Navy FY09.1 SBIR Solicitation Topics

NAVY

SBIR FY09.1 PROPOSAL SUBMISSION INSTRUCTIONS

The responsibility for the implementation, administration and management of the Navy SBIR Program is with the Office of Naval Research (ONR). The Director of the Navy SBIR Program is Mr. John Williams, john.williams6@navy.mil. For general inquiries or problems with electronic submission, contact the DoD Help Desk at 1-866-724-7457 (8:00 am to 5:00 pm ET). 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 Web site before 8 December 2008. Beginning 8 December 2008, the online SBIR 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	E-mail
N091-001 thru N091-005	Mr. Paul Lambert	MARCOR	sbir.admin@usmc.mil
N091-006 thru N091-043	Mrs. Janet McGovern	NAVAIR	navair.sbir@navy.mil
N091-044 thru N091-063	Mr. Dean Putnam	NAVSEA	dean.r.putnam@navy.mil
N091-064	Mr. John Gallagher	NAVSUP	john.p.gallagher@navy.mil
N091-065 thru N091-087	Mrs. Tracy Frost	ONR	tracy.frost1@navy.mil
N091-088 thru N091-090	Mr. Steve Stewart	SPAWAR	steve.stewart@navy.mil
N091-091 thru N091-092	Mr. Robert Thorne	SSP	robert.thorne@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 Web site at http://www.onr.navy.mil/sbir. Additional information pertaining to the Department of the Navy’s mission can be obtained by viewing the Web site 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 N091-006 thru N091-043 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, e-mail notifications confirming that proposals have been received and processed for evaluation. 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 Web site. 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 Proposals 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 Web site 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 $250,000 to $1 Million 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 $750,000 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 Web site 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 Web site http://www.onr.navy.mil/sci_tech/ahd_usage.asp. This Web site provides guidance and identifies 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 am ET 14 January 2008.

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

____4. For NAVAIR topics N091-006 thru N091-043, 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 six (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 091 Topic Index

N091-001 DC Power Supply Technology for Air Cooled Systems

N091-002 Barrier Penetration Round

N091-003 Dynamic Foveal Vision Display

N091-004 Thermally Stable Machine Gun Barrel

N091-005 Alternative Lightweight Solution to the E-SAPI

N091-006 Highly integrated analog fiber optic transmitter for high dynamic range RF applications

N091-007 Advanced Heat Gun/Soldering Iron

N091-008 Innovative Approaches for Improving Progressive Damage Modeling and Structural Life Prediction of Airframes

N091-009 Tactical Beam Director for Airborne High Energy Laser Applications

N091-010 Coherent Active Sonar Waveform Analysis Using Pressure/Velocity Phase Comparison for Improved Detection and Classification

N091-011 Innovative Approaches to Develop Advanced Matrix Materials for High Thermal and Environmental Stability of Ceramic Matrix Composites (CMCs)

N091-012 Advanced Flight Deck Data and Voice Communications

N091-013 Control Surface Buffet Load Measurement

N091-014 Advanced Canopy and Window Materials for Improved Helicopter and Aircrew Survivability

N091-015 High Power Pump Couplers for High Energy Fiber Lasers

N091-016 Noise Reduction for Military Airfields and Surrounding Areas

N091-017 Gearbox Load and Life Simulation Software

N091-018 Hypoxia Monitoring, Prediction and Alert System

N091-019 Data Fusion of Electric Field and Acoustic Data

N091-020 Environmentally Protective Coatings for CeramicMatrix Composites

N091-021 Littoral Zone Characterization Using Merged Multi-Spectral Visible Electro Optic (EO) and Infrared (IR) Imagery

N091-022 Novel techniques for multipath mitigation for airborne Global Positioning System (GPS) receivers

N091-023 Assessing Electromagnetic Scattering Properties of Small Boats in Littoral Environments Using Hardware Accelerated Computing

N091-024 Improve Close Air Support (CAS) Effectiveness Through Noise Cancellation Device (NCD)

N091-025 Innovation in Strain Sensing and Damage Detection in Composite Repairs using Printed Gages

N091-026 Hyper-Elevation Modeling of Terrain, Topography, and Urban Environments

N091-027 Underwater Vertical Electric Field Detection

N091-028 Optical Coatings for Deep Concave Surface

N091-029 V-22 Three-Dimensional (3D) Downwash Measurement

N091-030 Prevention of Corrosion for Navy Aviation

N091-031 Advanced Design Concepts for High Performance Helicopter Masts

N091-032 Innovative Approach to Build and Maintain an Analysis Management System Infrastructure

N091-033 Nanoporous Thermal Barrier Coatings for Aircraft Structural Surfaces

N091-034 High-Speed, Low- Power, Highly Integrated, Wide Wavelength Range Tunable Laser for Wavelength Division Multiplexing (WDM) Networks

N091-035 Elimination of Carbon Monoxide From Pilot’s Breathing Oxygen

N091-036 Innovative WDM Mesh Micro-network Connection for avionics networks

N091-037 Real-Time, Bandwidth Optimized Collaboration Mission Planning Infrastructure

N091-038 Unmanned Operation of Fly-by-wire Testbed Aircraft

N091-039 Multichannel Fiber Optic Package Interface for Avionics

N091-040 Automated Fiber Optic Cleaner for Aerospace Connector Maintenance

N091-041 Advanced antennas for air vehicle flight test evaluation.

N091-042 Performance of Meta Materials in Navy Applications

N091-043 Super-resolution optics for tactical sensors

N091-044 Early Stage Affordability Assessment Tool Development

N091-045 Lattice Block Structures for Missile Structural Components

N091-046 Compact, Lightweight Chemical Sensor for Underwater Explosive Ordnance (EOD) Application

N091-047 Innovative Weight Reduction Concepts for Unmanned Surface Vehicles (USVs)

N091-048 Fiber Optic Temperature Sensors for Long Cryogenic Thermal Paths

N091-049 Advanced Combatant Craft for Increased Affordability and Mission Performance

N091-050 Detection and Mitigation of Electrical Faults in Medium Voltage DC (MVDC) Architectures

N091-051 Low Maintenance and Low Cost Cryocooler

N091-052 Automating the Transition of Product Model Data

N091-053 Advanced Modular, Energy Storage Technology

N091-054 Helium Circulation for Shipboard High Temperature Superconducting Systems (HTS)

N091-055 Contact Identification Using Hyperspectral Technology

N091-056 Exercise Torpedo End-Of-Run (EOR) Global Positioning System (GPS) Locator

N091-057 Toolset/Testbed for Estimating the Impact of Training Investments regarding Undersea Warfighter Effectiveness

N091-058 Shape Changing, Reduced Density, Towed Array Hose

N091-059 Inspection of structural steel welds under thick polymeric coatings

N091-060 Low Voltage, Cathodic Protection Materials

N091-061 Automatic User Interface Configuration Management

N091-062 Corrosion Control for Torpedo Otto Fuel Tanks and Engines

N091-063 Water Impermeable, Easy Disconnect Electrical Cable Connector for Deep Sea Applications

N091-064 Navy Cash Next Generation

N091-065 Media Free Coatings Removal Technology for Navy Platforms

N091-066 In situ learning for underwater object recognition

N091-067 Improved Optical Filters to Support Submarine Optical Communications Links

N091-068 Autonomous Fusion and Processing of Data from a Distributed Sensor System

N091-069 Improved Electrical Contact Materials for Extremely High Current Sliding Contact Materials

N091-070 Laser Diodes for Eye-Safe LADAR

N091-071 Optimized Manning and Crew Design Tools for Future Surface and Undersea Platforms

N091-072 Power Dense Bottoming Cycles for Microturbine Energy Recovery

N091-073 Large-Volume Production of Monodisperse Single-Walled Carbon Nanotubes

N091-074 High Velocity, Compact Cooling Coils for Naval Systems

N091-075 High Power Hopping Filter

N091-076 Translation of network metrics to behavior attributes

N091-077 Fiber Optic Acoustic Emission Monitoring System for Condition Based Maintenance

N091-078 Shallow Water Combat Submersible Diver Thermal Protection for Hot/Cold Water Environments

N091-079 Portable Sources of Ultracold Atoms

N091-080 Affordable High Rate Manufacturing Process for High Density Sub-Projectiles

N091-081 Beam Optics in High Performance Vacuum Electronic Devices with High Brightness Electron Beams

N091-082 Replanning and Operator Situation Awareness Tools for Operation of Unmanned Systems in Complex Airspaces and Waterspaces

N091-083 High Power Continuous Duty Transducers

N091-084 Real-Time Assessment of In-Water Contaminants

N091-085 Rapid Mobile Geotechnical Measurement System for Amphibious Operations

N091-086 High-level Language Compilers/Interpreters for Cognitive Models

N091-087 Fast Scan Mirrors for Electro-Optical Systems

N091-088 Optimal Seafloor Mapping Technologies

N091-089 Reconfigurable Satellite Planning Tool

N091-090 Multi-Net Link-16 Receiver

N091-091 GPS Reference While Submerged

N091-092 Gravity-Aided Navigation Technology for Reducing Ballistic Missile Submarines’ (SSBN) Dependence on the Global Positioning System (GPS)

NAVY SBIR 091 Topic Descriptions

N091-001 TITLE: DC Power Supply Technology for Air Cooled Systems

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

ACQUISITION PROGRAM: USMC G/ATOR Program, PM John Mcgough: john.mcgough@usmc.mil

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: Design and develop high efficiency, high power density, fast transient response, DC-to-DC (DC/DC) converters and technology that support both high peak power pulsed loads and high average power loads for air cooled radar applications. Advanced, high density packaging, interconnect, magnetic, switching components and control technologies are needed.

DESCRIPTION: High peak and average power levels of future USMC active array radar systems require significant advancement in component technologies, integration and speed, to achieve reductions in antenna weight, thermal loading, size, and cost while providing significantly higher power per unit volume than present available commercial technologies. Fast transient response, isolated DC/DC converters are needed for both high pulsed and average current loads, that minimize output energy storage capacitor requirements. Advancements are required in the development of power conversion technologies, assemblies, and increased switching speeds for isolated DC/DC converters with significantly lower noise, cost, and weight. Desired characteristics: fast transient response, low overshoot and output voltage droop, higher efficiency, and higher power density. Goals for this fast transient response 300V input, 12-48V output isolated DC/DC converter include output power greater than 1kW, efficiency greater than 90 percent, power density greater than 500W per cubic inch, response time less than 10 microsecond, settling time less than 10 microseconds, overshoot less than 4 percent, base plate temperature 70C. 10mm. Isolated DC/DC converters with innovative, high speed, low loss switching topologies, advanced control loop design, low internal and output inductance, high slew rate output, and advanced component technologies are of interest. DC/DC converters incorporating advanced low loss switches, low inductance high common-mode isolation transformer, low loss inductors, advanced thermally enhanced board, and advanced control loop design are of interest.

PHASE I: Identify potential new and innovative research and development approaches to meet the power conversion needs discussed in this topic. Develop and design a conceptual fast responding isolated DC/DC converter, or a technology that supports the development of an advancement in the design of DC/DC converters, and perform supporting analysis and critical technology demonstrations.

PHASE II: Develop a prototype DC/DC converter, or supporting technology, based upon the Phase I design effort. Demonstrate the capability of the converter, or technology under both pulsed and high average load conditions and also demonstrate commercial viability of the proposed converter.

PHASE III: Develop pre-production and production components and sub-systems for integration into radar systems.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Servers, advanced computer systems, and the cell phone industry could leverage these advancements. require

REFERENCES:

1. Mohan, Undeland, and Robbins, Power Electronics: Converters, Applications, and Design, New York, John Wiley & Sons, 1995.

2. R. W. Erickson, Fundamentals of Power Electronics, New York, Chapman and Hall, 1997.

3. D. M. Mitchell, DC-DC Switching Regulator Analysis, New York, McGraw-Hill, 1988.

KEYWORDS: DC-to-DC Converters; High Speed Switching Technology; Advanced Magnetics; Control Loop Technology; Advanced Thermal Circuit Board Technology; Air Cooled

N091-002 TITLE: Barrier Penetration Round

TECHNOLOGY AREAS: Materials/Processes, Weapons

ACQUISITION PROGRAM: Infantry Weapon Systems ACAT IV

OBJECTIVE: To develop a small arms projectile that is “Blind to Barriers”. Projectiles that are less affected by intermediate barriers to include automobile glass, automobile doors and common dwelling walls such that lethality is maintained.

DESCRIPTION: Marines in Operations Iraqi Freedom and Enduring Freedom frequently are required to engage enemy combatants in urban areas. As such, Marines often have to shoot through various intervening barriers to include automobile glass, automobile doors and common dwelling walls. It has been observed that current issue 5.56 mm munitions (M855 ball, M955 armor piercing and MK 262) are severely degraded when impacting these intervening barriers. This degradation has resulted in a diminished capability to stop the aggressive action of the threat. It is recognized that enemy combatants or other threats are the same physiologically no matter where they are. Therefore, the USMC desires a small arms projectile that is “Blind to Barriers”. Recent testing has revealed that certain projectiles currently exist which are less effected by intermediate barriers than others are. Testing in ten percent, ballistic gel after penetrating common barrier materials at various angles should show a wound profile comparable to the M855. The projectile developed should not require modification to the weapon. This research is targeted to 5.56mm small arms ammunition but may be expanded to other calibers if necessary.

PHASE I: The contractor shall research and investigate the development of a penetrating round that would fit within the 5.56 mm weapon that can provide lethality after penetrating a windshield. The contractor shall provide as much detail as possible to include all relevant information to include, bullet weight, type, construction, any previous testing conducted, pressures, powder specifications, etc. and submit a report of the results. The expected technologies include an internal separating penetrator that would only separate after impacting a barrier. Other technologies include special alloys, or non-homogeneous material that would enhance penetration. Regardless of the proposed technology, it must not separate on impact with a soft target. The Marine Corps will review the submitted reports and select a contractor or contractors for the next phase.

PHASE II: The selected contractors shall produce a number of prototype rounds to provide a technology demonstration. The demonstration should include dispersion testing at 300 meters from a contractor approved firing fixture.

PHASE III: The contractor shall provide sufficient ammunition for training and live fire testing. The contractor shall integrate the delivered system onto a host weapon and conduct live fire training on the range. The contractor will conduct both operator and maintainer training to selected Marine Corps personnel at the contractor’s facility.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Military and law enforcement organizations have a need to shoot through various intervening barriers to include automobile glass, automobile doors and common dwelling walls. Commercial application could include other federal, or state agencies, police departments, and homeland defense. Alloys and technology for this could be used for special penetrating fasteners for use in metal or concrete. The technology could be beneficial for the development of materials that deform less on impact than current technologies on impact.

REFERENCES:

1. STANAG 4172

2. http://www.conjay.com/Ammunition%20for%20Armor%20Testing%20NATO%205.56mm%20x%2045.htm

3. http://www.thegunzone.com/556faq.html

KEYWORDS: Ammunition;automobile glass;penetrating;urban;M-16;M-4

N091-003 TITLE: Dynamic Foveal Vision Display

TECHNOLOGY AREAS: Electronics, Human Systems

ACQUISITION PROGRAM: Infantry Weapons PM Optics and Non-lethal Systems

OBJECTIVE: This topic seeks technology that will utilize eye-tracking and optical directing techniques to present high resolution imagery only where the user is looking, with lower detail imagery in peripheral vision. The system shall increase situational awareness of the dismounted Marine by providing the perception of increasing the detailed field of view of head mounted displays (HMDs) but only where the eyes are pointed. The system shall also work for night and limited visibility imaging systems, while preserving or improving the resolution of current imaging systems.

DESCRIPTION: Current night vision goggles and head mounted displays have very limited fields of view, resulting in decreased peripheral vision. The use of fully digital enhanced vision systems will be limited by associated displays. A wide field of view display encompassing the majority of the human visual field that maintains the high resolution needed for tasks such as target identification and reading would require a prohibitively expensive single (or multiple) display of tens to hundreds of millions of pixels. Current HMD technology has not achieved the two million pixels necessary to replicate a high-definition television with a single micro-display. An alternative to maintaining full resolution across the entire display area is to present high resolution imagery only where the eye is looking at a given instant. Existing eye tracking technology can be used to determine the location of the fovea (the region of the human eye responsible for detailed viewing) to allow a suitable display system to present only the resolution the various regions of the eye are capable of utilizing. This method is inherently efficient as the computing power (expressed in electrical input and heat output) to process and render the entire displayed scene is significantly reduced while the perception of increased resolution is provided. Current efforts are all directed at increasing the resolution of the whole display while this topic seeks to provide the user with the appearance of a wide field of view high resolution display.

PHASE I: Develop a preliminary design for a proof-of-concept dynamic foveal vision display demonstrator, ideally incorporating technology scalable for use in a head mounted application. Model the performance of the demonstrator device and define the specifications for a notional full capability HMD suitable for the dismounted infantry environment.

PHASE II: Develop and build a proof-of-concept demonstrator device. Demonstrate the performance and physical attributes of a full capability HMD and identify key technologies requiring further development.

PHASE III: Further Phase III development will advance the key technologies to implement a producible low cost high resolution HMD.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The capability has the potential for wide ranging application to all instances where a high resolution display is required. Video games, virtual reality, and training simulators could also benefit.

REFERENCES:

1. http://www.stanford.edu/~sgould/papers/ijcai07-peripheralfoveal.pdf

2. http://stinet.dtic.mil/oai/oai?verb=getRecord&metadataPrefix=html&identifier=ADA457946

3. http://technology.newscientist.com/article/dn13264-eyetracking-game-hides-baddies-in-plain-view.html

KEYWORDS: fovea; high resolution display; head mounted display; eye tracking; Simulated high resolution; imaging systems

N091-004 TITLE: Thermally Stable Machine Gun Barrel

TECHNOLOGY AREAS: Materials/Processes, Weapons

ACQUISITION PROGRAM: Infantry Weapon System ACAT IV

OBJECTIVE: Develop alternative materials, technology, and manufacturing methods to improve the life and increase the sustained rate of fire for machine gun barrels. The ultimate goal would be to have to carry only one barrel into combat vice two by eliminating the loss of capability caused by barrel overheating.

DESCRIPTION: The Marine Corps desires to investigate alternative barrel materials, rifling, cooling, and manufacturing methods to provide longer life machine gun barrels. The potential desired outcome is a better performing barrel that exceeds current barrel life, reduces dispersion, and provides for a higher or longer sustained rate of fire. Any technology that eliminates the need to change barrels in combat is of particular interest.

PHASE I: The contractor shall conduct research into alternative machine gun barrel designs that could be used for the M2, M249, and M240 series weapons. The contractor shall manufacture 2 prototypes and conduct testing to validate the design. These prototypes shall be provided to the Marine Corps for evaluation and determination of a potentially successful approach.

PHASE II: The selected prototype designs will be refined and manufactured by the contractor and provided to the Marine Corps for further testing and evaluation.

PHASE III: The selected contractor shall manufacture machine gun barrels for Marine Corps weapons.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Commercial application would include all federal, state, and local law enforcement agencies. These barrels could also be sold to civilians in states that allow individual ownership or for use in weapons where wear is a concern such as at target ranges. Commercial application could include other federal, or state agencies, police departments, and homeland defense. Alloys and technology for this could be used for special applications requiring light weight and high temperature operations. The technology could be applicable to any weapon barrel requirement.

REFERENCES:

1. http://blog.wired.com/defense/2007/11/video-fix-yards.html

2. http://peosoldier.army.mil/factsheets/SW_CSW_E50.pdf

3. http://www.fas.org/man/dod-101/sys/land/m240g.htm

KEYWORDS: Weapons;high temperature materials;cooling;machine gun;Alloys;barrel

N091-005 TITLE: Alternative Lightweight Solution to the E-SAPI

TECHNOLOGY AREAS: Materials/Processes, Battlespace, Human Systems

ACQUISITION PROGRAM: The Family of Ballistic Armor PM Infantry Combat Equipment ACAT IV

OBJECTIVE: The Marine Corps seeks an alternative lightweight solution to the Enhanced Small Arms Protective Insert (E-SAPI). The system shall be capable of providing the same protection as the E-SAPI plate to include protection against specific 5.56 mm and 7.62 mm ball and AP rounds while reducing the overall weight. Specific performance parameters including dimensions, weight, durability and ballistic performance can be found in the E-SAPI performance specification (ref. E-SAPI Performance Specification).

DESCRIPTION: The current weight of a medium E-SAPI may not exceed 5.45 lbs given the dimensions identified in the performance Specification. The Marine Corps would like to challenge industry to reduce this weight limit by approximately 20% to 4.25 lbs. Bulk and weight of armor plates inhibits the natural movement in the torso, therefore a lighter less bulky armor plate would allow for increased movement within the torso and thus increase maneuverability and survivability.

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

1) Determine suitable materials and or geometries that will reduce the overall weight of the armor plate while maintaining identified E-SAPI ballistic performance.

2) Provide a comprehensive analysis of the ballistic properties of this material.

3)Provide a comprehensive analysis of the geometries associated with the front and back SAPI plate

PHASE II: Develop proof-of-concept demonstrators to exhibit for high energy ballistic impact testing.

