Navy FY07.3 SBIR Solicitation Topics

NAVY

SBIR FY07.3 PROPOSAL SUBMISSION INSTRUCTIONS

The responsibility for the implementation, administration and management of the Navy SBIR program is with the Office of Naval Research (ONR). The Director of the Navy SBIR Program is Mr. John Williams, williajr@onr.navy.mil. For general inquiries or problems with electronic submission, contact the DoD Help Desk at 1-866-724-7457 (8AM to 5PM EST). For program and administrative questions, please contact the Program Managers listed in Table 1; do not contact them for technical questions. For technical questions about the topic, contact the Topic Authors listed under each topic on the website before 20 August 2007. Beginning 20 August, the SITIS system (http://www.dodsbir.net/Sitis/Default.asp) listed in section 1.5c of the program solicitation must be used for any technical inquiry.

TABLE 1: NAVY ACTIVITY SBIR PROGRAM MANAGERS POINTS OF CONTACT

Topic Numbers

Point of Contact

Activity

N07-159 thru N07-166

N07-167 thru N07-179

N07-180 thru N07-184

Mr. Paul Lambert

Mrs. Janet McGovern

Ms. Erica Bukva

MARCOR

NAVAIR

NSMA

sbir.admin@usmc.mil

janet.mcgovern@navy.mil

bukva.erica@mail.navy.mil

N07-185 thru N07-198

N07-199 thru N07-200

Ms. Linda Whittington

Mr. Charles Marino

SPAWAR

SSPO

linda.whittington@navy.mil

charles.marino@ssp.navy.mil

N07-201 thru N07-215

Ms. Janet Jaensch

NAVSEA

janet.l.jaensch@navy.mil

The Navy’s SBIR program is a mission‑oriented program that integrates the needs and requirements of the Navy’s Fleet through R&D topics that have dual‑use potential, but primarily address the needs of the Navy. Companies are encouraged to address the manufacturing needs of the Defense Sector in their proposals. Information on the Navy SBIR Program can be found on the Navy SBIR website at http://www.onr.navy.mil/sbir. Additional information pertaining to the Department of the Navy’s mission can be obtained by viewing the website at http://www.navy.mil.

PHASE I GUIDELINES

Follow the instructions in the DoD Program Solicitation at www.dodsbir.net/solicitation for program requirements and proposal submission. Cost estimates for travel to the sponsoring activity's facility for one day of meetings are recommended for all proposals and required for proposals submitted to MARCOR, NAVSEA, and SPAWAR. The Navy encourages proposers to include, within the 25 page limit, an option which furthers the effort and will bridge the funding gap between Phase I and the Phase II start. Phase I options are typically exercised upon the decision to fund the Phase II. For NAVAIR topics N07-167 thru N07-179 the base amount should not exceed $80,000 and 6 months; the option should not exceed $70,000 and 6 months. For all other Navy topics the base effort should not exceed $70,000 and 6 months; the option should not exceed $30,000 and 3 months. PROPOSALS THAT HAVE A HIGHER DOLLAR AMOUNT THAN ALLOWED FOR THAT TOPIC WILL BE CONSIDERED NON-RESPONSIVE.

The Navy will evaluate and select Phase I proposals using the evaluation criteria in section 4.2 of the DoD solicitation in descending order of importance with technical merit being most important, followed by the qualifications, and followed by commercialization potential. Due to limited funding, the Navy reserves the right to limit awards under any topic and only proposals considered to be of superior quality will be funded.

One week after solicitation closing, email notifications that proposals have been received and processed for evaluation will be sent. Consequently, e-mail addresses on the proposal coversheets must be correct

The Navy typically awards a firm fixed price contract or a small purchase agreement for Phase I.

PHASE I SUMMARY REPORT

In addition to the final report required in the funding agreement, all awardees must electronically submit a non-proprietary summary of that report through the Navy SBIR website. Following the template provided on the site, submit the summary at: http://www.onr.navy.mil/sbir, click on “Submission”, and then click on “Submit a Phase I or II Summary Report”. This summary will be publicly accessible via the Navy’s Search Database.

NAVY FAST TRACK DATES AND REQUIREMENTS

The Fast Track application must be received by the Navy 150 days from the Phase I award start date. Phase II Proposal must be submitted within 180 days of the Phase I award start date. Any Fast Track applications or proposals not meeting these dates may be declined. All Fast Track applications and required information must be sent to the Technical Point of Contact for the contract and to the appropriate Navy Activity SBIR Program Manager listed in Table 1 above. The information required by the Navy, is the same as the information required under the DoD Fast Track described in section 4.5 of this solicitation.

PHASE II GUIDELINES

Phase II proposal submission, other than Fast Track, is by invitation only. If you have been invited, follow the instructions in the invitation. Each of the Navy Activities has different instructions for Phase II submission. Visit the website cited in the invitation to get specific guidance before submitting the Phase II proposal.

The Navy will invite, evaluate and select Phase II proposals using the evaluation criteria in section 4.3 of the DoD solicitation in descending order of importance with technical merit being most important, followed by the qualifications, and followed by commercialization potential. Due to limited funding, the Navy reserves the right to limit awards under any topic and only proposals considered to be of superior quality will be funded.

Under the new OSD (AT&L) directed Commercialization Pilot Program (CPP), the Navy SBIR program will be structuring more of our Phase II contracts in a way that allows for increased funding levels based on the projects transition potential. This will be done through either multiple options that may range from $250K to $1M each, substantial expansions to the existing contract, or a second phase II award. For currently existing phase II contracts, the goals of the CPP will primarily be attained through contract expansions, some of which may significantly exceed the $750K recommended limits for Phase II awards not identified as a CPP project. All projects in the CPP will include notice of such status in their Phase II contract modifications.

All awardees, during the second year of the Phase II, must attend a one-day Transition Assistance Program (TAP) meeting. This meeting is typically held in the summer in the Washington, D.C. area. Information can be obtained at http://www.dawnbreaker.com/navytap. Awardees will be contacted separately regarding this program. It is recommended that Phase II cost estimates include travel to Washington, D.C. for this event.

As with the Phase I award, Phase II award winners must electronically submit a Phase II summary through the Navy SBIR website at the end of their Phase II.

A Navy Activity will not issue a Navy SBIR Phase II award to a company when the elapsed time between the completion of the Phase I award and the actual Phase II award date is eight (8) months or greater; unless the process and the award have been formally reviewed and approved by the Navy SBIR Program Office. Also, any SBIR Phase I contract that has been extended by a no cost extension beyond one year will be ineligible for a Navy SBIR Phase II award using SBIR funds.

The Navy typically awards a cost plus fixed fee contract or an Other Transaction Agreement for Phase II.

PHASE II ENHANCEMENT

The Navy has adopted a Phase II Enhancement Plan to encourage transition of Navy SBIR funded technology to the Fleet. Since the Law (PL102-564) permits Phase III awards during Phase II work, the Navy may match on a one-to-four ratio, SBIR funds to funds that the company obtains from an acquisition program, usually up to $250,000. The SBIR enhancement funds may only be provided to the existing Phase II contract. If you have questions, please contact the Navy Activity SBIR Program Manager.

PHASE III

Public Law 106-554 provided for protection of SBIR data rights under SBIR Phase III awards. A Phase III SBIR award is any contract or grant where the technology is the same as, derived from, or evolved from a Phase I or a Phase II SBIR/STTR contract and awarded to the company which was awarded the Phase I/II SBIR. This covers any contract/grant issued as a follow-on Phase III SBIR award or any contract/grant award issued as a result of a competitive process where the awardee was an SBIR firm that developed the technology as a result of a Phase I or Phase II SBIR. The Navy will give SBIR Phase III status to any award that falls within the above-mentioned description. The government’s prime contractors and/or their subcontractors shall follow the same guidelines as above and ensure that companies operating on behalf of the Navy protect rights of the SBIR company.

ADDITIONAL NOTES

Proposals submitted with Federal Government organizations (including the Naval Academy, Naval Post Graduate School, or any other military academy) as subcontractors will be subject to approval by the Small Business Administration (SBA) after selection and prior to award.

Any contractor proposing research that requires human, animal and recombinant DNA use is advised to view requirements at website http://www.onr.navy.mil/sci_tech/ahd_usage.asp. This website provides guidance and notes approvals that may be required before contract/work may begin.

PHASE I PROPOSAL SUBMISSION CHECKLIST:

All of the following criteria must be met or your proposal will be REJECTED.

____1. Make sure you have added a header with company name, proposal number and topic number to each page of your technical proposal.

____2. Your technical proposal has been uploaded and the DoD Proposal Cover Sheet, the DoD Company Commercialization Report, and the Cost Proposal have been submitted electronically through the DoD submission site by 6:00 a.m. EST 19 September 2007.

____3. After uploading your file and it is saved on the DoD submission site, review it to ensure that it appears correctly.

____4. For NAVAIR topics N07-167 thru N07-179, the base effort does not exceed $80,000 and 6 months and the option does not exceed $70,000 and 6 months. For all other proposals, the Phase I proposed cost for the base effort does not exceed $70,000 and 6 months and for the option $30,000 and 3 months. The costs for the base and option are clearly separate, and identified on the Proposal Cover Sheet, in the cost proposal, and in the work plan section of the proposal.

Navy SBIR 07.3 Topic Index

N07-159 Development of a Lighter Weight, more comfortable and durable clothing ensemble with Improved FR (flame-resistant) Properties

N07-160 Power Suite for Distributed Operations

N07-161 Integral Suppressed Weapon Barrel

N07-162 40mm Low/Medium Velocity Air Bursting Munitions System

N07-163 Air Flow Noise Reduction Techniques

N07-164 Sniper Detection

N07-165 On site sterilizing solution production system

N07-166 On The Move (OTM) High Frequency (HF) Communications Capability for the EFV

N07-167 Innovative Manufacturing Process for Defect free, Affordable, High Pressure, Thin Walled Hydraulic Tubing for Navy Aircraft

N07-168 Residual Stress Measurements Program to Support Condition Based Maintenance (CBM) of Critical Rotating Components of Propulsion Systems

N07-169 Miniature Corrosion Sensor Hub to Monitor Difficult-to-Access Aircraft Structure with Complex Geometry.

N07-170 Hybrid Bearings Non Destructive Evaluation (NDE)

N07-171 A Miniature, Lightweight, Low Power, Multi-Sensor Package to Quantify the Corrosive Severity of Maritime Aircraft Operational Environments

N07-172 Innovative Concepts for Stabilization and Control of Aerial Refueling Drogues

N07-173 Exhaust Jet Noise Reduction for Tactical Aircraft

N07-174 A Portable Corrosion Detector for inspecting Aircraft Structures with Complex Geometries.

N07-175 Intelligent Sensor for Distributed Engine Control for Advanced Propulsion System Application

N07-176 Laser Surface Texturing for Gears and Bearings

N07-177 Micromechanical Assessment of Thermochemically Induced NDE Changes in Advanced Composites

N07-178 Development of a Miniature, Vibro-Mechanical Energy Scavenging (Harvesting) Device for Powering Wireless Sensors.

N07-179 F-35 Three-Bearing Swivel Nozzle (3BSN) Door Actuator

N07-180 Surface Mounted Communications Antennae using Microstructure

N07-181 Conformal Sensor Window

N07-182 Aerodynamic Infrared Dome

N07-183 LOW TEMPERATURE IONIC LIQUIDS FOR NAVY APPLICATIONS

N07-184 Metamaterial-Based Electrically Small Antenna

N07-185 Algorithm Development for Standard Interface Compliance Verification

N07-186 High Temperature Superconductor Circuit Integration with CMOS Electronics on Sapphire.

N07-187 RF-based Geolocation I/Q Data Rate Enhancement

N07-188 Networked Positioning of Unattended Ground Sensors using JTRS radios

N07-189 Generalized Environmental Acoustic Model Structure for Bottom Backscatter

N07-190 Lithium Niobate electro-optic modulators with improved efficiency achieved via novel device geometries

N07-191 A Lightweight, UHF SATCOM Diplexer For Use In Expendable Buoy Systems

N07-192 Ultra High Frequency (UHF) Reuse Planning Tool for Increasing Capacity in Geo-synchronous Satellite Communications (SATCOM) Systems

N07-193 Planning and Management of QoS based Mobile Wireless Networks

N07-194 Shipboard Low Noise Amplifier Assembly.

N07-195 Land Mobile Satellite Communications – Improved Mathematical and Simulation Methods for Stressed Environments

N07-196 Modeling Human Decision Making and Agent-Based Modeling of C3 Architectures in Warfare Assessment Models

N07-197 High Voltage High Frequency Switch

N07-198 Low cost, lightweight, low power Precise Positioning System (PPS) GPS Solution for Software Defined Radios

N07-199 Develop a New Class of Bonding Agents for High Energy Propellants

N07-200 Material Degradation Detection of Metal Components in Handling Equipment

N07-201 Use of Bus Pipe Technologies to Replace Medium and High Voltage Cables

N07-202 High-Speed Riverine Mine Countermeasure

~~N07-203 High Speed Torpedo & Torpedo Salvo Defense~~ TOPIC DELETED

N07-204 Unmanned Surface Vehicles (USV) At-sea Fueling

N07-205 Reduced Unmanned Surface Vehicle (USV) Motions For Reliable Recovery

N07-206 Advanced Direct Energy Conversion for Power Electronics Cooling

N07-207 Wastewater Treatment Module

N07-208 Watercraft Controlled Approach System

N07-209 Autonomous Asymmetric Air Threat Identification

N07-210 Unmanned Vehicle Security System

N07-211 Reduction of Post Welding Distortion

N07-212 Exercise Torpedo Buoyancy (Recovery) System

N07-213 Improved Clutter Management Techniques for High Resolution Radars

N07-214 Laser Technology for Shipboard Defense

N07-215 Fiber Optic Vector Sensor Arrays

Navy SBIR 07.3 Topic Descriptions

N07-159 TITLE: Development of a Lighter Weight, more comfortable and durable clothing ensemble with Improved FR (flame-resistant) Properties

TECHNOLOGY AREAS: Ground/Sea Vehicles, Materials/Processes, Battlespace, Human Systems

ACQUISITION PROGRAM: PM CESS (Combat Equipment Support System), ACAT IV

The technology within this topic is restricted under the International Traffic in Arms Regulation (ITAR), which controls the export and import of defense-related material and services. Offerors must disclose any proposed use of foreign nationals, their country of origin, and what tasks each would accomplish in the statement of work in accordance with section 3.5.b.(7) of the solicitation.

OBJECTIVE: Develop materials capable of having durability and comfort that is equal to or exceeding the current clothing ensemble including the MCCUU (Marine Corps Combat Utility Uniform) with lighter weight, increased comfortable and superior FR properties (thermal / radiant protection w/ no melt or drip, and self-extinguishing). USMC and Army have agreed upon a multi-service effort whereby any/all FR data shall be shared to maximize the extreme urgency of situation. Technical challenge is to develop fabric lightweight fabric under 5.0 oz./sq yd that possesses durability to withstand the extreme abuses of combat situations in a desert environment. Also, goal would be to potentially develop a comfortable fabric with higher thermal /radiant protection than current Sole-Sourced Nomex. Typical BDU

type fabrics for USMC and Army range from 6.0-7.5 oz. This technical challenge of this topic is unique and does not constitute any duplication.

DESCRIPTION: Development of a lighter weight, more comfortable and durable clothing ensemble with FR (flame-resistant) properties. Current Marine Corps Combat Utility Uniforms are not FR. They do not self-extinguish after a flame exposure, which can lead to increased burn injuries. The Marine Corps is currently fielding a new set of FR clothing, including gloves, t-shirts, balaclavas (for face and neck protection), combat blouse, and trousers, under the program called FROG (Flame Resistant Organizational Gear). These FROG items will provide an increased level of FR protection but will not elimate burn injuries. We are interested in new technologies that will offer an increased level of FR protection that is comfortable in a wide range of environments, but lighter in weight.

PHASE I: Produce prototypes (fabrics) that have superior and durable FR performance and similar or even improved comfort properties compared to current commercially available technologies. FR performance can be measured by a number of tests, including Vertical Flame, TPP (Thermal Protective Performance), and RPP (Radiant Protective Performance). Comfort properties can be measured by moisture vapor transmission rate (MVTR), clo, and moisture wicking. Physical properties (Break, tear, Air Perm, etc) shall be equal to or better than those required in the current USMC Utility uniform. Current technologies include inherently FR fibers such as para-aramid (i.e. Kelvar), PBI, and modacrylic and materials with FR treatments, including FR cotton, FR rayon, other USA made fibers / blends, etc.

PHASE II: Produce prototype garments (30 to 100 sets) per choice of USMC for a limited field trial to further measure suitability and durability.

PHASE III: Be able to commercially produce a superior and durable FR clothing item for Marines that can be comfortably worn.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: This new material could be used in multiple services including the Army, Navy, Coast Guard, and the Department of Homeland Security and also could be used by firefighters. This could also be used in other clothing systems including flight suits and combat vehicle crewman coveralls.

KEYWORDS: flame-resistant; fire-resistant; thermal protection; burn injury; military clothing; textile

N07-160 TITLE: Power Suite for Distributed Operations

TECHNOLOGY AREAS: Ground/Sea Vehicles, Materials/Processes, Electronics

ACQUISITION PROGRAM: MARCOR PM Expeditionary Power Systems EPS

OBJECTIVE: Develop a reconfigurable kit of power options to optimize energy usage for a Marine Corps Distributed Operations squad and their electronic devices

DESCRIPTION: The United States Marine Corps has begun employing an operational concept entitled Distributed Operations. Using dispersed and highly mobile forces that can rapidly mass on critical nodes, greater capability can be employed. At the smallest level of employment, the Distributed Operations Squad employs a host of pieces of equipment that use multiple power and energy sources. These devices include: Thales PRC-148 squad radio, Motorola XTS-2500 personal role radio, AN/PRC-150 transceiver, AN/PRC-117 transceiver, NACRE QuietPro Headsets, Dismounted Data Automated Communications Terminal (D-DACT), Defense Advanced GPS receiver (DAGR), Vector 21 binoculars, digital camera (commercial product), and commercial GPS receivers. Technical information on all the listed items can be derived from internet searches, which will also highlight a variety of power sources needed to support these pieces of equipment. Many of these devices use rechargeable batteries, but not the same style batteries. Most often, a squad will be attached to, or have access to tactical wheeled vehicles with 24 Volt DC on-board power. Lessons learned from initial Distributed Operations employment in Afghanistan (Official report – not for public dissemination) calls for alternative power sources for the suite of electronic gear taken to war. This topic seeks innovative approaches to applying technologies to provide a suite of highly transportable, reconfigurable and renewable power sources to efficiently and directly power and recharge the suite of equipment of a Distributed Operations Squad. Volumetric efficiency, as well as total system weight (to include batteries, chargers, inverters, fuel, interconnectivity, cables, etc.) are paramount.

PHASE I: Evaluate technologies and solutions to most efficiently (space, weight, cost, fuel consumption) provide required power for a Distributed Operations Squad for all required items, for a 10 day mission. This shall address all items carried on the Marines, carried on the vehicle, or staged at forward operating bases to support 24 hour turn-around of a 13-man squad to redeploy for another 10 days. At the completion of phase one there shall be trade-studies, energy consumption models, technical characteristics, and graphical representations of all proposed items. At program initiation, the Government will provide a set of mission scenarios for equipment employment. Phase One Option efforts will address physical full-scale (non-working required, working desired) mockup representations of all proposed items.

PHASE II: Evaluate the efficiency of the suite under various mission environments. Demonstrate and deliver a prototype system using the system concept developed in Phase I. This suite must be rugged, deployable on military aircraft and ships, fully supportable worldwide, and reliable.

PHASE III: Develop final design and commercialization plans using the knowledge gained during Phases I and II.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: Many items employed by the Distribution Operations Squad are commercial based items. Electrical efficiency of use, to include employment of renewable energy sources, will provide greater integration of these items with other systems.

REFERENCES: 1. http://www.marcorsyscom.usmc.mil/sites/pmeps/BMAS.asp

2. https://www.mccdc.usmc.mil/FeatureTopics/DistributedOperations.pdf

KEYWORDS: battery, power generation, electrical conversion, recharging

N07-161 TITLE: Integral Suppressed Weapon Barrel

TECHNOLOGY AREAS: Materials/Processes, Weapons

ACQUISITION PROGRAM: PG-IWS Infantry Weapons Systems

OBJECTIVE: Research, design, build, and test a suppressed barrel that contains an integral sound suppressor that does not change the balance of the current weapons in 5.56, 7.62, and 50 Caliber weapons.

DESCRIPTION: The Marine Corps’ use of suppressed weapons is becoming more important every day. Current technology mandates that the barrel muzzle contains either a threaded portion or a unique attachment method to affix the sound suppressor. This interface is problematic for a variety of reasons. The Marine Corps desires to investigate alternative designs to small arms barrels that contain an integral sound suppressor that reduces errors in alignment and attachment, eliminate loss of the suppressor, and reduce maintenance while maintaining the balance and feel of the current weapons without a suppressor.

PHASE I: The contractor shall conduct research into an integral suppressed barrel for small arms applications. The contractor shall manufacture brassboards and conduct testing to validate the design. These designs shall be provided to the Marine Corps for evaluation and determination of a potentially successful approach.

PHASE II: The contractor shall manufacture prototypes of the selected candidates and provide these prototypes for testing and evaluation.

PHASE III: The contractor shall manufacture small arms integral suppressed barrels for fielded Marine Corps small arms systems.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: Commercial application would include all federal, state, and local law enforcement agencies. These barrels could also be sold to civilians in states that allow individual ownership.

REFERENCES: 1. http://www.smithenterprise.com/products04.html

2. http://www.marines.cc/content/view/82/56/

3. http://usmilitary.about.com/od/armyweapons/l/aainfantry1.htm

KEYWORDS: Weapons;silencers;sound suppressor

N07-162 TITLE: 40mm Low/Medium Velocity Air Bursting Munitions System

TECHNOLOGY AREAS: Sensors, Electronics, Weapons

ACQUISITION PROGRAM: PG-13 Infantry Weapons Systems ACAT IV

OBJECTIVE: Provide the individual Marine Infantryman with air bursting munitions to enhance his battlefield effectiveness.

DESCRIPTION: The Marine Corps is interested in a new generation of 40mm low/medium velocity munitions and the corresponding fire control system if necessary that could provide higher lethality and increased effectiveness against concealed or defilade targets. Currently, the 40mm low velocity munitions are of the point detonation design. With the addition of airburst munitions, Marines will be provided the capability of engaging enemy combatants in varying types of terrain and battlefield conditions. Current technologies involve either computing the time of flight and setting the fuse for a time or counting revolutions with an input to the system to tell it to detonate after a specific number of turns. Both of these technologies allow for significant variability in the actual height of the airburst thereby limiting the expected effectiveness. This system could be envisioned as a smart fuse that always knows how far the round is from the impact point. Designing a fuse that can be depended upon to burst at 2 meters (or another to be determined specific value) from the target would greatly increase the effectiveness of the round. A fire control system or possibly a weapon upgrade kit that attaches to the current legacy systems (M32 Multi-shot and M203 under barrel launcher) and the anticipated XM320 single shot launcher via a muzzle attachment device for programming the round’s impact height if variability is part of the design. The technology could also be used for non-lethal systems so that a high velocity round could be slowed at a specific distance from a target.

PHASE I: The contractor shall research and investigate the development of a fuse initiator that would fit within the 40MM round that can provide airburst at a specified distance from a target. Additionally, if the proposed solution requires, a methodology to attach a muzzle device and/or fire control system to the current family of low velocity grenade launchers. The contractor shall provide as much detail as possible and submit a report of the results. The expected technologies include a laser or other directed energy rangefinder that can be included within the round. The Marine Corps will review the submitted reports and select a contractor or contractors for the next phase

PHASE II: The contractor will manufacture prototype hardware, conduct system testing and submit a detailed report of findings and overall system performance. The contractor shall deliver 1 approved proof-of-concept hardware set to the Marine Corps for inclusion in an existing 40 mm grenade. Develop a relationship with an ammunition manufacturer to allow commercialization.

PHASE III: The contractor partner with an existing grenade manufacturer to integrate the developed system onto a host weapon for conducting live fire training on the range. The contractor and partner shall provide sufficient ammunition for training and live fire testing

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: Commercial application could include other federal, or state agencies, police departments, and homeland defense.

REFERENCES: 1. http://www.marines.cc/content/view/82/56/

2. http://usmilitary.about.com/od/marines/l/blinfantry.htm

3. http://usmilitary.about.com/od/armyweapons/l/aainfantry1.htm

4. http://www.globalsecurity.org/military/systems/munitions/mk285.htm

KEYWORDS: Weapons;40mm;grenade;fuse;fire control;airburst

N07-163 TITLE: Air Flow Noise Reduction Techniques

TECHNOLOGY AREAS: Ground/Sea Vehicles, Materials/Processes, Human Systems

ACQUISITION PROGRAM: DRPM Advanced Amphibious Assault (AAA)

OBJECTIVE: Develop techniques to reduce engine cooling system noise levels to mitigate the potentially adverse health affects on crew members over sustained exposure levels; allow the vehicle battle staff to effectively command and control combat missions by reducing interior decibel levels; and increase vehicle survivability by significantly reducing the vehicle detection range from threat sensors.

