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At the risk of sounding stereotypical, I feel I am on solid

ground when I say that most of us who grew up to eventually choose careers in science, engineering, or applied technologies had several common interests and hobbies during our

adolescence, which tended to be more intellectually inclined

than those pursuits enjoyed by our more non-technically oriented classmates. While our interests were varied, the one passion

that surely most of us shared was a

love of science fiction – both the

popular media of TV and films; as

well as the printed tomes of authors like Bradbury, Heinlein,

or the great master himself (in my opinion), the late Isaac

Asimov.

I came to this conclusion during a presentation I gave some

years ago. While the specifics of that talk are unimportant to

this story, I recall very clearly that I received the best laugh I

had ever gotten from an audience. I had commented extemporaneously that one of the great things about presenting to

technical people was that I never needed to explain ‘Star Trek’

references. That observation apparently resonated strongly

with the crowd.

By now, the more cynical among you might be asking

“what has any of this to do with an AMMTIAC publication?”

When I read our feature article on structural health monitoring (SHM) for the first time, I was immediately transported

to my childhood and the uncounted hours I spent watching

that great sci-fi show from the 60s. In almost any episode,

there were scenes where the ship’s computer was reporting on

battle damage, the structural integrity of the ship, or even the

recurrent theme of how soon the warp engines would overload and explode (always allowing the crew to save themselves

from destruction in the nick of time). While most us were

enrapt by the fictional technologies that created warp drive or

transporters, a futuristic prediction of SHM was being portrayed right before us without most of us noticing. The ship

had the ability to talk to the crew, giving them real-time

assessments of its relative health, function, and performance

(as well as the occasional case of imminent self-destruction).

Forty years ago, the idea of a machine that could talk to its

users and tell them how it was doing was as fantastical as any

of the other futuristic technologies portrayed on the show.

Yet, by the 1980s, the first major work was being performed

in what we know today as “smart structures.” During that

time, I was a young materials engineer working at one of the

major aerospace contractors. We were fabricating composite

skin panels with fluorescent optrodes embedded in the layup.

This approach was designed to provide us real-time process

information on a composite laminate while curing in an

autoclave – these structures were dubbed “smart skins.” We

also performed some very basic research on embedding strain

gauges in these same skins so that they might eventually be

able to give pilots structural information in flight. While

these early efforts were somewhat limited in scope or in

attained progress, they were indicative of a growing movement within the defense community to create structures and

systems that could provide either real-time or cumulative data

on their relative state of health.

Today, SHM has emerged as an increasingly important

constituent technology. Already, SHM technologies are being

considered for air, land, sea, space, infrastructure, and industrial applications. Some examples include detecting damage

in composite aerospace structures, measuring corrosion in

petrochemical plants, fatigue in metal structures, or even

identifying and notifying users that they require maintenance. The potential reach of SHM and its benefits to maintenance costs, mission performance, human safety, and military readiness are probably limited more by our own imagination than anything else. Implementing these technologies

are critical to meeting the future needs of the military, as our

systems, weapons platforms, and infrastructure are called

upon to perform well beyond their intended service lives,

with less maintenance and logistical support than today;

which we all know to be strained already. SHM and other

emerging technologies can fill the gaps left by our shrinking

organic workforce. Like any other disruptive technology of

the industrial age, a concerted effort and a commitment to

implement SHM are needed to see that this nascent capability completes its journey from the realm of science fiction to

science fact.

Chris Grethlein, Deputy Director

SHM - Science Fiction

Rapidly Becoming

Reality

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http://ammtiac.alionscience.com The AMMTIAC Quarterly, Volume 3, Number 4 3

INTRODUCTION

The subject of structural health monitoring (SHM) is emerging as

an increasingly important component of overall Nondestructive

Evaluation (NDE) programs and is now being considered for

implementation in a variety of applications including spacecraft

components, bridges, and aircraft. Over the past several years,

there have been a number of limited demonstrations of SHM in

actual field applications. In addition to the Army, Navy and Air

Force, other federal agencies interested in this topic include the

Federal Aviation Administration, NASA and the Department of

Transportation. The detection of damage at any location is a common challenge in most large structures, and thus SHM has potential applications across a range of industrial sectors. Examples

include the detection of impact induced delaminations in composite aerospace structures, localized corrosion in petrochemical

plants and unauthorized penetrations of shipping containers.

Successful field implementation of SHM has not been widely

achieved and depends on overcoming several roadblocks including the development and demonstration of SHM sensors that

have long term stability and reliability, validation of the capability of the SHM systems in terms of the probability of detection of

flaws, and finally the integration of the SHM system results into

structural and platform maintenance strategies. An increasing

number of efforts are focusing on identifying these implementation issues and developing solutions for them. The Army, Navy

and Air Force recently sponsored a workshop to address these

issues.[1] The benefits that will flow from successful implementation of SHM will include: replacing schedule-based inspection/maintenance of a structure by condition-based maintenance;

significantly reducing life-cycle cost, and improving safety of new

as well as aging aircraft, aerospace, and civil structures.

Defining Structural Health Monitoring

SHM has been defined differently by various research groups. For

instance, it has been defined as a system with the ability to detect

and interpret adverse “changes” in a structure in order to improve

reliability and reduce life cycle costs.[2, 3] The greatest challenge

in designing a SHM system is knowing what “changes” to look

for and how to identify them. The characteristics of damage in a

particular structure play a key role in defining the architecture of

the SHM system. The resulting “changes,” or damage signature,

will dictate the type of sensors that are required, which in turn

determines the requirements for the rest of the components in the

system. Much current research focuses on the relationship

between various sensors and their ability to detect “change” in a

structure’s behavior. Another author defines SHM as the “continuous, autonomous in-service monitoring of the physical condition of a structure by means of embedded or attached sensors

with minimum manual intervention, to monitor the structural

integrity of the structure.”[4] SHM includes all monitoring

aspects related to damages, loads, conditions, etc., which have a

direct influence on the structure. The sources of faults can result

from fatigue, corrosion, impacts, excessive loads, unforeseen conditions, etc. Regardless of the definition, however, all SHM systems require a combination of data acquisition by sensors and

adequate computational models of the structure.