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

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: This technology has application in the tactical and law enforcement sector to improve body armor and vests currently in use. This technology will reduce the weight of the currently fielded body armor systems and potentially increase the survivability and lethality of personnel in the law enforcement and military sector by facilitating comfort and movement.

REFERENCES:

1. Georgia Tech Research News Horizons, December 5, 2005.

2. Science Daily, UCLA Scientists Design New Super Hard Material, April 20, 2007.

KEYWORDS: ballistic; armor; e-sapi; plates; lightweight; protection

N091-006 TITLE: Highly integrated analog fiber optic transmitter for high dynamic range RF applications

TECHNOLOGY AREAS: Air Platform, Sensors, Electronics, Battlespace, Space Platforms

ACQUISITION PROGRAM: PMA-234, A6/EA6-Prowler

OBJECTIVE: Develop a highly integrated dual output analog fiber optic transmitter for high bandwidth, high dynamic range, low power dissipation, analog RF communications capable of surviving in the harsh military aerospace environment.

DESCRIPTION: Aerospace communications has a large number of analog RF system requirements, ranging from electronic warfare (EW) and sensor systems to radar and communications signals, which could benefit from inherent performance properties of optical fiber. Current photonic technology for implementing RF transmission over optical fiber uses discrete components that are optimized for signal integrity performance but are not amenable for use on aircraft due to size, power, and reliability limits. Much progress has been made in the development of integrated photonic chips for fiber optic data communications but little work has been done optimizing integrated photonic chips for analog transmission. Additionally, new devices and materials have been developed such as electro optic polymers and silicon photonics whose benefits to component application are still untested. In order to meet the needs of military avionics, we seek an innovative approach in laser transmitter technology to realize acceptable size, weight and power (SWAP) metrics to fulfill the aerospace analog communications needs. Operation over the International Telecommunications Union (ITU) wavelength grid and ability to be overlaid on a wavelength division multiplexed (WDM) network are also of potential interest.

The "holy grail" of optical communications is to be able to replace current, heavy, difficult to install, hard to maintain, Electro Magnetic Interference (EMI) susceptible copper based RF links (such as rigid coax or specifically tuned cables) with light, flexible, high bandwidth, EMI immune optical fiber cables. High bandwidth and high dynamic range analog photonic links have been demonstrated in the laboratory. However, they fail to provide acceptable SWAP to establish an adequate value proposition for aerospace application. Additionally, these devices can not survive in the harsh aerospace environment (e.g. a wide temperature range exceeding -40 to +100 C and harsh shock and vibration). A number of integrated technologies have been developed under miscellaneous development programs. The objective of this topic is to design and develop an enabling component utilizing the optimum set of technologies to provide these capabilities with the lowest SWAP.

The diversity of analog RF systems in defense and naval aircraft in particular makes it important that candidate photonic circuit concepts be adaptable to a variety of specifications, however, spurious-free dynamic ranges exceeding 120dB/Hz2/3 with instantaneous bandwidths up to and exceeding 1GHz for operational frequencies from sub-100MHz to 20GHz would be expected to meet many of the most demanding applications. In addition, photonic circuit concepts with the potential for operating in a WDM network and covering significant portions of the operational frequency band with a common and/or easily adaptable hardware are desired.

Desired technical parameters to be achieved are:

1. Size: 40mm x 20 mm x 5 mm (height)

2. Power Max: 1W

3. Environmental: -40C to +100C; 6grms

4. Temperature Cycle Qualification: 1000

5. Frequency Range: 20 MHz to 1GHz (minimum): 20 GHz (Objective)

6. Single Wavelength User Specified: 1545 -1565 nm

7. Spur Free Dynamic Range Threshold > 120 dB/Hz2/3

8. Line width (FWHM(Äë) (-3dB fullwidth) (MHz): < 0.75

9. RIN (20~20000MHz): < -160 dB/Hz

10. Side Mode Suppression Ratio: > 45 dB

11. Hermetic Packaged per MIL-STD-883

12. Dual Output Fiber Coupled Output Power: 150 mW per Fiber

13. Output Fiber: Single Mode Fiber (Mode Field Diameter: 5-10 um)

14. BIT: Yes

15. Removable pigtail: Yes

PHASE I: Develop an innovative design approach, demonstrate feasibility and evaluate the proposed technology, with respect to stated performance objectives for avionics application. Metrics include low SWAP, high bandwidth, high dynamic range, ability to survive the harsh military aerospace environment, and potential for wavelength selection leading towards being carried over a WDM network.

PHASE II: Design, fabricate, package, and test a prototype of the highly integrated, wide dynamic range, low SWAP, analog RF laser transmitter that satisfies form, fit, function, performance, and stringent military environmental requirements (see reference 3 and 4 for details).

PHASE III: Complete final development, testing, and transition the optical technology to avionic platforms to optically carry analog transmissions such as EW signals and radar for Naval application.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: An underlining objective of this topic is to develop an innovation integration strategy utilizing the building blocks developed under numerous other development programs. If successful, an innovative integration strategy will be developed which will both meet the Navy's SWAP requirements, as well as provide the scales of economy from increased integration. These economies of scale will then be available for creative entrepreneurs to utilize to develop profitable commercial derivatives. The commercial market utilizes analog optical transmission as well as the DoD. However, their bandwidth and dynamic range requirements are much less stringent than the military needs, not to mention the challenges of surviving in the harsh military aerospace environment and a tolerance for a much larger SWAP penalty. The military market has numerous DoD specific specialty analog applications which are driving the demanding requirements outlined in this topic. Consequently, the specific products designed for the military may not be directly viable for a consumer market. However, the underlying integration strategies should provide many years of commercial derivatives.

REFERENCES:

1. Recent Breakthroughs in RF Photonics for Radar Systems, Garenaux, K.; Merlet, T.; Alouini, M.; Lopez, J.; Vodjdani, N.; Boula-Picard, R., Fourdin, C. Chazelas, J.; Thales Air Defence, Aerospace and Electronic Systems Magazine, IEEE Publication Date: Feb. 2007 , Volume: 22 , Issue: 2 , page(s): 3 - 8, ISSN: 0885-8985.

2. RF Photonics - Why Should Defense Take Notice? Zach, S. Singer, L.; Wales Ltd., Israel, Electrical and Electronics Engineers in Israel, 2006 IEEE 24th Convention Publication Date: Nov. 2006, page(s): 408 - 412,ISBN: 1-4244-0230-1.

3. RTCA DO160 F - Environmental Conditions and Test Procedures for Airborne Equipment, 2007-12-06; www.RTCA.org.

4. McDermott, B.G.; Beranek, M.W.; Hackert, M.J.; "Fiber Optic Cable Assembly Specification Checklist for Avionics Applications" Avionics Fiber-Optics and Photonics, 2006 IEEE Conference; Page(s):80 - 81.

5. Y.-C. Hung, B. Bortnik, H. Fetterman, R. Forber, W. Wang, "Suppressed Carrier Optical Transmitter with Intracavity Modulation for Coherent Analog Optical Links," Optical Fiber Conference, 2007.

6. Novak, Dalma; Clark, Thomas R.; "Broadband Adaptive Feedforward Photonic Linearization for High Dynamic Range Signal Remoting;" Military Communications Conference, 2007. MILCOM 2007. IEEE.

KEYWORDS: RF photonics; Laser; fiber optics; analog optical communications; microwave photonics; networking

N091-007 TITLE: Advanced Heat Gun/Soldering Iron

TECHNOLOGY AREAS: Air Platform, Materials/Processes

ACQUISITION PROGRAM: PMA-261, H-53 Helicopters

OBJECTIVE: Develop an advanced heat gun/soldering iron compatible with leaded and lead-free solders without risk of cross-contamination and all approved heat shrink and solder sleeves for use in a Navy flight-line maintenance environment.

DESCRIPTION: With the introduction of restrictions on hazardous substances, Navy aircraft now have to contend with both leaded and lead-free solder applications within a single platform. Significant amounts of solder repairs are performed on aircraft for solder cup contacts within connectors, hook and solder relays, and other electrical components outside of box level repair. Cross-contamination of solder types is a major concern as it leads to premature solder joint fatigue and alters solder temperature profiles. Additionally, solder repair may require heat shrinkable products applied over the repair, necessitating the use of additional support equipment. There is currently no heating tool that can operate as both a heat gun and soldering iron capable of leaded and lead-free application with the risk of cross contamination. A non-contact method would ideally eliminate contamination risks. However, such a tool capable of performing operations on approved leaded and lead-free solder in an on-aircraft environment currently does not exist. Alternately, a contact method incorporating self-cleaning or rapid reconfiguration for different solder types and temperatures may meet objectives. The only heat guns rated for on-aircraft use are cumbersome requiring both compressed air/nitrogen bottles and external electrical power. Alternatively, they are battery operated and have limited heating and operating time capability. Secondary to temperature control and solder method, tool operation time under a range of temperatures and operating modes will be crucial for successful tool implementation.

An advanced heating gun/soldering iron is sought that incorporates the following properties: compact and portable; lightweight; rated for on-aircraft use, i.e., will meet explosive atmosphere (see MIL-STD-810) and electromagnetic interference requirements (see MIL-STD-461/464 requirements); self-contained power storage/generation for on-aircraft use; capable of accepting input power on 110-240 volts, 50, 60 or 400 Hz for bench work and recharging if electrical power is needed; adjustable heat output for accommodating varying ambient temperature environments, soldering, de-soldering, shrink sleeve, and solder sleeve requirements; capable of soldering with both lead and lead free solders. A non-contact or isolated soldering method is preferred to prevent contamination from lead and/or lead free solders.

PHASE I: Determine the feasibility of developing a heat gun/soldering iron that incorporates the properties described above. Develop a functional prototype and provide test data.

PHASE II: Design, develop, and demonstrate the heat gun/soldering technology operability in the relevant environment. Conduct testing to demonstrate capabilities.

PHASE III: Prepare heat gun/soldering samples for qualification testing and submit to qualifying activity.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The issues of heat gun/soldering tool operation on aircraft are common to both the commercial and military sectors. In addition, ships, submarines, and other applications using aerospace-type heat gun/soldering have the same wire repair issues.

REFERENCES:

1. NAVAIR 01-1A-505-1, Work Package 12, Heating Tools Installation and Repair Practices for Aircraft Electric and Electronic Wiring.

2. NAVAIR 01-1A-505-1, Work Package 16, Soldering Installation and Repair Practices for Aircraft Electric and Electronic Wiring.

3. IR laser diode soldering,

http://www.emasiamag.com/article-2639-diodelasersystemsnextgenerationnoncontactsolderingtechnology-Asia.html

4. Ultrasonic soldering,

http://www.assemblymag.com/Articles/Feature_Article/BNP_GUID_9-5-2006_A_10000000000000290887

KEYWORDS: Wiring; Heat Gun; Soldering Iron; Support Equipment; Aircraft; Electrical

N091-008 TITLE: Innovative Approaches for Improving Progressive Damage Modeling and Structural Life Prediction of Airframes

TECHNOLOGY AREAS: Air Platform, Ground/Sea Vehicles, Materials/Processes

ACQUISITION PROGRAM: PMA-261, H-53 Heavy Lift Helicopters; Joint Strike Fighter

OBJECTIVE: Develop and demonstrate an innovative tool to prognosticate crack growth that integrates a next generation crack growth model with a robust finite element code.

DESCRIPTION: Current crack growth formulations are often applicable over a short growth regime and require extensive calibration with test data. The calibration parameters are dependent on the stress or R-ratio and hence have to be generated for multiple R-ratios. Newer methodologies are now being proposed that improve on these short comings. One such method is the "unified crack growth model” proposed by Vasudevan et al. They have proposed a novel two-parameter approach that can characterize crack growth from initiation to final failure. Validation of the theory with test data is the subject of ongoing research. However, the work already completed has demonstrated that for shorter intervals, which still are longer than can be characterized by conventional one-parameter models, the two-parameter model can reliably account for R-ratio and span multiple growth regimes. Since the material can be calibrated at a single R-ratio, the test burden is much smaller. The innovation that is sought in this work is to select a novel method such as the one described and integrate it with a robust finite element program. The advantage of coupling a finite element analysis with a crack growth program is that the stress intensity factors at the growing crack front can be accurately determined throughout the analysis for complicated crack shapes and under complex loadings. The crack growth parameters are functions of the stress-intensity factor at the crack tip. Thus this integration is necessary to get the model “out of the lab” by facilitating the validation of the crack growth model in real world situations. Implementing crack growth capability in any finite element has its unique numerical challenges. Commercial software vendors have started implementing progressive damage growth capabilities in their products. These efforts can be leveraged in this work, however, innovation is needed to make the programs more robust and ensure convergence with minimal user effort.

PHASE I: Demonstrate the feasibility of integrating crack growth models with finite element software and develop a plan for implementation. Leverage existing software where feasible. Provide a concept demonstration.

PHASE II: Develop the necessary algorithms and produce prototype software based on the recommended approach. Demonstrate use of the prototype tools through creation of an analytical model of a selected structural component that has undergone prior testing. Verify that the prototype software provides appropriate results by correlating available test data on the selected component. Compare the analytical results with results from other modeling approaches.

PHASE III: Implement the validated algorithms and method in a released version of the software. Apply this analysis tool to structural analysis applications on aircraft program structural improvement and development efforts.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: This crack growth algorithm and method of solution, as implemented in the analysis software, will be directly applicable to all commercial aerospace developers.

REFERENCES:

1. Vasudevan AK, Sadananda K, Crack-tip driving forces and crack growth representation under fatigue, Int. J Fatigue, 2004, (26), pp 39-47.

2. Nooroozi, AH, Glinka, G, and Lambert S, A study of the stress ratio effects on fatigue crack growth using the unified two-parameter fatigue crack growth driving force, Int j Fatigue, 2007, (29), pp 1616-1633.

3. Wu, Z., Glinka, G., and Jakubczak, Calculation of Stress Intensity Factors for Cracks in Structural and Mechanical Components subjected to complex stress fields, J. ASTM International, 2004, (1), no. 9, pp 23-32.

KEYWORDS: Fracture; Crack Growth; Fatigue; Finite Element Analysis; FEM; Life Prediction

N091-009 TITLE: Tactical Beam Director for Airborne High Energy Laser Applications

TECHNOLOGY AREAS: Air Platform, Sensors, Electronics, Battlespace, Weapons

ACQUISITION PROGRAM: PMA-272, Tactical Aircraft Protection System; PMA-242

OBJECTIVE: Design, develop and fabricate a high energy, laser beam director that will be compatible with, and designed for use in, Navy manned and unmanned tactical aircraft.

DESCRIPTION: The development and improvement of solid state high energy lasers (SSHEL) and their consideration for weapon applications will require a laser beam director for pointing and slewing the beam to, and maintaining the beam on, the target. It has been stated that the airborne environment is one of the most stressing and severe for the application of high energy lasers as weapons. Thus the specifications for the beam director must be appropriate for the tactical platform of interest and compatible with the severity of the airborne environment. This application requires a very robust beam director with high dynamic capability to meet all the environmental and performance capabilities as well as being able to perform other missions. Since the target aperture of the beam director telescope is ~30 cm, it may also serve as an excellent surveillance tool when teamed with the acquisition sensor of the director. Laser power to be handled by a Navy tactical aircraft beam director is envisioned as scaling from 20 kW to 300 kW as SSHEL technology evolves. General capabilities include operation from 0-40,000 ft, platform speeds of M0.1-M1.4, optical throughput >90%, residual jitter <2 urad, operational laser wavelength 1.0-1.1 um, slew rate 2 rad/sec, slew acceleration 2 rad/sec^2, and residual wavefront error lambda/8 rms @ 1.06 um. Volume and weight of the full size beam director should be less than 0.20 cubic meter and 50 kilograms. Innovative unobscured designs that address performance as well as total cost of an operational beam director will receive consideration.

PHASE I: Determine feasibility of and develop a conceptual design for an appropriate high energy laser beam director that meets Navy tactical airborne requirements. The beam director design should include a gimbaled afocal telescope of approximately 10 X magnification suitable for integration to a hypothetical optics bench and HEL. Include methodology and prototype performance that will demonstrate the proposed concept at the specified performance and wavelength.

PHASE II: Develop detailed designs for the Phase I high energy laser beam director and fabricate a subscale breadboard suitable for proof of concept testing in a laboratory environment. Conduct preliminary testing demonstrating the subscale beam director capabilities and performance.

PHASE III: Develop and fabricate a full-scale high energy laser beam director brassboard. This brassboard will provide full-scale demonstration of all capabilities and will lead to a full-scale prototype demonstration unit. This prototype unit will be integrated with one of DoD’s SSHEL for field testing. Upon successful demonstration of its capability, it will transition to various Navy and Air Force airborne High Energy Laser (HEL) programs.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Since the beam director is a precision optical tracker with a large aperture, the application to surveillance and like areas would be the dominant commercial use. This same application could also be found in many areas within DoD.

REFERENCES:

1. Ultra lightweight off-axis three-mirror anastigmatic SiC visible telescope (SPIE Proceedings Paper) Author(s): Joseph L. Robichaud; Michael I. Anapol; Leo R. Gardner; Peter Hadfield.

2. Agile beam director system design: ROBS/TCATS optical tracker (SPIE Conference Proceedings Paper) Author(s): Brian W. Neff, Richard G. Trissel, Murray Dunn, et al. 5 October 1999; Vol: 3779.

KEYWORDS: High Energy Laser; Laser Weapons; Laser Beam Control; Laser Beam Director; Optical Gimbal; Afocal Telescope

N091-010 TITLE: Coherent Active Sonar Waveform Analysis Using Pressure/Velocity Phase Comparison for Improved Detection and Classification

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

ACQUISITION PROGRAM: PMA-264, Air ASW Systems; PMA-290, Maritime Surveillance Aircraft

OBJECTIVE: Develop a means to detect targets in the reverberation return as well as in forward scatter where the ensonification wave (source energy) overwhelms the resonification waveform.

DESCRIPTION: A distinct advantage of distributed or multistatic active sonar systems is the ability to detect, classify and localize targets in large areas of the search field. Unfortunately, in littoral areas reverberation can obscure the return from a target as there is presently no means to discriminate between target return and bottom return. Even with the strength of forward scattered (FS) energy, there is no means presently for a receiver in the FS area to discriminate between the ensonification wave and the diffracted (resonification) wave. Recent improvements in the state-of-the-art include the use of an array of co-located pressure and pressure gradient (velocity) transducers and the use of DIFAR sensors.

A new approach is required that can realistically provide active sonar detection improvement. Improved signal to noise ratio for the active sonar case is also desirable. Potential risks such as phase noise or target-environment compromises should be addressed as well as the possibility of implementing the sonar detection improvement as an array of pressure and pressure gradient (velocity) transducers.

PHASE I: Develop innovative signal and information processing algorithms. Determine the risk factors of the proposed technology and quantify the effects of system and environmental noise as related to pressure sensors, pressure gradient sensors and correlated pressure and pressure gradient sensors. Prepare a plan for demonstrating the resulting innovative technology.

PHASE II: Extend and refine the signal and information processing algorithms. Fabricate a floating breadboard prototype system to demonstrate the innovation. Performance must be quantified at the system output level (operator display) and include comparison with established active coherent continuous wave (CW) systems. In this phase the ‘operator display’ may be either an actual aircraft system or it may be a representative system of the vendor’s choosing. Investigate the possibility of extending the technique for use in target classification.

PHASE III: Coordinate implementation of the innovation into a new sonobuoy as well as into an existing aircraft antisubmarine (ASW) system. Convert the algorithms innovated in Phases I and II for supporting the technology into source code for an aircraft sonar acoustic system. Coordinate field tests to gather and analyze data to improve and verify signal processing.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Successful development of active coherent pressure and pressure gradient waveforms and their corresponding signal and information processing would be immediately applicable to homeland security applications of diver detection and harbor defense.

REFERENCES:

1. Urick, Robert J. ”Principals of Underwater Sound,”, 3rd Edition, McGraw-Hill, Inc., 1983.

2. Kinsler, L.E. and Frey, A.R., “Fundamentals of Acoustics”, John Wiley & Sons, 1982.

3. Burdic, William S. “Underwater Acoustic Systems Analysis” Prentice-Hall, Englewood Cliffs, NJ, 1984.

4. B.R. Rapids, G.C.Lauchle, “Processing of Forward Scattered Acoustic Fields with Intensity Sensors”, Proc. Oceans 2002, 1911-1914.

5. B.R. Rapids, G.C. Lauchle, “Vector Intensity Field Scattered by a Rigid Prolate Sphereiod”, J. Acoustic Soc. Am. 120 (1): 38-48 (2006).

6. N.K. Naluai, G.C.Lauchle, “Intensity Processing of Vector Sensors in the Bi-Static Regime”, J. Acoustic Soc. Am. 119 (1): 3446 (2006).

7. N.K. Naluai, G.C.Lauchle, “Acoustic Intensity Methods and Their Application to Vector Sensor Use and Design, The Pennsylvania State University, Graduate Program in Acoustics, Report No 2006-01, November 2006., J. Acoustic Soc. Am. 119 (1): 3446 (2006) (2006).

