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This manual contains 17 instructional units (sequenced to correspond to parallel chapters in a student's manual) focusing on upgrading the design of wastewater plant facilities and serving as a reference source for establishing criteria for upgrading wastewater treatment plants. The manual also furnishes information for modifying plant design to compensate for current organic and hydraulic overloads and/or to meet more stringent future treatment requirements, emphasizing the importance of modifying existing plants and designing new plant facilities to accommodate operations, maintenance, and other routine plant functions. Each instructional unit contains title page, lesson plan, objectives, index to visual aids, and presentation guide. Topics considered include: field experience--designing for operability; maximizing plant operations feedback; plans and specifications reviews; general design considerations; unit process designs (headworks, primary sedimentation, aeration basins, secondary sedimentation, disinfection, effluent discharge, sludge treatment, other biological processes, and other factors--safety, energy conservation and emergencies); systems approach to unit process selection; equipment selection and placement for operability (flexibility and maintainability); and "an operator speaks to the design engineer." (Author/JN)

In this program three candidate alternative fuels, FT SPK, HEFA SPK and B20, were subjected accelerated storage, 36 weeks at 43 deg C. This storage was done with the standard military additives, biocide and cetane improver(s). In addition, the samples were inoculated with live culture to assess the biologic impact of long term storage on alternative fuel components.

This task evaluated engine performance using a Hydroprocessed Renewable Diesel (HRD) fuel that meets ASTM D975 No. 2 diesel specification, over both ambient-temperature and desert-temperature endurance cycles, to performance and engine emissions observed under similar conditions using a petroleum-based Reference Diesel Fuel (RDF). The use of Hydroprocessed Renewable Diesel fuel in the Caterpillar C7 engine provides adequate performance without any significant negative impact on engine durability, emissions, performance, fuel consumption, lubricant degradation, or cleanliness. The use of the Hydroprocessed Renewable Diesel fuel for the C7 engine is sufficient for both the ambient operating condition and the desert operating condition.

Two Stryker vehicles were evaluated in a 20k mile Reliability, Availability, Maintainability, and Durability (RAM-D) test used to compare performance of a newly developed Single Common Powertrain Lubricant (SCPL) versus the baseline MIL-PRF-2104 lubricant. A post test inspection was completed on both engines for a visual inspection, and to attempt to assess engine wear and deposition control. At the inspection, both oils were found to perform similar, which suggests that the SCPL can be used as a drop in replacement. No major issues of engine wear or deposition were noted, and all results were as expected for a used engine in good working order.

The objective of this task was to use analytical modeling to determine thermal conductivity enhancement of nanofluid samples, with overall particle volume fraction, from 1% to 5%, at 70 W and 100 W. The highest thermal conductivity enhancement and maximum number of nanoparticle clusters were observed for different overall particle volume fractions and sonication times, at 70 W and 100 W. The second conclusion was, at both power levels, 4% volume fraction yielded nanofluids with highest thermal conductivity enhancement. For thermal conductivity enhancement from 16% to 35%, the maximum cluster size was on the order of 200 nm, while, for thermal conductivity enhancements from 135% to 173%, the maximum cluster size was restricted to 500 nm. Thermal conductivity enhancements in excess of 100% of the base fluid were achieved when the optimum overall particle volume fraction is 4%.

The primary question of this program was whether ASTM D6450 CCCFP is a suitable alternative to the military referee standard, ASTM D93 Pensky-Martens. The results generated in this program over a range of relevant samples, from TS1 to F76, show that ASTM D6450 provides a reliable answer when compared to ASTM D93. There is no indication of any performance enhancement from using ASTM D93 that would warrant the additional risk of an open ignition source in the PQAS-E.

