Navy FY08.2 SBIR Solicitation Topics

NAVY

SBIR FY08.2 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 19 May 2008. Beginning 19 May, 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

N08-103 thru N08-114

N08-115 thru N08-157

Mr. Paul Lambert

Mrs. Janet McGovern

MARCOR

NAVAIR

sbir.admin@usmc.mil

navair.sbir@navy.mil

N08-158 thru N08-185

N08-186

N08-187

N08-189 thru N08-195

Mr. Dean Putnam

Ms. Bree Hartlage

Ms. Erica Bukva

Mrs. Tracy Frost

NAVSEA

NAVSUP

NSMA

ONR

dean.r.putnam@navy.mil

bree.hartlage@navy.mil

bukva.erica@mail.navy.mil

tracy.frost1@navy.mil

N08-196 thru N08-198

N08-199 thru N08-200

Mr. Steve Stewart

Mr. Charlie Marino

SPAWAR

SSP

steve.stewart@navy.mil

charles.Marino@ssp.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 N08-115 thru N08-157 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.

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 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 18 June 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 N08-115 thru N08-157, 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 082 Topic Index

N08-103 Autonomic Logistics Tactical Logistics Data Communcation Network

N08-104 Development of Single-Layer Universal Combat Uniform Material

N08-105 Efficient, Low Emission Generator

N08-106 Miniature Rapid Accurate Non-Magnetic Azimuth Sensor

N08-107 Flexible Body Armor

N08-108 Wireless Battery Charging Methods for Distributed Soldier electronic Devices

N08-109 “Smart Dust” and Nanotechnology for Joint Weapons Systems Diagnostics/Prognostics

N08-110 Hollow Fiber Freeze Thaw Filter

N08-111 Objective Live-Training Infantry Performance Metrics for Automated After Action Review

~~N08-112 High Efficiency Vortex Tube Technology~~

N08-113 Electrochemical Oxidation Technology

N08-114 Anodizing of Aluminum Parts for Small Arms

N08-115 Rugged and Durable Fiber Optic Replacement

N08-116 Open Data Distribution Service (DDS) for use in a real time simulation laboratory environment

N08-117 Rapid Tactics Development Using Existing, Low-Cost Virtual Environments

N08-118 Development of Methodology for Moving Body Simulation Based on Computational Fluid

Dynamics

N08-119 Innovative Concepts for Ultra-light and Reliable Hydraulic Actuators

N08-120 Smart Gasket for Catapult Low Loss Launch Valve (LLLV)

N08-121 Weapon System Performance in Complex Radio Frequency (RF) Environments

N08-122 Advanced Intelligent Web-Based Options to Acquire and Analyze Aircraft Health and Test Data

N08-123 Automated Characterization of Communications, Electronic Attack, Radar, and Navigation

Systems

N08-124 Antenna Array and Beamformers to Support Ka-Band Brownout Radar Systems

N08-125 Automated Maximum Density Analysis Tool for Spot Factor Generation

N08-126 Sensor Fusion and Display for Degraded Visual Environment (DVE)

N08-127 Non-Contact Cure State Measurement

N08-128 Alternative Material for Aluminum-Beryllium Alloys in Military Aerospace Applications

N08-129 Ionic Channel Amplifier Matrix Sensor

N08-130 Pulse Power Electrical Energy Storage Device

N08-131 Innovative Approaches for the Flaw-Tolerant Design and Certification of Airframe Components

N08-132 Improved Analysis Techniques for Prediction of Avionics Electromagnetic Interference and

Vulnerability

N08-133 Synergistic Composite Design Data Approaches to Support both Propulsion and Airframe

Applications

N08-134 Edge Bonding of Infrared Windows

N08-135 Innovative Low-cost, In-situ Consolidation Head for Complex Geometry Thermoplastic Fiber

Placement

N08-136 Advanced Cable for Arresting Aircraft

N08-137 Cure System Equipment Optimization for Rapid Cure Epoxy Coated Fiberglass

N08-138 Non-Mechanical LADAR for Improving The Helicopter Pilot’s Situational Awareness in Reduced

Visual Cue Environments

N08-139 Mixed Gas Hypoxia Training in Low Pressure Chambers

N08-140 Improved Low Light Level, Wide Multi-Band Infrared Imager

N08-141 Design and Optimization of Radar Systems to Assist Rotorcraft Piloting in Adverse Environments

N08-142 Innovative Aircraft Engine Noise Reduction Using Tailored and Smart Acoustic Liners

N08-143 Long Endurance, High Power Battery

N08-144 Erosion Resistant Coatings for Large Size Gas Turbine Engine Compressor Airfoils

N08-145 Relative Global Positioning System/ Inertial Navigation System (GPS/INS) Innovations for

Autonomous Unmanned Air Systems (UAS)

N08-146 Cross-Cockpit Collimated Displays for Flight Simulation

N08-147 Improve LASER RADAR (LADAR) Image and Data System Processing with Multi-Sensor

Fusion in Vertical Lift Visual Degraded Environments

N08-148 Innovative Approaches to the Optimization of Ceramic Matrix Composite (CMC) Component

Manufacturing Processes

N08-149 Variable Speed Speech Synthesis

N08-150 Very Rapid Cure Capable Resin and Optimization for Pre-Preg Process Development of Barrier or

Isolation Ply Materials

N08-151 Non-GPS Sonobouy Positioning System

N08-152 System for Multi-Ship Brown-Out Helicopter Landings

N08-153 Digital Method for Improved Custom Hearing Protection Equipment

N08-154 Innovative Approaches for Evaluating Interlaminar Tensile Strength of Ceramic Matrix

Composites (CMCs) at Elevated Temperatures

N08-155 Real-time Spectral Band Optimization for Unmanned Aerial Systems (UAS) Hyperspectral

Camera

N08-156 W-Band Power Amplifier Based on Wide Bandgap Technology

N08-157 Helmet Mounted Display (HMD) Symbology for Rotocraft Degraded Visual Environments

N08-158 Affordable, Lightweight, Universal, Linear Motion

N08-159 Eyesafer Fiber Laser Technology for Shipboard Defense

N08-160 Micro-Lens Array Based Night Vision Optical Components

N08-161 Foveal Imaging Night Vision System

N08-162 High-Quantum-Efficiency Photocathode Development

N08-163 Improved Extrusion and Milling Techniques

N08-164 Innovative Wide Bandgap Accelerated Life Test and Reliability Prediction

N08-165 Processing Signals In High Density Electromagnetic Environments

N08-166 Tools to Support Understanding of Information Uncertainty in Combat Operations

N08-167 Innovative Electronically Scanned Array RF-Photonic Architectures, Components and Sensors

N08-168 Improved Contact Association

N08-169 Radar Power Sources and Power Conditioning

N08-170 Innovative Power Amplifier Gate Thermal Management for Active Radar Systems

N08-171 Reliable Acoustic Path Vertical Line Array

N08-172 High-Efficiency Solid-State S&X-Band Radar Power Amplifiers

N08-173 Intelligent Network Traffic Management

N08-174 Interoperability and compatibility techniques for Counter Radio controlled IED Electronic

Warfare (CREW) and other Radio Frequency Communication

N08-175 Wideband Conformal Antenna

N08-176 Non-Lethal Swimmer Deterrent

N08-177 Offboard Refueling Support System for Unmanned Surface Vehicles

N08-178 Weld Monitoring Quality

N08-179 Robust Deployable Superstructure Enclosure System

N08-180 Adhesives for Rapid Outfitting and Insulation Attachment

N08-181 High Efficiency and High Power Quality Electrical Power Conversion

N08-182 Autonomous Hull Inspection

N08-183 Next generation Combat System Development Approach

N08-184 Automated System (H/W & S/W) Test and Repair Tool

N08-185 Compact, Low Cost, Highly Reliable, Optical Tank Level Sensing System

N08-186 Sensitive Passive Radio Frequency Identification (RFID) Tag Development

N08-187 Pressure Sensitive Adhesive (PSA) Development

~~N08-188 Edge Bonding of Infrared Windows~~

N08-189 Gloves for diver thermal hand protection in cold water environments

N08-190 Air-sea flux, Turbulence, Aerosol and Wave Measurement System

N08-191 Metamaterials for Acoustic Cloaking

N08-192 Comprehensive data-reduction and analysis package for cloud and precipitation particle imager

data

N08-193 Tactical Bioluminescence Navigation Aid

N08-194 Tethered Antennas for Unmanned Underwater Vehicles (UUVs)

N08-195 Next-Generation Marine Atmosphere Observing Instrumentation

N08-196 An Asynchronous SINCGARS (Single Channel Ground and Airborne Radio System) Frequency

Hopping Notch Filter Based on Canceller Technology

N08-198 Topology Management for Directional Antenna-based Networks

N08-199 Imaging Instrumentation System

N08-200 Determination of SSBN ownship ground velocity

Navy SBIR 082 Topic Descriptions

N08-103 TITLE: Autonomic Logistics Tactical Logistics Data Communcation Network

TECHNOLOGY AREAS: Information Systems, Ground/Sea Vehicles, Electronics

ACQUISITION PROGRAM: Embedded Platform Logistics System (EPLS) - ACAT III

OBJECTIVE: This topic is seeks to support two key DoD technology areas, primarily in the Information Systems Technology area supporting development of communications and networking technologies in a mobile tactical environment. In addition the topic supports Ground Vehicles by supporting the development of a real-time situational awareness capability. Specifically, the topic seeks technology to develop and test mobile data communication networks and data management software that will communicate the status of tactical assets in the area of operations and provide in-transit visibility of supporting logistics operations. When tactical assets, such as ground vehicles, are equipped with an embedded sensing and reporting capability they will need to be linked into a communications network that moves timely status information off the platform and to a command platform that can transmit the consolidated data throughout, up and out of theater. The objective is to solve the data reporting problem that exists because of lean communications in the tactical area of operations.

DESCRIPTION: The Autonomic Logistics (AL) Program has the requirement to report logistic information in near real time from each platform/asset within its local unit, up through the area of operations, to the theater and strategic levels beyond. When achieved, this will greatly increase the visibility of actual operational demands and logistic requirements of platforms during operations. With such situational awareness available, the tactical commander now knows how much “fight” is left within his weapons platforms; just as importantly, Logistics planners now readily and accurately know the “sustainment requirements” of in theater units. AL is currently deploying an embedded platform logistic system (EPLS) that will monitor and process individual platform logistic status. This status consists of data elements including: platform health, ammunition and fuel levels, and mobile load information. However, A robust, dynamic, secure communication infrastructure will be required to collect and move this data from the individual platforms. The data will then need to be compiled and rolled up to the command platform to be monitored and transmitted to the theater and strategic levels.

A dynamic, robust, and secure mobile communication network infrastructure will allow the collection and reporting of logistic information between platforms assigned to specific missions. For example the vehicles in a convoy need to be able to transmit individual platform health and status data to a master or command vehicle while on the move with out interfering with tactical operational communications. Another application would support a Light Armored Vehicle (LAV) platoon on a mission where the vehicles are scattered around a specific battle space. Each vehicle should be able to report status and health data back to the command vehicle as they move around the battle space beyond line-of -sight of the command vehicle. A current mesh network design does allow extend range by transmitting through other nodes which demonstrates the advantage of mesh networking. However, we need to develop an affordable data communications system or architecture to support operations in the dynamic or sometimes chaotic tactical environment. The communication network system must be rapidly reconfigurable and allow the acceptance / departure of additional authenticated nodes on the fly. It needs to be able to reliably maintain connection while on the move in all types of terrain including rural and urban areas of operation. Through this innovative research effort we expect to be able to develop a communication architecture that will transmit the data off the platform to establish real-time situational awareness for operational and logistics commanders. The challenge is to reliably collect and consolidate platform health and status data from a number of highly mobile platforms/nodes in a tactical environment. An affordable logistics data network architecture that can support the tactical security, bandwidth, and connectivity requirements without interfering with tactical operational communications has not been developed. In this tactical environment we expect to have platforms/nodes on the move that will drop in and out of connectivity, interference from terrain, man-made obstacles, other communications. The platform data will have to be synced when connectivity is restored without loss of data. The master or command node/platform will need to be able to consolidate the data, populate an onboard Common Operating Picture (COP), and then redirect/transmit the data to a higher level COP via radios or satellite communications. This product will increase the visibility of the tactical level logistic requirements like identifying the support request for repair parts/consumables and tracking of mobile load distribution events from individual systems. The mobile network architecture will support software that includes business rules allowing the network to recognize new nodes on the fly and provide a status of nodes connectivity. This dynamic capability could also be expanded to support Identification Friend or Foe (IFF) between nodes/platforms.

PHASE I: During Phase I we will determine, the scientific and technical approaches for completing the following tasks:

1) Development of a cost effective robust tactical data Communication network capability for transmitting Vehicle health and status in support of Operational and logistics commanders situational awareness.

Network robustness refers to the overall capability and reliability of the network to perform in the anticipated con-ops. Specific concerns include:

1) Dynamically changing topologies resulting from mobile nodes.

2) Scalability with respect to the number of nodes/vehicles in the network and increasing traffic/ network overhead data.

3) Wireless node range and interference with other wireless devices in the ISM bands

4) Meeting Navy/Marine Corps wireless security protocols and requirements

5) Network needs to be “Self Organizing”. All nodes shall have routing capability for network traffic. This routing is constantly updated as nodes move about and as nodes join and leave the network. This shall be done automatically as part of the infrastructure and requires no external control.

6) The network must be capable of supporting at a minimum the bandwidth requirements of the EPLS data package. Ideally the bandwidth should be sufficient to support voice and video transmissions.

7) The network architecture must be capable of syncing data from platforms/nodes that was collected when connectivity was lost without loss of data.

PHASE II: Develop proof-of-concept demonstrators of systems to conduct each task separately or simultaneously.

PHASE III: Integrate proof-of-concept demonstrators with existing AL/EPLS systems and demonstrate.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Commercial applications would include industrial and municipal potential. Affordable robust Communication networks could extend wireless connectivity to areas currently not practical to provide coverage. The Transportation Industry could provide improved monitoring of Fleet vehicles. The Railroad industry could monitor the cars on trains as they drop and add rail cars. Municipalities could network fleet vehicles for more reliable and redundant monitoring and communications in remote locations. Further development of this capability would improve costs and reliability of these systems allowing for consumer use and benefits.

REFERENCES:

1. Initial Capabilities Document for AL

2. AL Critical Design Document (Draft)

3. EPLS Specification

KEYWORDS: Autonomic Logistics, Embedded Platform Logistics System, Net-centric Communications, Situational Awareness. Logistics Data Communication Architecture.

N08-104 TITLE: Development of Single-Layer Universal Combat Uniform Material

TECHNOLOGY AREAS: Chemical/Bio Defense, Materials/Processes

ACQUISITION PROGRAM: PM Infantry Combat Equipment, ACAT III

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: To develop a single-layer Universal combat uniform material proven to endure in any environment including Chemical Biological (CB), rain / snow / ice resistant (WR), flame resistant (FR) and high heat. Typical protective garments such as the current fielded garment (JSLIST) and other developmental concepts use double layer construction consisting of outershell and inner liner that provides CB protection to users in the field. The ultimate uniform is bulky, heavy and very expensive due to the two-layer configuration design, it’s like sewing two uniforms into one. Therefore, effort would be to offer single–layer configuration such to produce a lightweight uniform incorporating CB, WR and FR protection. FR protection would need to be equivalent or better than existing, similar weight commercial FR fabrics.

DESCRIPTION: Use of a Universal Combat material offering CB, WR, and FR protections would be ideally suited for rapid deployment. With compact vacuum package capabilities the uniform can travel easily within cargo pocket, MOLLE, or other means into combat situation. The single layer textile design would offer a highly breathable lightweight comfortable concept uniform in either typical shirt / trouser, coverall i.e. CVC or other design so designated by USMC designers. Garment would be significantly reduced in bulk, weight and requires significantly less sewing. It would be lightweight and comfortable enough to be worn in place of the standard uniforms.

PHASE I: Determine, insofar as possible, the scientific and technical approaches for completing the following tasks: Universal material would possess a level of carbon based / nano-tube additives or other novel means that would effectively assure the current 24 hour CB level of continuous protection from a liquid challenge of 10 gm/square meter against chem. agents HD, GD, and VX after 45 days of wear (720 hours cumulative hours). Fibers shall be inherently FR to provide that form of protection and subsequent WR or Silicone finish would provide a highly protective water-repellency. Uniforms fabricated from Universal fabric would provide high degree of breathability, be lightweight and be capable of providing 45 day wear life. Additionally this material technology can be manufactured into a lightweight single layer chemical duty uniform in lieu of an overgarment and can be tailored to protect against reduced chemical agent challenge levels.

Universal material would possess a high degree of field durability and be launderable up to 25 X’s w/ drying and / or be dry cleanable. Material would address durability issues such as pilling, abrasion, strength, tear resistance, comfort, breathability, water-repellency (WR), Flame-Resistance (FR) at highest possible protection, hand, dyeing / printability and other properties. The goal is develop a garment offering maximum flame and heat radiant protection that is Berry Amendment compliant (Made in USA).

Minimum 5 – 10 yards material would be submitted for full laboratory testing and several uniforms of USMC design for full CB and FR manikin testing.

PHASE II: Develop proof-of-concept uniforms from large scale run of Universal material under field trial conditions. Uniform design and number ranging from 200 -400 uniforms or various combination of uniforms would be submitted as demonstrators for material.

PHASE III: Commit to large scale production capabilities according to Berry Amendment requirements.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Universal material would be suitable for nuclear or other anti-toxic cleanup applications. Furthermore, technologies could be separated for material to possess all three protections, two or even single use. WR and FR protections would be used for outdoor commercial markets such as tentage, tarps and other covers. Material would have multi-service applications and could be extended for CB protective tentage and commercial markets for hunting and other outdoor recreation activities.

REFERENCES:

1. MIL-PRF-MCCUU ATT 1 DTD 12 AUG 2004

2. MIL-PRF-MCCUU ATT 2 DTD 18 ARP 2006

KEYWORDS: Chemical Biological; Flame Resistant; Water Repellency.

N08-105 TITLE: Efficient, Low Emission Generator

TECHNOLOGY AREAS: Ground/Sea Vehicles

ACQUISITION PROGRAM: PM Expeditionary Power ACAT III

OBJECTIVE: The Marine Corps is looking for innovative design concepts to allow small (less than 5 kW) generators to run at partial loads without wet-stacking while improving overall fuel efficiency and reducing emissions. The generator must operate on JP-8 and high sulfur diesel fuels while meeting the EPA Tier 4 engine requirements. A balance of weight, fuel efficiency, reliability/durability and cost should be considered when selecting an approach for this topic.

DESCRIPTION: Current military generators less than 5 kW are often sized for the maximum loads experienced in a mission profile. These generators run at partial loads most of the time. The result is wet-stacking and poor fuel economy. Emissions control often uses exhaust after treatments which foul easily with high sulfur fuels used in some theaters of operation. Innovative concepts are needed to address these issues.

PHASE I: The Phase I effort should focus on scientific research and preliminary designs to be built and demonstrated in Phase II. Research should include, but not be limited to, load following engine controls, enhanced combustion, recovering and recycling unburned fuel from exhaust and hybrid power systems. The design concept selected in Phase I must work in a variety of mission profiles and environmental conditions. The system must operate at evaluated temperatures and humidity ranging from Hot (120°F) to Basic Cold (-24°F) climates and up to 95-percent relative humidity in elevations up to 8,000 feet and in harsh environments of high wind, wind-driven rain, sand, and dust. A trade study will be conducted to determine the best technical approach to be built and evaluated in Phase II. The results of Phase I will be documented in a technical report and briefed to the Marine Corps Systems Command to determine if a Phase II program should be pursued.

PHASE II: The Phase II effort will take the preliminary design generated in Phase I and produce two full sized operational prototypes for testing. The contractor shall develop a laboratory test plan to address, at a minimum: engine performance across temperature, dust, and altitude extremes; power output for regulation, quality, stability and transient response; durability testing of components and full system; and physical performance criteria for size, weight, noise, smoke, and fuel efficiency. Upon Government approval of the test plan, it shall be executed and results reported. The contractor shall make modifications as needed to successfully complete the test requirements. The contractor shall document and provide a Safety Assessment Report of the systems. At least 2 final prototypes or reconditioned/modified prototypes shall be delivered to the government after the contractor testing. These units will be used by the Government in field evaluations and the contractor shall support the evaluation with spare parts and technical advice. A final design review will be held to discuss test results and transition opportunities.

PHASE III: The contractor shall prepare a manufacturing plan and marketing plan to sell his product to the government as well as the private sector. The contractor will make the necessary teaming arrangements with the manufacturers of the components used in this product.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: This system could be applied in any work environment where there is a requirement for portable power and energy systems with high transient loads and low constant loads. Any powered system that must operate in a remote location for an extended length of time would benefit from this project.