DESCRIPTION: The Marine Corps Expeditionary Fighting Vehicle (EFV) is capable of high speed operations on land and sea. The primary engine cooling system during land operations consists of two hydraulically driven fans that draw air through two heat exchangers located in the aft section of the vehicle. Air flow capacity and pressure requires 7.4 m³/s air flow at a static pressure rise of 4.3 kPa with an air temperature of 104 degrees C at 100 kPa atmospheric pressure with a duct diameter of 41 cm. The air exits the vehicle thru armored grills designed with horizontal/downward looking vanes. Although numerous design changes and techniques have been applied to reduce air handling unit noise, the sustained decibels levels inside, and outside of the EFV during maximum cooling periods, are unacceptable and fail to meet the threshold requirements. The EFV prime contractor has spent significant resources over the past 10 years EFV development to reduce the noise levels of the air handling units. No available technology has been identified that meets the noise requirements within the vehicle integration constraints. The cooling compartments total volume, subsystem weight, reliability, durability and component costs are critical factors and must be taken into consideration for any new design techniques to be considered viable.

PHASE I: Determine the factors that contribute to the existing cooling subsystem noise levels. Develop a feasibility concept that will significantly reduce noise levels below 85dB without negatively impacting sustained/reliable performance and does not increase cost or weight. Two trips to Northern Virginia for a Kickoff and Final Review are required. One trip in the Option, if awarded, is required. Submit a final report and present concept findings. The proposed concept design must show that noise will be significantly reduced below the current baseline and that the airflow requirements will be achieved for all operating parameters.

PHASE II: Complete concept design and develop a prototype cooling subsystem. Conduct performance testing in the laboratory and subsequently on an EFV. Complete an analytical study showing that the new subsystem design meets or exceeds the baseline projections. Develop a transition strategy to integrate the cooling subsystem onto the EFV.

PHASE III: Contract with the prime vendor (General Dynamics Land Systems) to integrate the advanced cooling system onto the EFV for follow-on system/subsystem demonstration and field testing during land and water operations. Provide a technical manual with diagrams and detailed description of maintenance procedures.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: This system could be applied to other military platforms as well as commercial and private earth moving and construction equipment to reduce environmental noise hazards. High flow rate air moving technology with reduced noise has many potential industrial applications.

REFERENCES: 1. MIL-STD-1472F - Department of Defense Design Criteria Standard Human Engineering

2. MIL-STD-1474D - Department of Defense Design Criteria Standard Noise Limits

3. MIL-STD-810E/F – Environmental Engineering Test Methods

4. MIL-STD-882D – Standard Practice for System Safety

5. Subsystem drawings available requiring a Non-Disclosure Agreement with General Dynamics Amphibious

Systems

KEYWORDS: acoustic, noise, cooling, system, environmental, safety, signature, reduction

N07-164 TITLE: Sniper Detection

TECHNOLOGY AREAS: Information Systems, Sensors, Electronics, Human Systems

ACQUISITION PROGRAM: Infantry Weapon Systems

OBJECTIVE: The Marine Corps needs a capability to detect a potential sniper at a distance before they shoot.

DESCRIPTION: This topic seeks technology that will provide a capability to detect a potential sniper at a distance. The technology needs to work autonomously, without having the user actively participate in the scan of the area. The system needs to work at as long a range as possible. The range desired is from at l 100 to 600 meters or more if possible in the urban environment. Existing developments are all directed toward finding a sniper after he has taken a shot. The objective here is to find a potential sniper and then use some other system, binoculars, UAV, or physical entry of a building to determine if the threat detected is real prior to shots being fired. The most likely technology would be a laser or other directed energy scanner that could detect a return signal from optic systems to include human eyes. The system could also automatically direct a dazzling laser toward the detected potential sniper to dissuade them from continuing to target the Marines.

PHASE I: Determine insofar as possible the scientific, technical, and commercial merit and feasibility of a system design, and an analysis to establish expected performance. Develop the technology with brass board models of the critical components that demonstrates the applicability to detect a potential sniper at a distance with a 360 degree field of regard. Perform an analysis of the proposed technology based on cost, schedule, technical performance and risk.

PHASE II: Build a prototype of the system from Phase I to best commercial practices. Develop a commercial marketing plan for the system.

PHASE III: Further develop the system for both commercial and military applications. The resultant system shall be made commercially available by the close of Phase III.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: While the desired system is intended for the detection of snipers, this technology has the potential to be used for area security to detect approaching personnel even though they might be camouflaged. Also, this could be of use in the non-DOD sectors for a number of situations where personal or physical security are required. Additionally, sensitive areas where photography is desired to be restricted could use the system to detect unauthorized photography.

REFERENCES: 1. http://www.defense-update.com/events /2005/summary/LIC-protect-4.htm

2. http://www.special-operations-technology.com/article.cfm?DocID=1836

KEYWORDS: Detector;Sniper;laser;direction;optic;autonomous

N07-165 TITLE: On site sterilizing solution production system

TECHNOLOGY AREAS: Materials/Processes, Biomedical, Human Systems

ACQUISITION PROGRAM: PMICE-MCW-GSE

OBJECTIVE: To produce a one for one bleach replacement (to allow use of standard mixing tables) in one quart batches with a production time per batch of less than one hour. Must not require additional chemicals that pose a safety, shelf life, or any embarkation (shipping) issues.

DESCRIPTION: Intended to replace sodium hydrochloride solution (Bleach) in the use of processing fresh fruits and vegetables, water purification, surface sanitizing, and general cleaning use. The standard of using bleach in this roles creates issues in a deployed and per deployment staging, this from the limited shelf life of 6 months, causing stock rotation burdens, as well as the embarkation issues of this corrosive destructive liquid.

Market research on available items indicates an identified need for this capability to support humanitarian support operations as well as disaster relief interim support as well as direct support of deployed subsistence operations. While there are several technologies that appear to be able to produce a replacement for bleach, the units are mismatched in capability, unwieldy in size, and cost prohibitive at this time. A properly sized low life cycle cost item is needed.

PHASE I: Develop paper model of bleach replacement system (generation, control, output and storage). Build breadboard system to validate model data with operating hardware. Build prototypes for concept evaluation.

PHASE II: Incorporate lessons learned from prototypes into compact rugged packaging. Build four units of this type for field evaluation. Collect and evaluate field evaluation data, and user feedback

PHASE III: Conduct cost trade off analysis for most cost effective balance that meets user needs. Build eight units from this design user trials, and acceptance by the Marine Corps as a viable system for incorporation in the Field Feeding systems as a planed product improvement and request NSN for item under GSA contract.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: Project represents potential to shift transportation and availability forward and reduce lift and logistic issues. Chlorine Bleach is used throughout the food service and food production industry for sanitization. This item is low in cost and designed to make small quantities would have an impact on water sanitizing ranging from the hot-tub in the back yard to homes that are serviced by local wells for drinking water.

REFERENCES: 1. Chlorination in the production and postharvest handling of fresh fruits and vegetables, by Trevor Suslow

2. Navmed 10.9 Chapt 9 Ground Sanitation

3. TBMED577 Sanitary Control And Surveillance of field water supplies

KEYWORDS: water; bleach; sanatation; Food Service;

N07-166 TITLE: On The Move (OTM) High Frequency (HF) Communications Capability for the EFV

TECHNOLOGY AREAS: Information Systems, Ground/Sea Vehicles

ACQUISITION PROGRAM: DRPM Advanced Amphibious Assault (DRPM AAA), ACAT 1D

OBJECTIVE: Using existing and future HF band antenna technology, develop a light weight low volume HF communications on the move (OTM) communications antenna for the Expeditionary Fighting Vehicle (EFV) and other Department of Defense (DOD) combat ground vehicles as applicable. The design should support Near Vertical Incident Signal (NVIS) operation mode, provide good efficiency, and be tolerant of exposure to sea water.

DESCRIPTION: The Marine Corps EFV is a 76,000 pound armored and tracked troop and command vehicle designed to operate over harsh terrain, on the seas, and on rivers. It currently hosts a High Frequency transceiver, separate antenna coupler, and an Omni directional whip antenna that does not provide reliable on the move data communications. The current antenna does not provide a Near Vertical Incident Signal (NVIS) mode of operation. It also has trouble when the deck of the EFV is awash and salt water flows across the antenna base.

Evolving user requirements necessitate the development of a capability to allow OTM high data rate (64 Kbps and greater) communications. This capability must include operation in a variety of scenarios including high speed water operations (25 knots) in Sea State 3 where significant salt spray and water vapor will be present and land movement at speeds of up to 45 miles per hour (MPH), across rough terrain where extensive and frequent irregular vehicle movement will occur. The proposed solution will be subjected to significant shock and vibration, and extremes of temperature (-20 to 60 C) and humidity. The proposed solution must not generate a significant radar cross section, nor can it present a significant physical profile. Due to the limited vehicle volume for installation, the physical footprint of the solution must be minimized to the maximum extent possible. There are no large contiguous open areas available in the current vehicle design to support the installation of a conventional antenna, consequently the implementation must be adaptable to a design that would permit taking advantage of multiple smaller open areas on the topside vehicle layout and use them all simultaneously. The proposed solution will operate in proximity to Very High Frequency (VHF), Ultra High Frequency (UHF) SATCOM and Ultra High Frequency (UHF) transmitters operating at power levels up to 100 watts.

PHASE I: The contractor will utilize existing vehicle drawings and link budget analysis to determine an antenna configuration and associated RF system that can support the necessary data rates, provide coverage across all azimuths of the vehicle (minimal to no blocked zones) and still fit within existing open areas. Using this information he will then design a family of solution sets that individually optimize against each of the following parameters: Cost, throughput, Radar Cross Section, and Physical Size/Weight. He will also provide a recommended best fit solution that trades off against each of the parameter areas to provide a best value solution. Two trips to Northern Virginia for a Kickoff and Final Review are required. One trip in the Option, if awarded, is required. Submit a final report and present concept findings.

PHASE II: The contractor will built one or more prototype systems for concept development, proof of viability, and field testing aboard the EFV.

PHASE III: The contractor will build one or more complete units under contract to the EFV Prime Contractor suitable for operational testing and deployment.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: A low profile, OTM capability that utilizes military and commercial HF services would find widespread interest among all Federal, Military, and commercial organizations that need to pass and process large amounts of data while stationary and on the move.

REFERENCES: 1. EFV Capabilities Production Document (CPD) draft (to be placed on SITIS)

2. DRPM AAA Website: WWW.EFV.USMC.MIL

3. EFV C Variant Topside Antenna location drawing (to be placed on SITIS)

KEYWORDS: OTM, Amphibious, Communications, HF

N07-167 TITLE: Innovative Manufacturing Process for Defect free, Affordable, High Pressure, Thin Walled Hydraulic Tubing for Navy Aircraft

TECHNOLOGY AREAS: Air Platform, Materials/Processes

OBJECTIVE: Improve the reliability and safety and reduce the cost of high pressure, thin walled, hydraulic tubing used in Navy aircraft.

DESCRIPTION: High pressure (5000 psi) thin walled, hydraulic tubing is being used in new Navy fixed wing and rotary wing aircraft. Although it has been performing satisfactorily in most cases, there have been reported incidences where the tubing has been compromised or has failed. Some of these failures have been catastrophic. These failures have primarily been due to the bundles of wire rubbing or “chafing” the outer surface of the thin wall of the hydraulic tubing or manufacturing defects thus creating a notch in the tube which results in failure. The currently used material in high pressure hydraulic tubing is titanium alloy, Ti-3Al-2.5V. Newer materials and processes are available that have the potential to significantly reduce the occurrence of tube failures.

Innovative low cost approaches and/or materials are sought which when utilized to produce thin walled, high pressure, hydraulic tubing for Navy aircraft will eliminate failures in the high pressure hydraulic tubing.

PHASE I: Investigate advanced materials solutions and processes to determine the feasibility of meeting the above objective and provide preliminary design concepts. Evaluate cost, safety and expected performance of proposed solution. Conduct laboratory testing to insure that the selected materials and processes meet the high pressure hydraulic tubing design and performance requirements.

PHASE II: Complete the preliminary design concepts developed in Phase I to include prototype and production cost estimates and detailed drawing development suitable for manufacturing. Fabricate limited quantities of hydraulic tubing for lab testing. Once the lab testing is complete and the design updated, fabricate additional hydraulic tubing for installation for on-vehicle testing.

PHASE III: Demonstrate producibility of the tubing and develop a transition and implementation plan for high pressure hydraulic tubing production for selected Navy aircraft. Validate weigh, cost and maintenance/supply improvements to be expected from the tubing in production.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: Commercial aircraft and the automotive industry and two areas which can benefit from low cost, durable, thin walled , high pressure hydraulic tubing.

REFERENCES: 1.“Fatigue of Ti-3Al-2.5V Alloy Tube and Rod”, NAVAIR Report no: NAWCADPAX/TR-2007/11

2.“Quality Requirements for Ti-3Al-2.5V Annealed and Cold Worked Hydraulic Tubing”, by C J Shaver, Conference Proceedings, SAE G-3 Symposium, paper no. 730626 pp24~30.

KEYWORDS: Materials Systems; High Pressure; Thin Walled; Hydraulic Tubing; Developmental Alloys; Processes

N07-168 TITLE: Residual Stress Measurements Program to Support Condition Based Maintenance (CBM) of Critical Rotating Components of Propulsion Systems

TECHNOLOGY AREAS: Air Platform, Materials/Processes, Weapons

ACQUISITION PROGRAM: Joint Strike Fighter Program, Propulsion IPT, ACAT I D Program

OBJECTIVE: Develop and demonstrate a nondestructive inspection (NDI) system that provides quantitative measurements and tracking of the state of surface residual stress at critical locations of rotating components of the propulsion system.

DESCRIPTION: Extensive measurements of surface residual stress (RS) have been performed during recent years confirming that surface RS relaxes at critical locations of engine rotating components with operational usage. These components are designed to initially have compressive RS at key locations; however, as the RS relaxes with usage it may approach a tensile condition and the likelihood of failure increases. At some locations, RS may relax dramatically during the first few cycles of use, while at other locations, based on RS measurements using x-ray diffraction (XRD) technologies, the relaxation has been observed to be more gradual over the life of the component. This distinction is important and may have significant implications as to the remaining life of these engine components. Recent XRD RS measurements on major engine components, similar to those found in the JSF propulsion system, have revealed substantial relaxation in surface RS and variation by location—early in the life of these components. Such relaxation in RS needs to be fully understood to support confident predictions as to the remaining life of these critical engine components.

PHASE I: Demonstrate feasibility of proposed NDI system to be fast, portable and robust in a production depot environment. Demonstrate proof-of-concept to quantitatively, nondestructively and reliably measure and track surface RS at critical locations of engine rotating components. These components include fans disks and blisk/IBR with critical locations, such as the inside surfaces of bolt-holes, bores, slots and fillet radii. The proposed capability should support CBM and materiel disposition decisions, including input for remaining life predictions of the critical components.

PHASE II: Develop, produce and implement a robust and rugged NDI RS measurement prototype system based on the results of Phase I. The prototype should be capable of quickly obtaining ht necessary surface RS data nondestructively and tracking it for comparative analyses during the life cycle of each individual component.

PHASE III: Mature the system for field use by making the system robust, rugged and field friendly. Integrate the system to develop lifing methodology and validate lifing algorithms for application to be used on engine components. Apply this technology to new aircraft development program like the Joint Strike Fighter (JSF).

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: Civil aviation and the suppliers of propulsion systems are moving toward “power by the hour” arrangements and RS-based materiel disposition decisions are important enablers of this concept.

REFERENCES: 1. V. Hauk, Structural and Residual Stress Analysis by Nondestructive Methods, Elsevier, Amsterdam, 1997, p590

637.

2. D. Löhe, and O. Vöhringer, Stability of Residual Stress, ASM Handbook of Residual Stress and Deformation in Steel, ASM International, (Materials Park, OH), 2002, p54-69.

KEYWORDS: Residual Stress; Nondestructive Inspection; Tracking; Condition Based Maintenance; X-Ray Diffraction; Low Cycle Fatigue

N07-169 TITLE: Miniature Corrosion Sensor Hub to Monitor Difficult-to-Access Aircraft Structure with Complex Geometry.

TECHNOLOGY AREAS: Materials/Processes, Sensors

OBJECTIVE: Develop a miniature corrosion sensor hub that can be used to monitor difficult-to-access aircraft structure with complex geometry.

DESCRIPTION: Naval aircraft operate in a severely corrosive environment. Corrosion costs are the Navy’s top aircraft maintenance expense. NAVAIR is interested in optimizing corrosion related maintenance by using in-situ micro-sensors to collect data necessary to perform this task. The micro-sensors are required to be self-contained, wireless sensor modules that consist of a centralized controller hub coupled to multiple sensor elements. It is envisioned that the controller hub will collect data that can be periodically downloaded to a hand-held computer via wireless data transfer methods. Since this sensing system will be a stand-alone deployable node, it is desirable to power these sensor modules using energy harvesting techniques. The goal of this project is to develop the sensor/controller module portion of the total system.

A typical example might be monitoring a magnesium gearbox housing (highly complex geometry casting up to 3 cu ft in size. The sensor hub should be designed to be capable of being powered by a state-of-the-art energy scavenging module (through other Navy topic). The hub should be capable of querying enough sensors to monitor a single structure or compartment similar in size to the aforementioned gearbox. The individual sensors may be hard-wired to the hub. The sensor hub should be capable of collecting data from the sensors at rates up to 1 Hz during aircraft operation and once per minute when the aircraft is not operating. The system should be capable of detecting corrosion in the early stages of pitting within the defined monitoring zone (not only areas directly under the sensors) and providing a qualitative assessment of corrosion severity. The hub module should be capable of storing acquired data for up to 30 days and shall be designed to be compatible with current state-of-the-art wireless data transfer modules.

PHASE I: Identify sensor type(s) to be used to monitor a complex structure and detect early-stage pitting corrosion. Construct bread-board system. Manufacture/procure demonstration test-article(s) that include complex geometries. Create light pitting corrosion on test samples. Demonstrate sensor sensitivity to find early-stage pitting corrosion in complex geometry part. Demonstrate the feasibility to miniaturize system to desired size. Phase 1 size and weight goals for the breadboard system should be less than 5 cc and 3 ounces.

PHASE II: Miniaturize the Phase I system and develop a prototype to meet final size goals. Manufacture/procure demonstration test-articles. Demonstration prototype system’s capability to detect light pitting corrosion and to qualitatively rate more severe corrosion.

PHASE III: Implement full-scale production of the NDE devices in quantities proportional to market and Navy demand. Desired production unit cost is less than $5,000.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: Successful development of a cost-effect, ultra-portable NDE device would benefit the commercial aircraft industry by reducing corrosion-related maintenance actions.

REFERENCES: 1. “Corrosion Monitoring Techniques,” http://www.corrosionsource.com/technicallibrary/

corrdoctors/Modules/MonitorBasics/Types.htm

2. Paradiso, Joseph and Starner, Thad, “Energy Scavenging for Mobile and Wireless Electronics” http://www.media.mit.edu/resenv/pubs/papers/2005-02-E-HarvestingPervasivePprnt.pdf, Pervasive Computing, Jan-Mar 2005.

KEYWORDS: Corrosion Monitoring; Corrosion Detection; Health Monitoring; Sensors; Energy Harvesting; Energy Scavenging; Wireless Data Transmission

N07-170 TITLE: Hybrid Bearings Non Destructive Evaluation (NDE)

TECHNOLOGY AREAS: Air Platform, Materials/Processes, Weapons

ACQUISITION PROGRAM: Joint Strike Fighter Program Office, Propulsion IPT, ACAT I D Program

OBJECTIVE: Develop a cost-effective nondestructive evaluation (NDE) system to facilitate high rate, high precision hybrid bearing inspection. The system is to be based on proven NDE methods developed for hybrid bearings but not limited to conventional methods.

DESCRIPTION: New developments in gas turbine engines are driving the requirements of current bearing technology to its design limits in terms material performance, capability and reliability, as well as enhanced affordability. Hybrid ceramic rolling element/metal ring bearing technology has proven itself to be a valid candidate to meet the needs of the growing engine technology requirements. However, the ceramic NDE techniques that have proven effective for this class of bearing have also proven to be ill suited for quality assurance inspections for typical manufacturing production rates. Inspection rate and costs of the current ceramic NDE methods have proven to be unacceptable for bearing production support. Without a viable inspection method and/or system designed to meet this production requirement, hybrid bearing technology may prove to be non-cost-effective and possibly unsupportable in fielding a production fleet.

PHASE I: Develop a technique(s) to improve current NDE methods and demonstrate surface feature inspection, especially C-spalls of ceramic rolling element at an improved rate.

PHASE II: Design, fabricate, and test an automated production prototype NDE/ ball handling system based on the technique(s) developed in Phase I. The system should demonstrate the ability to successfully inspection ceramic balls of ½ to 1 1/8 inch in diameter for reject surface features. This system must also meet prescribed Probability of Detection (POD) requirements.

PHASE III: Refine the prototype NDE system and demonstrate a full capability system on production representative ceramic rolling element balls. The system must also demonstrate its suitability for use in a production environment. Transition the technology to ceramic/hybrid bearing manufacturers.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: The commercial aircraft engine and ceramic bearing industry will benefit from NDE technology developed under this effort.

REFERENCES: 1. Requirements and Issues in QC and NDE of Ceramic Bearings, B.T. Khuri-Yakub, Ceramic Bearing Technology; Gaithersburg, Maryland; USA; 17-18 Apr. 1991. pp. 141-167. 1991

2. Hybrid Silicon Nitride Bearings, S.A. Horton, Proc.3rd European Symposium on Engineering Ceramics London; 28-29 Nov. 1989. pp. 35-50. 1989

KEYWORDS: Ceramic Bearings; Hybrid Bearings; Nondestructive Evaluation; Manufacturing; Gas Turbine Engines; Quality Assurance

N07-171 TITLE: A Miniature, Lightweight, Low Power, Multi-Sensor Package to Quantify the Corrosive Severity of Maritime Aircraft Operational Environments

TECHNOLOGY AREAS: Materials/Processes

ACQUISITION PROGRAM: PMA-290

OBJECTIVE: Develop a sensor suite to monitor all significant environmental parameters that influence corrosion rates for typical aircraft structural materials (2000/7000 series aluminum alloys, high strength steels, stainless steels, titanium alloys, and magnesium alloys).

DESCRIPTION: Naval aircraft operate in a severely corrosive environment. Corrosion costs are the Navy’s top aircraft maintenance expense. A sensor suite that measures the parameters (e.g. temperature, corrosivity, moisture, paint effectiveness/deterioration, etc.) that effect corrosion susceptibility and rates could provide data that can be used to estimate the probability of a given aircraft requiring maintenance actions related to corrosion detection/repair. The desired goal is to develop a self-contained sensor package that weighs less than 1 ounce and is less than 1 cubic inch. This environmental sensor suite should be designed to be powered by a vibro-mechanical energy scavenging circuit with anticipated energy scavenging rates of approximately 1 mW/cc. Development of the energy scavenging circuit is not part of this topic. The system shall be capable of collecting and storing data from all sensors at a rate of at least one Hertz during flight (active energy scavenging) and at least once every 10 minutes during static ground periods.

PHASE I: Identify the necessary sensors to monitor all major parameters that effect corrosion rates. Design the necessary circuitry to power and collect data from the sensors. The sensor circuitry should be able to store all collected data. A breadboard system shall be constructed and demonstrated to show feasibility. Generate Collect data for various materials common to Navy aircraft to correlate the sensor data to the severity of corrosion that could occur if the material protection schemes have been compromised.

PHASE II: Miniaturize and develop a system prototype and optimize energy conservation strategies/designs.

PHASE III: Implement full-scale production of the NDE devices in quantities proportional to market and Navy demand. Desired production unit cost is less than $5,000.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: Successful development of a cost-effect, ultra-portable NDE device is of interest to commercial and military industries.

REFERENCES: 1. “Corrosion Monitoring Techniques,” http://www.corrosionsource.com/technicallibrary/

corrdoctors/Modules/MonitorBasics/Types.htm

KEYWORDS: Corrosion; Sensors; Detection; Nondestructive Evaluation; Structural Materials

N07-172 TITLE: Innovative Concepts for Stabilization and Control of Aerial Refueling Drogues

TECHNOLOGY AREAS: Air Platform, Sensors, Space Platforms

ACQUISITION PROGRAM: PEO(JSF), PEO(w)-Advanced Development and Aerial Refueling Program Offices

OBJECTIVE: Develop innovative technology that can stabilize/control the motion of an aerial refueling (AR) drogue in flight.

DESCRIPTION: Stabilized drogues will be a critical component to future automated probe and drogue refueling systems, including refueling with unmanned receiver aircraft. In addition, manned receiver aircraft, like the Joint Strike Fighter (JSF), will benefit greatly from stabilized drogues by reducing pilot workload and the inherent risk associated with AR. This technology should be adaptable to existing USN/USAF probe and drogue air refueling systems.

Probe and Drogue refueling takes unique piloting skills to accomplish. Maneuvering a 4 inch diameter probe into the center of a 2 foot diameter drogue (aluminum coupling and basket with a fabric canopy added for lift/stability), at closure rates of up to 10 feet/second, is no easy task in the best of conditions. Turbulence, tanker navigation and wake, and receiver forebody affects all degrade the stability of the target presented by the refueling drogue. Being able to control the drogue oscillations and present a more stable target to the receiver would greatly benefit the war fighting capabilities of all probe equipped receivers, worldwide. This would reduce mishaps, decrease costs and foreign object debris (FOD) associated with drogue wear/damage, and reduce the time of a refueling evolution, yielding an improved mission effectiveness for the JSF, other manned receivers, and unmanned aircraft.

In addition to supporting conventional aerial refueling missions, this technology may be critical to development of unmanned receivers which require some method to track the drogue in order to perform the refueling operation. Contact with the drogue is only safe and effective when the drogue position is stable. To enable reliable, repeatable and safe autonomous refueling, as well as workload reduction for manned refueling, a drogue stabilization and control method is required.

