Recently, a significant milestone will has passed unnoticed by most

among our readership, but certainly not by us. It was November 1, 1996

when AMPTIAC was chartered as the DOD’s unified center for materials and process information. Our genesis was the product of merging

four Information Analysis Centers (IACs), each dedicated to a specific

materials area: metal matrix composites (MMCIAC), high temperature

materials (HTMIAC), metals (MIAC), and ceramics (CIAC). A year

later, the US Army’s Plastics Technical Evaluation Center (PLASTEC)

also became part of the fledgling center. More than a mere consolidation,

the confluence of these five organizations with parallel missions represented a unique opportunity to bring the DOD’s material resources

under a single banner. Our user community benefited in two ways: first,

the new combined center (by leveraging its collective information

resources) was able to provide a level of service previously not possible.

Second, AMPTIAC provided solutions to customers which considered

the entire spectrum of material classes (solutions to specific material

problems frequently reside in more than one class), and not from the

narrower range of choices that any of our predecessors offered.

AMPTIAC’s formation was also reflective of the period. Reinventing

government and streamlining DOD entities were high priorities in

1996. Numerous agencies, organizations, and even facilities were consolidated in response to changing needs within the department. 

Looking back, AMPTIAC focused its energies in different areas than

today. Among the prominent material issues were aluminum metalmatrix composites, titanium turbine blade processing, advanced 

ceramics, optical materials, conductive polymers, and environmentallyfriendly, or “green” materials. Also receiving significant attention were 

a series of material-related issues (recall the last Quarterly’s editorial);

life extension, system reliability, metal fatigue, and affordability.

During the past eight years, 9-11 was, without a doubt, the single

greatest influence to the direction and level of support of material and

process technology. Many material R&D efforts within the department

were greatly reduced in scope, or even eliminated as funding priorities

were shifted to support the war.

Despite these cutbacks, the new environment has also created opportunities in the materials field. Just as the War on Terror has caused

Americans to reexamine the world around them, it has similarly compelled those of us working in enabling technologies (such as materials)

to look anew at how they could be applied. Nowhere is this truer than

in protective technologies; where new material innovations will prove

beneficial to national defense, and also to the fledgling field of homeland security. Most notably, interest in armor systems and armoring

materials has grown substantially in the past three years – be it aircraft,

vehicular, or even personnel armor. Armor applications are even 

becoming more common in the commercial sector as well (e.g. 

hardened cockpit doors). In recent years, AMPTIAC’s technical staff

has dedicated a steadily increasing fraction of their time to supporting

armoring and hardening efforts.

Homeland Security is still a relatively new term in the American 

lexicon, but the number of technical professionals engaged in developing technologies to protect our public facilities and structures, as well 

as the general citizenry, is growing. Hardened structures and transportation systems; blast and penetration-resistant materials; and biological

and chemical protection technologies represent some of the major 

technical thrusts within homeland security. Materials are pivotal to the

success of each.

However, don’t get the idea that the Global War on Terror has completely usurped material-related R&D. New and emerging materials

and technologies continue to spring forth on their own merits, many 

of which are revolutionary in nature. Nowadays, some of the marquis

material activities are microelectromechanical devices (MEMs), nanotechnology and nanomaterials, smart materials and smart sensors, 

electro-optic and photonic materials, corrosion mitigating compounds,

thermal control coatings, and space-capable materials.

Looking forward, the one thing the future of material technology can

promise is that it will be interesting. We can’t predict what technologies

will be in vogue eight years from now anymore than we could have foreseen today’s trends eight years ago. However, AMPTIAC’s mission has

evolved to reflect these changing trends, empowering us to provide our

community with the high-quality information and services that you,

our customer, have come to expect. No doubt, AMPTIAC’s mission

will evolve again in the future; in response to shifting needs within the

department. Regardless of what those changes to our mission might be,

we are extremely confident as we begin our ninth year of operation, that

when such change occurs, we will continue our proud legacy of meeting the technical information needs of the defense community.

Chris Grethlein

Editor-in-Chief

Editorial: Looking back ... and forward

The AMPTIAC Quarterly is published by the Advanced Materials and Processes Technology Information Analysis

Center (AMPTIAC). AMPTIAC is a DOD-sponsored Information Analysis Center, administratively managed by

the Defense Technical Information Center (DTIC). Policy oversight is provided by the Office of the Secretary of

Defense, Director of Defense Research and Engineering (DDR&E). The AMPTIAC Quarterly is distributed to

more than 15,000 materials professionals around the world.

Inquiries about AMPTIAC capabilities, products, and services may be addressed to 

David H. Rose

Director, AMPTIAC

315-339-7023

EMAIL : amptiac@alionscience.com

URL : http ://amptiac.alionscience.com

We welcome your input! To submit your related articles, photos, notices, or ideas for future issues, please contact:

AMPTIAC

ATTN: CHRISTIAN E. GRETHLEIN

201 Mill Street

Rome, New York 13440

PHONE: 315.339.7009

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EMAIL : amptiac_news@alionscience.com

Editor-in-Chief

Christian E. Grethlein, P.E.

Creative Director 

Cynthia Long

Information Processing

Judy E. Tallarino

Patricia McQuinn

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David J. Brumbaugh

Product Sales

Gina Nash

About the cover:The cover depicts the Low Volume Production Program’s Robotic Laser Cell in the process of refurbishing a

Navy ship component.The laser adds new material to the worn part, then is machined to tolerance (see our feature article).
The AMPTIAC Quarterly, Volume 8, Number 3 3

Valdemar Malin, Richard N. Johnson, Federico M. Sciammarella

Alion Science and Technology Corporation, DuPage Manufacturing Research Center

St Charles, IL

INTRODUCTION

A major challenge in maintaining the readiness of the US Navy

is the rapid acquisition of spare or refurbished components for

the fleet’s aging weapon systems (Figure 1). To address this

challenge, Alion Science & Technology’s DuPage Manufacturing Research Center has been working in cooperation

with the US Navy’s Puget Sound

Naval Shipyard Intermediate

Maintenance Facility (PSNS/IMF)

to pioneer the use of high power

direct diode lasers to refurbish worn

ship components. Conducted under

the Low Volume Productivity (LVP)

program, this effort uses a direct

diode laser as the key component 

of a highly automated, low-cost 

efficient system being developed 

to apply a cladding on worn or 

damaged parts. The Navy in the 

past had employed two neodymiumdoped, yttrium-aluminum-garnet

(Nd:YAG) laser cladding systems at Puget Sound, but has since

discontinued their use because of various problems. The direct

diode laser approach promises to significantly reduce refurbishment costs and increase process flexibility over the earlier

process. The LVP program has already won recognition from

the shipyard for saving the Navy millions of dollars in replacement part costs. In addition, the program recently received

industry recognition when it won a prestigious R&D 100

award for 2004 from Research and Development Magazine.

THE NEED FOR REFURBISHED PARTS

Corrosion and wear are two processes known to degrade the

performance of mechanical parts. For situations where thousands of systems utilize the same parts, it is reasonable to have

a pipeline of replacement parts in the logistics stream. However,

in cases where the parts are complex and expensive, and very

few are in service, it may be economically advantageous to

either construct a new part when needed or refurbish the old

part. Procuring a new part, especially if it is large or complex,

can be an unacceptable choice; since lead times can be long, the

original vendor may be out of business, or the part may be extremely

expensive. In these cases, refurbishment may be the only viable option to

ensure that the system becomes operational in the shortest possible time

and at the least cost.

Many components found aboard

US Navy ships and submarines fall

into the above category. Because these

systems are critical to the readiness of

the Navy, it’s essential to minimize the

time required to put them back into

service. Shorter component repair

times can often reduce the turnaround time for a ship in port. This is of great interest to the

Navy in terms of readiness; but also represents a significant cost

savings beyond the cost of repairing the component alone.

Repair time reductions offered by the technologies being developed under the LVP program are achieved mostly through the

automation and integration of two types of auxiliary operations

– presetting and changeover. Presetting entails setting up a

machining operation, and changeover involves changing to a

different cladding material or part geometry. These two operations typically account for most of a part’s processing time. 

For many of these hard-to-procure, high-ticket items, refurbishing may be the most feasible approach. Once having made

that decision, the question becomes which technique would one

utilize? One approach that has been employed extensively is

Figure 1. Typical Ship Components before (bottom)

and after Repair (top).
4 The AMPTIAC Quarterly, Volume 8, Number 3

rebuilding a surface using arc-welding techniques. Another technique gaining considerable interest is laser cladding. Most prior laser

cladding efforts have proven too inflexible to

be economical or timely. Another problem

plaguing the process is the poor surface finish

of parts due to thermally-induced distortion.

The approach discussed in this article has

already overcome many of the problems associated with existing laser cladding processes,

and when mature, will reduce processing time

by major fractions in comparison to other 

traditional approaches.

In addition to reducing part processing

times, laser cladding is an effective technique

to yield refurbished parts that offer improved

performance and longer service lives as compared to original parts. Laser cladding

rebuilds the original part geometry by

depositing a new surface that is subsequently

machined to specified tolerances. The filler

material used in the laser cladding process

does not need to be the original material, but can be chosen

from a substantial array of candidates, many of which can 

provide improved wear or corrosion resistance as compared to

the original material. For example, the use of a nickel-based

alloy filler material, such as Inconel 625, will offer improved

corrosion resistance, while a higher wear resistance can occur

when using filler made from cobalt-based Stellite 6.

Low-cost refurbished parts are rapidly becoming a reality as

a result of the automatic, flexible, and productive Robot Laser

Cell (RLC) developed under the LVP program. Aircraft carrier

catapult trough covers are a good example of the benefits that

can be achieved by refurbishing existing parts using laser

cladding. Initial tests indicate laser clad covers will last at least

100% longer than new replacement steel castings, providing

the Navy with a fleet savings of $33.3M over ten years.

Refurbished cooling pump shafts for Dock Landing Ships are

another example. Shafts refurbished using laser cladding last

three times longer than the originals, providing a fleet savings

of $10.8M over a 30-year life.

CURRENT CLADDING SYSTEMS

As mentioned above, two methods currently used to refurbish

worn or corroded parts include arc welding processes and laser

cladding. Until recently, PSNS operated two 2000-watt

Nd:YAG laser systems to refurbish parts. These systems delivered the laser beam to the part through a fiber optic cable and

were capable of using either wire or powder forms of the filler

material. The systems did not employ robotics, so changing

over from one part (geometry) to another was not a simple

process since custom tooling fixtures were required. Both 

systems were almost ten years old and recently ceased operation

because they could no longer be maintained (the original 

vendor had left the laser business and was no longer able to 

support them).

Another approach for refurbishing parts is to use an arc

welding technique to deposit additional material on a worn or

damaged part. For noncritical assemblies this can be an 

effective and inexpensive process. However, a variety of 

problems can result from the high temperatures of the welding

process itself. Among these are the loss of the beneficial 

properties the part obtained from the original heat treatment,

distortion of the part geometry, and a large heat affected zone

within the part.

Laser and arc cladding processes are similar in that the

regions of each part that need refurbishment are machined to

remove damage and corrosion, thus yielding stable and clean

substrates. Filler metal is then deposited upon this region in

excess of the original dimensions of the finished part geometry.

Lastly, the part is machined back to original tolerances, yielding a repaired part that functions as new.

LVP PROGRAM

The Low Volume Productivity Program is focused on developing state-of-the-art approaches to refurbishing small quantities

of existing components. The major feature of LVP is the

Robotic Laser Cell (RLC), which is used to apply cladding and

hard facing to damaged surfaces by either a high-power direct

diode or Nd:YAG laser. The major differences between the 

system being developed and those systems previously used by

the Navy relate to the use of a different class of laser, the availability of an additional filler material product form, and the

use of robotics to facilitate the rapid refurbishment of the

desired surface. There are many challenges in addition to

developing the hardware and software needed to refurbish

parts via laser cladding. Since an entirely new laser system is

being employed (along with the addition of automation and a

different product form for filler material), other equipment

and systems had to be developed to ensure high-quality laser

welding of the filler to the substrate. These include the Laser

Power Measurement and Diagnostics Calorimetric system,

and a Vision Image Control system that enables the operator

to control the cladding process remotely from the safe confines

Figure 2. Robotic Laser Cell (RLC).
The AMPTIAC Quarterly, Volume 8, Number 3 5

of a control room. The Office of Naval Research (ONR) is

sponsoring the development of the RLC and associated 

systems under the LVP Program.

The RLC is designed to virtually eliminate the time needed

to set up a machining operation. This has been achieved by

integrating the multitude of auxiliary devices into one easily

adjustable, multifunctional laser head support system. Also key

to minimizing presetting operation time is pre-defining the

laser welding and motion schedules. These operations are carried out by integrated programming and computer control.

Incorporating design measures

that facilitate switching from

one processing mode to another, the RLC has also provided a

significant reduction in the

time needed to change from

one filler material to another.

The time required to complete

this process has also been

almost completely eliminated.