REFERENCES:

1. Novel Load Following Control of an Auxiliary Power Unit, Ximing Cheng; Fengchun Sun; Minggao Ouyang, Intelligent Control and Automation, 2006. WCICA 2006. The Sixth World Congress on Volume 2, Issue , 21-23 June 2006 Page(s): 8311 – 8313, Digital Object Identifier 10.1109/WCICA.2006.1713596.

2. The transient self-excitation of a switched reluctance generator, Schofield N, Long SA, Source: JOURNAL OF APPLIED PHYSICS 97 (10): Art. No. 10Q501 Part 3, MAY 15 2005.

3. Automotive Fuel Economy: How Far Can We Go?, Committee on Fuel Economy of Automobiles and Light Trucks, National Research Council.

4. Hybrid Power System with a Controlled Energy Storage, Eduard Muljadi, Senior Member, IEEE, Jan T. Bialasiewicz, Senior Member, IEEE.

5. Continuous Combustion General Purpose Engine System, Jerry E. Kashmerick, Kashmerick Engine Systems, LLC and Timothy A. Shedd, University of Wisconsin-Madison.

KEYWORDS: Wet-Stacking; Hybrid Power; Load Following; Recycling Unburned Fuel; Fuel Efficiency; Low Emissions.

N08-106 TITLE: Miniature Rapid Accurate Non-Magnetic Azimuth Sensor

TECHNOLOGY AREAS: Ground/Sea Vehicles, Sensors, Weapons

ACQUISITION PROGRAM: Fire Support Systems ACAT IV

OBJECTIVE: This topic seeks technology to determine azimuth for a hand-held and tripod mounted targeting system. The sensor shall not depend on the earth’s magnetic field, GPS, or triangulation to determine the observer to target azimuth as referenced to True North. The sensor shall be small enough such that it can be integrated into targeting systems, be able to determine azimuth within a minimum set-up time, and accurate enough to enable the use of precision guided weapons at long standoff ranges. There are handheld systems currently fielded and under development that provide ideal platforms for immediate transition for this technology.

DESCRIPTION: Current precision guided weapons far exceed the target location accuracy that is generated by the combination of a handheld laser range finder, digital magnetic compass, and GPS for self location. These weapons require accuracy greater than 10 meters TLE. The system must obtain 2 mil accuracy to meet the TLE requirement at a standoff range of 5km. The goal of this SBIR is to replace the digital magnetic compass with an azimuth sensor that does not depend on the earth’s magnetic field, or GPS, or triangulation to determine the observer to target azimuth as referenced to True North, nor rely on any of these technologies to assist in determining True North. The sensor must be designed such that it can not be electronically jammed nor magnetically interfered; but can be either integrated into or attached to existing and future man-portable targeting equipment in future GWOT and battlefield environments.. The sensor may be incorporated into a tripod. Size, weight, accuracy, and setup time are of primary importance.

PHASE I: Determine, insofar as possible, the scientific and technical approaches for completing the following tasks:

- Determine the sensor components, trade-offs (including size, weight, power consumption, setup and measurement time, etc) required to achieve 2 mil (one sigma) azimuth sensor.

- Determine a method to interface the sensor with existing and future laser range finders and laser designators.

- Investigate tactics, techniques, and procedures necessary to use the sensor system.

PHASE II: Develop proof-of-concept demonstrators of system. Fabricate prototype sensors and evaluate the sensor as an integrated part to its parent system.

PHASE III: Integrate proof-of-concept demonstrators with existing laser range finder and designator systems.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Application to recreation and other sporting activities, rescue operations and anything else the requires determination of direction. Many commercial applications would benefit from a rapid and highly accurate miniature azimuth sensor. These include, but are not limited to: survey equipment, wireless communications, personal navigators such as GPS equipped cell phones or PDA’s, land and sea transportation and recreation equipment.

REFERENCES:

1. Initial Capabilities Document for the Joint Effects Targeting System.

2. Operational Requirements Document for the Advanced Eyesafe Rangefinder Observation Set.

3. Operational and Organizational Concept for a Target Location, Designation and Handoff System.

N08-107 TITLE: Flexible Body Armor

TECHNOLOGY AREAS: Materials/Processes, Battlespace, Human Systems

ACQUISITION PROGRAM: Family of Ballistic Protective Systems PM Infantry Combat Equipment ACATIV

OBJECTIVE: This topic seeks a lightweight flexible body armor system incorporating a shear thickening fluid or other technology that provides NIJ-IV level protection. The system shall be capable of providing protection from M80, APM2, M855, M993, and M995 rounds at muzzle velocity. The system shall provide flexibility for movement within the torso. The ballistic ensemble weight should not exceed 8 lbs/sq.ft. The flexible ballistic plates shall be resistant to adverse effects associated with aging, wear, and exposure to environmental factors such as humidity, moisture, extreme temperatures, and UV light.

DESCRIPTION: The rigid chest plate worn with the flexible vest as part of the body armor inhibits natural movement in the torso. The Marine Corps seeks ballistic protection that provides NIJ Level IV protection, but is flexible to allow for increased movement within the torso. The system should be compatible with the current and future USMC personal protective equipment (PPE).

PHASE I: Determine, insofar as possible, the scientific and technical approaches for the completion of the tasks:

- Determine suitable materials to enhance the ballistic performance of the material without adversely affecting weight, comfort, or flexibility.

- Provide a comprehensive analysis of the ballistic properties of this material.

PHASE II: Develop proof-of-concept demonstrators of systems to demonstrate possible configurations and properties within, including high energy ballistic impact testing.

PHASE III: Integrate proof-of-concept demonstrators with existing fielded protective equipment.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: This technology has application is the tactical and law enforcement sector to improve concealable body armor and vests currently in use. This technology facilitates movement, increasing the survivability and lethality of personnel in the law enforcement and military sector.

REFERENCES:

1. "New Body Armor Technology Aids Athletes". 25 February 2006. <http://www.cbsnews.com/stories/2006/02/25/ap/tech/mainD8FVRME0E.shtml>.

2. "How Liquid Body Armor Works". 21 December 2007. <http://science.howstuffworks.com/liquid-body-armor1.htm>.

KEYWORDS: Ballistic; impact; armor; polymer; fragmentation; shear thickening.

N08-108 TITLE: Wireless Battery Charging Methods for Distributed Soldier electronic Devices

TECHNOLOGY AREAS: Ground/Sea Vehicles, Electronics

ACQUISITION PROGRAM: PM Expeditionary Power Systems and PM Marine Expeditionary Rifle Squad

OBJECTIVE: Develop the capability to wirelessly recharge batteries in mission critical equipment such as thermal weapons scopes to reduce Warfighter mobility limitations imposed by extensive electrical wiring.

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. Many of these devices use rechargeable batteries, but not the same style batteries. Current domestic and international soldier modernization programs are attempting to provide a centralized power for all electronic power consuming devices from a single power source to reduce weight and increase redundancy. However, the introduction of a centralized power source has lead to a growth in electrical connections and wiring that now prohibitively limits Warfighter mobility while also introducing new fault pathways, such as connector breakage, into the Warfighter system. This topic seeks innovative approaches to applying technologies to provide efficient and direct recharge of critical electronic equipment, such as remote mounted thermal weapons scopes, by means of wireless, connector-free electrical interfacing via inductive coupling or other possible means. Low system cost, satisfactory human and electrical component safety, high energy transfer efficiency, as well as low ovcerall total system weight (to include batteries, chargers, interconnectivity, etc.) are paramount.

PHASE I: Evaluate methodologies, such as high efficiency inductive couplings, and solutions to most efficiently (size, weight, energy transfer etc.) recharge distributed portable electronics via wireless energy transfer from a centralized power source for critical items such as thermal weapon scopes. This study shall address all critical items designated by USMC at program initiation that are carried on the Marine. At the completion of phase one there shall be trade-studies, preliminary designs and models, technical characteristics, and graphical representations of all proposed technology solutions. At program initiation, the Government will provide a set of critical mission equipment to target. Phase One Option efforts will address physical full-scale (non-working required, working desired) mockup representations of all proposed items.

PHASE II: Demonstrate and deliver a prototype wireless recharging system using the system concept developed in Phase I. This prototype must be rugged, deployable on military aircraft and ships, fully supportable worldwide, and reliable.

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

PRIVATE SECTOR COMMERCIAL POTENTIAL: Many electronic items employed by the Distribution Operations Squad are commercial based items. Novel means to electrically recharge distributed portable electronics from a centralized power source is of growing interest in the commercial sector. Several companies have developed wireless recharging products for mobile electronic devices such as cell phones and toothbrushes. This effort will lead to higher efficiency wireless charging, reduced costs, and improved ruggedness for operation in military environments.

REFERENCES

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

2. www.dtic.mil/ndia/2004issc/wednesday/richter.ppt

3. http://www.siemon.com/us/white_papers/02-03-22-emi.asp

4. http://www.splashpower.com/Press/News_Oct_2002.html

KEYWORDS: wireless power distribution; wireless battery recharging

N08-109 TITLE: “Smart Dust” and Nanotechnology for Joint Weapons Systems Diagnostics/Prognostics

TECHNOLOGY AREAS: Materials/Processes, Sensors, Electronics, Battlespace

ACQUISITION PROGRAM: Automatic Test Equipment - ACAT III

OBJECTIVE: Develop highly integrated,ultra-miniature, non-obtrusive, wireless, sensory systems for greatly enhanced weapons systems diagnostics to the Light Armored Vehicle (LAV). These micro-miniature technologies would aid greatly in the collection of on-system weapons systems information for diagnostics and prognostics purposes. This will tie into current Joint Service efforts such as GCSS/GCCS by providing unparalled visibility into the status and maintenance condition of a specific weapons system platform.

DESCRIPTION: Maintainers lack visibility into their equipment beyond any built in test or embedded diagnostics capability that the weapon system might possess. Recent advances in microelectrical-mechanical systems(MEMS) and nanotechnology should allow the integration of a class of devices small enough to be rapidly placed on legacy equipment with minimal/no visible alterations to the equipment itself.

When maintenance is performed, having ultraminiturized sensor capability within the system would provide precise knowledge of the system condition and allow dramatically increased diagnostics capability, with rapid pinpointing of the system’s problem. Therefore, accuracy, speed of diagnosis, and unprecedented visibility into weapons systems behavior and possible incipient failure would be aided by this type of technology.

This effort would combine the latest in state-of-the-art micro- and nano-system device and integration technologies into an autonomous smart micro/nanosensor device for application to diagnostics/prognostics monitoring of legacy DoD ground based vehicles and telecommunications equipment.

The resulting devices will explore a variety of current/emerging micro and nano sensor technologies. They will employ sensor fusion capability, include networkability through common standards such as the IEEE 1451 standard, provide extremely low power and short range wireless capability (using multiple technologies based on need and environment, i.e. RF, infrared, UWB, et.), and make use of emerging power scavenging techniques for extended lifetime. This system could potentially be adaptable to any weapon system or equipment within the DoD.

PHASE I: Develop a concept for the smart dust sensor type for the LAV and a separate processing node device capable of interfacing with potentially hundreds or thousands of smart dust sensors. For the purpose of this initial effort, the conceptual design shall be capable of accommodating of up to 50 sensors. This design will include the overall device architecture concept and implementation, and communication protocols. The initial sensorial focus will be on current,voltage, and temperature sensing. The concept will also consider the range of emerging power scavenging and sourcing technologies to help dramatically extend operational lifetimes.(i.e. vibration, heat, sound, voltage, isotopic, current power scavenging). Consideration of a larger common data processing node device to be able to collate the information from the ‘net’ of sensors. Environmental constraints posed by the mix of climates and conditions (mud, oil, sand, moisture etc.) encountered worldwide to these sensors will be explored and the methods considered to provide mitigation. Standardized systems engineering concepts for this technology will be proposed that stabilize sensor placement methodologies and other considerations.

PHASE II: Using prototype sensors and processing node prototype, network test a autonomous smart dust technology for diagnostics on a specific DoD system (such as LAV or other systems). This phase will also include selection of a candidate DoD system for initial tests of prototypes, and the documenting of the diagnostic requirements of that system. The prototype smart dust devices will employ multiple sensors, and will be integrated into the LAV system for tests. Using economies of scale technologies such as employed by the semiconductor industry, consideration will be given to create a set of adaptable technologies that will drive eventual costs to be a dollar or less per wireless, multi-capable sensor. Size consideration goal is for a complete sensor class each smaller than an aspirin. The processing node technology will be capable of communication to a maintainer or via emerging maintenance shared data environments such as GCSS.

PHASE III: Design and employ a series of smart dust systems providing diagnostics/prognostics technologies of unprecedented penetration and low cost for commercial, DoD and Federal Government applications.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Devices of the type developed in this effort would find wide-spread application in commercial activities involving fleets of in-service equipment such as the airline and shipping industries, as well as any systems requiring remote sensing.

REFERENCES:

1. "Smart dust protocols for local detection and propagation" ACM Workshop On Principles Of Mobile Computing Proceedings of the second ACM international workshop on Principles of mobile computing Toulouse, France, Pages: 9 - 16, Year of Publication: 2002. ISBN:1-58113-511-4.

2. "Intelligent Sensor Validation and Fusion with distributed (MEMS Dust) Sensors", Shijun Qiu*, Dept of Mechanical and Electrical Engineering

Xiamen University, China, Alice M. Agogino, Jessica Granderson

Department of Mechanical Engineering, University of California, Berkeley.

3. "Smart Sensor Networks", David Rees, Smart Sensing Project CSIRO Telecommunications and Industrial Physics, March 04, 2002, TIPP 1476.

http://www.smartspaces.csiro.au/docs/SmartSensorNetworks.doc.

4. "AAAV Prognostic System Trade Study" Power Scavenging Technology

Conducted by Penn State ARL, January 15, 2003.

KEYWORDS: MEMS, Nanotechnology, Microsystems, Power Scavenging, Condition-based Maintenance, Microsensors, Nanotubes.

N08-110 TITLE: Hollow Fiber Freeze Thaw Filter

TECHNOLOGY AREAS: Materials/Processes

ACQUISITION PROGRAM: PM Infantry Combat Equipment

OBJECTIVE: Research and test a practical method for preventing damage to hollow fiber water filtration media subjected to freezing and thawing. A practical method must NOT make the resultant system so heavy and bulky as to negate the weight and size advantage of hollow fiber filtration media.

DESCRIPTION: Hollow fiber (HF) water filtration media is comprised of many small diameter thin walled polysulfone tubes with porous walls arranged in a housing. This allows packing a very large filter area in a very small and lightweight container. This filtration media is the first with a low enough pressure drop to allow a soldier to drink directly through a reasonably sized filter without undue effort.

Hollow fiber filtration media has a significant shortcoming: The current versions do not survive freezing and thawing consistently. Current research suggests that the mechanism of damage is not rupture due to the expansion of the water as it freezes but mechanical damage done by ice crystal growth. A practical method to prevent this damage must be found if the weight and size advantages of hollow fiber are to be realized.

The Marine Corps desires an individual water purifier (IWP) filter capable of withstanding freezing conditions and maintaining performance upon thawing.

The current Marine Corps IWP block I filter uses 1,150 0.5mm diameter x 0.1mm wall hollow fiber microfilter tubes packed into a 33mm diameter x 55mm long housing. The hollow fiber is looped and both ends of each fiber are potted into polyurethane. The flow is from the outside of the fiber to the inside of the fibers, then out at the potting. This configuration yields a flow rate of 1.0 (liter per minute,lpm)at a pressure drop of 1.0 psi with a pore size of 0.2 micron (microfilter). Total weight of the HF module including housing and potting is about 50 grams.

A "practical" filter system would not increase the weight and/or bulk by more than 50%. The solution could be anything from a stronger fiber to an active system to prevent the water from freezing. The most successful system will increase the weight and bulk the least and not require any additional consumables.

PHASE I: Evaluate the freeze behavior and confirm the failure mode of the hollow fibers. Identify and rank freeze/thaw alternatives.

PHASE II: For top three alternatives, manufacture freeze/thaw filter prototypes and test in the lab under freezing conditions. Thaw filters and verify microbiological performance.

PHASE III: Downselect and pick best candidate solution for freeze/thaw filter capability. Produce 300 to 400 filter samples and test under field conditions.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Civilain outdoor/camping activities as well as survial environments represent an extremely large market of theis capability.

REFERENCES:

KEYWORDS: Hollow fiber; filtration; filter; water filtration; water purifier; freeze/thaw alternatives.

N08-111 TITLE: Objective Live-Training Infantry Performance Metrics for Automated After Action

Review

TECHNOLOGY AREAS: Information Systems, Human Systems

ACQUISITION PROGRAM: PMTRASYS ACAT III

OBJECTIVE: To investigate and develop computer-based infantry team performance assessment tools that utilize objective data captured during live training, that can be integrated into After-Action Review systems, and that automate the tagging of events where feedback on team performance would be desired by Marine Corps instructors.

DESCRIPTION: Live training remains the preferred method of training for Marine Corps infantry operations. However, live training exercises are often too long (lasting hours to days), and too large (both in the number of trainees and the physical field of operations) for instructors to view, process, and provide feedback on all of the training relevant events that take place. A single building clearing exercise in urban combat training, for example, could involve anywhere from 13 to 40 trainees moving in a distributed, but coordinated manner, both outside and inside the building – with trainees searching and engaging hostile or neutral role-players in multiple rooms and on multiple floors at the same time. More and more live training facilities are being instrumented with both video-recording and trainee tracking systems, however, unprocessed recordings of live training exercises are often too large to be of use for timely After Action Review (AAR).

Computer-based tools are needed to analyze time series and/or discrete event data, identify deviations from desired team performance, and automatically annotate video-recordings or other data logs. Analyses comparing coordinated movement through an exercise to those previously identified from expert behavior datasets, for example, could be used as a means to “flag” instances where coordination breaks down (Jirsa and Kelso, 2005). Instructors could then construct AAR feedback more quickly by screening just these instances. Other sources of data in training exercises that may be recorded and available for computer-based analyses might include audio communications, and the timing, source, and site of impact for shots fired (Lampton et al, 2005, Salas et al., 2007). A system capable of identifying deviations from desired team performance would enable Marine Corps instructors to screen large training logs for rapid preparation of AAR materials.

PHASE I: Conduct a study that (1) identifies and demonstrates computational algorithms for recognizing deviations from desired team performance based on team movement, communications, and/or discrete actions within a live room-clearing exercise; and (2) proposes a framework for expanding these methods to handle team performance assessment in an indoor/outdoor live urban combat environment.

PHASE II: Implement the proposed framework and demonstrate its effectiveness in assessing live team performance as part of an AAR system. Ideally, development and validation of the team performance assessment algorithms would be carried out with Marine Corps subject matter expert input and guidance.

PHASE III: Refine and integrate the validated framework and its associated systems into Marine training facilities.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Successful development of the proposed team training assessment technologies should have application within commercial and industrial facilities where coordinated and cohesive team performance enhances safety, improves productivity, and/or offers significant cost savings.

REFERENCES:

1. Lampton, DR, Cohn, JV, Endsley, MR, Freeman, J, Gately, MT, Martin, GA. “Measuring Situation Awareness for Dismounted Infantry Squads: Automated assessment and feedback strategies.” Volume: 2005 INTERSERVICE/INDUSTRY TRAINING, SIMULATION & EDUCATION CONFERENCE (I/ITSEC).

2. Jirsa VK, Kelso JAS “The excitator as a minimal model for the coordination dynamics of discrete and rhythmic movement generation.” JOURNAL OF MOTOR BEHAVIOR 37 (1): 35-51 JAN 2005.

3. Salas E, Rosen MA, Burke CS, Nicholson D, Howse WR. “Markers for enhancing team cognition in complex environments: The power of team performance diagnosis.” AVIATION SPACE AND ENVIRONMENTAL MEDICINE 78 (5): B77-B85 Suppl. S, MAY 2007.

KEYWORDS: Team training; live training; behavior; team coordination; team cohesion; team communication.

N08-113 TITLE: Electrochemical Oxidation Technology

TECHNOLOGY AREAS: Materials/Processes, Human Systems

ACQUISITION PROGRAM: PM Infantry Combat Equipment, ACAT IV

OBJECTIVE: Research and test alternatives to existing industry standard electrochemical (EC) technology used in portable water purification applications. Evaluate operational performance based upon resistance to anode contaminates, increased current densities, effectiveness at removing microbiological organisms and minimizing/optimizing electrode substrate thickness and size.

DESCRIPTION: The generation of on-demand disinfection solution for individual-use water treatment requires an EC technology. Current ECs utilize conventional dimensionally stable anodes (DSA) to generate free available chlorine for disinfecting drinking water. DSAs perform well in batch and flow-through ECs, but are susceptible to premature anode failure when questionable salt is utilized as feed electrolyte to the cell. Current research shows that Hi-performance electrodes (HPE), such as boron doped diamond, offer several advantages to the user, including reduced cost, fewer consumables, and longer life. While recent research indicates the improved possibilities, the design parameters and resulting chemical constituents have not been rigorously proven.