The need for drogue control is defined as the capability to position the drogue at a specified stabilized location relative to the tanker, despite the presence of turbulence, airwake, receiver forebody and other effects. This is especially important for unmanned applications, as the ability to steer the drogue to a specific location may greatly simplify or eliminate the receiver’s requirement to track the drogue. It is desired that the capability be as cost-effective as possible to implement on the tanker/drogue system, with no impact to the receiver. This is significant for low-observable aircraft, where the installation of AAR-specific sensors on the receiver is problematic.

Development and fielding of controllable drogue technology has potential to positively impact every probe equipped platform in the US and worldwide military, in addition to future unmanned autonomous vehicles. While identification of the specific tanker platform limitations is important to the design of each individual solution, the transfer of this technology from one hose and drogue system to another should be a relatively simple adaptation due to the similarity of the refueling drogues used on USN/USAF refueling systems. Special emphasis will be placed on the technical approaches which are most adaptable, common, and interoperable among the range of hose/drogue refueling systems in use. In addition, the maximum amount of interoperability and commonalty is desired between proposed controllable drogue solutions and technology under development for boom-receptacle refueling.

PHASE I: Develop concepts for stabilization and control of Aerial Refueling Drogues. Demonstrate feasibility of the approach through analyses, modeling and simulation, along with limited validation on scale models. Analysis will include simulation of sensing/positioning systems, feedback/control techniques, aerodynamics, tanker and receiver dynamics, system errors, environmental conditions, unit cost and reliability estimates, and other appropriate factors. Engineering drawings/3-D modeling should be at an acceptable stage so as to facilitate prototype construction in Phase II. Sufficient understanding of aerial refueling limitations and specifications should be demonstrated in order to add to credibility of design. The targeted tanker aerial refueling system(s) will be identified, along with the specific requirements of that system.

PHASE II: Develop a working prototype with sufficient analysis and testing (flight and/or ground) to prove that the prototype is ready for a developmental flight test program. Modeling and simulations/analysis should be refined as a result of Phase II testing and documented to the point where it can be used as risk reduction for developmental testing. Developmental testing phases may include testing on a manned aircraft/ unmanned surrogate receiver with the eventual goal to support testing with an unmanned autonomous receiver.

PHASE III: Transition the prototype stabilization and control system to the government for developmental and operational flight testing along with fleet implementation.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: The commercial tanking industry would benefit from the development of this technology. This is a growing industry that uses contractor owned aircraft to provide aerial refueling services to the military and military support contractors.

REFERENCES: 1. MIL-A-19736A, Military Specification for Aerial Refueling Systems

2. MIL-A-8865B, Military Specification Airplane Strength and Rigidity Misc. Loads

3. MIL-C-81975B, Military Specification, Coupling, Regulated, Aerial Pressure Refueling

4. Joint Service Specification Guide, 2001 and 2009 Appendix F; STANAG 3447.

KEYWORDS: Aerial; Refueling; Automated; Controllable; Drogues; Stabilized

N07-173 TITLE: Exhaust Jet Noise Reduction for Tactical Aircraft

TECHNOLOGY AREAS: Air Platform, Weapons

ACQUISITION PROGRAM: Joint Strike Fighter Program, Propulsion IPT, ACAT I D Program

OBJECTIVE: Define new approaches to the design and performance analysis of nozzle components that attenuate the exhaust jet noise of the powerplants of modern tactical aircraft. Analysis may be done by employing experimental techniques or by current state-of-the-art computational fluid dynamics (CFD) modeling and simulation methodologies.

DESCRIPTION: New innovative approaches are sought to design and engineer nozzle components that attenuate the exhaust jet noise of the low-bypass ratio powerplants of modern tactical aircraft. Proposed nozzle designs should be optimized for take-offs and landings as well as high-Mach cruise at altitude. The noise from the turbulent, hot, supersonic jets at these conditions dominates noise emanating from other powerplant components (e.g., fan, combustor) and has significant safety implications for launch personnel as well as the environmental impact of noise pollution around military installations. Noise generation mechanisms of supersonic jets are quite complex and different than those of subsonic jets typically encountered in the exhausts of high-bypass ratio transport aircraft powerplants. Both subsonic and supersonic jets contain small and large-scale turbulence structures. While small-scale turbulence structures are the dominant mechanism of subsonic jets, the large-scale turbulence structures are dominant in supersonic jets. Intense Eddy Mach wave radiation from regions along the jet shear layer is produced by the large-scale turbulence structures convected supersonically relative to the ambient medium. Additionally, oblique shock cell quasi-periodic structures, the result of imperfectly expanded supersonic jets, are noise radiation sources and contribute to discrete tone screech and broadband frequency noise. Efficient integration of the nozzles with airframe is also critical since forward flight modifies exhaust jet noise and the optimization of the quiet nozzle design needs to be achieved both at the component and system level.

PHASE I: Demonstrate the feasibility of proposed methodologies for nozzle performance analysis on mutually-agreed government-furnished test case(s). Of primary interest is the accuracy of the simulations compared to experimental data, as well as the practicality of simulations in terms of turn-around times. Applicability of these methodologies in the design process for nozzles for tactical aircraft will also need to be demonstrated.

PHASE II: Develop design procedures employing Phase I methodologies. Further improve selected methodologies so that they can be employed/validated in ongoing DoD programs. Demonstrate accurate performance analysis of proposed nozzle concepts with quick turn-around times.

PHASE III: Transition the technology to ongoing DoD programs. Demonstrate that the transition of this innovation leads to significant cost savings in the design of nozzle components for tactical aircraft by major powerplant DoD contractors.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: Successful development of the improved analysis methodologies for advanced quiet nozzles should enable design engineers to select new and innovative concepts that optimize nozzle performance and to integrate these designs in future tactical as well as commercial (e.g., supersonic business jet) aircraft in a very cost-efficient manner.

REFERENCES: 1. AGARD Conference Proceedings 512, “Combat Aircraft Noise,” AGARD CP-512, April 1992. (and references therein)

2. Tam, Christopher K.W., "Supersonic Jet Noise," Ann. Rev. Fluid Mech., Vol. 27, 1995, pp. 17-43.

KEYWORDS: Nozzles; Supersonitic Jets; Exhaust Jet Noise; Propulsion/Airframe Integration; Tactical Air Vehicles; Computational Fluid Dynamics

N07-174 TITLE: A Portable Corrosion Detector for inspecting Aircraft Structures with Complex Geometries.

TECHNOLOGY AREAS: Materials/Processes

OBJECTIVE: Develop a portable corrosion detector that can be used to inspect aircraft structure with complex geometries.

DESCRIPTION: Naval aircraft operate in a severely corrosive environment. Corrosion costs are the Navy’s top aircraft maintenance expense. NAVAIR is interested in optimizing corrosion related maintenance by using a portable corrosion detection device to confirm corrosion when the on-board corrosion sensors indicate that corrosion may be occurring. A typical example might be to do a quick-check on a magnesium gearbox housing (highly complex geometry casting up to 3 cu ft in size) or an aircraft skin lap joint. The corrosion detector should be hand-held, less than 8 pounds, and less than 0.3 cu ft. The system should be capable of detecting corrosion in the early stages of pitting under paint and between faying surfaces and providing a qualitative assessment of corrosion severity. In addition, the target per-unit price of the final product should be less than $5000.

PHASE I: Identify sensor type(s) to be used to detect early-stage pitting corrosion in a complex structure. Construct bread-board system. Manufacture/procure demonstration test-article(s) that include complex geometries. Create light pitting corrosion on test samples. Demonstrate sensor sensitivity to find early-stage pitting corrosion in complex geometry part. Demonstrate the feasibility to miniaturize system to desired size. Phase 1 size and weight goals for the breadboard system should be less than 0.5 cu ft and under 10 pounds.

PHASE II: Miniaturize the Phase I system and develop a prototype to meet final size goals. Refine the user interface and system perfomance. Manufacture/procure demonstration test-articles. Demonstration prototype system’s capability to detect light pitting corrosion and to qualitatively rate more severe corrosion.

PHASE III: Implement full-scale production of the NDE devices in quantities proportional to market and Navy demand. Desired production unit cost is less than $5,000.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: Successful development of a cost-effect, ultra-portable NDE device would benefit the commercial aircraft industry.

REFERENCES: 1. “Corrosion Monitoring Techniques,” http://www.corrosionsource.com/technicallibrary/

corrdoctors/Modules/MonitorBasics/Types.htm

KEYWORDS: Corrosion Monitoring; Corrosion Detection; Health Monitoring; Sensors; Energy Harvesting; Energy Scavenging; Wireless Data Transmission

N07-175 TITLE: Intelligent Sensor for Distributed Engine Control for Advanced Propulsion System Application

TECHNOLOGY AREAS: Air Platform, Ground/Sea Vehicles, Sensors

ACQUISITION PROGRAM: Joint Strike Fighter Program Office, Propulsion IPT, ACAT I D Program

OBJECTIVE: Develop robust intelligent sensor technology for sensing temperature and pressure in high temperature/vibration gas turbine engine propulsion system applications.

DESCRIPTION: Implementation of intelligent propulsion concepts requires advancements in the area of robust control synthesis techniques and automated diagnostics, and development of advanced enabling technologies such as smart sensors. This will require moving from the current analog control systems to distributed control architectures.

Present full authority digital engine control (FADEC) systems require numerous pressure and temperature sensing elements distributed across turbine engine systems in order to provide optimal engine control and health management functions throughout the flight envelope and at various stages of engine life. In current systems, data from engine sensors are processed within the FADEC to provide prognostic and engine health management functions. The focus of this research and development effort is to develop robust intelligent sensing technologies for temperature and/or pressure sensors that can withstand high temperature and vibration environment present in gas turbine engine, particularly those used for sustained high Mach flight. These sensors must also include local processing capability to allow modular signal acquisition and conditioning, digital calibration and compensation, digital data bus communications and diagnostics and health management functionality. Traditionally sensors are embedded in the FADEC to be distributed to the sensor level.

Distributed control architectures that utilize engine-mounted smart sensors should be able to communicate to the propulsion system controller through high-speed data bus. These "smart" sensors will have the ability to provide their own environment/temperature compensation, use built-in test features to assess their health, and compute necessary engineering units conversion. Use of these smart sensors would eliminate the need for point-to-point wiring for sensors at extended distances from the engine controller and would, in turn, greatly reduce engine harness weight (Tillman and Ikeler, 1991). The use of smart sensors for jet-engine control is currently limited by the availability of mature high-temperature electronic components that can withstand the engine operating environment. As this technology advances, smart sensors will increasingly appear in many different engine applications. One of the most challenging turbine-engine sensor requirements is measuring the gas temperature as it exits the combustor and enters the turbine. As engine temperatures have increased, the durability and performance limit of engine temperature sensors are an issue. Thermocouples are commonly used for engine temperature sensing, but their lifetime is signifantly decreased in this high temperature environment. As a result, these sensors have been moved downstream to a cooler operating condition. The turbine inlet temperature is then estimated using an empirically derived relationship with resulting inaccuracies. This research would provide for this and other deficiencies in current state of the art sensor technology. Robust intelligent sensor technology is sought with capability of operating in minimum temperature environments of 1200 ºF and vibrations in excess of 500 grms. Furthermore, it is desired to extend the intelligent sensor operating capability beyond 2000 ºF.

PHASE I: Develop a proof of concept for the intelligent engine sensor and establish feasibility of inserting this technology in an engine development program.

PHASE II: Develop and test a prototype of the intelligent engine sensor and demonstrate its use on test stand engines.

PHASE III: Transition intelligent engine sensor to military gas turbine engines for aircraft.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: This technology has wide ranging application in military gas turbine engines for aircraft and also for improving performance and maintainability of industrial gas turbine engines.

REFERENCES: 1. "Realizing Distributed Engine Control Subsystems Through Application of High-Temperature Intelligent Engine Sensors and Control Electronics", Wick, D. G., SAE TRANSACTIONS ISSN : 0096-736X 2000 Vol. 109 Numb. 3.

2. Jonathan S. Litt; Donald L. Simon; Sanjay Garg; Ten-Heui Guo; Carolyn Mercer; Richard Millar; Alireza Behbahani; Anupa Bajwa; Daniel T. Jensen Journal of Aerospace Computing, Information, and Communication 2004 1542-9423 vol.1 no.12 (543-563)

3. Urban, L.A., "Gas Path Analysis Applied to Turbine Engine Conditioning Monitoring," AIAA Paper 72-1082, Dec. 1972

4. Stamatis, A., Mathioudakis, K., and Papailiou, K. D., "Jet Engine Fault Detection with Differential Gas Path Analysis at Discrete Operating Points," Journal of Propulsion and Power, Vol. 7, No. 6, 1991, pp. 1043-1048.

5. Tillman and Ikeler, Integrated flight/propulsion control for flight critical applications. Journal of Engineering for Gas Turbines and Power, 1991.

KEYWORDS: Propulsion; Control; Intelligent Sensors; Smart Sensors; Control Electronics; Full Authority Digital Engine Control

N07-176 TITLE: Laser Surface Texturing for Gears and Bearings

TECHNOLOGY AREAS: Air Platform, Materials/Processes

ACQUISITION PROGRAM: Joint Strike Fighter Program Office, Propulsion IPT, ACAT I D Program

OBJECTIVE: Develop laser surface textured gears and bearings for improved wear resistance and fatigue life.

DESCRIPTION: Recent progress in laser surface texturing using ultraviolet(UV) lasers opened new possibilities for surface topography modification. It is now possible to produce micron-sized dimples in the surface of hard ceramic coatings with pin-point control over location,size, depth, and surface density. Solid state pulsed UV laser surface texturing is relatively non-expensive, fast and provides a considerable reduction in surrounding surface overheating in comparison to IR lasers. Laser surface texturing can be applied to produce solid lubricant reservoirs that are relatively deep and have an optimum geometry and surface density. Furthermore, laser processing can be locally applied to the surface of hard ceramic layers to provide an optimum wear resistance and load support with a minimum impact on the surface fatigue life in aerospace systems. This programs seeks to identify, demonstrate and transition of laser surface modified F-35 aircraft components (gears, bearings, splines) in combination with wear resistant coatings for improved wear life without adversely affecting fatigue life of these components.

PHASE I: Demonstrate the feasibility of laser surface texturing and develop optimum process parameters. Combine surface modified samples with solid lubricant/wear resistant coatings and perform testing to demonstrate the wear resistant benefits without negatively affecting fatigue life.

PHASE II: Apply laser surface texturing to selected aircraft subcomponents for evaluation of wear resistance and fatigue life. Evaluate the economic feasibility for inclusion of laser texturing technology on flight hardware.

PHASE III: Transition laser surface texturing and wear resistant coatings to military aircraft.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: Commercial systems will need advanced wear resistant coatings that will provide longer part and system lifetime without affecting fatigue life.

REFERENCES: 1. Voevodin, A.A. and Zabinski, J.S., Laser surface texturing for adaptive solid lubrication. Wear, Volume 261, Issues 11-12, 20 December 2006, Pages 1285-1292.

KEYWORDS: Gears; Bearings; Laser Texturing; Fatigue; Coatings; Wear Resistant

N07-177 TITLE: Micromechanical Assessment of Thermochemically Induced NDE Changes in Advanced Composites

TECHNOLOGY AREAS: Air Platform, Materials/Processes

ACQUISITION PROGRAM: Joint Strike Fighter Program Office, Propulsion IPT, ACAT I D Program

OBJECTIVE: Develop micromechanical tools to support innovative nondestructive evaluation (NDE) techniques that can monitor thermochemical changes in composite materials.

DESCRIPTION: The Joint Strike Fighter and other military systems are considering the use of organic and Ceramic Matrix Composites (CMC’s) for engine applications. These materials will be exposed to high operating temperatures and may react chemically with the surrounding environment including humidity, salt fog, and air. Experimental data have shown that the structural properties of these materials can be affected by such environmental effects even though there is no visible structural change in the material. While standard NDE techniques, including ultrasonics, thermography, and radiography, have been successful at finding physical damage, there is presently no proven method for nondestructively assessing chemical damage, although some emerging technologies show promise. Emerging NDE technologies, such as electromagnetic or electrical resistance techniques, may be capable of characterizing composite level material properties, but the property is dependent upon the technique selected.

Micromechanical models are needed to provide a means to correlate the NDE data, assess the thermochemical changes in these advanced composite materials, and determine the effect on structural properties. It is envisioned that the developed models would interface with existing life prediction tools in the evaluation of the performance of the structural component over time and environmental exposure. It is desirable that the analytical models (more than one may be appropriate) are capable of assessing both parts operating in the field and components during fabrication.

PHASE I: Identify one or more micromechanical theories and demonstrate feasibility with a selected NDE technique. Demonstrate that the predicted composite response agrees with measured NDE signals. Demonstrate that the model correctly evaluates material changes upon exposure to a thermochemical environment, correlates with changes in the NDE signal, and can be related to changes in structural behavior.

PHASE II: Develop a quantitative, coordinated micromechanical model and NDE technique building on the results of Phase I. Expand the technology and procedures to relate the theoretical model and NDE signal to changes in thermal, structural, and physical properties. Demonstrate utility of the method by integrating NDE, micromechanics, structural analysis, and testing to create a procedure for assessing thermochemical effects and making repair/replace decisions.

PHASE III: Expand the technology for other materials, environments, and structural applications. Extend the combined analytical/NDE methods for application to fabrication processes, quality control, and qualification of delivered hardware.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: The technology developed here will be applicable to materials that change thermochemically during exposure to the operational environment. Examples include oxidation of CMC’s and decomposition and embrittlement of organic composites. The methodologies developed here will have application to virtually all structural materials that operate in a high temperature, chemically reactive environment.

REFERENCES: 1. McCauley, Ronald A. “Corrosion of Ceramic and Composite Materials.” Marcel Dekker, Inc., 2004.

2. Richardson, George Y., and Singh R. N. “Influence of Turbine Engine Environment on the Mechanical Properties of Ceramic Matrix Composites.” Proceedings of the 34th International SAMPE Technical Conference, Baltimore, MD., Nov 2002.

3. Staehler, James M., and Zawada, Larry P. “Performance of Four Ceramic Matrix Composite Divergent Flap Inserts Following Ground Testing on an F110 Turbofan Engine.” J. Am. Cer. Soc. Vol. 83, No. 7, 2000.

4. Lee, S. Steven, Zawada, Larry P., Staehler, James M., and Folsom, Craig A. “Mechanical Behavior and High Temperature Performance of a Woven Nicalon/Si-N-C Ceramic Matrix Composite.” J. Am. Cer. Soc. Vol. 81, No. 7, 1998.

KEYWORDS: Micromechanics; Nondestructive Evaluation; Thermochemical Effects; Reaction Products; Structural Behavior; Ceramic Matrix Composites

N07-178 TITLE: Development of a Miniature, Vibro-Mechanical Energy Scavenging (Harvesting) Device for Powering Wireless Sensors.

TECHNOLOGY AREAS: Ground/Sea Vehicles, Materials/Processes

OBJECTIVE: Develop a miniature vibro-mechanical energy scavenging device to power remote corrosion monitoring sensors.

DESCRIPTION: Naval aircraft operate in a severely corrosive environment. Corrosion costs are the Navy’s top aircraft maintenance expense. NAVAIR is interested in optimizing corrosion related maintenance by using in-situ micro-sensors to collect data necessary to perform this task. The micro-sensors are required to be self-contained, wireless modules. To accomplish this goal, it will be necessary to power these sensor modules using energy harvesting techniques. The goal of this project is to develop a self-contained, vibro-mechanical, energy scavenging circuit with anticipated energy scavenging rates of approximately 1 mW/cc. The module should be designed such that minimal changes will be required to adapt the energy outputs to match the requirements of different corrosion monitoring modules. The energy scavenging (harvesting) module should be less than 1 cu inch in volume and weigh less than 1 ounce.

PHASE I: Identify typical strain spectrums for typical aircraft structure. Design the necessary circuitry to harvest and store power. The circuitry for delivering the power to a sensor module should be adaptable to variety of sensor input requirements. Construct and demonstrate a breadboard system. In Phase 1, the desired size and weight goals for the breadboard system should be less than 5 cc and 3 ounces.

PHASE II: Miniaturize the Phase I system and develop a prototype to optimize energy conservation strategies/designs.

PHASE III: Implement full-scale production of the NDE devices in quantities proportional to market and Navy demand. Desired production unit cost is less than $5,000.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: Successful development of a cost-effect, ultra-portable NDE device would benefit the commercial aircraft industry.

REFERENCES: 1. “Corrosion Monitoring Techniques,” http://www.corrosionsource.com/technicallibrary/

corrdoctors/Modules/MonitorBasics/Types.htm

KEYWORDS: Corrosion Monitoring; Corrosion Detection; Health Monitoring; Sensors; Energy Harvesting; Energy Scavenging; Wireless Data Transmission

N07-179 TITLE: F-35 Three-Bearing Swivel Nozzle (3BSN) Door Actuator

TECHNOLOGY AREAS: Air Platform, Electronics, Weapons

ACQUISITION PROGRAM: Joint Strike Fighter ACAT I

OBJECTIVE: Develop a "smart" electrically powered actuator with integral control electronics suitable for utility control functions in a modern tactical aircraft.

DESCRIPTION: Modern fighter aircraft have a number of utility actuators for doors and configuration change. Examples include landing gear, aerial refueling doors, and weapons bay doors. The Joint Strike Fighter (JSF) V/STOL variant also has lift fan doors and a Three-Bearing Swivel Nozzle (3BSN) door at the rear of the aircraft. These actuators are powered by the utility hydraulic system, requiring hydraulic tubing runs, along with multi-conductor interface cables to the Utility Management System.

The smart actuator would have integrated monitoring, control and health status software and electronics, eliminating hydraulic lines, brackets and associated weight from the aircraft. A self-contained "smart" electromechanical actuation system could eliminate the hydraulic runs and reduce interface cabling. Other advantages include:

* Failure detection onboard the actuator itself which would greatly improve diagnostic & repair intervals at all maintenance levels (squadron, depot, etc.)

* Reduced installation complexity (fewer signal & power paths total going to/from actuation unit than hydraulics or normal electromechanical actuators)

* Possible increase in survivability (if hydraulic lines eliminated through electromechanical actuator use for example).

* Potential for weight savings - configuration dependent (eliminating long tubing runs of "dead" hydraulic fluid weight)

* Ready integration into a generally more-electric aircraft

* Positive environmental impact to a program (reduces logistic-draw down/storage/leakage/spillage concerns with using hydraulic fluids)

* Depending on configuration, potential for ease of on-aircraft maintenance-oriented operation compared to a hydraulic actuator

* With proper use of a fiber optic data bus interface, can provide enhanced immunity to electromagnetic radiation including electromagnetic weapons.

The challenge is to design and test an electromechanical actuator that incorporates integral electronics capable of providing reliable operation in a difficult thermal, vibration and acoustic environment. The Joint Strike Fighter 3BSN door actuator is proposed as a target for such a smart actuator design. The F-35 3BSN door actuator is a suitably challenging "benchmark" demonstration for a smart electromechanical actuator since the 3BSN door actuator is in a very harsh thermal and aero-acoustic vibration environment and augments an important flight control requirement. Success in this demonstration application could open the technology to other uses in the F-35, such as the auxiliary inlet doors, lower lift fan nozzle doors and mission systems door. Some primary flight control applications such as the horizontal tail centering actuator may also be feasible.

PHASE I: Develop a design for a smart electrically powered 3BSN door actuator. Analyze the design to estimate weight, reliability, maintainability, producibility and cost.

PHASE II: Build and test a demonstrator smart 3BSN door actuator. Conduct performance and qualification tests (vibration, shock, temperature, altitude, EMI, etc). Iterate the design to address any shortcomings found in testing.

PHASE III: Design, fabricate and qualify smart electromechanical actuators suitable for several secondary actuator applications on the Joint Strike fighter or other Navy platforms.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: The smart electromechanical actuator would have direct application to flap and door actuators on commercial aircraft. Other potential applications include industrial control and heavy equipment used in construction and mining operations. All electric actuation is also of interest to space vehicle technology since hydraulic systems and their potential to leak fluid are often unacceptable.

REFERENCES: 1. Air Force/Navy/NASA Electrically Powered Actuator Demonstration, http://www.dfrc.nasa.gov/

Newsroom/X-Press/1999/Jan15/actuator.html

2. Air Force Research Laboratory, Technology Horizons http://www.afrlhorizons.com/Briefs/0006/VA9902.html

3. Fiber Optic Experience with the Smart Actuation System on the F-18 Systems Research Aircraft

http://dtrs.dfrc.nasa.gov/archive/00000156/01/206223.pdf

KEYWORDS: smart actuator; aircraft actuation; electromechanical actuator; ball screw; power actuator; electric actuator

N07-180 TITLE: Surface Mounted Communications Antennae using Microstructure

TECHNOLOGY AREAS: Information Systems, Materials/Processes

ACQUISITION PROGRAM: N-UCAS Mr. Keith Carter, PMA-209 Mr. Rich Muir

OBJECTIVE: Develop a surface mounted, wideband (L-band to Ku-band) tunable communications antennae capability using microstructure materials to support Navy UAS Communications. DESCRIPTION: Unmanned Aerial Systems (UAS) must support a wide array of communications capabilities that require an ever increasing number of antennae competing for aircraft real estate. To meet the growing demands the Navy is seeking to explore the use of micro electromagnetic physical structures that are tunable over a wide frequency range developed specifically for intgration into airborne platforms to achieve size and weight reductions, and co-site blockages, reduced number of antannae. Recent advancements in microstructures/material make it possible to employ these micro electromagnetic structures in various 3-D configurations arranged normal to the surface of the aircraft that has the potential to reduce surface waves, enhance RF energy reception thereby increasing the gain of surface mounted flush antennae system. Tunig the micro electromagnetic structures further enhances the wideband performance of the antennae thereby decreasing the number of antennae integrated on the airframe saving weight, and power.