This research study establishes the relationship between sonication parameters and overall particle volume fraction in the base fluid, to the volume fraction of nanoparticles in the aggregate cluster and overall thermal conductivity enhancement of the nanofluid. The test matrix includes two power levels, with five overall particle volume fractions at each power level, and five sonication times for each overall particle volume fraction. The research concludes that sonication time has negligible effect on cluster size and number of particles per aggregate cluster at a constant overall particle volume fraction and vice versa. The research also concludes that nanofluid with higher thermal conductivity can be obtained when cluster size is limited to 200 nm. It is recommended that future research should emphasize on particle modification, such as encapsulation, to optimize and achieve an aggregate cluster size limit of 200 nm.

The U.S. Army TARDEC Fuels & Lubricants Technology Team has developed a Single Common Powertrain Lubricant (SCPL). After its initial development in high fleet density military engine applications, the SCPL was tested in other lower fleet density engines to confirm performance over the wide range of vehicles that make up the military fleet. As a result, the SCPL was evaluated by the U.S. Army TARDEC in the Cummins VTA-903, as used in the M3A3 Bradley Fighting Vehicle. The engine was tested following procedures outlined in the 400 hour NATO hardware endurance test cycle. After testing, the engine was shipped to the U.S. Army TARDEC Fuels and Lubricants Research Facility (FLRF) for a full tear down and internal inspection. Upon teardown, the engine was found to be in acceptable overall condition. Detailed inspection, metrology, and component ratings were completed to document and quantify the engines condition. The candidate SCPL evaluated showed acceptable overall deposit control, consistent with results seen during the initial SCPL development. In addition, post test engine measurements verified that all components apart from four second ring end gaps were found to comply with the recommended rebuild ranges for the VTA-903 engine. This suggest acceptable performance and wear protection of the SCPL tested. It is the opinion of TFLRF staff that all results gathered from the Cummins VTA-903 teardown support the use of the tested SCPL in this family of engines.

A series of fuels were tested in the fuel system for the 2011 Ford 6.7L Scorpion Diesel Engine. Included were ULSD, an FT SPK, Jet A, and an SPK/Jet A blend with DCI-4A. Testing occurred at 60 and 80 deg C over a 400-hour NATO cycle. Fuel viscosity ranged from 0.620 to 1.90 cSt while lubricity wear-scar diameters were from 0.47 to 0.96mm (ASTM D5001) and 0.47 to 0.83mm (ASTM D6079). At the conclusion of each 400 hour test, components were evaluated for wear and overall system performance with the ULSD test as a baseline for comparison. Results showed that the HPCR fuel system from the Ford 6.7L Scorpion had little sensitivity with regards to fuel lubricity and viscosity with even low levels of lubricity improver additive provide adequate system protection.

During an Army research program in the mid-1980s, fire-resistant diesel fuel that self extinguished when ignited by an explosive projectile was developed. Chemically, this fire resistant fuel (FRF) was a stable mixture of diesel fuel, 10 percent water, and an emulsifier. The Army FRF program ended in 1987 without fielding this fire resistant fuel formulation. There were both technical and logistical reasons for this. Unconventional warfare experienced in Iraq and Afghanistan involving use of Improvised Explosive Devices (IED) has led the Army to restart the FRF program in an attempt to counter the increasing threat of fuel fires. Efforts are now underway to develop new Fire Resistant Fuel to reduce and/or eliminate both the initial mist fireball and any residual pool burning. Vehicle operation and environmental conditions commonly cause the temperature of the fuel in the vehicles to rise above its flash point, thus making it more susceptible to being ignited. This elevated fuel temperature, when combined with an ignition source such as a ballistic penetration near the fuel tank or fuel line, significantly increases the potential for a catastrophic fuel fire. This paper will discuss some of the aspects and limitations of developing a fire resistant fuel water emulsion and how the use of JP-8, as intended by the single fuel forward concept, affects this development, Submitted to ASTM International for Publication to STP1573 Symposium on fire Resistant Fluids.

