and N. A. Moussa, "Hot Surface Ignition Tests of Aircraft Fluids," AFWAL-TR-88-2101, Wright-Patterson Air Force Base, 1988. 6. P.J. Disimile and N. Toy, “Ignition and Fire Development Caused by Leaking Fuels onto Heated Surfaces” Suppression and Detection Research and Applications (SUPDET 2007), March 2007, Orlando, Florida. 7. A. F. Grenich, "Vulnerability Methodology and Protective Measures for Aircraft Fire and Explosion Hazards," AFWAL-TR-85-2060, Wright-Patterson Air Force Base, 1986. KEYWORDS: Hot Surface Ignition, Ignition, Fuel, Fire, Test, Model AF141-223 TITLE: Aircraft Wheel-Tire Dynamic Interface Pressure KEY TECHNOLOGY AREA(S): Air Platforms OBJECTIVE: Develop measurement system, with minimal interference (i.e., nano-tech films), for high-load regimes capable of continuous measurement of normal and shear forces along the wheel-tire interface with angular position of a quasi-static rolling tire. DESCRIPTION: In military aircraft tires, the wheel-tire interface (bead-seat) region is of particular interest since the generated ground forces terminate into the load-bearing “bead-seat” contact area. Thus, the forces generated in both the tire and wheel interface region is of interest. The ability to capture and characterize contact stress behavior at the wheel-tire interface contract region, at a given angular position, may support performance/service life predictions and maybe applicable to enhancing engineering analysis to include: contract load distributions, tire worn limiting conditions, rim slip, wheel fracture indications or roll life, etc.
(1) Phase I demonstration of a system that can provide the measurements described above in the load/size ranges required for aircraft tire testing. (2) Phase II laboratory Tire Force Machine testing demonstration. (3) Phase III development of flight-line-based systems. (4) Phase III commercialization for airline, automotive/truck, and heavy equipment tire testing. PHASE I: Demonstrate feasibility of measurement system with minimal test article interference to determine variations of contact pressures (normal and shear stresses) along the wheel-tire interface of a quasi-static rolling tire assembly. Explore tradeoffs relating to measurement area, spatial resolution, sensitivity, and dynamic response. PHASE II: Apply test measurement method to full-scale demonstration on tire force machine that is applicable to aircraft tire loads and operating environment. Demonstrate sensor test repeatability with less than 5% error and automated data acquisition with data import to finite element models. Show capability to correlate tire/wheel load distributions to define worn limiting conditions and ability to support wheel-tire life prediction. Consider as tool for depot flight line evaluations. PHASE III DUAL USE APPLICATIONS: Military: Improved predictions and flight-line based test system of aircraft tire performance/integrity intervals to reduce flight-line maintenance checks/tire replacement costs. Commercial: A commercial test to provide advantages in tire wear, safety, traction, and fuel economy. REFERENCES: 1. Sherwood, J.A., Fussell, B.K., Gross, T.S., Watt, D.W., Ayers, J.M, Maxted, P.V. Development of a Methodology for Aircraft Tire/Wheel Interface-Load Distribution Measurement, Wright-Patterson AFB, OH, WL-TR-94-3092, 1995. 2. Brockman, R.A., Braisted, R.A., Padovon J., Tabador, F., Clark, S. Design and Analysis of Aircraft Tires, University of Dayton Research Institute, Dayton, OH, UDR-TR-89-14,1989. 3. Treanor, D.H., and Carter, T.J. Military Aircraft Wheel Life Improvement Assessment, Wright-Patterson AFB, OH, AFWAL-TM-88-152, 1987. 4. Sherwood, J.A., and Holmes, N.C. Development of an Aircraft Tire-Wheel Interface Model for Flange/Beadseat Contact Loads, USAF-UES Summer Faculty Research Program/Graduate Student Program, 1988. 5. McClain, J.G., Vogel, M., Pryor D.R., Heyns, H.E. The United States Air Forces Landing Gear Systems Center of Excellence A Unique Capability, AIAA, 2007-1638. KEYWORDS: Normal and Shear Contact Interface Pressure, Dynamic Interface Pressure, Bead-Seat, Wheel-Tire Interface, Flight Line, Aircraft, Maintenance Checks, Cost Reduction, Flight Line Inspection, Aircraft tire, Pressure Measurement, Quasi-Static Loading, Tire Sensor, Stress, Normal Stress, Shear Stress, Safety of Flight, Tire Maintenance, Tire Integrity, Reduced Maintenance Cost and Person-hours, Automotive, Truck or Heavy Equipment Tire Testing, AF141-224 TITLE: Modeling Fuel Spurt from Impacts on Fuel Tanks KEY TECHNOLOGY AREA(S): Air Platforms OBJECTIVE: Develop a fast-running and accurate analysis code that quantifies the fuel spurt due to hydrodynamic ram within a fluid-filled fuel tank. DESCRIPTION: Hydrodynamic ram (HRAM) refers to the overpressure produced by the impact and high speed motion of a projectile within a fluid-filled fuel tank. The Air Force has studied this phenomenon for over 35 years. During this time, several physics-based and semi-empirical analysis methods were developed and studied. The current state of the art and most recent work has focused on Arbitrary Lagrange Euler and coupled SPH-Lagrange finite element techniques. While these methods have shown promise in modeling the HRAM event, emphasis was on characterizing the overpressure and resulting tank wall damage and not on quantifying fuel spurting out the entrance hole. Furthermore, current versions of these methods require large computer resources and result in long run times. 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. We want number of bananas 2016 -> The Autobiography of Elder Joseph Bates 2016 -> The Great Heat and the Rhode Island Deep Water Bay Scallop (Argopecten irradians) Fishery 1875-1905 Download 1.72 Mb. Share with your friends:
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