PHASE I: Define the technical requirements for the wideband antenna based upon a thorough review of current and future communications demands of UAS system. Characterize the micro electromagnetic material (permittivity, conductivity, and environmental characteristics). using combination of computer simulations, analysis, or experimental results, model and explore the geometric arrangement of various monopole and dipole micro electromagnetic antennae farm configurations. Explore various techniques (e.g. geometirc arrangement and configuration of antenna cells), to improve antenna performance of the micro electormagnetic antenna system. Characterize their boundary conditions and antenna characteristics (tunability, gain, power handling capabilites across the specturm, impedance and antenna patterns, etc.)

PHASE II: Leveraging the most promising results of Phase I, select and manufacture the micro electromagnetic antenna that best meets the technical requirements of the UAS system and supports the most economical and practical method of manufacture. Demonstrate the operation of the antenna in a laboratory environment and validate that the desing meets the requirements defined in Phase I. PHASE III: Develop test plans and procedures to evaluate the micro electormagnetic antenna. Demonstrate the micor electormagnetic antenna in an Unmanned Aerial System operating on an active netowrk. Characterize all aspects of the new antennae system integrated inot the demonstartion UAS.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: New surface mounted antennaw systems will support all spectrums of the communications market and has applications in radios, cell phones, wireless networks as well as wear-able antennae.

REFERENCES: 1. Radar Cross Section Second edition by Eugene F. Knott, John F. Shaeffer, and Michael T. Tuley 2004 SciTech Publishing.

2. Rield and Waves in Communications Electronics by Ramo, Whinnery, and Van Duzer 1965 John Wiley & Sons.

KEYWORDS: antenna; microstructure; unmanned aerial system (UAS); wideband; monopole; dipole

N07-181 TITLE: Conformal Sensor Window

TECHNOLOGY AREAS: Air Platform, Sensors, Weapons

ACQUISITION PROGRAM: PEO-W Keith Carter; PMA-201 William Hammersley; PEO-JSF William Dooley

OBJECTIVE: Create techniques for grinding, polishing, and measuring conformal shapes such as a toroidal window to precise optical tolerances from ceramic materials chosen from the set zinc sulfide, spinel, aluminum oxynitride (ALON), or infrared-transparent polycrystalline alumina.

DESCRIPTION: Future air vehicles will benefit from sensor windows that conform to the shape of the airframe. Conformal shapes have the potential to reduce drag, increase the field of regard, and decrease signature. Conformal shapes could provide similar benefits to submarines as they would to aircraft.

Key technical challenges are to create methods to grind, polish, and measure precision surfaces that do not have axial symmetry. There are no established methods in the optics industry to produce such shapes today. The contractor will need to develop new methods of deterministic grinding and polishing to achieve the required shapes with the required precision. The geometric form of a finished window must be precise to a fraction of an optical wavelength, typically on the order of 0.1 micrometer (or less). Ingenuity will be required to apply interferometry to measure conformal shapes. Measurements must be fed back to a deterministic polishing process capable of bringing the optic to its required final form.

It is envisioned that this project will proceed in steps to develop applicable techniques first on an inexpensive material such as fused silica, and then on a ceramic window material. Subscale windows will be fabricated before proceeding to larger windows. Techniques developed in this project should be applicable to larger windows than could be afforded in a Phase II SBIR budget.

Goal: By the end of Phase II, produce a window with approximate dimensions of 200 x 200 mm according to a design to be reached by mutual agreement with the Government. For example, a possible challenging window shape would be a section of a toroid with a radius of 100 mm along one axis and 600 mm along the perpendicular axis.

PHASE I: Demonstrate techniques of grinding, polishing, and measuring a shape to be selected by the contractor. A material such as fused silica with dimensions on the order of 50 x 50 mm would be suitable for this demonstration. A goal for optical figure is 0.1 wavelength root-mean-square deviation at 633 nm over a 50 mm diameter. Plan a clear path to scale the approach to larger sizes and ceramic materials in Phase II.

PHASE II: In a series of steps, demonstrate grinding, polishing and metrology of a toroidal window (or other shape selected by mutual agreement with the Government). Steps should lead from fused silica to ceramics chosen from the set zinc sulfide, spinel, aluminum oxynitride (ALON), or infrared-transparent polycrystalline alumina. Steps should lead up in size to dimensions on the order of 200 x 200 mm. The final optical figure should be within 0.1 wavelength root-mean-square deviation at 633 nm over the full aperture of the part, not including the outer 5 mm at the edges.

PHASE III: Develop a commercial process capable of making conformal windows with optical figure similar to that of Phase II, but with areas on the order of 750 x 750 mm.

PRIVATE SECTOR COMMERCIAL POTENTIAL: Conformal windows could be used for synthetic vision systems on commercial aircraft. These windows could increase the pilot’s field of regard and might be used in locations that would not be suitable for flat windows.

REFERENCE: 1. R. Gentilman, P. McGuire, D. Fiore, K. Ostreicher, and J. Askinazi, “ Large-Area Sapphire Windows,” Proc. SPIE 2003, 5078, 54 (doubly curved window)

2. P.H. Marushin, J. M. Sasian, T. Y. Lin, J. E. Greivenkamp, S. A. Lerner, B. Robinson, J. Askinazi, “Demonstration of a Conformal Window Imaging System: Design, Fabrication, and Testing,” Proc. SPIE 2001, 4375, 154.

3. J. P. Schaefer, R. A. Eichholtz, and F. Sulzbach, “Fabrication Challenges Associated with Conformal Optics, Proc. SPIE 2001, 4375, 128.

4. J. E. Greivenkamp and R. O. Gappinger, “Design of a Nonnull Interferometer for Aspheric Wave Fronts,” Appl. Opt. 2004, 43, 5143.

KEYWORDS: sensor window; optical finishing; conformal window; metrology; spinel; ALON

N07-182 TITLE: Aerodynamic Infrared Dome

TECHNOLOGY AREAS: Materials/Processes, Sensors, Weapons

ACQUISITION PROGRAM: PMA-259 LCDR James Muse; PMA-201 William Hammersley

OBJECTIVE: Produce a polished, optically figured, ogive-shape, infrared-transmitting dome made of aluminum oxynitride (ALON), spinel, or polycrystalline alumina.

DESCRIPTION: Future high-speed missiles require aerodynamic infrared dome shapes that reduce drag and have greater ability to withstand aerothermal heating. By exchanging a conventional hemispheric dome for a pointed dome, drag is reduced and aero heating is reduced on most of the surface of the dome. Decreased drag enables a combination of increased speed, range, and payload. Decreased aero heating enables the dome to survive higher speeds without shattering. The aerodynamic shape also increases the ability of the dome to flying through rain and particles in the atmosphere without damage.

Infrared domes currently have a hemispheric shape because this shape introduces minimal optical distortion and is easy to fabricate. The DARPA Conformal Optics program completed in 2000 demonstrated methods to correct distortions introduced by aerodynamic shapes. Several Navy SBIR topics have addressed fundamental issues of fabricating a subscale ogive shape from infrared-transparent polycrystalline alumina and developing methods to grind and polish the outer and inner surfaces to the intended shape. A Navy SBIR topic that is in progress is developing metrology methods and equipment to measure the shape of aerodynamic domes. To this point, aerodynamic domes meeting optical tolerances have not been produced.

This new SBIR topic is intended to advance the technology and lower the cost for making ogive infrared domes in the following manner: (1) Expand the candidate midwave infrared materials to include ALON and spinel, in addition to polycrystalline alumina. (2) Investigate alternate approaches to grinding and polishing to lower the cost and improve the precision of these challenging operations. Metrology is a necessary component of polishing to achieve optical tolerances. The Government will provide information to assist the contractor to access metrology methods developed in ongoing SBIR contracts.

PHASE I: (1) Demonstrate near-net-shape forming of a tangent ogive dome from optical quality ALON, spinel, or polycrystalline alumina. The base diameter should be approximately 75 mm and the height can be in the range of 1 to 1.5 times the base diameter. The finished wall thickness should be in the range 2-3 mm. (2) Demonstrate methods for grinding and polishing sections of the inside and outside surfaces and for measuring the optical figure of the polished region. The goal is to make a convincing case that the contractor commands the processes necessary to make optical quality domes in Phase II. Proposals may address all requirements or may address just (1) or (2).

PHASE II: Subscale dome: Fabricate an optically polished ogive dome with dimensions described for Phase I. The dome may be truncated at a diameter of 13 mm near the tip. The root-mean-square error in transmitted wavefront of the polished dome should be less than 0.5 wavelengths measured at 0.63 microns. Full-scale dome: Fabricate an optically polished ogive dome with dimensions to be specified by the government. The base diameter will be approximately 130 mm. The height will be approximately 1 to 1.5 times the base diameter and the thickness will be approximately 3 to 6 mm. The design wall thickness might not be constant. The dome may be truncated at a diameter of 20 mm near the tip of the dome. The root-mean-square error in transmitted wavefront of the polished dome should be less than 0.5 wavelengths measured at 0.63 microns.

PHASE III: Demonstrate commercial production capability for forming and polishing full-scale domes.

PRIVATE SECTOR COMMERCIAL POTENTIAL: Methods for grinding, polishing, and measuring non-hemispheric shapes can be applied to aspheric lenses that simplify the design of a wide variety of optical products.

REFERENCES: 1. A. A. DiGiovanni et al., “Hard Transparent Domes and Windows from Magnesium Aluminate Spinel,” Proc. SPIE 2005, Volume 5786, 56-63.

2. J. M. Wahl et al., “Recent Advances in ALON Optical Ceramics,” Proc. SPIE 2005, Volume 5786, 71-82.

3. M. V. Parish et al., “Aerodynamic IR Domes of Polycrystalline Alumina,” Proc. SPIE 2005, Volume 5786, 195-205.

4. C. Bouvier et al., “Contact Mechanics Models and Algorithms for Dome Polishing with Ultra-Form Finishing,” Proc. SPIE 2007, Volume 6545, 65450R.

5. J. C. Rozzi et al., “Laser-Assisted Pre-Finishing of Optical Ceramic Materials” Proc. SPIE 2007, Volume 6545, 65450P.

6. A. B. Shorey et al., “Developments in the Finishing of Domes and Conformal Optics,” Proc. SPIE 2007, Volume 6545, 65450Q.

7. M. B. Dubin et al., “Simulation and Experimental Results of Sub-Aperture Transmitted Wavefront Measurements of a Window Using a Time-Delayed Source,” Proc. SPIE 2007, Volume 6545, 65450L.

8. W. P. Kuhn et al., “Time-Delayed Source and Interferometric Measurement of Domes and Windows,” Proc. SPIE 2007, Volume 6545, 65450O.

KEYWORDS: infrared dome, ALON, spinel, polycrystalline alumina, optical finishing, ceramic fabrication

N07-183 TITLE: LOW TEMPERATURE IONIC LIQUIDS FOR NAVY APPLICATIONS

TECHNOLOGY AREAS: Air Platform, Materials/Processes, Weapons

ACQUISITION PROGRAM: NAVY Unmanned Combat Air System Advanced Development Program Office ACAT I

OBJECTIVE: Identify and/or develop ionic liquids that are liquid from -75 C to at least +100 C for use as electrolytes in future Navy applications. Naval air weapons have operational use temperatures of between -65 C to +65 C.

DESCRIPTION: Electroactive polymers can be used to create charge storage devices, electrochromic devices, actuators, and sensors; these devices are all of interest for a variety of Navy applications. All of these devices require the use of an electrolyte, which typically consists of a salt dissolved in water or an organic solvent. For long term stability, wider temperature use windows, larger voltage windows, and improved safety, ionic liquid electrolytes may be preferable. Ionic liquid electrolytes are organic salts that are themselves liquid at room temperature. For use in electroactive polymer-based devices used in Navy applications, the electrolytes must remain liquid from -75 C to at least 100 C. To date there is no known commercially available ionic liquid that maintains reasonable conductivity across that temperature range; in fact, very little information can be found about low temperature performance of ionic liquids. Additionally, for increased shelf life and operating life, it would be preferable if these low temperature ionic liquids were hydrophobic.

If successful, the new electrolyte formulations may increase the temperature use window for electroactive polymer-based devices already under investigation and development within the Navy.

PHASE I: Develop new ionic liquids with melt transitions below -65 C. Investigate viscosity and conductivity of these materials from -70 C to 70 C. PHASE II: Produce sufficient quantities of candidate materials to be tested in test devices such a hybrid high-rate batteries, ultra-capacitors and supercapacitors. Demonstrate fluidity and conductivity of the electrolyte after a 96 hour cold soak at -65 C. Develop cost information and design specifications for limited rate production of acceptable candidates.

PHASE III: Initiate production ionic liquids in commercial quantities. Prepare transition packages for specific platform users or organizational and depot military support units.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: The electrolytes developed from this work could be used in commercial extreme duty batteries, shipping beacons in arctic waters, and charge storage devices on satellites.

REFERENCES: 1.Sea Power 21: Enabling MCPs, http://www.navy.mil/navydata/cno/proceedings.html

2. J. Irvin, D. Irvin, and J. D. Stenger-Smith, “Electrically Active Polymers for Use in Batteries and Supercapacitors,” in Handbook of Conducting Polymers, 3rd Ed., T. Skotheim and J. R. Reynolds, eds., Taylor & Francis, Boca Raton, FL, 2007.

3. Sato, T., Masuda, G., and Takagi, K., "Electrochemical properties of novel ionic liquids for electric double layer capacitor applications," Electrochim. Acta, 49(21), 3606, 2004.

KEYWORDS: Ionic liquids; electrolytes; low temperature; extreme duty; charge storage; batteries

N07-184 TITLE: Metamaterial-Based Electrically Small Antenna

TECHNOLOGY AREAS: Materials/Processes, Electronics

ACQUISITION PROGRAM: Advanced Development Prgm Office for Navy-Unmanned Combat Air Systems ACATI

OBJECTIVE: Develop electrically small antennas and arrays using the unique properites of newly discovered metamaterials to demonstrate improved efficiency-bandwith performance using design/consturction techniques that are compatible with advanced planar composite technology that will be used in future Naval aircraft.

DESCRIPTION: Meeting these demanding requirements will require research, development and application of cutting-edge technologies to develop and integrate the various antenna systems required to support surveillance sensors, communication links, navigation systems, command and control sytsems, and precision strike capabilities. Antennas and sensors to support these capabilities must be structurally integrated to provide highly survivable, yet lightweight and reliable sytems. Antenna sensors supporting many systems across a wide radio frequency (rf.) spectrum must be integrated withing the limited surface area and volum available to the N-UCAS platform.

A newly emergin class of materials, (known as metamaterials), offer significant promise in meeting these demanding N-UCAS antenna requirements. Matamaterials are manufactured materials that exhibit properties not found in nature. A significant improvement in antenna performance is predicted for a class of metamaterials exhibiting a negative electric permittivity, (ENG), a negative magnetic permeability (MNG), or both (ENG/MNG). Antennas employing metamaterials offer the revolutionary potential of overcoming restricitve efficiency-bandwith product limitations for normal material, electircally cmall antennas. (Ref. 1-4) Metamaterial antennas, if successful, would allow smaller antenna elements that cover a wider frequency range, thus making better use of available space on the N-UCAS platform. Metamaterails employed in the groundplanes surrounding antennas offers improved isolation between signal channels of multiple input-multiple outpu (MIMO) antenna arrays. Metamaterial, high-impedance, groundplances can also be used to improve the radiation efficiency, and axial radio performance of low-profile antennas located close to the groundplane surface. Metamaterails have also been used to increase the beam scanning range to cover backfire and endfire by using both the forward and backward waves in leaky wave antennas.

N-UCAS requirements for rf sensors may be enabled through the use of metamaterials by increasing the efficiency, frequency coverage, packing density and scanning flexibility of antenna arrays while reducing the channel to channel interference, size, weight and cost. Structurally integrating metamaterial based antenna arrays with advanced composites will also improve the survivability of future Naval aircraft. Current technology for low frequency antennas is limited in size, radiation efficiency, and frequency coverage.

PHASE I: Conduct research into development of electrically small, metamaterials based antennas that provide improved radiation efficiency/bandwidth product approaching or exceeding the theoretical Chu-wheeler limit for normal materials. Attntion shold be give to selecting antenna topologies that are compatible with advanced composite technologies that will be used for future Naval aircraft.

PHASE II: Develop a laboratory demonstration model of the proposed metamaterails based electrically small antenna. Demonstrate its improved radiation efficiency/bandwith product compared to comparable normal material based antennas. Develop design methodologies, automated fabrication and asmbly techniques for integration of metamaterial based antennas with advance composite technologies. Deveopl methods of performance verification and maintainability/repair of metamaterial-based composite antennas. Develop cost information and design specifications for a production device. (Note: Phase II may be classified depending upon proposal.)

PHASE III: Initiate production efforts to build the device in commerical quantities. Prepare transition packages for specific Naval platform users.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: Electrically small antennas that are efficient, yet capable of covering a wide frequency band can be used for commericial telecom, communication, navigation applications for aircraft, marine and land vehicles.

REFERENCES: 1. "Metamaterial-based efficient electrically small antennas," Richard W. Ziolkowski, Aycan Erentok, IEEE Transactions on Antennas and Propogation, Vol. 54, No. 7, July 2006, Page(s): 2113-2130.

2. "Application of Double Negative Materials to Increase the Power Radiated by Electrically Small Antennas," R.W Ziolkowski and A.D Kipple, IEEE Trans. on Antenna and Propogation, Vol. 52, p. 2626-2640, October 2003.

3. "Reciprocity between the effects of resonant scattering and enhanced radiated power by electrically small antennas in the presence of nested metamaterial shells," R.W. Ziolkowski and A.D. Kipple, Phys. Rev. E., Vol. 72, 036602, Spet. 2005.

4. "At and beyond the Chu limit: Passive and active broad bandwith metamaterial-based efficient electrically small antennas," R.W Ziolkowski and A. Erentok, submitted to IEEE Proceeding, Ded. 2005.

KEYWORDS: metamaterials; electrically small antennas; double negative materials; left handed materials; advanced composite antenna; Chu-Wheeler limit

N07-185 TITLE: Algorithm Development for Standard Interface Compliance Verification

TECHNOLOGY AREAS: Information Systems

ACQUISITION PROGRAM: Joint Program Executive Office for the Joint Tactical Radio System (ACAT I)

OBJECTIVE: Develop an approach and its algorithms that support the creation of a software solution used for verifying interface compliance of applications and operating environments during run-time given C++ language source code and required libraries.

DESCRIPTION: The JTRS family of radios is being deployed with waveform application software specifically developed to the SCA, which includes POSIX standards and CORBA standards. The development of an approach that supports automated solutions is desired to increase the objectivity and efficiency of the verification of these standards through repeatable processes. The strategy must provide adequate flexibility to enable usage of this product by a variety of military and commercial users – not only users in the JTRS community.

PHASE I: Develop an approach and architecture that can automatically verify that software products meet SCA requirements for POSIX and CORBA. Develop a prototype with very limited capability that successfully demonstrates the concept and its role within the overall software application verification process.

PHASE II: Develop the concepts demonstrated in Phase I into a fully-functional software “beta version” prototype tool that measures a third-party software application’s success in complying with the interface specifications defined by the user. The product should include an embedded help system.

PHASE III: Support rigorous testing of the software’s functionality, which will be performed by the JTRS test laboratory and make required modifications to the software. Transition the beta software of Phase II into a supportable commercial product that meets industry best-practices for stability with industry-standard platforms/operating systems and user interface.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: Software defined radios and other wireless communications devices are currently being developed and procured for commercial and consumer usage. A consumer example is the “smartphone,” which integrates wireless communications with industry-standard operating systems, APIs, and third-party software applications (e.g., Palm Treo, Blackberry, Motorola Q). A commercial example is next-generation emergency service communications hardware, which requires software defined radio functionality and interoperability that is similar in principle to JTRS. This technology can be used to provide software verification tools that improve the productivity of the commercial radio industry.

REFERENCES: 1. Software Communications Architecture (SCA) Version 2.2.2, 15 May 2006, http://jtrs.spawar.navy.mil/sca/

2. Stephens, D.R., Salisbury, B., Richardson, K., “JTRS Infrastructure Architecture and Standards”, MILCOM 2006, Washington, D.C.

3. JTRS Infrastructure Architecture, Version 1.0, 22 December 2006.

KEYWORDS: software, interoperability, communications, tool, JTRS, SDR

N07-186 TITLE: High Temperature Superconductor Circuit Integration with CMOS Electronics on Sapphire.

TECHNOLOGY AREAS: Materials/Processes, Sensors, Electronics

ACQUISITION PROGRAM: PMw-180, Shipboard Signal Exploitation Equipment

OBJECTIVE: The objective of this task is to develop the ability to monolithically fabricate semiconductor circuits with high temperature superconducting circuits and sensors on sapphire substrates to maximize heat removal in circuit elements.

DESCRIPTION: Various DoD systems are starting to incorporate superconducting devices for sensing and/or manipulating electromagnetic fields, from filters for shipboard communication systems, to superconducting transmission lines for use as a microwave power limiters, to the development of electrically small antennas. The use of SQUIDS for such applications has the potential to increase the sensitivity to the quantum limit. However, in most system designs, the processing of the signals occurs at some distance from the sensor, introducing current drive issues and temperature induced EMF variations/noise. It has recently been demonstrated that superconducting Yttrium Barium Copper Oxide (YBCO) SQUIDS could be fabricated on sapphire monolithically with low temperature CMOS electronics (See references below), taking advantage of the electrical low loss properties of the sapphire substrate and the ability to manufacture complex circuits in silicon-on-sapphire, both in the analog and digital domains. It thus becomes feasible to design a system with multiple detectors, or analog filters alongside CMOS electronics, with the CMOS performing first stage amplification and/or feedback and/or digital signal processing, with only 10s of microns separating the two, both operating in the cold side. Such a system should have major performance advantages over the present state of the art. However, this effort has not been taken beyond the device concept demonstration. This project seeks to take the technology to the stage where it is clear to industry that monolithic co-fabrication is viable for DoD systems.

PHASE I: Determine key issues to fabricating monolithic chips with both silicon and superconductor (single layer and hundreds of Josephson junctions) circuits integrated onto one chip. Circuits would see high power levels of up to 33dBm at the input port and undergo thousands of temperature cycles throughout their lifetime. Non linear behavior in the materials and substrates should be considered as well as thermal conductivity and thermal coefficients of expansion. Demonstrate single layer microwave devices (e.g. transmission line), single gates and single Josephson junctions on single or equivalently similar chips.

PHASE II: Develop process for fabricating several hundred Josephson junctions, analog superconducting devices and CMOS devices, especially low noise amplifiers with high power tolerance integrated onto one chip and cooled to 60 Kelvin for operation.

PHASE III: Provide foundry service to parties wishing to have fully integrated 60K superconductor/CMOS circuits with up to several hundred Josephson junctions. Articulate plan for increasing yield and number of junctions and devices to thousands.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: Superconducting devices are just beginning to come into the mainstream, from notch filters in cell phone base stations, to magnetoencephalography which is fast becoming an essential tool for mapping functional brain activity, to various geophysical exploration instrumentation. Having access to a single chip detector technology that would be simple to manufacture and lightweight, in addition to the increased sensitivity offered through the reduction of wire lengths between the first stage amplifier and the SQUID detector should increase the performance of all such devices.

REFERENCES: 1. de la Houssaye, P.R. et al., "Demonstration of Monolithic co-fabrication of Y1Ba2Cu3O7-d and CMOS Devices on the Same Sapphire Substrate," 51st Annual Device Research Conference, 1993

2. US Patents #6,165,801 and #6,051,846,

3. Booth, J.C. et al., "A self-attenuating superconducting transmission line for use as a microwave power limiter," IEEE Transactions on Applied Superconductivity, 13(2), p. 305-310, 2003.

KEYWORDS: superconductor, YBCO, CMOS, cryoelectronics, silicon-on-sapphire (SOS)

N07-187 TITLE: RF-based Geolocation I/Q Data Rate Enhancement

TECHNOLOGY AREAS: Information Systems, Materials/Processes, Sensors, Battlespace

ACQUISITION PROGRAM: Cryptological Carry-On Program/Ship Signal Exploitation Equipment ACAT III

OBJECTIVE: Design and build a system that materially improves the rate at which RF-based geolocations can be computed from a given set of raw I/Q RF data. The system should advance the state of the art in computational burden/execution time for a given geolocation task and available CPU hardware. The system should focus on algorithmic improvements, although hardware solutions that fundamentally alter the scaling of geolocation throughput will also be considered.

DESCRIPTION: Currently fielded COMINT T/FDOA geolocation systems (e.g. Navy HITS Geolocation System and National SSGS Processor) perform geolocation via a three step procedure: 1) A coarse mode correlation search is performed in the time/frequency shift plane for each sensor pair, which takes of order ~ M^2*N*log(N) operations where M is the number of sensors and N is the number of signal I/Q samples 2) A fine mode search is performed that takes of order ~ M^2 operations 3) The M*(M-1) measurements generated are then used to compute a geolocation. This operation scales like ~M^2. The overall process is serial - each step must be completed in sequence. Improvements to the overall computational burden are sought such that some or all of these steps can be replaced by algorithms with more favorable scaling properties with the number of sensors M or the number of samples N, or both. Since multi-core processors are proliferating, algorithms are also sought that can be shown to readily provide speed gains via parallelization.

The focus of this effort is to provide algorithms and system architectures that scale more favorably than the current state of the art in geolocation. The parameters of interest are the number of floating point operations (flops) per geolocation, the parallelizability of geolocation algorithms, and the scaling of flops with number of sensors and size of RF I/Q snapshot. If any tradeoffs in detectability can be made to enhance processing speed, these should be noted and quantified.

