They say American exceptionalism is dead.

Background

During a 1999 tour of an Air Force base, WilliamsRDM’s Della Williams and Craig Walters stood and watched an airman attach one “beer-can” voltage tester to a fighter’s launch rail, remove it, try another, then a third before he was finally able to perform his stray voltage check. According to the airman, this was the norm and, according to a program manager they met, three 467 “Beer Can” units were being ordered for every one requested due to a 60+% failure rate.

Analysis

There were five good reasons to replace the 467 beer can:

1. Poor reliability — the 467 did not stay in calibration, required that it  be sent to the PMEL shop for time-consuming recalibration
2. Cost of operation — the 467 used an expensive, hard to source,  proprietary battery
3. Outdated — the 467’s 1960’s analog technology provided  limited feedback
4. Form factor — the cylindrical 467 was prone to roll off an aircraft’s  wing, throwing off calibration or breaking it’s toggle switches
5. Limited — each model was hard-designed for a specific aircraft and  manufacturer and presented DMS issues

Results

WiIlliamsRDM engineers developed a product suited to the newer aircraft and smarter armament coming into service—a single Digital Voltage Detector (DVD) that could be updated and paired with appropriate cables and connectors to test the specific stores each aircraft carried. Today, the DVD is in service and deployed around the world on USAF and FMS (Foreign Military Sales) operational platforms with the A-10, F-16 and F-35, saving DOD $10,600 per-unit per-year in calibration and battery costs alone for every “beer can” it replaced.

Approach to Solution

It was clear that DoD was buying on initial purchase price, not life-cycle cost. So, WilliamsRDM offered to develop a better solution, if the Air Force would be willing to try it, and do the R&D and prototyping entirely on its own dime. The Air Force agreed. We decided to design a single tester that could be used across different platforms, countries, and armaments using different cable sets and programming—a rectangular, hand-held unit that could not roll off a wing and with a lanyard to be hung where convenient. We envisioned a unit that would allow the user to see exact measurements as tests run on an LED display; would not require frequent calibration but, when necessary, could be calibrated in the field; and would use off-the-shelf AA batteries.

Background

O-level and I-level (flightline and back-shop) testing were performed using two pieces of equipment: the ‘501 for flightline AME testing and the ‘500 for back shop AME tests. The technology was outdated. The ‘500s were noisy, easily lost calibration, were slow, heavy, and required incompatible power sources. Plus, the process of tailoring variants for each additional country purchasing the F-16 took too long.

Analysis

1. Poor reliability — Too easily lost calibration with everyday use
2. Too heavy — Inefficient form factor / material choice
3. Fan — Noise a sore point with operators, also exposed interior to  sand, water, etc.
4. Too little useful data — Limited feedback, providing only a general  go/no go
5. Redundant — Two testers with the same functionality: one AC,  one DC
6. Limited — Hard designed for aircraft / AME / specific to each country

Approach to Solution

The decision was made up front to combine the functionality of the ‘500 and ‘501 into a single unit for both flightline and back-shop testing via operation on  both 115V AC or 28V DC power. To minimize, size, weight, and eliminate the need for a fan, a cast aluminum enclosure would house it, eliminating noise and protecting the internals from the environment. The unit would be easily programmable enabling it to be configured for different applications quickly.

Results

The result was the 500-series Stores Management System Tester, or SMST, which functions across multiple aircraft platforms for troubleshooting Alternate Mission Equipment (AME). The prototype features both internal and external shock/vibration isolation and is designed to self-test itself as well as the cables it employs. Via an optional, ruggedized, touch-screen laptop or tablet, the GUI display can pinpoint multiple specific failure locations at once. Development is still ongoing while the SMST awaits an F-16 program to adopt it as their tester of choice.

Background

In 2007, the DoD established the need for all military branches to increase self-sufficiency and reduce sustainment demands during tactical and expeditionary deployment. An SBIR was issued seeking technologies to address this need. WilliamsRDM responded with development of of the Intelligent Energy Control System (IECS). WilliamRDM was the only SBIR respondent that said it could be done.

Analysis

Several challenges needed to be met in order to create a portable, field-deployable system like the one requested. The solution should:

1. Maximize power surety for high priority loads
2. Be source-agnostic, accept power from any genset
3. Be based on an architecture of completely decentralized,  distributed controls
4. Intelligently switch units on and off and balance loads according to  demand and priority
5. Be designed for portable, tactical deployment and be flexibly  configured and connected
6. Effect a targeted 25% savings in fuel consumption

Approach to Solution

We were determined to develop a tactically deployable, intelligent micro-grid that would maximize power surety for high priority loads—one that could integrate, manage, and distribute power from multiple, mixed sources: QGs, AMMPS, legacy, commercial, and captured AC generators of 50Hz to 400Hz, single or three phase. We wanted it to be a 100% plug-and-play, hot-swappable solution so nodes could be added or removed as needed in any configuration, capable of application to operations-center-level deployments with demand in the hundreds of kilowatts.

Results

In July 2011, WilliamsRDM successfully demonstrated a five-node IECS prototype that achieved savings that exceeded the prescribed threshold, receiving the Small Business Administration’s Tibbetts Award for excellence in innovation and economic impact for its design. It is estimated that, in a wartime scenario, with a 10% overall fuel reduction, IECS could achieve savings of more than $500 million for the DoD and the American taxpayer per year, while reducing the frequency of high-risk fuel convoys.