For aircraft applications, the uses of SHM technologies for

future aircraft will not only enable new possibilities for maintenance concepts but will have a significant influence on design

concepts and assembling technologies. SHM is expected to be one

of the key technologies for controlling the structural integrity of

future aircraft, providing both maintenance and weight saving

benefits. Some of the advantages over conventional NDE inspection include reduced inspection down time, elimination of component tear down, and potential prevention of failure during operation. SHM is likely to be used in identifying failures in aircraft,

which would also be a boon to the commercial aircraft industry.

EMERGING SHM TECHNOLOGIES

The foundation of structural health monitoring is the ability to

monitor structures using embedded or attached nondestructive

evaluation sensors and to utilize the data to assess the state of the

structure. Over the last ten years researchers have made significant

advances in developing NDE sensors for SHM, and they have

developed the hardware and software needed for analysis and

communication of the SHM results.

The NDE SHM sensors that have reached some modest degree

of maturing and are able to monitor significantly large areas of

structures include fiber optics, active ultrasonics, and passive

acoustic emission. Eddy current type sensor arrays have also been

shown to be potentially useful in monitoring local areas in electrically conducting materials.

Fiber Optic Sensors

A 2001 study reviewed the early development of fiber Bragg grating (FBG) based NDE sensors and also provided an explanation

of the complex physical principals underlying these sensors.[5]

Fiber optic sensors generally utilize a laser light source to transmit

light through the fiber, which is either bonded to the surface of a

structure or embedded in a structure. The perturbations to the

laser light involving phase, amplitude, and frequency are a function of the temperature and stress of the fiber optic, which are in

H. Thomas Yolken

George A. Matzkanin

AMMTIAC

Rome, NY

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4 The AMMTIAC Quarterly, Volume 3, Number 4

turn a function of the state of the structure. Over the past several years, FBG sensors have been the subject of very active R&D

and commercial products are now appearing on the market. FBG

sensors are particularly suited to fiber reinforced polymer composite structures since the small fiber optics can be placed in the

composite during its manufacture.

Japanese researchers have been particularly active in developing fiber optic sensors systems for SHM.[6-9] Perhaps the most

interesting work involved the study of the application of both

surface mounted and embedded fiber optic distributed sensors to

full-scale monitoring of large composite structures.[9] The

authors monitored strain or temperature during composite

manufacture and stiffness for in-service structural performance.

The carbon fiber reinforced plastic composite structures studied

were International America’s Cup Class (IACC) yachts and a

Japanese experimental reentry space vehicle (HOPE-X). In both

cases, fiber optic sensors were used to measure strain and temperature. The authors concluded that they could measure strain and

temperature in these full-scale composite structures, and their

work demonstrated the great potential of fiber optic distributed

sensors for SHM of large structures. Figure 1 shows the fuselage

of the reentry vehicle that was monitored for temperature and

strain during the cure cycle and also for strain in subsequent

structural testing.

Passive Acoustic Emission Sensors

Acoustic emission sensors are utilized to detect and monitor the

ultrasonic waves produced by materials when materials undergo

cracking that can lead to structure failure. By means of triangulation, an array of acoustic emission sensors attached to a structure

can be used to determine the location of growing cracks in a

structure. In addition, highly sensitive fiber optic Bragg sensors,

either attached to the surface or embedded in a structure, can be

used to detect acoustic emission signals.

As an example of the broad research and development of

acoustic emission sensors for SHM, a new class of continuously

active fiber composite sensors was developed to detect damage in

composite materials.[10] Active fiber composite (AFC) materials

were a new class of materials developed at MIT in the late 1990s

and further developed at NASA as microfiber composites (MFC)

for use in actuator applications. AFC materials were reconfigured

and fabricated to make low cost sensors that can detect strain

levels as well as acoustic emission signals. This resulted in a

tremendous reduction in the number of data acquisition channels needed for SHM of large structures, and it greatly increases

the chance of having acoustic emission sensors near an acoustic

emission source. Since ultrasonic waves generated by acoustic

emission events attenuate rapidly, it is essential to have a sufficient

distribution of sensors in composite structures. The response of

AFC sensors (also known as piezoceramic active fiber sensors) was

modeled, and the researchers described how to manufacture these

sensors. Figure 2 shows the design of a 2x2 sensor array used by

the researchers.

The authors concluded that AFC sensors were able to detect

actual damage propagation in a composite structure tested to

failure long before the structure failed. When compared to conventional acoustic emission sensors or piezoelectric patch transducers, the AFC sensors also showed increased ruggedness and

greatly improved unidirectional sensing and higher efficiency.

Active Ultrasonic Sensors

Research on active ultrasonic sensors for SHM has received a

great deal of attention over the last several years with researchers

from several countries, including the United States, the United

Kingdom, France, Germany, and China, contributing to the

literature. Many of the research efforts have focused on the use

of ultrasonic Lamb waves for SHM or the use of electromechanical impedance methods using piezoelectric wave active sensors.

As an example, the optimization of piezoelectric ultrasonic

patch sensors for the Lamb wave monitoring of composites was

studied.[11] The researchers studied the optimization materials

and configurations for this type of sensor and carried out theoretical and experimental studies to determine and demonstrate

the capability of these sensors. The authors of this research stated that they were able to greatly improve the performance of

this class of sensors, and they believed that their further development of new wavelet analysis techniques have also enhanced

sensor capability. It was concluded that Lamb waves provide a

very good technique for SHM of composites, and they will be

used in future field applications.

As another example, researchers investigated monitoring the

changes in the electrical impedance of piezoelectric transducers

Figure 2.

Figure 1.

Continuous Sensors Arrangement (2x2 Array)

Channel 1

Channel 2 Data Acquisition

System

Data Acquisition

System

Data Acquisition System Data Acquisition System

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http://ammtiac.alionscience.com The AMMTIAC Quarterly, Volume 3, Number 4 5

as a function of damage in structures.[12] Physical changes in

the structure cause changes in the mechanical impedance of

the structure, and this is detected by changes in the electromechnical coupling of the piezoelectric patch transducers either

bonded to the surface or

embedded in the structure.