Bulk modulus is a measure a fluid's compressibility. In fuel systems, the bulk modulus of the fuel can have a significant impact on fuel behavior and performance in engines by affecting injection timing. While the behavior of most petroleum-derived fuels are well-understood, the emergence of new bio-based and synthetic fuels have demonstrated some properties that are beyond current experience. Therefore, as part of a complete fit-for-purpose analysis, the need for a bulk modulus test rig was identified. The objective of this effort was to design and build a test rig for measuring isentropic bulk modulus at pressures and temperatures up to 30,000 psi and 100 deg C, respectively. To-date, the measurement of high pressure/temperature speed-of-sound on several fluids has been successfully demonstrated. Plans are underway to incorporate a high pressure/temperature densitometer to improve the bulk modulus accuracy.

A series of fuels were tested on a bench stand designed and constructed for the John Deere 4.5L Powertech Plus High Pressure Common Rail Fuel System manufactured by DENSO Corporation. Included were ULSD, an additized Jet A to represent JP-8, an FT SPK, and blend of the Jet A and SPK fuels. Testing occurred at 60, 82.8 and 93.3?C over a 400-hour NATO cycle. Fuel viscosity ranged from 0.57 to 1.90 cSt while lubricity wear-scar diameters were from 0.54 to 0.68 mm (ASTM D5001) and 0.47 to 0.84 mm (ASTM D6079). At the conclusion of each test, components were evaluated for wear and overall system performance with the ULSD test as a baseline for comparison. Results showed the system to be sensitive to fuel viscosity. The three evaluations which had a fuel viscosity at test temperature of 0.61 cSt or lower failed between four and five hours of test time. All other evaluations completed the full 400 hour cycle. The eccentric lobe on the fuel pump cam shaft was identified as the critical area for fuel compatibility. No issues were found within the fuel injectors regardless of viscosity or lubricity levels.

The European Stationary Cycle 13 Mode test was performed on a turbocharged inline 6-cylinder diesel engine and a 6.5L turbocharged V-8 diesel engine for every test fuel. Full engine instrumentation was employed including in-cylinder pressure measurements. Engine operating parameters and exhaust gas emissions were recorded. For each engine, clear trends for cetane-related performance were observed in the exhaust gas emissions, and potential cetane-related problems were identified at various conditions. Other fuel properties such as density, and bulk modulus also impacted engine performance. For each engine tested, an appropriate cetane window was identified.

Stanadyne rotary injection pump tests were conducted to determine the effectiveness of using approved MIL-PRF-25107 DCI4-A, NALCO5403 corrosion improver/lubricity improver (CI/LI) and a commercial diesel lubricity improver in selected concentrations in improving fuel lubricity and preventing premature pump failures at temperatures of 104 deg F (40 deg C), 135 deg F (57 deg C), and 170 deg F. Certification 2007 Diesel, Jet A, FT-SPK neat and FT-SPK blended with Jet A were used to perform a total of 21 tests. Evaluations determined that diesel fuel and clay treated diesel fuel operated for 1000-hours will reveal detrimental effects on fuel injection pump specification performance. Jet A-1 aviation kerosene fuel and FTSPK fuel unblended without any CI/LI Additives should not be used in rotary, fuel-lubricated, fuel injection pumps. CI/LI Additives greatly Improve Durability of both Jet A-1 fuel and the alternative aviation fuel FT-SPK at relatively low concentrations. All additives showed substantial improvements in fuel injection pump durability when blended with aviation kerosene fuel. MIL-PRF-25017 additives perform better in aviation kerosene fuels than a Commercial Diesel Fuel additive, and at lower concentrations. MIL-PRF-25017 Additive DCI-4A performed slightly better than the other additives evaluated.

The U.S. Army uses two fuels in the majority of its vehicles, aircraft, and support equipment. They are diesel fuel and jet fuel. These two fuels, and the specifications that govern them around the world, have undergone significant changes over the past two decades. There is a general trend toward a more uniform diesel around the world but the use of alternative fuels, such as biodiesel, has introduced additional variations in the world market. Aviation fuel, by comparison, is moving from a fairly narrowly defined, semi-formal set of standards to a formal international requirement. This report contains a discussion of the recent changes, as well as possible future changes, in the specifications and composition of these two important fuels. In addition to a comparison of specifications and composition, a series of inspection tests was performed on selected alternate diesel and jet fuels. Although there were some failures to meet specification limits, it was remarkable how often an alternate fuel that was clearly not suitable for routine use, passed the conformance testing. This work demonstrated that conformance to a specification is often insufficient as proof of fit for purpose conformance.

