Air force 16. 1 Small Business Innovation Research (sbir) Proposal Submission Instructions

DESCRIPTION: Integrally bladed disks (IBDs) are highly desirable from a performance perspective and as such are now used in the fan and compressor sections of state-of-the-art military turbine engines. IBDs are unique in their design as the airfoil and the disk which they are attached is of one piece construction. Unfortunately, they are also large, complex, extremely expensive, long lead items, which are subject to foreign object damage (FoD), making IBDs difficult to maintain affordably. Efficient sustainment of engines employing IBDs requires that damaged airfoils can be repaired. Development of a flexible and economical repair for IBD airfoil damage that is beyond blending of minor nicks is under development, and a key need is to also develop, demonstrate, and implement the non-destructive inspection (NDI) technology to assess the integrity of the repaired airfoil. Specifically, the technique needs to verify that the repaired region has a suitable microstructure, and is free from internal and external flaws.

In a typical repair, the damaged portion of the airfoil tip or edge is machined away. If the degree of damage is relatively small, the repair restoration can be accomplished using additive type processing methods. If the damage is more significant, a patch is welded on. In both cases, post processing heat treatment is accomplished to restore as much of the original microstructure as possible to minimize mechanical property knock-down. The repaired region is final machined to restore the original blade shape and then nondestructively inspected to ensure that the repair meets specifications. The materials of interest for this topic's effort are titanium alloys Ti-64 (Ti-6Al-4V) and Ti-6242 (Ti-6Al-2Sn-4Zr-2Mo).

This Phase I and Phase II effort is not to develop repair methods. The technical challenge for this Phase I and Phase II is the NDI method for validation of the repaired microstructure that is perceived to be the more difficult task, although the detection of internal and surface flaws is also important.

The proposed Phase II effort should be gated (i.e., configured with sequential options). Each portion should have self-contained tasks, evaluation of technology readiness level (TRL) status, and specific milestone tests or accomplishments required for program continuation.

Teaming with a turbine engine manufacturer is highly recommended for insight into IBD specifications, NDI requirements, and life management. While the solution sought is an NDI solution, it is also recommended the proposer have a strong metallurgical background in general and a deep understanding of titanium alloy materials in particular.

PHASE I: Identify inspection requirements for the selected IBD airfoil repair. Explore NDI options and their capabilities and limitations. Develop or tailor the NDI technique as required to demonstrate the feasibility to characterize the microstructure within the repair zone. Identify technology gaps and uncertainties to achieving accurate microstructure characterization. Define the Phase II plan.

PHASE II: Mature and optimize the NDI technique, demonstrate ability to accurately characterize the microstructure in the repair zone. Desired metrics to achieve are microstructure property estimation within 10 percent of actual to include bulk and near-surface estimations of grain properties and the presence of internal and surface flaws. Validate the results via metallurgical characterization. Identify remaining technology gaps and uncertainties in signal processing and analysis, equipment and modeling.

PHASE III DUAL USE APPLICATIONS: Develop system prototype inspection system and demonstrate TRL7/MRL7. Perform a reliability assessment first in a relevant environment and then in an operational environment in accordance with MIL-HDBK-1823. The objective is to transition the capability for engine OEM and Air Force depot NDE.

REFERENCES:

1. P.D. Panetta, L.G. Bland, M. Tracy, and W. Hassan, "Ultrasonic Backscattering Measurements of Grain Size in Metal Alloys," TMS 2014 Supplemental Proceedings, 721-730 (2014)

2. A.L. Pilchak, J. Li, and S.I. Rokhlin, "Quantitative Comparison of Microtexture in Near-Alpha Titanium Measured by Ultrasonic Scattering and Electron Backscatter Diffraction," Metallurgical and Materials Transactions A, Volume 45, Issue 10, pp 4679-4697 (2014).

3. S.I. Rokhlin, "Ultrasonic scattering for inverse characterization of complex microstructures," J. Acoust. Soc. Am. 132, 1960 (2012).

4. R.B. Thompson, F.J. Margetan, P. Haldipur, L. Yu, A. Li, P. Panetta, and H. Wasan, "Scattering of elastic waves in simple and complex polycrystals," Wave Motion 45 (5), 655-674 (2008).

KEYWORDS: nondestructive inspection, non-destructive inspection, NDI, integrally bladed disk, repair, sustainment

AF161-120

TITLE: Development of a High-Temperature Bond Coat for Environmental Barrier Coatings on SiC/SiC Ceramic Matrix Composites (CMCs)

TECHNOLOGY AREA(S): Materials/Processes

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. Gail Nyikon, gail.nyikon@us.af.mil.