For example, the RLC design

includes two corresponding

filler-feeding systems that are

installed on the robot arm,

which enables rapid switching

from wire to strip modes of

processing. Also, the devices

that guide the wire, strip, and

powder filler metals to the weld

pool are designed to be easily interchangeable, which allows for

rapid switching between the various modes of processing. The

system also includes a mechanism for rapid switching from

diode laser to Nd:YAG laser processing, using the same auxiliary devices, including the guides for the wire or the powder,

the shielding gas nozzle, the devices for pre-positioning and

adjustment of the beam, and the video camera among others.

THE ROBOTIC LASER CELL

The most critical element needed to automatically repair worn

and/or corroded ship components is the Robotic Laser Cell

(Figure 2). The cell became operational this past spring and is

being used to produce sample parts as well as to conduct

research. The RLC concept is based on a philosophy of efficient, integrated welding automation[1-10]. Adhering to this

design approach, the main objectives for the RLC were:

• Maximum processing flexibility

• Minimum repair time (turn-around time for a repaired

component)

• Low cost of repair in a low-volume production environment

• Predictably high quality of cladding

• Safety for the operator and protection of equipment.

Robotic Laser Cell Processing Flexibility

The RLC is a highly flexible system, capable of processing a

wide variety of components using numerous methods. It was

designed as a universal automatic system that allows all necessary equipment and controls to be integrated into one unit

under common control. Currently, this includes a high power

direct diode laser (HPDDL) laser; a six-axis robot; two rotating positioners (one axis each); a universal fixture; a laser 

support system; an interchangeable filler metal feeding system

that can use wire, strip, or powder; and a fume exhaust 

system. In addition to the six axes provided by the robot,

there are three additional axes for in-process filler metal 

positioning and laser beam height adjustment.

The recently developed, multi-kilowatt HPDDL, represents

a new heat source suitable for use in cladding and hard facing

operations. The advantages of HPDDL (in comparison with

Nd:YAG lasers) include:

• High electrical-to-optical

conversion efficiency (up to

60% vs. 5% in Nd:YAG)

• Small equipment footprint

(an order of magnitude

smaller than that for

Nd:YAG)

• Lower maintenance cost

• A solid-state heat source that

does not need warm up time

• A much wider range of

power control

• Higher absorption of the

laser energy into substrate

• A rectangular (linear) laser

spot that allows higher productivity

While these advantages

have been documented, little is known about HPDDL’s use as

a cladding tool. This is especially true when the application utilizes filler metals. Therefore, one of the major objectives of the

LVP program is to develop techniques and procedures for

HPDDL cladding, including applications that use:

• Various substrates (carbon steel, 410 stainless steel 70:30

CuNi and others),

• Various types of filler metal (wire, strip and powder), and

• Various filler materials (steel, Ni-based Inconel 625, 70:30

CuNi and others).

The RLC has been designed to accommodate both

Figure 3. Cladding of a Simulated Part (Shaft with Groove)

Using Strip Feeder.

Figure 4. A Laser Deposits Cladding into a Machined Groove in a

Ring Being Held by the Universal Fixture.
HPDDL and Nd:YAG laser systems. The HPDDL delivers a

rectangular laser beam directly through a compact laser head

installed on the robot wrist, while the Nd:YAG system utilizes

a round beam. To combine advantages of the different laser

processing methods, three main types of filler metal can be

used for laser cladding. The first two, powder and wire, can

be used with either the Nd:YAG or the diode laser, and are

typical for most current processes. However, the rectangular

nature of the HPDDL beam also allows cladding with strip

(this is a unique advantage of the HPPDL system). Figure 3

shows a close up of the strip feeder being used to fill a groove

in a shaft.

In order to accommodate a wide variety of repair parts,

including shafts, disks, rings, and parts with non-rotating 

flat surfaces, and to facilitate their manipulation, a universal

fixture was designed to interface with the positional components of the RLC. (Figure 4) The robot, a horizontal positioner (providing rotation of parts about the horizontal axis),

and a tailstock mechanism were incorporated to allow cylindrical parts (such as shafts) to be processed. The addition of

removable adapters to the fixture allows flat non-rotating

parts, such as plates of various sizes to be processed in any

position. The robot and a vertical positioner (providing rotation of parts about the vertical axis) allows for flat parts, such

as disks and rings, to be processed as well. Furthermore, the

addition of a removable transmission mechanism allows one

positioner to be used as a driver to tilt the other positioner.

As a result, a flat surface of a disk can be inclined up to 

90° to perform cladding in the horizontal position of any

chamfers or other tapered surfaces.

The high degree of automation on the RLC provides 

precise control over all cladding process variables, resulting in

a repeatable and predictable geometry and an outstanding

quality in the deposited metal. The robot controls the 

welding variables, such as travel speed, wire/strip feed speed,

and laser head position over the substrate. Also, a rotating

positioner provides highly accurate control of the angular (or

linear) speed of a rotating disk, and closed-loop automatic

filler metal feeder controls are used to adjust feed rate with

very high accuracy.

Vision System

The Vision Image Control system monitors the wire/strip tip

position, or powder trajectory, in relation to the weld pool.

This system provides front and side view images of the weld

pool area on a split-screen video monitor. The operator is able

to manually or automatically make fine adjustments to the feed

metal position from a remote location. The height of the laser

head over the substrate is monitored by the Beam Height

Control system that measures the height in front of the weld

pool area and provides the information on a video monitor.

The operator is also able to adjust the laser head position from

a remote location, and can use an infrared sensor to measure

the interpass temperature† of the part being cladded. This will

ensure that the highest part quality will be maintained (from a

metallurgical standpoint).

Operator Safety

Safety of the operator and the cladding equipment were major

considerations in the development and design of the cladding

cell. A specially designed fume exhaust system protects the

operator from airborne particles containing Cr, Ni, Cu, and

other harmful elements potentially released during cladding.

The system collects the pollutants in the vicinity of the weld

pool and transfers the gases to the fume filtration system, where

the particles are removed. The vision control system allows the

operator to remotely control the position of the filler metal and

laser head height, thus protecting them from harmful laser radiation. A specially designed lens protection system (Air Knife)

protects the lens of the diode laser from radiation and spatter

from the molten metal. A unique counterbalance system

reduces the load on the slide that supports the laser head and

numerous auxiliary devices, and a collision sensor protects the

laser head from collision with the other parts of the RLC.

SUPPORTING TECHNOLOGIES

Vision Image Control System

Due to the small size of the weld pool in HPDDL cladding, 

the filler metal (wire, strip, or powder) should be accurately

directed into a certain portion of the pool to achieve the highest deposition rate and adequate weld formation. However, in

the case of wire or strip, the filler may drift from a preset 

position due to excessive wear of the guide tip or the variable

size of the filler. As a result, the filler position may need to be

frequently monitored and adjusted by an operator. This need

led to the development of the Laser Vision Image Control

(LVIC) system, which allows the operator to remotely monitor

the process and make adjustments as necessary.

Figure 6. Beam Travel Orientations.

6 The AMPTIAC Quarterly, Volume 8, Number 3

Figure 5. Visualization of Strip Filler Entering Molten Pool (sequence

of images taken from video footage).

Diode Laser Beam

Welding

(Travel)

Direction

Intermediate Beam

Axial Beam

α = 0°

Lateral Beam

α = 90°

α
Visualization: The visualization effort began using wire filler

metal, and has now moved to strip filler metal, as can be seen

in Figure 5. In order to obtain clear images of the strip and the

weld pool, very small cameras are used to transmit images to

the operator. Two cameras (at perpendicular orientations) are

used to provide sufficient visibility of the welding area.

Imaging: The LVIC system was designed to perform real-time

image analysis of the visual images received from the cameras

and subsequently generate the corresponding digital information. LVIC uses multiple cameras to provide information

either to an operator for adjusting the filler metal position

(manual mode) or to an intelligent controller for a real-time

automatic adjustment of the filler position by the feedback

control (automatic mode).

Feedback Control System for Clad Material Placement: The

feedback control system is designed as a part of the laser 

support system. It consists of a motorized cross slide that can

move a wire, strip or powder guide in two perpendicular

directions. The automatic controller is programmed to detect

a faulty condition and to generate the corresponding commands for the servomotor of each slide.

Laser Power Measurement and Calorimetric System (PMCS)

Application of HPDDL lasers requires measurement of the

beam power transferred to the substrate. Quantifying beam

power is required to:

• Calibrate the net power of the beam for the purpose of controlling the cladding process.

• Detect and offset gradual loss of power resulting from the

degradation of the individual diodes in the laser head.

• Determine thermal efficiency of the laser beam.

• Determine power degradation that may occur during prolonged cladding operations.

However, due to the novelty and unusual shape of the

HPDDL beam, commercially available devices and methods of

laser power measurements cannot be used. Therefore, a special

automatic measurement and calorimetric system for the diode

laser was developed. It was designed to be remotely controlled

from the laser lab control room. The system is capable of measuring the input power of diode laser beams as well as other

types of laser systems. Although the PMCS is designed mainly

for measuring the amount of energy transferred from the 

stationary diode laser beam to a substrate, it can also measure

the energy lost through beam reflection, radiation, and convection. This is made possible by the incorporation of multiple

calorimeters in the PMCS design.

Design and Principles of the PMCS: The main PMCS 

calorimeter measures the amount of energy transferred to 

a substrate by the incident beam.[11] It is designed as a 

well-insulated, copper, cylindrical cup covered with a removable-disk substrate. The disk is cooled by running water that

circulates through the system at a constant flow rate and 

pressure created by the pump of a special chiller. The input

temperature of the water is preset, automatically controlled,

and maintained constant by the chiller. The PMCS uses a 

side calorimeter to measure the amount of energy lost due to

reflection, convection, and radiation.

The AMPTIAC Quarterly, Volume 8, Number 3 7

Figure 7. Wire-Beam Orientations.

Intermediate Wire

Axial Wire

β = 0°

Lateral Wire

β = 90°

Figure 8. Wire-Substrate Orientations and Reference Points (R) for Imaging System.

Welding Direction

Welding Direction

Lateral Camera Orientation Axial Camera Orientation

R1

R1

Hw

γ

R2

R2

β
8 The AMPTIAC Quarterly, Volume 8, Number 3

Laser Beam Height Control System 

The power density of the laser affects important characteristics

such as weld size, penetration, and dilution, and depends on

the height of the laser head (or beam) from the substrate.

However, the laser head may drift out of the preset height due

to lack of straightness or distortion of the substrate. As a result,

the height may need to be frequently adjusted by an operator

during cladding.

The Laser Beam Height Control (LBHC) system is designed

to adjust the height of the laser head during cladding if a faulty

condition occurs. Based on the triangulation principle, the 

system measures head height at a single point using a laser

diode emitting green light and a line scan camera as a sensor.

This information is available to the operator for adjusting the

height of the laser head in manual mode or to an intelligent

controller for a real-time adjustment by the feedback control

system in automatic mode. The automatic controller is programmed to detect faulty conditions and generate the 

corresponding commands for the servomotor, which controls

the vertical positioning.

DEVELOPMENT OF TECHNIQUES AND PROCEDURES FOR

DIODE LASER CLADDING

In comparison with a Nd:YAG laser, the application of wire 

for HPDDL cladding presents certain difficulties because of

numerous variables. Most important of these variables are beam

orientation relative to the travel direction, wire orientation 

relative to the beam (in the horizontal plane), wire orientation 

relative to the substrate, beam power, wire speed, travel speed,

and wire diameter.

Laser Beam-to-Travel Direction Orientation

The inverted pyramid-shaped diode laser beam incident on 

the substrate forms a 12 mm × 0.5 mm laser line when the

beam is at its focus (i.e. at its focal length of 94 mm). The 

linear shape of the diode laser spot introduces a new welding

variable not known in other laser processes: a beam orientation

relative to the travel direction that is defined by beam angle (α),

as shown in Figure 6.

It was found that angle α may affect the width and penetration of the fused zone formed by the laser beam on the surface

of the substrate. At the same wire speed and travel speed, if the

beam is in line with the travel direction (axial beam orientation,

α = 0), the width is at a minimum and the penetration is at a

maximum. If the beam is perpendicular to the travel direction

(lateral beam orientation, α = 90°), the width is maximal and

penetration is minimal. Intermediate wire orientations (0° < α

< 90°) produce results between the extremes.

Thus, by turning the beam relative to the travel direction, 

it becomes possible to control the width of the deposit, penetration, and consequently dilution of the filler metal by 

intermixing molten material from the substrate. The design of

the laser support system provides the capability for easily

adjusting the beam angle. Research continues to determine 

the optimal beam angle for cost-effective cladding.

Wire-to-Beam Orientation

The wire-to-beam orientation is defined by wire angle (β)

between the beam and the projection of the wire on the 

horizontal plane as shown in Figure 7.

It was determined that wire angle, β, may affect the shape

and the dimensions of the deposit. At the same wire speed, if

the wire is in line with the beam (axial wire orientation, β= 0),

the deposit width is maximal. The deposit width is minimal if

the wire orientation is lateral (β= 90°). In fact, the axial wire

orientation allows the wire speed (and consequently deposition

rate) to be doubled in comparison with the lateral orientation

due to more efficient power utilization, thus considerably

increasing the height and cross-section of the deposit. Since

achieving the highest possible deposition rate was one of the

objectives, the experiments using the lateral wire orientation

were abandoned, and most of the experiments were conducted

using the axial wire orientation.

