SITIS Topic Details |
||||||
| Proposals Accepted: | |
| Program: | SBIR |
| Topic Number: | A10-146 (Army) |
| Title: | Detection of Contaminants in Aviation Fuel | Research & Technical Areas: | Air Platform, Materials/Processes |
| Acquisition Program: | PEO Aviation | Objective: | To create an inline device or sensor that can recognize contaminated fuel before and while refueling Army Aircraft, and shut down the refueling operation immediately upon detection of contamination. This device or sensor should provide an indication to the refueling personnel that contamination has been recognized and shut off refueling operation to prevent the contaminated fuel from entering the aircraft.
| Description: | The US Army has had numerous engine flameouts in aircraft over the past five (5) years. Upon detailed review of both the US Army Safety Center and Aviation Engineering Directorate (AED) historical records, numerous flameout have been caused by contaminated fuel containing both particulate and water.
Army aircraft can be "cold" refueled (aircraft systems non operational) or "Hot" refueled (aircraft systems operational) during normal refueling operations. Hot Refueling typically occurs when an aircraft lands during missions at a Forward Area Refueling Equipment (FARE) Station (gas station) and takes on fuel. This is a very common refueling method during war and mission training. The aircraft does not shut down its engines. The aircraft engine(s) and rotor systems remain engaged while refueling, enabling the aircraft ready for immediate take off. During this period of time (about 10 minutes) it is both a hazard to take fuel samples to determine contaminates and there is not enough time for settling of contaminates inside the aircraft fuel tanks. Therefore no fuel sample is taken.
It is also very difficult to obtain a good representative fuel sample after cold refueling. The recognized particulate settling time is one hour for every foot depth of a fuel tank (ref: Army Aircraft Operating Manual -10). Therefore, contaminants may be in suspension in the fuel and not available at the bottom of the fuel tank (where the fuel sample is taken) for some time. If contaminated fuel enters the fuel system via either of the above refueling methods the minimum negative consequence will be a time consuming mainenance action to clean and flush the system.
If a device or sensor could be installed in the refueling equipment prior to the fuel entering the aircraft (at the skin of the aircraft) that could identify contaminated fuel and shut down the refueling system if contamination is discovered, Army Aviation would greatly benefit. Having an aircraft take off with contaminated fuel compromises aircrew safety and the mission of Army Aviation.
Lastly, fuel and refueling equipment is not considered a "high tech" system and the Army is currently working with equipment that has not changed in 30 years. Even the filter coalesors that remove water and particulate have been designed 30 years ago. The systems have served us well but the Army has been experiencing engine flameouts and cleaning aircraft fuel tanks with contaminated fuel for a very long time. A new fuel sensoring device will enhance safety and ensure continued aircraft availability and readiness.
| PHASE I: Design a device or sensor to be integrated into current Army Aircraft refueling methods: Gravity, Closed Circuit and Pressure (D-1 Nozzle) and be compatible with the Army's refueling equipment, FARE, and fuel trucks that can identify contaminated fuel during refueling prior to entering the aircraft.
This sensor must identify particulates of matter at 5 micron level and detect both free and emulsified water at 10 parts per million levels. This device or sensor should notify the refueling personnel and immediately shut down the refueling system to prevent contaminated fuel from entering the aircraft. Determine the feasibility of integrating this device or sensor into the refueling hose. The device or sensor must operate within the same world wide environment(s), capabilities, and refueling rates as the current refueling systems, 15 to 300 gallons per minutes flow rate at 10 to 55 psi pressure, and be self contained powered.
| PHASE II: Construct and demonstrate the device to ensure it is compatible with existing Forward Area Refueling Equipment (FARE) or refueling truck equipment used to refuel Army Aircraft. The device should be self contained, including power, to operate and be able to stop the fuel flow of contaminated fuel from entering the aircraft.
The device needs to be passive in nature requiring no oeperational manintenance other than a simple push to test system.
| PHASE III: Review of numerous aircraft accidents/engine flameouts caused by contaminated fuel indicate that there is an outstanding potential for this technology to be incorporated in both the military and commercial environments. We (AMCOM) have already briefed and presented our SBIR project to the Tank and Automotive Research Development and Engineering Command (TARDEC) (Mr. Schmitigal and his supervisor Mr. Turnipseed), and they were very acceptable to the resolution of contaminated fuel. In addition, they mentioned that this would also help in delivering good clean fuel to the ground equipment that is serviced by the same FARE equipment. It is with their systems that this device or sensor would have to be installed/fabricated to adapt to the Army's refueling systems. As stated in Phase I and II, we will be working very closely with our TARDEC personnel to ensure this program is properly executed and validated on Army equipment. Phase III validate this new device and transition to acquisition. The final phase after successful testing - will be to incorporate this on all Army refueling equipment.