OBJECTIVE: Demonstrate bond-coat for environmental barrier coatings (EBC) on silicon carbide fiber-reinforced silicon carbide matrix composites (CMC) that can protect substrate in a combustion environment while maintaining 2700 degrees F at EBC-CMC interface.

DESCRIPTION: Silicon carbide fiber-reinforced silicon carbide ceramic-matrix composites (SiC/SiC CMCs), by virtue of low density and high-temperature capability, are prime candidates for turbine engine hot-section components. However, they are thermodynamically unstable in combustion environments. Not only are they susceptible to oxidation, but the silica oxidation product volatilizes via Si(OH)x in the presence of water vapor at high temperatures and pressures.[1]

To minimize SiC and SiO2 recession due to volatilization, EBCs have been developed to protect the substrate from the products of combustion and minimize volatilization of silicon hydroxides.[2-4] While minimizing the effects of environmental degradation, it is unknown whether current EBCs are capable of protecting CMCs over their intended design life of approximately 2000 h in the combustion environment of advanced turbine engines, where component surface temperatures are predicted to reach 3000 degrees F.

Furthermore, EBCs are expected to function as a thermal barrier coating to maintain a 2700 degrees F interface and substrate temperatures for cooled CMC components. One critical aspect of the coating system is the need for a bond coat to ensure strong adhesion of the oxide EBC to the SiC/SiC CMC. State-of-the-art EBC systems rely mainly on a silicon-based alloy as the bond coat; however, the temperature of the EBC-CMC interface is expected to exceed the melting point of these alloys. Innovative materials and process solutions are sought for the development of a bond coat that will ensure survivability of advanced EBC systems on SiC/SiC CMCs for use well above the melting point of silicon.

The proposer should conduct a detailed literature search to identify key issues associated with the development of advanced EBCs for SiC/SiC CMCs. Selection and processing of a successful bond coat will be strongly influenced by the fiber and matrix constituents of the CMC substrate and the EBC system; therefore, teaming with a CMC manufacturer and turbine engine manufacturer is highly recommended. Commercialization plans and qualification requirements should be established to offer these new techniques to the aerospace industry for evaluation and qualification in Phase III. Government-furnished property will not be provided for this topic.

PHASE I: Identification and proof of concept of a bond coat for an advanced EBC on a SiC/SiC CMC must be demonstrated in a high moisture containing, oxidizing atmosphere (50 percent water, 50 percent air) at 2700 degrees F, which will serve as a representative combustion environment. Demonstration of proof of concept must include thermal cycling to 2700 degrees F.

PHASE II: Demonstration and optimization of a bond coat for an advanced EBC on a SiC/SiC CMC. Demonstration of temperature capability of 2700 degrees F under thermal cycling in simulated combustion environment such as a burner rig or actual turbine engine. Successful bond coat performance will correspond to life times on the order of 200 h at 2700 degrees F.

PHASE III DUAL USE APPLICATIONS: EBC bond coat technology should be made available to the turbine engine companies and CMC industry at large. CMCs are applicable to military engine hot-section components. They are also in development for commercial applications such as for power turbines and commercial aircraft engine components.

REFERENCES:

1. E. J. Opila, “Oxidation and Volatilization of Silica Formers in Water Vapor,” J. Am. Ceram. Soc., 86 [8] 1238-1248 (2003).

2. E. Eaton and G.D. Linsey, “Accelerated Oxidation of SiC CMCs by Water Vapor and Protection via Environmental Barrier Coating Approach,” J. Eur. Ceram. Soc., 22 2741-2747 (2002).

3. I. Spitsberg and J. Steibel, “Thermal and Environmental Barrier Coatings for SiC/SiC CMCs in Aircraft Engine Applications,” Int. J. Appl. Ceram. Technol., 1 [4] 291-301 (2004).

4. K.N. Lee, D.S. Fox, and N.P. Bansal, “Rare-Earth Silicate Environmental Barrier Coatings for SiC/SiC Composites and Si3N4 Ceramics,” J. Eur. Ceram. Soc., 25 1705–1715 (2005).

KEYWORDS: ceramic matrix composites, CMC, environmental barrier coating, EBC, bond coat, process modeling, combustion environment, turbine engine

AF161-121

TITLE: NDI Tool for Heat Damage Detection in Composites

TECHNOLOGY AREA(S): Air Platform

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. Gail Nyikon, gail.nyikon@us.af.mil.

OBJECTIVE: Develop correlations of FTIR signature to material property degradation induced by heat damage for BMI 5250-4/IM7. Transition a turn-key BMI composite heat damage detection technology and state-of-the-art reference standards to Air Force and Navy.