KEYWORDS: Active Sonar; Signal Processing; Sonar Tracking; Coherent Waveforms; Pressure Gradient; Target Detection/Target Classification

N091-011 TITLE: Innovative Approaches to Develop Advanced Matrix Materials for High Thermal and Environmental Stability of Ceramic Matrix Composites (CMCs)

TECHNOLOGY AREAS: Materials/Processes

ACQUISITION PROGRAM: F35/Joint Strike Fighter

OBJECTIVE: Develop innovative, environment-resistant matrix materials in SiC fiber-based Ceramic Matrix Composites (CMCs).

DESCRIPTION: The Joint Strike Fighter and other military platforms are targeting CMCs for aeroengine airfoil applications with a goal of increased specific power. Concerns exist regarding the degradation of CMCs at elevated temperatures due to life limiting phenomena related to thermal, chemical, and environmental instability of those materials. Of particular concerns are combined or individual effects of creep, fatigue, oxidation, sand or CMAS (calcium magnesium aluminosilicate), water vapor, salt, erosion, and foreign object damage (FOD), etc. Environmental barrier coatings (EBCs) or some specific-purposed coatings in SiC/SiC CMC systems have been utilized at <2400 F to mitigate or to prevent deleterious effects associated with harsh engine operating conditions. The EBCs or other coatings, however, are typically a separate external material system with appropriate bond coats at the coating-substrate interfaces, which requires several fabrication steps in addition to added materials. It is, therefore, from a prospective of cost-effectiveness, highly desirable to develop pertinent integrated matrix material systems that could fulfill or outperform the function of those external protective coatings. Particular emphasis is in durability and stability of materials at 2400 F against attacks of CMAS, water vapor, salt, and FOD, with minimal degradation of mechanical properties.

PHASE I: Develop and determine the feasibility of innovative approaches to ceramic matrix materials of SiC fiber-based CMCs, which could perform in place of EBCs up to 2400 F under Navy aeroengine conditions.

PHASE II: Develop, demonstrate and validate the pertinent CMC systems developed in Phase I. Evaluate the CMCs in various environments described above and demonstrate the materials’ durability and stability through appropriate test methods including mechanical property testing using a reasonable number of test coupons.

PHASE III: Transition the approach to JSF and additional propulsion applications.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: CMCs propulsion components have a great potential to transition to the civilian aeroengine applications. The resulting material development, albeit risky, could allow a significant cost saving while the developed material could outperform the conventional coating systems. The development will also open a new means of material/component designs by simplifying fabrication and maintenance processes.

REFERENCES:

1. K.N. Lee, “Rare Earth Silicate Environmental Barrier Coatings for SiC/SiC Composites and Si3N4 Ceramics,” J. Eur. Ceram. Soc., 25 1705-1715 (2005).

2. T. Bhatia, et al., “Advanced Environmental Coatings for SiC/SiC Composites,” ASME Paper No. GT2005-68241 (2005), ASME Turbo Expo 2005.

3. K.M. Grant, S. Kraemer, J.P. Lofvander, C.G. Levi, “CMAS Degradation of Environmental Barrier Coatings,” Surface & Coatings Technology, 202 [4-7] 653-657 (2007).

4. S.R. Choi, et al., “Foreign Object Damage Behavior of a SiC/SiC Composite at Ambient and Elevated Temperatures,” ASME Paper No. GT2004-53910 (2004), ASME Turbo Expo 2004.

KEYWORDS: ceramic matrix composites (CMCs); SiC/SiC composites; environmental barrier coatings; ceramics; ceramic matrix; SiC fibers

N091-012 TITLE: Advanced Flight Deck Data and Voice Communications

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

ACQUISITION PROGRAM: PMA-251, Aviation Data Management and Control System, ACAT IV

OBJECTIVE: Develop technology for reliable, high-bandwidth wireless data and voice communications with low probability of intercept that could be used aboard aircraft carriers and air-capable ships.

DESCRIPTION: Aircraft carrier flight decks are dynamic environments with many people performing various servicing tasks, such as ordnance loading, fueling, and maintenance, on multiple aircraft. This whole “ballet of chaos” to get aircraft ready for the next launch requires a high level of coordination and communication. Current systems for wireless communication on the flight deck have been unreliable and sometimes inadequate. The Aviation Data Management and Control System (ADMACS) will help in coordinating these tasks but still requires manual entry for key data inputs.

This topic is seeking innovative technologies that could provide personnel with close to 100 percent reliable voice and data communication wirelessly and covertly on the carrier flight deck. These technologies should include advanced displays, controls and interfaces that improve the ability of humans and computers to interact seamlessly with each other while not restricting freedom of movement or compromising perception of the surrounding environment. Novel means of human-computer interface that reduce operator workload and obviate the need for manual entry of data (such as status of aircraft maintenance, ordnance loading or aircraft fueling tasks) are desired.

It is important to note that the aircraft carrier environment presents considerable challenges. Noise levels on the deck can be extremely high, up to 150 dB when close to aircraft at full power. Electromagnetic interference from operating radar is an issue especially for radio frequency technologies. Multiple moving and stationary objects, such as aircraft, support equipment and people, could be potential sources of occlusion for traditional line-of-sight solutions. Flight deck personnel can be communicating with each other, with people or computers within the island structure or below decks.

PHASE I: Provide one or more conceptual designs and determine the feasibility through analysis and/or focused demonstrations. Address cost and performance in the carrier environment to the maximum extent possible.

PHASE II: Develop a prototype system and demonstrate it in a relevant environment, which could be an operating carrier or in the lab with simulated conditions. Provide an assessment of cost, performance, reliability and supportability.

PHASE III: Further develop a prototype for robustness, shock testing, manufacturability and reliability/maintainability. Qualify it for shipboard use. Produce production units and integrate them into a carrier environment, including interface with other systems such as ADMACS.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The communications and gaming industries would benefit from technologies developed under this topic.

REFERENCES:

1. Office of Naval Research - Navy Collaborative Integrated Information Technology, Advanced Wireless Integrated Navy Networks (AWINN) - http://awinn.ece.vt.edu/

2. Recent trend in technologies developments for wireless communications IEEE 2005 International Symposium on, Microwave, Antenna, Propagation and EMC Technologies for Wireless Communications (MAPE 2005) Takeuchi, S.; Microwave, Antenna, Propagation and EMC Technologies for Wireless Communications, 2005. MAPE 2005. IEEE International Symposium on Volume 1, 8-12 Aug. 2005 Page(s):P - 1-7 Vol. 1 Digital Object Identifier

10.1109/MAPE.2005.1617823.

3. Architecture, features and evaluation of effective, multi-purpose human computer interfaces Virgili, P.; Bruno, A.; Bruzzone, G.; Spirandelli, E.; OCEANS '98 Conference Proceedings Volume 1, 28 Sept.-1 Oct. 1998 Page(s):498 - 502 vol.1 Digital Object Identifier10.1109/OCEANS.1998.725797

4. Evaluating automatic speech recognition as a component of a multi-input device human-computer interface Mellor, B.A.; Baber, C.; Tunley, C.; Spoken Language, 1996. ICSLP 96. Proceedings., Fourth International Conference on Volume 3, 3-6 Oct. 1996 Page(s):1668 - 1671, vol.3 Digital Object Identifier 10.1109/ICSLP.1996.607946.

5. Naval Science Foundation - Digital Government / Rapidly-deployable broadband wireless, ITR - Wireless video sensor networks (CNS-0312655),- Advanced networking (DGE-9987586).

6. Wireless And Mobile Computing, Networking And Communications, 2005.

(WiMob'2005), IEEE International Conference on Publication Date: 22-24 Aug. 2005, Volume: 3, On page(s): 268- 274 Vol. 3.

KEYWORDS: Wireless Communications; High bandwidth Data Transfer; Speech Recognition; Displays; Human-Computer Interface; Artificial Intelligence

N091-013 TITLE: Control Surface Buffet Load Measurement

TECHNOLOGY AREAS: Air Platform, Materials/Processes

ACQUISITION PROGRAM: Joint Strike Fighter

OBJECTIVE: Develop a method to measure control surface buffet loads on in-service fleet aircraft to be used in individual aircraft structural life tracking.

DESCRIPTION: An aircraft's usage within its operational envelope contains repeated loads due to maneuvers, ground events, and dynamic events such as buffet. Buffet loading is due to the dynamic response of the tail and control surfaces. Aircraft are instrumented and the flight loads are recorded in flight to obtain a load history for individual fleet aircraft. This data is downloaded and used in structural fatigue life tracking methods to quantify structural life used by the aircraft. Currently fielded sensors either inadequately capture buffet loading or do not measure at the correct sampling rate to capture buffet. Inadequate or missing buffet loads can lead to cracks that occur earlier than predicted by analysis and fatigue life tracking. Because buffet impacts are typically not fully known during design, the fatigue life of aircraft structure is significantly affected by operational usage which contains buffet flight maneuvers. The very transient nature of these maneuvers makes the dynamic response of the tail and control surfaces difficult to capture with currently fielded sensors. Structural lives of wings and control surfaces have been limited due to the affects of buffet loading. Buffet on control surfaces is measured as a function of angle of attack and dynamic pressure, but is also influenced by other factors. Premature cracks combined with time-consuming in-service crack inspection techniques demand accurate in-service control surface buffet load measurements which will lead to more accurate fatigue-life predictions. Innovative methods are sought to measure control surface buffet loads on in-service fleet aircraft to be used in individual aircraft structural life tracking.

PHASE I: Develop and determine technical feasibility of an innovative method that can be used to measure control surface buffet loads on in-service fleet aircraft.

PHASE II: Develop, verify and demonstrate the method developed in phase I through coupon, component and possibly full scale test applications.

PHASE III: Mature the process so that it can be used by any data recording unit in the fleet to capture control surface buffet loads. This would include developing and maturing any equipment or models necessary to a fleet readiness state.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Civil aircraft are heading toward structural life tracking where control surface buffet and gust load measuring will be needed. Civil aviation, commercial airlines as well as private, could benefit.

REFERENCES:

1. Bisplinghoff, R. L., Ashley H., and Halfman, R. L. "Aeroelasticity.” Dover, (1996).

2. Grover, Horace J. "Fatigue of Aircraft Structures.” Batelle Memorial Institute, 1966 (NAVAIR 01-1A-13).

3. Molent, L. "A Review of a Strain and Flight Parameter Data Based Aircraft Fatigue Usage Monitoring System." Proceedings of the USAF Aircraft Structural Integrity Conference (Dec 3-5, 1996).

4. Hill, B., Levinski, O., and Watmuff, J. "Experimental Investigation of Generic Buffet Configuration." 24th Applied Aerodynamics Conference. 5-8 June 2006, San Francisco, CA. (AIAA 2006-3485)

5. Levinski, O. "Vertical Tail Dynamic Response in Vortex Breakdown Flow." DSTO. June 2003. (DSTO-RR-0256)

KEYWORDS: aircraft; buffet; load; measurement; sensor; control surface

N091-014 TITLE: Advanced Canopy and Window Materials for Improved Helicopter and Aircrew Survivability

TECHNOLOGY AREAS: Air Platform, Materials/Processes, Electronics

ACQUISITION PROGRAM: PMA-276, USMC Light/Attack Helicopter; PMA-274, Presidential Helicopter

OBJECTIVE: Develop innovative, affordable technology and processes to improve the resistance of transparent canopy and window materials to electromagnetic interference (EMI) or attack and/or low-power laser exposure.

DESCRIPTION: The Navy has an ongoing interest in improving the resistance of helicopter canopies and windows to threats from both radio frequency energy and laser effects while maintaining or improving system functionality. Emerging technologies based on advanced materials may meet these needs. This topic seeks to incorporate application of advanced coating materials or transparency compositions to reduce the susceptibility of cockpit avionics to EMI and microwave energy and improve resistance to low-power laser energy while maintaining adequate and desired optical properties necessary for normal aircrew functions including operation with night vision equipment.

Coating or material technology that offers EMI control or multi-function benefits for canopies are of interest. Canopy/window material compositions or coatings that filter, absorb or reflect portions of the laser spectrum can be explored. Canopy and window technology can include consideration for polycarbonate, acrylic, glass, or new window materials as well as composite constructions from multiple laminated transparency layers since there are many air platforms of differing designs with potential for application. For aircraft, protection for some windows and canopy sections may have different priorities or different limitations on the impact to visual transmission (e.g., passenger windows versus aircrew canopy or even different canopy sections). Therefore it is understood that technology not suitable for one particular window application may still have direct application in another window location for the same platform or other platforms

PHASE I: Determine the feasibility of developing coatings and/or window materials or systems that can be used to increase resistance to electromagnetic and/or laser energy.

PHASE II: Optimize formulations and processes and demonstrate them. Verify canopy resistance to or shielding from electromagnetic interference or attack or laser effects. Verify daytime visual transmission performance and night vision performance capabilities.

PHASE III: Perform treatments for or fabricate canopies or windows for the Navy and DoD or transition the processes to an application or manufacturing entity.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The commercial aviation community is likely to benefit from coatings or window manufacturing processes optimized for providing electromagnetic and/or laser resistance for aircraft canopies. Any integration of laser effects protection capability into the processes may have a major benefit for civil aviation as a counter to potential emerging threats from terrorists using lasers to disrupt civil aircraft aircrews.

REFERENCES:

1. Twists of Carbon Nanotubes by Paul Glatkowski, Phillip Wallis, and Michael Trottier, SPIE’S OE Magazine, April 2005.

2. Properties and Characterization of Carbon Nanotube Based Transparent Conductive Coating, C.M. Trottier, P. Glatkowski, P. Wallis, J. Luo.

3. NAVAIR public web site, http://pma276public.navair.navy.mil/

4. www.optra.com

KEYWORDS: Helicopter; Canopy; EMI; Laser; Coatings; Survivability; Materials

N091-015 TITLE: High Power Pump Couplers for High Energy Fiber Lasers

TECHNOLOGY AREAS: Sensors, Electronics, Battlespace, Weapons

ACQUISITION PROGRAM: PMA-272, Tactical Aircraft Protection Systems

OBJECTIVE: Develop innovative, packaged fiber laser pump coupler for use in military systems, such as high energy laser weapon systems, extending the efficiency, reliability and power handling beyond current state of the art.

DESCRIPTION: Fiber lasers offer unprecedented size, weight and efficiency compared to other laser sources and have the potential to revolutionize a number of military systems, most notably high energy laser weapon systems. Cladding pumped (double clad) fiber lasers can utilize a range of laser diode pump sources which are themselves rapidly advancing to higher levels of power and brightness. Pump couplers are used to transport the pump light between the high brightness laser diode pump sources and the double clad fiber amplifiers. These are essential for development of an all-fiber laser to maximize ruggedness and reliability. The ideal pump coupler minimizes the loss in brightness between the pump diode and the fiber. It also has minimal loss, both for efficiency and power handling capability. Since many fiber laser systems possess a narrow line width, polarized output master oscillator power amplifier (MOPA) configuration, couplers are needed that are compatible with polarization-maintaining (PM) large mode area (LMA) fibers. These fibers are typically low numerical aperture and are not strictly single mode, making them particularly sensitive to external stresses and deformations. In addition, couplers for air- or glass-clad fibers, which may be desirable for power handling and/or reliability issues, present additional fabrication difficulties.

PHASE I: Develop a design and perform initial proof-of-principle tests and analysis on a pump coupler compatible with current PM-LMA fibers and high brightness laser diode pump sources in the 900-980 nm range. Designs for pumping Yb (1 micron wavelength) and Er (1.5 micron wavelength) are sought, with emphasis on the Yb. Criteria for the design include brightness preservation, power handling capability, and packaging free of organics or other power limiting materials. Designs compatible with air-clad, high NA fibers or glass-clad gain fibers are also of interest.

PHASE II: Build, test and demonstrate packaged prototype coupler for PM LMA MOPA systems capable of inserting greater than 2kW of pump power into a double clad fiber, based on the Phase I design and tests. Perform complete testing, including loss characterization (goal of <0.2 dB per splice), optical performance and assessment of power handling capability. Perform reliability testing to assess component lifetime and serviceability in a military environment with severe temperature and humidity requirements.

PHASE III: Transition to multiple programs including ONR-funded FY11 FNC and JTO-funded eye-safer high energy laser weapon systems

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Components for high power fiber lasers have significant potential markets in both commercial and military systems. High efficiency diode pump couplers will find applications for anything and every place a fiber laser has applications. This includes ladar/lidar systems, medical lasers, cutting and welding lasers.

REFERENCES:

1. F. Gonthier, “All-fiber pump coupling techniques for double-clad fiber amplifiers”, Lasers and Electro-Optics Europe, 2005. CLEO/Europe. 2005 Conference, pp. 716-716. F. Gonthier et al, “High-power All-Fiber components: the missing link for high-power fiber lasers”, Proc. SPIE 5335 (2004).

2. C. Headley et al, “Tapered fiber bundles for combining laser pumps”, Proc. SPIE 5709, pp. 263-272, (2005).

3. A. Wetter et al, “Tapered fused-bundle splitter capable of 1 kW CW operation”, Proc. SPIE 6453, 64530I (2007).

4. M. Nielsen et al, “High power PCF-based pump combiners”, Proc. SPIE 6453, 64532C (2007).

KEYWORDS: High Energy Laser; Laser Weapons; fiber lasers; laser pump couplers; high brightness couplers; high efficiency couplers

N091-016 TITLE: Noise Reduction for Military Airfields and Surrounding Areas

TECHNOLOGY AREAS: Air Platform, Electronics

ACQUISITION PROGRAM: PMA-265 F/A-18 and EA-18 Program Office

OBJECTIVE: Design, develop, and demonstrate a practical optimization methodology to develop site specific noise reduction profiles for aircraft flight operations while minimizing nonstandard flight procedures.

DESCRIPTION: The development of optimization routines to determine operational flight procedures that effectively reduce community noise exposure while minimizing nonstandard flight procedures is needed to address the growing concerns of the communities around our airfields. Innovative technology developed under this effort will provide a cost effective near-term solution for jet noise reduction for the current fleet of jet aircraft by working with operational parameters. Recent work in advanced operational noise reductions for civil aircraft using noise optimization algorithms have been ongoing in Europe for several years and more recently in the U.S. For military aircraft, no tools are yet available for operational noise abatement optimization. The tool must balance the community noise exposures with flight procedure constraints based on aircraft performance, flight safety, and local air traffic procedures. For the noise calculation, the tool should use current aircraft noise models, such as NoiseMap, Rotorcraft Noise Model, and Integrated Noise Model. However, the use of the new military aircraft noise model, Advanced Aircraft Noise Model (AANM), being developed through SERDP SI-1304 should improve the effectiveness of the tool. Once developed, this optimization tool could be applied to any military aircraft at any airfield for relatively small incremental costs and assess the potential for significant reduction in community noise. The initial noise reduction from operational modifications is expected to be approximately 3 to 6 dB DNL for localized areas around an airfield.

In assessing the status quo for operational noise abatement, it is important to understand the relative magnitudes of the respective noise impacts of the civilian transport and high performance military fleets. While the noise radiated by production commercial aircraft has decreased by 15 EPNdB from 1960 to 1995, the noise from DoD high performance aircraft has increased over the same period. Thus, although the number of single event noise exposures from high performance military aircraft is very small compared to those commercial aircraft, the civil and high performance military fleets have produced similar EPNdB levels for the last 15 years. It is envisioned that small changes in military aircraft operational procedures have the potential to make enormous reductions in overall noise received by the population around airfields.

Noise abatement via aircraft operations modification has been well studied for civil aircraft since the 1960s. Research on military aircraft noise abatement dramatically increased in the 1970s, and operational procedures were understood to be a key part of overall military aviation noise control. However in spite of this early work, no optimization tools exist even today for military aircraft operational noise abatement around DoD airfields. In fact, very few airfields use operations modifications at all for noise reduction. Those that do, have poor, limited tools that are impossible or difficult to verify.

PHASE I: Develop and demonstrate the technical feasibility of producing as a minimum a hardware, software, and analysis design for optimization methodology. Data requirements, data gaps, and risk areas should be defined. The procedures for overcoming data gaps should be described as well as risk areas.

PHASE II: Based on results of Phase I, design and develop a prototype software system, and demonstrate the optimization effectiveness for a concept airfield and an actual airfield.

PHASE III: Transition technology to military and commercial airfields and customers.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Military application includes noise reduction tool at individual airfields, noise reduction in training areas, quiet mission profiles. Commercial applications include noise reduction for air tours over National Parks, airports and residential communities.

REFERENCES:

1. L. J. J. Erkelens, “Advanced noise abatement procedures for approach and departure,” AIAA-4858, Presented at AIAA Guidance, Navigation, and Control Conf. and Exhib., 5-8 August 2002, Monterey, CA.

2. J.-P. B. Clarke, N. T. Ho, L. Ren, J. A. Brown, K. R. Elmer, W.-O. Tong, and J. K. Wat, “Continuous descent approach: Design and flight test for Louisville International Airport,” J. Flight, 41(5) 1054-1066 (2004).