Novel EC technologies with the ability to perform longer under adverse conditions are sought. Metrics for success will include resistance to corrosion and fouling relative to existing technologies, ability to produce effective advanced oxidants, such as ozone or hydroxyl radicals, size, and cost. Performers will demonstrate the ability to meet these criteria by building prototypes and conducting rigorous testing. Cost considerations will also contribute to engineering design. Methods to determine engineering success will include fouling tests and evaluation of optimal operational parameters for extended product life. Methods to determine disinfection effectiveness will be based upon removal of microbiological organisms within the drinking water.

PHASE I: Evaluate the best EC performing materials. Build prototype electrolytic cells for concept demonstration.

PHASE II: Incorporate lessons learned from prototype electrolytic cells and perform stringent comparative efficacy tests on up to 10 promising EC technology candidates. Stringent efficacy tests should include metrics that assess engineering performance, and effectiveness against microorganisms.

PHASE III: Build four units for field evaluation. Collect and evaluate field evaluation data, and obtain user feedback. 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 end user as a viable system for incorporation in the field and for full-production and commercialization runs.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Development of the technology represents the potential to be low-cost for individual water purification. Products could easily be commercialized and used by outdoor enthusiasts and international travelers where water at the point of entry to buildings is often suspect.

REFERENCES:

KEYWORDS: Electrochemical; EC; portable water purification.

N08-114 TITLE: Anodizing of Aluminum Parts for Small Arms

TECHNOLOGY AREAS: Materials/Processes

ACQUISITION PROGRAM: ACAT III

OBJECTIVE: Develop innovative approaches for anodizing large numbers of small parts, fabricated from aluminum alloys, without the need for individual racking of parts.

DESCRIPTION: The Marine Corps processes a large number of small parts for small arms, and imparts corrosion protection and aesthetic qualities to those parts by anodizing. The parts of interest include but are not limited to bellcranks, M16 receivers, trigger housings, door mounts, and hinge brackets. The alloys of interest include those from the 5xxx and 7xxx series, as well as 355-T6 and 356-T6. Currently, the small parts are racked using compression on aluminum prongs, on racks with successive prongs, or on finger-like attachments. However, the racking process is time consuming and inefficient, and the Marine Corps seeks a batch process for anodizing large numbers of small aluminum parts. The key drivers for anodizing parts are uniformity, with avoidance of surface problems such as burning and formation of powdery deposits. The desired thickness of the anodized layer is 0.001 + 0.0002 to 0.002 + 0.0003 mils. Sometimes a clear anodized layer is required, although typically a black matte dye is used. The uniformity of the anodized layer is determined using visual appearance of color when dyes are used, for example, MIL-STD-595 for M16 receivers.

This topic requests innovative approaches that can meet the need for bulk anodizing of small parts. The robustness of the manufacturing technology will be established by the range of parts that can be anodized using a non-racking approach, and the uniformity of the anodized layer on the parts. The need for high reliability and reproducibility of the anodized coating is paramount, and will be established by rigorous testing.

PHASE I: Based on a part that is representative of the small parts typically anodized by the Marine Corps, design and build a small-scale fixture for bulk anodizing. Demonstrate proof-of-concept of the proposed bulk anodizing approach using this fixture and part. Identify a range of parts that could be tested in a Phase II program. Provide a conceptual design of prototype hardware that will be built in the Phase II program for pilot-scale bulk anodizing.

PHASE II: Build upon the Phase I work to produce prototype hardware for pilot-scale anodizing of small parts in Phase II. Optimize the anodizing process and develop a library of process parameters that cover anodizing requirements for a wide range of parts. Perform testing of the anodized parts and compare the performance and reliability of those parts with those obtained with state-of-the-art anodizing processes. During this Phase II program, work closely with the DoD to ensure that military specifications will be met by this technology.

PHASE III: The offeror shall work with a DoD prime contractor to transfer the pilot-scale capability to full-scale production.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: This technology will have application to the commercial marketplace, which requires robust, high-reliability anodizing and manufacturing technologies.

REFERENCES:

1. MIL-A-8625: Anodic Coatings for Aluminum and Aluminum Alloys

KEYWORDS: Aluminum anodizing, small parts, small arms, manufacturing

N08-115 TITLE: Rugged and Durable Fiber Optic Replacement

TECHNOLOGY AREAS: Air Platform, Information Systems, Electronics

ACQUISITION PROGRAM: F-35-Joint Strike Fighter; ACAT I

OBJECTIVE: Develop a rugged and durable drop-in fiber replacement that would provide a versatile platform for a number of photonic network-centric military avionic network applications.

DESCRIPTION: Fiber optic networks in aircraft are becoming a reality. Aviation requirements such as shock, vibration, thermodynamic, and fleet maintenance make this technology deployment extremely challenging. A fiber based backplane fabric serves as a basic foundation for the mission computer intercommunication paths. Furthermore, ribbon fiber suitable for pigtailing fiber optic transceivers mounted on circuit card assemblies serves as the basic interconnect between active optoelectronic components and fiber based backplanes. This type of fiber interconnect is subjected to tight bending and is currently very fragile and requires meticulous handling by the board designers. Some of the fibers are routed throughout the aircraft with convoluted tubing as protection. A more durable, reliable, and compact fiber optic replacement that is equivalent to or higher in performance that the current fiber material is needed to meet the military adverse environmental conditions.

The new material should require less cable protection than the current silica-based fiber optic material due to its higher strength characteristic and resistance to breaking due to handling. The new material will be applied to both digital (1 to 10 Gb/s) and analog (to 20 GHz) fiber optic systems, including both fixed wavelength (i.e., 850 nm, 1300 nm, 1550 nm) and multiwavelength (i.e, wavelength division multiplex (WDM)).

Selection criteria for the replacement material must be based on durability, reliability, affordability, and drop-in fiber replacement performance. The fiber optic devices must be capable of both 2.5 and 10 Gb/s data transmission in an avionic representative 50, 62.5 and 100 micron graded index multimode core and 9 micron mode field diameter single-mode fiber optic cable plant environment (i.e., –55 to +165 ºC ambient operational temperature range, 100 meter long transmission distance).

PHASE I: Design and develop alternative cable plant material that can replace current fiber optics.

PHASE II: Develop and test a prototype new fiber replacement package over the full – 40 to +100 oC ambient temperature range.

PHASE III: Demonstrate that the new fiber optic material will perform within the specified range in adverse environments and transition it to a military platform.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Private sector applications include computer and telecommunication networks incorporating fiber optic interconnects.

REFERENCES:

1. Beranek, M.W.; Avak, A. R.; and Van Deven, R. L., “Military Digital Avionics Fiber Optic Network Design For Maintainability And Supportability,” IEEE Aerospace and Electronic Society Systems (AESS), vol. 21, no. 9, pp. 18-24, 2006.

2. Glista, Jr., A. S. and Beranek, M. W., “Wavelength Division Multiplexed (WDM) Optical Technology Solutions For Next Generation Aerospace Platforms,” IEEE/AIAA 22nd Digital Avionics Systems Conference Proceedings, 2003.

3. Beranek, M.W., “Fiber Optic Interconnect And Optoelectronic Packaging Challenges For Future Generation Avionics,” Proceedings of SPIE, Vol. 6478, pp. 647809-1 to 647809-18, 2007.

KEYWORDS: Fiber Optics; Interconnect; Networks; Wavelength Division Multiplexer (WDM); Telecommunication; Multi-Wavelength.

N08-116 TITLE: Open Data Distribution Service (DDS) for use in a real time simulation laboratory

environment

TECHNOLOGY AREAS: Information Systems

ACQUISITION PROGRAM: PMA-231; E-2 Hawkeye Early Warning and Control Aircraft; ACAT I

OBJECTIVE: Use Open DDS, consistent with the Object Management Group (OMG) specification, to provide an open architecture solution to interprocess communications between real-time simulation applications and services.

DESCRIPTION: The OMG adopted the Common Object Request Broker Architecture (CORBA) as a standard means to promote distributed computing. The military and other industries attempted to use CORBA in real time situations and discovered it did not support distributed computing in a real time environment. Other approaches were deployed to support simulations: Distributed Interactive Simulation, High Level Architecture, etc. Over the years, data centric publish and subscribe tools were developed to foster distributed computing in a real time environment. The recent Data Distribution Service specification represents documentation of a standard for those types of products. The goal is to determine if a DDS-like approach could be used within a distributed simulation environment.

PHASE I: Determine the technical feasibility of using an open source DDS implementation in a distributed simulation environment. Define and determine the capabilities of the DDS, specify a Software Developer’s Kit (SDK) for distributed simulation laboratories, identify required testing to validate the SDK, and identify the required maintenance to keep the DDS functioning with evolving technology.

PHASE II: Develop, demonstrate and validate an SDK based on the Phase I design. Test for latency in representative applications. Adapt the SDK for different operating system hosts, and demonstrate a production ready sample, to include a distributed simulation application framework and associated development artifacts, such as UML or Data Flow diagrams.

PHASE III: Integrate the DDS middleware into an existing distributed simulation laboratory environment using the SDK. Develop a production quality, automated tool for generating much of the DDS code from existing C/C++ header files.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The application of this technology would be applicable to any hardware in the loop simulation laboratory that currently uses HLA and DIS tools. Further, the code generation tool is applicable to any C/C++ application wanting to use the DDS middleware for its interprocess communications.

REFERENCES:

1. “Data Distribution Service for Real-Time Systems Specification” http://www.omg.org/cgi-bin/doc?formal/07-01-01.

2. "An open standards approach to real-time COTS-based simulator design", Dr. Rajive Joshi; http://www.embedded.com/columns/technicalinsights/190300032?_requestid=628713.

3. “DDS and Distributed Data-centric Embedded Systems”, Stan Schneider;

http://www.ddj.com/embedded/196601852.

KEYWORDS: Data Distribution Service; Distributed Simulation; Open Standards; Real Time Middleware; Data-Centric Publish-Subscribe; Quality of Service (QoS); Data Location Reconstruction Layer (DLRL).

N08-117 TITLE: Rapid Tactics Development Using Existing, Low-Cost Virtual Environments

TECHNOLOGY AREAS: Information Systems, Human Systems

ACQUISITION PROGRAM: PMA 205 - Aviation Training Systems

OBJECTIVE: Develop capabilities that allow existing, low to medium fidelity virtual environment technologies to rapidly create human behavior models to support experimentation, training and analysis of air and subsurface tactics.

DESCRIPTION: Traditional human behavior model development processes are slow and expensive. The process typically begins with some form of knowledge acquisition; the goal being to capture what the behavior's functions are. This data is often captured in the form of a requirements document, a conceptual model, a task analysis, etc. The data is then used by an analyst or engineer to design the human behavior model. The design specifies how the model will perform the required functions. The design must consider the user interface, the operating environment, the required inputs and outputs, performance characteristics, and other details. Once the design is approved, the development, integration, and testing processes iterate until the model is complete.

Various techniques have been employed to attempt to reduce the time and cost of developing human behavior models (and software in general). Minor improvements have been achieved through abstraction, reuse, and other strategies. Major improvements are needed in the ability to apply knowledge directly to the solution. There is too much ambiguity and opportunity for human error in current practices. Furthermore, our enemies are adapting at a rate that exceeds our ability to appropriately respond using traditional methods.

Virtual environments provide an opportunity for subject matter experts to apply their knowledge directly to the human behavior development solution. This SBIR seeks the development of processes and technologies to leverage existing, low-cost virtual environments in the development of human behavior models. The objective is for subject matter experts to create new human behavior models by executing them in a virtual environment. For example, rather than defining, designing, building, and testing a new air to air tactic using traditional methods, an operator could simply execute the tactic in an existing virtual environment. The resulting "behavior" can then be captured and adapted/replayed for experimentation, training, and/or analysis.

This effort must leverage existing, low-cost COTS/GOTS (Commercial Off-the-Shelf/Government Off-the-Shelf) virtual environments and simulation tools. Examples include, but are not limited to, Delta3D, Microsoft Flight Simulator, SIMbox, Sub Command, etc. The ability to capture the behavior, replay it, and apply it in alternative ways (e.g. on different military platforms, in different geographic environments, in different tools, etc.) is imperative. Simulation-independent solutions are preferable. Although the initial application of the process/technology is in the air and subsurface domain, a domain-independent solution is desired. Consideration should also be given to existing Navy standards for modeling, simulation, and interoperability.

PHASE I: Determine the feasibility of and design a non-functional architecture for capturing, replaying, and altering human behavior models developed using virtual environments. The architecture should clearly articulate the functions, interfaces, and relationships between the components and how they will achieve the desired objectives.

PHASE II: Further develop the architecture and demonstrate its ability to implement, capture, replay, and augment air and subsurface human behavior models.

PHASE III: Integrate Phase II capabilities into the Navy's modeling and simulation architecture.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: This technology will be directly applicable to federal aviation, law enforcement, and homeland defense organizations. Current training systems require extensive time and money to update/create human behavior models. This SBIR, if successful, will deliver simple, effective tools for the development of human behavior models that are readily extensible for use in other environments.

REFERENCES:

1. Gergle, Darren; Rose, Carolyn P.; Kraut, Robert E. 2007. Modeling the Impact of Shared Visual Information on Collaborative Reference. CHI Proceedings, 1543-1552. http://www.soc.northwestern.edu/dgergle/pdf/CHI2007-GergleRoseKraut-ModelingSharedVis.pdf.

2. Steinfeld, Aaron; Fong, T; Kaber, D; Lewis, M; Scholtz, A; Scholtz, J; Goodrich, M. (2006). Common Metrics for Human-Robot Interaction. NASA Publications. http://ic.arc.nasa.gov/publications/pdf/1135.pdf.

3. Corey, M.; Traumy D; Laney C. Swartouty, W; Marsellaz S.; Gratchy J; Van Lenty, M. (2006). Teaching Negotiation Skills through Practice and Reflection with Virtual Humans. Information Sciences Institute University of Southern California. http://people.ict.usc.edu/~lane/papers/jmst-saso-xai.pdf.

4. Goodman, B; Drury, J; Gaimari, R; Kurland, L; Zarrella, J. (2006). Applying User Models to Improve Team Decision Making. MITRE TECHNICAL REPORT, Center for Integrated Intelligence Systems, Bedford, Massachusetts. http://www.mitre.org/work/tech_papers/tech_papers_07/06_1351/06_1351.pdf.

5. MAGY SEIF EL-NASR and BRIAN K SMITH. Seif El-Nasr, M; Smith, B. (2005). Learning through Game Modding. Penn State, Information Sciences and Technology. http://faculty.ist.psu.edu/SeifEl-Nasr/conference/LearningByBuilding-SeifEl-NasrSmith.copyed.pdf.

KEYWORDS: Modeling; Simulation; Human Behavior; Training; Intelligence; Games.

N08-118 TITLE: Development of Methodology for Moving Body Simulation Based on Computational

Fluid Dynamics

TECHNOLOGY AREAS: Air Platform, Weapons

ACQUISITION PROGRAM: F-35 Joint Strike Fighter Program Office, ACAT ID

OBJECTIVE: Develop innovative approaches for a time-accurate computational fluid dynamic (CFD) solution for moving bodies with control surfaces.

DESCRIPTION: CFD can be used to certify a store for safe release from the parent aircraft. In this approach, grids around the aircraft and stores need to be generated. For the past 20 years, the structured overset grid method has been successfully applied to store separation and validated against flight test. The drawback of this method is the excessive time and effort required to generate structured grids and ensure proper interpolations for overset grids. Two to three months are required to generate and assemble structured grids for store separation analysis, which leads to a delay in store certification. There is a strong need to automate or expedite the grid generation process for faster CFD solutions to support test and evaluation in a timely manner. Recently, there have been some efforts to attack moving-body problems with unstructured overset grid and deforming unstructured grid approaches. Compared to structured grids, unstructured grids can be generated quickly. However, the unstructured grid technology is not yet mature enough to be applied to moving body problems. For unstructured overset grid methods, handling the failed interpolation grid points, called “orphan points” is still an issue. On the other hand, large deformation and excessive computational requirements are issues that still need to be resolved for deforming unstructured grid approaches. A possible approach could be the combined use of Cartesian and unstructured overset grids but other innovative solutions will also be considered.

PHASE I: Develop a methodology for moving body simulation based on CFD and demonstrate feasibility by performing simple analysis.

PHASE II: Fully implement the methodology into a usable analysis tool. Perform preliminary validation and verification through analysis and testing

PHASE III: Transition the technology to the DOD weapon community and commercial aerospace industry.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Potential commercial applications include the aerospace industry and the weapon compatibility related aerospace industry.

REFERENCES:

1. Pandya, M. J. and Frink, N. T.: "Agglomeration Multigrid for an Unstructured-Grid Flow Solver,” AIAA 2004-0759, January 2004.

2. Pandya, M. J. Frink, N.T., Abdol-Hamid, K.S., and A Chung, J.J.: "Recent Enhancements to USM3D Unstructured Flow Solver for Unsteady Flows", AIAA 2004-5201, August, 2004.

3. Pandya, M.J., Frink, N.T., and Noack, R.W.: "Progress Toward Overset-Grid Moving Body Capability for USM3D Unstructured Flow Solver,” AIAA 2005-5118, June 2005.

4. Pandya, M.J., Abdol-Hamid, K.S., Campbell, R.L., and Frink, N.T., "Implementation of Flow Tripping Capability in the USM3D Unstructured Flow Solver," AIAA 2006-0919.

5. YikLoon Lee, Jame D. Baeder, "Implicit Hole Cutting - A New Approach to Overset Grid Connectivity,” AIAA 2003-4128, The 16th AIAA Computational Fluid Dynamics Conference, Orlando, June 2003.

6. Nemec, M.N., and Aftosmis, M.J., "Adjoint error estimation and adaptive refinement for embedded-boundary Cartesian meshes,",AIAA Paper 2007-4187.

7. Murman, S.M., and Aftosmis, M.J., AIAA 2007-0074 "Dynamic analysis of atmospheric-entry probes and capsules,” AIAA Paper 2007-0074.

KEYWORDS: Store Separation; CFD, Moving Body Simulation; Cartesian Grids, Unstructured Grids; Hole Cutting.

N08-119 TITLE: Innovative Concepts for Ultra-light and Reliable Hydraulic Actuators

TECHNOLOGY AREAS: Air Platform, Materials/Processes, Weapons

ACQUISITION PROGRAM: F-35, Joint Strike Fighter; ACAT I

OBJECTIVE: Develop innovative approaches for reducing the weight and improving the safety and reliability of high performance hydraulic actuators used in Navy aircraft.

DESCRIPTION: High performance hydraulic actuators are being used in new Navy fixed wing and rotary wing aircraft. Although they have been performing satisfactorily in most cases, there have been reported incidences where the actuators have been compromised or have failed. Some of these failures have been catastrophic. Also, due to unique Navy requirements, high performance hydraulic actuators are being specified in an array of access and subsystem door applications. Since most of these actuator components are fabricated from weight inefficient steels, the resulting weight penalty is significant. In addition premature failure of these components has occurred due to fatigue and wear. It is therefore desirable to develop innovative approaches that would provide for weight reduction and reliability enhancement of the actuator components.

PHASE I: Investigate innovative approaches for weight reduction and improved reliability of hydraulic actuators. Conceptually demonstrate the feasibility of the approach.

PHASE II: Utilizing the approach developed under Phase I, fully develop the prototype design and produce limited quantities of prototype actuators for component testing. Develop a manufacturing plan to produce the actuator components and provide projections of weight, cost, and maintainability.

PHASE III: Demonstrate producibility of the actuator in a production environment. Perform component qualification and certification for Navy applications

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Commercial aircraft and the automotive industry are two areas that can benefit from low cost, durable, lightweight high performance hydraulic actuators.

REFERENCES:

1. “Lightweight Hydraulic System Development and Flight Test,” SAE Technical Paper No. 801189.

2. “Lightweight Hydraulic System Technology – 800 psi Update,” SAE Technical Paper No. 851910.

3. Frazier, W. E., “Corrosion-Resistant Alloys for Naval Aviation,” Advanced Materials and Processes, Mar. 2007, page 21.

KEYWORDS: Material Systems; High Pressure; Actuator; Material Selection; Manufacturing Processes; Subsystem.

N08-120 TITLE: Smart Gasket for Catapult Low Loss Launch Valve (LLLV)

TECHNOLOGY AREAS: Materials/Processes, Sensors

ACQUISITION PROGRAM: PMA-251, Aircraft Launch and Recovery Equipment Program Office

OBJECTIVE: Develop innovative sensor technology and software for monitoring the health and service life of gaskets used in catapult low loss launch valve applications.

DESCRIPTION: Aircraft are currently launched aboard aircraft carriers via steam catapults, which will be around for the next 50 years. A critical component of the steam catapult is the LLLV. To maintain a tight seal and ensure there are no steam leaks, there is a gasket in the LLLV which is located between the main head and the body of the LLLV. The gasket is placed in the recess machined in the body of the valve and held in place by the head connected to the body by bolts. The bolts are torqued up to a specified preload to assure a tight connection.