Figure 3 shows the interaction between a piezoelectric

transducer and its host structure as described in a simple

one-dimensional model.

The research concluded

that the effectiveness of sensors for SHM using changes

in the electrical impedance of

piezoelectric transducers was

successfully demonstrated.

SELECTED SHM EXAMPLES

In this section, selected examples of applications of SHM to a

variety of structural systems are provided, including aircraft and

aerospace systems, space vehicles, offshore structures, and railroad

systems.

Several interesting examples of SHM applications have been

reported recently.[13] These applications are based on significant

advances which have been made in recent years to evolve sensor

technology from conventional electrical strain gages to fiber optic

strain sensors. The technology, especially that associated with

optical Fiber Bragg Gratings (FBG), has rapidly matured with an

increasing commercial supplier base; the size, weight, and cost of

the equipment has fallen dramatically. For interrogating multiple

FBG sensors on a single fiber, a time-division-multiplexing

(TDM) interrogator unit has been developed that uses a unique

optoelectronic architecture capable of high resolution over a wide

operating range; it can interrogate over 100 gages, each to their

full range, on a single fiber.

In an aircraft application, a number of FBGs on a single optical fiber were embedded in both the web and flange of the forward spar of a developmental composite winglet for a large civil

transport aircraft.[13] Using the TDM interrogation system, the

FBGs were successful in measuring the strain in the spar, including the shock loads induced by both lightning and bird strike

tests. The ability to detect strain during the lightning strike

demonstrated the system’s resistance to the effects of high voltage

electrical pulses.

Another SHM example involves application to offshore oil

drilling operations.[13] In deep water operations, tidal currents

can cause vortex induced vibrations in the riser pipes that bring

the oil and gas from the sea bed to the surface. These vibrations

induce strains in the pipe, which can result in premature fatigue

failure. The requirement was to measure the strain induced in a

6-inch diameter steel riser pipe and to use the resultant data to

help predict the residual life remaining in the riser. To achieve

this result, an optical fiber was embedded in a composite half

section tube that could then be strapped to the pipe in such a

way as to follow the shape of the pipe as it flexed. The optical

fiber was placed so that the FBGs were positioned along both

edges and the center line of the half pipe. The resulting system

was able to detect strains down to one microstrain in the riser

pipe. The TDM interrogator was mounted in a container fitted

to the half pipe, with data being transferred to the surface using

an electrical umbilical. The system has been successfully

deployed at depths of 6000 feet on an oil platform in the Gulf of

Mexico, and it has been in

operation for many months.

The use of ultrasonic transducers to monitor railroad

wheels for cracks has also

been investigated.[14] The

ultrasonic signal is introduced by the high speed contact of the steel railroad

wheel to the steel track, and

the signal is detected by a

PZT transducer placed

inside the hollow shaft of the

wheel axle. The transducer is

configured to withstand the centrifugal forces generated by the

rapidly turning wheel and shaft. The transducer is coupled to a

wireless transmitter system that sends data to an industrial computer. After development, the SHM system was checked on a

railroad test bed run by a German railroad. The system is capable

of operating at high wheel speeds, and it reproducibly detects

cracks in the wheels.

To meet the concerns of the integrity of NASA’s Space Shuttle

thermal protection system, a certified SHM system for monitoring impacts to the Reinforced Carbon-Carbon (RCC) on the

Shuttle’s wing leading edge was developed.[15] In addition, a

large effort was described that focused on understanding the

damage that took place on Space Shuttle Columbia’s leading

edge, including a number of NDE techniques that were used to

assess the integrity of the Shuttle’s leading edge while they were

installed between flights.

The conventional NDE techniques investigated to inspect the

RCC on the ground included: advanced digital radiography, high

resolution computed tomography, thermography, ultrasound,

acoustic emission, and eddy current systems. Eddy current array

scanning and thermography demonstrated the maturity and capability to inspect the RCC from one side while installed on the

Shuttle, and this was successfully field tested at Kennedy Space

Center (KSC).

The development of a first generation impact sensing system

for the Shuttle wing RCC leading edge was also reported. This

system is capable of detecting impacts from foam, ice, and

ablator materials during ascent velocities. It is also capable of

detecting simulated hypervelocity micrometeoroid and orbital

debris impacts during flight. The SHM system was based

on wireless accelerometer sensors that had previously been

qualified for use on the Shuttle for other applications. This

accelerometer based SHM system is now used on all Space

Shuttle flights to help ensure the continued integrity of the

Shuttle wing’s leading edge RCC system. [16]

CONCLUSIONS AND PROGNOSIS

Over the past decade there has been an impressive research and

development contribution to the knowledge base required for

structural health monitoring to assume its place in the modern

paradigm of nondestructive evaluation. This modern NDE

Figure 3.

C

PZT

Coupled Electro-Mechanical

Admittance Y=Re(Y) + j Ιm(Y)

Ι = i sin(ωt+φ)

V = v sin(ωt) M

K

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6 The AMMTIAC Quarterly, Volume 3, Number 4

paradigm views NDE as a contributor to the successful, full life

cycle of materials, components and systems. In this vision,

NDE contributes to product and process design, in-line manufacturing process control, after manufacturing inspection, inservice inspection, and structural health monitoring. A slightly

more expansive view of the NDE paradigm would broaden the

name of structural health monitoring to include also functional

health monitoring (S&FHM), since many critical components

and systems have more than just a mechanical structural

requirement.