The theoretical performance of the algorithms and hardware architectures designed should be demonstrated as working prototypes. This can take the form of either source code, specialized hardware, or some combination thereof.

PHASE I: Develop basic technology concept and prove concept feasibility using modeling and simulation. Technologies identified should be distinct from or significant enhancements to currently fielded systems. Challenge areas for Phase II should be identified.

PHASE II: Design and construct and engineering prototype to be demonstrated at the end of this phase. The demonstration will include preliminary field tests.

PHASE III: Refine the prototype developed in Phase II so that it can be fabricated and evaluated by operational forces. The refined prototype should be sufficiently close to production models so that field tests will demonstrate the operational benefit of the new technologies. These field trials will be the basis for additional modifications as well as any subsequent procurement decisions.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: For civilian uses, this technology can be used to provide situational awareness for a variety of homeland security applications such as border monitoring, port security, drug interdiction, and high value (chemical plants, power plants, water plants, etc.) facility protection. Other civilian applications include geolocation of cell phones and mobile emergency signals for quick response.

REFERENCES: 1. *Complex ambiguity functions using nonstationary higher order cumulant estimates* Shin, D.C.; Nikias, C.L. IEEE Transactions on Signal Processing, Volume 43, Issue 11, Nov 1995 Page(s):2649 - 2664

2. *Product High-Order Ambiguity Function for Multicomponent Polynomial-Phase Signal Modeling* Barbarossa, S., Scaglione, A., Giannakis, G.B. IEEE Transactions on Signal Processing, Volume 46, No. 3, March 1998

http://crisp.ece.cornell.edu/papers/ScaglioneIEEESP98.pdf

Currently fielded COMINT T/FDOA geolocation systems (e.g Navy HITS Geolcoation System and National SSGS Processor) perform geolocation via a three step procedure:

1. A coarse mode correlation search is performed in the time/frequency shift plane for each sensor pair, which takes of order ~ M^2*N*log(N) operations where M is the number of sensors and N is the number of signal I/Q samples

2. A fine mode search is performed that takes of order ~ M^2 operations

3. The M*(M-1) measurements generated are then used to compute a geolocation. This operation scales like ~M^2. The overall process is serial - each step must be completed in sequence. Improvements to the overall computational burden are sought such that some or all of these steps can be replaced by algorithms with more favorable scaling properties with the number of sensors M or the number of samples N, or both. Since multicore processors are proliferating, algorithms are also sought that can be shown to readily provide speed gains via parallelization.

KEYWORDS: Parallelizability & scale of floating points of operation for Geolocation, Geolocation, Radio Frequency, Algorithms, Multi-Channel Collection Processing throughput and signal location

N07-188 TITLE: Networked Positioning of Unattended Ground Sensors using JTRS radios

TECHNOLOGY AREAS: Information Systems, Sensors, Electronics, Battlespace

ACQUISITION PROGRAM: Joint Tactical Radio System (JTRS) JPEO, ACAT I

OBJECTIVE: Define approaches for a networked system to provide Precise Positioning System (PPS) geolocation capability for unattended ground sensors using a networked positioning approach leveraging the processing capability of fielded or future tactical radios.

DESCRIPTION: Unattended Ground Sensors are an important component of the Future Combat Systems (FCS). For example, Tactical-Unattended Ground Sensors (T-UGS) are small, robust, ground-based battlefield Intelligence, Surveillance and Reconnaissance (ISR) devices that provide an early warning system capable of remote operation under all weather conditions. T-UGS use GPS to report their location through a mesh network to a gateway node to allow them to detect, track, classify, and identify personnel and vehicles within their area of operation and report. The gateway node in turn reports the T-UGS sensor and location data into the FCS Network.

Networked solutions would allow remote processing of GPS data to greatly offload the on-board sensor processing. These approaches have advantages in terms of reducing cost, size, weight and power. Equally important, the networked GPS approach would also have the advantage of allowing the security processing to be performed off-board the UGS sensor avoiding the need to have the crypto functions deployed in an unattended location. Current security policy does not allow the sensitive cryptographic equipment to be left unattended. Innovative technology solutions are sought that will provide a greatly miniaturized, low-cost, low-power GPS solution for unattended ground sensors that will allow off-board processing of UGS data, eliminate the need for onboard cryptographic devices, and seamlessly feed the UGS sensor and location data into the FCS Network.

PHASE I: Demonstrate the feasibility of a low-cost, light weight GPS solution that can be embedded in a small Unattended Ground Sensor which does not require GPS crypto processing to be implemented in the UGS device. Demonstrate a networked architecture that shall identify methods of integrating the GPS PPS processing into remote networked resources such as tactical radios where crypto processing can be performed. Identify the impact that this data transfer would have on the Network loading and also the impact that processing would have on the networked resources used for the UGS geolocation.

PHASE II: Implement and test a prototype of the GPS sensor and integrate the sensor into a representative UGS node. Develop the firmware and software required for integration of the processing into a representative tactical SDR radio. Testing shall be performed in a secure environment to demonstrate the ability to position the UGS using GPS PPS processing and to evaluate the performance achieved. Perform an operationally relevant demonstration on conclusion of the project to show the key system capabilities have been achieved.

PHASE III: Follow-on activities are expected to be pursued by the offeror, seeking opportunities to integrate the developed hardware and software into military and homeland defense systems. The software generated in this project is subject to approval prior to incorporation into SDR radios, which will have national security requirements impacts. Build production units of the final, miniaturized GPS sensors to be embedded into UGS. After approval, conduct a demonstration using unattended ground sensors with GPS sensors to demonstrate UGS location and seamless integration into the FCS and DHS Networks using this networked positioning approach.

PRIVATE SECTOR COMMERCIAL POTENTIAL: The networked positioning approach will reduce the size, weight and power of the UGS sensors extending their battery life and allowing them to be used for covert and special operations. Homeland Security initiatives are also relying on Unattended Ground Sensors (UGS) for detecting, classifying, locating, and tracking vehicles, personnel, and aircraft in both rural and urban environments. Commercial applications also exist for low power sensor tracking solutions integrated with commercial products. Examples are personnel location for security or safety or monitoring of assets or vehicles. The technology developed from this topic is directly applicable to these non-DOD applications providing a low cost, low power, secure, precise positioning capability for sensors leveraging the network.

REFERENCES: 1. “Tactical-Unattended Ground Sensors (T-UGS)”, http://www.textrondefense.com/products/

ibs/fcs_t_ugs.htm

2. “Unattended Ground Sensors; http://www.army.mil/fcs/ugs.html

3. Future Combat Systems (Brigade Combat Team

4. “A Wireless Wristwatch Tracking Solution”; http://www.navsys.com/Papers/06-11-001.pdf

KEYWORDS: UGS, JTRS; SDR; GPS; SAASM; PPS

N07-189 TITLE: Generalized Environmental Acoustic Model Structure for Bottom Backscatter

TECHNOLOGY AREAS: Information Systems, Sensors, Battlespace

ACQUISITION PROGRAM: Battlespace Sensing Fusion & Integration Program (PMW180)

OBJECTIVE: This topic is focused on the single problem of obtaining, storing, and utilizing acoustic bottom backscatter information. Toward that end the objective is to develop a prototype generalized bottom environmental description that fully addresses the different active acoustic modeling approaches being used today. One of the constraints to the solution is that it has a minimal impact on the Naval Oceanographic Office data collection efforts. Properly accounting for bottom backscatter (BBS) energy is hampered by lack of a consistent and accurate description of the scattering mechanism. Present approaches for describing the scattering mechanism span the space from simple power laws to stochastic descriptions. In order to construct a BBS database investigators are forced to apply somewhat tenuous relationships (e.g. sediment type and grain size) to construct a database. The approach selected must be adaptive to current methods of producing a BBS prediction and should provide a methodology on how best to populate a database with the appropriate data. This requires a definition of all seafloor parameters to be stored and description of how they are to be obtained. The proposed methodology must consider the resources required to obtain the data. In addition, the proposed approach should be capable of interfacing with or adapting to the existing active acoustic models. In summary, there are three parts to this topic: define a general environmental template, develop algorithms to utilize the template’s data in the acoustic models and lastly develop a methodology for populating a data base. Once an algorithm/database prototype is developed and tested, it will be evaluated by Naval Oceanographic Office (NAVOCEANO) and if effective would be transitioned to operations under the Ocean Bottom Characterization Initiative and the Littoral Battlespace Sensing, Fusion & Integration (LBSF&I) program.

DESCRIPTION: Environmental awareness is a key factor in the optimal deployment of acoustic sensors. To exploit environmental awareness, one must know the seafloor environment and understand how acoustic energy will interact with it. Active acoustic systems have all the environmental limitations of passive acoustic sensors plus the added problem of reverberation. There is a significant body of literature describing the scattering process and how it relates back to the causal environment. However, there has been limited information in the literature that would lend itself to the development of a generic BBS model to support active acoustic prediction in a realistic way for global applications.

The most commonly used approach to describe BBS is Lambert’s Law with a single coefficient for the whole world. More sophisticated approaches are being brought forward as possible solutions but they have not yet been widely accepted nor have optimal strategies been determined to provide effective supporting database structures. There are certainly better approaches than Lambert’s Law. But while various technologies are being considered in the science & technology community there is clearly room for the application of innovative and insightful solutions to this problem.

PHASE I: This phase of the work should demonstrate the feasibility an innovative strategy to define an environmental model structure or template that would satisfy the BBS needs for accurate acoustic predictions for active sonar systems. Also, the phase I effort should define an approach that would permit the template’s data to interface with existing active acoustic models.

PHASE II: This phase of the work should focus on implementing and testing the prototype architecture for the acoustic model structure, conversion algorithms and database populating techniques. The conversion algorithms need to be efficient and quick. The database population schemes need to utilize as much existing data as possible and not require elaborate measurement protocols.

PHASE III: The prototype capability will be transitioned directly to the Naval Oceanographic Office for use in constructing the necessary databases.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: There is some commercial potential for this tasking. Some of those techniques can be used for seafloor mapping, oil exploration, fishing population and distribution studies

REFERENCES: 1. C. H. Harrison, “Closed-form expressions for ocean reverberation and signal excess with mode stripping and Lambert’s law,” Journal of the Acoustical Society of America 114, 2744–2756, 2003

2. C. W. Holland, “Shallow water coupled scattering and reflection measurements,” IEEE IEEE Journal of Oceanic Engineering Vol. 27, 454–470, 2002.

3. C. W. Holland, “Constrained comparison of ocean waveguide reverberation theory and observations” Journal of the Acoustical Society of America, Vol. 120, 1922-1931, 2006

4. K. D. LePage and C. H. Harrison,“Effects of refraction on the prediction of bistatic reverberation in range dependent shallow water waveguides” Journal of the Acoustical Society of America, Vol. 114, 2302, 2003

5. P. Mourad and D. Jackson, "A model/data comparison for low-frequency bottom backcatter," Journal of the Acoustical Society of America, 94, 344-358, 1993

6. John R. Preston, Dale D. Ellis, and Roger C. Gauss, “Geoacoustic Parameter Extraction Using Reverberation Data From the 2000 Boundary Characterization Experiment on the Malta Plateau” IEEE Journal of Oceanic Engineering, Vol. 30, 709 – 732, 2005

7. G. A. Scanlon, R.H. Bourke, and J. H. Wilson, “Estimation of Bottom Scattering Strength from Measured and Modeled Mid-Frequency Sonar Reverberation Levels” IEEE Journal of Oceanic Engineering, Vol. 21, 440 – 451, 1996

8. Robert J. Urick, “Principles of Underwater Sound” 3rd Edition McGraw- Hill Publ. 1983

KEYWORDS: Bottom Backscatter; environmental database, acoustic sensor; bottom characterization; seabed classification; intelligent preparation of the environment

N07-190 TITLE: Lithium Niobate electro-optic modulators with improved efficiency achieved via novel device geometries

TECHNOLOGY AREAS: Materials/Processes, Sensors, Electronics

ACQUISITION PROGRAM: PMW-180; Ship’s Signal Exploitation Equipment, ACAT III

OBJECTIVE: To develop Lithium Niobate (LiNbO3) based electro-optic (EO) modulators with improved modulation efficiency and low optical loss by considering designs with novel device geometries.

DESCRIPTION: The design of external EO modulators requires consideration of many factors, including modulation efficiency, optical loss, modulation bandwidth, frequency chirp, optical power handling ability, lifetime, and cost [1]. The need for low noise figure (NF) high dynamic range (DR) RF-over-fiber links for various DoD applications has driven the development of optical modulators with increased modulation efficiency, as characterized by a decreased half wave voltage (Vpi), and decreased optical insertion loss. Currently, the lowest noise figure RF photonic link performance has been achieved with links using high power 1.55 um lasers sources and external Mach-Zehnder (MZ) modulators fabricated in LiNbO3 [2]. The design of LiNbO3 modulators typically employ waveguides fabricated on a planar substrate using x-cut or z-cut LiNbO3 [1]. In fact, impressive recent developments in improving LiNbO3 modulator performance (e.g., Vpi approaching 1 V, with optical insertion loss less than 10 dB) have been achieved by device design improvements largely in electrode structure without additional major modifications to typical device geometry. Modification to the device geometry can offer improved coupling between the electric and optical fields, as well as improved velocity matching, suggesting that devices with improved modulation efficiency and wideband performance are achievable [3] [4]. This SBIR topic focuses on development of LiNbO3 modulators designs that consider novel device geometries to achieve low Vpi, and low optical loss performance beyond the current state of the art. The application of these modulators is in RF photonic links also use a high optical power source and high power photodetectors to achieve low noise figure, and high dynamic range. The proposed approach should be practical to implement leading to a relatively low-cost, high-yield manufacture process.

PHASE I: Design study of a LiNbO3 EO intensity modulator which achieves improved performance for RF analog applications as compared to the current state-of-the-art via novel device geometries to achieve high modulation efficiency and low optical loss. The study shall address all aspects of device fabrication (e.g., substrate, waveguide design, electrodes, packaging), and justify the feasibility/practicality of the approach. A specific device design shall be proposed for fabrication in phase II of the project. DoD applications require modulation bandwidths up to Ka band, therefore the approach should consider and be compatible with a traveling wave design, though the specific device to be fabricated in phase II of the project may operate at lower frequency.

PHASE II: Develop the required processes for device fabrication. Based on the phase I design, fabricate and characterize a prototype EO intensity modulator, including measurement of Vpi and optical insertion loss. While demonstration of a traveling wave design is preferred, demonstration of a low frequency device with a path to a high frequency traveling wave design is acceptable.

PHASE III: Based on the prototype developed in phase II, continuing development shall lead to production of commercial grade, low Vpi, low optical loss phase and intensity modulators with bandwidths up to Ka band.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: Modulators developed under this program can be applied to commercial applications, e.g., satellite base station antenna remoting, and for developing multilevel digital communication formats, e.g., high-speed QAM.

REFERENCES: 1. G.P. Agrawal, “Lightwave Technology,” chapter 6.2, John Wiley & Sons Inc., (2004).

2. E. Ackerman, et. al., “Low Noise Figure, Wide Bandwidth Analog Optical Link,” International Topical Meeting on Microwave Photonics, 2005, pp 325- 328.

3. R. Cheng, W. Chen, W. Wang, “MZ modulators with Lithium niobate ridge waveguides fabricated by proton-exchange wet etch and Nickel indiffusion,” IEEE Photonics Technology Letters, vol. 7, (1995).

4. P. Rabiei and W.H. Steier, “Electro-optic waveguide modulators fabricated using thin films of Lithium niobate,” 2005 Quantum electronics and Laser Science Conference, pp 945-947.

KEYWORDS: RF photonics; microwave photonics; electro-optic modulator; Mach Zehnder modulator; waveguides; Lithium niobate.

N07-191 TITLE: A Lightweight, UHF SATCOM Diplexer For Use In Expendable Buoy Systems

TECHNOLOGY AREAS: Sensors, Space Platforms

ACQUISITION PROGRAM: Communications at speed and depth, ACAT III

OBJECTIVE: To develop a small, lightweight, cost effective, UHF SATCOM diplexer for use in a 3-inch diameter, expendable, UHF SATCOM buoy system

DESCRIPTION: Conduct research into the feasibility of using innovative and novel materials and filter design techniques to enable a full-duplex UHF SATCOM capability that can be incorporated into a submarine launched, expendable, tethered communications buoy. Filter manufacturers in industry have been polled; they cannot meet the mechanical, electrical, and cost needs for this filter with standard techniques and technology.

ELECTRICAL: This Diplexer will need to meet the electrical requirements of similar UHF Diplexers such as those found in the J-6345/USC-42(V) DAMA Radio Frequency Interface Unit and the OE-538 Submarine Multi Function Antenna Mast systems used on U.S. Navy Submarines. Insertion losses need to be minimized

GENERAL ELECTRICAL REQUIRMENTS

Impedence (All Ports) 50-ohm nominal

Receive Channel

Stopband Loss 0-150 MHz 90 dB min.

283 MHz 60 dB min.

290-400 MHz 90 dB min.

Power Handling 240-270 MHz CW 2 W max. 25% Duty Cycle

Transmit Channel

Stopband Loss 240-270 MHz 80 dB min.

Power Handling 292.5-400 MHz CW 150 W max. 25% Duty Cycle

MECHANICAL: It will need to meet the mechanical requirements for integration into the submarine launched, expendable 3-inch buoy envelope – size, weight, shape, shock and vibration, heat dissipation, etc.

GENERAL MECHANICAL REQUIREMENTS

Diplexer Weight 113—grams

Diplexer Volume 88.2-cubic centimeters

Diplexer Mass Density 1.29-grams / cubic centimeter

Diplexer Length (max) 4.6-inches

Diplexer Width (max) X.XX-inches

Diplexer Height (max) 0.680-inches

Radius 1.43-inches

Launch Shock 55G’s Duration 11 +1MS

Connector(s) J1 - Common SMA female chassis mount

PHASE I: Investigate the feasibility of incorporating advanced materials such as conductive or plated plastics in solid, other states, rigid and flexible, etc and advanced filter design techniques such as microstrip filters using hairpin elements, combine filters (planar and non-planer), and Surface Acoustic Wave devices suitable for the design and manufacture of a UHF SATCOM Diplexer to achieve the mechanical, electrical, and cost goals. Provide performance trade-offs analysis for meeting mechanical and electrical requirements. Provide cost analysis for low rate production less than 100-units and high rate production 1000-2000 units per year.

PHASE II: Utilize the findings of Phase I to design, develop, construct, and test prototype(s) of the proposed solution in environments that replicate the electrical and mechanical forces the Diplexer will encounter – form, fit, and function.

PHASE III: Develop the integrated UHF SATCOM Diplexer for use in a 3-inch, expendable, tethered buoy or UHF Phased Array communications system.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: The diplexer developed will be useful from a size and cost stand-point to the commercial telecommunication industry for incorporation into large arrays of UHF antennas as well as other U.S. Navy UHF SATCOM systems.

KEYWORDS: advanced materials, advanced filter design, full-duplex, UHF SATCOM, submarine-launched, expendable, communications

N07-192 TITLE: Ultra High Frequency (UHF) Reuse Planning Tool for Increasing Capacity in Geo-Synchronous Satellite Communications (SATCOM) Systems

TECHNOLOGY AREAS: Information Systems, Sensors, Space Platforms

ACQUISITION PROGRAM: Communications Satellite Program Office, ACAT I, PMW-146

OBJECTIVE: To develop an Ultra High Frequency (UHF) Reuse Planning Tool software product to help maximize the capacity of UHF SATCOM resources with overlapping earth coverage areas. The UHF Reuse planning tool will leverage the strengths of Commercial Off-The-Shelf (COTS) software applications, such as Satellite Toolkit and QualNET, to provide an integrated solution for frequency use planning and modeling the performance of different frequency reuse strategies. The tool shall demonstrate actual quantitative performance benefits gained by utilizing a frequency reuse strategy.

DESCRIPTION: The U.S. Navy’s UHF Follow-On (UFO) satellite constellation currently operates using a spatial separation of frequencies. Spatial separation requires that satellites with overlapping coverage areas utilize different frequencies within the UHF band. This separation of frequencies completely eliminates the interference caused by adjacent satellites operating in the same frequency, but half of each satellite’s bandwidth capacity remains unused in a spatial separation strategy. This inefficiency will be further compounded with the scheduled launches of five Mobile User Objective System (MUOS) UHF communications satellites beginning in late 2009.

In order to make maximum use of its UHF resources, the Navy will need to employ a successful UHF frequency reuse strategy. Frequency reuse allows overlapping coverage areas to utilize the same frequencies and minimizes interference by utilizing directional antennas in the areas of overlap. Frequency reuse has the potential to significantly increase overall communications capacity to the warfighter using existing and planned SATCOM resources.

The U.S. Navy has a need for a planning tool that will allow communications planners to model UHF SATCOM resource configurations and assess the performance of different reuse strategies. This research project will focus on development of spectrum management algorithms and UHF interference models for use in a successful UHF Reuse Planning Tool. Spectrum management algorithms will maximize UHF reuse opportunities by optimizing both the allocation of UHF communications channels and the deployment of directional UHF antennas within overlapping coverage areas.

The UHF Reuse Planning Tool must be able to simulate the performance of UHF SATCOM terminals and satellite transponders under normal operating conditions and provide a quantitative assessment of the interference caused by a reuse strategy. The tool will leverage the analysis and visualization capabilities of COTS software, such as STK and QualNET, while providing an integrated and easy to use interface. The graphical user interface (GUI) will provide the communications planner the capability to rapidly configure different reuse scenarios and will facilitate ease of use and training. Additionally, the tool must maintain a database of available UHF SATCOM resources, including available SATCOM terminals, deployable terminal platforms, available modems, available antennas, existing and proposed satellites, and the associated satellite payloads, to be used in reuse strategy assessment scenarios.

PHASE I:

• Assess the potential gains in UHF SATCOM capability realized by employing a reuse strategy.

• Develop spectrum management algorithms for the optimization of UHF reuse strategies.

• Develop the CONOPS and data requirements for the UHF reuse planning tool.

• Develop a prototype model for frequency reuse utilizing COTS simulation software, such as STK and QualNET, and assess its feasibility for use in an integrated UHF Reuse Planning Tool.

• Develop the preliminary design for the UHF Reuse planning tool and a Plan of Action and Milestones (POA&M) for Phase II development

PHASE II:

• Develop a prototype UHF Reuse planning tool based on the preliminary design and POA&M from earlier Phase I research and analysis.

• Demonstrate system feasibility, conceptual design, database design, and interface capability.

• Develop a practical approach for the implementation of the UHF Reuse planning tool in a real-world setting.

PHASE III:

• Refine the UHF Reuse CONOPS to more accurately reflect real-world needs.

• Design and develop a modular, scalable, and reusable system by expanding on the prototype developed in phase II.

• Integrate the ability to model existing industry and military resources into the system.

• Incorporate automation capabilities into the UHF Reuse tool.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: The UHF Reuse Planning Tool has significant potential in defense industry and commercial satellite operations, where UHF SATCOM constellations are competing for space in the congested UHF spectrum. The tool has the potential for expansion into the commercial satellite telephone industry where demand for bandwidth continues to increase and cost of bandwidth is high. The resulting UHF Reuse Planning Tool would provide a valuable assessment of frequency reuse strategies leading to increased bandwidth efficiency and reduced bandwidth cost.

REFERENCES: 1. Navy Team Responds to Bandwidth Challenges in Support of War Efforts with Innovative Employment of UHF Follow-On (UFO) and LEASAT Satellites; M. Mattis, N. Butler, J. Turner; 4th Responsive Space Conference April 24-27, 2006, Los Angeles, CA

2. MILCOM 2000: UHF SATCOM Antenna Architectures: http://ieeexplore.ieee.org/Xplore/

KEYWORDS: modeling, SATCOM, UHF, frequency reuse, overlapping beam, interference

N07-193 TITLE: Planning and Management of QoS based Mobile Wireless Networks

TECHNOLOGY AREAS: Air Platform, Information Systems, Ground/Sea Vehicles

ACQUISITION PROGRAM: PEO Command, Control, Communications, Computers and Intelligence C4I160

OBJECTIVE: The objective of this work is the development of advanced prototype tools to be used for the planning and real-time automated management of mobile wireless networks, such as components of the Joint Tactical Radio System. The developed engineering tools will be used to plan and manage in realtime the topological configuration, network sizing, and flow control routing and regulation schemes that serve to assure that critical multi-media flows are supported at acceptable quality-of-service (QoS) performance levels.

DESCRIPTION: Mobile wireless networks are employed as critical components of Navy network-centric C4ISR and combat systems. The robustness of the communications wireless networking infrastructure and the efficient use of its limited bandwidth resources are of prime importance. Due to nodal mobility, communications link interferences, hostile and unpredictable operational environment, and fluctuations in the application scenario, the behavior of such network systems is highly stochastic. It is essential that the network system entities, layout and networking protocols are properly planned and tuned-up to ensure a system composition and operation that meet targeted performance requirements for the support of multimedia flows on a precedence oriented basis. During operations, it is essential to include automated tools that serve to manage the network functioning so that it automatically adapts to serve critical flows by transporting their messages in a robust, reliable and responsive manner.

In the planning stage, the tools to be developed would provide for the design of the employed mobile wireless networks. Included are mobile ad hoc wireless network systems that use a multitude of communications media, including terrestrial and satellite based communications links. Also of consideration are airborne platforms that are used to further reinforce and upgrade the operation of the mobile wireless network system. Based on the features of the missions, the network system must be synthesized, and application flows must be regulated and transported across the network to assure high precedence flows with high quality communications networking service.

During operation, the network management mechanisms to be developed must provide for the automated adjustments and adaptations to take place in realtime. Included are mechanisms that involve the network topological layout and that engage in traffic regulation and flow distributions, to assure a networking operation that is highly reliable, robust, bandwidth efficient and QoS based responsive. Involved are capacity, reliability, failure, flow regulation and connectivity management algorithms.

