NAVY
SBIR FY08.1 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, john.williams6@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 10 December 2007. Beginning 10 December, 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 |
|
|
N08-001 thru N08-040 N08-041 N08-042 thru N08-059 |
Mrs. Janet McGovern Mr. Nick Olah Mr. Dean Putnam |
NAVAIR NAVFAC NAVSEA |
nick.olah@navy.mil |
|
N08-060 thru N08-086 |
Mr. Steve Sullivan |
ONR |
|
|
N08-087 thru N08-102 |
Mr. Steve Stewart |
SPAWAR |
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 N08-001 thru N08-040 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 (and without any proprietary or data rights markings) 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 (without any proprietary or data rights markings) 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.
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.
Public Law 106-554 and the 2002 Small Business Innovation Research Program Policy Directive (Directive) provide for protection of SBIR data rights under SBIR Phase III awards. Per the Directive, a Phase III SBIR award is any work that derives from, extends or logically concludes effort(s) performed under prior SBIR funding agreements, but is funded by sources other than the SBIR program. Thus, 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 is a Phase III SBIR contract. 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, which includes according SBIR Data Rights to any noncommercial technical data and/or noncommercial computer software delivered in Phase III that was developed under SBIR Phase I/II effort(s). 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 9 January 2008.
____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 N08-001 thru N08-040, 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 08.1 Topic Index
N08-001 AN/ASQ-233 Magnetic Anomaly Detection (MAD) Light Weight Towing System for Light Weight Helicopters and Small, Vertical Take Off Unmanned Aerial Vehicles (UAVs)
N08-002 Advanced Insensitive Munitions (IM) Compliant Initiation System
N08-003 Graphical Trace Object (GTO) Tool
N08-004 Thin Film High Temperature Sensors
N08-005 Innovative Techniques of Modeling and Simulation for Commercial Derivative Aircraft Upset Recovery
N08-006 Rotary Wing Dynamic Component Structural Life Tracking
N08-007 Polarimetric Sensor for Airborne Platforms
N08-008 Commandable Mobile Anti Submarine Warfare Sensor (CMAS)
N08-009 Geomagnetic Reference Sensor System (GRSS) for Air Anti-Submarine Warfare (ASW)
N08-010 High Dynamic Range Sensor Simulation
N08-011 Ceramic Radome Machining/Tooling Applications
N08-012 Dynamic Flight Simulation as a Supplement to In-Flight Pilot Training
N08-013 Innovative Methods for Modeling and Simulation of Tiltrotor Aircraft
N08-014 Intelligent Repeatable Release Hold Back (RRHB) Bar
N08-015 Jet Blast Deflector (JBD) Operator (JBD Safety) and Weight Board Operator Safety Improvements
N08-016 Lightweight Integrally Stiffened Composite Structure
N08-017 Thermally Stable High Energy Lithium-Ion Batteries for Naval Aviation Applications
N08-018 Cylindrical/Ogive Phased Array Transmitter for Jammers
N08-019 Concepts for Pulse Interleaving Radar Modes
N08-020 Low-Cost Production of Nanostructured Super-Thermites
N08-021 Combined Analytical and Experimental Approaches to Rotor and Dynamic Component Stress Predictions
N08-022 Miniature Ultra-High Capacity Data Storage (MUHCS) in support of Strike and Mission Planning
N08-023 Precision High Alitude Sonobuoy Emplacement (PHASE)
N08-024 Self-Contained, Portable Laser Bonded Mark Application and Data Capture System
N08-025 Innovative Method for Strain Sensor Calibration on Fleet Aircraft
N08-026 Innovative Approaches to the Fabrication of Composite Rotary Wing Main Rotor Blade Spars
N08-027 Wideband Jammer Dynamic Frequency Control for Interference Reduction
N08-028 Reactive Shaped Charge Liner
N08-029 Fabrication of Corrective Optics for Conformal Windows and Domes
N08-030 Low Cost, Low Weight Composite Structure using Out-Of-Autoclave (OOA) Technology
N08-031 Biodynamic and Cognitive Impact of Long Duration Wear of the JSF Helmet Mounted Display During Normal Flight Operations
N08-032 Hybrid Lidar-radar Receiver for Underwater Imaging Applications
N08-033 Low Profile, Very Wide Bandwidth Aircraft Communications Antenna
N08-034 Inconel Blisk Repair Technology
N08-035 Pod Mechanical Power Production
N08-036 High Speed, Precision Laser-assisted Machining of Silicon Carbide Ceramic Matrix Composites