The SHM research and development base has now reached a

modest level of maturity with a foundation in fiber optic sensors,

active ultrasonic sensors for guided Lamb waves and active

mechanical impedance measurements, acoustic emission sensors,

and wireless communications between sensors and a central

station. In order for SHM to take its full place in the modern

NDE paradigm and fully contribute to the modern NDE paradigm, several steps need to be taken. These steps include:

• Additional study of the long term stability of NDE sensors

embedded or attached to structures, including environmental

effects (e.g., temperature) on the sensors;

• Development of quantitative information in the form of

POD-type studies on the capability of various SHM systems

in a variety of applications, including the need for viable

calibration standards and techniques;

• Broader scale application demonstrations on important structures in a realistic field environment over a reasonable period

of time and covering a variety of NDE sensors/SHM systems

with integration of results into structural/platform maintenance strategies;

• Development and promulgation of standards covering the

standard practices needed for the widespread application of

SHM.

To accelerate the maturation of SHM, perhaps these steps do

not have to be made in sequence since taking some of these steps

in parallel could lead to a faster, successful conclusion. Moving

SHM R&D into useful application will require a commitment

on the part of both SHM technology developers and potential

users of the technology. The cost to realize full scale, useful application will most likely be substantial when compared to the costs

associated with the R&D that has already taken place, since the

cost “snowballing” as R&D is moved along the path to full use

is often the case rather than a rarity.

REFERENCES

[1] Structural Health Monitoring Workshop, Sponsored by Army, Navy,

and Air Force, Administered by the Advanced Materials, Manufacturing

& Testing Information Analysis Center (AMMTIAC), November 18-20,

2008, Austin, TX.

[2] Hall, S. R., “The Effective Management and Use of Structural Health

Data,” Proceedings of the 2nd International Workshop on Structural Health

Monitoring,1999, pp. 265-275.

[3] Kessler, S. S., S. M. Spearing, and C. Soutis, “Structural Health

Monitoring in Composite Materials using Lamb Wave Methods,”

Sixteenth Technical Conference of the American Society for Composites,

September 2001.

[4] Speckmann, H., and H. Roesner, “Structual Health Monitoring: A

Contribution to the Intelligent Aircraft Structure,” Proceedings of

ECNDT 2006, 9th European Conference on NDT, Berlin, Germany,

September 2006.

[5] Yolken, H. T., and G. A. Matzkanin, “A Technology Assessment of

Bragg Grating Fiber Optic Based Nondestructive Evaluation (NDE),”

NTIAC-TA-01-02, September 2001.

[6] Tsuda, H., “Ultrasound and Damage Detection in CFRP Using Fiber

Bragg Grating Sensors,” Composites Science and Technology, Vol. 66, pp.

676-683, 2006.

[7] Takeya, H., T. Ozaki, and N. Takeda, “Structural Health Monitoring

of Advanced Grid Structure Using Multi-point FBG Sensors,” Smart

Structures and Materials 2005: Industrial and Commercial Applications of

Smart Structures Technologies, Edited by E. V. White, Proceedings of

SPIE, Vol. 5762, pp. 204-211.

[8] Kageyama, K., I. Ohsawa, M. Kanai, Y. Machijima, F. Matsumura,

and K. Nagata, “Development of a New Fiber-Optic Vibration Sensor

and its Application to Structural Health Monitoring of Composite

Structures,” NDE and Health Monitoring of Aerospace Materials and

Composites II, A. L. Gykenyesi, P. J. Shull, Editors, Proceedings of SPIE,

Vol. 5046, 2003, pp. 115-123.

[9] Murayama, H., K. Kageyama, K. Naruse, A. Shimada, and K. Uzawa,

“Application of Fiber-Optic Distributed Sensors to Health Monitoring

for Full-scale Composite Structures,” Journal of Intelligent Material

Systems and Structures, Vol. 14, January 2003, pp. 3-13.

[10] Datta, S., G. R. Kirikera, M. J. Schulz, and M. J. Sundaresan,

“Continuous Sensors for Structural Health Monitoring,” NDE and

Health Monitoring of Aerospace Materials and Composites II, A. L.

Gykenyesi, R. J. Shull, Editors, Proceedings of SPIE, Vol. 5046, 2003,

pp. 164-175.

[11] Kessler, S. S., and C. T. Dunn, “Optimization of Lamb Wave

Actuating and Sensing Materials for Health Monitoring of Composite

Structures,” Smart Structures and Materials 2003: Smart Structures and

Integrated Systems, A. M. Baz, Editor, Proceedings of SPIE, Vol. 5056,

2003, pp. 123-133.

[12] Park, G., H. H. Cudney, and D. J. Inman, “An Integrated Health

Monitoring Technique Using Structural Impedance Sensors,” Journal of

Intelligent Material Systems and Structures, Vol. 11, June 2000, pp. 448-455.

[13] Volanthen, M., P. Foote, K. Diamanti, “Development of a Practical

Optical Fibre System for Health Monitoring Composite Structures,”

Proceedings of 47th AIAA/ASME/ASCE/AHS/ASC Structures, Structural

Dynamics, and Materials Conference, May 2006, pp. 6224-6233.

[14] Frankenstein, B., D. Hentschel, E. Pridoehl, F. Schubert, “Hollow

Shaft Integrated Health Monitoring System for Railroad Wheels,”

Advanced Sensor Technologies for Nondestructive Evaluation and Structural

Health Monitoring, Edited by N. Meyendorf, G. Y Baaklini, and B.

Michel, Proceedings of SPIE, Vol. 5770, pp. 46-55.

[15] Madaras, E. I., W. P. Winfree, W. H. Prosser, R. A. Wincheski, K.

E. Cramer, “Nondestructive Evaluation for the Space Shuttle’s Wing

Leading Edge,” 41st AIAA/ASME/SAE/ASEE Joint Propulsion Conference

& Exhibit, July 2005, AIAA 2005-3630.

[16] Private communication with Madaras, et al.

Erratum for AMMTIAC Quarterly, Vol. 3, No. 3, Commercial Manufacturer Benefits from DoD Technology Transfer. Superfinishing was not developed by the Army, but rather the process, which was developed in the private sector, was applied by the Army to improve the surface finish and

fatigue life of components in helicopter transmissions.

