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

TECHNOLOGY AREA(S): Materials/Processes

OBJECTIVE: Develop materials processing techniques for heterogeneous integration of high performance magneto-optical materials into integrated optics substrates, such as Silicon and Indium Phosphide.

DESCRIPTION: It is becoming increasing clear that heterogeneous integration of optical materials and devices will be needed in order or integrated optics to achieve the performance desired in DoD systems. There does not exist one material that by itself can perform all the optical processing functions needed, and also be the material of choice as the integration platform. Therefore a toolkit of heterogeneously integrated materials and devices is needed, and one critical device is the optical isolator.

Optical isolators use the magneto-optic effect to achieve optical isolation, and only a few materials have the necessary magnitude of magneto-optic response, typically they are magneto-optic glasses such as terbium oxide or terbium gallium garnet (TGG). A process is needed for accurate placement within the integrated optical circuit at length scales that are typically in the micron range. Device sizes will most likely be tens of microns, or possibly a few hundred microns, but material dimensions and placement will be on the micron scale due to alignments with small core optical waveguides. Device geometries will have small and precise form factors, therefore large area deposition techniques are typically not desired. A qualitative metric proportional to the magneto-optic coefficient, inversely proportional to linear loss at 1.55 microns wavelength, and qualitatively proportional to processing results will be used.

Of critical importance will be the placement and choice of the permanent magnets for the DC magnetic field.

PHASE I: Demonstration of machining, milling, fabrication, or any other technique for the creation of optical quality (less than 1 db/cm bulk optical loss) magneto-optic materials with Verdet constant greater than -40 rad/T-m, with dimensions of less than 300 microns x 50 microns x 10 microns. Develop a plan for integration onto chosen integrated photonics substrate.

PHASE II: Demonstration of an optical isolator device on a silicon, InP, or other integrated optical circuit waveguide. Insertion loss less than 6 db at 1.55 microns wavelength, isolation ratio of 20dB. Although no restrictions are placed on overall device size, compatibility with integrated photonics will be assessed. The permanent magnet will also be a key consideration, at this stage.

PHASE III DUAL USE APPLICATIONS: Insertion into a foundry level process completed at a national facility. Device must have MRL 7 at end of Phase III and be available for use in the photonics community.

REFERENCES:

1. "Magneto-optical isolator with silicon waveguides fabricated by direct bonding," Y. Shoji, T. Mizumoto, H. Yokoi, I-Wei Hsieh, and R. M. Osgood Jr., Appl. Phys. Lett. 92, 071117 (2008).

2. "Faraday rotation in femtosecond laser micromachined waveguides," T. Shih, R. R. Gattass, C. R. Mendonca, and E. Mazur, Optics Express, Volume 15 Issue 9, p. 5809 (2007).

KEYWORDS: integrated photonics, optical isolators, magneto-optic materials

AF161-129

TITLE: Certification Modeling for Composites with Voids and Wrinkles for Engines and Structures

TECHNOLOGY AREA(S): Air Platform

OBJECTIVE: Model the effects of voids/wrinkles on interlaminar strength and fatigue, detect defect locations, test curved specimens, and develop void/wrinkle generation models for composite structures to improve part integrity and reduce rejection rates.

DESCRIPTION: Voids and wrinkles are pervasive concerns in the processing of composite parts. Thick, curved composite structures present known processing difficulties causing inferior structural integrity and rejection rates. For example, rejection rates as high as 75 percent are occurring in rate production of the F135 polymer matrix composite (PMC) STOVL duct due to the manufacturing defects (voids and wrinkles) in the greater than 0.35 inch-thick, 90-degree curved flange sections. Similarly, a baseline PMC composite stator section of F135 is experiencing wrinkling/void and associated integrity problems, and a metallic replacement if required would cause a very substantial weight penalty.

Ceramic matrix composite (CMC) parts are often made from PMC materials which are pyrolized, leading to even more severe issues of the same types; coupled with comparatively immature processing science for CMCs, the needs for modeling the generation and structural effects of voids/wrinkles are magnified in CMCs. Best-of-industry CMC materials display wide variabilities in mechanical performance, and unexpected failures have occurred on prominent engine development programs.