The Navy is seeking a means to monitor the health of the gaskets in mission critical equipment such as the LLLV while the gasket is in operation. Specifically, sensor technology capable of sensing loss of compression pressure is required and must be sensitive enough to indicate impending failure prior to steam leakage for use in a steam catapult prognostic and health monitoring system.

The Navy will consider proposals for both in-situ sensors (i.e., part of the gasket) and inspection tools that are not part of the gasket. Suggested (if any) modifications to the LLLV must be minimal and are subject to review and approval by the Navy. The inspection must be accomplished while the gasket is in operation. Any proposed method that requires disassembly of the LLLV will not be considered.

PHASE I: Develop a conceptual design for the sensor suite. Determine the feasibility of the proposed concept to meet requirements. Include an analysis of the feasibility to manufacture the “smart” gasket with in-situ sensors and microprocessor(s) and an analysis of power source requirements (power harvesting and re-charge) and data transmission (fault indication as well as prognostic data) to a potential condition based maintenance (CBM) system.

PHASE II: Develop a “smart” gasket lab prototype and demonstrate in a test environment representative of the catapult system aboard ship.

PHASE III: Further develop a prototype for robustness and shock testing (if applicable). Test prototype in conjunction with LLLV qualification testing. Produce units for delivery to carrier fleet and shore sites, or incorporate into LLLV gasket production (whichever applies).

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: This type of a gasket will have great utilization in the industrial equipment where the cost of the gasket is secondary to the equipment function and safety (radioactive water leaks in nuclear reactors or steam leaks in critical valves).

REFERENCES:

1. Aircraft Carrier Reference Data Manual, NAEC-MISC-06900.

KEYWORDS: Non-Destructive Inspection; Health Monitoring; MEMs; Carrier Launch Gear; Condition Based Maintenance; Smart Gasket.

N08-121 TITLE: Weapon System Performance in Complex Radio Frequency (RF) Environments

TECHNOLOGY AREAS: Sensors, Electronics, Battlespace

ACQUISITION PROGRAM: PMA-290 - Maritime Patrol and Reconnaissance Aircraft

OBJECTIVE: Develop innovative tools and methods for converting and optimizing input structures of full wave electromagnetic solvers.

DESCRIPTION: Advanced electromagnetic solvers have proven an invaluable tool in analyzing RF sensor behavior on a variety of air and surface platforms. Given the cost effectiveness of these tools and the insight they provide to electromagnetic phenomena, we see their user base growing daily. The accuracy of a full-wave solver used to address these problems is directly tied to the input mesh quality. Input meshes for full wave solvers are either built manually using a geometric description of the platform and/or antenna as a reference or from an existing surface representation (e.g., Initial Graphic Exchange Specification or IGES) of the geometry of interest. Meshing tools generally create a good mesh for much of the geometry of interest; however, it is common for the meshing tool to produce low-quality mesh elements for a local area in the geometry. This is mainly due to the fact that most meshing tools are not optimized for electromagnetic problems, and some meshing algorithms have a fundamental limitation resulting in poor quality mesh elements. To compensate, the analyst can visually inspect the mesh and fix the problem areas by hand for small meshes. For a large mesh, fixing even a small percentage of the total mesh is a time-consuming task.

Innovative tools are sought that will examine an existing mesh, identify problem areas based on user specifications for edge length, aspect ratio, and connectivity, and then attempt to “fix” the mesh in the local area to meet the user’s requirements while maintaining the contour of the original mesh. After the mesh has been repaired, the tool should then identify any remaining problems and provide statistics to the user regarding the quality of the mesh.

Another problem with meshing tools that are not developed specifically for computational electromagnetics (CEM) is that they tend to generate meshes in certain areas that are much denser than necessary, resulting in many extra unknowns for the CEM solver. The proposed tool should also have the capability to isolate a section of the original mesh, where the density is higher than necessary, and generate a new, less dense mesh while preserving the vertices defining the boundary of the specified region.

PHASE I: Explore algorithms that will analyze an existing mesh and identify problem areas in the mesh based upon user specifications as well as determine if the mesh is open or closed. Research and explore algorithms for healing meshes. Determine proof-of-concept of techniques through tests on small and medium size meshes provided by NAVAIR. Investigate ideas for converting asymptotic solver meshes into full-wave solver meshes.

PHASE II: Using the most promising algorithms from Phase I, develop a prototype tool that will heal existing full-wave solver meshes and convert asymptotic solver meshes into full-wave solver meshes. This tool should include a graphical user interface (GUI) that allows the user to visualize the problem areas in the original mesh and provide statistics to the user regarding the original mesh and the healed or converted mesh.

PHASE III: Alone or with another company, develop a commercial strength gridding tool for CEM solvers.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The tool developed in this project will find applications among commercial airframe builders, automotive industry, defense contractors, antenna houses, etc.

REFERENCES:

1. P. Lancaster and K. Šalkauskas, Curve and Surface Fitting. London: Academic Press, 1986.

2. J. F. Thompson, B. Soni and M. P. Weatherrill, Handbook of Grid Generation. Boca Raton: CRC Press, 1998.

3. V. D. Liseikin, Grid Generation Methods. Berlin: Springer-Verlag, 1999.

KEYWORDS: Mesh; Grid; Full-wave; Asymptotic; Computational Electromagnetics (CEM); Computer-aided Design (CAD)

N08-122 TITLE: Advanced Intelligent Web-Based Options to Acquire and Analyze Aircraft Health and

Test Data

TECHNOLOGY AREAS: Information Systems

ACQUISITION PROGRAM: PMA-231 - E-2 Hawkeye; ACAT I

OBJECTIVE: Develop advanced intelligent options to acquire and analyze flight test data, analytic data, aircraft health and maintenance data, and provide innovative options to interface with available supply, logistics, and military flight operations quality assurance data.

DESCRIPTION: The aircraft health status is extremely important in successfully accomplishing both flight test and operational missions and can be evaluated in many ways in both flight and non-flight conditions. Flight test and related analytic data are required to support both land and ship-based testing and advanced mission analysis. The large amount of aircraft health data, the various sources of maintenance, test and analytic data, and different data formats present a challenge to maintenance and flight test personnel. Many limited data options exist that focus on specific areas related to aircraft flight testing and maintenance that provide little or no assistance to flight test team members working on in-service or out-of-production aircraft. The test aircraft may have several hundred instrumentation parameters that sample data at high frequencies. Low frequency data may be obtained from internal aircraft systems and health data from health and usage monitoring equipment. Analytic models used to support flight testing may generate considerable amounts of computational fluid dynamics data and advanced aerodynamic data. Classical flight testing involves extensive flight test planning, instrumentation, testing, analysis, and reporting. It is important to develop advanced intelligent options to acquire and analyze flight test data, analytic data, aircraft health and maintenance data, and provide innovative options to interface with available supply, logistics, and military flight operations quality assurance data.

PHASE I: Demonstrate the feasibility of developing advanced options to acquire and analyze aircraft health, flight test, and related analytic data. Evaluate existing aircraft health systems, maintenance data options, flight test data systems, and related supply and logistics data options. Review innovative options available to analyze the aircraft health monitoring data. Commence developing the advanced intelligent options to acquire and analyze flight test data, analytic data, aircraft health and maintenance data.

PHASE II: Develop prototype advanced intelligent options to acquire and analyze aircraft health data, test data, and related analytic support data. Demonstrate how the innovative options can be interfaced with existing maintenance data options and related supply, logistics, and flight test data using innovative techniques. Show how the vehicle limits could be integrated with an innovative flight test data system. Develop advanced analytic tools to compare flight and maintenance deficiencies and determine any out-of-tolerance conditions. Show how the advanced intelligent options can be used to transfer data to maintenance control computers and flight test data to the test team members’ personal computers. Demonstrate the innovative options capability to support the military flight operations quality assurance process.

PHASE III: Extend the innovative options to acquire and analyze aircraft health and test data capability to telemeter the information from the aircraft to select personnel computers. Demonstrate application of the advanced intelligent options support to specific Army and Air Force aircraft acquisition programs. Show how the technology could also be applied to commercial aircraft applications.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Compare the military flight operations quality assurance process to the commercial flight operations quality assurance process with the FAA, aircraft contractors, and any activity performing commercial vehicle or equipment testing at remote sites.

REFERENCES:

1. OSD memorandum subject: MFOQA Process Implementation of 11Oct 2005

2. Avionics Magazine, Military FOQA Next Step in Safety, 14 Feb 2007

3. Dousis, Dimitri, V-22 Visualization Toolset (VDVT) Implementation, IEEE Aeroapace Conference, Big Sky, MT, 3-10 Mar 2007

4. Anon, Track 11.0, Diagnostics, Prognostics, and Health Management, IEEE Aerospace Conference, Big Sky, MT

5. Carico, Dean, Intelligent Aircraft/Ship Data Analysis Options: A Systems Approach, NDIA, 8th Annual Systems Engineering Conference, San Diego, CA, 24-27 Oct 2005

6. Coble, Keith, Drowning in Data, Starving for Knowledge, OMEGA Data Environment, A White Paper on Securing Meaningful Access to the Information Stored in Our Vast Data Warehouse, http://wylelabs.com/services/telemetryanddatasystems/whp/omegde.hmtl

KEYWORDS: aircraft; flight test; aircraft maintenance; aircraft health; MFOQA; analytic models

N08-123 TITLE: Automated Characterization of Communications, Electronic Attack, Radar, and

Navigation Systems

TECHNOLOGY AREAS: Sensors, Electronics, Battlespace

ACQUISITION PROGRAM: PMA-265 - F-18 Super Hornet Strike Fighter; ACAT I; PMA-290

OBJECTIVE: Develop technology to automatically and non-invasively extract performance parameters and characterize subsystem components of transmitters and receivers while minimizing human interaction in order to greatly reduce the amount of time necessary to develop analytic models for electromagnetic interference and electronic attack applications.

DESCRIPTION: An increasing number of RF (radio frequency) systems are being installed on Navy aircraft for a variety of applications (e.g., communications, electronic attack, radar, and navigation). A single RF system can operate across literally thousands of channels employing a variety of modulation schemes and modalities. Additionally, a wide variety of architectures are employed in military systems — ranging from traditional super-heterodyne to double up-conversion and direct conversion.

Analysis tools exist that predict electromagnetic interference (EMI) between RF systems and vulnerabilities of such systems to electronic warfare (EW). However, these tools rely upon the user to provide either circuit level models or measured/engineering data as input for the particular RF system and subsystem components. Often, an analyst needs to perform both fast, high-level simulations as well as longer, detailed simulations for a single RF system -- depending upon the amount of time available for the simulation and the fidelity of the results required. Vendors typically do not provide detailed circuit models or measured data for characterizing RF system performance. As a result, analysts often must use engineering judgment to develop their own models or perform system level measurements. Performing measurements for both transmitters and receivers is a process that requires an in depth knowledge of RF system architectures and measurement techniques. Manually performing measurements for the various channels and operating modes for a single RF system can take an exorbitant amount of time.

Automated measurement techniques for extracting RF system performance characteristics at both low- and high-fidelity are needed. For low-fidelity models, the power spectrum (emitters) and receiver sensitivity (receivers) should be characterized through measurements. For high-fidelity models, measurements should provide data sufficient to reverse engineer RF system architectures such that circuit level models can be reconstructed.

PHASE I: Develop a detailed description of the techniques required to characterize both transmitters and receivers through measurement techniques. These techniques should address both low-fidelity and high-fidelity models suitable for frequency-domain and time-domain analysis codes. Additionally, the techniques should be applicable to characterizing all RF system architectures employed by the Navy. Perform manual testing of sample RF systems to validate proposed techniques. Develop plans for automating measurement techniques through custom software and hardware to be implemented during the Phase II effort.

PHASE II: Develop and demonstrate the automated measurement techniques using custom software and hardware to be delivered to the Navy. The automated measurement system should include a user interface for setting up a data collection (e.g., type of measurement, background information for the RF system under test, etc.) as well as providing feedback to the user as the test is being conducted (e.g., warning messages if the user has specified an erroneous test setting). Perform extensive testing of the measurement system including testing on canonical circuits representing typical RF system architectures.

PHASE III: Develop and transition an application suitable for use in evaluating a wide variety of commercial and military systems.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The technology developed under this topic has direct utility to a wide variety of commercial and military electronic EMC and EMI problems.

REFERENCES:

1. R. Turlington, Behavioral modeling of nonlinear RF and microwave devices, Artech House Publishers, 1999.

2. P. Crama and J. Schoukens, "Wiener-Hammerstein system estimator initialisation using a random multisine excitation," 58th Automated RF Techniques Group Conf. Digest, Nov. 2001.

3. H. Ku, M. D. McKinley, J. S. Kenney, "Extraction of accurate behavioral models for power amplifiers with memory effects using two-tone measurements," 2002 IEEE MTT-S Int. Microwave Symposium Digest, vol. 1, pp. 139-142, June 2002.

KEYWORDS: Automated measurements; transmitter; receiver; RF performance; electronic survivability; electromagnetic interference.

N08-124 TITLE: Antenna Array and Beamformers to Support Ka-Band Brownout Radar Systems

TECHNOLOGY AREAS: Sensors, Electronics, Battlespace

ACQUISITION PROGRAM: PMA-261 - CH-53K Heavy Lift Helicopter Program, ACAT I; PMA-275, V-22

OBJECTIVE: Develop an innovative low-cost antenna array and beamformer for Ka-band radar systems. The sensor system is to support the safe approach and landing during brownout, whiteout, and sea spray as well as improved safety for night and no/low visibility low altitude pilotage.

DESCRIPTION: Rotorcraft routinely operate in brownout conditions during their approach to landing and during take off in desert environments. Snow and sea spray can also produce similar degraded visual environments. The reduction in visibility presents a danger from unseen aircraft maneuvering nearby, uneven terrain, wires and other obstacles. Even in what is considered good visibility conditions, the visual detection of electrical power lines is difficult.

The antenna array and beamformer will be part of a Ka-band radar system being developed concurrently. The target cost and weight of the complete sensor system is $10,000 and ten pounds. The radar will be a non-imaging real-aperture system requiring coverage over 360 degrees in azimuth and variable elevation coverage dependent on range. The array and beamformer will need to support high resolution waveforms over a range extending from approximately 20 ft to 500 ft. The concepts to be considered should take into account variable field-of-view restrictions present on the wide variety of rotorcraft this system will be installed on. Consideration should be given to the design of an antenna array capable of supporting polarimetric detection algorithms as well as interferometric processing. Initial estimates indicated that an azimuth beamwidth of 5 to 10 degrees will be required. Multiple elevation beams may be needed in order to provide detection of near/far and above/below hazards.

PHASE I: Present in detail, novel designs for a low-cost and light-weight Ka-band array and beamformer assembly suitable for use with a brownout radar system. The analysis supporting each design should consider tradeoffs between cost, weight and performance. Aperture placement, number of apertures and sub-apertures should be explored. The additional complexity required to support polarimetric and/or interferometric operation should be included in the tradeoffs. Analyze the design in sufficient detail to support a down selection to the most promising option at the end of phase I.

PHASE II: Complete the detailed design of the beamformer and antenna array chosen by NAVAIR in Phase I. Design the beamformer to interface with the radar system. Produce a prototype beamformer and antenna array suitable for demonstration of all key performance parameters. Develop a manufacturing plan of sufficient detail to assess system production cost and weight.

PHASE III: Develop a plan and proceed with system production either alone or in partnership with another company.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The sensor system developed will find widespread military and private sector use as a rotorcraft sensor. The sensor could be used by helicopters in the medical and new industries to aid in trying to land in adverse weather conditions with no or low visibility.

REFERENCES:

1. B. M. Keel and C. D. Bailey, “Electronic Bumper Trade Study, GTRI Contributions, Executive Summary” Technical Memorandum GTRI Project D5205.1.0.0.0, 31 Oct 2007.

2. Park, M. “Millimeter-Wave Polarimetric Radar Sensor for Detection of Power Lines in Strong Clutter Background” PhD Dissertation, University of Michigan, 2003.

3. http://www.darpa.mil/sto/solicitations/BAA06-45/index.html.

4. D. Nolan-Proxmire, M. Mewhinney "New Collision Avoidance System Helps Helicopter Pilots". NASA. December, 1996.

KEYWORDS: Brownout; RF sensors; Antenna Array; Array Beamformer; Radar; Cable Detection.

N08-125 TITLE: Automated Maximum Density Analysis Tool for Spot Factor Generation

TECHNOLOGY AREAS: Information Systems, Ground/Sea Vehicles

ACQUISITION PROGRAM: PMA-251 Program Manager for Aircraft Launch and Recovery Equipment

OBJECTIVE: Develop a tool to automatically generate an aircraft’s spot factor, saving a significant amount of workload over the present manual methods.

DESCRIPTION: The maximum density spot factor, or “spot factor,” is a metric that determines the handling and spotting characteristics of aircraft on carrier flight or hangar decks. It is used as the contractual means to limit the size of new, developmental aircraft. The setting of objective and threshold spot factor requirements is an important aspect of aircraft weapon system contract document preparation, and the review of emerging design concepts against these requirements is a key step in assuring the delivery of ship-compatible aircraft to the Fleet.

The Navy performs this process for several customers. For aircraft programs, we determine the spot factors for new aircraft designs and compare them to contractual requirements. For ship programs, we analyze new ship platform configurations and predict their aircraft handling capabilities. For the Fleet, we utilize the spot factors to predict aircraft complement area requirements and ship platform capabilities.

The current process of generating a spot factor is labor intensive and iterative. Aircraft are packed as tightly as possible into safe parking areas of the ship and then the aircraft are counted. This used to be done with scale plastic templates and a table; currently a computer aided design (CAD) package is used. This process is performed iteratively until a maximum number of aircraft is reached. Then a formula is applied to determine the spot factor.

The Navy is seeking a tool that could automatically calculate the spot factor given the aircraft and deck dimensions. This tool will have to perform at least as well as a human subject matter expert; i.e., fit the maximum number of aircraft into safe parking areas.

The tool must generate an AutoCAD 2006 drawing of the maximum density spot using provided ship and aircraft templates.

PHASE I: Design a tool to automatically generate an aircraft’s spot factor and determine the feasibility of the proposed approach to achieve maximum density.

PHASE II: Develop prototype software to be hosted on a Windows/Navy compatible computer. Demonstrate the ability of the software to perform at least as well as a subject matter expert.

PHASE III: Produce production versions of the software. Provide user documentation as well as editors to input any new aircraft or decks.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS:

This topic will benefit any manufacturing process that needs to maximize the amount of usable material and minimize waste; e.g., stamping out metal components from sheet metal for tool fabrication or making clothing from swathes of fabric.

KEYWORDS: Aircraft Spot Factor; Maximum Density Spot; Pattern Optimization; Artificial Intelligence; Carrier Flight Decks; Carrier Hangar Decks.

N08-126 TITLE: Sensor Fusion and Display for Degraded Visual Environment (DVE)

TECHNOLOGY AREAS: Air Platform, Electronics, Human Systems

ACQUISITION PROGRAM: PMA-261, CH-53 Heavy Lift Helicopter, ACAT I; PMA-275, V-22

OBJECTIVE: Develop a real-time rotorcraft display that depicts a landing site area using fused sensor data while an aircraft approaches and descends in a landing zone.

DESCRIPTION: Since the Gulf War in 1990-1991, there have been many rotary aircraft involved in accidents stemming from brown-out conditions. During brown-out, the aircraft’s rotary wind stirs up sand and dust in the down thrust which causes an in-flight visibility restriction resulting in the pilot being unable to see nearby objects which provide the outside visual references necessary to control the aircraft near the ground. The resultant spatial disorientation and loss of situational awareness has led to fatalities and loss of aircraft.

The focus of this effort will be to explore innovative sensor fusion technologies and develop novel display presentation techniques that best transmits critical sensor information to the pilot and crew during an approach to the landing zone. The displays should provide drift cues, topography maps, and obstacle avoidance capabilities. In particular, fuse symbolic aircraft state information over terrain/obstacle imagery generated from sources such as:

a.) Synthetic terrain from a persistent terrain/obstacle elevation database built up by 3D sensors such as RADAR or LIDAR.

b.) Terrain/obstacle image from a 2D imaging sensor that can see through dust, such as imaging radar or passive mmWave sensor.

The display technology should take into account multi-sensor cues and onboard sensors. Automating these technologies will help to reduce pilot workload and minimize the processing time required to send critical information in near real-time using current on-board mission computer systems.

PHASE I: Demonstrate proof of concept of appropriate processing and/or display technologies that can be used or enhanced for the depiction of a landing site area. The display should integrate drift/obstacle cues, flight instruments, terrain elevation data and/or symbology to provide accurate sensor data to the pilot and crew during approach and decent of the rotorcraft.