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http://ammtiac.alionscience.com The AMMTIAC Quarterly, Volume 3, Number 4 7

Benjamin D. Craig

AMMTIAC

Rome, NY techsolutions 10

DoDTechipedia:

The DoD’s New Online Technology Resource and Collaboration Space

Since its creation in 2001, Wikipedia, the

online and collaboratively produced encyclopedia, has become one of the most widely accessed Internet resources in the world.

Wikipedia’s popularity, at least in part, is

due to the amount of research being conducted via the Internet. In continued

efforts to foster collaboration, technology transfer, and transparency, and to reduce duplication of effort, the Department of

Defense (DoD) has launched its own wiki*: DoDTechipedia.

WHAT IS DODTECHIPEDIA?

DoDTechipedia is an online information wiki that contains encyclopedic information on

numerous scientific and

technical areas relevant

to the DoD mission and

allows users to make

contributions through

adding, editing, and

updating information.

At the direction of the

Director of Defense

Research & Engineering

(DDR&E), the Defense

Technical Information

Center (DTIC) launched

DoDTechipedia in

October 2008.

Mission and Objectives

The mission of DoDTechipedia is to facilitate the collaboration

of DoD scientists, engineers, program managers, acquisition professionals and warfighters. The collaborative wiki is designed to

create a forum for achieving this mission and enabling communication among these researchers, requirements developers, acquisition professionals and end users. Successful collaboration results

in technological solutions and advancements, reduced costs,

added capability through innovation, and reduced duplication of

effort. DoDTechipedia is also designed to

facilitate the rapid development of technology and innovative solutions to meet critical

needs and fill technology gaps in support of

defense operations.

WHAT IS IN DODTECHIPEDIA?

DoDTechipedia is set up much like the Wikipedia site it is modeled after. Each page has the navigation bar and search box on the

left to allow users to easily navigate the wiki. Near the top of each

page is a series of tabs that allows users to update the content on

the page or view the history of the page. DoDTechipedia contains

a variety of content including Technology Areas, Acronyms,

Terminology, Interest

Areas, Organizations,

and related Technology

Area Blogs.

Technology Area Pages

The primary focus of

DoDTechipedia is the

development of informative wiki pages on technology areas relevant to

the DoD mission. The

Technology Areas home

page contains an expanded alphabetical index of

all technology areas and

their subtopics. Each

top-level and sub-level topic is hyperlinked to allow the user to go

directly to the topic of interest. The expanded index also serves as

a quasi-taxonomy of DoD science and technology investment

areas and enabling technologies of interest to the DoD.

Country Pages

Similar to Technology Area pages, Country Pages contain science

and technology information. The difference, however, is the

Country Pages focus on advances made by particular countries.

DoDTechipedia Terminology

Unmanned Vehicle: A powered vehicle that does not carry a human operator, can be operated autonomously or remotely, can be

expendable or recoverable, and can carry a lethal or nonlethal payload. Ballistic or semi-ballistic vehicles, cruise missiles, artillery

projectiles, torpedoes, mines, satellites, and unattended sensors (with no form of propulsion) are not considered unmanned vehicles.

Unmanned vehicles are the primary component of unmanned systems.

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8 The AMMTIAC Quarterly, Volume 3, Number 4

Acronyms

DoD is known for its extensive use of acronyms. To provide

readers with a quick access resource, DoDTechipedia contains a

section devoted to an extensive list of acronyms and the expanded notation of each acronym. These acronyms are linked to

pages throughout DoDTechipedia by allowing the definition to

be displayed when the cursor is hovered over a double underlined word.

Terminology

For those unfamiliar with certain scientific and technical areas, a

list of key words and terms are defined in the Terminology area.

In addition to scientific and technical terms, the terminology

page contains definitions for commonly used wiki terms, such as

WikiGnome. Like Acronyms, certain terms included in pages

throughout DoDTechipedia are linked to the Terminology area.

Interest Areas

The Interest Areas page is a forum for any user whether a program manager or a soldier overseas with a specific immediate or

emerging technological interest or need, to post questions for

the DoD Science and Technology (S&T) community. These

Interest Areas represent technical challenges that the DoD faces

in maintaining military readiness and effective mission capabilities. Links to relevant technology areas lead the user to some of

the collaborative solutions that have been achieved or are inprogress.

Organizations

DoD is a massive entity with a large number of components,

organizations, agencies, and affiliated programs involved with

funding, researching, developing, testing, demonstrating, implementing, transitioning, procuring or managing science and

technology. Listed on the main Organizations page of

DoDTechipedia are those organizations directly as well as indirectly supporting DoD. Each organization has a link to a separate page which provides more detail.

Blogs

A web log, more commonly known as a blog, is a series of

focused postings on a particular topic or subject. Blog postings

are usually made by an individual who “owns” or maintains the

topic or subject blog. In DoDTechipedia, blog postings are

restricted to the “blog owners,” while blog comments are open

to the entire community. Postings are often commentaries on

recent events, publications, announcements, or anything else

relevant to the subject area. DoDTechipedia currently has more

than 25 blogs on Technology Areas of high interest to the DoD.

These blogs are maintained by subject matter experts in the particular technology area. DoDTechipedia is always looking for

additional “blog owners.”

Other Features

Since the content of DoDTechipedia is almost continuously

being updated, the administrators of the wiki provide several

other features to aid users in staying current with the information available. For example, users can opt to receive a triggered

email when a particular page has been updated or created, a blog

posting has been added, or a discussion item has been posted to

a particular page or blog. Users can also receive a daily summary of all updates. In addition, the wiki allows users to store preferences such as favorite pages.

Help, Frequently Asked Questions, a printable Job Aid, and

Tutorial pages provide information to allow a user at any level of

wiki experience to research, edit, or update content on

DoDTechipedia. Guidelines give users boundaries in terms of

what type of information is allowed and what is not allowed.