DESCRIPTION: Composite structures are becoming more prevalent throughout the Air Force as aircraft designers implement composites to save weight, improve range, and enhance structural integrity. However, heat damage to composites can result in a significant degradation of the material's mechanical properties and in turn jeopardize the structural integrity of the aircraft. Most non-destructive inspection (NDI) methods (specifically ultrasonics) are used to identify structural deficiencies in composites, such as disbonds and delaminations, yet most are insensitive to thermal damage before the formation of delaminations. Fourier transform infrared (FTIR) has shown proof-of-principal potential as a non-destructive method capable of detecting and quantifying heat damage in composites. However, this type of spectroscopy has traditionally been limited to benchtop or bulky devices that are not suitable for on-aircraft inspection. This program would expand the use of FTIR for BMI 5250-4/IM7 composite materials using a portable technology capable for use in depot and field environments.

BMI 5250-4/IM7 composite panels shall be manufactured (using a 16 ply quasi-isotropic layup composed of tape nominal thickness of approximately 0.096 inces) and exposed for a consistent time for each panel (anywhere from 20 minutes to one hour) to a range of elevated constant temperatures (using two-sided heat exposure methods) with the intent of degrading the BMI resin and therefore material strength properties. Matrix dominant mechanical property testing (such as Short Beam Shear and Unnotched Compression) shall be correlated to FTIR surface measurements to develop reliable and reproducible correlations of FTIR signature to material properties including addressing any variance in signal stability and sensitivity as a function of time and location of the measurement.

PHASE I: Demonstrate the feasibility of FTIR for identification and quantification of heat damage for 5250-4/IM7 using a portable FTIR system. Fabricate BMI panels, perform C-scan UT NDI for QC purposes, & conduct FTIR measurements & some mechanical tests on baseline & limited thermal exposure conditions. Identify a mechanical test approach & correlation philosophy for detailed correlations in Phase II.

PHASE II: Expose BMI panels to temps from 50 degrees F below Tg to 200 degrees F above Tg. Perform FTIR, UT & mechanical tests on damaged panels. Develop mathematical relationship to reliably/automatically correlate material strength & FTIR signature, include algorithms to establish acceptable limits based on percent correlated strength loss from heat damage. Validate algorithms by exposing BMI panels to wide range of heat damage. Establish statistical estimates of material property correlation accuracy.

PHASE III DUAL USE APPLICATIONS: Develop turn-key methodology for commercially available FTIR system, reference standards, data & training to transition the solution. Establish & document a standard methodology to develop correlations of heat exposure, mechanical properties & FTIR measurements for other composite material systems.

REFERENCES:

1. T. Howie, A. Tracey, D. Pate, J. Morasch, B. Flinn, "The Detection of Composite Thermal Damage with Handheld FTIR," University of Washington, Materials Science and Engineering, Seattle, WA.

2. P.H. Shelley, P. Vahey, G.J. Werner, J. Seelenbinder, "Handheld Infrared Spectroscopy for Composite Non-Destructive Testing," SAMPE Technical Conference Proceedings, Long Beach, CA, May 23-26, 2011, Society for the Advancement of Material and Process Engineering.

3. Z. Olshenske, W. Milan, R.J. Meilunas, "Overview of NAVAIR NDI Programs for Composite Heat Damage Assessment," SAMPE Technical Conference Proceedings: New Materials and Processes for a New Economy, Seattle, WA, May17-20, 2010, Society for the Advancement of Material and Process Engineering.

4. E. Lindgren, J. Welter, S. Shamachary, E. Ripberger, "Detection of Incipient Thermal Damage in Polymer Matrix Composites," AFRL-RX-WP-TP-2008-4043, Wright-Patterson Air Force Base, OH 45433, February 2007.

KEYWORDS: NDI, composites, heat damage, structural integrity, non-destructive inspection, nondestructive inspection

AF161-122

TITLE: Novel Moderate Temperature Polymeric Absorbing Material

TECHNOLOGY AREA(S): Materials/Processes

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. Gail Nyikon, gail.nyikon@us.af.mil.

OBJECTIVE: Formulate and characterize a novel moderate temperature (upper-bound temperature = 650 degrees F) spray-applied polymeric, absorbing material for hot engine exhaust washed environments.

DESCRIPTION: The maintainability of specialty materials used on advanced fighter and bomber aircraft is the top driver of non-mission capability rates for those platforms, accounting for as much as 30-50 percent of the overall maintenance downtime. Moderately high service temperature (400-650 degrees F) coatings are one example of these specialty materials. The performance of these moderately high service temperature specialty materials used on advanced fighter and bomber aircraft has been historically poor. The failures of these materials have resulted in high non-mission capability rates and high maintenance costs to the platforms.