Southwest Research Institute (SwRI ) developed a novel method for authenticating a computer user s identity by deploying covert games disguised as anomalous computer functionality. The method applies game theory principles to allow users to develop unique strategy paths for playing the imperceptible games. By examining users subconscious game playing strategies, the team captured discriminatory information without sophisticated contextual analysis or explicit communicative behavior. This approach complements many other cognitive fingerprint detection methods and could be used to help increase the overall accuracy of a system of combined biometric modalities. The technical approach for this research project included three major phases: Analysis, Design and Development, and Final Evaluation., The original document contains color images.

Fuel blends of 50% synthetic fuel and 50% JP-8 were prepared, analyzed and distributed for testing by TFLRF.

Finite element models of the generic V-Hull and soldier were successfully integrated. Methodologies were developed to investigate the effects of structural component variations and safety measures on the risk of injury to the legs and lumbar. These models and software tools can now be used by the Army to evaluate future designs and improve current vehicle designs in an effort to improve occupant safety on and off the battlefield. Studies were performed to investigate the effects of material thickness on the lumbar and legs during an underbody blast event. A study was completed that determined the effects of foam on tibia forces during an under body blast event.

Two sample reels of Niedner Rifts Fuel Hoses were tested for resistance to ballistic penetration from hand-held or shoulder fired weapons. These hose samples had been tested for fuel supply testing several years ago. The question to be answered was, has several years storage after exposed to fuel affect the integrity of the hose. Ballistic tests were conducted as one phase of total testing, including pressure and flow resistance., The original document contains color images.

Presented at ASETSDefense 2012: Sustainable Surface Engineering for Aerospace and Defense Workshop held in San Diego, CA on 27-30 Aug 2012. Sponsored in part by SERDP.

The basis of this focus was the assumption that once the end user has taken ownership of a biodiesel blend, the only realistic option to improve low temperature properties is treatment of the blend with an additive. The test results demonstrated that use of the selected additives could be tailored depending on the low temperature property to be improved. Addition of additive to cold fuel reduces or eliminates the efficacy of the additive.

The primary objective of this work is to demonstrate improved fuel economy of a M1078-A1R vehicle through the application of hybrid hydraulic technology. A secondary objective is to evaluate ways that hybrid hydraulic technology may be applied to benefit ancillary vehicle functions and enhance the mission usefulness of the vehicle. A hybrid hydraulic drivetrain was designed, developed, and integrated into a M1079-A1R vehicle.

The US Army has a desire to consolidate multiple MIL specification fluids into a single specification, or Single Common Powertrain Lubricant (SCPL). The application of this fluid would include engine lubrication, power shift transmission operation, and limited use in hydraulic systems, and must be designed to operate in ambients ranging from low temperature arctic, to high temperature desert type conditions. The U.S. Army TARDEC Fuels and Lubricants Research Facility (TFLRF) located at Southwest Research Institute (SwRI) has aided TARDEC in the initial development of the SCPL. A request for experimental products was issued to industry, and 4 potential SCPL candidates were received and tested in military applications. Testing included high temperate endurance in the General Engine Products 6.5L(T) diesel engine to asses engine protection and oil performance at elevated temperatures, multiple industry standardized transmission tests (Allison C4, Caterpillar TO-4, John Deere JDQ) to asses frictional performance and driveline durability, and quantification of fuel consumption improvement over standard military oils through viscosity reduction in the SCPL. Two strong candidate lubricants were identified during testing, and have been jointly selected by TARDEC and SwRI for further revisions and testing.