The network configuration can involve multiple afloat, terrestrial and airborne assets and platforms. The mobility and communications capability and capacity features of network entities are characterized by their operational functionalities. Depending on the geographical layout, messages may traverse multi hop routes. It is essential for the developed planning and management tools to assure flows their required end-to-end integrity and delay-throughput performance requirements, in an adaptive and robust manner.

PHASE I: In the first phase, the approaches, structures and techniques used for the operation of the planning and management tools will be developed. The results will be documented in a technical report that identifies the principles, models and architectures of the proposed planning and management tools. A sample of such models will be selected for mathematical and simulation based demonstrative studies.

PHASE II: In Phase II, the protocols, architectures, algorithms and schemes developed in Phase I will be further developed, refined and analyzed. They will be implemented in a prototype software that is used to carry out the involved planning and management functions. The tools will include a graphical user interface that will enable the user to carry out system planning and management evaluations, under a multitude of network system scenarios. Mathematical analyses should also be carried out to provide for analytical computations of expected network performance behavior. These results should also be chcked against performance results obtained by simulations, as well as to confirm the effectiveness of techniques used by the planning and management tools. Confirming analyses and management scenarios should be evaluated to confirm the ability of the developed tools to synthesize and manage effective mobile wireless networking structures, considering illustrative operations of network centric combat systems.

PHASE III: In Phase III, the tool should be expanded from its Phase II prototype structure to be fully functional as a planning and management tool. The tool will also include Application Programming Interfaces (API) to allow interoperability with other computer systems that require the use of its planning and management services and analyses.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: Mobile ad hoc wireless networks are of increasing importance in the domain of public safety and homeland security. Net planning and real-time net management is critical to the effective coordination of heterogeneous groups of first responders whose radios must interoperate effectively and cannot rely on cellular systems.

REFERENCES: 1. Runhe Zhang and Izhak Rubin, "Robust Flow Admission Control and Routing for Mobile Ad Hoc Networks", Proceedings IEEE MILCOM 2006

2. Xiaolong Huang and Izhak Rubin, "Bit-Per-Joule Performance of Power Saving Ad Hoc Networks with Mobile Backbones under Distance Aware Routing", Proceedings IEEE GLOBECOM, Nov-Dec 2006

3. Ju-Lan Hsu and Izhak Rubin, "Performance Analysis of Multi-Rate Capable Random Access MAC Protocols in Wireless Multi-Hop Networks", The 17th Annual IEEE International Symposium on Personal, Indoor and Mobile Radio Communications (PIMRC'06)

4. Huei-jiun Ju and Izhak Rubin, "Performance Analysis and Enhancement for Backbone Based Wireless Mobile Ad Hoc Networks", Proceedings IEEE BROADNETS Conference, Boston, MA, October 2005

KEYWORDS: network management; mobile wireless networks;quality of service (QoS); ad hoc wireless networks; UAV aided networks;survivable networks

N07-194 TITLE: Shipboard Low Noise Amplifier Assembly.

TECHNOLOGY AREAS: Ground/Sea Vehicles, Sensors

ACQUISITION PROGRAM: PMW180 Ship

OBJECTIVE: To develop a stat-of-the-art low noise amplifier (LNA) assembly suitable for shipboard antenna mast installations.

DESCRIPTION: The LNA assembly will be an integrated package that contains a high power self-protect non-reflective limiter, a highly linear LNA, and a low-noise bypass switch. The assembly will be small enough for installation inside a shipboard mast antenna. The LNA assembly will cover multiple GHz, operate linearly with inputs up to 0 dBm (or better), and survive inputs over 15 watts. The input controlled bypass switches will be configured with an off state in by-pass mode.

The design will accommodate a ganged architecture to allow additional assemblies to provide amplification for multiple antenna elements if desired. The LNA assembly will be mounted remotely on an antenna mast with the appropriate small, weather proof, corrosion resistance enclosure.

This task advances the state-of-the-art LNA technology in several ways: 1) development of an advanced LNA that operates linearly with peak input power of 0 dBm or better; 2) development or adaptation of a high power non-reflective limiter design that provides electromagnetic interference (EMI) protection of up to 15 watts CW; 3) and provide a state of the art LNA assembly that provides both low noise amplification and system EMI protection in a single small mast mounted unit.

PHASE I: Perform a feasibility and design study to assess technical issues and risks associated with applying this technology to meet the requirements for a compact mast mountable design; high dynamic range LNA, and 15 W CW non-reflective limiter as listed above.

PHASE II: Develop a prototype system developed in Phase I. Demonstrate the performance of the system, and demonstrate minimum modifications to existing systems and the ability to operate without dedicated manning by an operator. Validate the performance through instrumented field experiments. Under the Phase 2 Option task, the prototype software will be demonstrated in a distributed test-bed facility supplied by either the government or the contractor. It is probable that the work under this effort will be classified under Phase II.

PHASE III: The phase II prototype system will be integrated into onboard SSEE system and its Military Utility Assessment will be determined in a Trident Warrior event. It is probable that the work under this effort will be classified under Phase III.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: The technology successfully developed in this project will have multiple military and commercial applications. Low noise amplifier (LNA) military applications will include communication and Information Operations systems to optimize performance with respect to operational range and minimized counter detection risks. Non-military applications will include the ability to apply this capability to provide improvements to numerous commercial communications systems.

REFERENCES: 1."Digital Techniques for Wideband Receivers" 2nd Edition, James Tsui, Artech House, May 2001.

2. Boithias, Lucien, "Radio Wave Propagation", McGraw-Hill Book Co., 1987

3. Hall, M.P.M., Barclay, L.W. & Hewitt, M.T., editors, "Propagation of Radiowaves", Institution of Electrical Engineers, 1996

KEYWORDS: RF distribution; low noise; direction finding; LNA; limiter; switch; shipboard, Mast mount

N07-195 TITLE: Land Mobile Satellite Communications – Improved Mathematical and Simulation Methods for Stressed Environments

TECHNOLOGY AREAS: Information Systems, Sensors, Space Platforms

ACQUISITION PROGRAM: Communications Satellite Program Office, ACAT I, PMW-146

OBJECTIVE: Investigate and develop algorithms and simulation techniques that reduce the variations currently experienced in received signal power due to signal shadowing and signal loss due to multipath fading. This future Land Mobile Satellite Communication (LMSC) model will more effectively and realistically simulate the spectra of signal loss by using probability models and distribution of received signal power for satellite terminals. The model will also calculate percentage of time for fade and non-fade periods, providing a significant improvement over current methods used in modeling software and hardware inefficiency and inaccuracy.

DESCRIPTION: The current LMSC modeling approach is based on recordings and a resultant channel algorithm developed and reported on by Erich Lutz in 1991 (Ref. 1). Many activities aimed at the introduction of land mobile satellite communication services have been undertaken by different organizations all over the world. The most recent and is the Mobile User Objective System (MUOS) satellite communications (SATCOM) program at the Space and Naval Warfare Systems Command (SPAWAR) in San Diego, CA. Others include: MSAT-X of NASA (Ref. 2, 3); the MSAT Program of DOC, Canada (Ref. 4); experimental programs in Japan (Ref. 5); and the Mobilesat program within AUSSAT, Australia (Ref. 6). The U.S. International Maritime Satellite (INMARSAT) program has also expanded into the area of land mobile services using the operational maritime standard-C system as an initial base (Ref. 7). Field tests have additionally been conducted on satellite paging (Ref. 8).

The current MUOS performance model suffers from a lack of realism and fidelity in simulating signal interference in stressed environments. The currently employed technique involves “offline” computation of a number representing a “down scale” in attenuation based on more qualitative than quantitative information and data. The result of this approach produces grossly over conservative results and unrealistic power demands on the system and reductions in quality of service (QoS). Improving the realism and fidelity of the model, and other like it, is the objective of this research project. The new LMSC model should show a significant improvement over existing simulations and agreement between recorded channels in past models with a significant reduction in Block Error Rate, Eb/No and QoS. In addition, if the transmission scheme is suitably adapted to the channel behavior, significantly more reliable and efficient data transmission via the land mobile satellite channel will be achievable.

Shadowing of the satellite signal by obstacles in the propagation path results in substantial reductions in total signal bandwidth. This attenuation increases with carrier frequency. Signal strength reduction occurs because the satellite signal is received not only via the direct path but also through reflections from surrounding objects. Due to their different propagation distances, multipath signals can add destructively resulting in a “deep fade” and signal strength reduction. The development of the model being proposed will utilize probability model processing to aid with improved design of both satellite software and hardware. This model will incorporate a Graphical User Interface (GUI) to provide a user friendly interface allowing an analyst the capability of configuring different SATCOM simulation scenarios.

PHASE I:

• Conduct research to develop a prototype of an improved LMSC model.

• Develop an optimal approach for building the LMSC model.

• Develop a plan to model all UHF SATCOM capabilities currently available to the warfighter.

PHASE II:

• Develop a prototype system based on the Phase I work.

• Demonstrate system feasibility, conceptual design, database design, interface capability.

• Illustrate a practical approach for the implementation of the model based on the developed prototype.

PHASE III:

• Develop a modular, scalable, and reusable system using the prototype from Phase II.

• Include a database of available SATCOM equipment and resources in the model.

• Incorporate the ability to quickly assess different SATCOM scenarios; visualization of dynamic scenarios; and an automation capability within the model.

• Develop an intuitive GUI interface to the model.

• Ensure capability of the model with existing industry and military resources that could take advantage of the LMSC model capabilities, and the GUI interface.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: The resulting product should provide a valuable assessment of potential shadowing and multipath fading problems for the defense industry commercial satellite users who operate LMSC constellations. This would help in the placement of future receivers and prevention of bandwidth loss. The resulting model may also be able to harness additional bandwidth from land units that are already deployed through minor modifications and antenna adjustments.

REFERENCES: 1. E. Lutz, et al. “The Land Mobile Satellite communication Channel-Recording, Statistics and Channel Model., “IEEE Log Number 9143058.

2. F. Naderi, “An advanced generation lands mobile satellite system and its critical technologies, “in Proc. Nat. Telesystems Conf., TX, and Nov. 1982.

3. R.R. Lovell, G.H. Knouse, and W.J. Weber, “An experiment to enable commercial mobile satellite service,” in Proc. Nat. Telesystems Conf., TX, Nov. 1982.

4. S. Miura, “Experimental mobile satellite system for communications using Engineering Test Satellite-V (ETS-V/EMSS-C),” presented at the IAF ’84, Lausanne, Switzerland, Oct. 1984.

5. M. Wagg, “MOBILESAT, Australia’s own,” in Proc. Int. Mobile Sat. Conf., Ottawa, Canada, June 1990.

6. R. Rogard, “A land-mobile satellite system for digital communications in Europe,” in Proc. ESA Workshop, Noordwijk, the Netherlands, June 1986.

7. G. Berzins, “Communications on the move-INMARSAT’s services in the future” in Proc. Fourth Int. Conf. on Satellite Systems for Mobile Commun. And Navigation, London, U.K., Oct. 1988.

8. I.E. Casewell, I.C. Ferebee, and M. Tomlinsons, “A satellite paging system for land mobile users,” in Proc. Fourth Int. Conf. on Satellite Systems for Mobile Commun. And Navigation, London, U.K., Oct. 1988.

KEYWORDS: Modeling, Channel Model, Stochastic, Land-Mobile, Block Error Rate, SATCOM

N07-196 TITLE: Modeling Human Decision Making and Agent-Based Modeling of C3 Architectures in Warfare Assessment Models

TECHNOLOGY AREAS: Information Systems, Battlespace, Human Systems

OBJECTIVE: To improve the representation of human decision making in constructive campaign-level warfare assessment models. To integrate agent-based modeling and simulation frameworks with warfare assessment models to provide capabilities for sophisticated C3 behavior modeling.

DESCRIPTION: Current traditional warfare assessment models have been criticized for their simplistic modeling of command and control behavior, resulting in often inappropriate reactions to complex tactical situations. These models typically employ rule-based decision trees to represent military doctrinal decision making and rules of engagement. While this approach is both repeatable and traceable in model-based analysis (a plus) the palette of triggers and reactions must be sufficiently rich to accurately capture behavior that appears “human”. This is where many models fall short. Updating the rules by which simulated military commanders make decisions requires a thorough understanding of the various triggers, reactions, and caveats a tactical situation presents. These can vary by warfare area, by level of command, by degree of training, and by threat condition/tactical situation. Agent-based modeling and simulation systems developed using concepts from genetic algorithms, the game of Life as developed by John Conway, and other artificial intelligence techniques, implemented in frameworks such as SWARM, Ascape, and RePast, have been identified as high-potential techniques that can be effectively used to address the perceived deficiencies in C3 modeling.

Beyond improving the implementation of rule-based military decision making, human behavior in campaign level warfare assessment models should be upgraded to allow for more complex reactions such as recognizing enemy intent from intelligence and sensor reports, learning from past experiences, deciding to withdraw after a certain threshold of own-force losses is sustained, and making intelligent allocations of assets to task in response to a perceived group of threats of a certain composition. Currently these complex decisions are typically scripted into models, or a model is run with human decision makers in-the-loop. Both these approaches have drawbacks and do not allow for robust and seamless constructive modeling analysis.

However, traditional warfare models provide proven, well-understood models of physical phenomenology and other combat effects, modeling that must be re-introduced into the agent-based simulations. Integrating the two types of simulations can enables the development of composite simulations that can take advantage of the strengths of both modeling paradigms.

Recent work has results in several middleware solutions that can be used as a means for integration. Frameworks such as the System for Parallel Agent Discrete Event Simulation (SPADES) provide potential solutions towards integrating agent based models and simulation, and traditional warfare models. This effort would address the identification and further development of such integrating frameworks.

PHASE I: Using the OPNAV warfare assessment scenarios as a baseline context, identify current deficiencies in modeling tactical decision making and propose improvements drawing from military doctrine, tactics, and current rules of engagement. Propose how doctrine and tactics might change given future systems and FORCEnet improvements that might exist in the timeframe of the analysis. Explain how these improvements might change modeling results and provide a better assessment tool for OPNAV QDR analysis.

Research potential M&S architectural concepts for integrating agent-based modeling into traditional warfare simulations. Select an approach and develop a prototype design. Develop potential prototype rulesets and other models for incorporation into the agent modeling frameworks.

PHASE II: Building on deficiencies identified but not addressed in Phase I, design and implement advanced command and control/ decision making logic into a campaign-level warfare assessment tool. Explain how these upgrades would address key failings in the current OPNAV assessments. Use the new features in a study to demonstrate the improved capability.

Develop and demonstrate a prototype agent-based model integrated within a warfare assessment simulation to model sophisticated C3 behaviors associated with commanders, and command hierarchies.

PHASE III: Explore alternative methods for modeling decision making in constructive simulation, to include tactical algorithms, value-driven methods for Course of Action analysis, optimization (genetic algorithms, linear programming), and agent-based representations. Propose which approach is appropriate for certain decisions, commanders, or situations. Base these recommendations on published military doctrine/tactics/rules of engagement, interviews with military commanders, and exercise observations. Design and implement these features, and collect the required data. Demonstrate the new features in an OPNAV-level assessment and collect subject matter expert reviews of the new representation of commander behavior.

Expand the capabilities of the interface toolset and productize, including production of documentation, and implementation of quality assurance, configuration control, and product support.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: The resulting product would provide valuable insight into the complex field of modeling human decision making, which would be of use to many DoD modeling and simulation tools. Further application in the area of automating commercial processed through the use of artificial intelligence based on this research would also have potential.

The resulting product would also provide a valuable enhancement to several modeling and simulation environments for private defense industry, and other private sector companies whose products must interoperate in complex information networks.

REFERENCES: 1. Modeling Human and Organizational Behavior: Application to Military Simulation, Richard W. Pew and Anne S. Mavor, National Academy Press, Washington, DC, 1998.

2. SPADES --- A Distributed Agent Simulation Environment with Software-in-the-Loop Execution, Patrick Riley and George Riley. In Winter Simulation Conference Proceedings, pp. 817–825, 2003.

KEYWORDS: Human Decision making; Campaign level modeling; simulation; tactics; C4ISR; ABM; Agents; Assessment

N07-197 TITLE: High Voltage High Frequency Switch

TECHNOLOGY AREAS: Electronics

ACQUISITION PROGRAM: Communications at Speed and Depth

OBJECTIVE: The goal of this SBIR initiative is to provide a high voltage switch having the following characteristics: (1) Control input (a) Voltage : 15 Volts maximum, (b) Capacitance: 700 pF max, (c) Steady State Drive Power : 5W max, (d) Isolation from high voltage switch terminals: 2,000 V min. (2) Switching Terminal Characteristics (a) Breakdown voltage: 2,000 Volts minimum (b) Peak Load current: 10 Amps minimum (c) Stead State Current: 1 Amp minimum, (d) Open Circuit Capacitance: 100 pF max, (e) Open circuit resistance: 100 Mega-Ohm minimum (f) Closed circuit resistance 10 Ohm max, (g) Switching time to close circuit: 3 ns max, (h) Switching time to open circuit: 3 ns capable.

DESCRIPTION: Electronic circuit components such as Field Effect Transistors (FET) have become capable of high speed switching while withstanding large voltages and currents. These traditional components are impractical as simple series high voltage switches (between a high voltage supply and a load) because the device input and output are not isolated, that is, the input (signal respect to the circuit ground) must also be referenced to an output terminal (i.e. FET source). Although, optically isolated High Voltage switches are available, the current switching times are too large for this application.

PHASE I: Present a device design. Show predicted performance based on modeling and related experimentation.

PHASE II: Fabricate device and present test results.

PHASE III: Develop device packaging. Perform device reliability and lifetime testing. Specify device environmental constraints. Integrate and test the device into the Navy system.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: This switch could be used for Radio Frequency (RF) communication and power switching applications.

REFERENCES: 1. Klaas-Jan de De Langen, Johan H. Huijsing . Compact Low-Voltage and High-Speed CMOS, BiCMOS, and Bipolar Operational Amplifiers. Springer-Verlag New York.

2. F. Nibler, et al. High-Frequency Circuits. Institution of Electrical Engineers.

KEYWORDS: Switch; FET; High Frequency; High Voltage;

N07-198 TITLE: Low cost, lightweight, low power Precise Positioning System (PPS) GPS Solution for Software Defined Radios

TECHNOLOGY AREAS: Information Systems, Electronics, Battlespace

ACQUISITION PROGRAM: Joint Tactical Radio System (JTRS) JPEO, ACAT I

OBJECTIVE: Develop technology for the software implementation of a military GPS embeddable solution that will support the Precise Positioning Service (PPS), include GPS functions such as Selective Availability Anti-Spoofing Module (SAASM) functionality, and provide timing data.

DESCRIPTION: Next-generation communications, sensors, and weapon systems, as well as consumer electronics, are increasingly implementing functionality using software rather than hardware-implemented techniques, such as the use of gate arrays or ASICs. Although radio communications, surveillance, and sensor system functionalities are being developed as software applications running on a reconfigurable software-based platform, high-accuracy and secure GPS functionality currently must be provided by external hardware. Although perhaps acceptable for environments in which volume, weight, and power consumption are not concerns, this situation prevents warfighters from utilizing the secure GPS capability when using handheld radios and sensors in scenarios in which mobility, human endurance, or rapid responsiveness is critical -- such as the current conflict in Iraq. This project addresses the initial stages of the development of a software-implemented military GPS capability that can be utilized by Software Defined Radios (SDRs), sensors, and weapons.

PHASE I: Develop an architecture for software-implemented GPS functionalities and demonstrate the feasibility of embedding it into a tactical SDR. Develop a subset of GPS capabilities in order to perform lab testing needed to validate the estimates of processor and relative power consumption requirements. Provide a roadmap for Phase II and beyond to provide an end solution that can be certified against the PPS GPS and tactical SDR security requirements. The general concept should be applicable to all tactical radio form factors and be adaptable to sensor and weapon use.

PHASE II: Build an unclassified prototype of the GPS solution for test and evaluation, preferably utilizing representative tactical SDR hardware. Implement unclassified “strawmen” versions of military GPS precision and security functions to validate the architecture and processor requirements. This prototype will be evaluated by to determine the feasibility of certifying the final product.

PHASE III: Complete the full-up development of the SAASM and PPS capabilities. Demonstrate capabilities using representative JTRS SDR hardware. Support the government in obtaining certification. Support radio vendors in integrating the software into their SDR products.

PRIVATE SECTOR COMMERCIAL POTENTIAL: Homeland Security initiatives are driving municipal, county, state, and federal agencies to obtain an interoperable communications capability. Software Defined Radio and digital communications approaches are emerging as the next-generation solution to robust interoperability. The technology developed from this topic is directly applicable to these non-DOD interoperable communications applications providing an embedded positioning capability within these radios to improve situational awareness and radio networking.

REFERENCES: 1. “JTRS HMS Capabilities”, http://www.gdc4s.com/documents/JTRSHMS_092906.pdf

2. “Defense Dept. Studying Options to Lower Cost of GPS Receivers”, http://www.nationaldefensemagazine.org/

issues/2004/May/Defense_Dept.htm

3. “Implementing a GPS waveform under the Software Communications Architecture”, http://www.navsys.com/Papers/06-11-003.pdf

KEYWORDS: JTRS; SDR; GPS; SAASM; HMS; PPS

N07-199 TITLE: Develop a New Class of Bonding Agents for High Energy Propellants

TECHNOLOGY AREAS: Air Platform, Materials/Processes, Space Platforms

ACQUISITION PROGRAM: Strategic Systems Programs ACAT I

OBJECTIVE: To develop a new class of bonding agents for high energy propellants that improve aging, insensitive munitions (IM) characteristics, reduced cycle costs of rocket motor propellants and can provide safety enhancements to existing systems.

DESCRIPTION: Bonding agents are critically important components of solid rocket propellants which affect processing, mechanical properties, ballistics, safety, aging, temperature cycling, and IM propellant characteristics. A bonding agent is defined as a material that interfaces with the surface of the oxidizer and is chemically reacted to the polymeric binder network during the propellant cure process. Both requirements are necessary to have an effective bonding agent. Bonding agents are a small component (0.3-0.5%) of the overall propellant formulation, but is the most important ingredient in the formulation. Processing is improved with higher solids loading above 75% solids by wetting the solids and improving stress-strain curves and eliminating dewetting (voids and micro porosity) in the propellant. The elimination of micro porosity lowers the burning rate slope and Pi sub k. Safety, aging, temperature cycling, and IM can also be improved by the elimination of micro porosity as it improves the shot-gun tests as when the pellet is broken-up, the fragments are still coated with the polymeric binder rather than forming a porous bed of uncoated oxidizer. When the coated fragments burn, the burning slope is lowered and prevents a deflagration to detonation scenario. Similarly, the aging and temperature cycling capability can be improved by the elimination of dewetting as the dewetting will increase the chance of grain cracking and crack propagation. During the fragment and bullet impact the elimination of dewetting results in a less violent event and can restrict the throwing of chunks of propellant to less than 50 feet, thus resulting in an IM type propellant. The critical diameter can also be improved, especially for larger diameter motors, as the elimination of porosity will prevent a deflagration to detonation. Bonding agents have been developed and are typically used in ammonium perchlorate (AP) oxidized propellants using a hydroxyl terminated polybutadiene (HTPB) binder. However, effective bonding agents do not exist for multi-functional oxidizers (ammonium perchlorate (AP), ammonium nitrate (AN), nitramines, glycidyl azide polymer (GAP), ammonium dinitramide (ADN), etc.) with nitrate esters in polyether binder systems. A need exists to improve the strain capability of these propellants so that their rocket motors can be aged temperature cycled, and fired over a wide temperature range without cracking the propellant grain. As rockets based on this technology are developed because of their enhanced safety, environmental as well as high energy performance advantages, the importance of suitable bonding agent ingredients becomes a critical technology. The newly developed bonding agents should meet the following requirements: Meet the complete definition of bonding agents; interact with the surface of the oxidizers and be chemically reacted to the polymeric binder during the propellant cure process; function for a number of different oxidizers (AP, AN, potassium perchlorate (KP), cyclotetramethylenetetranitramine (HMX), cyclotrimethylenetrinitrate (RDX), ADN, etc.) in the presence of nitrate esters; have functional groups that will react with the propellant binder; be neutral or slightly acidic to avoid decomposition of nitrate esters and oxidizers such as HMX/RDX/AND; be soluble in different binder systems [hydroxyl terminated polybutadiene (HTPB), polyethers, etc.]; be functional for cure systems with isocyanate/hydroxyl (NCO/OH) ratios of 1/1 or less than 1/1; and be cost effective and domestically produced. Because of crosslink density, more than one bonding agent maybe required. The metric of success is a bonding agent meeting all the stated characteristics above and that doubles the tensile strength and triples the elongation at maximum stress of the propellant. There are three problems that may occur in developing bonding agents: The surface attractions for the bonding agent may not work; there may be physical instability (loosening of the attraction) after thermal cycling; and long term aging may change the properties of the bonding agent. Solving any one of these problems can exacerbate the other two. R&D is required to simultaneously solve all three problems.

PHASE I: Synthesize and characterize bonding agents. Produce 50-100 grams of multifunctional bonding agents. Perform compatibility test between bonding agents and high energy propellants and / or individual propellant ingredients.

PHASE II: Scale-up bonding agents to pilot plant level (kg). Formulate high energy propellants with the new bonding agents. Characterize propellant mixes for processing, mechanical properties, ballistics, safety, aging, temperature cycling, burning rates and IM propellant characteristics. Do small scale high energy propellant mixing with the new bonding agents.