PHASE II: Using modeling and simulation, design and develop a panel mounted display prototype that automates the fusing of sensor data and displays in near real-time a depiction of the landing area and rotorcraft dynamic flight situation during approach and landing. Simulate the sensors being used such as 3D scanning and 2D imaging. Also simulate the terrain/obstacle sensor’s scan pattern, limited scan rate, limited field-of-regard and limited resolution if applicable.

PHASE III: Design and develop a complete system that demonstrates the above-mentioned objectives and performance criterion. Conduct flight tests in degraded visual environments to characterize the system performance while adhering to the safety standards for military rotorcraft.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: This type of technology can be used to aid commercial/private aircraft during adverse weather conditions. Situational awareness is an issue for both military and commercial pilots.

REFERENCES:

1. William J. Sharp Air Force Office of Scientific Research Public Affairs (October 2001). National Helicopter Experts Gather to Discuss Aerodynamic Solutions for Brownout. http://www.afosr.af.mil/News/nr_2007_03_helicopterExperts.htm.

2. Anderson, Major Lee, 'Solutions for Helicopter Brown-out'. http://www.afit.edu/cse/docs/presentations/NDIA%20SE%2006%20-%20ZeroVis_Brief.pdf.

3. Munitions Directorate, AFRL/MN ‘AFRL Develops Partial Solution to Helicopter Brownout’. http://www.wpafb.af.mil/news/story.asp?id=123066184.

KEYWORDS: Brownout; Whiteout; Situational Awareness; Degraded Visual Environment (DVE); Rotorcraft; Displays.

N08-127 TITLE: Non-Contact Cure State Measurement

TECHNOLOGY AREAS: Air Platform, Materials/Processes

ACQUISITION PROGRAM: F-35 - Joint Strike Fighter, ACAT I

OBJECTIVE: Develop the capability to measure the state of cure of a recently applied coating (epoxy or urethane), sealant (polythioether or polysulfide), or adhesive (epoxy, acrylic, urethane) without contacting the product's surface. Indicate an appropriate time when further layers of the same material or other operations (i.e., primer, paint, thermal or chemical processing, etc.) can proceed on the applied product.

DESCRIPTION: Manufacturing processes are typically delayed from several minutes to several hours while coatings, sealants, and adhesives sufficiently cure to allow subsequent operations. Local environmental conditions can accelerate or decelerate cure depending on the chemistry of the materials, which makes degree of cure a variable over time and ultimately results in built-in down-time to assure sufficient cure is achieved. A technology for determining the relative state of cure for a variety of known coatings, sealants, and adhesives, without compromising the integrity of the applied material, would be a manufacturing enhancement and production time reduction factor. The technology must ultimately be able to accommodate slight variations of chemistry within the chemical classes such as exist among different vendors or due to effects of various fillers and must be measured on substrates consistent with aircraft manufacture.

PHASE I: Develop a design concept for an innovative measurement technology that meets the objective. Develop a protocol for defining the state of cure for each application category (coating, sealant, adhesive). Demonstrate the proposed approach on the coatings, sealants, and adhesive materials listed in the objective.

PHASE II: Build and demonstrate prototype, portable hardware capable of measuring the relative state of cure of the materials listed in the objective. Demonstrate that the technology is able to accommodate slight variations of chemistry within the classes. Develop a protocol for measuring state of cure for new materials within chemical classes.

PHASE III: Deliver hardware capable of meeting the stated objective for use by the sponsoring program and other interested DOD platforms.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Both military and commercial aircraft manufacturers, as well as those in the automotive or related industries, should realize a benefit by being able to measure the state of cure of coatings, sealants, and adhesives within a variety of chemistries, thereby enabling a reduction in the overall processing time for their respective products.

REFERENCES:

1. Urethane coating---Mil-PRF-85582, AMS-C-27725.

2. Polysulfide sealant---AMS 3281.

3. Polythioether sealant---AMS 3277.

4. Epoxy adhesive---MMM-A-132 (i.e. EA9394NA).

KEYWORDS: Non-Contact Cure; Measurement; Coatings; Sealants; Adhesives; Urethane.

N08-128 TITLE: Alternative Material for Aluminum-Beryllium Alloys in Military Aerospace Applications

TECHNOLOGY AREAS: Air Platform, Materials/Processes

ACQUISITION PROGRAM: F-35 - Joint Strike Fighter, ACAT I

OBJECTIVE: Develop and demonstrate innovative, low-cost material alternatives to aluminum-beryllium in military aerospace applications.

DESCRIPTION: Aluminum-beryllium materials are widely used in military aerospace applications because of their low density, high stiffness, and high high-temperature resistance characteristics. However, processing of these materials involves health risks to personnel. Current requirements for reductions in exposure levels for beryllium (Be) have been specified by the Occupational Safety and Health Administration (OSHA) (regulatory requirement) and the American Conference of Governmental Industrial Hygienists (ACGIH) (consensus guide). There is therefore a need for innovative approaches for alternative materials as replacements for aluminum-beryllium.

PHASE I: Develop a low-cost approach for an alternative to aluminum-beryllium in low-density, high-stiffness, high-temperature applications.

PHASE II: Fully develop the concept demonstrated under Phase I through a material process specification and demonstration of material reproducibility. Perform testing and property comparisons with AlBeMet 162H, Beryllium SF-220-H, and Beryllium I-70-H. Demonstrate that the developed alloys are compatible with other aircraft system materials such as aluminum, titanium, SAE AMS 3281 sealants, primers, and topcoats.

PHASE III: Fully develop the required material allowables. Transition the developed material to JSF and other low density, high stiffness and high temperature aerospace applications.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: All current military aircraft utilize aluminum-beryllium alloys in many different applications. Subsequently, all of these aircraft platforms face the same concerns with respect to beryllium. In addition, commercial manufacturing or repair facilities could realize significant cost savings by utilizing less occupationally hazardous materials.

REFERENCES:

1. Federal Register, Vol. 67, No. 228, of 26 Nov 02. OSHA "Occupational Exposure to Beryllium," Request for Information.

2. ACGIH, 2003 TLVs® and BEIs®, "Threshold Limit Values for Chemical Substances and Physical Agents and Biological Exposure Indices," Notice of Intended Changes.

3. Critical properties of Be-Al alloy for optics applications in aerospace dated 8 January 2008.

KEYWORDS: Beryllium; Aluminum-Beryllium; Magnesium; Anodize; Salt-Fog; Beryllium Dust.

N08-129 TITLE: Ionic Channel Amplifier Matrix Sensor

TECHNOLOGY AREAS: Biomedical, Sensors

ACQUISITION PROGRAM: PMA-264 - Air ASW Systems

OBJECTIVE: Develop an innovative Micro-Electro-Mechanical Systems (MEMS) Ionic Channel Amplifier technology to measure the electromagnetic spectrum from DC to 100Hz emulating the Ampullae of Lorezini.

DESCRIPTION: The current state-of-the-art silver/silver-chloride electrodes are not robust enough nor are they mass producible for the intended underwater detection application envisioned. An ionic channel amplifier, similar in performance to those found in sharks, capable of measuring EM fields which gives them the ability to detect stationary and moving underwater objects, is the goal. New technologies are sought to provide the capability to improve quick response target detection and localization in dangerous, sub surface, high current environments locating hostile objects or vehicles. The ability to emulate the elasmobranch sensory methodology in MEMS could provide direct measurement of DC fields in the fluids.

Innovative sensor technologies are sought that duplicate the shark's Ampullae of Lorezini and are capable of collecting, processing, transmitting and displaying the measured information. This should include the development and integration of advanced electronics coupled with innovative materials, electronics, and processing technology in a very small self contained deployable package. The technical challenges to consider are: Detection Spectrum (dc to 100 Hz); Measure ambient fields; Dynamic ranging, self calibration; and for the Deployable Package (basic capability); MEMS package location determination; Submersible in salt water to 300 meters; Transmit/Receive instruction and data (real-time); and An array configuration and matrix (maximize signal gain).

PHASE I: Perform design and analysis of the proposed ionic channel amplifier in MEMS package size. Define its performance characteristics (including, but not limited to, spatial resolution, spectral resolution, spectral coverage, speed of operation, data transfer requirements, and power consumption), develop the associated component level electronic circuits, and select the major components for proving the feasibility of the proposed system. Analyze all possible failure mechanisms and estimate sensor reliability, based on the performance of the electrical and mechanical subsystems.

Establish feasibility through limited lab concept demonstration verifying subcomponents and design.

PHASE II: Design and develop a full-scale prototype ionic amplifier ready to conduct a seawater-based demonstration to show that it will be able to perform according to the Phase 1 design.

PHASE III: Transition technology to the fleet.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: To the MEMS Ionic Channel Amplifier could enable medical diagnosis, remote security monitoring of facilities and vital infrastructure assets.

REFERENCES:

1. Bullock, T. H. 2005. Electroreception. ISBN 0387231927.

2. Kalmijn, A. J. 1966. Electro-perception in sharks and rays. Nature 212:1232-33.

3. Kalmijn, A. J. 1971. The Electric Sense of sharks and rays. Journal of Experimental Biology. 55:371-83.

4. G.R. Broun and V.I. Govardovskii. Electrical model of the electroreceptor of the Ampulla of Lorenzini. Neurophysiology, 0090-2977 (print), Volume 15, Number 3 / May, 1983

http://www.springerlink.com/content/lm38302873761751/.

KEYWORDS: Sensors; Micro Electro-Mechanical Systems; Signal Processing; Biology; Electromagnetic.

N08-130 TITLE: Pulse Power Electrical Energy Storage Device

TECHNOLOGY AREAS: Air Platform, Ground/Sea Vehicles, Electronics, Space Platforms, Weapons

ACQUISITION PROGRAM: PMA-265 - F/A-18 E/F Hornet, ACAT I; F-35 - Joint Strike Fighter, ACAT I

OBJECTIVE: Develop a pulse power energy storage device for use on tactical aircrafts.

DESCRIPTION: The Navy has various programs and proposed upgrades (JSF, F/A-18E/F/G) that hold high promise in providing revolutionary gains in warfighting capability. These programs will place extraordinary demands on electrical power and energy storage devices. Innovative research is required to develop a 1-2 volt, 5-l0 KW/KG high-energy density energy storage device. The discharge should be linear between 500-1000 amps for 1-5 seconds. In addition, it should have a 20C-100C charge rate, operate in an aircraft environment specified in MIL-STD-810 including temperature range from -40C to +71C, altitude to 65,000 feet and carrier based high vibration and G loads. The cycle life should be greater than 10,000 charge-discharge operations.

PHASE I: Define and design pulse power energy storage device with the ability to meet or exceed the proposed characteristics.

PHASE II: Design, develop, and demonstrate the pulse power energy storage device. Demonstrate discharge and charging rates of the device.

PHASE III: Support packaging and deployment of the pulse power energy storage device to the aircraft platforms.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The pulse power energy storage device can be utilized by multiple commercial users. Applications include starting trucks and automobiles, fuel cell system power regulation, and use in electric cars to limit the breaking regenerative effects.

REFERENCES:

1. http://www.maxwell.com/ultracapacitors/technical-support/index.asp.

2. https://www.koldban.com/SearchResults.asp?Cat=4.

KEYWORDS: Pulse Power; Energy Storage Device: Aircraft Power; Electrical Power.

N08-131 TITLE: Innovative Approaches for the Flaw-Tolerant Design and Certification of Airframe Components

TECHNOLOGY AREAS: Air Platform, Materials/Processes

ACQUISITION PROGRAM: H-1, H-53, H-60

OBJECTIVE: Develop a reliable predictive capability for the evaluation of flaw tolerance in expected life of metal and composite airframe components, given part specifications, material properties, initial flaws, such as voids, inclusions, heterogeneous grain structure and design load spectra.

DESCRIPTION: During the early 70’s the Air Force moved to adopt the concept of damage tolerance based on the concepts and methods of linear elastic fracture mechanics (LEFM) for airframe design and fleet management. While this methodology has not been adopted by other services, methods based on fracture mechanics are routinely used as secondary design criteria and fleet management in the case of aged aircraft where cracks are known to be present. The disadvantage of damage tolerance methods based on LEFM is that unrealistic assumptions regarding initial cracks have to be made. Methodology for life prediction that relies on realistic representations of the nature and distribution of initial flaws in as manufactured airframe components would be of great benefit. Recent developments in numerical simulation technology, that support verification and validation procedures and multi-scale modeling, provide the necessary means for evaluating alternative failure initiation models capable of accounting for initial flaws. Over the last four years NAVAIR has been engaged in a program to develop analytical tools to characterize the corrosion fatigue process. This program has made substantial progress and has developed a number of features that would be required to support a flaw tolerance analytical tool. The goal is to extend the results of the corrosion fatigue program and develop an analytical tool that can be incorporated in a stress analysis program which has the capability to verify the accuracy of the numerical solution and the quality of the mathematical model.

PHASE I: Determine the feasibility of developing an algorithmic structure designed to meet the objectives enumerated above and development of an implementation plan. Existing software tools and processes will be utilized to the maximum extent possible. The implementation plan will include a detailed justification of the choice of software tools and the technical requirements for modifications and enhancements.

PHASE II: Design, develop, implement and test the algorithms developed. A parametric family of models that address the specific technological features of airframe components in detail and include crack nucleation analysis may be implemented. The implementation should include provisions for the integration with Product Lifecycle Management (PLM) systems employed by aerospace OEMS. At least three model problems that demonstrate the key features of the implementation will be solved and documented.

PHASE III: Transition the technology to the Program Offices and the airframe manufacturers.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The private-sector market for the software tool developed under this project will be the commercial divisions of aerospace OEMs and their suppliers. Substantial market opportunities exist in the automotive and shipbuilding sectors as well.

REFERENCES:

1. ASME V&V 10-2006. Guide for Verification and Validation in Computational Solid Mechanics. An American National Standard. The American Society of Mechanical Engineers, 2006.

2. P. J. Roach. Verification and Validation in Computational Science and Engineering. Hermosa Publishing, Albuquerque, 1998.

3. C. R. Cook and J. C. Glaser. Military Airframe Acquisition Costs: The Effects of Lean Manufacturing. Rand Report MR-1325-AF 2001 (ISBN: 0-8330-3023-X).

4. R. Martin and D. Evans, Reducing Costs in Aircraft: The Metals Affordability Initiative Consortium, JOM, 52 (3) (2000), pp. 24-28.

KEYWORDS: Certification; Flaw Tolerance; Corrosion; Fatigue; Analysis; Lifecycle Management.

N08-132 TITLE: Improved Analysis Techniques for Prediction of Avionics Electromagnetic Interference

and Vulnerability

TECHNOLOGY AREAS: Sensors, Electronics, Battlespace

ACQUISITION PROGRAM: PMA-231 - E-2 Hawkeye, ACAT I; PMA-290 - Multi-Mission Aircraft

OBJECTIVE: Make significant innovative improvements to physics-based electromagnetic interference and vulnerability tools by incorporating system performance parameters and characterizations of subsystem components within aircraft transmitters and receivers.

DESCRIPTION: The goal of physics-based electromagnetic interference (EMI) and vulnerability tools is to allow analysts to accurately predict RF (radio frequency) system level performance in the presence of electromagnetic signals originating from other avionics on the aircraft, high-power transmitters on other aircraft or ships, or even from microwave weapons. To enable accurate predictions the incorporation of field-circuit interaction computational engines and multi-physics simulations linked to model libraries need to be developed and experimentally validated. The model libraries should be capable of using experimentally extracted data when available in addition to idealized responses. For example, models should be developed that enable more realistic filter responses to be used such as bandpass filters with spurious passbands. Native signal analysis should be developed to operate directly on the transient data generated from transient simulations. A validation process is to be performed in parallel with the analysis tool enhancements. The goal of this effort is to develop a robust and accurate tool through comparisons with real world measurements. Initial testing activities should focus on canonical problems that are well defined and controlled. Later the validation should focus on data collected from operational platforms. Experimental validation should be used to refine the specific nature of the performance parameters and characterization to be used.

PHASE I: Develop a detailed description of the nature of, and information requirements for, the field-circuit interaction computational engines and multi-physics simulators to be interfaced with the analysis tool. Consideration should be given to how the overall prediction accuracy degrades as the as a function of the level of detail associated model library. Validation is to be done on a variety of canonical problems and limited number of real-world problems.

PHASE II: Develop and demonstrate the field-circuit interaction computational engines and multi-physics simulators to be delivered to the Navy. Conduct an extensive experimental validation using canonical circuits representing typical RF system architectures and real-world systems. Lessons learned from the validation should be fed back into the analysis tool.

PHASE III: Deliver the analysis tool and thorough documentation to the Navy and provide on-site training. Develop a commercial application suitable for use in evaluating a wide variety of commercial and military systems.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The technology developed under this topic has direct utility to a wide variety of commercial and military electronic EMC and EMI problems.

REFERENCES:

1. R. Turlington, Behavioral modeling of nonlinear RF and microwave devices, Artech House Publishers, 1999.

2. P. Crama and J. Schoukens, "Wiener-Hammerstein system estimator initialisation using a random multisine excitation," 58th Automated RF Techniques Group Conf. Digest, Nov. 2001

KEYWORDS: EMI Coupling; Transmitter; Receiver; RF Performance; Electronic Survivability; Electromagnetic Interference

N08-133 TITLE: Synergistic Composite Design Data Approaches to Support both Propulsion and Airframe

Applications

TECHNOLOGY AREAS: Air Platform, Materials/Processes

ACQUISITION PROGRAM: PEO JSF - Joint Strike Fighter; ACAT I

OBJECTIVE: Develop innovative methods and analyses that can support both the propulsion and airframe communities' use of organic matrix composites with a single test data set. Experimentally and analytically derived solutions are sought.

DESCRIPTION: The generation of organic matrix composite databases necessary to design aircraft structural and propulsion systems has traditionally been a time consuming, expensive endeavor. Furthermore, it has not been possible to develop a single design database that supports the needs of both propulsion systems and airframe structures. This results from the use of disparate approaches to the generation of composite design. Traditionally, propulsion design organizations have used un-notched A-basis design values and airframe design organizations have used notched B-basis allowables. Over time, methods and test matrices tailored to each application have evolved along divergent paths, resulting in data sets that are not translatable from airframe application to propulsion application, and vice versa. In recent years, structural use temperatures on military aircraft have increased, leading to the design of an organic matrix composite structure that operates in the 400-500°F range. This moderate temperature overlap with the needs of propulsion design presents an opportunity to develop and demonstrate methods, approaches and data sets that can satisfy both interests, while reducing the time and cost burden for overall air system design.

PHASE I: Develop and demonstrate methods and approaches for the generation of design data that can be utilized by both the propulsion and airframe communities.

PHASE II: Develop the design property values and corresponding data analysis to verify the approach.

PHASE III: Fully validate methodology and implement on material systems for transition to the F-35.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The use of high temperature capable polymeric materials for structural and propulsion applications continues to grow in civil aerospace, as in the military sector. The methods developed in this work will reduce the cost of dual use development technology in a fashion similar to the overall goals of the program.

REFERENCES:

1. U.S. Department of Defense, Composite Materials Handbook, Volume 1, Technomic Publishing Company, Inc. 488 (1999).

2. http://www.compositesworld.com/hpc/issues/2003/May/100.

3. http://www.grc.nasa.gov/WWW/RT2002/5000/5150sutter.html.

4. http://www.sti.nasa.gov/tto/Spinoff2006/ip_4.html.

5. U.S. Pat. 3,745,148 (July 10, 1973) T. Serafini, P. Delvigs, R. Lightsey, (to The United States of America as represented by the Administrator of the National Aeronautics and Space Administration).

6. U. S. Pat. 4,560,742 (December 24, 1985) R. H. Pater (to The United States of America as represented by the Administrator of the National Aeronautics and Space Administration).

7. U. S. Pat. 5,322,924 (June 21, 1994) C. K. Chuang (to The United States of America as represented by the Administrator of the National Aeronautics and Space Administration).

8. U. S. Pat.5,760,168 (June 2, 1998) P. M. Hergenrother, J. G. Smith (to The United States of America as represented by the Administrator of the National Aeronautics and Space Administration).

9. Salin, I.M. and Seferis, J.C., “Anisotropic Degradation of Polymeric Composites: From Neat Resin to Composite,” 17, (3), 430 (1996).

10. Bowles, K.J.; McCorkle, L.; Ingrahm, L., "Comparison of Graphite Fabric Reinforced PMR-15 and Avimid N Composites After Long Term Isothermal Aging at Various Temperatures," NASA TM-107529, 1998.

KEYWORDS: Composite; High Temperature; Analysis; Failure Criteria; Propulsion; Airframe.

N08-134 TITLE: Edge Bonding of Infrared Windows

TECHNOLOGY AREAS: Air Platform, Materials/Processes, Sensors

ACQUISITION PROGRAM: Navy Unmanned Combat Air System (N-UCAS); ACAT I

OBJECTIVE: Develop edge bonding technology to make large, strong windows out of smaller plates of spinel, aluminum oxynitride (ALON), or sapphire.