Many of the Blog and Technology Area pages are conducive to

active discussions about the topic. DoDTechipedia allows users

to add comments or questions to the blog or page. In most cases

where appropriate, if the comment or question is posted on a

blog, the blog owner will respond.

techsolutions 10

DoDTechipedia Blogs

Advanced Electronics

Advanced Microelectronics Packaging

Armor Technology

Augmented Reality

Biometrics

Cognitive Enhancements

Combating WMD

Controlled Unclassified Information

Directed Energy Technology

Electro-Optical Infrared Sensors

Energetic Materials

Energy and Power

Foundational Sciences

Human Systems Integration

Information Assurance

Information Warfare

Manufacturing Science and Technology

Metamaterials

Monitoring Marine Environments

Networking Technology

Networking Unmanned Vehicles

Radar

Robotics

Sensor and Data Fusion

Social Software

Specialty Materials for Airships

Example of a DoDTechipedia Blog.

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DoDTechipedia Technology Areas

Advanced Electronics

Advanced Medical Research

Advanced Microelectronics Packaging

Advanced Technology Fire Support

Systems

Armor Technology

Augmented Reality

Behavioral Modeling

Biometrics

Cognitive Enhancements

Collaboration Systems

Combating WMD

Data Mining

Design Engineering in the Government

Directed Energy Technology

Electro-Optical Infrared Sensors

Energetic Materials

Energy and Power

Foundational Sciences

Full Spectrum Crashworthiness

High Throughput Computing

Human Systems Integration

Information Assurance

Information Technologies

Information Warfare

Intelligent Navigation and Sensing

Manufacturing Science and Technology

Metamaterials

Mixed Reality

Model Based Enterprise

Monitoring Marine Environments

Network Centric Data Sharing

Technologies Portal

Networking Unmanned Vehicles

Networking Technology

Radar

Robotics

Rocket Propulsion

Sensor and Data Fusion

Social Software

Software Development Technology

Space Situational Awareness

Specialty Materials for Airships

SuperConducting Electronics for

RF Applications

Superconducting Generators and

High-Temperature Superconductors

Systems Engineering

The Mission Means Framework

Unmanned Systems

Wireless Technologies

http://ammtiac.alionscience.com The AMMTIAC Quarterly, Volume 3, Number 4 9

WHAT TECHNOLOGY AREAS DOES IT COVER?

DoDTechipedia was initially populated using DDR&E’s strategic science and

technology priorities, and the scientific and technical topics covered in

DoDTechipedia continue to expand. Each area has multiple sub-topics that are

increasingly specific, and are organized to create a taxonomy-like structure of technologies that are of particular interest or importance to the DoD scientific and

technical community. A list of Technology Areas included in DoDTechipedia is

listed on page 5. The wiki environment easily allows the topics and sub-topics to

be reorganized to alter the taxonomy-like structure as DoDTechipedia matures.

WHAT ARE THE BENEFITS?

Since scientific advancement and technology development occurs through a vast

array of DoD organizations, programs, and projects, a challenge commonly faced

by the DoD community is the difficulty in keeping abreast of the advancements

and developments that may be relevant and beneficial to other areas.

DoDTechipedia is intended to eliminate some of these barriers and mitigate

these types of challenges. The wiki environment enables the DoD community to

more readily collaborate with private organizations on scientific advancements and

technology development. As an approach without departmental barriers,

DoDTechipedia also facilitates joint collaboration on R&D efforts between military services. This will help to overcome some of the traditional communication

and coordination barriers that have inhibited cooperation in the past.

WHO CAN ACCESS DODTECHIPEDIA?

DoDTechipedia is open to DoD employees, DoD contractors, federal agencies,

and federal agency contractors. Registration is required for access and eligible individuals can access and contribute to DoDTechipedia openly. Federal employees

and contractors who are already registered with DTIC can readily gain access to

the DoDTechipedia wiki using their login and password information at the following URL: https://www.dodtechipedia.mil/

In addition to being able to use the DTIC login ID and password, DoD employees and DoD contractors can use their Common Access Card (CAC) to gain access

to DoDTechipedia.

How to Register for Access

Individuals who qualify and are interested in using DoDTechipedia, but are not

AMMTIAC

Example of a Technology Area Page.

A D V A N C E D M A T E R I A L S , M A N U F A C T U R I N G A N D T E S T I N G

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10 The AMMTIAC Quarterly, Volume 3, Number 4

registered with DTIC and do not have a CAC, can complete the

quick registration process, beginning at: https://register.dtic.

mil/wobin/WebObjects/DTICreg

Once registered for DTIC, users can access DoDTechipedia

with their login ID and password. DTIC provides registration

support between 7 am and 5 pm Eastern time, Monday through

Friday.

DTIC Registration Support

Phone: 703.767.8273, DSN: 427.8273

Fax: 703.767.9459, DSN 427.9459

Email: reghelp@dtic.mil

Address: Defense Technical Information Center

Registration Team (DTIC-BC)

8725 John J. Kingman Road, Suite 0944

Fort Belvoir, VA 22060-6218

Who Should Contribute?

Technology Area pages are intended to be analogous to

Wikipedia pages. For instance, any registered user of Wikipedia

has the ability, authority and responsibility to upload new content, and/or modify existing content such that it is the most

relevant, up-to-date, and useful information available so long as

it falls within the guidelines of the site. Registered users of

DoDTechipedia are similarly encouraged to add new content

and improve existing content in the areas of their respective

scientific, technical and/or programmatic expertise.

Details on how to contribute are given within

DoDTechipedia. There are instructions, Help pages, Tutorials,

style guidelines, wiki markup language help pages, and much

more to help users with experience levels ranging from beginner to intermediate to advanced. This information covers topics, such as how to edit pages, how to create a personal space,

how to adopt a blog, and information about the wiki markup

language.

Users are encouraged to share their knowledge, ask questions,

post events, start and maintain a blog in order to ensure that

DoDTechipedia has the most valuable information possible.

This will allow the most important technologies to reach the

warfighter without the traditional communication obstacles.

Need Help with DoDTechipedia?

DoDTechipedia has a core team of administrators. Questions

can be emailed to dodtechipedia@dtic.mil and prompt responses will be provided. This team can assist users on a variety

of subjects including content, wiki organization, wiki markup

language, blog owner requests and more.