Wire-to-Substrate Orientation 

This orientation is defined by two parameters: the wire entry

angle (γ) and the height at which the wire tip enters the pool

(Hw) as shown in Figure 8. Both parameters were found to

affect the deposition rate and stability of the deposition process,

and thus, the weld appearance.

The wire entry angle γ is the inclination of the wire to 

the substrate in the vertical plane. It was found that keeping

this angle as small as possible (5-10°) allows a longer interaction

between the wire and the melt pool and, thus, a higher deposition rate is achieved. 

Deposition Rate 

The deposition rate is the amount of filler metal deposited per

unit time. It was found that the HPDDL allows more metal to

be deposited when compared to the Nd:YAG laser previously

Figure 9. Cladding Results Using RLC with Strip Feeder.
The AMPTIAC Quarterly, Volume 8, Number 3 9

used by the Navy. To date, cladding using a 4kW HPDDL with

filler wire has achieved a deposition rate of 0.79 kg/hr. This is

a 30% improvement over the baseline rate of 0.60 kg/hr

obtained using the 2kW Nd:YAG laser system. However, when

considering the deposition efficiency (deposition rate per 1kW

of supplied power), the HPDDL deposition techniques

explored so far achieve only 66% of deposition efficiency of the

Nd:YAG laser, thus further improvement is needed.

CURRENT STATUS OF THE LASER CLADDING SYSTEM

Although some minor modifications are being made to the

cell, the RLC design and fabrication is complete, with tests

having already begun on refurbishing sample parts. To date,

the RLC has been successful in cladding flat disks, grooved

channel rings, smooth shafts, and a grooved shaft (Figure 9).

These parts are currently being evaluated using metallurgical

and NDE analyses.

Preliminary results indicate that the cladding

would be acceptable 

by current Navy standards. Figure 10 shows

a cross section of the

channel ring with

groove. Analysis of this

sample indicated the

heat-affected zone*

around the weld was

very small, and that

there was a minimal amount of dilution (<2%)‡. In all cases

the cladding is applied to such an extent that excess material

can be machined off and the part returned to original design

tolerances.

SUMMARY

Refurbishment of costly or complicated parts is a method that

has been employed by maintenance activities for some time.

Unfortunately, most of these methods were either quite slow, as

was the case for the Nd:YAG laser cladding systems that were

utilized at Puget Sound Naval Shipyard’s Intermediate

Maintenance Facility, or the techniques induced so much heat

into parts that they experienced significant thermal distortion.

Alion’s sophisticated, robotic laser cladding system represents a

major advance in the application of automation and technology. The Navy has already saved millions of dollars annually

using a manual cladding system using a Nd:YAG laser. The

automated, high power direct diode laser cladding process will

not only realize savings over and above its manual counterpart,

but will also turn out refurbished parts with new levels of

repeatability and markedly higher standards of quality.

ACKNOWLEDGEMENT

The authors gratefully acknowledge Alan Swiglo, Alexei

Yelistratov, Robert Wojtas, Ali Manesh, and Chris Meyer for

their participation in the LVP program. Special thanks go to

Jim Herbstritt, Meljay Herbstritt and Rick Olsen, all of

PSNS/IMF for helping the authors understand the Navy

requirements and developing the plan of the LVP program; and

Dr. Phillip Abraham (Office of Naval Research Logistics

Program) who provided the inspiration and management of

this work; as well as Dr. Lawrence Kabacoff, of the Office 

of Naval Research, who is currently providing management

guidance.

NOTES & REFERENCES

† The temperature in a multi-run weld and adjacent parent

material immediately prior to the application of the next run.

It is normally expressed as a maximum temperature.

* The portion of the base metal near the weld that receives 

sufficient heat to alter (but not melt) its internal crystalline

structure. The resultant change in structure can significantly

alter local properties of the base metal.

‡ Frequently in welding applications, the alloying elements of

either the weld material or the base material diffuse or migrate

towards the other, thus reducing their original concentration in

solid solution.

[1] V.Y. Malin, Integrated Automatic Welding System for

Fabrication of Impeller Assemblies. The Welding Innovation

Quarterly, Publication of the J.F. Lincoln Arc Welding

Foundation, July 1984; pp. 16-21

[2] V.Y. Malin, Pump Impellers Made Automatically. Welding

Design and Fabrication, November, 1984; pp. 53-55

[3] V. Malin, Designer’s Guide to Effective Welding

Automation - Part I: Analysis of Welding Operations as Objects

for Automation. Welding Journal, Volume 64, November,

1985; pp. 12-26 

[4] V. Malin, Designer’s Guide to Effective Welding

Automation - Part II: Flexibility and Economics. Welding

Journal, Volume 65: June 1986; pp. 43-52

[5] V. Malin, Problems in Design of Integrated Welding

Automation - Part I: Analysis of Welding Related Operations as

Objects for Welding Automation. Welding Journal, Volume 65:

November, 1986; pp. 53-60

[6] V. Malin, Problems in Design of Integrated Welding

Automation - Part II: Integrated Welding Automation.

Welding Journal, Volume 66: January, 1987; pp. 36-43

[7] V. Malin, A New Approach to Definition and Classification

of Welding Automation. Proceedings of the 2nd International

Conference on Developments in Automated and Robotic Welding,

Paper 31, pp.17-19, London, The Welding Institute, Abington,

U.K., November 1987

[8] V. Malin, The Welding Aspects of Automation (Editorial).

Welding Journal, Volume 67: February, 1988; p. 17

[9] V. Malin, Programming and Control of Welding Processes.

Monograph published by the Welding Research Council, New

York, WRC, Bulletin 355, July 1990

[10] V. Malin, Welding Improves Fabrication of Aluminum

Roadway Panels. Welding Journal, Volume 73: May, 1994; pp.

43-51

[11] V. Malin, F. Sciammarella, Calorimetric System for

Measurement of Net Power in Laser and Arc Welding and

Cladding. Proceedings of the 23rd International Congress on

Applications of Lasers and Electro-Optics 2004, San Francisco,

October 2004

Figure 10. Cross Section of Groove Filled

with Inconel 625 Strip (right side, Figure 9).
10 The AMPTIAC Quarterly, Volume 8, Number 3

The Mil Handbook-17 Ceramic Matrix Composite (CMC)

committee held a 2-day working conference in Norwalk, CA

on May 19 and 20, 2004. The purpose of

the meeting was to review progress on the

CMC Handbook, develop near-term action

items, and update the community on CMC

technology. The Goodrich Corporation’s

High Temperature Composites Division in

Santa Fe Springs was the meeting’s corporate

sponsor. Prior to the start of the meeting,

Goodrich gave a tour of their CMC production facility to the thirty participants from

industry, government, and academia.

The meeting was organized into two 

sections: technology and working groups.

During the technology section, speakers provided detailed

reviews of design and testing issues for CMCs in spacecraft

applications and land-based turbines. The presenters were:

• Bob DiChiara - The Boeing Company

• Paul Matheny - Florida Turbine Technology

• Wayne Steffier - Hypertherm High Temperature Composites

In the working group sections, representatives from engine

companies, CMC producers, engineering design shops, government agencies, and academia reviewed progress in the four 

sections of the CMC handbook (design & analysis, testing,

material property data, and materials/processing). A detailed

list of action items were developed in technical writing and

review, data organization and collection, resource development,

and publicity. The next Mil-17 CMC meeting is scheduled to

be held the week of 21 February 2005 in San Diego. More

detailed information on this meeting will be available on the

Mil-17 website in November.

The CMC handbook is the fifth volume

of a six-volume set of handbooks, which

comprise Mil-17, The Composite Materials

Handbook. Mil-17 provides information

and guidance necessary to design and fabricate end items from composite materials. Its

primary purpose is the standardization of

engineering data development methodologies related to testing, data reduction, and

data reporting of property data for current

and emerging composite materials.

For more information about Mil Handbook-17, please visit the Mil Handbook-17

website at http://www.mil17.org, or you can contact one of the

following personnel:

Dr. George Y. Richardson

CMC Coordination Group Co-Chair

NAVAIR

Bldg. 2188, MS 05

48066 Shaw Road, Patuxent River, MD 20670-5304

Tel: 301-342-8047 Fax: 301-342-8044

Email: george.richardson@navy.mil

Dr. Stephen T. Gonczy

Gateway Materials Technology

221 S. Emerson, Mt. Prospect, IL 60056

Tel: 847-870-1621 Fax: 847-870-1624

Email: gatewaymt@aol.com 

Mil Handbook 17 Holds Meeting on CMC Design, Testing, and Data

NAMIS Update: The Tri-Service Corrosion Conference

AMPTIAC is pleased to announce the addition of a new module to the National Materials

Information System (NAMIS): the Tri-Service Corrosion Conference.

Initiated by the Air Force in 1967, the conference is held biennially by one of the services in 

an alternating fashion. The purpose of the Conference is to have an open exchange of the latest

corrosion issues relevant to military systems; and to promote interaction among corrosion technologists and program managers in the military services, the defense contractor base, suppliers, and academia. Moreover, 

these conferences provide increased visibility of DOD corrosion prevention and control efforts and promote novel and

innovative solutions to corrosion problems.

This exchange of information encourages cooperative efforts which will aid in the development of integrated corrosion

prevention and control technologies. Furthermore, these conferences provide DOD the benefit of feedback, assessments,

and recommendations from recognized experts in the corrosion field. The overall goal of these interactions between DOD,

private industry, academia, and other Government agencies is to reduce life cycle costs through advances in corrosion

control and prevention.

AMPTIAC would like to thank the following individuals for their help in locating and obtaining copies of selected

proceedings that were used to develop the electronic reports accessible through NAMIS.

• Mr. Fred H. Meyer, Air Force Research Laboratory, Materials and Manufacturing Directorate (AFRL/ML), retired.

• Dr. Airan J. Perez, Office of Naval Research (ONR).

• Dr. Vinod S. Agarwala, Naval Air Systems Command (NAVAIR).

• Dr. Ralph Adler, Army Research Laboratory – Weapons & Materials Research Directorate (ARL-WMRD).

Like other NAMIS conference modules, users can access the proceedings of any conference year, and through our

user-friendly search functions, can retrieve documents of interest. All documents are in PDF format and are fully 

text-searchable. This data module can be found at http://namis.alionscience.com, under the Conferences/ 

Workshops section. To subscribe to NAMIS, please contact our Product Manager, Ms. Gina Nash, at 

gnash@alionscience.com, or by phone at (315) 339-7080.
The AMPTIAC Quarterly, Volume 8, Number 3 11

INTRODUCTION

Integrated vehicle health monitoring (IVHM) is a rapidly growing field.

Although health monitoring is not a new concept, recent advancements

in sensors and sensing technologies (along with the drive to decrease

maintenance costs, increase life, and vehicle safety) have brought about

a renewed interest in the field of IVHM.

IVHM is the collection and analysis of data concerning operating

parameters and damage information of vehicles in real-time. In the past,

global monitoring strategies of vehicle systems were implemented; where

the real-time operating parameters were recorded and compared to both

test and field data to assess potential damage and required maintenance

of vehicle components. Continuous operational monitoring helps manage the frequency and extent of maintenance procedures for various

components within a vehicle. This approach is known as condition-based

maintenance (CBM). The incorporation of localized inspection methods,

also in real-time, adds the ability to pinpoint damage in vehicles; reducing or perhaps even eliminating the need for lengthy periodic inspections

covering large areas of a vehicle. 

The successful use of IVHM depends on a network of sensing technologies, local preprocessors, a central processing unit, and logistics and

maintenance personnel (Figure 1). The limiting factor of IVHM systems

is the array of sensing technologies. Sensors must be small, lightweight,

easily networked to an onboard preprocessing unit, capable of withstanding the vehicle’s operating conditions and environment, insusceptible to

or protected from electromagnetic interference, require low power input

(for active technologies) and be both reliable and accurate.[1] This 

article will focus on the sensors and sensing technologies in use and

under development for IVHM systems, with an introduction to some 

of the technologies. It is intended to be introductory to the field of 

IVHM and by no means covers the entire gamut of sensors and 

sensing technologies available or under research and development.

OPERATIONAL MONITORING

Operational monitoring methods in real-time have been around for

decades. These methods are used for IVHM, and can also be used 

for autonomous control of vehicles. The technologies implemented for

operational monitoring detect vibration, strain, temperature, corrosivity, and wear. Vibration monitoring via accelerometers can be used to

assess the condition of rotating machinery. All rotating components

vibrate and the extent of vibration can help assess a component’s health

and efficiency. For drive shafts, excessive vibration usually indicates 

poor alignment. This can lead to overstressing of components and 

subsequently to fatigue damage. 

Mechanical loading can be measured through the use of strain gages

or fiber optic sensors. These sensors provide information on the amount

and location of applied stresses over a component or structure, such as an

aircraft wing. Temperature is measured using thermocouples or fiber

optics, providing information on engines and aerodynamic surfaces.