Many of the materials used for tactical fuel handling equipment were designed for use with petroleum-derived fuels, such as diesel and JP-8, which typically contain 15-25% aromatics. However, emerging synthetic turbine fuels based on iso-paraffinic kerosene (IPK), synthetic paraffinic kerosene (SPK), and Hydroprocessed Esters and Fatty Acids (HEFA) typically contain no aromatics. Many of these fuels have undergone extensive testing and gained approval for use by the Air Force. As these fuels become more widely available and their use extends to ground vehicles and support equipment, their impact on current Army equipment will need to be assessed. ASTM D381 is currently used in specifications for military fuel hoses (MIL-PRF-370J) and collapsible fuel tanks (MIL-PRF-32233). This test method is used to determine if any material in contact with aviation fuels or motor gasolines causes gum contamination. This study addresses various aspects of the ASTM D381 method as a means to determine gum contamination of fuel in contact elastomeric and rubber materials.

The objective of this project was to perform burst and cyclic testing on an aged Niedner RIFTS conduit from Fort Lee, and then compare these results with the unaged baseline results from Niedner RIFTS testing performed by SwRI in 2006. Burst testing is used to establish the working pressure of the aged conduit, while cyclic testing is used to represent repeated deployment and retrieval in the field, and determine effects it will have on the burst and working pressure of the hose. Eight 15-foot specimens were extracted from a 500-foot reel of aged Niedner RIFTS conduit for burst testing and cyclic testing. When compared to the previous results, the aged Niedner conduit has a working pressure 100 psig less than that of the unaged baseline conduit. It was also noted that the cyclic testing had less effect on the burst pressure of the aged conduit than the unaged baseline conduit.

Inline and online electronic sensors were evaluated using the basic principles of EI 1598 for evaluation of electronic sensors. Particle counters and photometers/turbidimeters were evaluated using various test dusts, at various concentrations, water at various concentrations, and a combination of dirt and water. The particle counting technology provides the best particulate fuel cleanliness information and can infer if water is out of specification. The photometers/turbidimeters can detect water, but are poor quantifying solid contamination.

The objective of this research was to investigate Nanofluids as new class of heat transfer fluids. Nanofluids were characterized using Dynamic Light Scattering (DLS) by obtaining volume fraction of aggregated nanoparticles as a function of aggregate radius. This data was used as an input to three analytical models to compute the overall thermal conductivity of the nanofluid. Stability analysis on alumina nanofluid (1% by vol.) indicated that the formation of aggregates was limited by diffusion and was primarily confined to the nanometer size range. A comparative study between dilute and regular alumina nanofluids concluded that the relationship between nanoparticle concentration and enhancement in thermal conductivity is nearly linear at both concentration regimes. Experiments on alumina nanofluids with 1% to 5% by volume concentration provided thermal conductivity enhancement up to 35%. This result concludes that aggregation of nanoparticles play a critical role in enhancement of thermal conductivity in nanofluids.

A series of fuels were tested on a bench stand designed and constructed for the Cummins XPI High Pressure Common Rail Fuel System. Included were ULSD, JP-8, an FT SPK, and Jet-A. Testing occurred at 60 and 93.3?C over a 400-hour NATO cycle. Fuel viscosity ranged from 1.90 to 0.65 cSt while lubricity wear-scar diameters were from 0.54 to 1.01mm (ASTM D5001) and 0.382 to 0.75mm (ASTM D6079). At the conclusion of each 400-hour test, components were evaluated for wear and overall system performance with the ULSD test acting as a baseline for comparison. Results showed the XPI system to be robust with regards to fuel lubricity and viscosity. Even under the harshest fuels, only small areas of concern were noted in the injectors. From these results, it is expected that a synthetic fuel such as that used could be successfully used, with proper lubricity additives, in military ground vehicle fuel blends.