DESCRIPTION: The ultimate size of infrared windows is presently limited by the size of available hot isostatic pressing equipment for spinel and ALON, and by crystal growing equipment used to make sapphire plates. Larger windows for future systems could be fabricated from available plates if strong, thin bonds can be made between plates along their edges. Ideally, the bond line should be as strong as the window material and transparent to infrared and visible radiation to the same degree as the window material. The bond line should be as thin as possible and, ideally, transmit over the same range of infrared and visible wavelengths as the window material. Transparency of the bond line is not a requirement, but it is highly desirable. Strength is a requirement.

PHASE I: Demonstrate a method of edge bonding spinel or ALON or sapphire coupons to achieve a flexure strength comparable to that of the window material. Demonstrate the strength and transparency of the bond using bonded, polished, test specimens.

PHASE II: Demonstrate the flexure strength of the bond with optically polished equibiaxial flexure disks. Design a method capable of implementing the bonding process on large windows. Fabricate a 76 x 76 x 2 cm flat window blank by edge bonding two or four panes. After bonding, demonstrate that the blank is capable of withstanding grinding and polishing and will allow visual and microscopic inspection of the bond line.

PHASE III: Transition the technology to a Navy airborne system or a Navy ship such as the DDX.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Although the technology is primarily of military value, large, bullet-proof windows for commercial vehicles could be fabricated by the bonding technology developed under this topic.

REFERENCES:

1. Gentilman, R.; McGuire, P.; Fiore, D.; Ostreicher, K.; and Askinazi, J., “Large-Area Sapphire Windows,” Proceedings of SPIE. 2003, 5078, 54-60.

KEYWORDS: Ceramic Bonding; Ceramic Joining; Infrared Window; Spinel; Aluminum Oxynitride (ALON); Sapphire.

N08-135 TITLE: Innovative Low-cost, In-situ Consolidation Head for Complex Geometry Thermoplastic

Fiber Placement

TECHNOLOGY AREAS: Air Platform, Materials/Processes

ACQUISITION PROGRAM: PMA-261 - CH53K Heavy Lift Helicopter, ACAT I

OBJECTIVE: Develop and demonstrate a Thermoplastic Fiber Placement Head that is capable of managing, cutting and adding individual tows over complex contours.

DESCRIPTION: Structures such as the lower cabin and ramp skins of rotorcraft are candidates for the application of thermoplastics due to their inherent toughness. However the cost of producing structures with these materials remains a barrier to implementation. A process that combines both automation for placement of the material and simultaneous cure of the material offers promise in addressing the affordability of using thermoplastics for rotorcraft structure. Current thermoplastic fiber placement systems are limited to simple geometries with gentle contours. Furthermore, many of the systems lack the ability to manage individual tows of material which is required to fabricate more optimized complex parts with intricate ply details. This project will develop, integrate and demonstrate all of the technologies required to produce an in-situ thermoplastic fiber placement head that can be used to fabricate complex contour parts with intricate ply details. The system must be multi-tow (single tow/band placement systems are not of interest in this project) and be conformable. The ability of the system to produce laminate quality near that of autoclave consolidation processing must be verified through coupon testing. The resultant product must be capable of producing thermoplastic parts that can meet the weight, cost, and quality objectives of the acquisition programs.

PHASE I: Determine the feasibility of developing the desired fiber placement head concept. Determine the major technical challenges of the system shall be identified and risk mitigation plans produced accordingly. Preliminary drawings of the fiber placement head should be developed.

PHASE II: Mature the concept defined in Phase I. Design and construct a prototype fiber placement head. Fabricate representative complex contoured structural elements. Conduct coupon testing and first article cut up testing of the elements produced to assure laminate quality and integrity.

PHASE III: Transition the successfully developed technology to the fleet. The approaches, materials and processes developed should be readily applicable to commercial aerospace platforms where future platforms are seeking to utilize greater amounts of composite materials in a more affordable manner.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The approaches, materials and processes developed should be readily applicable to commercial aerospace platforms where future platforms are seeking to utilize greater amounts of composite materials in a more affordable manner.

REFERENCES:

1. Lamontia, M.A., M.B. Gruber, “Remaining Developments Required for Commercializing In situ Thermoplastic ATP”; SAMPE 2007, Baltimore MD, June 3-7, 2007. http://www.accudyne.com/SAMPE2007A.pdf.

2. Lamontia, M.A., M.B. Gruber, “Limitations on Mechanical Properties in Thermoplastic Laminates Fabricated by Two Processes: Automated Thermoplastic Tape Placement and Filament Winding”; 26th SAMPE Europe Conference, Paris France, April 5-7, 2005.

3. Chang, I.Y., Lees, J.K.; "Recent Development in Thermoplastic Composites: A Review of Matrix Systems and Processing Methods"; Journal of Thermoplastic Composite Materials, Vol. 1, No. 3, 277-296 (1988).

KEYWORDS: Thermoplastics; Fiber Placement; In-Situ; Placement Head; Automation; Complex Contour.

N08-136 TITLE: Advanced Cable for Arresting Aircraft

TECHNOLOGY AREAS: Air Platform, Ground/Sea Vehicles

ACQUISITION PROGRAM: PMA 251, Aircraft Launch and Recovery Equipment

OBJECTIVE: Develop an advanced cable for arresting aircraft aboard carriers with an improved operational life over the current cable.

DESCRIPTION: The Navy uses wire rope as the means of arresting aircraft aboard aircraft carriers. A length of wire rope (called the cross-deck pendant) is spanned across the recovery area on the flight deck and attached to another length of wire rope (called the purchase cable) which is reeved on the arresting engine below deck. The arresting hook of the incoming aircraft engages the cross-deck pendant, which pulls the purchase cable initiating the arresting engine stroke. The arresting engine absorbs the kinetic energy of the aircraft, enabling the aircraft to land on the carrier’s limited deck space.

Operational life of the purchase cable is currently around 1,400 arrestments. Operational life of the cross-deck pendant is 125 arrestments. The Navy is seeking an improved cable capable of increasing the operational life of the current purchase cable. A secondary desirable criterion is an increased strength-to-weight ratio, which would improve arresting gear performance.

The cable will be subject to the issues associated with the carrier environment: all weather, wide range of temperatures, aircraft exhaust, abrasion from the tail hook, the sheaves, and non-skid which is applied to the flight deck. The current purchase cable is steel wire rope surrounding a polyester core center, 6 x 31, Lang lay, Warrington Seale Die Formed Strand. Diameter is 1-1/2 inches. It has a minimum breaking strength of 215,000 lbs and a weight of 372 lbs/100 feet. An improved cable must be flexible enough to bend around the aircraft tail hook (3.6-inch radius) and around numerous sheaves without crimping (28- and 33- inch pitch diameters). Cable diameter cannot be increased, since this would present issues with ship integration and aircraft tail-hook dimensions.

PHASE I: Design and develop a cable concept. Determine its feasibility to meet the above criteria including breaking strength, flexibility, weight, and elongation. Consider cost to manufacture.

PHASE II: Develop a full-length prototype of the purchase cables based on the concept(s) analyzed in Phase I. Conduct cycle testing to failure in order to determine operational life.

PHASE III: Produce arresting cables in response to Navy procurement actions.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Cables of this magnitude find numerous applications in the commercial sector, including bridges, mining, amusement parks, ski lifts, ship moorings, and building construction.

REFERENCES:

1. "Wire Rope Users Manual," 4th ed., Wire Rope Technical Board.

KEYWORDS: Cable Construction; Advanced Materials; Breaking Strength; Flexibility; Arresting Hook; Fatigue Life.

N08-137 TITLE: Cure System Equipment Optimization for Rapid Cure Epoxy Coated Fiberglass

TECHNOLOGY AREAS: Air Platform, Materials/Processes, Weapons

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

OBJECTIVE: Develop a cost-effective curing system (hardware) for a very rapid curing resin pre preg system for galvanic barrier ply restoration on complex pre-cured and machined carbon composite parts. The complete system is to be based on proven epoxy chemistry resins for barrier ply applications with type "E" 108 style fiberglass cloth.

DESCRIPTION: New developments in rapid cure resin systems have overcome limitations of legacy properties associated with these novel resin systems including, but not limited to brittleness, aircraft fluid and environment sensitivity, unpredictable cure, and low glass transition temperature. A rapid cure epoxy based resin has been identified as a prime candidate for the specific application of restoring galvanic barrier ply corrosion protection on pre-cured machined carbon composite surfaces. An objective of this effort will be to develop a very rapid cure system (hardware) that can cost-effectively cure aerospace quality galvanic barrier pre-preg on complex composite parts. The proposed rapid cure system equipment for the co-developed rapid cure epoxy resin pre-preg must demonstrate a minimum glass transition temperature of 375F and resistance to standard DoD aircraft fluids and environments. Curing optimization of surrogate materials will not be acceptable. The cure system equipment should provide the required energy necessary to activate the rapid cure epoxy resin, while curing through the 108 fiberglass cloth for all parts with no detriment to the host pre-cured composite part. Cure may take place on a vacuum bagged part to maintain specific cure ply thickness. The cure system equipment must be able to maintain adequate cure on the complex geometries and sizes of composite parts for DoD fighter aircraft. The system should be either a moving lamp assembly or a fixed lamp system with a conveyer belt for moving the composite parts. A potential for field deployablity should be considered along with the ability to support equipment logistically should upgrades or replacement parts be required. The system should be a fully enclosed assembly with adequate personnel protection for workers in the immediate area of the production environment and comply with applicable Occupational Safety and Health regulations and/or requirements. There are approximately 175+ parts that are available on DoD fighter aircraft.

A cost-effective, low power/energy efficient, robust, portable, upgradeable, reconfigurable, user friendly, cutting edge, safe, etc. system should be considered that does not require any special support equipment beyond that which may be available within a typical aerospace composite manufacturing center. An example may be a LED UV curing system chosen over a traditional bulb-type UV curing mechanism. Damage/degradation should not be incurred by host pre-cured composite part undergoing galvanic barrier ply restoration.

PHASE I: Demonstrate cure system (hardware equipment) proof-of-concept to deliver sufficient and consistent energy or specific activator over the surface geometry of complex composite parts. It is intended that this cure system will provide all that is required to fully cure the very rapid cure resin pre-preg system. Work with the chemistry formulators to optimize the cure effectiveness to reduce total system costs and significantly reduce cure cycle times.

PHASE II: Design, fabricate, and test a prototype enclosed cure system for composite parts to demonstrate the ability to fully cure the pre-preg. Evaluate staged cures and methods if required for satisfactory composite surface finish and properties. Scaleable consideration may be desired given required focal lengths as well as part size and geometry. No pre- or post-processing of parts should be required beyond this device or apparatus for final finish or material properties.

PHASE III: Modify the system to work with complex geometry surfaces of actual composite parts that have varied size, complexity and base composite resin systems. The system must have the final production environment and limitations in mind during this phase of the program. Provide adequate system description and specifications to effectively transition the technology to the DoD aerospace composite manufacturing facilities.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The commercial aircraft manufacturers and automotive and marine vehicle repair shops will benefit form the technology developed under this effort.

REFERENCES:

1. SAE-AMS 3824C - Glass Cloth.

2. Shi, W and Ranby, B., "UV Curing of Composites Based on Modified Unsaturated Polyester," Journal of Applied Polymer Science. Vol 51, 1129-1139, 1994.

3. Zahouily, K. and Decker, C., "High-Performance UV-cured Composite and Nanocomposite Materials," JEC Composites Magazine. Vol 32, 75-79 May 2007.

4. Allred, R. E.; Hoyt, A. E.; Harrah, L.A.; McElroy, P.M.; Scarborough, S.; Cadogan, D. and Pahle, J.W., "Light Curing Rigidizable Inflatable Wing," 45th AIAA/ASME/ASCE/AHS/ASC Structures, Structures Dynmaics and Materials Conference; Palm Springs, CA Apr. 19-22, 2004.

5. Allred, R.E.; Hoyt, A. E.; Harrah, L.A.; Scaraborough, S.; Mackusick, M. B. and Smith, T.,"Light Rigidizable Inflatable Wings for UAVs: Resin and Manufacturing Development," 46th AIAA/ASME/ASCE/AHS/ASC Structures, Structures Dynamacs and Materials Conference; Austin, TX Apr 18-21, 2005.

6. Mirle, S. K. and Kumpfmiller, R. J., US Patent 5,418,112, (1995)

"New Sandia UV LEDs emit short-wavelength, high-power output," Sandia National Laboratories Press Release, November 18, 2003.

7. "UV LEDs Have Multiple Uses," Sandia National Laboratories Press Release, November 18, 2003.

8. Ryan, A. J.; Valdya, U. R.;Mormann, W. and Macosko, C. W.," Networks by Fast Polymerization" Polymer Bulletin. Vol 24, 521-527, 1990.

9. Hoyt, A. E.; Harrah, L. A.; Allred, R. E. and McElroy, P. M.,"Rigidization on Command (ROC) Resin Development for Lightweight Isogrid Booms with MLI, " 33rd Intl Conf on Environmental Systems, Vancouver, BC, July 2003, technical paper series 2003-01-2342.

10. Jansen, J. F. G. A.; Dias, A. A.; Dorschu, M. and Coussens, B., "Fast Monomers: Factors Affecting the Inherent Reactivity of Acrylate Monomers in Photoinitiated Acrylate Polymerization," Macromolecues, Vol 36, 3861-3873, 2003.

11. Rix, B. A. and Bulluck, J. W., "Ultraviolet Radiation Cured Acrylate for Aircraft Composite Field Repairs," www.radtech.org, Radtech Report Nov/Dec 2004.

12. Black, S., "Technologies for UV Curing of Composite Laminates Demonstrated," www.compositesworld.com, April 2004.

KEYWORDS: Resin Cure Equipment; Galvanic Barrier Ply Restoration; Robotic Cure System; Manufacturing; Optimized Cure; Quality Assurance.

N08-138 TITLE: Non-Mechanical LADAR for Improving The Helicopter Pilot’s Situational Awareness in

Reduced Visual Cue Environments

TECHNOLOGY AREAS: Air Platform, Electronics

ACQUISITION PROGRAM: PMA 261 - CH-53K Heavy Lift Helicopter, ACAT I; PMA-275; PMA-209

OBJECTIVE: To advance the state-of-the-art of non-mechanical LADAR for the purpose of developing a near-real-time, light-weight, terrain mapping and obstacle detection capability for helicopters landing in reduced visual cue environments (ie: brown-out, white-out, etc). This SBIR topic is target towards development of an electronically scanned fiber laser array or suitable alternate technology that provides a very high speed laser beam steering capability. Concurrent with this development will be the receiver technology the will accompany the scanned array since they will use the same optics.

DESCRIPTION: Laser based sensors for measuring ground speed (Vg) and height above the ground (AGL) are very attractive for providing to the helicopter pilot, information regarding the aircraft position and drift over the ground in reduced visual cue environments. A laser-based system is currently under development which uses a 1.55 micron pulsed fiber laser, and is class I eye-safe. The system will be light weight and robust with no moving parts and is considered the first step towards a robust landing solution for helicopters. Significant progress has been made in the area of laser phased array technology for non-mechanical laser beam steering. One such technology is a two-dimensional optical beam deflector operated by wavelength tuning. For one dimensional beam steering, the laser beam to be deflected is split into N co-directional sub-beams of equal intensity with the aid of a plane-parallel plate. These sub-beams experience a relative time delay, which translates into a phase difference, thus forming a phased array. This concept has been carried further by to a 2-dimensional array and demonstrated in a lab. Other work has been conducted under the DARPA Steered Agile Beam (STAB) program. To achieve the goal of a light-weight steer-able beam system, they have pursued several candidate component technologies such as micro-electro-mechanical systems (MEMS) structures. In one of the MEMS projects, they are developing an array of actuators that translates a micro-lens array in both orthogonal lateral directions. Another technology under investigation is an electro-statically driven actuator approach which consists of micro-mirrors with novel "twin-crank" actuators that efficiently convert lateral motion into rotational motion in two dimensions. Another technique for steering a beam has been to use a liquid crystal optical phased array which can be fabricated such that the phase change introduced along the array can be electrically controlled. In this fashion, an incident beam sees a varying refractive index as it propagates along the array and is thereby steered. A significant amount of work has been accomplished by AFRL in the area of phased array laser technology, as well, in particular, a system called PAPA which is a phased array of phased arrays.

Although, there has been significant advancement in fiber lasers and non-mechanical agile beam steering, there is much work yet to be done to make this into a practical system that can survive the harsh helicopter environment. The state-of-the-art of electronic fiber laser beam steering needs to be advanced in order to achieve a practical LADAR system suitable for near-real-time terrain mapping. Additionally, the state of fiber laser receiver technology needs significant advancement in order to function with the above mentioned scanning laser. Although a separate aperture for the laser return can be used, in the interest of a simplified compact and light design, it is highly desirable to use the same aperture for coherent transmit and receive functions, To accomplish this, sub-aperture receive techniques need to be developed.

PHASE I: Determine the feasibility of developing a fully functional, near real-time, LADAR system that uses no mechanical moving components and can be used to improve a helicopter pilot’s situational awareness in reduced visual cue environments.

PHASE II: Develop a prototype LADAR that will demonstrate near-real-time imaging and demonstrate a scalable concept that can be further developed into a robust concept demonstrator suitable for installation on helicopters. Performance specifications have not yet been developed, but expect the laser to be class I eye-safe, with a field-of-regard of at least +/- 30 degrees. Image update rate on a suitable display should approach 10 hz, but there can be some relief if it can be shown that the update rate is limited by processing power and/or operating system.

PHASE III: Develop a functional prototype LADAR suitable for installation on a military helicopter. The LADAR system can be a strap-in system with a cockpit mounted display that provides near-real-time imagery of the LZ below the aircraft. Additionally, the system will provided Vg and AGL information that is extracted from the functional prototype LADAR. As in Phase II, the LADAR must be class I eye-safe and the objective display update rate is 10 hz. The system will be demonstrated in actual brown-out conditions at a government selected landing site.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: This technology is applicable to all helicopter operations, both military and civilian. In particular, helicopter operations that require flight in close quarter conditions or reduced visual cue (day or night) environments such as police operations, news agency operations, fire-fighting, off-shore oil platform operations, geological surveys, etc, would benefit significantly with this technology. Additionally, fixed wing commercial operations could benefit from the use of this technology to enhance situational awareness during airport landings in conditions of limited visibility.

REFERENCES:

1. M. Toyoshima, F. Fidler, M. Pfennighauer, W. R. Leeb, “Two-dimensional Optical Beam Deflector Operated by Wavelength Tuning”, Proceeding Optical Society of America, 2006.

3. O. Steinvall, T. Carlsson, C. Gronwall, H. Larsson, P. Andersson, L. Klasen, “Laser Based 3-D Imaging; New Capabilities for Optical Sensing”, FOI-R-0856 Technical Report, Swedish Defence Research Agency, 2003

4. P. McManamon, W. Thompson, “Phased Array of Phased Arrays (PAPA) Laser Systems Architecture”, Fiber and Integrated Optics, 22:79-88, 2003

KEYWORDS: LADAR; Optical Phased Array; Brown-out; Laser; Landing Aid; Laser Beam-Steering; Situational Awareness

N08-139 TITLE: Mixed Gas Hypoxia Training in Low Pressure Chambers

TECHNOLOGY AREAS: Air Platform, Biomedical, Human Systems

ACQUISITION PROGRAM: PMA 205: Aviation Survival Training, Aviation Physiology, Aviation Safety

OBJECTIVE: Improve the Safety and Effectiveness of Hypoxia Training in Low Pressure Chambers by Incorporating Mixed Gas

DESCRIPTION: Currently, the U. S. Navy uses low pressure chambers for hypoxia recognition and recovery training. The training consists of exposure to hypobaric environments at or above 20,000 feet. Nearly 10,000 students receive hypobaric training in the U.S. Navy annually. The risk of decompression sickness (DCS) increases substantially at altitudes above 18,000 feet. Because of the risk of DCS, inside observers receive hazardous duty incentive pay ($150.00 per month X 80 inside observers = $12000.00 per month). The incidence of decompression illness resulting from hypobaric chamber training has been reported by a number of military training organizations. A review of 10 of these reports reveals a range of incidence in various populations from 0.3 to 2.9 cases per 1000 exposures, with a mean incidence of 1 case per 1000 exposures (or 0.1%). The Navy has on average 4 cases of DCS annually in its hypobaric chambers with an associated cost of several thousand dollars per treatment, with the possibility of long term medical complications for the patient.

The U.S. Navy has recently reported the success of using mixed gas (normobaric hypoxia) for the hypoxia recognition and recovery training for tactical jet aviators using the Reduced Oxygen Breathing Device (ROBD). One advantage of using mixed gas is that the risk of decompression sickness is eliminated. ROBD training uses a mask delivered gas mixture to individual aviators. The Navy has identified this as a shortcoming for the training of aircrews that fly multi crew aircraft because the hypoxia scenario most likely experienced by multi crew aircraft aircrew would involve “mask off” hypoxia. Additionally, hypoxia recovery training for multi crew aircraft aircrew involves crew communication and coordination. This is not feasible with ROBD training. As a result, the U. S. Navy continues to use low pressure chamber training for multi crew aircraft aircrew. Additionally, practicing pressure equalization in a hypobaric environment is a required objective of U. S. Navy Indoctrination Aviation Survival Training.