However, the promise of higher turbine engine temperatures and thrust-to-weight ratios available to engines utilizing CMCs, leading to lower specific fuel consumption and greater aircraft range, have led to major investments in CMC technologies by all major aircraft engine manufacturers. The Boeing 787 Dreamliner experienced early production stoppage due to wrinkles in the composite fuselage[1,2]. CMC parts are also targeted for structural applications for hot section areas, especially as next-generation aircraft are considered.

The effects of voids/wrinkles on interlaminar strength may be substantial. There is no consensus on the accept/reject criteria for assessing the effects of porosity on strength and fatigue performance, owing in part from the difference of porosity size, shape and location upon fatigue performance[3-5]. Voids may be generated by reactions associated with the curing process, as well as by air entrapment in the layup process of autoclaved parts, and/or infusion processes of low-temp cure parts. Wrinkles result from a combination of handling and in-cure material instabilities related to, e.g., outgassing of volatiles, the latter also leading to voids if gases cannot escape.

This topic seeks to understand and minimize the generation of void and wrinkling defects, as well as understanding their effects on structural integrity such that useful accept/reject criteria can be developed leading to the minimum conservatism in rejection criteria. This may be accomplished by a combination of theoretical and experimental means, assessing the effects of measured thermodynamic state variables upon void growth and wrinkling coupled with the deformation and ultimately failure of the structure. Due to irregular profile geometries of actual industry parts, as well as assessing the effects of instabilities and load path disturbances due to voids and wrinkles, the capability to capture rotational (large) deformation is advantageous. Algorithmic efficiencies and error monitoring strategies will be assessed within the described context. Due to the observed effects of defect location, size and shape upon structural behavior, modeling of critical discrete defects is preferred, though it may not be possible to model all defects individually.

In Phase II, the contractor will be provided with specimens by the Air Force, to be tested and imaged for representing the location, sizes and shapes of voids and wrinkles, to correlate with structural integrity models. The geometric data will be transferred to CAD/FE mesh-based descriptions for further analysis by the proposer, as well as for related purposes by the Air Force Research Laboratory.

PHASE I: An analysis method capable of modeling effects of composite wrinkling/void generation, growth and motion, air entrapment, as well as static and fatigue integrity in curved parts, will be outlined and preliminary features demonstrated. The method must reflect coupling of: void and wrinkling initiation and growth, thermodynamic state, total deformation.

PHASE II: A modeling/testing program incorporating void and/or wrinkling will assess flaws versus change of strength/fatigue performance of thick, curved composite structures. Testing should of a scope to provide validation within the program budget and may be limited to void or wrinkle flaws. The model will be capable of comparing flaw evolution/location to air entrapment/handling causes, quantifiably address uncertainties in properties, and will be used to predict performance of curved test specimens.

PHASE III DUAL USE APPLICATIONS: A technology transition plan shall be addressed focusing on implementing the model into commercial-off-the-shelf finite element analysis tools for further composite process modeling or damage progression predictions.

REFERENCES:

1. "Boeing Halted Work on 787 Sections Due to ‘Wrinkles’ (Update 6)," Bloomberg.com, Aug 14, 2009, http://www.bloomberg.com/apps/newspid=newsarchive&sid=a.V28OS6F7DM.

2. "Boeing stops work on 787 fuselages made in Italy to fix wrinkled skin," The Seattle Times, Aug 14, 2009, http://www.seattletimes.com/business/boeing-stops-work-on-787-fuselages-made-in-italy-to-fix-wrinkled-skin/.

3. Makeev, A. and Nikishkov, Y. 2011. Fatigue Life Assessment for Composite Structure, ICAF 2011 Structural Integrity: Influence of Efficiency and Green Imperatives, Komorowski, J. (Ed.), Springer: 119-135.

4. Seon, G., Makeev, A., Nikishkov, Y., Lee, E. (2013), “Effects of defects on interlaminar tensile fatigue behavior of carbon/epoxy composites,” Composites Science and Technology, 89, 194-201.

5. Lambert J, Chambers AR, Sinclair I, Spearing SM (2012). 3D damage characterization and the role of voids in the fatigue of wind turbine blade materials. Compos. Sci. Technol. 72:337–43.

KEYWORDS: void, wrinkle, porosity, composite, thick, nucleation, strength, fatigue

AF161-130

TITLE: Innovative Application and Modifications of Scanning Kelvin Probe Technologies for Measurement of Coating Degradation and Detection of Corrosion

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: Investigate enhancements and augmentations of Scanning Kelvin Probe (SKP)-based techniques as means of characterizing and quantifying the degradation of protective coatings and detecting corrosion.