| References: | 1. US Army Briefing to Aviaiton Engineering Directorate (Mr. K. Rotenberger 10 Dec 2009. 2. US Army Safety Center Class E Mishap Reports 3. MIL-DTL-83133 Detailed Specification Turbine Fuel, Aviation Kerosene Types, NATO F-34 (JP-8), NATO F-35 and JP-8+100 4. MIL-DTL-52849E Test Kit-Aviation fuel Contamination (Portable) 5. MIL-PRF-81380E Filter/Monitor, Contamination, Aviation Fuel Dispensing System |
| Keywords: | Clean Fuel, Refueling, Forward Area Refueling Equipment, Cleanliness, Pristine |
Questions and Answers: |
Q: Are references 1. and 2. available? |
A: No. References 1 and 2 will not be made available for public release as they contain no information that would be useful to potential offerors. |
Q: We have product that can continuously remove water (not particulates) from fuel. We are not a sensor company. Is taking only the water out valuable? Can you tell us a list of sensor companies to propose callaboration? Please feel free to tell sansor companies about our capability. |
A: They Army currently utilizes filter separators to remove free water and particulates from our fuel supplies. The intention of the SBIR topic is to develop a technology to monitor the health of the filter separators and ensure they are operating properly. Unfortunately we cannot provide you with an endorsement of any sensor company with which to work with. |
Q: The solicitation calls for an inline detection apperatus on the fueling line. This technology is very rare and would be expensive to create. I am working on technology that can identify contaminants inside the tank that could be intergrated with a shutoff system. We also have floating suction technology that can be put in any tank including on submersible pumps that can greatly reduce the transfer of contaminants. The "Floatube" can fit through a 4 inch riser. This technology was developed for alternative fuel tanks and can be easily adapted to aviation fuel. |
A: Contaminants should be detected prior to fuel entering the aircraft fuel system. |
Q: From the solicitation description, it seems that particulates are the primary concern. Is the detection of dissolved chemical contaminants also of interest? |
A: Detection of dissolved contamination is not of concern at this time. |
Q: What kind of "self contained powered" would you prefer: |
A: Incorporation of a rechargeable battery system would be preferred. |
Q: Additional information from TPOC to clarify SBIR 10.3 Topic A10-146 - Detection of Contaminants in Aviation Fuel -- |
A: o |
Q: Will the development phase be limited to any particular platform? |
A: Intent it to perform the measurement off the vehicle platform, before the fuel reaches the aircraft. |
Q: Q: Are you interested in characterizing the (a) dissolved water, (b) emulsified water present in the form of fine droplets suspended in the fuel, or (c ) sum of both? |
A: A: We are not attempting to detect dissolved water. We DO want to detect any water in suspension at 10 ppm or greater concentration. |
Q: Do we need to detect any specific kind of particulates? Like metallic, non-metallic particles? |
A: All particulates, particulates will predominately be dirt. |
Q: Recently the maximum Phase I award has incrased from 100K to 150K. Is the newly increased 150K Phase I award amount justifiable to write in a proposal to satisfy this particular solicitation? |
A: The Phase I amount was $70K, and for 2011 has gone to $100K. The $150K amount doesn't exist. Since this particular Phase I is for 10.3 Phase I (2010 - 3rd solicitation) the new larger amount is not in effect for this one. The proposal should be to the $70K which is still in effect for this solicitation. |
Q: 1. What is the typical fuel-hose inner diameter? |
A: 1. Typically 2 inches. |
Q: What is the maximum particle size which enters into the fuel hose? |
A: The sensor must detect particulate 5 microns and smaller. I cannot speculate on how large of a particle might enter the fuel hose. |
Q: We have a product that can detect particulates and measure their size in liquids. Does your device require the distinction between water and solid particulates? |
A: Previous studies have shown that turbulence and flow rate of fluids can break up water particulates (at 10 ppm concentration) to the point where if the water is identified as solids the fuel would be unacceptable, where as it is actually acceptable. A device that cannot differentiate between water and solids is not required, but it is required that the device be able to determine usability of the fuel under all operating conditions. |
Q: 1. Does the Army plan to continue to use the existing filter elements shown in Figure 1 of MIL-PRF-81380E? |
A: 1. This spec is for filter monitors. The Army does not approve of use of filter monitors. We are only a review activity on that spec. It is a Navy spec, and them and the Air Force are the main users of monitors. |
Q: Are you primarily looking for a sensor to detect the contaminants or is there equal interest in the system to divert the fuel? |
A: We are only looking for detection of contamination and shut down of refueling operation if contamination is detected. Diverting of fuel is not the intent. |
As of midnight September 1, questions for solicitations SBIR 10.3 and STTR 10.B will no longer be accepted.
To read the solicitation for full proposal preparation and submission details click here. |