Temperature profiles can be obtained using infrared cameras. This technology is used to evaluate the efficiency of heat transfer components,

such as the thermal protection systems of a spacecraft. Environmental

composition and corrosivity monitoring are used to assess the level of

degradation in components and structures. Technologies include chemical sensors for gas and ion detection, humidity sensors, pH sensors, and

electrochemical corrosion sensors. Lubrication monitoring methods are

Material EASE

Sensors and Sensing Technologies for Integrated Vehicle Health Monitoring Systems

Richard A. Lane

AMPTIAC

Rome, NY

27AMPTIAC

Figure 1. IVHM System[1,2].

Sensor 

Local Preprocessors

Detailed Load

Database

Central

Processor

Analysis

Algorithms

Logistics and

Maintenance

Personnel

Structural

Health Status

Squadron &

Fleet Statistics

Raw Sensor Data

Loads and Environment 

Usage, Loads, and Detected Damage
used to detect changes in viscosity or the presence of particulate contaminants. Detecting and addressing contamination and viscosity breakdown

early on can preclude component wear. 

DAMAGE DETECTION

Damage detection methodologies employ fiber optics as well as some

nondestructive inspection technologies, all of which can be incorporated

into IVHM systems. These include acoustic emission, ultrasonics, eddy

current inspection, and thermography. An acoustic emission (AE) is the

formation of an energy wave from a crack or delamination event.

Piezoelectric materials and fiber optic sensors are used to detect acoustic

emission waveforms. Arrays of sensors can pinpoint the source of the

wave/damage event. Piezoelectric materials can also be used to produce

acousto-ultrasonic (AU) signals (Lamb waves), which are detected by

other piezoelectric sensors. In this manner, arrays of sensors are used 

to locate damage such as cracks, delaminations, and corrosion. Eddy

current devices are used to detect defects and can also measure material

thicknesses. Thermography, using infrared cameras, is used to detect

leaks in propulsion components. 

NOTABLE TECHNOLOGIES

Fiber Optics

Fiber optic sensors can be tailored to measure strain, temperature, and

pressure.[1] They are most widely used for measuring strain and temperature, but additional applications are under development. Fiber optic

sensors are active systems requiring a light source such as a laser, light

emitting diode, or incandescent light. A Bragg grating* within the fiber

core provides the sensing apparatus to measure changes to the light signal. The fiber core of refractive index, n1, is surrounded by a cladding

material with an index, n2, slightly less than n1. This causes a majority of

the light to be reflected at this surface and remain in the core. A series of

gratings within the core are equally spaced, with period ΛΒ. Only light

having a particular wavelength will be reflected back towards the light

source. An applied stress on the fiber moves the Bragg grating producing

a shift in the reflected wavelength as represented in Figure 2. The 

orientation of strain can be determined by using an elliptical core as seen

in Figure 3. The degree of wavelength shift relates linearly to the amount

of applied strain, as do wavelength shifts from temperature changes. 

Fiber optic sensors can also be used for bondline integrity, acoustic

emission, and corrosion monitoring, see Figure 4. Fiber optic sensors

have several advantages: they are highly sensitive, may be surface

mounted or embedded, and are insusceptible to electromagnetic interference. Multiple Bragg grating sensing systems, known as multiplexing,

can be incorporated into a single fiber. They are lightweight and can be

used in a number of component geometries. Fibers must be handled

carefully due to their brittleness. Embedding them into components 

significantly complicates manufacturing and repair practices without

any real performance increase over surface mounted systems.

Commercial fiber optic sensors are currently available with research 

continuing into higher sensitivity sensors.

Piezoelectric Materials

Piezoelectric materials can be used for IVHM in a couple of different

ways. First of all, piezoelectric materials have the ability to convert a

mechanical stress into an electrical signal (i.e. a sensor), or convert an

electric pulse into a mechanical strain (i.e. an actuator). Piezoelectric

12 The AMPTIAC Quarterly, Volume 8, Number 3

Material EASE

Figure 2. Wavelength Shift in a Strained Fiber[1].

Figure 3. Fiber Optic Sensing of Axial and Transverse Strains[1].

Figure 4. Fiber Optic IVHM Concepts[1].

Reflected

Signal

Bragg Grating Cladding

Fiber

Core

λ

ΛΒ

Reflected

Signal

Unstrained Fiber

Strained Fiber

λ + ∆λ

Elliptical Core

Optical Fiber

n1

λ1 = 2∆Βn1

λ2 = 2∆Βn2

λ = (nco - ncl)ΛLPG

λ Wavelength

nco Reflective index, core

ncl Refractive index, cladding

ΛLPG Bragg Grating Period for 

Long Period Grating

λ

λ is wavelength

∆Β is the Bragg grating period

n is reflective index

n2

Wavelength Shift Due to Axial Strain

Peak to Peak Separation Due to Tranverse Strain

Increasing Axial Strain

Increasing Transverse Strain

Bondline Integrity Monitoring

Corrosion Monitoring

Acoustic Emission Monitoring

Lap Joint Bonded Structure

Long Period Grating

Affinity Coating

Cladding

Stress

Core

Stress

Aircraft Skin

Fiber Optic Support Structure

Sensor

Optical Fiber

Ultrasound

Wave

Bragg

Grating

Adhesive
The AMPTIAC Quarterly, Volume 8, Number 3 13

sensors can detect energies emanating from impact events and defect

generation, including crack formation and delamination. In this 

manner, arrays of sensors are used to monitor or detect such events. 

Each event has a particular energy signal associated with it, and 

through extensive testing and field monitoring, real-time events can 

be identified. There is always a certain amount of background noise 

(AE from non-defect events), so significant experience and expertise 

is required to accurately diagnose the source.

Arrays of sensors also allow a pinpoint determination of an energy

source’s location. Sensors have been able to detect cracks 0.005 inches 

in length from a distance of six inches on flat plate samples.[3] Sensors

can be placed farther apart for more realistic crack sizes. The problem

with this sensing method is that although crack and delaminations are

readily detected, the exact size of the defect cannot be well-determined 

in the field. Crack and delamination lengths are critical parameters in

determining maintenance of components. Piezoelectric sensors are 

passive devices requiring no energy input, which is also the case with

fiber optics. They may be used on metals or composites, and may be 

surface mounted (patches) or embedded.

A second potential use for piezoelectrics is active defect detection.

This method is currently under research and development, particularly

for use with composite materials. Here, an electric pulse is sent to a piezoelectric actuator which produces Lamb waves within a structure.[4] An

array of piezoelectric sensors will pick up the resultant Lamb waves for

processing. If a defect such as a crack, delamination, or corrosion exists

within the array

of sensors, a

change in the

signal results,

which is distinct

from the original non-defect

component.

These systems

are calibrated 

by recording the

signals in a

structure before

it is placed in service. The sensors

will be able to locate the position

of the defect within the structure,

and in this case, the defect size

can be determined from the

degree of signal change. Figure 5

depicts these two methods of

using piezoelectric materials.

Eddy Current

Eddy current inspection can be

used to detect material defects and

also thicknesses of materials. The

principle involves producing a secondary magnetic field in a material

below an induced primary magnetic field on the material’s surface.[5]

The secondary magnetic field is characteristic of the material, both in

terms of its thickness and defects. It is measured/recorded using an oscilloscope or galvanometer. This method is only effective on conductive

materials and can detect cracks, corrosion, heat-effected areas, and

thicknesses. Eddy current monitoring is limited to the area directly below

the device. It may be used for large-scale inspection with the use of a

mobile hand held device. But for real-time monitoring, small devices

have been produced to look at specific areas of interest. These devices are

currently under development for real-time aircraft monitoring and are

designed to be placed in key areas (such as the device in Figure 6) to look

primarily for fatigue cracks around fasteners.

Thermography

Thermography is a nondestructive inspection method that detects heat

signatures via infrared imaging and uses this heat signature to detect

leaks, cracks, debonding, corrosion, poor electrical wiring and contacts,

and to assess overall thermal profiles. Thermography is most often used

for IVHM in the form of leak detection in propulsion systems. Figure 7

shows the heat signature of a hydraulic valve before and after 

tightening the bolts. 

A DVANCED M A TERIALS AND P ROCESSES T ECHNOLOGY AMPTIAC

Figure 5. Passive and Active Piezoelectric Defect Detection Techniques[4].

A) Before Tightening Bolts B) After Tightening Bolts 

Figure 7. Heat Signature of a Hydraulic Valve[7].

a) AE Defect Detection b) AU Defect Detection

AE Waves Lamb Waves

Sensor

Actuator

Figure 6. Eddy Current Sensor[6].

Surface Mountable on Aircraft
14 The AMPTIAC Quarterly, Volume 8, Number 3

Oil Analysis

A high majority of gear and bearing systems failures are the result of

wear and degradation due to solid particle contaminants within the

lubricant. Analysis of a lubricant typically is performed after its removal

and subsequent replacement with fresh lubricant. A sample of the used

lubricant (or a sample of particles collected in a filtration unit) is

examined for content, particulate size and mass. Clearly, the ability to

analyze particulates in real-time can have benefits as to when to perform lubricant change out, and thus prevent damage to moving parts.

The strategies developed to evaluate lubricants have been largely based

upon the collection of particulates from the lubricant using magnetic 

collectors.[8] One such device uses an electrical circuit with a gap serving

as a switch. When the gap is filled with particulates, collected by the 

magnetic field, an electrical signal is produced. An alternative approach is

to measure the cumulative mass of collected particles. This technique is

based upon a shift that occurs in the oscillation of an alternating current

due to the mass of collected particles. Another device capable of measuring

particle mass (and indirectly computing particle size) is an alternating

field generated by a coil around the lubricant line. The advantage of this

technique is that no interruption of the lubricant flow occurs and both 

ferromagnetic and non-ferromagnetic particles can be detected.

The difference in methods discussed here lies in the relation of 

component wear to either a critical particle size or the overall mass of

particles. The prognosis of component wear from collected data is still

questionable. There is a need for continued testing to more accurately

relate component wear to the particulates and other contributing factors. 

Material EASE

Figure 9. JSF Engine Health Monitoring Technologies[11].

AFD: Acoustic FOD (foreign object damage) Detector OCM: Oil Condition Monitor

BVM8X: Blade Vibration Meter ODM: Oil Debris Monitor

EBM: Electrostatic Bearing Monitor PZT: Lead Zirconate Titanate (Pb(Zr1-xTix)O3) Piezoelectric Sensor

ECS: Eddy Current Blade Sensor RLI: Robust Laser Interferometer

EDMS: Engine Distress Monitoring System SWAN: Stress Wave Analysis

EODM: Electrostatic Oil Debris Monitor VIBES Vibration Energy Scavenging

IDMS: Ingested Debris Monitoring System

Figure 8. MEMs Sensor for IVHM[10].

Overhead View

Side View

Continuous

Sensor Tape

Strain LPR Humidity Gage

Protective Polymer

Flexible Metal 

Conductor

Polymer Carrier

FAN 1ST ROTOR

TIP/TE CRACKS

(ECS,BVM8X,AFD,IDMS,

EDMS,VIBES,RLI,SWAN)

FOD/DOD

(AFD,IDMS,EDMS,ECS,

VIBES,RLI,SWAN)

OVERFLOWING

/BLOCKED

FUEL NOZZLE

(EDMS,VIBES,RLI,SWAN)

LPT BLADE RUB

(EDMS,VIBES,RLI,SWAN)

HOT SHUTDOWN &

BOWER ROTOR

START ATTEMPT

(EDMS,VIBES,RLI,SWAN) COMBUSTOR/HPT

EROSION

(EDMS)

VAPOR PHASE

COKING

(OCM,EODM,EBM)

BULK OIL 

DEGRADATION

(OCM,EODM,EBM)

#1 BEARING FAILURE

(ODM,EODM,EBM,VIBES,

RLI,SWAM)

#1 CARBON SEAL 

FAILURE/CONTAMINATION

(ODM,EODM,OCM,EBM,

VIBES,RLI,SWAM)

#5 BEARING ASSEMBLY

FAILURE

(ODM,EODM,EBM,VIBES,RLI,S

WAM)

BULK OIL CONTAMINATION

(OCM,EODM,EBM,EBM,ODM) #1 COMPARTMENT FIRE

(OCM,EODM,EBM)

GEARBOX

FAILURE

(VIBES,RLI,SWAM)

NOZZLE STATIC

STRUCTURE FAILURE

(PZT)

AUGMENTOR 

GUTTER FAILURE

(EDMS)

AUGMENTOR FUEL

DISTRIBUTION

VARIATION

(EDMS)

purple – Primary Sensor

green – Secondary Sensor
The AMPTIAC Quarterly, Volume 8, Number 3 15

Corrosion Sensors

Most corrosion sensors are based upon measuring some aspect of the

electrochemical corrosion reaction. Covering them all is beyond the

scope of this article and therefore only one sensor type will be introduced

here. Linear polarization resistance (LPR) sensors measure a solution’s

electrical conductivity, which is indicative of its corrosion reaction

rate.[5] Their use is well-established for monitoring aluminum alloy

corrosion in sodium chloride (NaCl) environments. Their small size

allows placement beneath coatings and incorporation into MEMs

devices. Humidity and pH sensors similarly measure an electrical 

property such as capacitance or resistance using materials that are

electrically sensitive to moisture or pH level. 