DESCRIPTION: The Air Force has a recognized need for a nondestructive evaluation tool that assesses the condition of aircraft outer mold line (OML) urethane and epoxy coatings and for detecting corrosion in multi-layer structure. An ideal technique should be capable of visualizing and mapping degradation and corrosion processes, be quantifiable, and be amenable to development into field-deployable systems.

The SKP is a novel, non-destructive inspection technique that has been used to investigate the electrochemical properties of surfaces, coatings and polymers over the last 20 years. The SKP technique has been used to measure the difference in the work function of polymers adsorbed to solid substrates by using a backing potential to null the current between the sample substrate and a vibrating probe electrically connected to the substrate and positioned close to the sample surface. This difference in work function between the non-contact scanning Kelvin probe and the underlying substrate is defined as the contact potential difference. The utility of the SKP technique in the laboratory to characterize changes in molecular conformation in adsorbed organic layers at the air/solution interface and on solid substrates has been demonstrated, and changes in the alkyl chain lengths of polymers and their terminal groups have also been determined using the SKP technique.

Additional studies using a SKP have been used to determine the interfacial diffusion of water through epoxy adhesives on iron substrates as a function of the chemical structure/functional groups of polymers within a coating, demonstrating in practice, it is possible to measure the potential differences at very small scales using a SKP technique. For the Air Force application of interest, the correlation of contact potentials with the susceptibility of materials to undergo hydrolysis or reversion before and during the process is highly desirable. The ability to locate and measure the degradation and change in polymer chemistry in a coating in a non-destructive manner prior to its physical change is compelling. This ability would allow the SKP technique to be used as a screening tool for the detection of reversion of the polyurethane in the coating stack up.

While traditional SKP technologies have many positive features including refinements that could enable field-deployable units, the SKP has no or very limited demonstration in terms of quantifying coatings degradation and corrosion. Additional refinements and augmentations in the underlying SKP instrumentation, techniques, and protocols to would enable an augmented SKP (or hybrid-SKP) capability to demonstrate the ability to detect, quantify, and visualize coating degradation and corrosion processes in multi-layer stack-ups.

Innovative application of SKP-based technology is of primary interest, while innovations are sought in techniques, protocols, methodologies, and augmentations with other techniques to enable the SKP technology to meet the objectives.

The long-term objective of this topic is to develop and commercialize a rugged, fieldable SKP system for quantitatively assessing the presence and degree of degradation/reversion of outer mold line (MIL SPEC) polyurethane/epoxy coating systems and for detecting corrosion in multi-layer structure.

Specific research questions include:
1. Can we differentiate between a polyurethane coating and an epoxy primer coating using the SKP technique?
2. Can we differentiate between a degraded and non-degraded polyurethane coating, epoxy primer and polyurethane/epoxy primer stack up coating system using the SKP technique?
3. Can we design a portable SKP system that could be used in the field on aircraft OML coatings?
4. Can we design a probe tip array that would enable large areas of a structure to be scanned simultaneously?
5. Can other functional measurements be incorporated into the SKP system?

The probe will be able to identify degraded areas in both horizontal and vertical axes of the coating system stack up on OML coatings over an area of at least 1 m2 in a single measurement scan. Additional Phase II work could include alignment with, and development of, a tool for prediction of degradation/reversion or OML coating systems on aircraft. At the completion of Phase II, the contractor will deliver to the Air Force a prototype SKP system for further evaluation.

Validation of the SKP based results will be accomplished by comparison with results from other analytical techniques. Such other techniques will be selected by the vendor to be appropriate to the mass and time scales of the specific degradation or corrosion under investigation. These results will be used to determine the limits of quantification of coatings degradation and corrosion detection possible with SKP and develop design parameters for a prototype field probe system based on these results.

PHASE I: Demonstrate the feasibility of SKP technology to quantitatively measure coating degradation and detect corrosion in multi-layer structure under laboratory conditions. Validate results and determine achievable detection limits and their uncertainties.

PHASE II: Design, build, and test one prototype field probe system. Report the degree to which the system achieves stated goals. Validate the detection and quantification levels established based on the laboratory results of Phase I are being met with the prototype system.