3. B. J. Ikelheimer, “Advanced simulation noise model for modern fighter Aircraft,” Proc. Noise-Con 05, Minneapolis, MN, Oct. 2005.

4. K. L. Gee, “Prediction of nonlinear jet noise propagation,” Ph.D. Thesis, The Pennsylvania State University, Aug. 2005.

5. A. Waitz, S. P. Lukachko, and J. J. Lee, “Military aviation and the environment: Historical trends and comparison to civil aviation,” J. Aircraft 42(2) 329-339 (2005).

6. J. A. Zalovick and W. T. Schaefer, Jr., “NASA Research on noise-abatement approach profiles for multiengine jet transport aircraft,” NASA TN-D-4044, June 1967.

7. H. C. Quigley, C T. Snyder, E. M. Fry, L J. Power, R. C Innis, and W. L. Copeland, “Flight and simulation investigation of methods for implementing noise-abatement landing approaches,” NASA TN D-5781, May 1970.

8. P. A. Shahady, “Military Aircraft Noise,” J. Aircraft 12(8) 653-657 (1975).

KEYWORDS: acoustics; community noise; aircraft noise; noise reduction; noise abatement

N091-017 TITLE: Gearbox Load and Life Simulation Software

TECHNOLOGY AREAS: Air Platform

ACQUISITION PROGRAM: PMA-275, V-22 Tiltrotor Aircraft

OBJECTIVE: Establish an innovative approach to develop a universal gearbox load simulation software concept for helicopter drive systems and engine gearboxes.

DESCRIPTION: Currently the Navy, Marines, Army, and Air Force face situations where there is the need to identify new retirement times for aircraft gearbox components due to changes to the aircraft mission and/or component configuration or condition. It can often take months to acquire these calculations from the original engine manufacturer (OEM). There can also be additional cost expenses and delays to a program. A universal software concept is required that is capable of estimating loads and life of components (e.g., recommended removal time) based on the users’ drive system design parameters (dimension, weight, diameter, number of teeth, material, loads, gear ratios, etc). The software concept should also provide estimated values depending on the type of mission load spectrum. Areas for exploration for this tool include fringe plots for effects and factors for sliding, heating, cooling, oil-film/viscosity loading, dynamic contact patterns, misalignments, and surface finishes. These areas are currently not addressed in aircraft drive system life analysis due to the complexity of the analysis.

PHASE I: Determine the feasibility of implementing a software component life load prediction tool for drive systems. Identify and define required helicopter transmission parameters to develop user specification entry data or data requirements.

PHASE II: Develop, construct and demonstrate an operational prototype of the drive component life load software. Develop viable demonstration cases with collaboration from the government or private sector.

PHASE III: Work with OEM(s) to provide end user specified software packages and software support.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The commercial sector would benefit from a prognostic software prediction tool for gearbox loads by reducing unscheduled maintenance and unnecessary transmission removals. This in turn, would provide a significant cost savings benefit by increasing gearbox time-on-wing.

REFERENCES:

1. Johnson, RB; Cox TL. (1974). “Helicopter Drive System Load Analysis [Final Report].” (Report No. AD-775858; USAAMRDL-TR-73-105).

2. Bartelmus W. (Sep 2001). “Mathematical Modelling and Computer Simulations as an Aid to Gearbox Diagnostics.” Mechanical Systems and Signal Processing, Volume 15, Issue 5, 855-871.

3. Place, C.S., Strutt J.E., Allsopp K, Irving P.E. & Trille C. (Mar-Apr 1999) “Reliability prediction of helicopter transmission systems using stress-strength interference with underlying damage accumulation.” Quality and Reliability Engineering International, Volume 15, Issue 2, 69-78.

KEYWORDS: Drive System Loads; Helicopter; Gearboxes; Software Prediction; Gears; Bearing; Shaft Loads

N091-018 TITLE: Hypoxia Monitoring, Prediction and Alert System

TECHNOLOGY AREAS: Air Platform, Human Systems

ACQUISITION PROGRAM: PMA-202, Aircrew Systems

OBJECTIVE: Develop a hypoxia monitoring system that can detect physiologic changes, predict the onset of symptoms, and alert the user.

DESCRIPTION: There is a risk of developing hypoxia when exposed to high altitude flight, acceleration stress, and mountain operations. Hypoxic hypoxia results from reduced oxygen tension in the lungs caused by low concentrations of oxygen in inspired gas at altitude. The degree of hypoxia is a function of altitude and composition of breathing gas. The onset of hypoxia is often unrecognized. Hypoxia can cause breathing difficulty, mental confusion, poor judgment, loss of muscle coordination, unconsciousness, dizziness, fatigue, visual impairment, nausea, tingling, and numbness. In some cases, failure of on-board oxygen systems can go unnoticed until it is too late. Hyperventilation often accompanies these responses. Hypoxia can result in loss of situational awareness, may impact mission success, and has led to aircraft mishaps. A complicating factor is that there are wide individual differences in tolerance to acute and chronic exposures to reduced oxygen environments. Due to the insidious nature of hypoxia, the use of on-board oxygen generating systems (OBOGS) instead of gaseous supplies, and the potential for oxygen mask leakage or improper mask use, there is a need for a personal hypoxia monitoring system that can detect physiologic changes, predict the onset of symptoms, and alert the user.

PHASE I: Determine the feasibility of developing a personal hypoxia monitoring system. Develop a miniaturized non-invasive sensor to collect physiologic measurements to detect hypoxic state. Develop a model that uses inputs from the sensor to predict and issue warning of a hypoxic state to the user. Sensor(s) should be compact, portable, vehicle independent, and preferably wireless with ability to integrate with current systems.

PHASE II: Demonstrate the ability of the concept developed in Phase I to predict, detect, and alert the user of hypoxic state in real time. Optimize and ruggedize the system to meet integration and maintenance requirements.

PHASE III: Perform system validation/verification testing culminating in a demonstration in dynamic environment using human volunteers.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The commercial and private aviation sector would benefit from the development of a physiologic hypoxia sensor/warning system. In addition, terrestrial operations at higher altitudes need to address hypoxia issues. The sensor system could be used for safety monitoring during training; e.g., hypobaric chamber and Navy/Marine Corps hypoxia training using a reduced oxygen breathing

REFERENCES:

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

2. Ernsting J. Hypoxia in the aviation environment. Proc R Soc Med 1973; 66(6): 523-7.

3. Files DS, Webb JT, Pilmanis AA. Depressurization in military aircraft: rates, rapidity, and health effects for 1055 incidents. Aviat Space Environ Med 2005; 76:523–9.

4. Harding RM, Gradwell DP. Hypoxia and hyperventilation. In: Ernsting J, Nicholson AN, Rainford DJ, eds. Aviation Medicine, 3rd ed. NY: Oxford University Press, 2003; 43-58.

5. Smith A. Hypoxia symptoms reported during helicopter operations below 10,000 ft: a retrospective survey. Aviat Space Environ Med 2005; 76:794–8.

KEYWORDS: Altitude; Hypoxia; OBOGS; Oxygen; Physiologic Monitoring; Situational Awareness

N091-019 TITLE: Data Fusion of Electric Field and Acoustic Data

TECHNOLOGY AREAS: Information Systems, Sensors, Battlespace

ACQUISITION PROGRAM: PMA-264, Air ASW Systems; PMA-290, Maritime Surveillance Aircraft

OBJECTIVE: Develop a buoy that collects acoustic and electric field data for tactical surveillance and classification of marine vessels.

DESCRIPTION: Passive electric field sensors have the potential to provide acoustic sonar systems with useful complementary sensing information. This information can be used for false alarm reduction, queuing, tracking, and classification. Electric field sensing can also be employed to enhance detection performance in littoral environments where the performance of sonar systems may be degraded by poor sound propagation conditions and reverberation. Exploitable electric field signatures include galvanic corrosion currents and alternating extremely low frequency electromagnetic (ELFE) signals caused by impressed current cathodic protection systems or AC modulation of the electrical resistance of the shaft bearings as they rotate. Data fusion algorithms are needed to effectively utilize data from electric field sensors to improve acoustic sensor performance.

PHASE I: Develop a conceptual system design for a combined electric field and acoustic sensor buoy as well as signal processing algorithms for data fusion and demonstrate proof-of-concept through simulation. Power requirements, range, and length of operation should be considered.

PHASE II: Design, develop and demonstrate a prototype (mechanical and electrical) of the combination buoy. This design should be compatible with A-size buoy containers and launching systems (approx. 4 7/8 in. X 36 in.). The buoy should be able to transmit and receive signals using traditional acoustic sonobuoy RF channels. This effort will include ocean tests of prototype buoys in ocean environments to determine system effectiveness and range.

PHASE III: Develop a production design for the A-size buoy for integration into existing naval sonobuoy systems.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Technologies developed are applicable to commercial underwater vessel location and collision avoidance systems.

REFERENCES:

1. Passive acoustic and electromagnetic underwater tracking and classification using data fusion, Systems Technology, Swedish Defence Research Agency (Systemteknik, Totalförsvarets forskningsinstitut (FOI)), 2005 .

2. Lindgren, D.; Dalberg, E.; Lennartsson, R.K.; Levonen, M.J.; Persson, L., "Surface Ship Classification in a Littoral Environment using Fusion of Hydroacoustic and Electromagnetic Data," OCEANS 2006 , vol., no., pp.1-5, Sept. 2006.

3. Lennartsson, R.K.; Dalberg, E.; Levonen, M.J.; Lindgren, D.; Persson, L., "Fused Classification of Surface Ships Based on Hydroacoustic and Electromagnetic Signatures," OCEANS 2006 - Asia Pacific , vol., no., pp.1-5, 16-19 May 2007.

KEYWORDS: Underwater; Acoustic; Electric Field Sensors; Buoys; Antisubmarine Warfare (ASW); Surveillance

N091-020 TITLE: Environmentally Protective Coatings for Ceramic Matrix Composites

TECHNOLOGY AREAS: Air Platform, Materials/Processes

ACQUISITION PROGRAM: Joint Strike Fighter

OBJECTIVE: Develop and demonstrate thin, low cost coatings for ceramic matrix composites for use at temperatures up to 2000 degrees Fahrenheit to protect against oxidation and moisture degradation.

DESCRIPTION: Ceramic matrix composites (CMCs) are being explored for turbine engine applications in a number of military platforms because of potential weight and performance benefits. Significant development of complex environmental barrier coatings (EBCs) has been undertaken for extremely high temperature CMC applications (>2000 degrees F) [ref 1,2]. These are typically multilayer coatings and are hundreds of microns thick. CMCs used for lower temperature engine applications (<2000 degrees F maximum) may also benefit from protective coatings, but there is a need for thinner (micron level), simpler, less expensive coatings. Often these CMCs are somewhat porous, so some level of infiltration may be necessary or desirable. Degradation is generally associated with oxidation of the interface coating, as opposed to the moisture induced matrix erosion which is the primary problem in the higher temperature applications referenced above. Often the most severe oxidation occurs in what is called the intermediate temperature range [ref 3], roughly 1200 degrees F-1500 degrees F, where the self sealing properties of SiC based matrices are not as effective as at higher temperatures. Moisture exposure (liquid or vapor) exacerbates the problem, so testing should include cyclic humidity and thermal exposures in order to somewhat simulate the engine environment. The possibility of a coating which can be periodically reapplied so as to extend the protective benefit is also of interest.

PHASE I: Demonstrate the feasibility of applying a thin, inexpensive CMC coating to protect against oxidation, particularly at intermediate temperatures. Include mechanical property measurements after 100 hours of exposure to intermediate temperature and after cyclic humidity and high temperature exposures.

PHASE II: Optimize the selected coating composition and process. Validate the coating through extensive environmental exposure. Testing should include cyclic exposure to moisture and periodic mechanical conditioning to induce microcracking typical of that seen in service. Evaluate and demonstrate the technology and the long term benefit. Estimate the cost of adding the coating.

PHASE III: Transition the developed technology to endorsing platforms.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The technology developed here will be applicable to these CMCs with applications ranging from commercial aircraft engine components to industrial heat treatment, wear, and corrosion control.

REFERENCES:

1. Lee, K. N., Fox, D. S., Robinson, R. C., and Bansal, N. P, "Environmental Barrier Coatings for Silicon-Based Ceramics. High Temperature Ceramic Matrix Composites," High Temperature Ceramic Matrix Composites, Edited by W. Krenkel, R. Naslain, H. Schneider, Wiley-Vch, Weinheim, Germany, 224-229 (2001).

2. Lee, K.N.; Fox, D.S.; Bansal, N.P, "Rare Earth Environmental Barrier Coatings for SiC/SiC Composites and Si3N4 Ceramics," J. Eur. Ceram. Soc., 25 [10] 1705-1715 (2005).

3. Mechanical, Thermal and Environmental Testing and Performance o f Ceramic Composites and Components, Ed: Jenkins, Lara-Curzio, & Gonczy, ASTM STP 1392, ASTM Int., pp. 185-320 (2001).

KEYWORDS: high temperature; ceramic matrix composites; environmental barrier coatings; environmental protection; moisture resistance; oxidation protection;

N091-021 TITLE: Littoral Zone Characterization Using Merged Multi-Spectral Visible Electro Optic (EO) and Infrared (IR) Imagery

TECHNOLOGY AREAS: Air Platform, Sensors

ACQUISITION PROGRAM: PMA-290 Maritime Patrol and Reconnaissance Aircraft; PMA-264

OBJECTIVE: Develop techniques to improve intelligence, surveillance, and reconnaissance (ISR) capability to characterize the near-shore and surf-zone region using passive EO/IR imagery from a turreted system.

DESCRIPTION: Modern EO/IR turret systems include multi-spectral visible EO and IR wavelength cameras. The ability of a mission package, using these turrets, to provide large area coverage of the near-shore region for extraction of parameters that are operationally relevant to the warfighter would be an asset to mission planners. Techniques to retrieve parameters, such as bathymetry and currents, from time-series electro-optical (EO) imagery of the littoral zone have previously been developed and published. However, these methodologies were developed for panchromatic sensors and are limited to daylight maneuvers. Techniques for surf-zone characterization that utilize the added information in multi-spectral data to increase accuracy and also use data for night-time operations would be an asset to the warfighter for mission planning.

PHASE I: Determine the feasibility of developing algorithms that characterize the near-shore region by utilizing multi-spectral and IR imagery. Include design approaches for developing the algorithms and determine the limitations and accuracies expected. The final report should consider the method of data collection in Phase II and any hardware required to test the approach.

PHASE II: Develop algorithms utilizing multi-spectral and IR data that will increase the ISR capability in the near-shore and beach regions. Demonstrate the algorithm's utility using data collected in an operational setting and exercised with "non-research" computer code that can be operated by a third party.

PHASE III: Transition the developed product directly to a program of record turret system similar to EPAS, Britestar II or Cobra during its acquisition cycle. Transition to other air platforms such as multi-mission aircraft (MMA) (P-8A) and the H-60 and consider miniaturization for smaller unmanned air vehicles (UAVs).

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The use of airborne multi-spectral sensing has many commercial applications including geospatial mapping and natural disaster assessment.

REFERENCES:

1. Dugan, J.P., C.C. Piotrowski and J.Z. Williams, "Water depth and current retrievals from airborne optical measurements of surface gravity wave dispersion," J. Geophys. Res. – Oceans, 106, C8, 2001, 16903-16915

2. Piotrowski, C.C. and J.P. Dugan, "Accuracy of bathymetry and current retrievals from airborne optical time series imaging of shoaling waves," IEEE Trans. Geoscience and Remote Sensing, 40, 12, 2002, 2606-2618

3. Campion, D.C., J.P. Dugan, C.C. Piotrowski, and A.G. Evans, "Direct geo-referencing techniques for rapid positioning of targets and environmental products using tactical grade airborne imaging data," MTS/IEEE OCEANS '02 Conf., Biloxi, MS, 2002, 1603-1608

4. Dugan, J.P., C.C. Piotrowski and J.Z. Williams, "Rapid environmental assessment of METOC fields using motion imaging techniques applied to surrogate UAV data," MTS/IEEE OCEANS '02 Conf, Biloxi, MS, 2002, 1956-1961

5. Chickadel, C.C., R.A. Holman, and M.H. Freilich, "An optical technique for the measurement of longshore currents," J. Geophys. Res., 108, C11, 2003, 2801-2817

KEYWORDS: Time-Series; Imaging; Near-Shore; Surf-Zone; Bathymetry; Current

N091-022 TITLE: Novel techniques for multipath mitigation for airborne Global Positioning System (GPS) receivers

TECHNOLOGY AREAS: Sensors

ACQUISITION PROGRAM: PMA-265, F-18 Hornet, Super Hornet and Growler

OBJECTIVE: Develop innovative techniques for mitigation of multipath effects on airborne anti-jam Global Positioning System (GPS) antennas

DESCRIPTION: Multipath can affect the accuracy of an airborne GPS system through either a “structure reflection” or a “ground reflection” depending on the altitude of the aircraft. When the aircraft is at high altitudes, multipath is caused primarily through reflection or diffraction of the satellite signal from scattering sources such as the wings, tail or any other large appendage of the aircraft fuselage. These multipath effects are similar to structure bounce multipath problems experienced by a ground based GPS antenna. The direction of incidence of the multipath signal would be very dependent on the location of the antenna on the aircraft and the geometry of the aircraft fuselage.

In the case of GPS receivers, using antijam (AJ) antennas (multiple elements), one can use digital beam forming to mitigate signal multipath. The state-of-the-art GPS AJ antennas use space-time adaptive processing (STAP) for suppressing interfering signals. It is well known that for the optimum performance, STAP should be applied for beam forming/null steering instead of simple null steering. STAP in beam forming/null steering mode can also be used for multipath mitigation using spatial as well as temporal discrimination. Thus, there is a need for new digital beam forming/null steering algorithms which leads to improved multipath mitigation while suppressing interfering/jamming signals. Any novel approach to this problem will be considered.

PHASE I: Determine and demonstrate technical feasibility of beamforming/null steering algorithms that mitigate multipath effects. Effect of multipath on small anti-jam GPS antennas (<5in diameter) should also be considered.

PHASE II: Design, develop and fabricate a small anti-jam GPS array (5in diameter) prototype to demonstrate mitigation of multipath effects. Implement new algorithms for the mitigation of multipath effects on airborne anti-jam GPS antenna.

PHASE III: Proceed to further develop multipath mitigation concepts for anti-jam GPS antennas transitioning the technology to current and future naval airborne platforms.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Multipath mitigation technologies can be useful for shipboard and ground based GPS systems.

REFERENCES:

1. Any recent Institute of Navigation (ION) conference proceedings: http://www.ion.org/meetings/#gnss

2. J.R. Guerci, Space-Time Adaptive Processing for Radar. Norwood, MA: Artech House, 2003.

3. Y. Lee and S. Ganguly, “Design of a Direction Independent Uniform Scan Array,” Proceedings of ION GNSS 2005, Long Beach, CA, September, 2005, p. 667.

4. R.A. Monzingo and T. W. Miller, Introduction to Adaptive Arrays. New York: Wiley-Interscience, 1980.

5. B.R. Rao, et al., “GPS Microstrip Antenna Array on a Resistivity Tapered Ground Plane for Multipath Mitigation”, The MITRE Corporation, April 2000.

6. T. K. Sarkar, et al., Smart Antennas. Hoboken: Wiley-Interscience, 2003.

7. Additional information provided by TPOC to clarify the topic description:
Current antenna electronics with STAP is mainly for suppression of strong jamming signals using null steering and are not suitable for multiplath mitigation where signal strength is not strong. For optimum performance in the presence of multipath, STAP should be applied for beam forming along with null steering instead of simple null steering.

KEYWORDS: GPS; airborne antennas; multipath; antijam; signal processing; smart antennas

N091-023 TITLE: Assessing Electromagnetic Scattering Properties of Small Boats in Littoral Environments Using Hardware Accelerated Computing

TECHNOLOGY AREAS: Information Systems, Sensors, Electronics, Battlespace

ACQUISITION PROGRAM: PMA-265, F/A-18; PMA–290, Maritime Surveillance Aircraft

OBJECTIVE: Determine the electromagnetic (EM) scattering properties of small boats in littoral and deep ocean environments for detection, tracking, discrimination, and classification purposes.

DESCRIPTION: Attacks on the U. S. fleet by small boats in littoral environments is of great concern to the Navy. These boats may be in the presence of many other, similarly sized, but non-aggressive boats. This raises the threat level even more since it makes discrimination so much more difficult. For this reason, information on the scattering properties of such boats is highly desirable. A boat, however, is inseparable from the surrounding water; thus, any effort at electromagnetic (EM) modeling and simulation (EMMS) must involve a sizeable patch of the surrounding ocean. The challenge with the simulation is the numerical size of the problem and the difficulty of incorporating the effect of the sea.. Full-wave methods provide good fidelity but cannot handle realistic size targets. Asymptotic methods, on the other hand, are very efficient in handling real targets but lack the fidelity. Solution to this problem will involve development of a hybrid full-wave and asymptotic method along with hardware accelerated computing. Examples of such computing are the harnessing of the computational power of PC graphic cards and field programmable gate arrays (FPGAs).