A preferred training approach would be a combination of hypobaric and normobaric (mixed gas) hypoxia for multi crew aircraft aircrew training. Hypobaric exposure need not exceed 8-10,000 feet, eliminating the risk of decompression sickness, but allowing the practicing of pressure equalization. The normobaric exposure should allow exposure to up to 35,000 feet of simulated altitude (in combination with 8-10,000 feet of hypobaric exposure).

An additional benefit of this approach is that fewer inside observers can be used, freeing up space to reconfigure the inside of the low pressure chamber to increase training realism. The low pressure chambers can be equipped with aircrew task stations to mimic the types of duties that they would normally engage in while flying (i.e., navigation, flying, operating weapons systems) to increase training fidelity.

PAST EFFORTS, CHALLENGES, AND RISKS: The Navy has investigated the use of mixed gas for hypoxia training in its altitude chambers in the past. However, at that time, the technology was not available to provide sustainable altitudes in excess of 25K feet. Recently the Navy has instituted mixed gas training at altitudes of 25K feet and above, but the technology being used provides enough mixed gas for one to two students receiving the gas mixture through an oxygen mask. The Australian armed (Newman, DG, 2007) forces are using mask delivered mixed gas in their low pressure chambers. As previously discussed, the use of a mask to deliver mixed gas is not appropriate training for aircrew that do not fly with a mask. The previous technological challenges are being solved with newer technology. Several companies are now able to deliver larger quantities of mixed gas and have even constructed large space, mixed gas rooms that are capable of maintaining altitudes in excess of 25K feet. What remains is to integrate the mixed gas technology with low pressure technology so that hypoxia can be trained with mixed gas and low pressure can be used to train the effects of pressure changes. This integration appears to be within reach of the current technology.

PHASE I: Demonstrate proof-of-concept of proposed technology to deliver controllable gas mixture and define the technical approach for incorporating this technology into low pressure chamber training.

PHASE II: Design, develop and demonstrate a prototype mixed gas system that integrates into existing low pressure chambers.

PHASE III: Transition the technology to a commercially available retrofit system capable of transforming low pressure chambers into a mixed hypobaric, normobaric training system for use by the U.S. Navy and other military and private interests.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The U. S. military services currently use hypobaric chambers for hypoxia recognition and recovery training. In addition, many foreign services and a multitude of civilian organizations around the world are using hypobaric chambers for hypoxia training and research. This technology has the potential to increase the effectiveness and safety of this type of training and research.

REFERENCES:

1. Balldin, Ulf I.; Pilmanis, Andrew A.; Webb, James T. (2002). The effect of simulated weightlessness on hypobaric decompression sickness. NASA Technical Reports Server, Document ID: 20040088175. http://ntrs.nasa.gov/search.jsp?R=397015&id=3&qs=N%3D4294776754

2. Ohrui N, Takeuchi A, Tong A, et al. Physiological incidents during 39 years of hypobaric chamber training in Japan. Aviat Space Environ Med 2002; 73: 395-398.

3. Rice GM, Vacchiano CA, Moore JL, Anderson DW. Incidence of decompression sickness in hypoxia training with and without 30-min O2 prebreathe. Aviat Space Environ Med 2003; 74: 56-61.

4. Artino Jr AR, Folga RV, Swan BD. Mask-on hypoxia training for tactical jet aviators: evaluation of an alternate instructional paradigm. Aviat Space Environ Med 2006; 77:857-863.

5. Sausen KP, Bower EA, Stiney ME, et al. A closed-loop reduced oxygen breathing device for inducing hypoxia in humans. Aviat Space Environ Med 2003; 74:1190 –7.

6. Vacchiano CA, Vagedes K, Gonzalez D. Comparison of the physiological, cognitive, and subjective effects of sea level and altitude-induced hypoxia [Abstract]. Aviat Space Environ Med 2004; 75(4, Suppl.):B56.

7. Ostrander GB. Hypoxia in the Hornet: what we know, and what we’re doing. Approach Magazine 2005 May-Jun:10–12

8. Ostrander, GB. Physiological episodes and related mishaps: FY 2001–2005. Norfolk, VA: Naval Safety Center, Department of the Navy; 2005 Oct.

9. Cable GG. In-flight hypoxia incidents in military aircraft: causes and implications for training. Aviat Space Environ Med 2003; 74:169 –72.

10. Newman, DG, Pilot Incapacitation: Analysis of Medical Conditions Affecting Pilots Involved in Accidents and Incidents 1 January 1975 to 31 March 2006. ATSB Transport Safety Report Aviation Research and Analysis Report B2006/0170 Australian Government Australian Transport Safety Bureau January 2007.

KEYWORDS: hypoxia; safety; aviation physiology; human factors; hypobaric; training

N08-140 TITLE: Improved Low Light Level, Wide Multi-Band Infrared Imager

TECHNOLOGY AREAS: Air Platform, Sensors

ACQUISITION PROGRAM: PMA264 JMMES JCTD; PMA-290 P-8A Poseidon Multi-Mission Aircraft

OBJECTIVE: Develop an infrared (IR) detector array sensitive to, at a minimum, long wave and mid wave IR wavelengths and requires little to no cooling.

DESCRIPTION: A detector array with a low cost and high sensitivity across the IR spectrum that requires little to no cooling is desired. Sensitivity in the near IR would also be desirable. Broad band performance across the visible, near IR, short wave IR, mid wave IR, and long wave IR bands would be beneficial, but is not required. New technology advancements have the potential to provide focal plane arrays that do not require cooling and have increased sensitivity and lower cost than existing array techniques. Two of these new technologies include the use of: 1) Nano engineered photonic materials that can be engineered with specific bandgaps for optical wavelengths, particularly the long wave and IR where the atomic structures a still much smaller that the wavelengths. 2) Micro-machined array structures that can detect with, differential resonance techniques, very small thermal changes. These and other advances in material and manufacturing techniques can be applied to potentially improve IR image plane performance.

PHASE I: Determine the feasibility of developing an IR detector array requiring little or no cooling. Demonstrate that this array technology can be scaled to array sizes of at least 1000 by 1000 pixels with suitable development. Demonstrate the modeling of key performance parameters representing Phase II risk via an engineering model. Demonstration of key performance requirements is desired.

PHASE II: Design, build and demonstrate a prototype IR detector array. This demonstration may use a smaller array with a goal of approximately 500 by 500 pixels. A demonstration using a full sized array would be preferred. Utilizing information gathered during the demonstration, build the IR array into a usable camera for demonstration.

PHASE III: Integrate into an existing Navy Aircraft Turret for demonstration and comparison to current IR sensor systems. Transition technology by replacing sensors currently in use in the fleet.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Low cost imagers for IR would have a large commercial market for thermal imaging - including energy efficiency measurements and fire fighter imaging.

REFERENCES:

1. Uncooled Infrared Imaging Arrays and Systems, Volume 47, First Edition (Semiconductors and Semimetals) (Hardcover) by Paul W. Kruse (Editor), David D. Skatrud (Editor)

2. Surveillance and Reconnaissance Systems : Modeling and Performance Prediction

Hardcover (Trade Cloth) Author: Ronald G. Driggers

3. TESTING AND EVALUATION OF INFRARED IMAGING SYSTEMS / Second edition by Gerald C. Holst, JCD Publishing. All Rights Reserved. 2932 Cove Trail | Winter Park, FL 32789-1159 | Ph. +407.629.5370 | Fax. +407.629.5370 |

4. website: http://www.st-andrews.ac.uk/~www_pa/pandaweb/research/phot_mat.htm - background in photonic materials

5. website: http://www.iop.org/EJ/abstract/0960-1317/11/5/320 - example micromachined imager

KEYWORDS: Long Wave Infrared; Mid Wave Infrared; Near Infrared; Imager; Array; Thermal; photonic materials; micro-machining

N08-141 TITLE: Design and Optimization of Radar Systems to Assist Rotorcraft Piloting in Adverse

Environments

TECHNOLOGY AREAS: Sensors, Electronics, Battlespace

ACQUISITION PROGRAM: PMA-261, CH-53K Heavy Lift Helicopter, ACAT I; PMA-209

OBJECTIVE: Develop innovative analysis tools for the design and optimization of Ka through W band radar systems for rotorcraft piloting in adverse environments. The sensors are to support the safe approach and landing during brownout, whiteout, and sea spray as well as improved safety for night and no/low visibility low altitude pilotage.

The design and optimization tools should be able to provide analysis in support of tradeoffs between near-field and far-field sensor performance, interaction of the antenna/array with the airframe, achievable radar beam width and resultant angular resolution of the radar imagery, consider the impact of polarimetry techniques to improve the detection and discrimination of power lines in a high clutter background. Consideration should be given to modeling the effects of precipitation, sea spray and dust clouds. In the case of dust clouds, particles of particular interest range in size around 60 microns (i.e. particles which impact visibility), and are at concentrations of 0.25 to 3 grams per cubic meter. The analysis capability shall also address the sensor system’s ability to display surface objects that would damage the aircraft (including rotor blades) during the final portion of the approach and to detect objects that have moved during final portion of decent.

We desire innovative analytical/numerical, exact or approximate physics methodologies that can provide fast solutions to these problems. These methodologies should be capable of handling large targets with small features (large/small scale capable); they should provide highly accurate results for far-field quantities and accurate ones for near-field ones; and they should be able to handle a variety of materials besides perfect conductors. They should provide solutions faster than accepted exact frequency-domain methods but slower than purely high-frequency methods (UTD, PTD, etc). The latter are excluded from this call. This topic is restricted to frequency-domain methods.

PHASE I: Determine feasibility of proposed solution to address the problems above. The proposed methodology should be based in the frequency domain. Demonstrate by either analytical and/or computational methods, the capability of the proposed method.

PHASE II: Develop and demonstrate proposed methodology. Demonstrate accuracy, robustness and speed of the established method. Develop a prototype electromagenetics tool incorporating new methodology and including a user-interactive graphical user interface (GUI).

PHASE III: Refine methodology and tool developed in Phase II either alone or in partnership with another company and transition to the fleet.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The tool developed in this project will find applications among commercial airframe builders, antenna houses, communications equipment manufacturers, etc.

REFERENCES:

1. J. J. H. Wang, Generalized moment methods in electromagnetics. New York: Wiley & Sons, 1991.

2. J. L. Volakis, A. Chatterjee and L. C. Kempel, Finite Element Method for Electromagnetics. New York: IEEE Press, 1998.

3. M. S. Tasic and B. M. Kolundzija, “PO driven iterative Galerkin solution of field integral equations”, 2006 IEEE Antennas and Propagation Society International Symposium Digest, pp.4073-4076.

4. Park, M. “Millimeter-Wave Polarimetric Radar Sensor for Detection of Power Lines in Strong Clutter Background” PhD Dissertation, University of Michigan, 2003.

5. http://www.darpa.mil/sto/solicitations/BAA06-45/index.html.

KEYWORDS: Brownout; RF sensors; Large Platforms; Small Features; Fast Electromagnetic Solvers; Frequency Domain.

N08-142 TITLE: Innovative Aircraft Engine Noise Reduction Using Tailored and Smart Acoustic Liners

TECHNOLOGY AREAS: Air Platform, Materials/Processes, Sensors

ACQUISITION PROGRAM: F-35 - Joint Strike Fighter, ACAT I

OBJECTIVE: Develop innovative acoustic liners for jet noise reduction as alternatives to current perforated designs.

DESCRIPTION: Aircraft engines generate noise levels that are deemed unacceptable for 21st century survivability and community noise objectives. Recent government funded research programs have set aggressive goals for jet noise reduction for the near future. Reductions of the order of 20 dB to be achieved in the next 15 years require the development of new technological solutions for the control of noise generated by jet engines.

Current design configurations mostly feature passive acoustic liners consisting of honeycomb panels with perforated face sheets. Single-, double- or triple-layer configurations have been proposed and analyzed in an effort to increase design flexibility and broadband absorption characteristics. Other configurations employ woven wires, slots and micro-perforates as well as bulk absorber materials such as fiberglass, Kevlar felts, and ceramic foams. Most of these design solutions suffer from major drawbacks in terms of manufacturing and in-service durability. In addition, these liners typically do not contribute to the structural capability of the engine, and therefore they introduce weight penalties. Finally, passive liners do not have the ability to adapt their absorption characteristics in response to varying flight regimes. New concepts for acoustic liners should reduce the drawbacks of current designs in terms of manufacturing and structural reliability and should have tunable properties.

Smart acoustic technology is sought for liners that contribute to the structural strength of the engine nacelles and have the ability to adapt their noise absorption characteristics to different flight regimes through the application of smart or tunable materials while maintaining current engine performance levels. The developed technology must ensure no adverse effect on infrared (IR), fatigue, flutter, or engine performance.

PHASE I: Develop an innovative approach to a smart acoustic system that detects and reduces aircraft engine noise as a function of flight regime. Demonstrate the feasibility of the approach using computational methods.

PHASE II: Develop and demonstrate a prototype smart acoustic system in a simulated environment where a representative engine noise environment can be produced. Both experimental evaluation and verification via proven computational methodologies must be demonstrated.

PHASE III: Further develop the smart acoustic system for production. Prepare a complete package with a users manual, hardware and software for the system to be integrated onto Navy platforms. Provide the Navy with computational tools capable of assessing the system across a spectrum of Navy aircraft.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Smart acoustic system technology will have broad application in both the commercial and military aerospace industries where community aircraft engine noise is an issue. This technology can be applied to reduce civilian noise footprints for airports and heliports.

REFERENCES:

1. Bielak G. et al. “Advanced Turbofan Duct Liner Concepts,” NASA Technical Report (CR-1999-209002).

2. Gutmark et al. “Measurements of the Acoustic Attenuation By Single Layer Acoustic Liners Constructed With Simulated Porous Honeycomb Cores,” Journal of Sound and Vibration 286(2005) 21-36.

KEYWORDS: Smart System; Engine; Acoustics; Noise; Structural Tailoring; Structural Control.

N08-143 TITLE: Long Endurance, High Power Battery

TECHNOLOGY AREAS: Ground/Sea Vehicles, Materials/Processes, Battlespace, Nuclear Technology

ACQUISITION PROGRAM: PMA-264 - Air ASW Systems; PMA-290 - Maritime Patrol and Reconnaissance Air

OBJECTIVE: Develop a lightweight, long endurance, high power output, low cost sonobuoy and Unmanned Aerial System (UAS) battery to replace current chemistry and endurance limitations given the volume, weight and safety constraints.

DESCRIPTION: The current sonobuoy battery is a magnesium/silver-chloride battery (18 volts, 8.2 amp/hour, 120watt, for 6 hours weighing 2.48 pounds in a volume of 4.29 inch diameter by 2.54 inches in height ). There is an excessive amount, approximately 20 troy ounces, of silver per battery currently used.

The current UAV-sonobuoy battery is a lithium-polymer battery. There are limitations and various physical configurations and power requirements which will be a derivative of the sonobuoy battery listed above. There are two goals for the sonobuoy-UAV battery and they are; 1) reduction in the interior volume and 2) increasing flight endurance.

The battery must be able to be certified for Naval aviation and be environmentally safe. All chemistries and nuclear options will be considered.

PHASE I: Determine the feasibility of developing a long endurance, high power battery. Perform design and analysis of high power density, low cost battery system, and define its performance characteristics, develop a design configuration, safety and environmental parameters, and select the major components for proving the feasibility of the proposed system. Analyze all possible failure mechanisms and estimate battery reliability, based on the performance of the electrical and mechanical subsystems.

PHASE II: Design and develop a full-scale prototype battery ready for sonobuoy and sonobuoy-UAS installation and conduct a land-based demonstration.

PHASE III: Design and fabricate production prototypes for both sonobuoy and sonobuoy-UAS and transition to the fleet.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Batteries of this type have the potential of being used by volcanic and polar ice expeditions where long duration remote sensor operation is required.

REFERENCES:

1. Clint Winchester and Dave Kierin,"Lithium Batteries: Good Batteries Gone Bad", Joint Service Power Expo, May 2005. http://proceedings.ndia.org/5670/Lithium_Battery-Winchester.pdf.

2. Tulenko and Crane, University of Florida, University Research Program in Robotics 2005-06 Final Report submitted 30 Nov 2006.

http://www.osti.gov/bridge/servlets/purl/895620-n4Nt3U/.

3. T. H. Bradley, B. A. Moffitt, D. N. Mavris, and D. E. Parekh, Development and Experimental Characterization of a Fuel cell Powered Aircraft, J. Power Sources, in press, doi:10.1016/j.jpowsour.2007.06.215.

http://www.fcbt.gatech.edu/Publications/Development_and_experimental_characterization_of_a_fuel_cell_powered_aircraft%20.pdf.

4. Navsea Technical Manual for Batteries, Navy Lithium Safety Program Responsibilities and Procedures, August 19, 2004, 53 pgs.
REF N08-143 Navsea Tech Manual Batteries.pdf

KEYWORDS: Sensors; Battery; Nuclear; Chemical; Power; UAV.

N08-144 TITLE: Erosion Resistant Coatings for Large Size Gas Turbine Engine Compressor Airfoils

TECHNOLOGY AREAS: Air Platform, Materials/Processes

ACQUISITION PROGRAM: F-35 - Joint Strike Fighter, ACAT I

OBJECTIVE: Develop and apply erosion resistant coatings to large size compressor airfoils.

DESCRIPTION: Aircraft operating in sand/dust environments experience erosion of the gas turbine engine compressor airfoils that deteriorates engine performance; increases fuel consumption; increases maintenance, logistic support, and costs; and decreases safety-of-flight. Solutions from inlet barrier filters to erosion-resistant coatings have been applied to helicopter engines operating in desert environments and have resulted in increased engine time-on-wing and engine performance retention. Erosion-resistant coatings have been applied on helicopter engines with compressor airfoils measuring no greater than 10 cm in length. The Joint Strike Fighter Short Take-off and Vertical Landing (STOVL) aircraft will operate in desert environments and ingest abrasive particles during the critical take-off and landing stages of operation. The compressor airfoils on the JSF STOVL aircraft’s integrally bladed rotors (IBR) for both the lift-fan and cruise engines are much larger than compressor airfoils on helicopter engines. For example, a first-stage IBR can measure approximately 1 meter in diameter. The large-size IBRs are expensive to manufacture and replace; hence, the potential of an erosion-resistant coating maintaining component efficiency and delaying component degradation of large diameter IBRs will be critical in reducing total operating costs. This project seeks erosion-resistant coatings that can be applied on large diameter, integrally bladed rotors for gas turbine engine compressors on a production basis. The coatings must be able to withstand the austere operating environments of gas turbine engines such as high cycle fatigue and stresses due to surge and aerodynamic and centrifugal loads. At the same time, they should not spall or delaminate after absorbing foreign object damage.

PHASE I: Determine the feasibility of applying erosion-resistant coatings on large-diameter integrally bladed rotors for gas turbine engine compressors on a production basis.

PHASE II: Demonstrate the application of the coating on a large diameter IBR. Conduct erosion tests on coated, large diameter IBRs. Demonstrate that the coating process for large diameter IBRs is ready for application on a production basis. Provide non-recurring and recurring costs to apply production coatings.

PHASE III: Transition application of the selected erosion-resistant coatings to the JSF engine compressors.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The application of erosion-resistant coatings on large diameter compressor airfoils and IBRs has potential application for compressor airfoils on large turbofan engines powering commercial aircraft fleets.

REFERENCES:

1. Tabakoff, W. and Simpson G., “Experimental Study of Deterioratiion and Retention on Coated and Uncoated Compressor and Turbine Blades,” 40th AIAA Aerospace Sciences Meeting &Exhibition, Reno, NV, Jan 14-17, 2002.

2. Klein, M.A. and Simpson G., “The Development of Innovative Methods for Erosion Testing a Russian Coating on GE T64 Gas Turbine Engine Compressor Blades” GT2004-54336, Turbo Expo 2004, Vienna, Austria, June 14-17, 2004.

KEYWORDS: Erosion; resistant; coatings; airfoils; integrally bladed rotors (IBRs); gas turbine engines.

N08-145 TITLE: Relative Global Positioning System/ Inertial Navigation System (GPS/INS) Innovations

for Autonomous Unmanned Air Systems (UAS)

TECHNOLOGY AREAS: Sensors, Electronics

ACQUISITION PROGRAM: Navy Unmanned Combat Air System (N-UCAS)/ACAT 1

OBJECTIVE: Develop and demonstrate architecture innovations for precision relative GPS/INS navigation systems that satisfy the stringent accuracy, integrity and continuity performance required to support autonomous, networked, low-observable (LO) unmanned air systems.