N08-037 High Temperature Sensing Parameters
N08-038 Advanced Analysis Methods for Military Aviation Reliability Data Bases
N08-039 Wide Bandgap Amplifier Linearization
N08-040 Catapult Water Brake Corrosion Inhibition System
N08-041 Robot for Re-Coating Tall Antenna Towers
N08-042 Low-Permeability Coating for Nitrile Rubber
N08-043 Diver Safe Grease
N08-044 Automatic Target Recognition (ATR) Algorithm for Submarine Periscope Systems
N08-045 Rapid, Distributed Design Change Development for Ship Maintenance and Modernization
N08-046 A Low Noise Tunable Wavelength Laser for Fiber Optic Sensor Systems
N08-047 High Power, Compact Compressor for Eye-Safe, Fiber-based, Ultrashort Chirped Pulse Amplification Laser Systems
N08-048 Enhanced Riverine and Coastal Sensors for Patrol Craft
N08-049 Modeling and Simulation (M&S) of a Multiple Beam Inductive Output Tube (MB-IOT)
N08-050 High-Energy Short-Pulse Fiber Amplifier at Eye-Safe Wavelengths
N08-051 Autonomous Self-Repair and Maintenance for Unmanned and Low-Manpower Vehicles
N08-052 Riparian Insertion and Extraction System for Expeditionary Combat Craft
N08-053 Advanced Sabot System Design
N08-054 Marine Assessment, Decision, and Planning Tool for Protected Species (MADPT PS)
N08-055 Datagram Segregation Open Systems Service Approach
N08-056 Active Sonar Automated Clutter Management
N08-057 Distributed Multi-Layer Data Fusion
N08-058 Approaches to Directly Measure Heave, Pitch and Roll Onboard Navy Ships
N08-059 Versatile, Reusable, Lightweight, Deployable, Passive Sensing for Littorals
N08-060 Improved Magnetic Shielding for Electronics
N08-061 Materials and Device Modeling to Reduce Cost and Time to Exploit Relaxor Piezoelectric Single Crystals in Navy SONAR Transducers
N08-062 Simulation and Visualization for Perceptual Skills Screening, Training and Operations
N08-063 User Toolkit for Reducing Cost and Time in the Design of SONAR Systems Using Relaxor Piezoelectric Single Crystals
N08-064 Advanced Optics Zoom Hyperspectral Sensor
N08-065 Advanced Characterization Techniques that Improve Durability of Fracture Critical DoD Components
N08-066 Advanced Diagnostic Techniques for a Naval Electromagnetic Launcher
N08-067 Live Fire Virtual Sniper/Counter Sniper Training System
N08-068 Reference Template Generation for Cross-Correlation Based Receivers
N08-069 Real-Time Effluent Quality Sensor Technologies for Organics and Bacteria in Shipboard Wastewater Treatment Systems
N08-070 Collaborative Technology Testbed for Quick Response Teams
N08-071 Lightweight, High Temperature, Low Cost Materials for Mach 4-5 Cruise Missiles
N08-072 Optimized Coding and Protocols for Free-Space Optical Communications Links
N08-073 High Mach, High Altitude Navigational Sensor
N08-074 Bore Insulator Protection Layer for a Naval Electromagnetic Launcher
N08-075 Radio Frequency (RF) Modeling of Layered Composite Dielectric Building Materials
N08-076 Development of Dielectric Films for Wound Capacitors
N08-077 Automated Entity Classification in Video Using Soft Biometrics
N08-078 Compact Cryogenic High Temperature Superconducting Cable Junction Box
N08-079 Autonomous Guidance for small UAV Safe Flight Operations in the National Airspace System (NAS)
N08-080 Process Research and Development for High Density Metal-Metal Composites
N08-081 Exploitation of Network-Based Information
N08-082 Team Knowledge Interoperability in Maritime Interdiction Operations
N08-083 Fast Tuning, Analog Notch Filters
N08-084 Rapid Identification of Asymmetric Threat Networks from Large Amounts of Unstructured Data
N08-085 Shock and Vibration Tolerant High Temperature Superconducting Shipboard Degaussing Cable
N08-086 Dynamic characterization of polymer composite materials
N08-087 Next-Generation Mobile Software Defined Radio
N08-088 Universal Air-to-Ground Broadband Networking Communications Waveform
N08-089 Many-to-Many Real-Time Collaboration Environment
N08-090 Miniaturized Modular Fiber Optic/Copper Hybrid Circular Connector
N08-091 Middleware Specification for Low-Power Distributed Processing Devices
N08-092 Low-Overhead Software Communications Architecture ( SCA) Core Framework (CF) for Small Form Factor (SFF),Low-Power Software Defined Radios (SDRs)
N08-093 Co-site Interference Mitigation for VHF/UHF Communications
N08-094 Scaleable, Self-Organizing, Self-Healing Distributed Database in a Mobile Ad Hoc Mesh Network (MANET)
N08-095 High-Strength, Long-Length Optical Fiber for Submarine Communications at Speed and Depth