PHASE I: Demonstrate the feasibility of proposed modeling technique and validate using small targets representative of realistic ones in the sea. Develop detailed conceptual designs for a hardware accelerated approach to this problem. Demonstrate the feasibility of the proposed approach and document speed-ups relative to state-of-the-art hardware as well as software-intensive acceleration techniques.

PHASE II: Based on the Phase I results, build a working prototype software utilizing hardware acceleration for modeling realistic size small maritime targets in sea. Document accuracy and fidelity by comparing against published simulated as well as measured data. Develop a Phase III transition plan.

PHASE III: Refine the prototype developed in Phase II either alone or in partnership with another company and build a full-scale product for simulating realistic scenarios of interest to Navy. Finalize the technology and transition to the fleet.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The technology developed will find applications among commercial radar companies, antenna designers, and communications equipment manufacturers.

REFERENCES:

1. http://www.acceleware.com.

2. http://www.impulsec.com/.

3. H. ElGindy and Y. – L. Shue, “On Sparse Matrix-vector Multiplication with FPGA-based System,” Proc. 10th Annual IEEE Symp. Field-Programmable Custom Computing Machines (FCCM’02).

4. M. deLorimier and A. DeHon, “Floating-Point Sparse Matrix-Vector Multiply for FPGAs,” Proc. 2005 ACM/SIGDA 13th Intl. Symp. Field Programmable Gate Arrays, Monterey, CA.

5. http://www.appro.com/product/server_xtremex1_xeon.asp.

6. http://en.wikipedia.org/wiki/Supercomputer#Special-purpose_supercomputers.

7. Z. Zhao, L. Li, J. Smith and L. Carin, “Analysis of scattering from very large three-dimensional rough surfaces using MLFMM and ray-based analyses,” IEEE Antennas Propagat. Mag., Vol. 47, No. 3, June 2006, pp. 20-30.

8. I. Moreau, “Study and simulation of sea clutter,” IEEE Signal Processing Workshop on Higher-Order Statistics, 7-9 June 1993, pp.178–181.

9. R. F. Harrington, Time Harmonic Electromagnetic Fields, New York, Wiley-IEEE Press, 2001.

10. J. Jin, The Finite Element Method in Electromagnetics, Wiley-IEEE Press; 2nd Ed., May 2002.

11. F. Weinmann, "Ray Tracing with PO/PTD for RCS Modeling of Large Complex Objects," IEEE Trans. Antennas Propagat., vol. 54, no. 6, June 2006, pp. 1797-1806.

12. P.E. Hussar, V. Oliker, H.L. Riggins, E.M. Smith-Rowlan, W.R. Klocko, L. Prussner, An implementation of the UTD on facetized CAD platform models, IEEE Antennas Propagat. Mag., Vol. 42, No. 2, April 2000, pp. 100-106.

13. http://radar-www.nrl.navy.mil/5314/.

KEYWORDS: Littoral Environment; Ocean; Scattering; Graphic Cards; Field Programmable Gate Arrays (FPGA); Computational Electromagnetics (CEM)

N091-024 TITLE: Improve Close Air Support (CAS) Effectiveness Through Noise Cancellation Device (NCD)

TECHNOLOGY AREAS: Air Platform, Information Systems, Electronics, Battlespace

ACQUISITION PROGRAM: PMA-202, Aircrew Systems

OBJECTIVE: Develop a noise cancellation device (NCD) that could easily be mounted on top of the military radio’s microphone used by the Joint Terminal Attack Controller/Forward Air Controller (JTAC/FAC) personnel.

DESCRIPTION: The current JTAC/FAC radio does not have a noise cancellation mechanism that specifically targets noise due to artillery fire equipment on the battlefield. As a result, target location coordinate transmissions are usually overshadowed by unwanted noises, which make it difficult for the pilot to make sense of the information transmitted. This is an alarming situation because, when Close Air Support (CAS) is requested, the enemy is usually at a minimal distance from the troops. The pilot at that point requires accurate target location information in order to avoid accidentally hitting friendly force. Noise by definition is random, and current noise cancellation technology does a good job at cancelling it . But when it comes to well defined repetitive signal with known patterns (i.e. Gun shot), current noise cancellation technology fails to filter them out to leave only voice pass through. Those signals are perfectly good signals and are only considered noise because in a battlefield environment we would like to filter them out. In a different environment, they could be considered valuable information. Current noise cancellation technology is not capable of, in the presence of two well defined signals with known patterns, filtering out one signal (i.e. Gun shot), and allowing pass through of the second signal (i.e. voice). Current noise cancellation devices cancel all noise and do not have the capability to filter unwanted noise while allowing wanted noise to come through clearly. A NCD is required that will improve CAS effectiveness by filtering out noise resulting from artillery fire exchanged on the battlefield and transmitting only the JTAC/FAC’s voice. Surrounding environment noise will be left out of the transmitted information. This will decrease the probability of the pilot misinterpreting transmitted target location coordinates; increase the probability of correct target identification and destruction, and ultimately reduce the possibility of fratricide.

The NCD should be small enough to be mounted on top of the JTAC/FAC radio without adding extra weight. The NCD should be easy to mount, and not necessitate any additional upgrade to the existing JTAC/FAC radio. The NCD should also be easily removable, should be stand-alone, be self-powered, and have a state indicator light (ON/OFF). It should be compatible with the existing AN/PRC-117; AN/PRC-119, AN/PRC-5, AN/PRC-148, AN/PRC-152, ground radios used by the JTAC/FAC.

PHASE I: Determine the feasibility of designing an innovative NCD that can be mounted on top of the JTAC/FAC radio microphone capable of completely canceling unwanted noise, battlefield sounds, during communication between JTAC/FAC and the pilot. Proposed technologies and architectures should consider quality of material reliability, maintainability, susceptibility, survivability, size (5”H x 2”W x .77”D) and weight (<=1.5lbs) requirements.

PHASE II: Design, develop and demonstrate a prototype of the proposed NCD technologies and architectures. Integrate a developmental unit onto a JTAC/FAC radio. Demonstrate real-world operation of the system and its capability to improve CAS in a simulated battlefield environment.

PHASE III: Refine hardware and software solution to improve and optimize system performance. Upon successful system performance demonstration, start process of integrating system into battlefield environment and operations.

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

REFERENCES:

1. http://www.jfcom.mil/newslink/storyarchive/2007/pa072507.html.

2. Joint Tactics, Techniques, and Procedures for Close Air Support (CAS) Joint Publication 3-09.3.

KEYWORDS: Close Air Support; Noise Cancellation; JTAC; FAC; Artillery Fire; Fratricide

N091-025 TITLE: Innovation in Strain Sensing and Damage Detection in Composite Repairs using Printed Gages

TECHNOLOGY AREAS: Air Platform, Materials/Processes

ACQUISITION PROGRAM: PMA-261, H-53, Heavy Lift Helicopters

OBJECTIVE: Develop embeddable strain gages that can measure strains and detect damage in composite repair patches.

DESCRIPTION: Robust and accurate sensing of strains is a coveted capability sought by the military and industry. Increasing the fidelity of repair in critical areas by placing sensors in the repair area and posting repair feedback will increase the window in which repairs can be made without compromising safety. Industry is currently developing a number of printing technologies including aerosol or paste based spray and direct write thermal spray. These printed sensors can be deposited to close tolerances, printed over large areas, and can be embedded. There has been some success in using these sensors for oscillatory strain measurement. However, not enough work has been done to perfect the technology for static or non-oscillatory strain measurements.

PHASE I: Develop an approach to print and embed the strain sensors in composite repair. Demonstrate the concept at a coupon level.

PHASE II: Develop a prototype and demonstrate its ability to predict non-oscillatory strains.

PHASE III: Transition the technology to a DoD platform.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: With increasing use of composites in commercial airplanes, civilian aerospace market would be a potential beneficiary. These sensors will also be very attractive to the automobile and high performance sports industries.

REFERENCES:

1. Longtin J., Sampath S, Tankiewicz, S., Gambino, R.J, and Greenlaw R.J, Sensors for harsh environments, IEEE Sensors Journal, Vol 4, No 1, pp 118-121.

2. Sampath S., Novel concepts in direct writing of electronics and sensors, Digital Fabrication, 2005, pp 21-24.

KEYWORDS: Direct Write; Strain Sensor; Embedded Strain Sensor; Printed Strain Gage; Static Strain; Repair Monitor

N091-026 TITLE: Hyper-Elevation Modeling of Terrain, Topography, and Urban Environments

TECHNOLOGY AREAS: Air Platform, Information Systems, Sensors

ACQUISITION PROGRAM: Joint Strike Fighter

OBJECTIVE: Develop abstract methods of defining mixed topographical features on rural and urban terrain (e.g., adjoining man-made and natural objects having complex geometrical solutions, such as caves, highway interchanges with multiple level ramps, walkways between high-rise towers etc.). Develop optimized real-time rendering algorithms that allow dynamic interaction with the above complex features in a training simulation environment.

DESCRIPTION: Current standards used for representing terrain digital elevation models do not provide for the description of topographical features such as tunnels, caves/bunkers, overhangs, multi-level highways/interchanges, and other unique aspects of strategic rural environments and urban infrastructures. Abstract methods for defining and rendering these topographical features are desired, to allow for embedding realistic targets and simulated lasing of those targets, as well as ability to accommodate temporal/diurnal changes to the topography.

The developed definitions should facilitate advanced rendering techniques for producing unaided visual, Night Vision Goggles (NVG), Infra-Red/Forward-Looking Infra-Red (IR/FLIR), and radar scenes, such as using multi-pass methods for lighting, geometry, shading, and atmospheric and special effects. The developed capability should also facilitate use of the wide array of United States Geological Survey (USGS) products, and of urban planning data sets/imagery from local, state, and federal agencies. Support for multiple database schemas is desired, allowing for database reuse without requiring custom format conversions. A goal is to achieve compatibility with (or extension of) existing military database re-use initiatives, such as Navy Portable Source Initiative (NPSI), Master Database (MSB), Common Database (CDB), and Synthetic Environment Core (SE Core).

For the purposes of training: lasing of targets, damage assessment after strikes, supporting complex interaction of simulated weapon platforms with targets of interest, and for training situational awareness, battle-state assessment, and low level navigation.

PHASE I: Define and determine the feasibility of innovative concepts for simulating dynamic real-time interaction with complex terrain and topography features within a seamless simulation environment, and provide proof of concept.

PHASE II: Develop, integrate, demonstrate and evaluate a prototype that incorporates real-world data and imagery from a wide-range of sources (commercial, municipal, government) and supports a variety of visual/sensor scenes.

PHASE III: Commercialize and transition the system and apply to a complex training simulator.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Commercial applications range from environmental studies to emergency (natural disaster and/or terrorism) planning, construction management and training. Both military and nonmilitary sectors require more sophisticated models using the wealth of data that is now being generated from commercial enterprises and by local, state, and federal governments. The depiction of dynamic terrain is particularly important in the visualization of construction operations as well as in combat because terrain is seen and manipulated at close range.

REFERENCES:

1. Kamat, V.R., Martinez, J.C. (2003). Automated Generation of Large-Scale Dynamic Terrain in 3D Animation of Simulated Construction Processes. CONVR Virginia Tech, September 24th – 26th. http://pathfinder.engin.umich.edu/documents/Kamat&Martinez.CONVR2003.ResearchPaper.pdf.

2. Turner, D.P., Ollinger, S.V., Kimball, J.S. (2004). Integrating Remote Sensing and Ecosystem Process Models for Landscape- to Regional-Scale Analysis of the Carbon Cycle. BioScience June 2004 / Vol. 54 No. 6: 573-584. http://wwwdata.forestry.oregonstate.edu/larse/pubs/turner_bioscience.pdf.

3. Eyers R.D; Mills, J. P. (2005). Subsidence Detection Using Integrated Multi Temporal Airborne Imagery. The International Archives of the Photogrammetry, Remote Sensing and

Spatial Information Sciences, Vol. 34, Part XXX. http://www.isprs.org/istanbul2004/comm7/papers/140.pdf.

KEYWORDS: Simulation Databases; Training Systems; Simulation Training; Feature/Target Recognition; Synthetic Environment Databases; 3-D Modeling

N091-027 TITLE: Underwater Vertical Electric Field Detection

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

ACQUISITION PROGRAM: PMA-264, Air ASW Systems; PMA-290, Maritime Surveillance Aircraft

OBJECTIVE: Develop advanced electric field sensor technology for anti-submarine warfare (ASW) sensor systems

DESCRIPTION: Passive electric field sensors have the potential to provide useful information for tactical surveillance and classification of marine vessels. Exploitable electric field signatures include galvanic corrosion currents and alternating extremely low frequency electromagnetic (ELFE) signals caused by impressed current cathodic protection systems or AC modulation of the electrical resistance of the shaft bearings as they rotate. Also lower frequency signals can be generated by the relative movement of a metal hull and a sensor. Current electric field sensors used for detection and classification of marine vessels, collect only x and y electric field measurements. Innovative electric field sensor designs are sought to collect vertical (z component) electric field measurements in addition to the horizontal components, to enable exploitation of all signals emanating from a submerged vessel.

PHASE I: Develop a sensor concept for a low-cost large effective aperture to detect the vertical electric field component in addition to the horizontal field components. Provide a physics based sensor model describing the theory of operation and predicted sensor performance in an operational environment via simulation.

PHASE II: Fabricate and test an experimental prototype of the sensor and document the design, functionality, and testing conducted to demonstrate performance. Power requirements, range, and length of operation should be considered.

PHASE III: Develop an advanced electric field sensor that is capable of being deployed from high altitude aircraft positions and test in an operational environment.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Technologies developed are also applicable to commercial underwater vessel location and collision avoidance systems.

REFERENCES:

1. Kraichman, M.B., 1970. Handbook of Electromagnetic Propagation in Conducting Media, U.S. Government Printing Office, Washington, DC.

2. Vozoff, K.,” 1991. The Magnetotelluric Method,” in Electromagnetic methods in Applied Geophysics, Volume 2, Application, Parts A and B, M.N. Nabighian (Editor), Society of Exploration Geophysicists.

3. Nichols E.A., J. Clarke, and H.F. Morrison, (1988), “ Signals and noise in measurements of low-frequency geomagnetic fields,” Journal of Geophysical Research 93, 13743-13754.

KEYWORDS: Underwater; Electric Field Sensors; Buoys; Nonacoustic; Antisubmarine Warfare (ASW); Geomagnetic Noise

N091-028 TITLE: Optical Coatings for Deep Concave Surface

TECHNOLOGY AREAS: Materials/Processes, Weapons

ACQUISITION PROGRAM: PMA-259 Air-to-Air Missile Systems

OBJECTIVE: Develop methods to apply antireflection coatings to the inside of deep concave surfaces including a tangent ogive infrared dome.

DESCRIPTION: Future infrared-guided missiles may use aerodynamically shaped seeker domes instead of hemispheric domes used today. An aerodynamic shape such as a tangent ogive reduces drag and also permits increased field of regard for the infrared seeker. The dome shape requires efficient antireflection coatings to reduce reflections from off-normal angles of incidence. An ideal coating will have variable thickness to provide optimum antireflection performance at different look angles.

A candidate tangent ogive seeker dome will be made of transparent polycrystalline alumina. It will have a base diameter of 5 inches and a height of 7.5 inches. The tip of the ogive will be cut off and so can serve as an inlet or outlet for gas flow during coating. The dome and its coating must be capable of withstanding temperatures up to 1000 C in the air.

PHASE I: Develop a method to apply an antireflection coating to the inside of an ogive dome made of polycrystalline alumina. The coating should provide broadband antireflection performance in the 3 to 5 micrometer wavelength region. The Government will provide coupons of transparent polycrystalline alumina for coating development. For an initial demonstration, apply a uniform coating to the inside of a fused silica tube with a diameter of 5 inches. For a second demonstration, the Government will provide a metal ogive dome with several flat disks of polycrystalline alumina mounted in holes to simulate an ogive-shape alumina surface. Coat the inside of the metal ogive and measure the transmittance of the alumina disks to demonstrate the performance of the coating.

PHASE II: Optimize the coating for antireflection performance and adherence to alumina. Apply the coating to the inside of an alumina ogive to be provided by the Government. Develop a method to verify the performance of the coating in a production environment. Develop a method to apply a continuously varying coating to provide optimal antireflection performance at different look angles through different regions of the dome.

PHASE III: Implement a commercial process capable of coating aerodynamic domes on the internal and external surfaces. The external coating must be resistant to erosion as well as providing antireflection performance.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The coating technology developed in this effort has potential applications for heat-resistant coatings where durability and stability at extreme temperatures is required. For example, medical-lighting systems that use hot mirrors, cold mirrors and ultraviolet-blocking filters need to withstand high thermal loads (high temperature) and high ultraviolet flux. Currently available medical-lighting systems have short lifetimes and require frequent maintenance. Coatings that have better heat and ultraviolet radiation resistance and that could be deposited uniformly onto the interior and exterior of the bulbs would greatly extend the lifetimes of these medical-lighting systems.

The telecommunications industry uses ball lenses for fiber-optic interconnects. Antireflection coating uniformity is an issue on these types of lenses. The ability to coat a small spherical lens uniformly and economically would be an important commercial application.

Other commercial markets that could benefit from durable, heat-resistant coatings are solar reflectors, infrared- and ultraviolet-curing filters, optical-projection systems, and satellite and space-based optical systems that are subjected to high thermal loads.

REFERENCES:

1. P. W. Baumeister, “Optical Coating Technology,” SPIE Press, Bellingham, Washington, 2004.

2. J. D. Rancourt, “ Optical Thin Films: User Handbook,” SPIE Press, Bellingham, Washington, 1996.

3. M. V. Parish, M. R. Pascucci, and W. H. Rhodes, “Aerodynamic IR Domes of Polycrystalline Alumina,” Proc. SPIE, 5786, 195-205 (2005).

KEYWORDS: antireflection coating; optical coating; infrared dome; optics; thin film; missile dome

N091-029 TITLE: V-22 Three-Dimensional (3D) Downwash Measurement

TECHNOLOGY AREAS: Air Platform, Ground/Sea Vehicles

ACQUISITION PROGRAM: PMA-275, V-22 Joint Program Office

OBJECTIVE: Develop a system to measure three-component airflow velocities in the vicinity of a full-scale helicopter.

DESCRIPTION: The current focus of computational fluid dynamics (CFD) airwake analysis is to predict the coupled effect of a helicopter rotor operating near a vertical face, for example a ship’s hangar, and the subsequent effect on the rotorcraft's handling qualities. Validation data are required to evaluate these predictions. Currently fielded airflow measurement systems using ultrasonic anemometers are limited in their ability to provide the necessary data. Data measured by these systems are indeterminate when the local flow is outside the device’s cone angle, are limited to discrete points, and are frequently corrupted by electromagnetic interference, especially on board a ship. Furthermore, the local flow can be disrupted by the presence of the measurement device or its mount. A system is needed to provide three-component, concurrent, time accurate airflow measurements at multiple locations in the vicinity of a hovering helicopter. The measured data will be used to validate CFD models of the flowfield and should approach as close as possible the spatial/frequency resolution typically used in full scale CFD analysis (approximately 2ft/20Hz over the volume of interest).

PHASE I: Develop an innovative approach to measure three-component airflow velocities. Demonstrate the feasibility of the approach in a laboratory environment.

PHASE II: Develop and build a full-scale prototype measurement system and use it to measure the downwash in the vicinity of a helicopter hovering near a vertical face. Measure the accuracy of the system.

PHASE III: Build a production measurement system and transition to Government and industry.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Commercial applications include analyzing the effect of rotor downwash on personnel and equipment at airports, offshore installations and building helipads, as well as measuring the flowfield in the vicinity of buildings and other structures.

REFERENCES:

1. Silva, M.J., Geyer, W.P., and Nelson, J., “Full-Scale Rotorcraft Downwash Surveys in a Shipboard Environment”. Presented at the American Helicopter Society 60th Annual Forum, Baltimore, MD, June 7-10, 2004.

2. Silva, M.J., Yamauchi, G.K., Wadcock, A.J. and Long, K.R., “Wind Tunnel Investigation of the Aerodynamic Interactions Between Helicopters and Tiltrotors in a Shipboard Environment”. Presented at the American Helicopter Society 4th Decennial Specialist’s Conference on Aeromechanics, San Francisco, CA, January 21-23, 2004.

KEYWORDS: Downwash; Helicopter; Rotor; Measurement; Flowfield; Shipboard

N091-030 TITLE: Prevention of Corrosion for Navy Aviation

TECHNOLOGY AREAS: Materials/Processes, Human Systems

ACQUISITION PROGRAM: PMA-290, Maritime Surveillance Aircraft (ACAT I)

OBJECTIVE: Develop predictive algorithms and data mining techniques to determine optimal maintenance actions incorporating level, severity, and frequency of corrosion events by aircraft.