PHASE III: Commercialize bonding agents. Scale-up and characterize high energy propellant rocket motors.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: Bonding agents developed in the SBIR effort could be commercially used in a wide range of binders and oxidizers for use in space as well as defense solid rocket propulsion systems. Beside rocket propulsion, these additives could also be of value in ordnance and pyrotechnic applications involving the use of binders and multi-functional oxidizers. Beyond the energetic application area, a potential also exists for these bonding agents in general polymer applications such as plastics, adhesives and sealants.

REFERENCES: 1. J.P. Consaga, ''Universal Bonding Agents'', CPIA Proceedings of the 1974 JANNAF Propulsion Meeting, San Diego, Ca 22-23 Oct 1974.

2. J.P. Consaga, ''Dimethyl Hydantoin Bonding Agents in Solid Propellants'', U.S. Patents 4,214,928, 29 Jul 1980.

3. J.P. Consaga, ''Bonding Agents and Processing'', CPIA Proceedings of the 1995 JANNAF Propulsion Meeting, Tampa, Fl. 4-8 Dec 1995.

KEYWORDS: bonding agents; tactical propellants; high energy propellant; gas generators; strategic propellants

N07-200 TITLE: Material Degradation Detection of Metal Components in Handling Equipment

TECHNOLOGY AREAS: Materials/Processes

ACQUISITION PROGRAM: Strategic Systems Programs ACAT I

OBJECTIVE: Develop and demonstrate an innovative Non-Destructive Test (NDT) capability using the latest or emerging technologies to evaluate the integrity of handling components in the loadline. The capability should detect and measure imperfections or the smallest possible cracks in the metallic material. The capability should be suitable for field use and applicable to manufacturing processes to permit component acceptance testing and for baselining the as-manufactured condition.

DESCRIPTION: Safety is a critical parameter when lifting heavy objects or ordnance. Stringent limits are set for the use of metal components in the loadline. When these engineering limits are exceeded, the components are removed from service, destroyed, and replaced, or extensively tested and returned to service. Either of these options is costly. One of the challenges is to detect and quantify changes to the existing or developing anomalies in the material composition of the components. A reliable NDT technique, which can provide early detection and assessment of these changes (such as microscopic cracks) in the field or at a local facility, could reduce the number of test lifts and extend the service life of the components without compromising safety. Most existing NDT techniques such as magnetic particle inspection, liquid penetrant inspection, and visual inspection can only determine degradation in the surface and near subsurface areas and often require extensive preparation, highly skilled individuals, and a special environment for the testing. Other techniques such as X & Gamma radiation may be able to detect deeper below the surface but the technology is not currently available for field use. As indicated by the references below, recent advances in acoustic and ultrasonic testing indicate a possibility for developing devices that can provide information on the physical integrity of metal components. The effort requires a systematic study to apply these new NDT technologies for the development of an economical, sensitive, metal degradation detection device to evaluate components at rest and during the loading or lifting process. Wireless data transmission or internal recording to minimize wiring is also desirable. This SBIR solicitation will consider any acoustic technology, ultrasonic technology, or any other innovation for NDT that meets the need for developing an economical field test equipment tool. The device technology selected for development should be able to yield repeatable measurements for different devices.

PHASE I: Conduct a study to determine the feasibility of utilizing recent advances in NDT technologies to detect and measure material degradation of metal components used in the equipment handling loadline. Demonstrate that measurements are repeatable and correlate between test devices. Determine if the device can be fabricated into a test equipment tool that can be ruggedized and that is economical to build and operate. Prepare a detailed plan for Phase II accomplishment of developing a prototype.

PHASE II: Develop a prototype NDT test equipment tool. Demonstrate the capability on several different components and configurations some of which include welds. Develop a report that evaluates the results of the demonstration and describes how this NDT test equipment can be used to evaluate or extend the remaining useful life of components in the loadline. Prepare and deliver a detailed plan to achieve Phase III implementation.

PHASE III: Transition the prototype NDT test equipment tool to field facilities for in-service application during equipment handling operations. Demonstrate use of the operational NDT test equipment tool with dummy loads. Develop and proof test procedures and data evaluation criteria. Develop training materials for use by government operators.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: A tool developed for this function may be used routinely in applications as diverse as quality process control during manufacturing, monitoring containment vessels for integrity, and inspecting spacecraft, aircraft, railroad rails, railcars, earth moving equipment, trucks, cranes, buildings, bridges, tunnels and pipelines for damage. The potential military applications are also quite diverse: ship hull inspection, detection of ship screw damage that could create an identifying signature, missile structural integrity inspection, military aircraft inspections, tank integrity inspections, etc.

REFERENCES: 1. Wueller, R., and Pincheira, J. A., ''Nondestructive Testing of Steel Bridge Members Using Time of Flight Diffraction Method,'' [http://www.engr.wisc.edu/cee/research/tofd.pdf]

2. Prine, D.W., ''Application of Acoustic, Strain, and Optical Sensors to NDE of Steel Highway Bridges,'' [http://www.iti.northwestern.edu/publications/technical_reports/tr12.pdf]

3. Van Den Abeele, K. E. -A.,. Johnson, P.A., and Sutin, A., ''Nonlinear Elastic Wave Spectroscopy (NEWS) Techniques to Discern Material Damage, Part I: Nonlinear Wave Modulation Spectroscopy (NWMS),'' Research on Nondestructive Evaluation 12, 17-30, 2000 [http://www.ees11.lanl.gov/nonlinear/PaulPDF/NWMS.pdf]

KEYWORDS: Non-destructive Test (NDT); Non-destructive Evaluation (NDE); process controls; welds; materials; lifecycle extension

N07-201 TITLE: Use of Bus Pipe Technologies to Replace Medium and High Voltage Cables

TECHNOLOGY AREAS: Ground/Sea Vehicles, Materials/Processes, Electronics

ACQUISITION PROGRAM: CG(X), DDG 1000

OBJECTIVE: Using Bus Pipe Technologies for power transmission for Future Naval construction will permit lower total life cycle costs. The savings will be seen during ship construction, ship maintenance and higher efficiency of power transmission resulting in lower fuel costs when compared to conventional high and medium voltage cables. This effort will require finding innovative solutions to enable bus pipe technology to meet Naval operating environment requirements.

DESCRIPTION: Demonstrate that Bus Pipe Materials can be cost effectively manufactured and integrated into future Naval construction and achieve the savings seen in commercial marine and land based uses. To do this, the end product must be certified.

PHASE I: Develop bus pipe materials to meet the combatant ship shock, vibration, fire, and electrical requirements. This will include creating testable samples of the bus pipe material and the required interconnection joints, switchgear and proposing cost effective manufacturing processes for the same.

PHASE II: Create and demonstrate bus pipe manufacturing and installation technologies that can be integrated into a test platform. This will include an extended duration test of the pipe with monitoring for any power distribution degradation or distortion. The resulting product will also need to be certified for shipboard use during this phase.

PHASE III: Follow-on activities are expected to create and demonstrate bus pipe design and installations options that would directly reduce combatant ship acquisition and life cycle costs.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: Commercial applications should also be addressed that would lead to domestic interest in using bus piping for cheaper, yet more robust utility construction in urban areas. In Europe they have used bus pipe technology for installing/replacing the power infrastructure in areas where overhead power lines and convention cut and cover of power lines is not permitted. Bus Pipe technology is being used in some commercial cruise ships and in major commercial manufacturing plants.

REFERENCES: 1. Power Systems Engineering Committee, Underground High-Power Transmission http://ieeexplore.ieee.org/iel4/5780/15427/00712717.pdf?arnumber=712717

2. Existing European Manufacture of Bus Piping http://www.pbp-preissinger.de/html/e/mr.html

3. NASA based research in high power Bus Piping http://www.rp46.com/

KEYWORDS: power; distribution; high; voltage; bus; pipe;

N07-202 TITLE: High-Speed Riverine Mine Countermeasure

TECHNOLOGY AREAS: Ground/Sea Vehicles, Sensors, Battlespace, Weapons

OBJECTIVE: Develop and implement innovative technologies that can provide a low-cost, onboard capability to eliminate, neutralize, or disable mines in rivers at or near the operational speed of advancing riverine craft in shallow and turbid water.

DESCRIPTION: The new Maritime Strategy being developed for the United States includes a global fleet station (GFS) concept wherein small ships and boats may be deployed throughout the world to support humanitarian missions, to maintain and train indigenous forces, and to assist in local security. The Navy has established riverine squadrons that are likely to be used in support of GFS in rivers worldwide. In the GFS concept, riverine squadrons would need to be able to operate independent of assets that would provide essential mine countermeasures because those assets are not likely to be available. Riverine squadrons must have an onboard capability to rapidly defeat mines in rivers.

Speed is tactically essential to riverine squadrons. Mines in rivers can slow the advance of riverine craft and expose squadrons and their craft to enemy fire and ambush. An onboard capability to rapidly defeat mines in rivers would prevent adversaries from slowing boats and from eliminating the tactical speed advantage. A light-weight, low-cost, high-speed mine countermeasure sytem would reduce risk to boats and personnel and increase survivability and mission effectiveness.

This topic seeks to identify scientific and engineering solutions to provide high-speed mine countermeasures to rapidly detect, identify, and destroy or disable mines in rivers. Sensors that can rapidly detect and locate mines in shallow and turbid waters are essential. Technologies that can quickly process sensor data and provide mine indentification, tracking, and targeting are key to high-speed mine countermeasures. The capability to destroy or disable mines at the speed of advance must be addressed. This capability has its own subset of technologies, such as fusing, arming, and detonation. Identifying, developing, and integrating technologies that are quick enough to provide effective mine countermeasures at the operational speeds of riverine boats presents technical risk.

Proposals should specifically describe the technologies that will be applied to solve the problem, how they will be developed, what the specific benefits will be, and how they might be transitioned to Navy acquisition programs. System life-cyle cost estimates with sufficient detail to determine impact on acquisition and sustainment must be developed as part of the effort. Members of the Naval Advanced Concepts and Technologies (NACT) program are available to provide guidance and assistance in the identification and clarification of common issues and needs. Contact with these resources is encouraged both prior to proposal development and during any subsequent SBIR-related activity.

PHASE I: The contractor is expected to identify and characterize low-cost scientific and engineering solutions that are quick enough to defeat mines at the operational speeds of riverince boats. Solutions must be suitable for use on riverine boats. Sensors; mine identification, tracking, and targeting; and mine destruction and disabling should be addressed. Combat system interfaces must be considered. The contractor will establish performance goals and objectives for key concepts and technologies and provide a plan with technological milestones for further concept development. The development plan must consider transition of technologies into Navy acquisition programs.

PHASE II: The contractor is expected to develop and demonstrate the feasibility of technologies and concepts critical to the rapid defeat of mines in rivers. The contractor will demonstrate, based on the development plan provided in Phase I, that key concepts and technologies meet performance goals and objectives established during Phase I. The contractor will develop and implement a strategy to transition developed technologies to Navy acquisition programs.

PHASE III: Concepts and technologies will be integrated into a prototype for test and evaluation on a riverine platform. An implementation plan for operational test and evaluation will be developed.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: The concepts and technologies developed in this effort could be used on US Coast Guard and civil patrol craft to protect US waterways.

REFERENCES: 1. Edward J. Marolda, By Sea, Air, and Land - An Illustrated History of the U.S. Navy and the War in Southeast Asia, Publisher: Naval Historical Center, ISBN 0-9452774-10-6

2. Thomas Cutler, Brown Water, Black Berets: Coastal and Riverine Warfare in Vietnam, Publisher: Naval Institute Press; New Ed edition (May 19, 2000),

ISBN-10: 1557501963

3. Slade, Stuart, "Mine Warfare", NavWeaps website, updated 18 April 2000, http://www.navweaps.com/index_tech/tech-068.htm

4. Journalist 1st Class (SW) Dennis J. Herring, U.S. Naval Forces Central Command/Commander, 5th Fleet Public Affairs, "MCMDIV 31 Ships Receive Praise, Awards", Navy Newstand Story Number: NNS030915-04, Release Date: 9/15/2003 10:48:00 PM

5. Fulton, Major General William B. Fulton, RIVERINE OPERATIONS

1966-1969, DEPARTMENT OF THE ARMY, 1985, Library of Congress Catalog Card Number: 72-600370, First Printed 1973-CMH Pub 90-18

KEYWORDS: Riverine, Mine, Countermeasures, Squadron, Mine Defeat, High-Speed Countermeasures

N07-204 TITLE: Unmanned Surface Vehicles (USV) At-sea Fueling

TECHNOLOGY AREAS: Ground/Sea Vehicles

ACQUISITION PROGRAM: Littoral Combat Ship Unmanned Surface Vehicles

OBJECTIVE: Reliable at sea fueling of Unmanned Surface Vehicles with minimal risk to personnel, environment, and fuel integrity.

DESCRIPTION: The Navy’s Littoral Combat Ship (LCS) is the centerpiece for using unmanned vehicles (UVs) for conducting mine warfare (MIW), anti-submarine warfare (ASW), and surface warfare (SUW). Unmanned Surface Vehicles (USVs) will be a common component to the packages being developed to carry out these warfare missions. Weight is a critical variable in design trade-offs involving both the LCS and the mission packages, and fuel is a significant factor in weight considerations. To maximize the weight allocated on USVs to sensors, communication equipment, and other such components, USVs will be launched with less than their fuel capacity on board. This topic solicits technology for fueling USVs along side the mother platform. The topic provides three challenges ranging from one to three in terms of priority. 1. One-time only fully fueling a USV newly launched over the side of an LCS with no possibility for refueling. 2. The first challenge plus refueling the USV from the LCS. 3. The second challenge plus refueling the USV from platforms other than the LCS. A proposed approach which offers a superior solution to the first challenge would be ranked higher than a proposed solution that offers a satisfactory solution to two or three challenges. The proposed solution should be suitable to both of the two LCS designs and to the planned USV designs and their variants.

Proposed solutions should incorporate the entire system and process, including mother ship equipment, USV equipment, control algorithms, and. emergency disengagement. USV fuel tanks can be assumed to be half-full at initial launch. Both diesel and JP-5 fuels will be used by USVs. The proposed solution must not include temporary manning of the USV. It must not add significantly to the weight of the LCS or USV. (Note: references to mission package and LCS payload weights found in various documents typically, but not always, include fuel.) The solution must provide a reliable connection and fuel transfer in at least Sea State 3 with a goal of Sea State 4. Large ship alongside refueling typically occurs between 12 and 16 knots. The proposed technique must prevent fuel spillage at any point during the operation. It must prevent fuel contamination in the expected dirty, high-water conditions. It must accommodate the configurations of mission systems on board a USV.

There are three key parts of this topic to be addresses. The first is a light weight fuel handling system for LCS. This must be compact and light weight in order to minimize the changes to the ship. This may include composite materials and other means to provide significant weight reduction to current fuel handling systems in the references. The second areas in the USV control algorithms needed safely maneuver the USV in proximity to the ship in sea state 3 or less in order to safely fuel the USV. This also includes and approach/station keeping algorithms and the monitoring and control functions aboard the LCS. The third main component is safety. The system should be designed with fail-safe mechanisms to prevent fuel spillage, contamination of the fuel, and ignition of the fuel. This proposal should address the above three topic focus areas.

PHASE I: Develop a conceptual design of the USV at sea fueling system. The design should include a tradeoff study for both the mother ship and USV equipment. Interface control documentation should be created for the design. High risks components of the proposed solution should be identified and small lab demonstrations proposed of how those high risks would be reduced.

PHASE II: Development of a prototype system that could be integrated onto a USV in Phase III upon successful testing. Testing of the prototype could be on a platform of opportunity, which may include a RHIB boat and commercial ship.

PHASE III: Integration and test of the system on a USV aboard a ship of opportunity, which may be LCS Seafighter or a mock-up on a commercial ship.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: This technology would be applicable to any application involving USVs and requiring high tempo operations or other operations where launch and recovery for fueling is not desirable. Examples would include oil and gas exploration, search and rescue missions, commercial salvage, harbor and coastal surveillance for homeland defense especially in high alert conditions.

REFERENCES: 1. Littoral Combat Ship. http://peoships.crane.navy.mil/lcs/

2. Underway replenishment. http://en.wikipedia.org/wiki/Underway_replenishment

3. Underway replenishment (UNREP). http://www.fas.org/man/dod-101/sys/ship/unrep.htm

4. T-AOT 168 Sealift Pacific. http://www.globalsecurity.org/military/systems/ship/taot-168.htm

5. Beeson, Bradley and Christopher Hillenbrand. Development of the Anti-Submarine Warfare Unmanned Surface Vehicle (ASW USV) Engineering Developmental Model to Meet US Navy Needs. Paper available from General Dynamics Robotic Systems at: http://www.gdrs.com/about/profile/pdfs/UDTPacific2006_4A3_.pdf

6. Brizzolara, Robert. Unmanned Sea Surface Vehicle. December, 2004. http://www.dodsbir.net/sitis

/view_pdf.asp?id=N051-055.pdf

7. In-air re-fueling, http://en.wikipedia.org/wiki/Aerial_refueling

8. An example of a commercial software planning tool to show the steps that are involved in the current air refueling systems http://www.air-refueling.com/

KEYWORDS: Unmanned Surface Vehicle; USV; Littoral Combat Ship; LCS; fueling; replenishment

N07-205 TITLE: Reduced Unmanned Surface Vehicle (USV) Motions For Reliable Recovery

TECHNOLOGY AREAS: Ground/Sea Vehicles

ACQUISITION PROGRAM: Littoral Combat Ship Unmanned Surface Vehicles

OBJECTIVE: To reduce the motion of Unmanned Surface Vehicles during recovery to increase the probability of recovery.

DESCRIPTION: Unmanned Surface Vehicles (USVs) will be launched and recovered from the Littoral Combat Ship (LCS) and, potentially, other Navy surface craft in Sea States up to 4. The goal of this topic is the development of technology to reduce the motion of the USV to increase the probability of recovery safely and reliably. LCS launch and recovery of USVs will be accomplished by three methods: 0ver-the-side crane; stern crane; stern ramp. A number of efforts, including previous SBIR projects, have focused on USV recovery by the LCS. None of the efforts has focused specifically on reducing the relative motion between the USV and the mother ship. Recovery can be difficult and unreliable due to a variety of factors including wave interactions with the ship hull, the wake from the host ship, wind, reduced USV control at low speeds.

Proposed solutions must to decrease undesirable motions of the USV at low speeds while allowing it to maneuver—such as pitch, roll, and porpoising. A solution workable with all three recovery approaches is preferable. Solutions might include new control algorithms, added control fins, or other hardware. Proposed solutions should work with existing USV hull form. Proposals for new hull forms will not be considered. Adaptations to existing USV propulsion systems may be considered if their impact is minimal and their benefits significant. Temporary manning of the USV during recovery is not an option. Proposed external appendages must either be retractable or not interfere with USV operations high speed or USV stowage on the mother ship. USVs are also weight limited; therefore, the solution must not add significant weight to the USV.

PHASE I: Develop a conceptual design of the proposed solution. The design should include a tradeoff study for both the mother ship and USV equipment. Interface control documentation should be created for the design. High risks components of the proposed solution should be identified and small lab demonstrations proposed of how those high risks would be reduced.

PHASE II: The Phase II effort should be the development of a prototype system that could be integrated onto a USV in Phase III upon successful testing. Testing of the prototype system could be on a platform of opportunity, which may include a manned boat.

PHASE III: Integrate and test of the system for recovery of USV by an LCS or a commercial ship of opportunity.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: This technology would be applicable to any application involving recovery of USVs and, potentially, manned small surface craft. Examples would include oil and gas exploration, search and rescue missions, commercial fishery.

REFERENCES: 1. Littoral Combat Ship. http://peoships.crane.navy.mil/lcs/

2. Brizzolara, Robert. Unmanned Sea Surface Vehicle. December, 2004. http://www.dodsbir.net/sitis/

view_pdf.asp?id=N051-055.pdf

3. Gayle, Wayne. Operational Manning Requirements and Deployment Procedures for Unmanned Surface Vehicles Aboard US Navy Ships. Naval Postgraduate School. Thesis. March, 2006. http://www.nps.edu/

Research/HCS/Docs/Gayle.pdf

4. For a snapshot of launch and recovery issues, see http://www.navalengineers.org/

Events/LaunchRecovery2005/Agenda.html

KEYWORDS: Unmanned Surface Vehicle; USV; Littoral Combat Ship; LCS; launch; recovery

N07-206 TITLE: Advanced Direct Energy Conversion for Power Electronics Cooling

TECHNOLOGY AREAS: Electronics, Weapons

ACQUISITION PROGRAM: DDG 1000, CAPT Jim Syring, ACAT 1

OBJECTIVE: Development of a solid state waste heat recovery system which can dissipate 300-1000 W/cm2 to maintain maximum junction temperatures of a Si solid state device of 150 C and SiC device of 300C. If integrated within an electronic module, the solid state waste heat recovery device should exhibit electrical insulation properties at the elevated temperature greater than or equal to the original power electronic module.

DESCRIPTION: The Navy has committed to using an Integrated Power System (IPS) for future naval vessels. The insertion of IPS will distribute low quality (i.e., low temperature) heat loads throughout the ship far beyond those in today's shipboard systems. The introduction of additional high power conversion modules (PCM) associated with systems such as electric propulsion, high power radar, and other ship service loads will produce heat in working spaces substantially greater than that observed in DDG 51 class ships.

In order to improve overall efficiency and power density of integrated power systems, waste heat conversion systems are sought which utilize the heat generated within PCMs in a manner that assist in providing electrical power for PCM operation or ideally enables PCM operation independent of shipboard cooling systems. Since the failure rate of power electronics due to electro-migration and oxide breakdown is exponentially dependant on temperature, the waste heat conversion system should be designed to integrate within a power electronic module.

Innovative research is sought to produce a solid state waste heat recovery system which can dissipate 300-1000 W/cm2 to maintain maximum junction temperatures of a Si solid state device of 150 C and SiC device of 300C. If integrated within an electronic module, the solid state waste heat recovery device should exhibit electrical insulation properties at the elevated temperature greater than or equal to the original power electronic module. For instance, if the heat recovery system is to be integrated within a 1200V IGBT module, the system must exhibit 2500V isolation to all external circuits.

PHASE I: Demonstrate the feasiblity of a solid state waste heat recovery system as describe above. This technology should be controllable and operate in a variety of ambient conditions. Establish performance goals and metrics, as well as environmental and occupational riskes, to analyze the feasibility of the proposed solution. Develop a test and evaluation plan that contains discrete milestones for product development for verifying performance and suitability. As applicable, demonstrate the feasibility and practicality of this technology through the use of laboratory scale hardware.

PHASE II: Develop, demonstrate and fabricate a prototype as identified in Phase I. In a laboratory environment, demonstrate that the prototype meets the performance goals established in Phase I. The proposer is encourage to establish a relationship with a power electronics manufacturer to develop a finished module that can be integrated within a PCM.

PHASE III: Working with the Navy and a power electronics manufacturer, integrate the waste heat recovery system within power modules currently being utilized in a target Navy PCM. The integrated hardware should be exercised to demonstrate performance over a wide variety of environmental conditions.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: This technology would be suitable for use in commercial electronics, general machinery, and information systems to manage thermal loads by converting their low level heat energy to electric power to enhance cooling. Additionally, it could provide trickle power to the batteries often used in those systems. The system could also be modified to be useful as a large scale low level energy recovery device on machinery that emits low quality heat.

REFERENCES: 1. A Shakouri and Y Zhang, “On-chip solid-state cooling for integrated circuits using thin-film microrefrigerators” (2005). IEEE Transactions on Components and Packaging Technologies. 28 (1), pp. 65-69.

KEYWORDS: Thermal management; Power electronics; Direct Energy conversion; PCM; IPS; waste heat

N07-207 TITLE: Wastewater Treatment Module

TECHNOLOGY AREAS: Ground/Sea Vehicles, Human Systems

ACQUISITION PROGRAM: ACAT 1D, CAPT Jim Murdoch, (202) 781-2132

OBJECTIVE: Develop and demonstrate a modular wastewater treatment system to supplement Littoral Combat Ship (LCS) wastewater capacity for increased personnel or mission system demands.

DESCRIPTION: The next generation of Navy combatants will utilize modular mission packages to provide focused mission capability and facilitate technology refresh. The LCS seaframe’s primary wastewater plant is designed to handle requirements for nominal manning and operational profiles. While this ensures that LCS will be able to effectively support current missions, future roles may require increased manpower or new mission profiles that will exceed the ship’s wastewater handling capacity. A secondary modular wastewater processing system can leverage the flexibility of the LCS mission bay to augment installed capacity for increased crew support and operational demands without impacting current ship design and performance requirements.

Current commercial technologies include biological, physical/chemical, and advanced oxidation treatment. These technologies are used on cruise lines, shipping vessels, and some Navy ships which provide significant stowage/processing tanks and do not require frequent start-up/shutdown or highly compact systems. Additionally, commercial systems are not tested specifically with Navy shipboard generated blackwater and graywater, which is more concentrated with contaminants than commercial marine wastewater sources. Current commercial treatment technologies do not meet the LCS modular treatment requirements for a compact system with minimal tank usage and minimal manning and are not capable of quick start-ups (within hours, meeting effluent quality discharge standards).

Innovative self-contained wastewater processing technologies beyond the state of the art will be required to provide rapid processing startup (within hours), produce sufficient capacity within module space and weight limits (including tanks), able to operate autonomously with limited crew training or monitoring, tolerate the wide variability of influent rate and composition, accommodate employment profiles including extended lay-up periods, and comply with stringent material and operational requirements for shipboard use. Novel packaging approaches, rapid startup technologies or processes, automated operating systems and sensors capable of continuously measuring effluent quality are of particular interest.