N08-096 Atmospheric Acoustic Propagation Prediction
N08-097 Multiple Channel SINCGARS Multiplexer
N08-098 High-Capacity Primary Battery for Extreme Environments
N08-099 Spectrum Planning and Management Capability for Radio Communications
N08-100 Improved UHF Satellite Communications Networking Waveform
N08-101 Active Conceptual Modeling Technology Supporting Joint C4ISR
N08-102 High Throughput and Low Latency Multi-Hop Mobile Ad-hoc Network (MANET) Multimedia Streaming
Navy SBIR 08.1 Topic Descriptions
N08-001 TITLE: AN/ASQ-233 Magnetic Anomaly Detection (MAD) Light Weight Towing System for Light Weight Helicopters and Small, Vertical Take Off Unmanned Aerial Vehicles (UAVs)
TECHNOLOGY AREAS: Air Platform, Ground/Sea Vehicles, Sensors
ACQUISITION PROGRAM: PMA 264-Joint Multi-Mission Electro-optical System (JMMES)-ACAT IV; PMA-290
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 a very light weight towing system to enclose, deploy, and tow the AN/ASQ-233 magnetometer from manned and unmanned small rotary wing and fixed wing aircraft.
DESCRIPTION: Current state of the art towing reels, tow cables, and tow bodies designed for the AN/ASQ-233 magnetometer are too large, too heavy and too unstable for use by small rotary wing and fixed wing manned and unmanned aircraft. These aircraft are constrained in available payload weight and their ability to handle large aerodynamic forces. A novel approach is sought for a light-weight, small, very stable, non-magnetic tow vehicle, non-magnetic tow cable, and reeling machine.
The system should consist of a non-magnetic, stable tow vehicle; non-magnetic tow cable; and light weight reeling machine that can deploy and tow the MAD sensor at speeds between 50 - 350 knots from small rotary wing and fixed wing manned and unmanned air vehicles (UAVs). The solution technology must be stable in 3-axes to ± ½ degrees while being towed, and not add more than 10 pounds to the AN/ASQ-233 magnetometer/sensor package. One of the key mechanical requirements that is very difficult to achieve with current technology is a very light weight < 40 pounds for the entire system (tow body, tow cable, reeling machine) while meeting the aerodynamic qualities above.
PHASE I: Develop a towing system conceptual design and demonstrate feasibility to meet these requirements for use on small rotary wing and fixed wing manned and unmanned air vehicles.
PHASE II: Design and demonstrate a prototype light weight towing system and test stability in a wind tunnel environment.
PHASE III: Build an engineering development model of the light-weight towing system. Obtain flight clearance for use on NAVAIR R&D aircraft and test in conjunction with the Joint Multi Mission Electro-Optical System (JMMES) program on SH60R, SH60S, and the Fire Scout. Transition technology to the fleet.
PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: High performance towed magnetometers find application in geological survey systems used for mineral, water, oil, and treasure hunting surveys.
REFERENCES:
1. SH-60 LAMPS MK III Seahawk, http://www.fas.org/man/dod-101/sys/ac/sh-60.htm
2. Air Anti-Submarine Warfare ASW Sensors, http://www.globalsecurity.org/military/systems/aircraft/asw3.htm
3. Underwater Detection and tracking Systems, Chapter 9, http://www.fas.org/man/dod-101/navy/docs/fun/part09.htm
KEYWORDS: Magnetometers; MAD; ASW; Fire Scout; Tow body; Tow cable
N08-002 TITLE: Advanced Insensitive Munitions (IM) Compliant Initiation System
TECHNOLOGY AREAS: Air Platform, Ground/Sea Vehicles, Weapons
ACQUISITION PROGRAM: PMA-201 - Precision Strike Weapons; PMA-259 - Air-to-air Missile System
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 an advanced initiation system that is IM compliant and capable of initiating high performance insensitive energetics which pose a problem for current initiation systems
DESCRIPTION: Current weapon systems must meet Insensitive Munitions (IM) requirements under which weapons are to be immune to external threats in their environments and respond in a benign manner when exposed to these threats. The IM requirements include passing Fragment Impact, Bullet Impact, Slow Cookoff, Fast Cookoff, Shaped Charge Jet and sympathetic detonation tests. This need has been partially met by decreasing the sensitivity of the main charge fill and modifications in the warhead case design resulting in many weapons which are capable of meeting several of these requirements but still few that meet all of the required responses.