NOTE

* Wiki is defined by the Merriam-Webster Dictionary as “a web site

that allows visitors to make changes, contributions, or corrections.”

techsolutions 10

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http://ammtiac.alionscience.com The AMMTIAC Quarterly, Volume 3, Number 4 11

Dr. Lars Ericson

ManTech Enterprise Integration Center

ManTech Information Systems & Technology Corporation

Fairmont, WV

The Department of Defense (DoD) is undergoing a force transformation, a change in the way the warfighter prepares, plans,

and executes operations. A critical part of that redefinition of

purpose is logistics transformation – the ability

to provide the

right personnel,

equipment, supplies, and support

in the right place, at the right time, and in the right quantities,

across the full spectrum of military operations. Technology is a

critical component of force transformation. It places the tools in

the hands of the warfighter, and determines the scope, magnitude,

and speed of their capabilities. Given that it is expected to impact

virtually every aspect of our economy and daily lives, nanotechnology can provide enhanced or additional properties to logistics

systems and enable new operational capabilities to meet DoD

logistics mission goals.

Nanotechnology will inevitably influence all areas of

technology. It is providing

new materials, new approaches, and a powerful

synergism between traditional

scientific and engineering

disciplines. Nanotechnology

is generally defined as the

understanding and control

of matter at dimensions of

roughly 1 to 100 nanometers

(i.e., nanoscale), where unique

phenomena enable novel

applications. While nanotechnology is an emerging field

with many challenges and

unexplored regions, its development and commercialization is rapid. Nanotechnology

examples with significant

logistics application potential

include lightweight, multifunctional materials; miniaturized, sensitive chemical sensors;

enhanced, high performance batteries; and flexible, rugged thin film

electronics and displays. However, realizing the benefits of nanotechnology in DoD logistics applications has several challenges.

Nanotechnology and DoD logistics has challenges related to

education, communication, and facilitation. Nanotechnology

is a complex and rapidly changing subject; staying educated

on the state of nanotechnology is a difficult task. In addition,

nanotechnology logistics applications involve stakeholders

from a number of communities with different backgrounds and

priorities – DoD logistics, DoD science & technology, industry,

and academia. All four groups play an important role in bringing nanotechnology-enabled logistics solutions to the field;

communication between them is necessary. Finally, nanotechnology DoD logistics solutions suffer from the traditional challenges faced by defense technology development and transition

– demanding system and mission requirements that involve

multiple partnerships throughout the acquisition process.

However, due to the complex, multidisciplinary, new

nature of nanotechnology,

these issues are exacerbated.

Establishing partnerships

early in the process is essential for successful technology

transition and deployment.

The DoD Nanotechnology

& Logistics E-Portal (Nano

Log) is an online collaborative environment dedicated to

facilitating nanotechnology

in DoD logistics support systems, processes, and materials.

NanoLog (http://www.nano

log.org) is sponsored by the

Office of the Deputy Under

Secretary of Defense for

Logistics and Materiel

Readiness (ODUSD(L&

MR)). The site is a free

resource for all stakeholders

from government, academia,

A screenshot of the private-side of the NanoLog e-Portal

(http://www.nanolog.org).

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and industry interested in nanotechnology and DoD logistics.

The NanoLog e-portal is a centralized and robust environment

for the education, communication, and facilitation of nanotechnology in DoD Logistics. The site is a nexus for the various stakeholder communities involved in the dialogue of nanotechnology

for DoD logistics applications. The e-portal provides a single

environment for disparate parties and serves as a consistent

resource for nanotechnology activities in support of DoD logistics transformation. The e-portal employs the Community of

Practice Knowledge Strategy to facilitate member interactions,

manage community content, and ensure the e-portal meets

the needs of the nanotechnology DoD logistics community. To

facilitate interactions between members, NanoLog contains a

suite of collaboration and information sharing tools and services

allowing members to access, distribute, contribute, and interact

with nanotechnology and DoD logistics information across

the community. The NanoLog Library contains dozens of nanotechnology reports, guides, and standards from sources such as

DoD, the National Nanotechnology Initiative, and ASTM

International. Forums host discussions on upcoming events and

recent R&D news. Working Groups (WGs) created and administered by users, are available for subtopics. Example WGs include

Biometrics, Corrosion R&D, and Fuel Additives, but the capability to form WGs to meet the needs of the community in a

dynamic and streamlined fashion highlights the tremendous

potential of NanoLog. Ultimately, the goal of the NanoLog

e-portal is to help realize the benefits of nanotechnology in DoD

logistics support systems, processes, and materials.

Early support for the NanoLog e-Portal has been positive and

growing. Examples of organizations represented in the membership include the Air Force Research Laboratory, Naval Facilities

Engineering Service Center, and NASA Johnson Space Center.

The NanoLog e-Portal provides the community workspace to

help realize nanotechnology-enabled DoD logistics applications.

Access to information, collaboration tools, and potential partners

across DoD, academia, and industry allows the community to

facilitate nanotechnology solutions that enhance system and

operational capabilities to meet DoD logistics mission goals.

Additional information can be obtained by visiting the NanoLog

e-Portal (http://www.nanolog.org).

Dr. Lars Ericson is a Principal Scientist with the ManTech Enterprise Integration Center (e-IC), ManTech Information

Systems & Technology Corporation. He is the lead investigator and project manager for a number of DoD nanotechnology logistics support projects. His work at ManTech e-IC focuses on providing analyses of nanotechnology

research, standards, and applications; and supporting the evaluation and implementation of nanotechnologyenabled products of benefit to DoD. Before joining ManTech, Dr. Ericson conducted research into carbon nanotube

devices and materials, first in Prof. Richard Smalley’s group at Rice University and later as a postdoctoral fellow at

the Naval Research Laboratory. He has a BA in Physics from Gustavus Adolphus College and an MS and PhD in

Applied Physics from Rice University.