MEMs Devices

Microelectromechanical devices (MEMs) incorporate an existing 

sensing technology, or multiple technologies into one device. Sensing

technologies that have or are being transitioned to MEMs devices

include strain gages, accelerometers, temperature sensors, humidity

sensors, and corrosion sensors. Figure 8 depicts such a device. In 

addition, wireless MEMs devices using radio frequency communications have been implemented. Such devices typically use a radio 

frequency identification chip (RFID) which is activated through a local

processing unit.[9] The RFID chip responds to the processing unit 

with a signal identifying the sensor as well as information from 

the sensing mechanisms. One downfall of MEMs devices is their 

susceptibility to electromagnetic interference.

Prognostics and Health Management 

for the Joint Strike Fighter 

One example of IVHM integration into a military platform is the Joint

Strike Fighter (JSF). A prognostics and health management (PHM) 

program is being designed into the aircraft, covering numerous components and structures. The health monitoring and management system

tracks airframe structures, engine, electronics, mission systems, and 

various components including hydraulics, drive shafts, fuel and electric

power systems.

The engine itself will utilize several sensing technologies that 

monitor and detect damage. These systems are crucial for safety as the

JSF is a single engine aircraft. Figure 9 depicts the various technologies

that may be incorporated into the JSF engine. The IDMS and EDMS

monitor the debris present in the engine inlet and exhaust by measuring the electrostatic charge of the debris. The EODM and EBM use the

same principle to monitor particles in the oil and bearing systems

respectively. The laser interferometer monitors dimensional changes of

components. The remaining sensing technologies are based upon the

techniques and sensors covered previously in this article.

SUMMARY

Integrated vehicle health monitoring is a rapidly growing field 

dependent on the improvement and development of sensing technologies. The implication of employing an IVHM method that includes 

continuous operational monitoring and damage detection technologies is monumental. It enables less reliance on statistical based 

scheduled maintenance, and moves to a condition based maintenance

approach which can substantially reduce ownership costs. The major

problems with current IVHM systems are the accuracy of prognosis 

from collected data and the distribution of sensors on a vehicle with

minimal impact to the vehicle’s operation, maintenance, and repair.

There are numerous sensing devices (in addition to the ones covered

here), with new technologies emerging which will help to surmount

these technical challenges and ensure their place in the design and

manufacture of high-performance systems. 

NOTES & REFERENCES

*A Bragg Grating is an optical waveguide with series of periodic 

(or aperiodic) perturbations in the refractive index of the wave guide

material. Each individual perturbation or grating can reflect a 

predetermined portion of the total spectrum of transmitted wavelengths

incident to the grating, while allowing the remainder to pass through

to successive gratings, which perform similarly with the remaining

wavelengths. These series of reflected signals produce a characteristic

signature for each measured phenomenon.

[1] I Perez, Fiber Sensors for Aircraft Monitoring, Naval Air Warfare

Center Aircraft Division, 1999. DTIC Doc: AD-A375814

[2] C.B. Van Way, J.N. Kudva, J.N. Schoess, M.L. Ziegler, and J.M. Alper,

Aircraft Structural Health Monitoring System Development –

Overview of the Air Force/Navy Smart Metallic Structures, Smart

Structures and Materials, Editor I. Chopra, SPIE, Vol. 2443, 1995.

[3] C. Marantidis, J.D. Gentry, and J.N. Kudva, Sensor and Sensing

Technologies fro Structural Health Monitoring of Aircraft, Smart

Structures and Materials, Eds. N.W. Hagood and G.J. Knowles, SPIE, Vol.

1917, 1993

[4] G. Mook, J. Pohl, F. Michel, and T. Benziger, From Non-Destructive

Inspection to Health Monitoring of Smart CFRP Composites, 8th

ECNDT Conf., Barcelona, 2002

[5] NDE Handbook, Edited by K.G. Bøving, Butterworths, 1989

[6] www.navysbir.brtrc.com/SuccessStories/jentek.jpg

[7] J. Figg, Troubleshooting Aircraft Systems with Infrared Thermography, Mech Magazine, Naval Safety Center, Winter 2003-2004. pp. 26-

29. (http://www.safetycenter.navy.mil/media/mech/issues/winter03/pdf/

troubleshooting%20sys tems.pdf)

[8] S. Conte and F. Tortarolo, Oil Debris Monitoring as a Technique for

Engine Health Monitoring and Condition-Based Maintenance, CBM

Conf., 2002. (http://www.arofe.army.mil/Conferences/CBM_Abstract/

papers/Conte_FiatAvio.pdf)

[9] D.G. Watters, P. Jayaweera, A.J. Bahr, and D.L. Heustis, Design and

Performance of Wireless Sensors for Structural Health Monitoring,

unknown source. (http://www.dot.ca.gov/research/maintenance/docs/

qnde.pdf)

[10] http://www.darpa.mil/dso/thrust/matdev/prognosis_pdf/analath

on_1.pdf

[11] A. Hess, The Joint Strike Fighter (JSF) Prognostics and Health

Management, JSF Program Office Presentation, http://www.dtic.mil/

ndia/2001systems/hess.pdf

A DVANCED M A TERIALS AND P ROCESSES T ECHNOLOGY AMPTIAC
16 The AMPTIAC Quarterly, Volume 8, Number 3

Roger D. Griswold of Enon, Ohio,

passed away on Thursday, August 12,

2004. He was 57 years old. Roger 

devoted over three decades of his life in

helping to maintain the security of our

country. Most recently he was the 

Chief of the Systems Support Division

of the Air Force Research Laboratory’s

Materials and Manufacturing Directorate (AFRL/ MLS) at Wright Patterson Air Force Base. During

his tenure at MLS, Roger worked to obtain additional external

funding, which improved support to the operational fleet in corrosion prevention and control, nondestructive inspection,

advanced composite materials, and coatings. As Chief of MLS,

he supported many initiatives, including the Aircraft Structural

Integrity Program (ASIP). He served as a key member of the

USAF ASIP Conference Steering Committee and played a major

role in helping organize and conduct the very important annual

ASIP Conference. Most recently, he also assisted the Defense

Science Board’s Corrosion Task Force as it considered solutions

to the corrosion problems facing the DOD. 

Roger began his government career by joining the United

States Navy. Upon completion of a six-year enlistment in the

Nuclear Powered Submarine Service, he enrolled at Wright State

University and graduated in 1977 with a BS degree in Materials

Science and Engineering. He joined the Air Force Materials

Laboratory (the predecessor to AFRL/ML) Metals and Ceramics

Division in 1975 as a Co-op student in the Nondestructive

Evaluation (NDE) Branch, and upon graduation became a fulltime employee of the Branch. Roger held many positions during

his career, and we will highlight a few to illustrate his contributions. Perhaps his most important accomplishment relates

to how he enabled, inspired, and supported his coworkers to 

perform at their very best.

One of the most demanding positions Roger held at

AFRL/ML was as the Plans Group Leader in the Integration and

Operations Division, where he helped plan and advocate the

entire ML program and budget. Roger was instrumental in helping develop ML’s first-ever Technical Area Plan (TAP), a new Air

Force Systems Command (AFSC) process used to describe the

lab’s technical program based upon the President’s budget

request. ML’s TAP was so well received that it became the model

for AFSC’s entire science and technology program. Roger was

awarded the Directorate’s 1991 Russell S. Lyle Support Person of

the Year Award because of the initiative he displayed by helping

develop this new process. 

Roger then moved on to the Nonmetallic Materials Division’s

Structural Materials Branch (AFRL/MLBC) where he became

the Technical Area Manager for the Non-Metallic Structural

Materials Group and later went on to become Branch Chief.

MLBC had been examining thermoplastic composites for space

applications, but the use of these materials presented many challenges. Trusting his staff’s recommendations, Roger embraced the

idea of developing graphite/cyanate ester composites, and he

worked to attain the resources needed to advance this new class

of composites. Industry has since adopted cyanate ester composites as the material of choice for many satellite structures. Roger

also enabled the development of other space-related technologies,

including composites for thermal management applications.

Under his leadership, AFRL/MLBC’s composites for space 

program grew significantly.

Roger made certain his people were recognized for their hard

work, as demonstrated by the fact that many of them have won

Directorate awards. In 1994, Roger nominated a team of his

coworkers, along with representatives from the former

Sacramento Air Logistics Center, for the Air Force Materiel

Command’s inaugural Lt. General Thomas R. Ferguson Award

for Excellence in Technology Transition, which they won. 

The 1994 award was for the transition of the ML-developed

high-temperature polymer composite resin (AFR700B) 

technology onto the trailing edges of the F-117A wings.

In his next position, Roger served as the Deputy Division

Chief for the Nonmetallic Materials Division (AFRL/MLB).

During his time in MLB, the business aspects of the research 

program took on new prominence. Roger helped establish many

improved processes for R&D budgeting and subsequent technology transfer/transition opportunities. As might be expected, he

had a people-oriented vision for morale and team-building activities. He initiated off-duty social “outings” that helped to build

camaraderie within and between divisions. Following his time in

MLB, he became the Chief of the Systems Support Division.

Roger showed the same enthusiasm towards his off-duty 

pursuits. Over the years he was active in several youth organizations including soccer, baseball, basketball, and scouts. He also

enjoyed fishing, cycling, and golf. He truly led a rich life 

that touched those of us who knew him best. Typical of the 

testimonials we received was that of Mr. Robert Rapson, Chief

of AFRL/MLB: “(Roger) was such a special person that everyone

considered him to be their friend. His career progressed from an

enlisted tour in the nuclear Navy to the top rungs of Air Force

research and development. Everyone who knew him has commented that he never changed as he moved up the leadership ladder. He

was a true gentleman; he cared about others, he took the time to

make you feel special, and was up-front on all of the lab activities

that put people first, whether it was a party or a golf tournament.”

We at AMPTIAC convey our deepest sympathies to the

Griswold family. At the same time though, we celebrate his life

and are grateful for the opportunity to know such a fine man.

His demeanor in all aspects of his life, and the respect he held for

his coworkers should be an inspiration to all who knew him.

In Memoriam: Roger D. Griswold

AMPTIAC Director’s Note: With sadness on news of his death, and appreciation for and celebration of his life’s work, we note the passing of

Roger Griswold. Roger was well known and respected within the DOD materials science community, having had a long and distinguished

career with the Air Force. He was a friend, a supporter, and for many years, one of AMPTIAC’s Associate Contracting Officer’s Technical

Representatives (ACOTRs). Since Roger had touched so many people in our field, we felt it wholly appropriate to inform our readers of his

passing and to highlight the important contributions he made to our community. Like our colleagues at the Air Force Research Laboratory’s

Materials and Manufacturing Directorate (AFRL/ML), we mourn his loss.
The AMPTIAC Quarterly, Volume 8, Number 3 17

Wiring integrity has become a highly visible aging aircraft issue in recent years, both for military and commercial aircraft. This level of

heightened attention can be attributed to two factors: First, military aircraft are flying longer than originally intended. Second, there have

been a recent string of commercial airline mishaps attributed to electrical wiring problems. As the nation’s commercial and military air

fleets are pressed into longer service lives, gaining mastery over the aging phenomena plaguing major systems (aircraft wiring among them)

is paramount.

George A. Slenski

Peter S. Meltzer, Jr. (Anteon Corporation)

Materials and Manufacturing Directorate, Air Force Research Laboratory

Wright-Patterson AFB, OH

INTRODUCTION

Wiring or conductors are, in reality, just one part of an aircraft’s

electrical interconnection system. This “system” also includes

connectors, relays, circuit breakers, power distribution panels,

and generators. Degraded performance of one of these components or combinations thereof, can occur from accumulated

damage. While damage has numerous sources, most are caused

by long-term exposure to the surrounding environment as a

result of chemical, thermal, electrical, and mechanical stresses.

Installation and maintenance practices can also induce stress*.

For legacy (long-term inventory) aircraft, aging wiring systems

have been plagued by intermittent failures that are difficult to

document and result in unscheduled maintenance.

Managing aging wiring systems has been primarily reactive,

since few tools exist for employing proactive approaches. This

article highlights some recent events that have resulted in an

increased emphasis on wiring interconnection and power distribution, both of which are considered highly critical to the

safe and successful operation of modern aircraft and space 

vehicles. It also looks at the emergence of proactive approaches

designed to safeguard wiring system performance. 

Recent cooperative efforts by government and industry

organizations have created new opportunities for significant

improvements in wire system integrity and the use of more

proactive approaches. This is being accomplished through the

use of more robust materials, greater understanding of failure

mechanisms, the successful application of advanced computer

modeling techniques, advanced protection devices, new inspection tools, and advanced diagnostics. Properly applied, these

new technologies and tools are expected to result in wiring 

systems with long-term, failure-free operating periods and

lower sustainment costs; significant strides that will benefit

both the military and the commercial aerospace industry.