This program assessed the effectiveness of adding anti-oxidant (AO) to various fuels after the fuels leave the refinery. The project involved storing severely hydro-treated fuels for a period of 12 months to simulate the 36 month storage period for vehicles and equipment aboard pre-positioned ships. One fuel contained AO from the refinery and an additional fuel was procured without AO added at the refinery. Each fuel was divided in half with one half being stored as received at 43 deg C and the second half treated with the JP-8 additive package and stored at 43 deg C. The fuel without the AO had AO added upon receipt at TFLRF. A third fuel was added to the matrix that was provided from Australia. This fuel was thought to exhibit poor storage stability characteristics. As with the other fuels, this fuel was divided into two portions with one stored as received and the other additized with the JP-8 additive package and stored at 43 deg C., The original document contains color images.

Durability testing according to MIL-STD-705c 695.1a was performed on a variety of tactical quiet generators ranging in capacity from 2kW to 100kW. The testing was performed to assess the performance impact of a new fuel. The fuel was a 50/50 blend of JP-8 and HRJ-8. Although many mechanical and electrical problems occurred during testing, no fuel related failures were reported., SwRI 08.14734.04.320.

This paper presents a quantitative analysis and comparison of fuel economy and performance of a series hybrid electric HMMWV (High Mobility Multi-purpose Wheeled Vehicle) military vehicle with a conventional HMMWV of equivalent size. Hybrid vehicle powertrains show improved fuel economy gains due to optimized engine operation and regenerative braking. In this paper, a methodology is presented by which the fuel economy gains due to optimized engine are isolated from the fuel economy gains due to regenerative braking. Validated vehicle models as well as data collected on test tracks are used in the quantitative analysis. The regenerative braking of the hybrid HMMWV is analyzed in terms of efficiency from the kinetic energy at the wheels to the portion of regenerative power which is retrievable by the battery. The engine operation of both the series hybrid and conventional HMMWV are analyzed using a 2-D bin analysis methodology. Finally, the vehicle model is used to make recommendations on improving the fuel economy of the series hybrid as well as the conventional HMMWV., Presented at the EVS26- International Battery, Hybrid and Fuel Cell Electric Vehicle Symposium.

This project was conducted in support of the feasibility study for the U.S. Army Single Common Powertrain Lubricant (SCPL). U.S. Army vehicles were surveyed to determine the types of hydraulic system pumps that are used. The hydraulic system from a representative vehicle (6K) Rough Terrain Fork Lift was selected as the basis for a bench test apparatus that was used to investigate the low temperature flow performance of various fluids. The test rig was assembled and low temperature tests were conducted. Results indicated that a commercially available dedicated hydraulic fluid had outstanding low temperature flow performance. Given the observed low temperature flow performance of the current fielded Arctic Engine Oil, MIL-PRF-46167D, it is recommended that the proposed SCPL should have equivalent or lower viscosity at low temperatures., The original document contains color images.

This project attempted to determine the kerosene and Ultra Low Sulfur Diesel fuel lubricity requirements of Delphi DPA rotary fuel injection pumps and Detroit Diesel unit injectors. A test stand was configured to operate a rotary fuel injection pump and a stand configured to operated four unit injectors simultaneously, with data acquisition and control systems for logging data. Results suggest that synthetic kerosene fuel adversely impacts rotary fuel injection pump performance and durability. Synthetic diesel fuel can be blended with petroleum diesel fuel and fuel lubricity additives to provide the same protection as F-76 diesel fuel in rotary fuel injection pumps. The unit injectors are less sensitive to the low lubricity fuels than the rotary fuel injection pumps.

Typical results obtained from ballistic impacts on vehicular fuel tanks are an instantaneous fireball, lasting approximately 5 seconds followed by a quickly spreading pool fire consuming the balance of the fuel and causing catastrophic damage to personnel and vehicle. This report discusses the results obtained when attempts were made to correlate a laboratory procedure with full scale ballistic testing. Laboratory testing was conducted at fuel temperature of 150 deg. F which corresponds to similar ballistic test temperature. The laboratory procedure determined only flame propagation rates and was not designed to address the fireball issue.