DESCRIPTION: The Navy must operate in all kinds of weather conditions. The high humidity and salt in the sea spray create a perfect environment for the formation of corrosion. There is a tremendous need to identify and optimize the factors that affect human performance in maintenance and inspection. Innovative solutions that highlight and track corrosion issues are required in order to enhance the maintainer’s ability in the prevention, inspection, removal and treatment of corrosion and information management. The technology solution should include an intuitive user interface and display capability in order to maximize information presentation. The proposed technology should also incorporate substantial decreases in maintenance costs associated with detecting, repairing, and tracking corrosive areas.

PHASE I: Determine the feasibility of developing a specific algorithmic approach to determining the optimal maintenance schedules and actions by aircraft. The proposed solution should include an interface design layout and describe user interactions.

PHASE II: Demonstrate the predictive algorithms using an integrated database of maintenance actions and schedules.

PHASE III: Transition use of the predictive algorithms to corrosion databases and associated tools for specific type/model/series aircraft.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: There is a huge cost associated with corrosion induced malfunctions not only for the Navy and DoD at large, but for commercial industries, as well. The commercial potential of a successful product or service in this area is extremely large.

REFERENCES:

1. Aircraft Weapons Systems Cleaning and Corrosion Control, NAVAIR 01-1A-509, 1 July, 2000.

2. Doughty, T. (Winter, 2006). Air-Wing Toolbox: New Antenna Gaskets Eliminate Corrosion and Precipitation Static. MECH Magazine, Naval Safety Center.

3. DoD (2007). Efforts to Reduce Corrosion on the Military Equipment and Infrastructure of the Department of Defense, Under Secretary of Defense (Acquisition, Technology and Logistics).

http://www.corrdefense.org/Key%20Documents/2007%20Report%20to%20Congress.pdf

4. United States Government Accountability Office, Opportunities to Reduce Corrosion Costs and Increase Readiness, GAO-03-753, July 2003.

KEYWORDS: Corrosion; Training; Job Performance Aiding; Interactive Electronic Technical Manuals; Naval Aviation

N091-031 TITLE: Advanced Design Concepts for High Performance Helicopter Masts

TECHNOLOGY AREAS: Air Platform, Materials/Processes

ACQUISITION PROGRAM: PMA-274, VH-71 Presidential Helicopter Program

OBJECTIVE: Develop innovative designs, materials and manufacturing processes to produce advanced helicopter masts (main rotor shafts) to meet future Navy mission requirements.

DESCRIPTION: USN rotorcrafts operate in extreme environments under adverse conditions. 4000-series low alloy steels are commonly used in helicopter masts, however they require the use of coatings (including but not limited to toxic cadmium-based coatings) for environmental protection. Due to the increased operational demands, in addition to enhanced environmental protection, improved resistance to stress corrosion cracking and fatigue is desired for the next generation rotorcraft weapon systems.

Recent technology advancements in design techniques, metallic and non-metallic materials and manufacturing methodologies provide the opportunity to substantially upgrade helicopter masts. An innovative approach is needed to identify potential technology insertions for future weapons systems. Materials selection, process requirements, and finishing recommendations are needed to define the manufacturing and production (M&P) portion of the component specification. Procedures that are consistent with current processing paths and a material that is a drop-in replacement for baseline steels are highly desired.

Technologies that increase performance over existing industry standards must maintain fleet safety, reliability, and affordability. These advanced helicopter masts should easily replace today's designs without significant impact to manufacturing practices and qualification procedures.

PHASE I: Determine the feasibility of replacing existing helicopter mast with materials and processes that will enhance performance.

PHASE II: Build and test helicopter mast prototype to verify manufacturing feasibility and perform static testing to demonstrate functional properties.

PHASE III: Complete component qualification and transition across USN platforms as appropriate working with helicopter manufacturers.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The requirements of helicopter shaft materials are shared between government and commercial uses. Strong commercial potential is expected as a result of efforts on military aircraft.

REFERENCES:

1. http://www.compositesworld.com/articles/composites-take-off--in-ltigtsomeltigt-civil-helicopters.aspx

2. Hirko, A. G. and Soffa, L. L., “Inertia welding of nitralloy N and 18 nickel maraging 250 grade steels for utilization in the main rotor drive shaft for the AR-64 military helicopter program ,” in AGARD Advanced Joining of Aerospace Metallic Materials 9 p (SEE N87-17051 09-37); 1986

3. Ingle, R B and Ahuja, B B, An Experimental Investigation on Dynamic Analysis of High Speed Carbon-Epoxy Shaft in Aerostatic Conical Journal Bearings,” Composites Science and Technology,” Vol. 66, no. 3-4, pp. 604-612. Mar. 2006

4. Department of Transportation. Journal of Nondestructive Testing. Vol. 12, no. 6. June 2007

5. Yeo, H and Shinoda, P M, “Investigation of Rotor Loads and Vibration at Transition Speed,” AHS International, 58th Annual Forum Proceedings - Volume I, Montreal, Canada; United States; 11-13 June 2002, pp. 1175-1199

KEYWORDS: High Strength Steel; Advanced Alloys; Corrosion Resistance; Helicopter Mast; Manufacturing

N091-032 TITLE: Innovative Approach to Build and Maintain an Analysis Management System Infrastructure

TECHNOLOGY AREAS: Air Platform, Materials/Processes

ACQUISITION PROGRAM: Joint Strike Fighter

OBJECTIVE: Develop innovative methodologies to automatically capture, share, and manage computational documentation and their application intent.

DESCRIPTION: Over the last decade innovations in the management of digital computer-aided design (CAD) documentation has increased productivity and allowed for greater collaboration among designers. Despite these efforts in the manufacturing and production phase of a project no current solution exist for managing calculation-based documentation that concisely links the intent of the analyst to the final product. This is due to the need for more than one software package to complete a calculation task which can best be classified as calculators and the publishers. While most commercial software developers continue to move towards Extensible Markup Language (XML) formatting enabling for greater interoperability, interfacing these formats still require significant amounts of effort for customizing and automating processes and are limited by their XML Schemas.

Since maintaining an aircraft fleet is a live process that requires a proactive approach to mitigate a broad range of structural concerns that can present on the field, capturing all calculations performed, and allowing the sharing of information, is of great importance to prevent re-inventing the wheel. An innovative Analysis Management System (AMS) solution beyond conventional XML Schemas is sought to auto integrate common engineering tools required to complete computational analysis, increasing the efficiency of repairs, flight clearances, and conceptual designs.

PHASE I: Develop approaches to auto capture, share, and manage computational documentation and their application intent. Determine the feasibility of the developed methodology by demonstrating in a virtual environment (XML, flash, or other digital visualization technique) how document relationships will be auto created and managed.

PHASE II: Complete design and development of the AMS. Perform validation and verification of prototype system through extensive testing. Demonstrate the ability of the system to interact with various commercial structural analysis packages.

PHASE III: Transition the validated AMS and tool integration methods to government agencies and commercial organizations.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Electronic calculations-based documents are generated on a daily basis in support of various engineering design efforts, but no current system exists that ties all the available documents into a concise infrastructure that enables the flow of analysis and design intents. Through a CAMS solution information can be stored and accessed in terms of quantity (outputs) and of quality (inputs, intents, and processes) enabling a decision maker to view a broader picture. Tighter document integration increases efficiency, minimizes design errors, and allows sharing relevant knowledge more effectively.

REFERENCES:

1. http://www.w3.org/TR/photo-rdf/ "Describing and retrieving photos using RDF and HTTP". Method of tagging useful information.

2. Ardayfio, Mark A., "Methods for Capturing Design Intent Using Key Characteristics", MIT 1998.

KEYWORDS: CMS; Resource Description Framework (RDF); Analysis Management; Design Intent; XML Integration; Reuse

N091-033 TITLE: Nanoporous Thermal Barrier Coatings for Aircraft Structural Surfaces

TECHNOLOGY AREAS: Air Platform, Materials/Processes

ACQUISITION PROGRAM: PMA-231 E-2C/E-2D ACAT I

OBJECTIVE: Develop an innovative thermal barrier coating system for aircraft surfaces (metal and fiberglass) capable of exposure to moderate short-duration heating.

DESCRIPTION: In many situations encountered in military aircraft there is a need for a spray-in-place coating which has superior thermal efficiency, has extremely low weight, and is capable of protecting the surface for a brief period of time from heating by moderate-temperature air up to 500°F. One example in military aircraft occurs in the outer wing panels of the aircraft: when these wing panels are folded on the ground with the engine running and the exhaust from the engine cooling system impinges on the panels with adverse fatigue effects. Other examples may include over heating of fiberglass structural components. The developed thermal barrier coating material should have thermal conductivity values in service conditions that are very low (e.g. < 25 mW/m-K at 400 F) at bulk coating densities lower than 200 kg/m3. Previous research has shown that nanoporous materials such as aerogels can be applied using spray techniques yielding a highly insulating coating system; however, these systems do not meet durability and application requirements.

To be successful, the developed coating system must have low aerial weight, be mechanically robust, insensitive to environmental factors such as rain and moisture, and highly thermally insulating per unit thickness. The thermal protection systems must provide a thermal barrier to protect the substrate when heated for a minimum of 10 minutes at temperatures up to 500 degrees F. In addition, application of the coating must use a room temperature spray process that produces a consistent and uniform thickness.

PHASE I: Develop a coating system formulation for application to aluminum and fiberglass/epoxy surfaces and demonstrate the feasibility of the approach through limited thermal testing.

PHASE II: Fully develop the thermal protection system including the sprayable application process. Demonstrate the spray application process and the ability of the system to protect aircraft components of relevant size to operational aircraft. Validate thermal and mechanical performance of the coating in realistic environmental tests.

PHASE III: Perform full scale thermal ground testing of the thermal protection system on actual aircraft components. Transition the developed technology to other aircraft applications.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Private sector application and dual-use applications exist in any industry/product requiring low weight, durable, thermal insulating coatings.

REFERENCES:

1. Akimov, Yu. K., Fields of Application of Aerogels (Review), Instruments and Experimental Techniques (Translation), 46, 2003, 287-299

2. Jones, S.M., Aerogel: Space Exploration Applications, Journal Sol-Gel Sci Techn, 40, 2006, 351-357

KEYWORDS: aerogel; spray-in-place insulator; spray-on insulator; nanoporous materials; aerospace; thermal barrier coating

N091-034 TITLE: High-Speed, Low- Power, Highly Integrated, Wide Wavelength Range Tunable Laser for Wavelength Division Multiplexing (WDM) Networks

TECHNOLOGY AREAS: Air Platform, Information Systems, Electronics

ACQUISITION PROGRAM: PMA-274, Presidential Helicopter Programs

OBJECTIVE: Develop a fast-tuning speed, compact, widely wavelength tunable, low dissipation power, wide temperature range, laser transmitter for fiber optic communications for avionic applications.

DESCRIPTION: Single-mode dense wavelength division multiplexed (DWDM) optical networks are emerging as a leading solution for data, video and voice communication links in avionic systems. One key element for these optical links is a widely tunable laser transmitter capable of selecting a DWDM wavelength over the International Telecommunication Union (ITU) C-band, L-band, and possibly X-band or beyond. Fast tuning speed (i.e., sub-microsecond) will enable wavelength addressing to replace electronic switching. In order to meet the needs of military avionics, the tunable laser transmitter components must be very compact (smaller and thinner than a standard butterfly package), able to operate over a wide temperature range (-40¢X to +100¢XC and beyond), able to survive in the harsh shock and vibration environment of aerospace (see references 3 and 4), and consume very little power (less than 1 watt).

Proposed concepts should consider the following performance objectives of this research effort:

1. Size: 0.1m3

2. Power: 1W/channel

3. Environmental: -40„aC to +100„aC

4. Performance: (threshold) 10Gbps (objective) 40 Gbps

5. Wavelength range (tunable channels): 1550 C-Band ITU Grid (40)

6. Wavelength accuracy: „b 0.1 nm

7. Extinction Ratio: > 8 dB

8. Optical Insertion Loss: < 3.5 dB

9. Side Mode Suppression Ratio: „d 30 dB

10. Fiber Coupled Output power minimum: 10mW

11. Output fiber: Single Mode Fiber (Mode Field Diameter: 5-10 um)

12. On/Off speed: < 500 nsec (with control circuit)

13. BIT: Yes

14. Removable pigtail: Yes

PHASE I: Develop a design approach, demonstrate the feasibility of the proposed technology, and evaluate it with respect to the stated performance objectives.

PHASE II: Optimize the design approach, fabricate and package prototype technology. Demonstrate the prototype with respect to the stated performance objectives.

PHASE III: Complete the development effort. Transition the optical technology to general purpose avionic platform networking for military applications.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Commercial ventures have similar space, weight, power, and cost (SWAP-C) challenges for their application space. A highly integrated, small size, low-cost, robust alternative commercially available system with a fast tunable laser at its heart can open up commercial networking market space as well as enable application to commercial aerospace networking.

REFERENCES:

1. Anan, Muhammad T., Chaudhry, Ghulam M., and Benhaddou, Driss, ¡§Architecture and Performance of A Next-Generation Optical Burst Switch (OBS),¡¨ Broadband Communications, Networks and Systems, 2006. BROADNETS 2006. 3rd International Conference on, Publication Date: 1-5 Oct. 2006, pp 1 ¡V 9,ISBN: 978-1-4244-0425-4.

2. "EtherBurst" Optical Switching, http://www.matissenetworks.com.

3. RTCA DO160 F - Environmental Conditions and Test Procedures for Airborne Equipment, 2007-12-06.

4. McDermott, B.G.; Beranek, M.W.; Hackert, M.J.; "Fiber Optic Cable Assembly Specification Checklist for Avionics Applications" Avionics Fiber-Optics and Photonics, 2006 IEEE Conference; pp 80 - 81.

KEYWORDS: Laser; Transmitter; Fiber Optics; Optical Communications; Networking; WDM LAN

N091-035 TITLE: Elimination of Carbon Monoxide From Pilot’s Breathing Oxygen

TECHNOLOGY AREAS: Air Platform, Materials/Processes, Biomedical, Human Systems

ACQUISITION PROGRAM: PMA-202 Aircrew Systems; PMA 257 AV-8B; PMA 265 F/A 18

OBJECTIVE: Eliminate carbon monoxide (CO) from oxygen breathing gas produced by the aircraft’s on-board oxygen generating system (OBOGS) during shipboard operations.

DESCRIPTION: Navy tactical aircraft operate in close proximity to one another during shipboard launch and recovery. During these operations, high levels of engine exhaust gases are ingested into the aircraft’s bleed air system which provides pressurized air to the OBOGS. The OBOGS uses pressure swing adsorption (PSA) to selectively remove nitrogen and other contaminates from a pressurized air source to provide oxygen enriched breathing gas to the pilot. Prolonged exposure to jet engine exhaust while sitting behind another aircraft waiting to take off and operating with low bleed air pressures can result in carbon monoxide (CO) breaking through the PSA unit’s molecular sieve beds and into the pilot’s breathing gas. A method of eliminating CO from the breathing gas while meeting the needs for low pressure operation is required. Preference will be given to solutions that can be adapted at the OBOGS component level rather than adding parts to the aircraft. The solution should not require routine servicing.

General OBOGS operating conditions to consider are as follows: 1) Bleed air flow into the OBOGS is approximately 1 pound-mass per minute which could include up to 120 parts per million by volume (ppmv) CO at pressures that ranges from 9 to 150 pounds per square inch, gage (PSIG). 2) OBOGS oxygen pressures supplied from the OBOGS PSA unit to the pilot’s breathing regulator ranges from 8 to 60 PSIG. Pressures downstream of the pilot’s breathing regulator are approximately atmospheric pressure. 3) Oxygen flow from the OBOGS to the pilot(s) ranges from 8 to 200 liters/minute at atmospheric pressure. 4) Atmospheric pressure ranges from sea level to 50,000 ft. 5) OBOGS breathing oxygen delivered to the pilot must contain less than 10 ppmv CO to comply with physiological safety requirements specified in reference (6) (threshold requirement). It is preferred to reduce CO levels to 5 ppmv or less (objective requirement). 6) The operating temperature of the OBOGS for this application can range from -40 deg F to +160 deg F (objective) and 0 deg F to +160 deg F (threshold). 7) Contamination of the OBOGS is primarily a ground based event that can include exposure to engine exhaust and CO for up to 60 minutes prior to take-off. 8) The pilot’s breathing oxygen must be at or below threshold (preferably objective) CO levels for the duration of the pre-flight, mission, and post-flight.

PHASE I: Develop an approach and method for eliminating CO (or oxidizing the CO to CO2) while meeting the performance and reliability requirements of the oxygen system. Develop the concept for aircraft integration. Provide preliminary performance data to verify the chosen method will eliminate or effectively oxidize the CO to CO2.

PHASE II: Optimize the method and develop a prototype for system and aircraft testing. Demonstrate the method developed in Phase I by integrating the solution into an OBOGS mock up.

PHASE III: Produce the components for incorporation in the aircraft or aircraft subcomponent.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: PSA based oxygen systems are being considered by commercial aviation. Traffic patterns for commercial aviation often result in aircraft lining up behind one another waiting to take off. Thus future commercial aircraft that use OBOGS will face the same issues and are potential candidates for this technology. The commercial aviation sector would benefit from an effective CO filter of OBOGS gas for crew and passenger safety.

A dual-use application includes CO elimination in point of use oxygen generating systems used by military mobile hospitals and civilian disaster / mass casualty response teams.

REFERENCES:

1. "Fundamentals of Aerospace Medicine", edited by Roy L. DeHart, Lea and Febiger, 1985.

2. "Aviation Medicine", Second Edition, Edited by Air Vice-Marshal John Ernsting and Air Vice-Marshal Peter King, Butterworth -Heinemann, Ltd, 1988.

3. "Gas Separation By Adsorption Processes", Ralph T. Yang, Imperial College Press, 1997.

4. "Pressure Swing Adsorption", Douglas Ruthven et. al, John Wiley and Sons, 1994.

5. General Description of OBOGS Aircraft Integration

"OBOGS and OBIGGS: The Application of Molecular Sieves to Aircrew Breathing and Aircraft Survivablity", Robert L. Cramer, Proceedings of the 19th Annual SAFE Symposium, 1981.

6. ASCC 61/101/10, “The Minimum Quality Requirement for On Board Generated Oxygen”, Air Standardization Coordinating Committee Advisory Publication, 12 Feb 1988.

KEYWORDS: OBOGS; Breathing; Oxygen; Carbon monoxide(CO); Pressure Swing Adsorption (PSA); Engine Exhaust.

N091-036 TITLE: Innovative WDM Mesh Micro-network Connection for avionics networks

TECHNOLOGY AREAS: Air Platform, Information Systems, Electronics

ACQUISITION PROGRAM: PMA-263, Navy Unmanned Vehicle Program

OBJECTIVE: Develop a second degree or above, highly integrated, general purpose, Wavelength Division Multiplexed (WDM) mesh network connection capable of providing microsecond or faster switching speeds for initial network set up, reconfiguration, and restoration.

DESCRIPTION: While numerous research and development programs work on pushing the state of the art for optical components for avionics application, very few if any focus on the innovation required to integrate the right technology in the right format to create compact, durable and power efficient packages which we can fly in the military aviation environment. The state of the art in optical networking is such that WDM networks exist fulfilling the commercial telecom long distance requirements. They focus on addressing dispersion versus fulfilling the high connectivity of a LAN where there are numerous connections with lengths no longer than 100 meters, which have no dispersion or non-linearity to speak of. By lifting the telecom’s dispersion requirement, innovative solutions are required which utilize the state of the art in photonic component device and packaging integration technology to fulfill the maximum avionics networking functionality.

Single-mode Dense Wavelength Division Multiplexed (DWDM) optical networks are emerging as a leading solution for data communication links in avionic systems. These DWDM networks provide the promise of upgrade capability to hundreds of independent wavelengths over the International Telecommunications Union (ITU) C-band, L-band, and possibly X-band or beyond, each capable of carrying an independent application. One key element for these optical links is a seamless backbone connection which combines a high degree of optical functionality transparency (eliminate or minimize Optical–Electrical-Optical conversions) for signal routing on and off the backbone network and possibly to generate and receive those signals within the backbone network. In addition, they might potentially provide electronic support capabilities required for general purpose connections on the small real estate available in avionics systems. As a basic building block, this device needs only to provide millisecond configuration with a migration path to microsecond and fast speeds.

It is envisioned that proposed innovative concepts would integrate the functionality of a tunable laser transmitter, tunable arrayed waveguide grating, a wavelength converter and an add-drop multiplexer on a substrate the size of 1 cm3. Environmentally, this device would be ruggedized to perform flawlessly over a temperature range of -40 to 100°C range and comply with testing regimes chosen from MIL-STD-883 under the guidance of MIL-STD-810F. Additionally, this network connection has to provide sufficient configuration resilience to support initial network set up, reconfiguration, restoration, low latency and fault tolerance. Innovative concepts optimizing size, weight and power (SWAP) as well as sufficient network connection and transmission functionality are desired. Additional metrics include estimated cost of the final design once developed and the anticipated ability to survive in the harsh aerospace environment.

PHASE I: Develop a design approach and integration strategy, demonstrate feasibility of the proposed technology, and evaluate it with respect to stated performance objectives that include form, fit, function, and environmental requirements for a highly integrated, general purpose, WDM mesh network connection for avionics networking.