A new approach to initiation is needed that does not result in a susceptibility to the above mentioned threats and still meets the affordability and operational energy requirements of conventional weapon systems. Recent studies and technological developments suggest there is an achievable path to achieving full IM compliance without decreasing weapon system performance. The primary challenge for this development will be to use low cost/firing energy components to initiate insensitive explosive fills and maintain immunity to the threats listed above. The secondary challenge of this effort will be to selectively control the initiation system output to modify the performance of the warhead. The developed initiation system should demonstrate a hazard level 1.6 compliance, maintain current weapon system initiation system costs and reduce the cost of meeting IM goals. Additionally, there is a desire for selectivity in the initiation system to enable control of the output characteristics of the warhead.
PHASE I: Model a idealized initiation system and demonstrate components that will achieve the desired characteristics to meet the system needs. Test results combined with modeling efforts shall demonstrate feasibility of operation against a standardized insensitive munitions explosive fill. Exit criteria for successful Phase I completion shall be the demonstration of an initiation system capable of initiating a IM fill and modeling data showing the design does not detonate when impacted by a shaped charge. Companies must be able to demonstrate capabilities to design electrical firing circuits, perform explosive modeling and explosive testing to be considered for this effort.
PHASE II: Mature the Phase I components into a functional system and generate a test system capable of matching the performance modeled. Component and system level testing shall be performed to demonstrate the performance goals are met and to establish performance variations. Design validation hardware and operational test support will be provided to the government for demonstration testing in a weapon application. Detailed test reports showing the performance of the test hardware will be provided along with a final report documenting the effort. Two sets of prototype hardware will be delivered at the end of the effort to support phase three transition efforts.
PHASE III: Coordinate the transition of developed technologies with PEO-W, PMA201 and PMA259 to meet the specific program needs. Integrate the technology into the existing safety system and associated warhead to minimize the development cost and program risk.
PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Use of this technology in the private sector will be limited to homeland defense where safety critical applications will benefit from implementation. Potential applications in demolition and mining industry will be investigated for application of a reduced performance design.
REFERENCES:
1. NAVSEA INSTRUCTION 8020.5C
2. MIL-STD-1316, Fuze Design, Safety Criteria for
3. MIL-STD-2105C, Hazard Assessment Tests for Non-Nuclear Munitions
4. MIL-DTL-23659, Initiators, Electric, General Design Specification for
5. MIL-STD-1751A, Safety and Performance Tests for the Qualification of Explosives (High Explosvie, Propellants and Pyrotechnics)
6. NAVSEAINST 8020.8C
7. NAVSEA OD 30393
8. MIL-HDBK-1512 (USAF), Electroexplosive Subsystems, Electrically Initiated, Design Requirements and Test Methods
9. MIL-STD-1576(USAF), Electroexploissve Subsytem Safety Requirements and Test Methods for Space Systems
KEYWORDS: Insensitive; Munitions; Initiation; System; Detonation; Warhead; Ordnance
N08-003 TITLE: Graphical Trace Object (GTO) Tool
TECHNOLOGY AREAS: Information Systems, Human Systems, Weapons
ACQUISITION PROGRAM: PMA-280 - Tomahawk Weapons System Program, ACAT 1C
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 an innovative technology concept to visualize and analyze software in real-time.
DESCRIPTION: Develop a mechanism that provides a visual means to analyze the dynamic nature of software, both local and distributed, for purposes of debugging and optimization. The analyst using the GTO Tool would need the ability to graphically display the objects in an application as it runs, traverse the objects in the application, observe the objects as they are instantiated or deleted, graphically display calls to an object, display pointer possession, set triggers, visualize the contents of an object, visualize orphaned objects, and display memory leaks. In addition, the system must allow the operator to graphically traverse memory, both heap and stack, and display the contents in human readable fashion, when appropriate. The developed system should include the capability of performing quantitative performance analysis, including the number of times each object method is called, the number of times memory is allocated and deleted, and should support the ability to make timing measurements. The system should support both single and multi threaded applications.
PHASE I: Develop an innovative concept to visualize a running software application in real-time. Demonstrate the technical merit of the proposed solution.
PHASE II: Develop, demonstrate and validate a prototype of the GTO Tool and innovations developed in Phase I. Evaluate the utility of the approach in providing improved analysis.
PHASE III: Develop and mature the prototype capability for use in the development of the Tactical Tomahawk Weapon Control System (TTWCS) in a major upgrade scheduled to be done in v.8, and other programs that would benefit from the technology.
PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Recently there has been much interest in understanding complex software once it has been coded and deployed. This product could be used by analysts to optimize and debug new software, as well as understand large, complex legacy systems. While advances in standardization of software design notation supports the ability to provide greater understanding of the developed systems (structure) and the current state of the art debugging tools provide low level run-time analysis (execution), no existing tool bridges the gap between structure and execution. It is an area that shows promise in improving the overall quality of complex systems.
REFERENCES:
1. Visualizing Dynamic Software System Information through High-level Models; Robert J. Walker, Gail C. Murphy, Bjorn Freeman-Benson, Darin Wright, Darin Swanson, and Jeremy Isaak
http://delivery.acm.org/10.1145/290000/286966/p271-walker.pdf?key1=286966&key2=5973180411&coll=GUIDE&dl=ACM&CFID=65860855&CFTOKEN=76265636
2. A Principled Taxonomy of Software Visualization; Blaine A. Price, Ronald M. Baecker, Ian S. Small
http://kmdi.utoronto.ca/rmb/papers/p9.pdf
3. JIVE Visualizing Java in Action; Steven P. Reiss http://csdl2.computer.org/comp/proceedings/icse/2003/1877/00/18770820.pdf
KEYWORDS: Software Visualization; Dynamic Analysis; Software Design; Software Architecture; Analysis Tools; Debugging
N08-004 TITLE: Thin Film High Temperature Sensors
TECHNOLOGY AREAS: Air Platform, Materials/Processes, Sensors
ACQUISITION PROGRAM: JSF - Joint Strike Fighter Program
OBJECTIVE: Design and develop a thin film sensor that is low profile, conformal coated and can be applied to retro and forward fit applications.
DESCRIPTION: Previous research and development efforts in the high temperature community have focused on bulk, micro, and other state-of-the-art construction techniques for employing sensors in turbine engines. Sensors derived from thin film materials able to survive on a rotating component (such as a blade or disk) and to survive temperatures from 400°F to 2500°F or higher are necessary to advance the state of the art. The sensor must be non-intrusive, low profile and very thin (microns). Sensor must be easily attachable and able to withstand high g loads while conformally coating the application area. The thin film should also attach to static components such as vanes. Focus should be placed on thin film sensors that can measure temperature, strain vibration and pressure. Any sensor type should have minimal error readings due to water impingement, dust, sand and other foreign substances found in the operating environment.
PHASE I: Define the feasibility of the proposed material for the thin film application and the sensor types. Describe and demonstrate the ability of the thin film material properties and deposition techniques for the application environment. Experimentally demonstrate the feasibility of the proposed thin film sensor at a laboratory scale. Provide a technology insertion plan and a cost / benefits analysis.
PHASE II: Expand upon phase I results and include detailed information on material properties of the thin film if not previously available. Additionally, establish baseline information or better for the thin film’s corrosion resistance and other suitable properties relevant to the application environment. Develop a reliable process for affixing the thin film on the materials within the application environment. Fabricate and characterize full prototype devices in a laboratory environment and in a representative turbine test bed system such as a burner rig or other applicable device.
PHASE III: Conduct necessary qualification testing of the technology to merit further investment and consideration for military turbine engine platforms.
PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Both military and commercial turbine engine manufacturers and operators have a need for advanced sensors.
REFERENCES:
1. Pulsed Laser Deposition of Thin Films, Edited by Douglas B. Chrisey and Graham K. Hubler. New York: Wiley-VCH, (May 2003), 648.
2. Nix, W.D. “Mechanical Properties of Thin Films.” Metall. Trans. A., Vol. 20A, no. 11, (November 1989), 2217-2245.
KEYWORDS: Thin Film; Sensor; Turbine; High Temperature; Conformal Coating; Low Profile
N08-005 TITLE: Innovative Techniques of Modeling and Simulation for Commercial Derivative Aircraft Upset Recovery
TECHNOLOGY AREAS: Air Platform, Information Systems, Space Platforms
ACQUISITION PROGRAM: PMA - 290, Multi-Mission Maritime Aircraft
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 a methodology for simulating large commercial transport aircraft at unusual attitudes, typically experienced during an aircraft upset. This methodology should be applied to a representative Navy aircraft (P-8A) and utilized to develop a robust simulation which should accurately represent aircraft response in these extremes. Simulation capabilities would then extend to flight dynamics analysis and simulation, as well as potential training applications.