A Ford 6.7L diesel engine utilizing a fuel lubricated high pressure common rail (HPCR) fuel system was evaluated using ULSD, JP-8, 50/50 synthetic paraffinic kerosene (SPK), and 100% SPK to determine the compatibility of modern HPCR fuel systems with military fuels. The engine was operated following the 210hr U.S. Army Tactical Wheeled Vehicle Engine Endurance Cycle (TWVC) to determine fuel system endurance and performance degradation associated with each tested fuel. Pre and post-test powercurves and emissions were completed to monitor and record engine performance, and to determine any power degradation present across the test duration. New fuel system components were installed on the engine prior to each test. After completion, fuel system components were removed and disassembled to determine internal wear present in the high pressure pump and fuel injector assemblies. All components were compared to each other as well as a new unused set of hardware to determine the wear associated with each tested fuels use.

Test data for gold rods impacting unconfined silicon carbide targets are reported. This work focuses on the dwell phenomenon exhibited by silicon carbide for targets at obliquity. Experiments are presented for obliquities of 30 deg, 45 deg and 60 deg, with and without cover plates. Results are compared to normal impact.

From testing completed, it was found that FRF blends can be successfully used in typical compression ignition engines with an associated power loss depending on FRF blend proportions. Typical engine output losses vary from 3 to 9% in peak power and torque depending on injection system configuration and FRF blend chemistry., The original document contains color images.

Post-test microscopy evaluations were performed on borosilicate (Borofloat (registered trademark) 33) and soda-lime (Starphire (registered trademark)) glass specimens following confined compression tests. These included optical and electron microscopy investigations of select specimens tested at low strain rates with confinement pressures up to 1 GPa. Specimens were evaluated following removal of the confinement sleeve or holder. The objective of this work was to investigate the flow and failure behavior of both glasses due to compressive loading with confinement. The observations provide insight into the damage process that occurs during projectile impact/penetration into transparent armor. Highlights of the microscopy evaluations are compared and contrasted for the two glasses of interest. A damage mechanism is proposed based on comparison of the mechanical response data with the post-test microscopy findings.

The overall aim of this effort was to provide fit-for-purpose testing and subject matter expertise to UTC and AFRL to support the evaluation of emerging synthetic aviation fuels. The report contains information on the evaluations of various synthetic aviation fuels including: Sasol IPK, R-8 HRJ SPK, R-8x HRJ SPK, Boeing Flight Fuels, Camelina HRJ SPK, Camelina/JP-8 (HRJ8), R-8/Jet A, Tallow HRJ SPK and Tallow/JP-8 (HRJ8). In addition, miscellaneous analyses including dielectric constants of the synthetic aviation fuels, lubricity, Ignition Quality Tests (IQT), JP-8+100 fuel/water separation tests (SAE J1488) and existent gums are reported. It is concluded that the testing performed to date provides strong evidence that blends composed of 50% synthetic aviation fuel (FT IPK and HRJ SPK) and 50% petroleum-based fuel will be more than adequate as drop-in replacements for current petroleum-based fuels., Prepared in cooperation with Universal Technology Corp., Dayton, OH.

PURPOSE/FOCUS. Purpose: * Define the problems and approaches in greater fidelity based on input from panels * Develop courses of action or methodologies to reconcile issues identified * Develop recommendations for DoD leadership on the process/steps needed to develop the structure for and methodology to perform cyber SA assessments. Focus: * Develop potential characteristics of an initial framework that will enable the scoping and prioritization of cyber SA assessments * Using the initial framework, develop a proposed scope of DoD cyber and the system attributes for which SA must be assessed * Using the initial framework, develop a proposed scope for adversary cyber and the system attributes for which SA must be assessed * Identify potential cyber SA assessment families of tools., MORS Mission Assurance: Analysis for Cyber Operations Special Meeting held in San Antonio, TX Mar 21-24, 2011. The original document contains color images.