DESCRIPTION: Precision GPS/INS techniques have been developed to support operations including automated aerial refueling (AAR) and autonomous shipboard launch and recovery. The basic architecture of a relative GPS/INS navigation sensor system sends GPS and INS sensor measurements from the host platform (tanker or ship) to the unmanned aircraft platform via the airborne data network. Supporting communications and situational awareness functions are exchanged on the same network. Autonomous UAS bring additional challenges to the performance of these systems including the impact of low observability, networking interface, scalability, redundancy, and autonomy. Specific technology innovations are needed to advance the state of the art of precision GPS/INS techniques for autonomous UAS systems, including the following:

• Impact of Low Observability. Low observability may attenuate GPS antenna performance significantly from non-LO designs. Degradation in tracking thresholds reduces system performance and availability. Methods of addressing this degradation can include the use of external augmentations (to compensate for satellites unable to track) such as two-way ranging via the data network and precision time transfer; techniques to increase the available gain to each satellite such as active antenna multi-beamforming; and techniques to lower the carrier-to-noise ratio, which provides quality GPS carrier tracking, such as GPS/INS deep integration. Preferred techniques minimize cost and integration impact to the platform while maximizing availability of system performance.

• Autonomy and Airborne Redundancy. Autonomous UAS require very high continuity in the GPS/INS system, since there is no piloted backup to the navigation operation. Operation of redundant GPS/INS processors requires that errors can be detected between the navigation outputs at the submeter-level with high integrity (high assurance of fault detection) and high continuity (low false alarm rate). Architecture innovations are desired to improve performance of redundant systems including fault detection and isolation algorithms.

• Networking and Service Oriented Architecture (SOA). Autonomous UAS achieve interoperability, scalability, and re-usability through implementing communications, navigation, command and control and other mission functions over a SOA implemented via the Internet-Protocol based airborne network. Innovative concepts are needed to select SOA frameworks for GPS/INS data exchanges that provide open architecture, re-usability and scalability across large, networked “swarms” of UAS while still supporting the performance needed for aviation operations. Specific challenges include security, efficiency, latency, certification and robustness of performance.

In all cases the architecture innovations must satisfy the stringent accuracy, integrity and continuity performance of precision UAS operations such as AAR and carrier-based autonomous launch and recovery.

PHASE I: Design and demonstrate a cost-effective approach to using differential GPS/INS augmentations to provide a significant improvement in performance on LO UAVs.

PHASE II: Develop a prototype of the relative GPS/INS innovation including the necessary hardware, software, and associated simulations. Using the prototype with simulation and field/flight test data, demonstrate the performance under representative conditions via real-time or post- processing.

PHASE III: Integrate the innovation approach into an existing precision relative GPS/INS system applicable to autonomous UAS operations in precision relative navigation. Demonstrate performance in flight test conditions in a relevant environment.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Precision relative navigation can be used for a host of vehicle-to-vehicle navigation applications in the private sector. Precision relative navigation is related to the general class of differential GPS systems and augmentations used in civilian transportation, farming, mining, and other sectors. In particular, the required navigation performance for unmanned air platforms is on the same order as performance requirements for Cat III Local Area Augmentation System (LAAS).

REFERENCES:

1. NA-4115-UCAS-1000, Unmanned Combat air System CV Demonstration (UCAS-D) Performance Specification, Version 1.0, January 22, 2007.

2. NA-4150-UCAS-1003, UCAS Ship Interface Reference Document (USIRD).

3. NA-4580-PGPS-5000, PGPS System Requirements Document.

4. Navy UCAS: Aviation/Ship Integration Architecture Process, ASNE Launch & Recovery, May 2008, PR No. 07-743, 32 pages.

5. Navy UCAS Aviation/Ship Integration, Overview, Navair, PR No. 07-743, 62 pages.

6. Khanafseh, S. et al, Validation of Autonomous Airborne Refueling Algorithms Using Flight Test Data, 11 pages.

7. Heo, Moon-Beom et al, Robust Airborne Navigation Algorithms for SRGPS, 2004, 9 pages.

8. Khanafseh, S. et al, Carrier Phase DGPS for Autonomous Airborne Refueling, 11 pages.

9. Liu, K. et al, Precision Relative Navigation Solution for Autonomous Operations in Close Proximity, IEEE/ION Plans 2008, Monterey, California, May 5-8, 2008, 6 pages.

KEYWORDS: Navigation; Unmanned Air System (UAS); Global Positioning System (GPS); Inertial Navigation System (INS); Low Observable (LO); Service Oriented Architecture (SOA).

N08-146 TITLE: Cross-Cockpit Collimated Displays for Flight Simulation

TECHNOLOGY AREAS: Information Systems, Human Systems

ACQUISITION PROGRAM: F-35 - Joint Strike Fighter, ACAT I

OBJECTIVE: Develop innovative technology for large field-of-view, multi-viewer collimated displays with demonstrated significant cost and fidelity improvements.

DESCRIPTION: Innovation is sought for large-area, large field-of-view, multi-viewer (two or more), collimated displays used in flight simulators that require cross-cockpit viewing and in other applications requiring a large viewing volume for multiple viewers. Current systems are expensive and have a number of performance and quality deficiencies. Specific areas in which advancement is needed include:

a) Mechanical installation and alignment.

b) Ease of maintenance.

c) Distortion correction.

d) Brightness and contrast.

e) Color matching between display channels.

f) Shared field-of-view.

Significant cost and fidelity improvements are sought using new processes and materials. Proposed solutions should also leverage new PC based image generation and display technologies.

PHASE I: Develop innovative concepts for shared collimated display systems in training simulators and perform a feasibility analysis of the proposed concept.

PHASE II: Develop the proposed concept identified in Phase I and evaluate it in a demonstration display unit.

PHASE III: Integrate the new processes, software algorithms, hardware, and other developed technology into a commercially viable large-area multi-viewer collimated display system suitable for use in a high-fidelity military flight simulator.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The developed technology can be applied in commercial flight simulators requiring pilot, co-pilot, crew, and instructor viewpoints. It is also applicable for multi-person visual display entertainment venues.

REFERENCES:

1. Dudfield, H.J.; Macklin, C.; Fearnley, R.; Simpson, A.; and Hall, P. (2001) “Big Is Better? Human Factors Issues Of Large Screen Displays With Military Command Teams,” in Proc. of People in Control: 2nd International Conference on Human Interfaces in Control Rooms, Cockpits and Command Centres (PIC 2001), IEE Press, 304-309.

2. Moorabbin Flying Services: Visual Systems. Retrieved SEP 25, 2007 14:17, @ http://www.mfs.com.au/MFS_VisualSystems.htm.

3. Whyte, Ian and Zepf, A. W., “Wide-Angle, Multiviewer, Infinity Display System,” DTIC Retrieved SEP 25, 2007 14:42 @ http://stinet.dtic.mil/oai/oai?&verb=getRecord&metadataPrefix=html&identifier=ADA116308.

4. “Wide Angle Infinity Display Equipment,” Retrieved SEP 25, 2007 14:32 @ http://en.wikipedia.org/wiki/Wide-angle_Infinity_Display_Equipment.

5. Tan, D.S.; Gergle, D.; Scupelli, P.G.; and Pausch, R. “With Similar Visual Angles, Larger Displays Improve Performance On Spatial Tasks,” in Proc. of the SIGCHI Conference on Human Factors in Computing Systems (CHI ’03), ACM Press (2003), 217-224.

6. Patrick, E.; Cosgrove, D.; Slavkovic, A.; Rode, J.A.; Verratti, T.; and Chiselko, G., “Using A Large Projection Screen As An Alternative To Head-Mounted Displays For Virtual Environments,” in Proc. of the SIGCHI Conference on Human Factors in Computing Systems (CHI ’00), ACM Press (2000), 478-485.

KEYWORDS: Maintenance; Collimated; WIDE-Displays; Simulation; Displays; Trainer.

N08-147 TITLE: Improve LASER RADAR (LADAR) Image and Data System Processing with

Multi-Sensor Fusion in Vertical Lift Visual Degraded Environments

TECHNOLOGY AREAS: Air Platform, Electronics

ACQUISITION PROGRAM: PMA 261 - Heavy Lift Helicopter, ACAT I; PMA-275; PMA-209

OBJECTIVE: Develop innovative LADAR technologies which improve upon the signal processing of Laser pulse returns to provide higher image resolution, greater range resolution, increased update rates, and larger Field of View (FOV).

DESCRIPTION: Navy and Marine Corps helicopter operations under visually degraded environment (VDE) conditions during landings and troop insertions/extractions have resulted in accidents caused by the pilot and aircrew loss of Situational Awareness (SA). VDE results when the pilot and aircrew are unable to recognize objects and terrain due to blowing dust/snow (brownout / whiteout) conditions, or dense fog. Pilots and crew operating aircraft under such desperate conditions require high image resolution (1024 x 720, or 1280 x 1080 pixels) and range accuracy (in centimeters) at rages of 100 to 1000 ft in real time that allows imaging of desired target area and associated objects within such zone while operating aircraft in a VDE. LADAR imaging sensors offer an imaging capability that could penetrate brownout/whiteout conditions and support landing in VDE. However, current LADAR sensors have low spatial resolution (256 x 256, or 512 by 512) and limited field of view (30 to 60 degrees) in order to achieve near real-time display imagery. In addition, to obtain desired range accuracy in the decimeter to centimeter range requires post collect processing. Processing technologies for enhancing and/or fusing LADAR and other sensor sources should enhance object detection and identification within the sensor’s FOV, allowing pilots to recognize hazards associated with the safe operation of the aircraft. Therefore, innovative signal and image processing technologies are hereby sought that would provide a pilot such an enhanced fused image of the landing area. This should as a minimum include active gated LADAR imaging and fusion of other sensor sources such as millimeter wave (MMW), low/visual light cameras and infrared video sensors. In addition, consideration should be given to approaches that also address the vertical lift operations in VDE. Consideration shall be given to scaling proposed technologies to the size weight, and power consumption available in the helicopter environment.

PHASE I: Determine the feasibility of developing new processing technologies and system architectures that increase effective LADAR image resolution, range accuracy, and increase FOV imagery in real-time to pilots (no apparent processing-time difference as view by the pilot compared to what he would see outside the aircraft with no VDE). Consider the fusion of other sensor data to enhance the detection and identification of objects and terrain features. Describe how fused imagery data from other sensor with improved LADAR imagery processing can enhance pilot SA in a VDE. Describe how current technologies compare to proposed LADAR sensor processing technologies.

PHASE II: Develop prototype or modify existing LADAR system with proposed new technologies and architectures to improve senor system performance and pilot SA. Test the prototype developmental unit to assess its imagery resolution, range resolution accuracies, expanded FOV, and real-time processing capability enhances the detection and recognition of objects and terrain features in laboratory (in door/outdoor) environments.

PHASE III: Integrate a developmental unit onto a helicopter testbed or lead platform helicopter platform. Demonstrate real-world operation of the system in a VDE and its capability to enhance pilot and aircrew SA in such austere environments. Refine hardware and software solution to improve and optimize system performance. Upon successful system performance demonstration, start process of ruggedizing and integrating system for Naval helicopter environment and operations on a designate lead platform. Also perform studies to determine where such sensor or sensors could be mounted on lead platform.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The technology developed could be applicable to commercial aircraft builders and aircraft operators, particularly for helicopter manufactures and fleet operators. This technology would also be applicable to life-saving, law enforcement, Department of Homeland Security, and US Coast Guard helicopter aviation units.

REFERENCES:

1. National Defense, Aug 2007, " Sandblaster Gives Helicopters Hope for Safe Landing"

2. Air Force Research Laboratory, 28 Aug 2007, "AFRL Develops Partial Solution to Helicopter Brownout"

3. Popular Mechanics, 3 Oct 2006, "Flying Blind in Iraq: U.S. Helicopters Navigate Real Desert Storms"

KEYWORDS: LADAR; visual degraded environment; brownout; whiteout; enhanced situational awareness; ladar image processing

N08-148 TITLE: Innovative Approaches to the Optimization of Ceramic Matrix Composite (CMC) Component Manufacturing Processes

TECHNOLOGY AREAS: Air Platform, Materials/Processes

ACQUISITION PROGRAM: F-35 - Joint Strike Fighter, ACAT I

OBJECTIVE: Develop methodologies to support innovative manufacturing process development to ensure optimized CMC component fabrication.

DESCRIPTION: The Joint Strike Fighter and other military systems are considering the use of CMC’s for propulsion applications. The materials are exposed to several densification and cure cycles during processing. Special precautions need to be taken during the densification process to ensure that the parts do not warp and twist during processing even through the fabric architecture is mid-plane symmetric. Additionally when fabricated components are subjected to engine operating conditions, the components may exhibit permanent deformation in the form of warping or twisting. This warping and twisting can be a direct result of a build up of residual stresses that are processing induced, depending on the part geometry. Permanent deformation to these critical components may result in premature failure and/or require premature replacement. Innovative approaches are required to supplement the manufacturing process to ensure proper component fabrication.

PHASE I: Develop a methodology that will provide for the optimization of the critical CMC processing procedures. Demonstrate the feasibility of the approach through the fabrication of a limited quantity of specimens.

PHASE II: Fully develop the approach into a manufacturing process tool. Provide sufficient verification and validation through manufacturing trials to enable a transitionable product.

PHASE III: Expand the technology for other materials, environments, and structural applications.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The technology developed here will be applicable to the chemical processing industries that utilize high temperature CMC systems.

REFERENCES:

1. 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.

2. 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.

3. 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: Ceramic matrix composites (CMCs); processing; fabrication; propulsion; manufacturing; densification.

N08-149 TITLE: Variable Speed Speech Synthesis

TECHNOLOGY AREAS: Information Systems, Human Systems

ACQUISITION PROGRAM: PMA205 - Aviation Training Systems

OBJECTIVE: Develop a speech synthesis technology that provides realistic and adjustable speed of speech that is intelligible to support a range of fast pace operational and training scenarios.

DESCRIPTION: Speech synthesis technology is integrated into training systems to provide team training to individual trainees. However, the current state of the technology does not support the demands of high-speed training scenarios. For example, in Close Air Support training, a Forward Air Controller is required to interact with a pilot as quickly as possible due to the limited time that the aircraft is within range. Current speech synthesis technologies do not allow trainees to interact in a realistic manner in these types of training scenarios. A speech synthesis technology is sought that can be adjusted to provide realistic speed variations for fast paced training scenarios while maintaining intelligibility.

PHASE I: Determine the feasibility of developing variable speed speech synthesis technology that allows the user to vary the speed to meet high-speed training scenarios while maintaining intelligibility. Determine and document how speech synthesis technology can be advanced to meet the requirements of variable speed.

PHASE II: Develop, test, and validate the new speech synthesis technology. Creatively demonstrate how users can adjust speed variability to meet the needs of a range of training scenarios and the capability of the technology to produce clear and unambiguous speech at various speed levels.

PHASE III: Transition effort to commercial developers and government research and development facilities responsible for providing training systems that integrate speech technologies, as well as to operational environments that may benefit from enhanced speech synthesis technologies (e.g. Air Traffic Control for Unmanned Aerial Vehicles).

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Any organization that utilizes speech synthesis technology to support development of tools to support accessibility (e.g., screen readers for people with visual impairment) and telephone-based systems (e.g., automated call centers). The technology would also be useful to government, industry and academic organizations that develop training systems that require the user to interact with a computer to train team skills.

REFERENCES:

1. The VoiceText Text-to-Speech System for the Blizzard Challenge 2007 by Won-Suk Jun, Deok-Su Na, Seong-Won Kim, Myung Kim, Joon-Woo Lee, Jong-Seok Lee. http://festvox.org/blizzard/bc2007/blizzard_2007/full_papers/blz3_018.pdf.

2. Text-to-Speech Designed For a Massively Multiplayer Online Role-Playing Game (MMORPG) by Mike Rozak; http://festvox.org/blizzard/bc2007/blizzard_2007/full_papers/blz3_011.pdf

Speech Synthesis Using an Aeroacoustic Fricative Model by Daniel J. Sinder; http://www.caip.rutgers.edu/~sinder/thesis/.

3. Speech synthesis evaluation by Nick Campbell; http://www.elra.info/hltevaluationworkshop/img/pdf/Nick%20Campbell.ATR.Speech%20Synthesis%20Evaluation.pdf.

4. Speech Conductor by Christophe d’Alessandro; http://www.enterface.net/enterface05/docs/slides/opening/project6.ppt#256,1,Speech Conductor.

5. Speech Synthesis Markup Language Version 1.1 Requirements by Scott McGlashan; http://www.w3.org/TR/ssml11reqs/.

6. A Perspective on the Next Challenges for TTS Research by Juergen Schroeter, Alistair Conkie, Ann Syrdal, Mark Beutnagel, Matthias Jilka, Volker Strom, Yeon-Jun Kim, Hong-Goo Kang, and David Kapilow; http://www.cstr.ed.ac.uk/downloads/publications/2002/strom02a.pdf.

KEYWORDS: Speech Synthesis; Training; Speed Variability; Simulation; Communications; Coordination.

N08-150 TITLE: Very Rapid Cure Capable Resin and Optimization for Pre-Preg Process Development of

Barrier or Isolation Ply Materials

TECHNOLOGY AREAS: Air Platform, Materials/Processes, Weapons

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

OBJECTIVE: Develop a cost-effective controllable very rapid curing resin and pre-preg system for galvanic barrier or isolation ply restoration on complex pre-cured and machined carbon composite part surfaces. The system is to be based on proven epoxy chemistry resins for barrier or isolation ply applications with type "E" glass 108 style fiberglass cloth.

DESCRIPTION: New developments in very rapid cure resin systems have overcome limitations of legacy properties associated with these novel resin systems; including, but not limited to, brittleness, aircraft fluid and environmental sensitivity, unpredictable cure, and low glass transition temperature. Rapid resin cure is considered to be orders of magnitude less than current thermal cure processes while eliminating many time consuming processing steps; with no post processing required. An objective of this effort will be to develop a system that includes the epoxy based rapid and controllable cure resin and pre-preg processes needed to adequately impregnate the 108 style fiberglass cloth.

The proposed epoxy based rapid cure resin system with specified 108 style fiberglass cloth should meet the specific application of restoring the galvanic barrier or isolation ply corrosion protection on machined carbon composite surfaces that meets DoD aerospace fighter requirements. The final product form of the pre-preg must meet desired properties such as aerial weight, density, uniformity, thickness, etc. In addition, the pre-preg must meet the glass transition requirement of 375 F-dry via dynamic mechanical analysis (DMA) and demonstrated resistance to standard DoD aircraft fluids and environments. Final pre-preg properties will be assessed to ensure adequate performance for this application. Storage, handling and shipping of candidate pre-preg material should require no special environmental considerations beyond manufacturer packaging to remain stable and usable for processing - for example, no freezer/dry ice storage, but may require a protective package supplied via manufacturing process to limit cure from ambient light. The intention is for this candidate pre-preg material to be stored within a composite manufacturing center with typical constraints such as no direct sunlight and at temperatures typically found at an aerospace composite manufacturing center.

The candidate pre-preg along with the pre-preg life should include storage life, open mold life and be sufficient to meet the intentions of this program; allow for lay-up and subsequent rapid cure on large complex carbon composite parts to restore the galvanic corrosion barrier. Shelf life will be proven at the maximum extent possible within the capabilities of resin system, and be measured in tens of months rather than days or weeks.

PHASE I: Develop, perform analysis and perform optimization trials for a candidate baseline rapidly curing resin system. Demonstrate feasibility to pre-preg the resin while meeting physical and structural properties of the pre-preg and laminate. Demonstrate viscosity versus temperature evaluations of the resin and design a pre-preg process that will allow for flow and coating on the 108 style fiberglass cloth and cool sufficiently during the roll process to form an aerospace quality product with consistent thickness and resin content.

PHASE II: Develop and refine epoxy based rapid and controllable cure resin and pre-preg processes to provide for consistent product form on 108 style fiberglass cloth. This very rapid cure resin and glass cloth material could potentially be vacuum bag capable prior to and during cure process. Pre-preg properties will be assessed and provided to ensure adequate performance that meets this application; such as potentially, resin content, fiber area weight, volatile content, tack, cured ply thickness, density, glass transition temperature, adhesion, microcrack resistance, etc. Other woven fiber reinforcement materials may be explored for pre-pregging during this phase.

PHASE III: Design, fabricate, and test a pre-preg system with the optimized resin system developed in previous phases. The system must have the final production environment, limitations, and quantities required in mind during this phase of the program. Handling properties of the final pre-preg must be manufacturing friendly, and be able to be used with the standard set of tools and procedures available in a typical aerospace clean room of a composite manufacturing facility. Provide adequate system description and specifications to effectively transition the technology to the final pre-preg manufacturer.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The commercial aircraft manufacturers, automotive, and marine vehicle repair shops will benefit from the technology developed under this effort.