DESCRIPTION: Militarized versions of commercial platforms are growing in popularity due to many logistical benefits in the form of COTS parts, established production methods, and commonality for different certifications. Commercial data and best practices are often leveraged to reduce procurement and engineering development costs. While the benefits are clear, these militarized aircraft are operated at significantly different conditions and in significantly different manners than their commercial counterparts in flight. Therefore they are at much higher risk of flight envelope exceedance. This risk may lead to departure from controlled flight and/or aircraft loss.
The risk of departure from controlled flight for military aircraft is mitigated by piloted simulation training and engineering analysis of typical aircraft response. Military aircraft simulation databases are developed to include high angles of attack (AoA) and sideslip due to the dynamic nature of their missions. Current FAA certification for commercial aircraft simulators allow for considerable extrapolation of wind tunnel data from low AoA and sideslip conditions out to these more extreme attitudes. Extrapolated data does not typically capture the complex aerodynamics and physical phenomena present at extreme attitudes and results in a non-representative simulation at these conditions. Such extrapolation has been acceptable for the commercial community and the FAA, due to the assumed low probability of experiencing these conditions during a typical commercial flight profile. The poor quality of extrapolated wind tunnel data for highly dynamic maneuvers is compounded by the fact that accounting for scaling factors in large commercial-type aircraft is extremely complex. This results in simulation databases which are of very low fidelity at, or near, stall and departure conditions.
The flight environment of a military aircraft, in addition to the flight conditions, is also significantly different from that of a commercial aircraft. The military flight environment includes additional considerations and threats such as extreme weather conditions or Man-Portable Air Defense Systems (MANPADS). Current commercial simulations do not have any representation of damage due to ballistic impact, a condition which could also lead to upset conditions and possible aircraft loss due to departure. Furthermore, increased pilot workload in threat environments has historically uncovered aircraft deficiencies. Such deficiencies likely have not been discovered in the benign commercial environment. While loss of aircraft has numerous intangible effects, the financial loss of a single aircraft could top $150M, which would be a significant impact to today’s conservative budgets.
Without high fidelity modeling and simulation of upset conditions, commercially derived military aircraft are at significantly higher risk for departure and loss. Innovative solutions to aerodynamically model large commercial aircraft for upset conditions such as high AoA, high sideslip, and ballistic damage, as well as capability to accurately account for scaling factors, is necessary to develop realistic engineering and training simulations. Such simulations should significantly reduce the risk of departure from controlled flight, loss of aircraft, and ease the flight clearance process. The characteristics of commercial derivative aircraft are exemplified by the P-8A Multi-mission Maritime Aircraft (MMA) aircraft, and the largest benefits of initial investigation are likely to be yielded from this platform. Innovative modeling techniques should be applied to a 737 airframe to augment planned pilot training. The database produced would also be utilized by flight dynamics engineers.
PHASE I: Review state of the art modeling methodology and commercial loss of control accidents. Accident data can be found via internet sources (Ref 1-7), including the NTSB. Identify AoA and sideslip expansion ranges of interest for upset conditions, above and beyond current modeling and training systems. Propose a methodology to obtain aircraft forces, moments, and all applicable data required for simulation at these expanded AoA and sideslip conditions. Determine the feasibility of an innovative approach for model development and simulation of large commercial aircraft for these attitudes with specific application to 737-NG and P-8A. Propose methods for validating data collection and implementation of data into engineering and training simulations.
PHASE II: Collect and validate aircraft forces, moments, and all associated applicable data for simulation development. Typical collection methods include wind tunnel investigation, CFD analysis, and/or in flight investigation. Typical methods could be supplanted by innovative methodology that aligns with current NAVAIR practices in certifying and testing military aircraft. Develop a prototype simulation tool which allows for analysis of aircraft flight dynamics in extreme attitudes, as well as pilot training.
PHASE III: Transition the technology to applicable programs such as the P-8A and other large commercial aircraft. Provide simulation testing support to ensure accuracy of modeling and demonstrate functionality to government engineers.
PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: This database development has potential application in the training of commercial transportation and shipping pilots to adapt to extreme altitudes sometimes encountered in unusual atmospherics or due to aircraft system failures and ballistic damage. A number of incidents including, but not limited to, USAir flight 427, AA flight 587, and the DHL cargo flight missile impact have prompted industry interest in upset training. Preliminary courses have been developed and employed, but none with the fidelity proposed herein. A potential reduction in commercial aircraft loss due to loss of control accidents is apparent and desired.
REFERENCES:
1. Foster, John V., et al., "Dynamics Modeling and Simulation of Large Transport Airplanes in Upset Conditions," AIAA-2005-5933.
2. Wilborn, James E., and Foster, John V., "Defining Commercial Transport Loss-of-Control: A Quantitative Approach," AIAA-2004-4811.