PHASE II: Design, fabricate, package, test and demonstrate a prototype of the general purpose WDM mesh network connection that satisfies form, fit, function, performance, and stringent military environmental requirements (see reference 4 and 5).

PHASE III: Transition the optical technology to general purpose avionic platform networking for military aviation application.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Technology developed under this effort would benefit the commercial and military aviation community as well as the commercial long distance telecom industry.

REFERENCES:

1. Mazurowski, J.; Hackert, M.; Habiby, S.; Martinec, D.; Progress in the development of a mil/aero WDM backbone standard; Avionics Fiber-Optics and Photonics, 2005. IEEE Conference

20-22 Sept. 2005, Page(s): 9- 10, Digital Object Identifier 10.1109/AVFOP.2005.1514131.

2. Habiby, S.F.; Advances in WDM LAN Standards Development for Aerospace Applications ; Avionics Fiber-Optics and Photonics, 2006. IEEE Conference 2006; Page(s): 20-21, Digital Object Identifier 10.1109/AVFOP.2006.1707480.

3. Krug, William P; Etemad, Shahab; Habiby, Sarry; Optics for Information Assurance on Platforms; Avionics, Fiber-Optics and Photonics Technology Conference, 2007 IEEE; 2-5 Oct. 2007 ; Page(s): 28-29 Digital Object Identifier 10.1109/AVFOP.2007.4365732.

4. RTCA DO160 F - Environmental Conditions and Test Procedures for Airborne Equipment, 2007-12-06; www.RTCA.org.

5. McDermott, B.G.; Beranek, M.W.; Hackert, M.J.; "Fiber Optic Cable Assembly Specification Checklist for Avionics Applications" Avionics Fiber-Optics and Photonics, 2006 IEEE Conference; Page(s):80 - 81.

KEYWORDS: fiber optics; optical communications; networking; WDM; Mesh Network; ROADM

N091-037 TITLE: Real-Time, Bandwidth Optimized Collaboration Mission Planning Infrastructure

TECHNOLOGY AREAS: Information Systems, Battlespace

ACQUISITION PROGRAM: PMA 281, Joint Mission Planning Systems-Maritime (ACAT IV-T)

OBJECTIVE: Develop innovative technologies to allow for real-time, network bandwidth optimized mission planning collaboration between multiple users using the Joint Mission Planning System (JMPS) and JMPS-Expeditionary.

DESCRIPTION: Pilots use the JMPS to develop route plans and weapons data load inputs prior to flying each mission. These files can be extensive and many require change prior to each flight. In addition, Force-level JMPS users attempt to optimize the individual aircraft plans into larger groups of assets. The pilots and other users require real-time file transfer with simultaneous joint file manipulation between geographically separated operational units, in order to support increasingly complex and time-critical mission planning processes. JMPS provides support for geographically separated pilots (mission planning users) operating at the individual Combat Unit level, with each user planning a single mission for a specific aircraft. These users are often under the command of different forces and Combatant or Expeditionary Commanders. The capacity to support collaborative mission planning between individual unit users in Joint Force operations, in a real-time, network bandwidth optimized manner is required. Current efforts to perform collaborative planning depend on e-mail, on-line chat, and telephone (voice). These methods are non-real time, limited in the scope of information that can be communicated, and have significant potential for errors due to manual communication methods. In addition to providing real-time file transfer and simultaneous manipulation of the files for nominal mission planning data, there is a need to support the advanced communication required for coordinated operations between operational units (e.g., rendezvous locations, times, etc.). To realize significant reductions in the time required to complete coordinated mission/flight/weapons plans, and to eliminate the potential for errors in manual communication methods, this must be performed machine-to-machine rather than by the off-line, manual methods now used. To provide maximum planning effectiveness, with no data communication errors, in the shortest possible amount of time, interoperable and collaborative mission planning systems are required. Operational benefits of this technology will include decreased time-to-plan, increased sortie rate, more optimal air group performance, and greater warfighter safety.

PHASE I: Determine the feasibility of implementing a concept for collaboration among individual users/pilots/mission planners. Specifically address implementing a collaboration technology that is compatible with the data architecture and Service Oriented Architecture in JMPS 1.4. Assess these technologies with respect to human factors and operability in a wartime scenario.

PHASE II: Design, develop and demonstrate a prototype collaboration system for JMPS. Develop performance metrics to quantify the improvements observed in group mission planning. Develop several mission planning test scenarios representative of multi-unit, wartime planning and communications, amongst geographically segregated planners. Perform mock mission planning exercises using both manual methods in use today, and the prototype collaborative architecture/software. Evaluate prototype system performance through laboratory analysis of data obtained from experiments or testing. Perform and document a quantitative analysis of the performance improvements in group mission planning using the prototype.

PHASE III: Transition and integrate mature technology into a Joint Mission Planning System collaborative mission planning production baseline.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: This technology has direct application to Department of Homeland Security and local authorities asset dispatching and control systems where many remotely commanded assets will operate in coordinated teams.

REFERENCES:

1. Joint Mission Planning System – Maritime (JMPS-M) Operational Requirements Document dated 15 June 2003.

2. Draft Collaboration Common Capability Requirements Document dated January 16, 2003.

3. Capability Requirements Specification for the Joint Mission Planning System (JMPS) Collaborative Planning (CP) Common Capability (CC) dated 1 June 2004. USAF Materiel Command, Electronic Systems Center (ESC), Mission Planning Program Office (ESC/ACU).

4. International Telecommunications Union Videoconferencing and Collaboration Standards (T.120 recommendations plus portions of 130 and 140)

http://c21video.com/standards.html

http://www.itu.int/ITU-T/gsc/

http://www.itu.int/newsroom/press_releases/2005/06.html

http://www.tiaonline.org/news_events/press_room/press_releases/2008/final_TIA_praises_progress_at_global_standards_collaboration_meeting.pdf

5. C4ISR Interoperability Working Group, DoD – Levels of Information Systems Interoperability – latest edition. http://www.sei.cmu.edu/isis/guide/introduction/lisi.htm

KEYWORDS: Communications; Collaboration; Mission Planning; Joint Operations; Interoperability; Information Technology

N091-038 TITLE: Unmanned Operation of Fly-by-wire Testbed Aircraft

TECHNOLOGY AREAS: Air Platform, Ground/Sea Vehicles

ACQUISITION PROGRAM: Joint Strike Fighter

OBJECTIVE: Develop innovative methods to convert any manned fly-by-wire aircraft into an optionally-piloted platform for testing weapon systems and advanced sensors requiring high risk flights.

DESCRIPTION: There is a need for a readily-available and flexible tactical-envelop testbed that can be flown, when needed for safety reasons, without a pilot in the cockpit. This capability will aid the development of riskier, yet high potential payoff, avionics and weapons systems before they mature into the spirals of military aircraft. Current commercially-available testbed aircraft are neither capable of trans- and super-sonic regimes, nor are they optionally-piloted. Military aircraft attached to test squadrons are often not available for R&D work, nor are they optionally-piloted. Current dedicated full-scale tactical targets are difficult to schedule for sporadic, yet repeated R&D tests, and they are limited by the regions of the country in which they fly. The capability will greatly facilitate getting new technologies tested and sent to the war fighter. Developing these technologies will advance the development of flight control interface technology, and associated ground control. This would enable the development of intelligent autonomous maneuver algorithms for strap-in supervisory autopilots.

As the first generation of fly-by-wire aircraft such as the F-16, F/A-18, and F-117 retire, these aircraft become available as highly flexible test platforms to be used for weapon system and sensor testing. A need exists to convert them to optionally piloted manned or unmanned operation. Costs associated with this conversion are a key factor in the development. Methods to convert these aircraft must be conceived with development and modification costs as the primary driver. Modification or reprogramming of the existing flight control systems should not be required as this has the potential to significantly increase cost, due to re-certification. An F-16 aircraft will be made available, at no cost to the small company, for modification and test. Further explore certification issues (additional testing, redundancy, costs), based on the assumption that the candidate aircraft will be baseline-certified as FAA Experimental.

Tight formation flying (such as aerial refueling) is not required; non-novel GPS-based navigation approaches will be sufficient. Only approaches that do not require modification of the flight control computer(s) will be evaluated. Total anticipated development and certification costs will be a major factor in evaluating concept feasibility.

Specific flight phases of interest are terminal area operations (takeoff and landing), high altitude and supersonic maneuvering, developmental weapon and sensor carriage and control.

PHASE I: Determine the feasibility of developing a system to convert a non-mechanical fly-by-wire aircraft into an optionally piloted vehicle, one flown from a ground control station with an experienced pilot with representative controls. Consider trade-off and requirements for the ground station, control fidelity/accuracy and pilot relief or autonomy aids.

PHASE II: Design, develop, build and demonstrate a prototype system on an actual fly-by-wire F-16 aircraft. This hardware need not be flight worthy, but must exercise all the critical aspects of the system using a combination of simulation and breadboard hardware.

PHASE III: Perform sufficient flight tests to completely validate the concept. Provide a transition path to interested platforms and the fleet: design package, operators'''' manual, path to certification in totally unmanned operation.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: This technology could be used to convert hundreds of surplus fly-by-wire aircraft to UAS operation to monitor coastlines for the DEA or Homeland Security, or to convert to unmanned combat aerial vehicles (UCAVs) for missions too dangerous for manned operation or one-way missions requiring extended range.

REFERENCES:

1. http://www.proxyaviation.com/SkyWatcher.pdf.

2. http://pdf.aiaa.org/preview/CDReadyMIA07_1486/PV2007_2760.pdf.

3. http://www.uavcenter.com/english/wwuavs/north_america/eopv.asp.

KEYWORDS: UAS; flight control; testbed; unmanned; autonomous; fly-by-wire aircraft

N091-039 TITLE: Multichannel Fiber Optic Package Interface for Avionics

TECHNOLOGY AREAS: Air Platform, Materials/Processes, Electronics

ACQUISITION PROGRAM: Joint Strike Fighter

OBJECTIVE: Develop a rugged, durable, low-cost multi-fiber optic array feedthrough subassembly, and optoelectronic package assembly process for connectorized and unconnectorized avionics fiber optic transceivers.

DESCRIPTION: Fiber optic networks in aircraft are becoming a reality. Aviation performance and durability requirements such as shock, vibration, thermodynamic, atmospheric, and fleet maintenance make this technology challenging to produce and deploy. Research is needed to develop innovative multi-fiber optic feedthrough materials and process technology to build hermetically sealed fiber optic transceiver optical subassemblies and other optoelectronic components.

The materials and process technology research should focus on discovering new materials and hermetic sealing techniques to enable high yield, high coupling efficiency assembly of 250 micrometer pitch free-space and fiber optic feedthroughs. The feedthrough should be able to interface with commercial multi-terminus multimode fiber optic ferrules and optoelectronic device arrays, and have a helium leak rate less than 1 E-9 after 1,000 avionics durability, relevant temperature and humidity cycles. The resultant multi-fiber optic package solution(s) should be able to be assembled at temperatures of less than 150 ºC and not reflow or fatigue at temperatures up to 225 ºC. The new materials and process technology will be applied to packaging and manufacturing both digital (1 to 10 Gb/s) and analog (to 20 GHz) fiber optic systems including both fixed wavelength baseband (i.e. array transceivers) and multi-wavelength division multiplexed (i.e., tunable laser diodes, wavelength converters and bi-directional add/drop multiplexer) systems.

Selection criteria for the new materials and processes must be based on durability, reliability, affordability, producability and drop-in replacement performance. The feedthrough must be capable of packaging single mode and multimode optical fiber.

Avionics-grade fiber optic transmitters, receivers, and transceivers are being supplied to various military aircraft program offices across the DoD, including F/A-18, E-2, F-22 and F-35. Packaging and manufacturing of avionics fiber optic components is technically problematic due to the harsh environmental requirements of avionics line replaceable modules, circuit card assembles and weapons replaceable assemblies. This topic is being submitted to address a cross-platform need to revolutionize and cost reduce avionics optoelectronics module packaging and manufacturing of digital and analog/RF fiber optic modules for both legacy and future avionics networking applications, including mission systems, electronic warfare and flight control.

PHASE I: Determine the feasibility of designing and developing new optical subassembly packaging materials and processes to align and hermetically seal 250 micrometer pitch optoelectronic device and fiber optic arrays, to include manufacturability concerns.

PHASE II: Design, develop and fabricate prototype hermetically sealed array optical subassemblies and perform environmental testing to verify durability and performance. Demonstrate that the proposed combination of materials and processes are low-cost and that the resultant feedthrough design is able to be interfaced with a detachable multi-fiber terminus array connector. Characterize the prototype feedthrough design over the entire military aircraft operational environment.

PHASE III: Demonstrate high yield manufacturability. Demonstrate performance within a specified range of adverse environmental effects. Transition the technology to the fleet.

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

REFERENCES:

1. M.W. Beranek, “Future generation military avionics fiber optics photonics packaging challenges,” 26th IEEE/AIAA Digital Avionics Systems Conference Proceedings, October, 2007.

2. M.W. Beranek, “Fiber optic interconnect and optoelectronic packaging challenges for future generation avionics,” Proceedings of SPIE, vol. 6478, January, 2007.

3. E.Y. Chan, et al., “Challenges for developing low-cost avionics/aerospace-grade optoelectronic modules,” Proceedings of the 46th IEEE Electronic Components and Technology Conference (ECTC), pp. 1122 – 1129, 1996.

4. M.D. Orr, et al., “Universal detachable optical connector for military and commercial aerospace fiber-optic modules,” Proceedings of SPIE, vol. 2691, 1996.

KEYWORDS: fiber optic; hermetic; feedthrough; optical subassembly; optoelectronic; array; assembly

N091-040 TITLE: Automated Fiber Optic Cleaner for Aerospace Connector Maintenance

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

ACQUISITION PROGRAM: PMA-265, F-18 Hornet, Super Hornet and Growler

OBJECTIVE: Develop an innovative solution to provide fast, effective cleaning for fiber optic connectors which can be practically implemented for maintenance of aerospace platforms.

DESCRIPTION: Connectors, such as the MIL-STD-38999 style, have been modified to accept termini containing optical fiber. The core of the fiber where the light is carried is on the order of 10-100 microns, and dust particles are of similar size. Consequently, dust and grime have the potential for blocking the light used to carry information. There are many approaches in use today for fiber optic connector cleaning. However, each suffers from its own limitations. The "tried and true" approach depicted in the common avionics maintenance manual uses specialty swabs for removing contaminants. While most experts on cleaning agree that this approach is the most effective, it unfortunately is a slow process that creates a significant amount of foreign object damage (FOD) it is costly to purchase and a challenge to handle the cleaning supplies. Powered cleaners providing a chemical clean are convenient, but typically require access to power or compressed gases which are difficult to access at a maintenance site. An innovative approach to address this maintenance issue and reduce the total ownership costs for current and future aircraft with fiber optic cable plants. Target speed is 1 to 5 seconds per terminus averaged over a multi termini (e.g. MIL-STD-38999 style) connector with ten to thirty male and matching female termini and 99% efficacy or higher so that inspection post cleaning is not required. The goal is to achieve a complete cleaning of a fully populated plug and receptacle in 5 minutes. The cleaning equipment must be field deployable and hand held. It must be self sufficient and be able to reach to wherever the connector may reside (including awkward locations and orientations in an avionics bay). It also must be capable of being qualified to MIL-STD-28800 for shipboard / flight line use.

PHASE I: Develop an innovative approach and demonstrate feasibility of the proposed technology. Evaluate with respect to stated performance objectives that include speed, efficacy, and potential to endure in the aerospace maintenance environment. (per MIL-PRF-28800 class 1).

PHASE II: Optimize design, fabricate, package, test and demonstrate the prototype of the high speed fiber optic connector cleaner. Perform maintainer evaluations and deliver a set of samples for aerospace maintainer testing and evaluation.

PHASE III: Transition the technology developed to the fleet.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Connector cleaning is a challenge both to the military as well as the commercial world. As fiber to private homes becomes more prevalent and the small core of single-mode fiber increases the sensitivity of that market to cleanliness, an innovative option to the high cost or labor intensive state of the art alternatives will be very attractive. Additionally, the commercial world uses connectors based on the same ferule as the next generation of military fiber optic termini which means the results of this topic should be directly applicable to the commercial market.

REFERENCES:

1. “Installation and Testing Practices: Aircraft Fiber Optic Cabling” - Navy – 01-1A-505-4, Air Force – T.O. 1-1A-14-4, Army – TM 1-1500-323-24-4

2. IEC 61300-1 Ed. 1.0b: 1995, Fibre optic interconnecting devices and passive components - Basic test and measurement procedures - Part 1: General and guidance 86B; Part 3-35: Examinations and measurements – Fibre optic cylindrical connector endface visual and automated inspection

3. MIL-PRF-28800F; PERFORMANCE SPECIFICATION - TEST EQUIPMENT FOR USE WITH ELECTRICAL AND ELECTRONIC EQUIPMENT, GENERAL SPECIFICATION FOR

KEYWORDS: optical fiber; cleaning; connector; termini; single-mode fiber, fiber optic ferule

N091-041 TITLE: Advanced antennas for air vehicle flight test evaluation.

TECHNOLOGY AREAS: Air Platform, Sensors, Weapons

ACQUISITION PROGRAM: PMA-201, Precision Strike Weapons

OBJECTIVE: Develop innovative antenna solutions to facilitate weapon/missile flight test evaluation while minimizing the impact of antenna installation to weapon characteristics.

DESCRIPTION: Innovative antenna designs are needed for future missiles/weapons that facilitate flight test performance and engineering evaluations without significantly altering the characteristics of the weapon under test. Improvements are needed for future systems for antennas such that they have lesser impact on platform drag, installation impact on the airframe, and impact on radar cross section. Antennas should be designed for telemetry, tracking, data link, and command self-destruct functions.

A range of performance capabilities may be considered. There are tradeoffs between installation methods such as for conformal methods that require cutting structure to install cavities for antenna mounting vs. parasitic external mounting of antennas. There are tradeoffs on gain pattern and possibly Radar Cross Section (RCS) characteristics for protruding antennas vs. conformal antennas. There are no specific RCS requirements other than the goal is to minimize impact to the platform airframe characteristics. Antenna designs should be able to withstand the environments encountered when installed in air launched weapons. Weapons must be able to undergo captive carriage on tactical aircraft and survive launch and flight conditions. Innovative antenna technology for both subsonic and supersonic flight conditions are of interest. Single antennas or suites of antennas will be considered.

PHASE I: Determine the technical feasibility of advanced antenna technology for designs with at least the following flight test functions in mind:

Telemetry (TM), S-Band, 2.2-2.3 GHz

Flight Termination System (FTS), UHF, 424-426 MHz

Tracking Beacon/Transponder, C-Band, 5.4-5.9 GHz

Link 16 Data Link, 960-1220 MHz

PHASE II: Develop, demonstrate and validate a prototype antenna or suite of antennas. Optimize performance characteristics such as gain, efficiencies, installation method impact, and groundplane curvature impact. Perform antenna design analyses to include Voltage Standing Wave Ratio (VSWR) and gain performance, provide VSWR and gain pattern test characterizations using standard methods on circular metal plates or other appropriate ground planes.

PHASE III: Transition the technology to interested platforms and services.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The commercial aviation community is likely to benefit from less intrusive installations of more compact lightweight antennas. Spinoff application to Unmanned Air Vehicles (UAVs) may enable improved flight safety for some UAVs near populated areas and UAV flight in controlled airspace.

REFERENCES:

1. http://www.navair.navy.mil/index.cfm?fuseaction=about.products

2. http://www.nawcwpns.navy.mil/nawcwd/about/wd_technical_overview/slide19.htm.

3. http://www.nawcwpns.navy.mil/nawcwd/about/wd_technical_overview/slide20.htm.

4. http://www.cotf.navy.mil/index.htm.

5. http://www.rti.org/newsroom/news.cfm?nav=84&objectid=C81287B4-48A6-42F2-B81FEA00CB5CADC3.

KEYWORDS: Antennas; Telemetry; Flight Termination System; Tracking Beacon; Missiles; Flight Test

N091-042 TITLE: Performance of Meta Materials in Navy Applications

TECHNOLOGY AREAS: Air Platform, Materials/Processes, Sensors

ACQUISITION PROGRAM: PMA-264, Air ASW Systems

OBJECTIVE: Model the cloaking effect that Meta materials have in different applications and develop innovative counter methods to defeat the cloaking characteristics of Meta materials with a primary focus on acoustic and radar (RF) Meta materials.

DESCRIPTION: Materials with novel properties have been shown theoretically to provide enhanced capabilities for controlling optical, RF, and acoustic signatures and for creating novel devices. This presents potential opportunities for, and threats to, existing naval systems that depend on reflected energy signals to locate and track targets by creating effective cloaking materials. The properties of materials needed to cloak objects can be realized in principle with engineered composites, or Meta materials. However, it is not yet known how well these materials can be realized and thus to what degree this new material design paradigm may impact naval systems.