A series of mine-blast loading experiments were conducted where the soil moisture content, plate standoff distance, and plate shape (flat and V-shaped) were varied. Three experiments were conducted for each test configuration to quantify repeatability of the experiments. The primary experimental diagnostic was the initial velocity imparted to the plate, as inferred from the maximum height that the plate displaced. Numerical simulations were conducted to examine the ability to reproduce the experimental measurements using the wavecode CTH and a modified soil equation of state (EOS) developed by Kerley. The EOS explicitly accounts for soil moisture content and initial distension (porosity). It was found that the initial soil density was extremely important in reproducing the experimental results. It is shown that the simulations reproduce, within experimental variability, the momentum transferred from the mine blast (loading by the soil and detonation products) for the flat plate experiments as a function of moisture content and plate distance. However, it was found that the simulations overpredicted the momentum transferred to the V-shaped plates by approximately 50%. We investigated the root cause for this discrepancy. The simulations calculate a turbulent-like flow field characterized by small-scale vorticity (eddy structures) that can only be resolved at the resolution of the grid. The absence of viscous dissipative terms (Reynolds stresses) in the momentum and energy equations results in a coarsely resolved flow field that transfers too much energy to the plate. At finer grid resolutions, the mine blast products are less coherent due to the increased vorticity being generated and result in more localized loading on the plate by eddy flow structures. Although this provides better agreement with experimental results, we were not able to refine the computational grid sufficiently to reproduce the experiments., Report contains color images.

This study was designed to acquire near continuous physiological measurements, beginning at the earliest practical time after injury, on large numbers of injured patients with severe trauma. The study utilized commercially available FDA-certified monitoring equipment, operating in a fleet of ground EMS ambulances serving a large metropolitan area with multiple trauma centers., The original document contains color images.

The goal of this project was to determine, in preclinical studies, the potential of skeletally targeted polymeric nanoparticles as carriers of the proteasome inhibitor Bortezomib (Velcade), to be used as a selective and efficacious treatment of Multiple Myeloma. In clinical oncology practice, Velcade is a chemotherapeutic agent currently approved for the treatment of myeloma in the relapsed setting post transplant or as a second line treatment in patients unsuitable for transplantation. In a clinical trial, Velcade patients had a significantly higher rate of overall survival (80 per cent) versus patients who received dexamethasone alone. However, Velcade causes significant problems including systemic toxicity, which limits the actual therapeutic window and efficacy of the treatment. Our hypothesis is that bone-targeting nanocarriers can preferentially accumulate in the skeleton and locally release Velcade to impair the capacity of myeloma cells to survive and grow in vivo, thereby reducing the formation and growth of tumor-induced lytic bone lesions. Otherwise, Velcade is not selective to bone. The major tasks of this research were: 1) Formulate and characterize drug-containing, bone-targeting nanoparticles. 2) Determine the in vivo biodistribution of bone-targeting nanoparticles. 3) Evaluate the efficacy of bone-targeted delivery of proteasome inhibitors on myeloma tumor progression using the well-characterized 5TGM1 GFP label murine model of myeloma., The original document contains color images.

A robust model of the HMMWV with an occupant model was created and analyzed using a variety of probabilistic methods. Methodologies were developed to determine the relative importance of structural components of the vehicle under different crash and blast scenarios. With the integration of the high fidelity neck and head model, a methodology to calculate the probability of injury to soft tissues of the neck was created and tested. These models and software tools can now be used by the Army to evaluate future designs and improve current vehicle designs in an effort to improve occupant safety on and off the battlefield., The original document contains color images.

A robust model of the HMMWV with an occupant model were created and analyzed using a variety of probabilistic methods. Methodologies were developed to determine the relative importance of structural components of the vehicle under different crash and blast scenarios. With the integration of the high fidelity neck and head model, a methodology to calculate the probability of injury to soft tissues of the neck was created and tested. These models and software tools can now be used by the Army to evaluate future design and improve current vehicle designs in an effort to improve occupant safety on and off the battlefield., The original document contains color images.