PHASE III DUAL USE APPLICATIONS: Successful development and deployment of SKP coating interrogation techniques will serve the non-destructive evaluation needs of commercial and military aircraft engineering and maintenance activities.

REFERENCES:

1. Larignon, C., J. Alexis, E. Andrieu, L. Lacroix, G. Odemer and C. Blanc (2013) Electrochim. Acta 110:484-490.

2. Schaller, R.F. and J.R. Scully (2014) Electrochem. Comm. 40:42-44.

3. Evers, S. and M. Rohwerder (2012) Electrochem. Comm. 24:85-88.

4. Evers, S., C. Senöz and M. Rohwerder (2013) Electrochim. Acta 110:534-538.

KEYWORDS: Scanning Kelvin Probe, work function, nondestructive evaluation, coatings, coating system, SKP

TECHNOLOGY AREA(S): Sensors

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 graphic analytic methods to store sensor data and algorithms to support information fusion.

DESCRIPTION: The Air Force is looking at how sensor data and information from a multi-sensor platform can be collected and placed in graphical representations that enable automated fusion on board the platform to support rapid engagement, additional collection while supporting integrated in-flight, and post mission analysis. The resulting low kinematic (location) and classification errors provide high track continuity through move-stop-move motion cycles. In addition, by moving to a graphical storage approach, the hope is to be able to combine the individual graphs with additional data sources to form integrated graphs supporting improved post mission analysis and fusion approaches using Big Data analytics.

The area of graph analytics and the use of graphical database approaches are being investigated for use with data and sources for fusion applications, including detection and identification of mobile and stationary locations of interest. Graph analytics is an emerging area of applied mathematics and data base theory being used for a wide variety of applications from information management to automated machine reasoning based fusion and integration of information. These automated techniques have demonstrated promise to combine disparate data types and pull in related information to bring out features that have been seemingly unrelated in the past and unavailable to the end user.

This effort will develop and implement a graphical data structure for multi-sensor fusion and exploitation. Applications include both real-time implementations for on-board processing and off-board forensic analysis. Data may include geospatial, electronic information, and signatures.

PHASE I: Design a graphical data structure for single and multi-sensor collecting platforms, test and demonstrate using previously collected data how an automated program could be used for onboard integration and fusion as well as post mission analysis. Develop a test plan to exercise in laboratory and on-board environments. Identify any required government furnished property needed for testing.

PHASE II: Design and implement in a phased approach graphical data structure and automated fusion algorithms for both single and multiple sensor collection platforms using flight hardware (data processors and data storage) connected to sensors. The initial configuration will be implemented using computers, algorithms, and sensors in a laboratory environment (defined in Phase I) with follow-on application and integration on board actual aircraft based on availability and other external programs.

PHASE III DUAL USE APPLICATIONS: This phase will focus on extended onboard information analysis as well as post mission data integration and fusion capabilities that would enable event replication and further analysis. Testing will include algorithm performance analysis in extended operating conditions[5].

REFERENCES:

1. Pak Chung Wong, Chaomei Chen, C. Gorg, B. Shneiderman, J. Stasko, and J. Thomas. "Graph Analytics-Lessons Learned and Challenges Ahead," Computer Graphics and Applications, IEEE, vol. 31, no. 5, pp. 18-29, September-October 2011.

2. Kedar Sambhoos, et al. "Enhancements to High Level Data Fusion Using Graph Matching and State Space Search," Information Fusion 11.4 (2010): 351-364.

3. Gregory Tauer and Rakesh Nagi. "A Map-Reduce Lagrangian Heuristic for Multidimensional Assignment Problems with Decomposable Costs." Parallel Computing 39.11 (2013): 653-668.

4. Gregory Tauer, Rakesh Nagi, and Moises Sudit. "The Graph Association Problem: Mathematical Models and a Lagrangian Heuristic." Naval Research Logistics (NRL) 60.3 (2013): 251-268.

5. "MSTAR Extended Operating Conditions: A Tutorial", see http://proceedings.spiedigitallibrary.org/proceeding.aspx?articleid=1018994.

KEYWORDS: graph analytics, fusion, automation, information integration

AF161-132

TITLE: Fully-Adaptive Radar Modeling and Simulation Development

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 a radar modeling and simulation environment to address the needs of a fully-adaptive radar.