In July 1998, the Federal Aviation Administration (FAA)

issued a report titled, “FAA Aging Transport Non-Structural

Systems Plan” [1]. The report addressed concerns raised by the

White House Commission on Aviation Safety and Security,

which concluded that existing procedures, directives, quality

assurance, and inspections might not be sufficient in preventing safety-related problems. These problems, the commission

asserted, can result from corrosion and other deteriorating

effects to non-structural components on aging aircraft, such as

the wiring system.

In response to the public attention being drawn to commercial aircraft wiring issues, such as those that resulted in the

TWA 800 and Swiss Air 111 crashes [2], a White House

Interagency Working Group (IWG) was formed in June 2000

to examine policy, programs, investment priorities, and direction across the Executive Branch. Findings by the IWG were

published in an interagency report titled, “Review of Federal

Programs for Wire System Safety,” issued in November 2000

[3]. This report highlights not only the importance of wiring

systems but concern for their aging.

IMPORTANCE OF WIRING SYSTEM

Similar to commercial industry, the Air Force typically does not

directly report wiring as a cause for maintenance actions. In

many cases, a wiring maintenance action is listed as a minor

repair or a subsystem failure (i.e. radar or radio). As a result,

cursory computer searches of Air Force maintenance data tend

to infer wiring is an infrequent maintenance item [4].

The Air Force Research Laboratory Materials and

Manufacturing Directorate (AFRL/ML) has initiated an aging

wiring program to address sustainment issues related to wiring

systems. This program was established in response to continuing extensions in the operational life of several aircraft. Given

limited budgets, the Air Force, and more specifically

AFRL/ML, is collaborating with the Navy, Army, FAA, and the

National Aeronautics and Space Administration (NASA) to

optimize and share the benefits of the research program. This

multi-agency group has challenged aerospace companies to

address wiring system issues. The group is also collaborating

with other principal industry sectors, such as housing, automobiles, consumer products, and nuclear power plants. 

Electrical wire distribution in aircraft has become more 

critical as aircraft performance and flight stability have become
18 The AMPTIAC Quarterly, Volume 8, Number 3

more dependent on avionics. This increased emphasis and

reliance on electronic systems for modern aerospace vehicles

has elevated wiring to the level of a major safety-of-flight issue.

An increasing number of aerospace systems now use fly-bywire technology and avionics, both of which rely extensively on

electrical wiring, to control and manage many of the critical

onboard subsystems. According to a recent AFRL study on Air

Force mishaps, no less than 43 percent of the mishaps related

to electrical systems were due to connectors and wiring problems [5]. The types of failures identified in this study included

hydraulic and fuel fires initiated by electrical arcing or degraded interconnections, which in turn caused malfunctions in

flight control circuits and other critical systems. Wiring-related

problems, in fact, comprised more than 271 separate incidents

over an investigated 10-year period. A breakout of component

failures is illustrated in Figure 1. Note that wiring (conductors)

and connectors make up 43% of the population.

REACTIVE MAINTENANCE APPROACH

The wiring on an aircraft is no longer just a commodity but a

complex system. The failure of key components within that 

system can disable an aircraft or

compromise an aircrew’s ability to

control it effectively. All wiring 

systems are subject to aging during

their service life. Aging results in

the progressive deterioration of

physical properties and performance with the passage of time. It’s

important to note that this process

can be greatly accelerated by 

frequent handling, or maintenance

actions on or near the wiring systems. Wiring failures often appear

as broken conductors or damaged

insulation that can disrupt electrical

signals and lead to arcing. As shown

in Figure 2, damage can occur from

a number of different stresses.

Electrical failures on an Air Force transport aircraft illustrate

why wiring-related failures can be misidentified and difficult to

resolve. For more than 15 years, overheated splices plagued a

particular aircraft’s direct current (D.C.) power system. This

condition was tolerated, since maintenance personnel could

quickly locate marginal connections through inspection. They

would then replace the crimped butt splice or ring terminal

connections that were discolored. An example of this procedure

is shown in Figure 3. One splice is discolored from excessive

heating (arrow). Note the short distance between the splice and

connector, and that the splices are side-by-side.

Several of the transport aircraft experienced partial loss of

D.C. power in flight when the primary D.C. circuit breakers

tripped. This caused numerous instruments and critical systems

to fail. Several missions had to be aborted and an investigation

was initiated. An extensive failure analysis was conducted,

which revealed that the failures were related to installation

issues, electrical power fluctuations, materials degradation, and

manufacturing variations in several wiring system components.

Examples of overheated splices are shown in Figure 4. Note that

the insulation covering the two splices has melted together

Figure 1. Failure Demographics of USAF Aircraft Electrical Components. 

Figure 2. Wiring Failure Mechanisms.

Electrical Mechanical

Thermal Chemical

Figure 3. Close-Up Of Butt Splice Terminations in a Circuit Breaker Panel.

Capacitors

1%

Resistors

1%

Transformers

6% Avionics

7%

Batteries

1%

Switch

3%

Circuit Breakers

2%

Conductors

29%

Connectors

14%

Electric Panel

8%

Fuel Probe

1%

Generator

18%

Light

0%

Motors

2%

Relays

7%
The AMPTIAC Quarterly, Volume 8, Number 3 19

(arrow). The plating has been completely degraded by the high

temperature (over 800°C) exposure (lower splice).

In the aircraft examined, the D.C. power system was distributed through two circuit breaker panels and powered by two

channels (right and left generators). These channels were tied

together, so that if one side failed the other would provide

power to both. The presence of the bus tiebreaker

allowed the tripping of one

breaker to propagate to the

opposite breaker. Under

this scenario, the remaining

breaker carried the load of

both branches (which

exceeded the rating of the

breaker). This increased

load caused the remaining

breaker to also trip. The

result was loss of partial

D.C. power and all avionics controlled by this power source.

The 40-ampere breaker terminated in a 12-gage size wire.

The investigators discovered that breakers removed from D.C.

power loss incidents failed the minimum ultimate trip test (115

percent overload for at least one hour) for a new breaker. In at

least one case, the arcing damage was severe and the breaker

reached temperatures that could cause a catastrophic failure

(163°C). The 12-gage wiring connected to the 40-ampere

breaker, in fact, altered the trip characteristic of the thermally

activated device. This is because the wiring functions as a heat

sink for the internal contacts.

In this aircraft, a 12-gage wire was connected to the 40-

ampere breaker using a ring terminal. Prior to entering the 

circuit breaker panel, a butt splice was used to reduce a 10-gage

wire down to a 12-gage wire size. The butt splices and ring terminals associated with the essential busses were overheating.

This was due to high resistance, primarily at the 12-gage wire

connection. The application of load currents showed there was

excessive heating at the crimp connections for terminations

removed from the aircraft. (An infrared image of a crimp connection with the maximum load current is shown in Figure 5.)

The investigating team also discovered that a gas-tight 

interface was not being formed between the wire and crimp

terminal. This was due to the use of wire conductors with

diameters below minimum specification and the type of tool

used to form the crimp. Testing revealed the crimp tool used

in the field (different from the butt splice manufacturer’s tool)

produced marginal or inadequate crimps on 12-gage butt

splices and ring terminals. The recommended approach to

eliminate the re-occurring electrical failures was to replace the

butt splices with continuous 10-gage wiring terminated with

crimped environmental ring terminals. The team also recommended that the degraded 40-ampere breakers be replaced.

EMPHASIS ON PROACTIVE, SYSTEM APPROACH

This example serves as an excellent illustration as to why wiring

distribution needs to be treated as a complete system. In this

case, the overall electrical failure was due to the interaction of

the aircraft current loads, terminations, wiring, connectors, and

circuit breakers. Interestingly, the load on each component by

itself was not sufficient to cause an overall electrical failure, and

the maintenance community considered periodic replacement

of terminations and circuit breakers a standard practice. The

engineering community was unaware of the failures, due to the

ineffective data reporting process. Both communities were also

unaware of the subtle changes that had occurred in the wire and

crimp tool or the increased avionics loading that had occurred

over a period of several years.

Many aircraft accidents can be traced to how an aircrew

responds to a system failure. In the above case, the aircrews

were able to successfully land the affected aircraft. While no aircraft were lost, several missions were aborted and considerable

aircraft downtime and cost were required to implement the 

recommended fixes. 

Many of the current maintenance approaches today are reactive (such as the example above) and therefore only address

wiring when a failure cannot be resolved. Once the root cause

of the electrical failures was identified, an effective solution

could be developed. The example also demonstrates how components in a wiring system are mutually dependent on each other.

In another example, an Air Force field study on wiring 

Figure 4. Overheated Butt Splices from

an Aircraft.

Figure 5. 10/12-gage Butt Splice from the Field.

The High Temperature of the Splice (246°C) is

Being Conducted Down the Length of the

Wiring.

SP01-246°C, SP02-211°C, SP03-206°C, SP04-189°C
20 The AMPTIAC Quarterly, Volume 8, Number 3

systems revealed wiring would only be examined after a black

box had been replaced several times [3]. This not only placed

functional systems into a depot line, but resulted in extended

aircraft down times. However, it was accepted that replacing a

black box was much easier than troubleshooting an interconnection problem. Typically wiring faults can take 10 to 15

times longer to troubleshoot than box-related problems. This

is because technical order manuals provide limited troubleshooting guidance for wiring. The lesson here is that significant improvement in wiring integrity can only be achieved by

moving from a reactive to a proactive wiring system maintenance

approach.

Many of the technologies required to make a proactive

approach a reality are only concepts today and the infrastructure to make them successful have yet to be fully developed.

This can only be accomplished with a focused industry and

government teaming to exchange ideas, develop new technologies, assess their effectiveness, and accelerate implementation of

the most promising areas.

The large number of legacy systems makes a proactive 

maintenance approach particularly challenging. New maintenance approaches will need to be applied into existing aircraft

operations and maintenance without compromising the 

original design. A proposed strategy is to develop research initiatives in five broad technology areas: failure characterization,

new materials, advanced diagnostics, interconnection devices,

and maintenance tools.

FAILURE CHARACTERIZATION

The causes and mechanisms of aging or degradation and the

ultimate failure of wiring systems need to be fully characterized. The Air Force and other federal agencies are currently

documenting failure mechanisms in wiring, connectors, and

circuit breakers. Degradation mechanisms, time-dependent

mechanisms, and defect sensitivities will need to be established

in order to correlate failure mechanisms with field performance. The overall goal will be to develop models that can 

be used to design new wiring systems and predict failures in

existing systems. 

NEW MATERIALS

Many of the interconnection technologies currently in use are

the result of incremental improvements over the past 30 years.

There have been few revolutionary changes. New design

approaches and materials are needed to achieve significant

improvements in wiring integrity. This will require new interconnection designs and the application of new materials such

as conductive polymers, fiber optics, and wireless systems.

Additional research that explores innovative design approaches

and materials is needed to realize revolutionary improvements

in wiring system integrity.

ADVANCED DIAGNOSTICS

A current challenge is to develop nondestructive evaluation

(NDE) or diagnostic techniques for inspection and detection

of defects before they affect electrical system operation. Most

systems currently available measure impedance changes to

locate shorts or opens in connectors and cables. Electrical

shorts and opens, and their relative distance from a test signal

can be reliably determined for controlled impedance systems,

such as coax or twisted pair wiring. Extending this capability

to unshielded primary single conductor wiring offers significant challenges. The Air Force is currently evaluating several

technologies that show promise is this area. These systems will

initially be used to aid in locating and repairing wiring failures.

Once proven and optimized, they can be used to check 

the integrity of selected wiring sub-systems. This would begin

a transition from a “fix-it-when-it-breaks” maintenance

approach to a proactive one that allows wiring maintenance 

to be scheduled prior to a system failure. If successful, this

proactive methodology could replace current general visual

inspection methods.

Several programs are attempting to develop embedded or

remotely controlled sensors that can monitor the integrity of

wiring systems. This advanced approach could lead to wiring

systems that automatically reconfigure to maintain critical 

circuit paths or conduct a diagnostic check on their integrity

without having to disconnect connectors. 

INTERCONNECTION DEVICES 

Research in this area is addressing interconnection technologies such as circuit breakers, connectors, modular wire 

systems, and fiber optical systems. The development of arcfault circuit breakers is an excellent example of a government

and industry team effort. This technology, originally designed

for the building industry and now being applied to aircraft,

has the potential to protect wiring from arcs of short-duration,

which typically are not detected by conventional circuit 

breaker devices. Efforts, thus far, include developing plating

systems and materials for connectors that are resistant to 

corrosion, maintaining electrical bonding resistance over

extended periods, and minimizing the use of heavy metals 

and other materials considered hazardous.

Additional research is needed to improve the reliability of

electro-mechanical devices, such as circuit breakers, relays, and

switches. One approach uses microelectromechanical systems

(MEMs) to improve reliability and reduce component costs.

An area that merits further development is the use of wireless

communication technology for critical control paths. This 

will require research into technologies that ensure secure and

reliable communication channels. 

MAINTENANCE TOOLS

A variety of tools and technologies are required to manage

aging wiring systems effectively. Table 1 summarizes some 

of the current technology needs by technology area. One 

technology need not be listed—repair technology; since many

of the current repair techniques were originally developed 

as temporary fixes but in several instances have become 

permanent installations. New materials and processes are 

needed to make permanent repairs rapidly. 

