Thermal Management System (TMS) | Apply Online

Thermal Management System (TMS) Grant Opportunity FAQs

1. What is DARPA's Thermal Management System (TMS) grant opportunity about?

DARPA's TMS opportunity focuses on preventing heat-driven damage to U.S. Navy ship flight decks caused by vertical and short takeoff and landing (V/STOL) aircraft operations. The goal is to reduce the thermal and mechanical loads transferred into the deck when hot engine exhaust plumes impinge on the surface during operations like vertical landings and short takeoffs.

2. What problem is motivating this program?

The motivating problem is flight deck damage already observed in the fleet, including buckling linked to MV-22 Osprey operations. Navy assessments attribute the buckling to intense heating from engine exhaust plumes, and warn that continued buckling could cause some decks to fail earlier than their intended service life.

3. Why is DARPA concerned about future aircraft like the F-35B?

DARPA expects the F-35B STOVL to create an even harsher thermal and mechanical environment on amphibious assault ships. This could accelerate deterioration of both the non-skid surface layer and the underlying deck structure compared to current challenges.

4. What types of ships are expected to benefit from the TMS effort?

The anticipated application targets include Navy LHD 1 class and LHA 6 class amphibious assault ships, pointing to a path toward shipboard implementation if the technical goals are achieved.

5. What kind of solution is DARPA looking for?

DARPA is seeking an integrated thermal management solution that can be installed on top of existing amphibious assault ship decks. The intent is a "drop-on" or retrofit-style system, rather than solutions that require major structural rebuilds of the ship deck.

6. What does "drop-on" or retrofit-style mean in this context?

It means the system should be installable over existing deck structures and function as an added thermal management layer or system that reduces thermo-mechanical loading from exhaust plume impingement, without relying on large-scale deck reconstruction.

7. Is DARPA looking for a single material or coating?

No. The emphasis is on a complete system approach, not just a single coating or material. DARPA wants the thermal management function and the surface operational requirements to be designed together as an integrated system.

8. What is required of the non-skid surface?

A central requirement is a thermally and functionally stable non-skid surface that meets Navy expectations for application, safety, and performance. It must remain safe for aircraft handling and personnel, maintain traction, and tolerate extreme temperatures and thermal cycling.

9. What failure modes is the program trying to prevent?

The program is aimed at preventing failure modes associated with heat and thermal cycling that can lead to buckling, delamination, or rapid wear of the non-skid surface and/or damage to the underlying deck structure.

10. What kinds of non-skid concepts does DARPA encourage?

DARPA explicitly encourages advanced, highly wear-resistant non-skid concepts, including novel approaches such as amorphous metal coatings. This indicates openness to innovative material systems capable of tolerating high heat flux while resisting abrasion and operational damage.

11. How important is maintainability for proposed solutions?

Maintainability is treated as a core design constraint. Proposals are expected to address inspection, repair, and restoration in an operational setting, with realistic shipboard constraints and turnaround times.

12. Where must routine maintenance be performed?

Any routine maintenance is expected to be doable directly on the flight deck without major disruption to ship operations.

13. How long should the non-skid surface last?

DARPA anticipates the non-skid surface should last as long as the overall TMS when paired with proper servicing and repair.

14. Is this opportunity intended for incremental improvements to existing deck coatings or systems?

No. The solicitation is aimed at revolutionary advances. DARPA specifically excludes proposals that mainly offer evolutionary improvements to existing technologies or commercially available systems.

15. What is the funding opportunity number for this solicitation?

The Funding Opportunity Number is DARPA BAA 10-10.

16. Which DARPA office released this opportunity?

This opportunity was released by DARPA's Strategic Technology Office.

17. What type of funding is this categorized as?

It is categorized as discretionary R&D funding.

18. What award instruments might DARPA use under this opportunity?

Award instruments could include cooperative agreements, grants, contracts, or other procurement mechanisms.

19. Is cost-sharing required?

No cost-sharing is required, based on the information provided.

20. Who is eligible to apply?

Eligibility is described as broadly unrestricted (open to any type of entity), subject to any clarifications in the full solicitation text.

21. What are the key dates for this opportunity?

The posting date was November 16, 2009. The closing date was May 17, 2010. The archive date was June 16, 2010.

22. What CFDA listing is associated with this announcement?

The CFDA listing associated with the announcement is 12.910 (Research and Technology Development).

23. What operational conditions must the TMS address?

The system must address intense heating from aircraft engine exhaust plumes during V/STOL operations, including extreme temperatures and thermal cycling that can drive both surface degradation and structural impacts on the deck.

24. What does DARPA mean by integrating "thermal management" with "surface operational requirements"?

It means the solution should manage heat and reduce thermo-mechanical loading while also meeting practical flight deck needs like non-skid traction, safety for personnel and aircraft handling, durability, and maintainable performance under shipboard operating constraints.