A wastewater treatment module is required to receive gray and black water waste from ship systems and process sufficiently to support discharge overboard in compliance with applicable environmental standards. The module should maximize waste processing capacity (2500gpd minimum), as well as: a) comply with LCS Interface Control Document (reference 1) to facilitate module loading, handling, and stowage in Support Type 2 module zones, b) interface with standard Navy connections for influent and discharge, c) facilitate rapid system installation/startup and shutdown/removal, d) handle variable wastewater throughput and influent contaminant levels, and e) satisfy Navy operational, safety, water quality, and damage control requirements.

PHASE I: Demonstrate the feasibility of a concept for a self-contained, wastewater treatment module that will provide the above features. Develop an initial conceptual design and establish performance goals and metrics to analyze the feasibility of the proposed solution and for assessing detection and dissuasion performance. Develop a test and evaluation plan that contains discrete milestones for product development for verifying performance and suitability.

PHASE II: Finalize the design, fabricate and demonstrate a prototype of the system as defined in Phase I. Through laboratory testing, demonstrate and validate the performance goals as established in Phase I. As needed, refine and demonstrate the capabilities of the system. Develop a representative concept of operation and analysis of capabilities, interface specifications, operating sequences, emergency procedures, logistics support plan, weight breakdown, system cost estimates (both acquisition and lifecycle), manning/Human Systems Interface (H.S.I.) requirements as well as a Phase III testing and validation plan.

PHASE III: Through land-based and/or shipboard testing, demonstrate and certify the functionality of the module in each of its required functions, including processing capacity, rapid startup capability, efficiency, effluent water quality, and automated operation as outlined in the Navy treatment system performance specification. Develop a detailed concept of operation and analysis of capabilities, weight breakdown, system cost estimates (both acquisition and lifecycle), detail designs, production drawings, operating sequences, emergency procedures, logistics support plan, shock and fire safety qualification plans, , and manning/Human Systems Interface (H.S.I.) requirements. Develop plans for and support shipboard certification and full acquisition and lifecycle cost estimates.

PRIVATE SECTOR COMMERCIAL POTENTIAL: There are a wide variety of Naval, maritime, and land based applications for a modularized system capable of processing wastewater sufficiently for discharge. Specific applications include locations with rapid demand to support increased populations such as humanitarian/disaster relief support vessels or facilities, law enforcement detention support vessels or facilities, and surge labor for maritime or land based construction.

REFERENCES: Available at http://www.navysbir.com/ via the SBIR/STTR Interactive Topic Information System (SITIS) web link

1. “Interface Control Document (ICD) for Littoral Combat Ship (LCS) Flight Zero Reconfigurable Mission Systems,” Baseline 1.0, 18 February 2005.

2. 33 CFR 159 Department of Transportation (DoT), U.S. Coast Guard (USCG) Directives, “Marine Sanitation Devices”, 3 February 2003.

3. Annex IV of MARPOL 73/78, Resolution MEPC.115(51) and Resolution MEPC.2(VI).

4. “Performance Specification, Treatment System, Blackwater and Combined Blackwater/Graywater, for Surface Ships,” MIL-PRF-30099, June 2006.

KEYWORDS: Wastewater; Module; Container; Shipboard; LCS; Blackwater; Graywater

N07-208 TITLE: Watercraft Controlled Approach System

TECHNOLOGY AREAS: Ground/Sea Vehicles

ACQUISITION PROGRAM: LCS Program, ACAT 1D, CAPT Jim Murdoch, (202) 781-2132

OBJECTIVE: Develop and demonstrate a watercraft recovery control system to control, monitor and manage the recovery sequence of watercraft aboard small surface combatants.

DESCRIPTION: The next generation of Navy combatants will utilize modular mission packages to provide focused mission capability and facilitate technology refresh. As part of these focused mission packages, the Littoral Combat Ship (LCS) will employ distributed manned and unmanned sea vehicles to operate sensors for the conduct of mine countermeasure, anti-submarine, and anti-surface warfare. These vehicles are critical to achieving operational objectives, and they must be quickly and efficiently launched and recovered in an open seaway under all environmental conditions.

While Navy and industry investment has led to the development of a variety of effective mechanisms to mechanically accomplish recovery of watercraft, most are still reliant on unique operator controls resident on each watercraft to guide the vehicle into a final recovery position. The operator is hampered by limited sight lines to the incoming vehicle and surrounding seas, and has a challenging “reverse-perspective” for controlling the incoming vehicle. There are currently no supporting tracking systems or decision aids to assist in operator controlled recovery, resulting in operational limitations, increased recovery timelines, and increased risk of damage to the deployed vehicle and the ship.

The LCS program desires a “mother ship” based approach, monitor, and control system to aid the host ship operator in the recovery of deployed vehicles. Reliance on components aboard the offboard vehicles is discouraged. Concepts proposed should address the ability to provide: active real-time tracking of vehicle position throughout the approach and recovery sequence; determination of acceptable vehicle trajectories dependent on operating and environmental characteristics; an operator interface providing continuous indication of vehicle progression towards the recovery point including guidance recommendations; “wave-off/abort recovery” warning indication when relative positions and conditions become unacceptable. The concept proposed should be capable of tracking multiple surface craft and surfaced submersibles and should provide current and predicted position, velocity, and acceleration relative to the launch and recovery system with minimal margin of error to ensure tracking of proper vehicle alignment. The goal is to be able to provide a 95% probability of successful docking while being able to account for vehicle type, performance and condition, host ship operating parameters and motions (heave, sway, pitch, yaw and roll), and environmental conditions such as sea state and wind. Consideration will be given to concepts able to provide the operator with three dimensional representations of vehicle paths relative to capabilities and limits, be designed for use on an exposed ship deck under all lighting conditions, and be operable as a secondary display by the same operator directly controlling the vehicle during the recovery evolution. Proposed concepts must be capable of controlling recoveries through sea state 4 conditions and should be adaptable to various recovery methods including direct ramp recovery, close aboard overhead lift and far-field line or cradle capture.

PHASE I: Demonstrate the feasibility of a “mother ship” based approach, monitor, and control system that will aid a host ship operator in the recovery of deployed vehicles. Develop an initial conceptual design and establish performance goals and metrics to analyze the feasibility of the proposed solution. Develop a test and evaluation plan that contains discrete milestones for product development for verifying performance and suitability.

PHASE II: Finalize the design, fabricate and demonstrate a prototype of the system concept developed in Phase I. Through laboratory testing, demonstrate and validate the performance goals as established in Phase I. As needed, refine and demonstrate the capabilities of the system. Develop a representative concept of operation and analysis of capabilities, designs, interface specifications, operating sequences, emergency procedures, logistics support plan, weight breakdown, system cost estimates (both acquisition and lifecycle), manning/Human Systems Interface (H.S.I.) requirements as well as a Phase III testing and validation plan.

PHASE III: Working with the Navy, certify the functionality of the prototype in: detection and tracking accuracy of watercraft, measurement of applicable conditions and real-time generation of optimal trajectories as measured by recovery success rate, and effective display and interface characteristics resulting in the operator having continuous understanding of the status of the recovery sequence and understanding all “wave-off” indications. Develop detailed concept of operation and analysis of capabilities, detail designs, production drawings, interface specifications, operating sequences, emergency procedures, logistics support plan, weight breakdown, system cost estimates (both acquisition and lifecycle), and manning/Human Systems Interface (HSI) requirements. Develop the transition plans and demonstrate the application of the watercraft controlled approach system. Utilizing the prototype constructed in phase II, integrate with a LCS platform and support operational testing. Develop plans for and support full system certification and continued government procurement.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: Independent deployed systems are becoming increasingly important for both naval operations and private industry. A low-cost controlled approach system would be applicable to recovery of systems currently in use for oil rig inspection, underwater construction and exploration, and docking or transfer at sea between manned ships.

REFERENCES: Available at http://www.navysbir.com/ via the SBIR/STTR Interactive Topic Information System (SITIS) web link

1. LCS CONOPS

2. LCS Interface Control Document

3. Sea State 4 Definition

4. MIL-STD-1399, Interface Standard for Shipboard Systems

KEYWORDS: watercraft; recovery; predictive modeling; visualization; control systems

N07-209 TITLE: Autonomous Asymmetric Air Threat Identification

TECHNOLOGY AREAS: Air Platform, Ground/Sea Vehicles, Sensors

ACQUISITION PROGRAM: DDG 1000, ACAT 1, CAPT Jim Syring, PMS 500

OBJECTIVE: Develop an autonomous asymmetric air threat identification system that will allow surface combatants to automatically assess the existence and degree of hostile intent of small, slow, low-flying aircraft.

DESCRIPTION: Innovative sensor capabilities, coupled with innovative processing capabilities, are needed for automatic wide area search and track and determination of hostile intent of small, slow, low-flying aircraft. This capability is to be used in common weather environments found while operating in open seas, littoral conditions, inland waterways, and in any number of port (pier-side/anchored) settings. Sensor types may consist of, but are not necessarily restricted to, radar, EO/IR sensors, and sensor combinations. Sensor types and design must take into account the likely clutter conditions presented by harbor and littoral conditions, and provide sufficient track and aircraft feature data fidelity for hostile intent assessments. Solutions must be operable against potential threats during over land or sea aircraft approaches, out to ranges of several miles. Proposed solutions should take into account OA-Compliance and should be cost effective to implement without degrading current onboard systems. Solutions using or employing modifications of existing shipboard sensor systems are preferred.

The primary focus of this topic is to attain innovative capabilities for determining hostile intent of locally flying aircraft of various types. Since this capability is highly dependent on the feature space provided by a sensor system, the secondary focus of this topic is to effectively integrate the aforesaid hostile intent capability with an appropriate sensor suite. In determining hostile intent, this topic seeks innovative approaches to provide air threat identification in an environment that is likely to contain non-threat traffic. Examples of possible approaches include weapons detection methodologies, characterization of anomalous aircraft flight profiles and craft features, and any indications that might be derived by aircraft crew number, placement, and revealing behaviors. Approaches may be covert or may rely on observed response to direct stimulus as necessary. Maximizing threat detection range from the host platform is a primary measure of performance. The system prototype should include all threat-determining sensors, effectors, processing, notification, and geo-location components necessary to functionally comprise a complete operational system capable of deployment from a naval platform.

PHASE I: Demonstrate the feasibility of an autonomous asymmetric air threat identification system that will assess the existence and degree of hostile intent of small, slow, low-flying aircraft. Provide projections of detection, track, and intent assessment performance relative to search volume, system sensor placement, aircraft target [size, velocity & altitude], and terrain and sea environments. Establish performance goals and metrics to analyze the feasibility of the proposed solution. Develop a test and evaluation plan that contains discrete milestones for product development for verifying performance and suitability. As applicable, provide a high level assessment of ship installation impacts.

PHASE II: Develop, demonstrate and fabricate a prototype as identified in Phase I. In a laboratory environment, demonstrate that the prototype meets the performance goals established in Phase I. Verify final prototype installation methodologies in a representative laboratory environment and provide results. Develop a cost benefit analysis and a Phase III testing and validation plan. Due to the nature of the expected Phase II products, the possibility of secret level classification controls on efforts should be considered.

PHASE III: Provide a production system which can be installed on a current or future U.S. Navy platform for an early determination of it operational effectiveness and operational suitability.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: Devices or techniques could be employed by commercial cargo vessels and cruise lines to comply with International Maritime Organization (IMO) maritime security requirements.

REFERENCES: 1. Amori, R. D., “An Adversarial Plan Recognition System for Multi-agent Airborne Threats”, Symposium on Applied Computing (1992): 500.

2. Center for Strategic and International Studies (2004), “Transnational Threats Update”, Transnational Threats Project, Vol. 2, No. 6, March 2004.

3. Endsley, M. R., “Toward a theory of situation awareness in dynamic systems”, Human Factors, Vol. 37, pp 32 - 64, 1995.

4. Liebhaber, M. J., and Smith, C. A. P. (1999) Naval Air Defense Threat Assessment: Cognitive Factors Model. Command and Control Research and Technology Symposium (1999): 2.

5. Liebhaber, M. J., and Feher, B. A. (2002) Surface Warfare Threat Assessment: Requirements Definition. Technical Report 1887, SSC San Diego, 2002.

KEYWORDS: Surveillance; Detection; Tracking; Antiterrorism; In-port; ATFP

N07-210 TITLE: Unmanned Vehicle Security System

TECHNOLOGY AREAS: Ground/Sea Vehicles

ACQUISITION PROGRAM: LCS Program, ACAT 1D, CAPT Jim Murdoch, (202) 781-2132

OBJECTIVE: Develop and demonstrate a system suite to detect and dissuade interference with deployed unmanned surface vehicles.

DESCRIPTION: The next generation of Navy combatants will utilize modular mission packages to provide focused mission capability and facilitate technology refresh. As part of these focused mission packages, the Littoral Combat Ship (LCS) will employ unmanned surface vehicles (USVs) to operate sensors for the conduct of mine countermeasure, anti-submarine, and anti-surface warfare. These platforms are critical to achieving operational objectives, and Concepts of Operation for these USVs include extended deployment beyond the direct observation of the host LCS.

Due to situational awareness sensor fidelity limits, periodic restrictions in maneuverability with sensors deployed, and high density of small civilian craft in the littoral operating areas, there is a risk that deployed USVs could be interrupted, captured, or damaged by relatively unsophisticated neutral or hostile personnel. Specific threats include small arms fire, damage from boarding and clearance of fouled fishing gear, and piracy by capture and tow for technology exploitation or raw materials stripping.

The LCS program desires a suite of detection and deterrent systems optimized for application to deployed USVs. System capabilities should include the ability to detect small surface craft (air and subsurface detection capability is desirable), fishing gear, and tow lines in close proximity/contact with the platform, small arms fire aimed at the platform, and unauthorized personnel onboard the platform. The system should be operable day and night in diverse weather conditions. Multi-sensor detection methods are acceptable. The system should correlate multiple threat indications, provide notification to operators aboard the host platform, and upon active command, employ mechanisms to dissuade further interference (non-lethal methods are required, and the ability to escalate to lethal methods is desirable). Dissuasion systems might include high intensity acoustic, optical, or olfactory sources, electrical discharge, or mechanical devices. The autonomy and lethality of defensive mechanisms should be based on tailorable rules-of-engagement and the nature of the threat.

Innovative detection and dissuasion technologies are desired, as well as adaptation of state-of-the-art technologies for remote operation onboard USVs with their inherently stressing environment including extreme shock loads during high speed operations and continuous exposure to seawater and salt spray. Solutions must be adaptable to multiple USV types and configurations, comply with limited space, weight, and power availability, and be available at low-cost to support high rate procurement in conjunction with USV platforms.

PHASE I: Demonstrate the feasibility of an innovative USV security system concept that will provide the above mentioned features. Develop an initial conceptual design and establish performance goals and metrics to analyze the feasibility of the proposed solution and for assessing detection and dissuasion performance. Develop a test and evaluation plan that contains discrete milestones for product development for verifying performance and suitability.

PHASE II: Finalize the design, fabricate and demonstrate a prototype of the system suite defined in Phase I. Through laboratory testing, demonstrate and validate the performance goals as established in Phase I. As needed, refine and demonstrate the capabilities of the system. Develop a representative concept of operation and analysis of capabilities, designs, interface specifications, operating sequences, emergency procedures, logistics support plan, weight breakdown, system cost estimates (both acquisition and lifecycle), manning/Human Systems Interface (H.S.I.) requirements as well as a Phase III testing and validation plan.

PHASE III: Through water-based testing on an actual or surrogate USV, certify the functionality of the prototype in: integration into representative surface craft, effectiveness in detection of representative threats, and effectiveness of deployment of dissuasion effects (measurement of applicable field dispersion and intensity is required under this effort, while human dissuasion effects should be documented by analysis or correlation to existing data sources). Develop detailed concept of operation and analysis of capabilities, detail designs, production drawings, interface specifications, operating sequences, emergency procedures, logistics support plan, weight breakdown, system cost estimates (both acquisition and lifecycle), and manning/Human Systems Interface (H.S.I.) requirements. Working with the Navy and commercial industry as applicable, develop plans for and support full system certification and continued procurement.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: Independent deployed systems are becoming increasingly important for both naval operations and private industry. A lightweight and low cost security system would be applicable to deployed buoys, petroleum exploration and oceanographic research systems, and even potentially private vessels.

REFERENCES: Available at http://www.navysbir.com/ via the SBIR/STTR Interactive Topic Information System (SITIS) web link

1. LCS CONOPS

2. DoD Directive 3000.3, Policy for Non-Lethal Weapons

KEYWORDS: USV; small boat; water craft; security; detection; dissuasion; non-lethal

N07-211 TITLE: Reduction of Post Welding Distortion

TECHNOLOGY AREAS: Materials/Processes

ACQUISITION PROGRAM: CAPT Jim Syring, DDG 1000, ACAT 1

OBJECTIVE: Develop and implement innovative technologies that will reduce post welding distortion by reducing the amount of energy introduced into the weld joint during the joining process.

DESCRIPTION: The Navy's Program Executive Office for Ships is leveraging the National Research Program (NSRP) to effect change across the non-nuclear surface shipbuilding, modernization and repair enterprise by coordinating with U. S. shipbuilders to adapt and implement "World Class" commercial best manufacturing practices.

Many investments in the area of welding technologies have been made looking to develop ways of reducing welding distortion, including: weld sequencing, thermal tensioning, mechanical tensioning and others. These efforts have yielded some reductions in weld distortion; however, to date, the application of these methodologies has not been able to reduce distortion to acceptable Navy levels. The Navy still spends a significant amount of money to remove the weld distortions from all Navy ships and subs. It has been estimated that several million dollars are spent to correct the distorted parts annually.

This topic seeks to identity innovative scientific and engineering solutions to address the reduction of post welding distortion of a weldment by reducing the energy introduced into the weld joint during the joining process. Conventional welding controls and monitoring systems are incapable of removing the excess energy during the process. Present ship construction standards define the maximum amount of post weld induced distortion permitted. These requirements are very difficult to meet consistently in light of the ship design complexity and standard welding technologies. Therefore, an innovative, potentially high risk solution is required. Solutions must be able to be implemented in shipyard welding applications and be compatible with traditional shipyard welding processes.

Of particular interest are initiatives with a clear business case. Proposal should specifically describe the technology that will be applied to solve the problem, how it will be developed, what the specific benefit will be and how it might be transitioned into the shipbuilding industry. NSRP members are available to provide guidance and assistance in the identification of common issues and needs. Contact with these resources is encouraged both prior to proposal development and during any subsequent SBIR-related activity. Teaming with a NSRP member (or Government shipyard) is voluntary and will not be a factor in proposal selection.

PHASE I: Demonstrate feasibility for improvements being developed and also identify impact upon shipbuilding affordability. Include a first order Return-On-Investment (ROI) analysis for industry implementation and estimate potential Total Ownership Cost (TOC) reduction. Establish Phase II performance goals and key developmental milestones.

PHASE II: Finalize the design, as appropriate, and demonstrate a working prototype of the proposed system. Perform laboratory tests to validate the performance characteristics established in Phase I. Develop a detailed plan and method of implementation into a full-scale application.

PHASE III: Implement the Phase III plan developed in Phase II in coordination with the shipbuilding and repair industry.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: The technology developed under this topic shall be directly applicable to current military and commercial shipbuilding operation and repair practices. The products developed should find wide use in most heavy industrial plant/processing facilities such as the power industry and will be marketable to the shipbuilding and repair industry.

REFERENCES: 1. NSRP ASE Strategic Investment Plan, available on line at http://www.nsrp.org/

2. US Naval Shipyard information is available at http://www.shipyards.navy.mil

KEYWORDS: shipbuilding; affordability; materials; processes; welding

N07-212 TITLE: Exercise Torpedo Buoyancy (Recovery) System

TECHNOLOGY AREAS: Ground/Sea Vehicles, Materials/Processes, Weapons

ACQUISITION PROGRAM: PMS404, Mk54 Torpedo, ACAT III

OBJECTIVE: For FY 08-13, PMS404 will spend and average of $1,244K per year to operate/maintain the Buoyancy (Recovery) System used on the MK54 Torpedo. A system with characteristics described below has been estimated to provide a cost saving of $1030K per year. In addition, such a system could be applied to the MK48 ADCAP Torpedo, to address several significant limitations of the current in-water run programs.

DESCRIPTION: The current torpedo buoyancy system is a hot gas system with many disadvantages. An alternative system, using new technologies is needed to achieve affordable acquisition and life cycle costs, and specific performance improvements. It is critical that the alternative system have no or low cost expendables, and require only minimal maintenance between in-water runs.

System must deploy (when commanded) and raise a torpedo with a negative buoyancy of 200 pounds to the surface from a depth ranging from near the surface to 900 feet (threshold depth) deep. A goal exists for deeper recovery capability. The buoyancy system must fit within a 12.75-inch (outside diameter) cylindrical hull with a length of 19.875 inches (excluding joint band areas). 7” of shell length must be reserved for Instrumentation/Electronics. A nominal weight budget of 130 pounds (excluding electronics) has been established as follows: 75 pounds for shells, 55 pounds for buoyancy components). Depending on technology employed lighter systems are considered advantageous. Heavier systems will result in a more negatively buoyant configuration, with corresponding additional buoyancy requirements.

System must maintain flotation on the surface for a period of 16 hours. System shall be resistant to pin hole type leaks.

The system shall not introduce contaminants or hazards into the ocean environment during deployment, and shall include redundant safety features where required to ensure personnel safety.

PHASE I: Conduct a study of exercise torpedo interface, requirements, and design constraints for use in developing design concepts. Develop innovative design concepts/recommendations for review and selection by the Government. Define and propose one or more technical approaches for Phase II development.

PHASE II: Prepare a Critical Item Performance Specification for the approach selected, and submit for government review/approval. Conduct a preliminary design review. The review shall include identification and assessment of key technology areas which represent high technological risk to the concept’s successful implementation. Develop prototype system drawings and specifications for a Critical Design Review with the Government. Produce two functional prototype systems. Conduct testing to validate intended performance. Provide the two prototype systems for evaluation testing by Government. Conduct Production Readiness Review with Government following testing. Deliver the technical data package (technical drawings and specifications) to the Government for use in production contracts.

PHASE III: Produce buoyancy systems for use by the Navy in MK54 exercise torpedo sea runs. Contractor to provide logistics support, including the development of maintenance procedures.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: Development of a low-cost buoyancy system will provide advancement in undersea operational capabilities for defense and commercial activities. This will have the potential for benefit to designers and manufacturers of undersea systems, inflation systems, and entities involved with underwater salvage. Novel technology developed under this SBIR will also be applicable to other military applications such as missiles and spacecraft which may have recoverable objects which fall into the ocean.

KEYWORDS: Buoyancy; Flotation; Torpedo; Exercise; Undersea; Maintainable; Low Cost; Affordable

N07-213 TITLE: Improved Clutter Management Techniques for High Resolution Radars

TECHNOLOGY AREAS: Information Systems, Sensors, Electronics

ACQUISITION PROGRAM: PEO IWS CVN Periscope Detection Radar. Rapid Deploy Capability CNO approved

OBJECTIVE: Develop innovative signal processing techniques making use of high resolution surface search radars for detection of low RCS targets in sea surface clutter. Improvements to detection, tracking and classification of low RCS targets are needed for surface ship defense.

DESCRIPTION: The world-wide submarine threat has continued to expand as numerous countries upgrade submarine capability, and many countries join the submarine world by purchasing modern diesel-electric submarines. The submarine is viewed throughout the world as a force multiplier due to its offensive capability against surface ships. The submarine threat facing the Navy has not diminished, and may be expanding into the future. Surface ship self defense relies on the detection of submarine periscopes, and additionally, potentially hostile small craft in swarming attacks can be detected early by effective high resolution radars. These low RCS targets are difficult to detect due to the presence of sea surface clutter. Sea clutter has complicated statistical and dynamic characteristics because it is due to the summation of many ocean wave surfaces. Because traditional processing approaches are based upon the assumption that targets are masked by Gaussian noise rather than heavy-tailed clutter, these methods are insufficient. Clutter has been mitigated by the use of sub-optimum, ad hoc processing algorithms. Recent research has focused on the problem of improved clutter modeling and clutter filtering for optimum target detection. The Navy’s need is improved detection, tracking and target classification. The goal of this research is the development of optimum processing methods which are based upon the statistics of sea surface clutter and also make use of additional knowledge available to Navy systems. The additional knowledge includes kinematic, oceanographic and tactical information. Radar processors must be developed in a manner consistent with the Navy’s Open Architecture standards, which makes use of open systems architectures, in order to rapidly field affordable, interoperable systems.

PHASE I: Develop candidate innovative signal processing algorithms making use of existing sensor suites for improved target detection, tracking and classification in a clutter limited environment.

PHASE II: Develop the technology and design/build a prototype system for evaluation. Demonstrate performance and that algorithms may be implemented in deployable hardware.

PHASE III: Integrate successful algorithms into existing Navy radar processors.

PRIVATE SECTOR COMMERCIAL POTENTIAL.DUAL-USE APPLICATIONS: These approaches to innovative signal processing concepts can be applied to fields within the commercial world in which detection and tracking of objects is required based on sensor arrays. Some other applications include air traffic control, weather radar, seismology, medical imaging and law enforcement

REFERENCES: 1. Posner, F.L., Spikey Sea Clutter at High Range Resolutions and Very Low Grazing Angles, IEEE Transactions on Aerospace and Electronic Systems, January 2002., 1996.

2. Haykin, S. and Puthusserypady, S., Chaotic Dynamics of Sea Clutter, Wiley, 1999.

3. Ousborne, J.J., Griffith, D., Yuan, R.W, A Periscope Detection Radar, Johns Hopkins APL Technical Digest, Vol. 18(1) 1997

KEYWORDS: Clutter; Signal Processing; Radar; Detection; Discrimination; Open Architecture

N07-214 TITLE: Laser Technology for Shipboard Defense