Recently the Air Force has refined its understanding of the environmental variables for hot engine exhaust wash environments, leading to a better definition of the requirements for specialty materials used in these areas. These revised requirements provide an opportunity for the development of novel moderate temperature polymeric specialty coating that can be spray-applied and cured similarly to other polymeric coatings used on the aircraft outer-mold line.

PHASE I: Develop a polymeric absorbing coating serviceable -65 < T < 650 degrees F. Must be traditional spray applied (~10 mil) to bare composite/Ti substrates with environmental conditions of 60-80°F & 45-65% RH. Preferred cure < 24 h (ambient), or max forced cure < 250°F. ID all required primers/adhesion promoters. Deliver 4 formulations max w/spec sheets, applied to at least 5 1'x1' panels (per formulation).

PHASE II: Extend application EnCon to 50-95 degrees F & 35-85 percent RH. ID cure/property trade-offs. Validate resistance to standard and platform specific fluids (aircraft fuels, hydraulic oils, etc). Demo scalability to batches > 10 gal w/< 10 percent variability in physical properties. Provide an ROI and/or cost benefit analysis. Deliver 2 formulation variations max w/spec sheets, applied to at least 5 2'x2' panels (per variation), ROI, trade-study, cost benefit analysis and detailed scale-up plan.

PHASE III DUAL USE APPLICATIONS: Qualification activities shall be performed. Other activities leading up to a T-2 flight test shall be performed.

REFERENCES:

1. TO 1-1-8. Technical Manual, “Application and Removal of Organic Coatings, Aerospace and Non-Aerospace Equipment.” 12 JAN 2010 (change 15 – 4 JUL 2015).

2. TO 1-1-691. Technical Manual, “Cleaning and Corrosion Prevention and Control, Aerospace and Non-Aerospace Equipment.” 9 NOV 2009 (change 10—14 JAN 2015).

KEYWORDS: engine exhaust, OML, polymer resin, sustainment, coating

AF161-123

TITLE: MQ-9 Lightweight Anti-Ice/De-Ice Solution

TECHNOLOGY AREA(S): Air Platform

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. Gail Nyikon, gail.nyikon@us.af.mil.

OBJECTIVE: Provide an improved understanding of how adverse weather conditions impact the flying conditions for remotely powered aircraft (RPA). Develop and conclusively demonstrate a lightweight anti-ice/de-ice solution for the MQ-9 RPA.

DESCRIPTION: Due to the urgent need for the combat capability of the MQ-9, the system was fielded without a complete understanding of the mechanism of ice formation at the altitudes flown by the MQ-9. Due to the lack of this data, the Air Force imposed conservative flight restrictions in order to reduce the risk to the weapons system. Therefore, an improved understanding of the effects of weather on the flight of the MQ-9 is needed. From there, an alternate technology will be identified and incorporated onto the MQ-9 to provide the needed anti-icing/deicing capabilities during flight. While prior Air Force programs have identified possible passive solutions, none have provided the amount of anti-icing required in flight for the MQ-9. Additionally, current ongoing active anti-icing technology programs require more power to be use that desired by the MQ-9. Thus, it is desired that this new technology be either passive in nature or have minimal power requirements in flight.

Precipitation adversely affects aircraft performance and reduces visibility. If conditions permit, pilots should minimize exposure to all types of precipitation during all phases of flight. If precipitation cannot be avoided, pilots should maximize climb or descent rate to exit potential or actual icing conditions.[1]

Pilots should not conduct flight into forecast moderate or worse icing and will minimize conduct of flight into known icing conditions to the maximum extent possible. If encountering icing, pilots should maneuver the aircraft to exit the icing conditions. Consideration will be given to turning the EO/IR sensor aft to prevent ice formation on the lens face and thus allow use of the sensors to scan flight surfaces and the visual ice detector for ice build-up.[1]

Based on these restrictions, the MQ-9s experience significant impacts to operations every year. These weather impacts involve icing conditions as they pertain to the aircraft, the route of flight, and the route of flight for the emergency mission. The emergency mission is a pre-programmed route of flight that the aircraft will fly in the event that it loses link with its command and control link.

The solution must demonstrate a capability to accomplish this and a clear path to transition this capability onto an MQ-9. The MQ-9 is operated with zero excess power and weight for stores. Whenever anything is added to the platform, something must be removed (i.e. fuel, sensors, stores). Therefore, it is not desirable to have to power down sensors and mission systems in exchange for anti-ice/de-ice systems. Thus, a passive solution and/or a very low power active one is sought.