3. Cunningham, Kevin, et al., "Simulation Study of a Commercial Transport Airplane During Stall and Post-Stall Flight," SAE Technical Paper Series 2004-01-3100.
4. Shah, Gautam H., et al., "Wind-Tunnel Investigation of Commercial Transport Aircraft Aerodynamics at Extreme Flight Conditions," SAE Technical Paper Series 2002-01-2912.
5. NTSB, “Accident Investigation Docket: USAir Flight 427, September 8, 1994, Aliquippa, Pennsylvania, DCA94MA076,” May 1997. 17 Sept. 2007. http://www.ntsb.gov/Events/usair427/items.htm
6. TSB, “Aviation Investigation Update, Loss of Rudder, Airbus 310-308, Air Transat Flight 961, Veradero, Cuba 06 March 2005 #A05F0047,” June 2005. 17 Sept. 2007. http://www.tsb.gc.ca/en/reports/air/2005/a05f0047/a05f0047_update_20050504.asp
7. NTSB, “Accident Investigation Docket: American Airlines Flight 587, Belle Harbor, NY, Nov 12, 2001, DCA02MA001,” Oct 2004. 17 Sept 2007. http://www.ntsb.gov/events/2001/AA587/default.htm
KEYWORDS: Upset Recovery; MMA; P-8A; Upset; 737; Simulation
N08-006 TITLE: Rotary Wing Dynamic Component Structural Life Tracking
TECHNOLOGY AREAS: Air Platform, Materials/Processes
ACQUISITION PROGRAM: PMA-261 - Health and Usage Monitoring; PMA-275 - V-22 Program; PMA-276
OBJECTIVE: Develop an innovative system for tracking the structural life of rotary wing dynamic components in support of condition based maintenance (CBM) and unique identification (UID) mandates.
DESCRIPTION: To extend the life of today’s rotary wing aircraft, dynamic component removal, refurbishment and replacement must be optimized. To accomplish this, an accurate and up-to-date system must be developed to establish the current and past history of each fatigue critical aircraft component. With the fleet-wide deployment of Health and Usage Monitoring (HUMS) aircraft flight data recording systems, complete ground-air-ground flight data is now known throughout the life of the aircraft. This data coupled with an appropriate innovative fatigue life tracking algorithm and novel data management system, can provide the fleet with individual component fatigue life monitoring. As components move from aircraft-to-aircraft the fatigue life can follow the component by storing it on a component-specific sensor. Once developed, maintenance credits for dynamic components can be given and premature retirement due to unknown aircraft usage history can be eliminated.
The end goal for this topic is a innovative and flexible management tool that engineers can use to quickly assess the life of individual aircraft components in the fleet. The tool should include the following components: design of an innovative fatigue life tracking algorithm, a novel data management system, and component specific sensor for storing the data. As part of this effort, evaluate current state of the art component sensor technology for applicability in an aircraft environment. Since HUMS systems and capabilities differ between aircraft platforms, the system should have an open, adaptable architecture. The tool should leverage as much actual aircraft usage and load data as possible to minimize conservatism required in the fatigue life determinations, but since data is inevitably lost, gap filling methods should be included. Consideration should also be given to the fact that these components could move between aircraft.
PHASE I: Demonstrate the feasibility of using novel concepts for calculating individual component fatigue damage using HUMS data. Develop a proof-of-concept plan for tracking the structural life of individual aircraft dynamic components. Evaluate existing Navy data management systems to determine their feasibility and practicality of interfacing between systems. Define initial fatigue life tracking algorithm and database architecture.
PHASE II: Develop a prototype of the fatigue life tracking algorithm and data management system and demonstrate the capability of the system. Collect data from an instrumented prototype rotary wing aircraft and integrate the data with the flight by flight data from the aircraft’s flight data recording system. Demonstrate that the algorithms developed track the dynamic component fatigue damage accumulated on a flight by flight basis. Convert the fatigue damage data into fatigue life data and store it within the component sensor.
PHASE III: Refine development based on knowledge gained in Phase II. Develop the complete flexible management tool package with a users manual, and the hardware and software for the system to be integrated into one or multiple US Navy platforms.
PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: This software tracking system will have broad application in both the commercial and military industry where life limited components are used.
