Eliminating Adverse Impact of Copper Contamination in Jet Propellant 5 (JP-5) Fuel
Navy SBIR 2018.1 - Topic N181-071 NAVSEA - Mr. Dean Putnam - dean.r.putnam@navy.mil Opens: January 8, 2018 - Closes: February 7, 2018 (8:00 PM ET)
TECHNOLOGY AREA(S):
Materials/Processes ACQUISITION PROGRAM: PMS 312
In-Service Aircraft Program Office, PMS 378/379 Future Aircraft Carriers
Program Offices OBJECTIVE: Mitigate the
adverse impact of the presence of copper in Jet Propellant 5 (JP-5) fuel by
preventing copper contamination or removing copper that has leached into the fuel. DESCRIPTION: Copper Nickel
(CuNi) pipe is used in JP-5 fuel lines on Aircraft Carriers (CVNs). Typically,
supply ships also have copper piping (though fuel residence time and amount of
piping is small compared to a CVN) hence the infrastructure may supply JP-5
fuel with a copper content. This has allowed a condition where copper
contaminates the JP-5 fuel. The presence of copper in hydrocarbon fuels
impacts jet engine performance. Copper contamination has been observed on the
CVN 68 Class Aircraft Carriers. Copper in JP-5 fuel exists both as particulate
and dissolved contaminant. Replacing CuNi piping on aircraft carriers is both
impracticable and expensive. Presently, no onboard mitigation systems exist to
remove copper contamination in JP-5 fuel. There is a need to create an
affordable shipboard method to prevent or remove copper contamination in JP-5
fuel or to prevent copper from adversely affecting aircraft engines. Joint
Strike Fighter programs have a strong interest as the presence of copper in
JP-5 fuel creates maintenance and repair issues, such as coking, for aircraft
engines as well as impairs performance capability. Copper contamination in
JP-5 fuels can be as high as 1,000 parts per billion (ppb). Copper
contamination prevention or removal methods must limit or reduce (respectively)
the copper concentration in JP-5 fuel to 10ppb or less. Per the American
Society for Testing and Materials (ASTM) D3241, copper contamination mitigation
methods must meet thermal oxidation stability standards for aircraft (<3 on
the unitless color scale Visual Tube Rate (VTR), <85nm Electron Transfer
Reaction (ETR) (ellipsometric), <25mm/Hg at 260°C). PHASE I: Develop a concept
for a copper contamination prevention, filtering, or mitigating process(es)
that demonstrates how the process(es) will be implemented; and present cost
estimates for the process(es). Establish feasibility by material testing
and/or through analytical modeling. Provide a Phase II initial proposal that
addresses technical risk reduction and provides performance goals and key
technical milestones. Provide notional shipboard implementation such as how
the solution will work in existing distribution systems and restricted volumes
and accommodate high flow rates. The Phase I Option should include the initial
specifications and capabilities for the prototype process(es) to be developed
in Phase II. Develop a Phase II plan. PHASE II: Based on the
results of Phase I and the Phase II Statement of Work (SOW), develop a
prototype process for evaluation and delivery. Evaluate the prototype to
determine its capability in meeting the performance goals defined in the Phase
II SOW and the Navy requirements for the copper leakage prevention, filtration,
and/or mitigation. Demonstrate process performance through prototype
evaluation and testing over the required range of parameters including numerous
deployment cycles to verify test results. Use evaluation results to refine the
prototype into an initial design that will meet Navy requirements. Prepare a
Phase III development plan to transition the technology to Navy use. PHASE III DUAL USE
APPLICATIONS: Support the Navy in transitioning the technology for Navy use.
Develop a copper contamination, prevention, and/or filtration device and/or
technique according to the Phase II SOW for evaluation to determine its
effectiveness in an operationally relevant environment. Support the Navy for
test and validation to certify and qualify the system for Navy use. The
process has the potential to transition onto CVN, Landing Helicopter Dock
(LHD), Landing Helicopter Assault (LHA), and Landing Platform Dock (LPD)
platforms. REFERENCES: 1. “Detail Specification
Turbine Fuel, Aviation, Grades JP-4 and JP-5, MIL-DTL-5624V”, 11 July 2013. http://everyspec.com/MIL-SPECS/MIL-SPECS-MIL-DTL/MIL-DTL-5624V_47197/ 2. Hazlett, Robert N.
“Thermal Oxidation Stability of Aviation Turbine Fuels, Chapter VIII.” American
Society for Testing and Materials, December 1991, ASTM D3241. 3. Puranik, Dhanajay B. et
al. “Copper Removal from Fuel by Solid-Supported Palyamine Chelating Agents.”
American Chemical Society Energy & Fuels 1998, 12, 792-797. 4. Lu, Qin et al. “Rapid
Determination of Dissolved Copper in Jet Fuels Using Bathocuproine.” American
Chemical Society, Energy & Fuels 2003, 17, 699-704. http://pubs.acs.org/doi/pdf/10.1021/ef0202642 5. Hazlett, Robert N. and
Morris, Robert E. “Thermal Oxidation Stability of Aviation Turbine Fuel, a
Survey.” 4th International Conference on Stability and Handling of Liquid Fuels
Orlando, Florida, USA, November 19-22, 1991. http://iash.conferencespot.org/56077-iash-1991-1.652968/t-001-1.653105/f-005-1.653249/a-022-1.653274/ap-022-1.653275?qr=1 KEYWORDS: Jet Propellant 5
(JP-5) Fuel; Aviation Turbine Fuels; Copper Nickel (CuNi) Piping; Thermal
Oxidation Stability Standards; Soluble Metal Chelant Additives; Polyamine
Chelating Agents
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