Finally, from a management perspective, the areas below

need to be addressed to cost effectively manage the overall

health and integrity of the wiring system:
The AMPTIAC Quarterly, Volume 8, Number 3 21

1. Vehicle Modeling—the wiring system architecture and system

requirements need to be fully documented. Limits need to

be identified for proper system operation, including configuration management

2. Test Planning/Monitoring—planning, tracking and managing

systems are needed for validating and testing each wiring 

system component over the course of a vehicle’s lifetime

3. Testing—test equipment is needed that is capable of detecting anomalies in the wiring system, including the 

degradation (by contamination, physical abuse, or aging) of

conductors, insulation and electromechanical components

4. Data Management—collection, display and archiving of

wiring system data, generated via a comprehensive wire

integrity program, is needed

FUTURE OBJECTIVES

A significant improvement in wiring system integrity will

require a focused investment in technology through collaboration among industry, academia, and government. The “Review

of Federal Programs for Wire System Safety” report of 2000

provides a roadmap to achieve this significant objective. The

recommendations of the report are worth reviewing, since they

provide a good starting point for developing wiring systems

that operate for extended failure-free operating periods.

Significant improvements in wiring system integrity will be

dependent on implementing four basic strategies [2]. These

include: altering the perception of wiring systems; increasing

collaboration between industry, academia and the government;

improving the management and functionality of wire systems;

and developing advanced wiring system technologies. 

ALTERING THE WIRING PARADIGM

Wiring is often treated as a “fit-and-forget” commodity, rather

than as an indispensable system. A significant cultural shift is

necessary to ensure wiring systems are designed, installed, 

and maintained for long-term integrity. An emphasis on 

prevention of damage through prognostics and diagnostics is

needed. Damaged components of a wiring system must be

located in a non-intrusive manner, before the system fails to

function properly or function at all. Locating such damage will

require a change in philosophy from a largely reactive to a

more proactive maintenance approach.

INCREASING COLLABORATION 

A partnership between industry, academia, technical associations, and the government is essential to develop synergy and to

take advantage of the abundant experience and expertise in the

wiring system community. The improvement of data collection

and sharing is of primary importance. Air Force (AFRL/ML)

research is driven by the needs of the warfighter community.

This group relies heavily on field data and industry recommendations for improvement. 

Currently, no common database exists among industry, 

academia, and the government for wiring failure histories. In

addition, no common method exists for disseminating data 

on wiring system failures. Wiring system failures are often

attributed to systems or identified as minor repairs. 

To a considerable extent, good data leads to good policy.

Data will provide the feedback needed to implement the four

basic strategies. The cultural shift in attitude toward building

and maintaining systems with extended failure-free operating

periods will be largely driven by data. These data are also needed to help evaluate current practices and to set priorities for

research initiatives based on cost, time, and overall risk. There

will also be a need to more effectively focus resources on the

identified wiring issues and move towards the goal of increasing wiring system integrity.

IMPROVING MANAGEMENT AND FUNCTIONALITY 

Standardized design tools are needed to develop and track

design parameters and changes in the configuration of wiring

systems. These tools should alert those who design, maintain,

and operate wiring systems to conditions that may cause failures or jeopardize system redundancy.

New prognostic and diagnostic technologies and 

maintenance tools are needed for managing aging systems 

and new systems that are even more complex and dependent

on electrical functions. Repair processes are needed that are

rapid, permanent and reliable. Failure characterization data

and non-intrusive diagnostic tools need to be integrated into

a comprehensive wiring management system. Research is also

needed to develop models for ascertaining when systems

should be replaced or retrofitted. In addition, more intensive

and detailed training is required in the installation, inspection, and maintenance of wire systems.

Table 1. Example of some Wiring System Technologies Area Needs.

Technology Areas Need Available Today Available within 2-6 years

Failure Characterization Models/Life prediction Definition of model needs Models that can predict field performance

New Materials Stronger, lighter and higher Metal plated polymers Conductive polymers for shielding/conductors

temperatures for shielding glass Polymer based fiber optics 

fiber optics Self-healing wire insulations

Diagnostics Detection of wiring system faults Shorts and opens Intermittent and damaged wiring

Interconnection Devices Mitigate arc propagation Fault sensitive breakers Fault sensitive breakers for fighters

for transports

Maintenance Tools Effective application of tools Needs identified Complete suite of tools for managing 

aging wiring system
22 The AMPTIAC Quarterly, Volume 8, Number 3

DEVELOPING ADVANCED WIRING 

SYSTEM TECHNOLOGIES

Wireless, micro-electronic, multiplexing, and fiber-optic

technologies offer great promise in reducing reliance on 

multiple copper conductors. The best opportunity to achieve 

revolutionary improvements in wire systems is to develop

these and other new technologies and new materials through

aggressive research initiatives.

SUMMARY

In the past, wiring has been treated as a commodity. Recent

events have highlighted the need to treat wiring as a whole 

system. There are several new technologies from multiple

industry sectors that have the potential to significantly improve

overall wiring system integrity and lead to wiring systems that

have extended failure free operating periods. This can only 

be achieved through a partnership with industry, academia,

technical associations, and the government.

REFERENCES & NOTES

* The term stress as it is used here refers not necessarily to a

physical or mechanical stress, but rather to any factor within

the operating environment of a system that contributes to

degrading that system, and thus depleting it of remaining 

service life. Most systems experience multiple “stresses” during

the course of their use.

[1] FAA Aging Transport Non-Structural Systems Plan, 1998

[2] Swiss Air Flight 111 and TWA Flight 800 were lost in electrical system-related accidents

[3] Review of Federal Programs for Wire System Safety, National

Science and Technology Council; Committee on Technology,

Wire System Safety Interagency Working Group; November

2000

[4] J. D’Angelo, D. Dicks, G Slenski, Wire Integrity Analysis of

Air Force Weapon Systems. Paper at the Fifth Joint

NASA/FAA/DOD Conference on Aging Aircraft, Orlando,

FL; October 2001

[5] S. Sullivan, G. Slenski, Managing Electrical Connection

Systems and Wire Integrity on Legacy Aerospace Vehicles; Paper at

the Fourth Joint NASA/ /FAA/DOD Conference on Aging

Aircraft, St. Louis, MO; September 2000

The US Army’s Mobile Parts Hospital Receives Recognition

The Mobile Parts Hospital (MPH) program, an ongoing research and development effort sponsored by the Tank Automotive

Research, Development, and Engineering Center (TARDEC) in Warren, Michigan was recently recognized for developing one 

of the Army’s Top Ten Greatest Inventions for 2003. The MPH is a transportable, self-contained manufacturing center designed

to support the logistics and maintenance needs of our military forces. Even though still in development, the MPH was airlifted

to Kuwait where it became operational in October of 2003. 

While operating at Camp Arifjan, Kuwait, MPH staff members were alerted to the need for a redesigned mount that would

enable increase mobility of Squad Automatic Weapons (SAW) mounted on ‘Humvees’. Existing mounts restricted motion of the

weapons, so that overhead threats; such as insurgents located on rooftops, overpasses, and other overhead structures; could not

be targeted. Literally overnight the MPH staff designed and developed a prototype mount that provided the much-needed 

capability. The new pintle mount assembly is now in production, and is helping to improve the safety and combat effectiveness

of Army troops operating in urban areas. It provides soldiers the ability to defend themselves from both sides of the vehicle, and

can be operated by crewmembers in either the front or rear seats.

In a ceremony held on July 22nd, team members were recognized for their roles; receiving certificates from General Paul J.

Kern, Commander of the US Army Materiel Command. The team was further honored by having their efforts acknowledged in

the Congressional Record. 

The MPH is being developed by Alion Science and Technology of McLean, Virginia; along with its partners, Focus Hope, 

a nationally recognized civil and human rights organization from Detroit, Michigan, and CAMP, a professional services organization from Cleveland Ohio. MPH has been under development for several years. The program began at, and is the product of

our sister IAC, the Manufacturing Technology Information Analysis Center (MTIAC), which is sponsored by the Defense

Technical Information Center.

For more information on MPH, please refer to our article in Volume 6, Number 3 (2002) of the AMPTIAC Quarterly, which

is available in electronic form on the AMPTIAC website at http://amptiac.alionscience.com/pdf/AMPQ6_3.pdf.
The AMPTIAC Quarterly, Volume 8, Number 3 23

Textile Preforms 

for Composite Material Technology

This publication is the first and only one of its kind – A

panoramic and thorough examination of fiber/textile preform

technology and its critical role in the development and manufacture of high-performance composite materials. This product

was prepared in collaboration with Drexel University and

authored by Dr. Frank Ko, the Director of Drexel’s Fibrous

Materials Research Center. Dr. Ko is one the world’s foremost

authorities on fibrous preforms and textile technology.

Order Code: AMPT-19 Price: $100 US, $150 Non-US

Applications of Structural Materials 

for Protection from Explosions

This State-of-the-Art Review provides an examination of existing technologies for protecting structures from explosions. The

report does not discuss materials and properties on an absolute

scale; rather, it addresses the functionality of structural materials in the protection against blast. Each chapter incorporates

information according to its relevance to blast mitigation. For

example, the section on military structures describes concrete

in arches, and concrete in roof beams for hardened shelters.

The discussion on concrete is not limited to materials only;

rather, it addresses the issue of structural components that

incorporate concrete, and describes the materials that work in

concert with the concrete to produce a blast-resistant structure.

The report also illustrates various materials used for concrete

reinforcement.

Order Code: AMPT-21 Price: $100 US, $150 Non-US

Material Selection and Manufacturing 

for Spacecraft and Launch Vehicles

A first of its kind publication, this State-of-the-Art Review provides a comprehensive overview of the unique requirements,

problems, and opportunities faced by engineers designing and

manufacturing spacecraft and launch vehicles. The book is

authored by Dr. Carl Zweben, a major leader in the materials

and space communities over the past several decades. While all

material aspects of spacecraft and launch vehicles are addressed

in this work, a special emphasis is placed on the unique qualities

of materials used in space and highlights differences between

them and their counterparts used in air/land/sea applications.

Order Code: AMPT-22 Price: $100 US, $150 Non-US

Computational Materials Science (CMS) – 

A Critical Review and Technology Assessment

AMPTIAC surveyed DOD, government, and academic efforts

currently studying materials science by computational methods

and from this research compiled this report. It provides an 

in-depth examination of CMS and describes many of the 

programs, techniques, and methodologies being used and

developed. The report was sponsored by Dr. Lewis Sloter, Staff

Specialist, Materials and Structures, in the Office of the Deputy

Undersecretary of Defense for Science and Technology.

BONUS MATERIAL: Dr. Sloter also hosted a workshop

(organized by AMPTIAC) in April 2001 for the nation's leaders in CMS to discuss their current programs and predict the

future of CMS. The workshop proceedings comprise all original submitted materials for the workshop – presentations,

papers, minutes, and roundtable discussion highlights and are

included with purchase of the above report.

Order Code: AMPT-25 Price: $65 US, $95 Non-US

Blast and Penetration Resistant Materials

This State-of-the-Art Review compiles the recent and legacy

DOD unclassified data on blast and penetration resistant materials (BPRM) and how they are used in structures and armor.

Special attention was paid to novel combinations of materials

and new, unique uses for traditional materials. This report was

sponsored by Dr. Lewis Sloter, Staff Specialist, Materials and

Structures, in the Office of the Deputy Undersecretary of

Defense for Science & Technology. BONUS MATERIAL: Dr.

Sloter also hosted a workshop in April, 2001 (organized by

AMPTIAC) for selected experts in the field of BPRM and its

application. The workshop focused on novel approaches to

structural protection from both blast effects and penetration

phenomena. Some areas covered are: building protection from

bomb blast and fragments, vehicle protection, storage of munitions and containment of accidental detonations, and executive

protection. The proceedings of this workshop are included with

purchase of the above.

Order Code: AMPT-26 Price: $115 US, $150 Non-US

YBa2Cu3Ox Superconductors – 

A Critical Review and Technology Assessment

An up-to-date report highlighting recent research on the 

processing of YBa2Cu3O(7-δ) (YBCO) superconducting materials to produce high critical current densities. The processing 

of powders through the fabrication of bulk materials and the

deposition of films is covered, along with advantages and disadvantages of the various manufacturing methods. Problems in

finding suitable substrate materials along with the associated

property characterizations are presented. Some applications for

YBCO superconductors under research, and ones that have

been realized, complete the report. 

Order Code: AMPT-27 Price: $50 US, $75 Non-US

And you thought we only printed this magazine!