REFERENCES:
1. Maley, S., Plets, J., Phan, N.D., "US Navy Roadmap to Structural Health and Usage Monitoring – The Present and Future" Presented at the American Helicopter Society 63rd Annual Forum, Virginia Beach, VA, May 1-3, 2007 www.vtol.org
2. DFARS 211.274: Item Identification and Valuation; http://farsite.hill.af.mil/reghtml/regs/far2afmcfars/fardfars/dfars/dfars211.htm
3. Condition Based Maintenance (CBM+): DoD Acquisition Community Connection: https://acc.dau.mil/CommunityBrowser.aspx?id=32444
4. Barndt G., Moon, S., “Development of a Fatigue Tracking Program for Navy Rotary Wing Aircraft” Presented at the American Helicopter Society 50th Annual Forum, Washington DC, May 1994 www.vtol.org
KEYWORDS: Aircraft; Rotary Wing; Fatigue; Inspection; Structures; Component; Software; Hardware; Sensor
N08-007 TITLE: Polarimetric Sensor for Airborne Platforms
TECHNOLOGY AREAS: Air Platform, Sensors, Electronics
ACQUISITION PROGRAM: PMA-265 - F/A-18 SHARP and ATARS
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: Using the optimum imagery format, develop a lightweight, low cost electro-optic (EO)/infrared (IR) polarimetric sensor.
DESCRIPTION: The evolution of technology in the area of imagery collection has created the opportunity to extend and enhance the capability of traditional reconnaissance efforts in current tactical collection platforms. Polarimetric imaging is a form of remote sensing that relies on the relative intensity of the polarized components of reflected radiation from natural radiation sources in an uncontrolled environment. The topic seeks to explore various forms of polarimetric imagery and the information that may be gleaned from such imagery in order to exploit the polarization properties of targets and backgrounds [e.g., improvised explosive device (IED) detection]. Sensor output should be interoperable with existing DoD processing systems. Size, weight, and power (SWAP) will be limited to existing air platform resources as detailed in the reference materials. Data exchange should utilize interoperable network communication standards. These standards should include, at a minimum, those cited in the references.
PHASE I: Determine the polarimetric imaging format for use with existing tactical air reconnaissance systems and analyze the feasibility of developing a sensor variant for formatted data collection. The candidate format and sensor should meet existing reconnaissance system size, weight, and power limitations while complying with existing imagery sensor performance standards (e.g. NIIRS).
PHASE II: Using the format and sensor packaging technique identified in Phase I, develop a prototype of the polarimertic sensor. Provide detailed analysis of the sensor performance in a laboratory or static aircraft environment. Provide parametric data to show that the sensor meets size, weight and power limitations required for use in tactical reconnaissance systems.
PHASE III: Develop a polarimetric sensor design package for integration into a tactical reconnaissance system such as the shared reconnaissance pod (SHARP). Conduct flight testing of the sensor on a Navy aircraft to show that the sensor meets all performance requirements.
PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Military, civil and commercial users can utilize lightweight, small volume, polarimteric sensor capability for a number of applications. This type of sensor can be used to track the movement of potential terrorist threats on our borders and those seeking to enter the country illegally through comparative imagery analysis. Polarimetric sensors would provide a significant value in the DEA’s drug interdiction efforts through the tracking of drug shipments to and within a country’s borders. It would also help border patrols in monitoring changes/disturbance of the national borders that would be uniquely detected by using polarized imagery.
REFERENCES:
1. “FORCEnet Architecture and Standards Volume II Technical View”, Office of the Chief Engineer (SPAWAR 05), 31 December 2004 Available at:
enterprise.spawar.navy.mil/getfile.cfm?contentld=810
2. SHARP Pod Structure and pod subsystem, 05 August 2003
3. Size, Weight, and Power for SHARP sensors 01 July 2001
4. NIIRS Rating scale, Date
KEYWORDS: Polarimetric; SWAP; Imagery Sensor; Polarized Imagery; Remote Sensing; SHARP
N08-008 TITLE: Commandable Mobile Anti Submarine Warfare Sensor (CMAS)
TECHNOLOGY AREAS: Information Systems, Ground/Sea Vehicles, Sensors, Battlespace, Weapons
ACQUISITION PROGRAM: NAVAIR PMA-264 Commandable Mobile ASW Sensor (CMAS)
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 and demonstrate innovative, air-deployable, commandable, mobile sensor technologies that would provide the capability to realistically simulate the full spectrum of Antisubmarine Warfare (ASW) target signals.
DESCRIPTION: The need for Naval Air ASW forces to detect and neutralize shallow water threats has demanded the use of increasingly sophisticated ASW weapon systems. More practical and affordable in-situ targets to improve weapon system training methodology and tactics are therefore needed. The use of air-deployable mobile targets capable of simulating target mission scenarios are an efficient and valuable asset in training. Research in sensor technology, remote flight control systems, battery chemistry and computer-contro