Announcing Upcoming Special Edition on Power and Energy

Power and Energy are areas of high interest to the Department of Defense (DoD). AMMTIAC and

WSTIAC are combining forces to publish a special edition journal that will focus on many of the efforts

the DoD is undertaking to advance the state-of-the art in power and energy technologies. This full-color

special edition, sponsored by the Defense Technical Information Center (DTIC), features articles written by scientists, engineers and program managers from the DoD, DOE, industry and academia.

SAMPLE TOPICS INCLUDE

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•Hydrogen Storage

•Fuel Cell Technology

•Wearable Power

•Electric Ship Technology

•Clean Electric Power

•Expeditionary Power

•Alternative Energy Sources

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http://ammtiac.alionscience.com The AMMTIAC Quarterly, Volume 3, Number 4 13

ABSTRACT

The automobile industry uses multiple electrohydraulic (EH, also

known as servohydraulic) shakers to simultaneously shake an

entire vehicle on multiple axes. Similar tests are applied to trucks,

busses and military vehicles. This

method of testing has several

advantages compared with earlier

methods of shaking vehicles in one

axis at a time. For instance, simultaneous multiaxis testing is more

realistic and saves time compared

to individual single axis testing.

This method of vibrational testing

also is able to identify additional

failure modes.

This article elaborates on these

advantages and on the simultaneous multiaxis vibration testing of

smaller loads at higher frequencies

using multiple electrodynamic

(ED) shakers. Testing should positively influence the readiness, performance and long life of systems,

ranging from submarines and surface vessels to satellites and aircraft to land vehicles and individual warfighter armament.

Simultaneous Multiaxis Shaking of Land Vehicles

Figure 1 shows a number of EH shakers simultaneously prepared

to perform a vibration test on a complete vehicle. Similar tests can

be performed on a truck, bus or military land or air vehicle. These

shakers are simulating (often exceeding) future terrain dynamic

inputs to the vehicle as the vehicle traverses and maneuvers upon

that terrain. These inputs cause the vehicle to dynamically

respond in numerous natural modes.

Mechanical Shakers

Approximately five decades ago automotive engineers had found

single-axis-at-a-time vibrational testing was time-consuming,

incapable of revealing certain failure modes and less capable of

evaluating passenger ride-comfort issues.

The earliest shakers were mechanical. Larger mechanical shakers are still used to provide 5-33 Hertz (Hz) sine sweeps for naval

shipboard hardware. Though inexpensive and long-lived,

mechanical shakers have two major shortcomings. They cannot

simulate the complex multi-frequency vibrations from helicopter

engines and rotors and from reciprocating engines and drive trains

in trucks, for instance. Nor are

they capable of random all-frequencies-at-the-same-time vibrations, such as those experienced by

rockets at liftoff, jet aircraft, terrain inputs to land vehicles and

wave inputs to ships. Random

vibration simultaneously excites all

mechanical resonances, whereas

sine sweeps sequentially excite

those resonances.

Single-Axis Electrodynamic

Shaking

Electrodynamic (ED) shakers

were first developed in the late

1940’s. Similar in principle to

electrodynamic loudspeakers, they

vibrate their test loads in just one axis at a time. ED shakers permitted single-axis shaking to 500 Hz in the mid-1950’s and to

2,000 Hz in the early 1960’s. The vast majority of ED shakers

have been used for single-axis-at-a-time vibration in sequential

axis testing in order to perform testing on

three axes.

US Military Multiaxis ED Shaking

Three pioneering military test laboratories

use multiple ED shakers simultaneously.

Successes have led to a new Test Method

527 (multiexciter testing, shown in Figure

2) in the “G” revision to the widely used

Military Standard 810.[1]

The US Army Research Laboratory used

multiaxial vibration testing to diagnose a vehicle hardware failure

that was not able to be diagnosed otherwise. Initially, the lab

could not reproduce the failure at any intensity nor any frequenWayne Tustin

Equipment Reliability Institute

Santa Barbara, CA

Figure 1. Multiple electrohydraulic shakers simultaneously

apply controlled vibratory force in multiple axes to the

wheels of a land vehicle. (Photo provided courtesy of MTS).

Figure 2. Multiexciter/

multiaxis – tri-axial

exciter test setup.[1]

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14 The AMMTIAC Quarterly, Volume 3, Number 4

cy of which their shaker was capable. The lab installed two more

ED shakers to make three-axis simultaneous excitation possible,

which helped identify the failure mode.

Aircraft hardware can be tested using an eight-ED shaker, six

degree of freedom (6DoF) system. The east-west (E-W) pair of

shakers can operate together for hardware axis 1 and hardware roll

(axis 6). The north-west (N-W) pair of shakers can operate

together for hardware axis 2 and hardware roll. The four shakers

located underneath can act together for axis 3 (thrust) and in two

pairs for axes 4 (yaw) and 5 (pitch).

Factory-Assembled Multi-Shaker Systems

Testing laboratories may prefer to purchase complete factoryassembled systems, if available, rather than purchase three individual shakers, then design and fabricate a common foundation.

However, few such systems are built in North America. Within the

US, only two firms build simultaneous multiaxis shaker systems.

Foreign systems are available that offer seismic multiaxis shakers, specifically long-stroke (about 500 mm) ED shakers, which

are useful to approximately 35 Hz, and shorter stroke shakers

(i.e., 50 mm and useable to 1,000 Hz). A US company imported

a system, shown in Figure 3, which allows automotive headlamps

to be simultaneously vibrated in three axes. A “tent” can be lowered over the vibrating table for shaking at temperature extremes.

Factors Favoring Simultaneous Testing

The several advantages of simultaneous (compared with sequential) multiaxis testing are potentially offset by the higher cost of

the system. However, the simultaneous multiaxis test systems reduce test and setup time and

have fewer tooling components, thereby reducing potential test machine component failures

and maintenance.

REFERENCES

[1] “Environmental Engineering Considerations and

Laboratory Tests,” MIL-STD-810G, 31 October

2008.

Figure 3. Three ED shakers for simultaneous three-axis

vibration testing of automotive headlamps. (Graphics

courtesy of IMV Corporation)

Y X

Z

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