As you already know, the AMPTIAC Quarterly promotes technical awareness within the community by bringing technologies of

interest to light. But what if you’re looking for more than an overview? Where does an interested professional turn for substantial

information dedicated to that one topic? AMPTIAC! We offer a variety of products, printed and electronic, to serve as an educational resource for the community. Our complete and interactive product catalog, along with descriptions of our other technical

services, are available for viewing at the AMPTIAC website, http://amptiac.alionscience.com/ProductsAndServices. Regardless of

your specific discipline, there is an AMPTIAC product for you. If you have any questions about any of our products, or if you

would like to order one or more of them, please contact our Product Sales Manager, Gina Nash at (315) 339-7047 or e-mail at

gnash@alionscience.com. 
24 The AMPTIAC Quarterly, Volume 8, Number 3

6,785,461 Blockless fiber optic attenuators and attenuation systems

employing dispersion tailored polymers

6,785,457 Optical waveguide device and coherent light source

and optical apparatus using the same

6,785,435 Waveguides and devices incorporating optically 

functional cladding regions

6,785,313 Distributed Bragg reflector laser and fabrication method

6,785,307 Method and arrangement for the self-calibration of a

diode pumped solid state laser, particularly a tunable,

diode pumped solid state laser

6,785,214 Polymeric nanocomposite materials with a functional

matrix and method of reading and writing

6,785,150 Method and apparatus for preventing warpage 

of printed circuit boards

6,785,143 Semiconductor memory module

6,785,120 Methods of forming hafnium-containing materials, 

methods of forming hafnium oxide, and capacitor 

constructions comprising hafnium oxide

6,785,099 Read gap improvements through high resistance 

magnetic shield layers

6,785,035 Optical element, optical element composition and

method for controlling stimuli-responsive polymer gel

6,784,998 Sheet-material foreign-matter detecting method and

apparatus

6,784,989 Process and apparatus for real-time determination of a

solid sample composition as a function of the depth

within the sample

6,784,975 Method and apparatus for irradiating a microlithographic substrate

6,784,969 Liquid crystal display panel and method of injecting 

liquid crystal into the display panel

6,784,962 Method for fabricating a laminate film and method for

fabricating a display device

6,784,960 Liquid crystal display device, compensator layer and

method of manufacturing a retardation foil

6,784,948 Touch panel for display device with pet film having

transparent gel layer

6,784,618 Glass plate provided with electrodes made of a 

conducting material

6,784,602 Organic electroluminescent device

6,784,600 Ultrasonic membrane transducer for an ultrasonic 

diagnostic probe

6,784,549 Semiconductor device having a capacitor and a metal

interconnect layer with tungsten as a main constituent

material and containing molybdenum

6,784,538 Heat transfer structure for a semiconductor device 

utilizing a bismuth glass layer

6,784,535 Composite lid for land grid array (LGA) flip-chip 

package assembly

6,784,522 Electronic semiconductor device having a thermal

spreader

6,784,515 Semiconductor integrated circuit device

6,784,459 Organic electroluminescent device

6,784,401 Welding electrode and method for reducing 

manganese in fume

6,784,398 Apparatus for controlling twist curvature of a disc head

slider

6,784,356 Phase change material with inhibitor and a method of

making the same

6,784,328 Process for producing adamantane compound

6,784,287 Organic dye molecules and nonlinear optical polymeric

compounds containing chromophores

6,784,271 Odorless modified silicone compound, cosmetic 

preparation containing the same, and method of 

purifying modified silicone compound having branch

polymer comprising hydrophilic group

6,784,263 Catalyst compositions for polymerizing olefins to 

multimodal molecular weight distribution polymer,

processes for production and use of the catalyst

6,784,250 Resin composition for calendaring and polyolefin 

material for leather-like article

6,784,247 Powder coating compositions having improved 

mar and acid resistance

6,784,244 Anti-lubricant compositions

6,784,237 Water-and oil-repellent, antistatic composition

6,784,230 Chlorinated vinyl resin/cellulosic blends: compositions,

processes, composites, and articles therefrom

6,784,220 Polyurethane foam

Recent US Patents

Patent Number Title Patent Number Title

answers materials engineering questions

CALL : 315-339-7090

EMAIL : amptiac_inquiries@alionscience.com

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AMPTIAC
The AMPTIAC Quarterly, Volume 8, Number 3 25

2004 Insensitive Munitions & Energetic

Materials Technology Symposium

11/15/04 - 11/17/04

San Francisco, CA

Contact: Christina Buck, NDIA

2111 Wilson Blvd, Ste 400

Arlington, VA 22201

Phone: 703.247.2587

Fax: 703.522.1885

Email: cbuck@ndia.org

SAMPE 2004

11/15/04 - 11/18/04

San Diego, CA

Contact: SAMPE IBO

PO Box 2459

Covina, CA 91722 

Phone: 800.562.7360 x 601

Fax: 626.332.8751

Web Link: www.sampe.org

2004 AIAA Missile Sciences Conf

11/16/04 - 11/18/04

Monterey, CA

Contact: Customer Service, AIAA

1801 Alexander Bell Dr

Reston, VA 20191

Phone: 703.264.7500

Fax: 703.264.7657

Web Link: www.aiaa.org

ASIP 2004 USAF 

Structural Integrity Program

11/30/04 - 12/02/04

Memphis, TN

Contact: J. Jennewine

Universal Technology Corp.

1270 North Fairfield Rd

Dayton, OH 45432-2600 

Phone: 937.426.2808

Fax: 937.426.8755

Email: jjennewine@utcdayton.com

Web Link: http://www.asipcon.com

Aging Aircraft 2005

01/31/05 - 02/03/05

Palm Springs, CA

Contact: R. Loeslein

NAVAIR, Aging Aircraft Program

Bldg 2185, Ste 2100 C4

22347 Cedar Point Rd Unit 6

Patuxent River, MD 20670-1161

Phone: 301.342.2179

Fax: 301.342.2248

Email: loesleinGF@navair.navy.mil

Web Link: www.agingaircraft.utcdayton.com

Commercialization of Military and

Space Electronics Conf & Exhibit

02/07/05 - 02/10/05

Los Angeles, CA

Contact: Dale Stamp, CTI, Inc.

904 Bob Wallace Ave

Huntsville, AL 35801 

Phone: 256.536.1304

Fax: 256.539.8477

Email: dstamps2173@cti-us.com

Web Link: www.cti-us.com

2005 TMS Annual Mtg & Exhibit

02/13/05 - 02/17/05

San Francisco, CA

Contact: TMS Meeting Services

184 Thorn Hill Rd

Warrendale, PA 15086

Phone: 724.776.9000 x 243

Fax: 724.776.3770

Web Link: http://doc.tms.org

25th High Temple Workshop

02/14/05 - 02/16/05

Point Clear, AL

Contact: Jim Sutter, NASA Glenn Res. Ctr.

M/S 49-3, 21000 Brookpark Rd

Cleveland, OH 44135 

Phone: 216.433.3226

Fax: 505.846.8265

Email: james.k.sutter@grc.nasa.gov

Web Link: namis.iitri.org

WESTEC APEX

04/04/05 - 04/07/05

Los Angeles, CA

Contact: Expositions Division

Society of Manufacturing Engineers

One SME Dr, PO Box 930

Dearborn, MI 48121-0930

Phone: 800.733.3976

Fax: 313.425.3407

Web Link: www.sme.org/

3rd Missile Defense Conf & Exhibit

04/11/05 - 04/15/05

Washington, DC

Contact: Customer Service, AIAA

1801 Alexander Bell Dr

Reston, VA 20191

Phone: 703.264.7500

Fax: 703.264.7657

Web Link: www.aiaa.org

46th AIAA/ASME/ASCE/AHS/ASC

Structure, Structural Dynamics, and

Materials Conference

04/18/05 - 04/21/05

Houston, TX

Contact: Customer Service; AIAA

1801 Alexander Bell Dr

Reston, VA 20191-4344 

Phone: 703.264.7500

Fax: 703.264.7657

Web Link: www.aiaa.org

EASTEC APEX

05/24/05 - 05/26/05

West Springfield, MA

Contact: Expositions Division; 

Society of Manufacturing Engineers

One SME Dr, PO Box 930

Dearborn, MI 48121-0930

Phone: 800.733.3976

Fax: 313.425.3407

International Conference on Solid-Solid

Phase Transformations in Inorganic

Materials 2005

05/29/05 - 06/03/05

Phoenix, AZ

Contact: TMS Customer Service; TMS

184 Thorn Hill Rd

Warrendale, PA 15086-7514

Phone: 724.776.9000

Fax: 724.776.3770

Web Link: www.tms.org

2005 National Space & Missile

Materials Symposium

06/27/05 - 07/01/05

Summerlin, NV

Contact: M. Kubal; Anteon Corp.

5100 Springfield St, Ste 509

Dayton, OH 45431 

Phone: 937.254.7950 x 1168

Fax: 937.253.2296

Email: mkubal@anteon.com;

Web Link: www.usasymposium.com

FABTECH Intl Forming & Fabricating -

Stamping - Tube & Pipe - Welding

11/13/05 - 11/16/05

Chicago, IL

Contact: Expositions Division; 

Society of Manufacturing Engineers

One SME Dr, PO Box 930

Dearborn, MI 48121-0930 

Phone: 800.733.3976;

Fax: 313.425.3407

2006 TMS Annual Mtg & Exhibit

03/12/06 - 03/16/06

San Antonio, TX

Contact: Meeting Services

184 Thorn Hill Rd

Warrendale, PA 15086 

Phone: 724.776.9000 x 243

Fax: 724.776.3770

Email: mtgserv@tms.org;

Web Link: http://doc.tms.org

Mark Your Calendar
26 The AMPTIAC Quarterly, Volume 8, Number 3

NAMIS Focus Areas:

Conferences And Workshops

This area provides access to electronic papers presented at conferences and workshops sponsored by organizations such as the DOD, DOE, and NASA. Topic

areas include high temperature polymers, aircraft structures, high temperature

composites, electromagnetic window materials, and corrosion.

Material Property Database

This area contains specialized databases. The Infrared Materials Database is 

currently available.

Virtual Libraries

This area features a variety of informational libraries containing electronic 

technical reports addressing research results and lessons learned. Information is

currently offered on thermal protection systems, cryogenic tanks, advanced 

turbine engine development, and the National Aerospace Plane (NASP) initiative. 

http://namis.alionscience.com
The AMPTIAC Quarterly, Volume 8, Number 3 27

AMPTIAC Directory

Government Personnel

TECHNICAL MANAGER/COTR

Dr. Lewis E. Sloter II

Staff Specialist, Materials & Structures

ODUSD(S&T)/Weapons Systems

1777 North Kent St, Suite 9030

Arlington, VA 22209-2110

(703) 588-7418, Fax: (703) 588-7560

Email: lewis.sloter@osd.mil

ASSOCIATE COTRS

ENVIRONMENTAL PROTECTION

& SPECIAL FUNCTION MATERIALS

Dr. James Murday

Naval Research Laboratory

4555 Overlook Ave, S.W. Code 6100

Washington, DC 20375-5320

(202) 767-3026, Fax: (202) 404-7139

Email: murday@nrl.navy.mil

DEFENSE TECHNICAL INFORMATION CENTER

(DTIC) POC

Melinda Rozga, DTIC-AI

8725 John J. Kingman Rd, Suite 0944

Ft. Belvoir, VA 22060-6218

(703) 767-9120, Fax: (703) 767-9119

Email: mrozga@dtic.mil

DIRECTOR, AMPTIAC

David Rose

201 Mill Street

Rome, NY 13440-6916

(315) 339-7023, Fax: (315) 339-7107

Email: drose@alionscience.com

DEPUTY DIRECTOR, AMPTIAC

Christian E. Grethlein, P.E.

201 Mill Street

Rome, NY 13440-6916

(315) 339-7009, Fax: (315) 339-7107

Email: cgrethlein@alionscience.com

TECHNICAL INQUIRY SERVICES MANAGER

David Brumbaugh

201 Mill Street

Rome, NY 13440-6916

(315) 339-7113, Fax: (315) 339-7107

Email: dbrumbaugh@alionscience.com

Alion Science and Technology Personnel

Our Apologies...

In the most recent edition of the AMPTIAC Quarterly

(Volume 8, Number 2), we published an article that

reviewed some of the nanotechnology research ongoing

within the Air Force (“AFRL Nanotechnology R&D

Efforts to Advance Aerospace Systems for the Next

Century”). As presented, the article implied that it represented a panoramic review of nanotechnology efforts across

all the constituent organizations of the Air Force Research

Laboratory (AFRL). This assertion was in error: the article

exclusively examined research efforts within AFRL’s

Materials and Manufacturing Directorate (AFRL/ML).

Our staff authored the article, based upon publicly-released

materials furnished to us by AFRL/ML, but was not reviewed by the Air Force prior to being published. As always,

AMPTIAC takes full responsibility for the content and accuracy of every article we publish, regardless of ownership.

We originally prepared this article for inclusion in our 

recent special issue (Vol. 8, No. 1), which highlighted

AFRL/ML achievements in materials research for space

applications, and was written in that context. When read

concurrently with the other articles addressing AFRL/ML

research, its scope is implicit. For logistical reasons, we

“bumped” the article from that issue and published it in

the next issue. The article thus became a ‘standalone’ piece,

and in doing so, its ML context was lost.

Nanotechnology is a pervasive field with potential 

application to most technology areas and high performance

systems, both military and civilian. Most of the other

Directorates within AFRL are actively engaged in their 

own groundbreaking research to harness the benefits of

nanotechnology for their respective disciplines. AMPTIAC

salutes all these organizations for their contributions in

advancing the state of the art, and extends its sincerest

apologies for this misperception.
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