Meta materials are engineered composites that exhibit exceptional properties not readily available in natural materials. These properties arise from qualitatively new response functions that are not observed in the constituent materials and result from the inclusion of artificially fabricated, extrinsic, low dimensional inhomogeneities. Over the past seven years, much of Meta materials work has focused on analyzing, generating and demonstrating novel electromagnetic properties, specifically materials with engineered values of electric permittivity and magnetic permeability. The body of work spans frequencies of operation from RF and microwave to optical, and explores many effects. Some of the more dramatic possibilities include negative index of refraction, a ‘perfect’ lens, and more recently cloaking. Additionally, EM Meta materials are being developed as a means to improve a host of more conventional electromagnetic applications such as antennas, bolometers, lenses and various other devices.

Importantly, these Meta material effective medium concepts are not limited to electromagnetic phenomenon. Indeed, mechanical waves share many common aspects with electromagnetic wave propagation, and it has recently been shown that it is theoretically possible to create acoustic versions of some of the most interesting electromagnetic materials and devices.

Note: The prospective contractor(s) must be U.S. Owned and Operated with no Foreign Influence as defined by DOD 5220.22-M, National Industrial Security Program Operating Manual, unless acceptable mitigating procedures can and have been be implemented and approved by the Defense Security Service (DSS). The selected contractor and/or subcontractor may be required to acquire and maintain a secret level facility and Personnel Security Clearances, in order to perform on advanced phases of this contract as set forth by DSS in order to gain access to classified information pertaining to the national defense of the United States and its allies; this may be a requirement. The selected company may be required to safeguard classified material IAW DoD 5220.22-M during the advance phases of this contract.

PHASE I: Determine the feasibility of developing modeling and simulation techniques to accurately predict the cloaking performance of Meta materials in the optical, RF, and acoustical spectrums with a focus on the acoustic and radar (RF) spectrums. Determine the feasibility of devising effective counters to the cloaking properties of Meta materials in the optical, RF, and acoustical spectrums with a primary focus on the acoustical and radar (RF) spectrums.

PHASE II: Validate the Phase I model against various Meta materials in the radar (RF), and acoustical spectrums; model the cloaking performance of various Meta materials against specific U.S. Navy systems; and model, implement, and test various counters to the Meta material cloaking properties. The primary focus will be in the acoustical and radar (RF) frequency spectrums.

PHASE III: Transition the Meta material cloaking model to Programs of Record that focus on development and improvement of active ASW systems.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The unique capabilities of Meta materials can find both military and civilian applications. This technology would be useful in imaging, detection, or communications applications.

REFERENCES: 1. H. Chen and C. T. Chan, Appl. Phys. Lett. 91, 183518 (2007).

2. S. A. Cummer and D. Schurig, New J. Phys. 9, 45 (2007).

3. S. A. Cummer, B-I. Popa, D. Schurig, D. R. Smith, J.B. Pendry, M. Rahm, A. Starr, Phys. Rev. Lett. 100, 024301 (2008).

4. D. Torrent and J. Sanchez-Dehesa, Acoustic metamaterials for new two-dimensional sonic devices, New. J. Phys., 9, 323 (2007).

KEYWORDS: Acoustic; Meta Materials; Cloaking; Scattering; Signature Control

N091-043 TITLE: Super-resolution optics for tactical sensors

TECHNOLOGY AREAS: Information Systems, Sensors

ACQUISITION PROGRAM: PMA-263, Navy UAV Program; PMA-262, Maritime UAV Program; PMA-266, PMA-268

OBJECTIVE: Develop novel approaches for creating and capturing image data beyond current range capabilities of optical imaging systems.

DESCRIPTION: Operationally, we are trying to extend the ranges and conditions under which a sensor can provide imagery. Such a system will improve the speed for F2T2EA (Find, Fix, Track, Target, Engage, and Assess). The proposed approaches can be either strictly post-processing software or a combination of novel hardware and software. Novel hardware approaches should have size, power and weight considerations that are appropriate for man portable or small UAV systems. It is one goal to produce images that exceed the diffraction limit of the optical aperture. Software only solutions or combinations of software and hardware solutions to provide the increased capability are both acceptable technical approaches. Ideally the proposed solutions will have the capability to produce enhanced images at a 1Hz rate, under severe atmospheric conditions. Severe atmospheric conditions implies that imaging conditions are less than ideal, with high absolute humidity, large concentrations of particulate matter, strong and variable wind conditions, and high temperatures inducing atmospheric turbulence.

Enhanced or super-resolution images at extended ranges admit many different solutions, each equating to a different problem to solve. The basic physical problems to overcome are the limits that physical geometry and optics of any camera system impose on the resolution performance, and the environmental factors such as turbulence, particulates, and humidity that contribute to degraded image quality. Any proposed approach should provide better image quality and resolution than a comparable imaging system of the same size, with the goal of exceeding the diffraction and seeing limits, and negating severe environmental effects.

The proposed approach should provide enhanced images (512x512 pixels) at a 1 Hz rate, with image resolutions at the diffraction limit or beyond for the given aperture, under severe environmental conditions. The government will provide limited sample data to performers who are pursuing strictly software image enhancement approaches.

PHASE I: Determine and demonstrate the feasibility of the proposed approach. This may include computer simulation of the proposed solution, initial image enhancement results on government furnished data and/or company data, or example imagery captured from early prototype systems.

PHASE II: Design, develop and demonstrate an end to end optical imaging system prototype that will produce images at a 1Hz rate, with image resolutions at or beyond the diffraction limit, under severe atmospheric conditions. Demonstrate the prototype under challenging atmospheric conditions, to include drastic heat, induced turbulence and possibly wind speeds above 15mph.

PHASE III: Transition the technology to interested platforms.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Super-resolution sensors can be used in the mobile phone market to great advantage. Rather than increase cost for mobile phone cameras, which typically have lower resolution and capabilities, providing super-resolution software can significantly increase the quality and capability of camera phones. The same argument can be made for digital cameras. Super-resolution will provide higher image quality using the same or similar camera hardware, at little or no extra cost.

REFERENCES:

1. M. Vorontsov, G. Carhart and J.C. Ricklin, Opt. Lett. 22, 907-909 (1997).

2. Vorontsov, M. A., G. W. Carhart, JOSA A Vol. 18, No 6, 1312, 2001; http://josaa.osa.org/abstract.cfm?uri=josaa-18-6-1312.

3. S. Farsiu, D. Robinson, M. Elad, and P. Milanfar, "Advances and Challenges in Super-Resolution", Invited Paper, International Journal of Imaging Systems and Technology, Special Issue on High Resolution Image Reconstruction, vol. 14, no. 2, pp. 47-57, August 2004.

4. S. Farsiu , D. Robinson, M. Elad, and P. Milanfar, "Fast and Robust Multi-frame Super-resolution", IEEE Transactions on Image Processing , vol. 13, no. 10, pp. 1327-1344 , October 2004.

5. S. Farsiu, M. Elad, and P. Milanfar, “Multi-Frame Demosaicing and Super-Resolution of Color Images”, IEEE Trans. on Image Processing vol. 15, no. 1, pp. 141-159, Jan. 2006.

6. S. Farsiu, M. Elad, and P. Milanfar, "Video-to-Video Dynamic Superresolution for Grayscale and Color Sequences," EURASIP Journal of Applied Signal Processing, Special Issue on Superresolution Imaging , Volume 2006, Article ID 61859, Pages 1–15.

7. UCLA CAM Report 7-18 Antonio Marquina and Stanley Osher, Image Super-Resolution by TV-Regularization, July 2007 http://www.math.ucla.edu/applied/cam/index.html.

8. UCLA CAM Report 6-36 Antonio Marquina, Inverse Scale Space Methods for Blind Deconvolution, June 2006 http://www.math.ucla.edu/applied/cam/index.html.

KEYWORDS: imaging; super-resolution; optical sensor; turbulence; lucky imaging; deblurring;

N091-044 TITLE: Early Stage Affordability Assessment Tool Development

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

ACQUISITION PROGRAM: NAVSEA 05D1 - Cross Platform System Development (CPSD) Program

OBJECTIVE: The focus of this effort will seek to provide a methodology and supporting toolkits to perform full life cycle affordability analysis at the earliest stages of ship concept and force architecture design and assessment. The underlying aim of the effort is to provide the Naval Enterprise the means to properly balance the mix of acquisition and sustainment costs it will face, such that informed, defensible, and repeatable decisions can be made consistently and expediently. Given the present indicators in Naval acquisition budgets and the present state of ship life cycle cost management, achieving the right balance between acquisition and sustainment costs will be more critical going forward than is has ever been before.

DESCRIPTION: The Navy currently has very limited capability to perform trade-offs of the full life-cycle affordability of a given ship concept, platform, or force architecture configuration at the earliest stages of design. In many cases, appropriate analysis of the affordability of a given ship concept or force architecture are deferred until much later in the development cycle, under the mistaken belief that estimates of affordability cannot be made with requisite certainty until more is known about the ship concepts being developed. Too often, this leads to missed targets for the later stage elements of life-cycle cost (i.e. sustainment costs), particularly when considered in conjunction with reliability and maintainability concerns. These missed life-cycle cost targets lead to recognized Naval Enterprise affordability issues, which often manifest themselves as late-stage design requirements changes and costly re-design efforts. Not surprisingly, these late stage changes often end up impacting both acquisition and sustainment costs in negative ways. Accordingly, an innovative analytically rigorous and repeatable methodology for approaching the challenge of total life cycle affordability is sought. It should complement the existing Navy ship concept design capabilities, embodied in tools like ASSET (Advanced Ship Synthesis and Evaluation Tool) and LEAPS (Leading Edge Architecture for Prototyping Systems) , as well as early stage ship concept and force architecture cost modeling capabilities such as NFAM (Naval Force Affordability Model) . It should provide an open and extensible toolkit, which in the end will be applicable to a wide range of long term, high capital cost investment decision making, beyond just the ship acquisition and operational regime.

PHASE I: Concept paper describing an innovative methodology and associated tools development roadmap to support balancing and integration of acquisition and sustainment cost factors associated with early stage ship concepts and force architectures. The methodology needs to address the unique aspects of early stage concept and feasibility design efforts, wherein the intricate details of the ship or force architecture concept are not yet defined or adequately locked in to allow an item by item accounting for the expected cost factors. This will call on new and innovative predictive capabilities that might utilize approximated aggregations (roll-ups) based on logical collection of subordinate details. Further alternatives, applying even more unique approaches are encouraged, particularly if coupled with careful and methodical association of assumptions to the roll-ups is maintained throughout to ensure validity, precision, traceability and repeatability of the predictions.

PHASE II: Refinement of the methodology laid out in Phase I, coupled with demonstration grade products, illustrating the usability and efficacy of the defined methodology in the context of early stage ship concept and force architecture development tasks. Developed software toolkit should have adequate documentation and support to enable evaluation in the context of ongoing ship concept and force architecture design activities.

PHASE III: Given a successful demonstration of the methodology and associated toolkit in Phase II, the focus of efforts would shift to final refinement of the evolved methodology and manifestation of the final methodology in a fieldable and supportable ship concept and force architecture analysis tool.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Besides direct applicability and suitability to the Navy, such a methodology and software toolkit would prove valuable to any commercial or government entities making large capital investments in long-life items, including but not limited to plant and infrastructure investments, public works and utilities, and facilities utilized in support of provision of institutional capabilities. Additionally, manufacturers of non-disposable goods, even those with considerably smaller total life-cycle costs than naval vessels, could see benefits from application of the resultant integrated total life cycle affordability methodology within their product development processes. Such benefits would take the form of improved product competitiveness on the world marketplace, increase customer satisfaction, and reduced service infrastructure operating costs.

REFERENCES:

1. MIL-HDBK-259, Military Handbook, Life Cycle Cost in Navy Acquisitions, available from Global Engineering Documents, phone 1-800-854-7179 (1 April 1983).

2. MIL-HDBK-276-1, Military Handbook, Life Cycle Cost Model for Defense Material Systems, Data Collection Workbook, Global Engineering Documents, phone 1-800-854-7179 (3 February 1984).

3. MIL-HDBK-276-2, Military Handbook, Life Cycle cost Model for Defense Material Systems Operating Instructions, Global Engineering Documents, phone 1-800-854-7179 (3 February 1984).

4. Background on ASSET, LEAPS, and NFAM toolkits – http://www.dt.navy.mil/tot-shi-sys/des-int-pro/des-too-dev/index.html.

KEYWORDS: Affordability; Sustainment; Acquisition; Cost; Modeling; Methodology.

N091-045 TITLE: Lattice Block Structures for Missile Structural Components

TECHNOLOGY AREAS: Air Platform, Materials/Processes, Weapons

ACQUISITION PROGRAM: IWS3 Standard Missile ACAT IV

OBJECTIVE: Develop a robust design and manufacturing process that is capable of producing affordable, high quality/strength and lightweight Lattice Block Structures (LBS) suitable for use in missile structural applications.

DESCRIPTION: Lattice Block structures (LBS) are innovative periodic cellular materials that derive their outstanding mechanical performance from a structure of highly ordered unit cells such as triangles, rather than the properties of the parent material. By removing weight and preserving strength, they represent a significant advance in the state-of-the art of lightweight engineered structural materials. The desired LBS technology would offer an extremely flexible yet cost effective fabrication process for both limited and volume production of missile structural components such as grid fins, wings, and engine inlets. Desirable properties of periodic cellular materials of interest include high specific stiffness, high capacity for kinetic energy absorption, excellent vibrational absorption and damping characteristics, strain isolation in accommodating expansion/contraction or strain mismatch, acoustic noise attenuation, shear strength, fracture strength, and a higher capacity for heat absorption relative to the fully densified solid.

PHASE I: Develop a robust design and manufacturing process to produce affordable LBS suitable for use in missile structural applications. Phase I will demonstrate the technology through fabrication and evaluation of a sub-scale part.

PHASE II: Fabricate and characterize a full-size prototype missile airframe structural component or subcomponent such as a grid fin or wing. The Phase II work will also evaluate performance under operating conditions as well as cost versus structures made by competing fabrication routes.

PHASE III: Deliver a successful, production ready LBS technology suitable for producing components for use in a variety of military aerospace and defense systems including missiles and aircraft.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Structures for commercial aircraft and spacecraft, automobiles, furniture, buildings, etc.

REFERENCES:

1. M.G. Hebsur, R.D. Noebe, and D.M. Revilock, JMEPEG, 12 (2003).

2. H.N.G. Wadley, Adv. Eng. Mater., 4 (2002).

KEYWORDS: Lightweight, Cellular Materials, Metals, Missile, Casting, Structures

N091-046 TITLE: Compact, Lightweight Chemical Sensor for Underwater Explosive Ordnance (EOD) Application

TECHNOLOGY AREAS: Ground/Sea Vehicles, Sensors, Weapons

ACQUISITION PROGRAM: PMS 408/EOD small UUV SCM P3I program

OBJECTIVE: Develop and demonstrate a chemical/explosive sensor system to provide enhanced detection and classification in missions for which acoustic or optical imaging alone are not effective.

DESCRIPTION: Current hull searches use divers to visually search and identify threat devices often in very turbid water. This is an exceedingly slow and dangerous operation. The Diver Held Imaging and Navigation System (DHINS) and Hull Unmanned Underwater Vehicle Localization System (HULS) programs are in development and will provide an acoustic detection capability to aid divers in performing this mission. However, a chemical/explosive sensor system will provide improved classification and identification of suspect underwater targets in missions for which acoustic and/or visual imaging alone are not effective. High clutter, shallow object burial, and heavy marine growth characteristic of very shallow water environments render image-only results inadequate for proper target localization and classification.

The chemical sensor package desired from this SBIR effort will be lightweight, low power, and modular for efficient integration into a DHINS or HULS. The package will be designed to correctly confirm acoustic or optical mine classifications and supplement acoustic or optical imagery in situations where the acoustic and optical sensors are not effective. Co-registration of characteristic chemical/explosive signatures (or lack of a characteristic chemical/explosive signature) with imagery collected at the same precise location will enable improved object classification. Current approaches being discussed in the literature for chemical detection of underwater explosives include but are not necessarily limited to amplifying fluorescence polymers, ion mobility spectrometry, and neutron interrogation. None of these approaches is mature.

PHASE I: Assess the merits of the four current approaches being discussed in the literature to detect underwater explosives chemically using techniques to include but not limited to amplifying fluorescence polymers, ion mobility spectrometry, neutron interrogation, or structural acoustics. Develop a conceptual design of an innovative compact, low power chemical/explosive sensor system that can be used in conjunction with acoustic sensors to improve probability of detection and of classification (Pd/Pc) and probability of identification (Pid) in hull searches in harsh environments. Compare and contrast the benefits and limitations of the proposed approach with other approaches. Conduct preliminary tradeoff studies need to size the system and necessary interfaces to fit in DHINS or HULS while confirming that reliable, characteristic chemical/explosive signatures can be obtained.

PHASE II: Develop and test a prototype chemical/explosive sensor system including proposed interfaces. For best transition, the system should fit in a flooded space with power being provided by HULS, DHINS, and potentially REMUS 100-based UUVs.

PHASE III: Integrate and test of the system into the DHINS/HULS systems as part of the existing P3I requirement.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: This technology would reduce the complexity of the system being deployed, decrease cost, and increase operational effectiveness and flexibility. This technology would have many applications to homeland defense and should be useful in detecting leachate for water quality monitoring.

REFERENCES:

1. US Department of Justice Programs, National Institute of Justice: “Guide for the Selection of Commercial Explosives Detection Systems for Law Enforcement Applications NIJ Guide 100-99”; NCJ 178913; September 1999.

3. “Counterterrorist Detection Techniques of Explosives”; Edited by Jehuda Yinon, Weizmann Institute of Science, Dept. of Environmental Science, Rehovot, Israel.

KEYWORDS: Chemical sensor, explosives, Diver-held, DHINS, HULS, underwater explosive sensor.

N091-047 TITLE: Innovative Weight Reduction Concepts for Unmanned Surface Vehicles (USVs)

TECHNOLOGY AREAS: Ground/Sea Vehicles, Materials/Processes

ACQUISITION PROGRAM: Littoral Combat Ship (LCS) Mission Packages

OBJECTIVE: To develop innovative weight reduction concepts with minimal cost impact that will contribute to an increase in Unmanned Surface Vehicle (USV) operational effectiveness.

DESCRIPTION: The Program Office for Unmanned Maritime Vehicle Systems is looking for cost-effective innovative concepts to reduce weight on Unmanned Surface Vehicles (USVs). The starting weight of the USV limits its operational capability in terms of payload, range, endurance, and maneuverability. The Navy is currently developing or testing several USVs, including the Anti-Submarine Warfare USV, Mine Countermeasures USV, Unmanned Sea Surface Vehicle, Spartan, Autonomous Maritime Navigation USV, Seafox, and USVs based on the Navy’s standard 11m RHIB and the Naval Special Warfare’s 11m RHIB. The goal of this SBIR project is to identify and test out weight reduction opportunities on a general USV to increase mission endurance and range. The automobile analogy can be applied, whose components are made of composites and lighter weight metals today, versus the steel automobiles of old. The improved weight has led to dramatic increases in fuel efficiency and significant cost savings across all models of automobiles.

Ranges for the target USVs without fuel and payload are: length 30 to 40 ft; weight 16,000 to 18,000 lbs; maximum speed of 45 knots; maximum sea state 1 at 45 knots and 3 at 30 knots; powered by inboard motors. The goal is to reduce weight by 500 lbs or more through one “big” change or an accumulation of smaller ones. A 10% weight reduction can provide up to 4 hours of additional mission endurance, opening many new mission possibilities such as surveillance and reconnaissance, mine countermeasures, and anti-submarine warfare. Examples of weight reduction concepts include: the use of composite materials versus heavy metals: packaging; and miniaturization. New hull forms are not being requested under this topic, nor are concepts that apply to components of removable sensor packages. Cost, manufacturability, sustainability, maintainability, and reliability will all be important consideration factors.

PHASE I: Develop one or more weight reduction concepts for a USV. Outline what will be re-designed, describe the planned redesign, and analyze its impact on the overall USV and operation of the redesigned system, subsystem, or component. Operational capability of the USV should not be negatively impacted. Describe the manufacturing process for the re-designed component(s) and the overall weight savings. Cost, manufacturability, sustainability, maintainability, and reliability factors should all be addressed.

PHASE II: The Navy will provide integration details of a selected USV platform to the SBIR contractor. The SBIR contractor is to manufacture two sets of the re-designed component(s) and test in a laboratory to ensure durability in a marine environment. The re-designed component(s) will be provided to the Navy, who will integrate, with this SBIR topic’s contractor support, the component(s) onto the Navy provided USV platform. The Navy, with this SBIR topic’s contractor support, will test the USV with the new component(s) in an actual sea environment, up to sea state 3.

PHASE III: Carry out full scale operational testing. Develop low rate production process. Transition weight reduction component into a USV program of record.

REFERENCES:

1. The Navy Unmanned Surface Vehicle (USV) Master Plan: www.navy.mil/navydata/technology/usvmppr.pdf.

2. Anti-Submarine Warfare USV: www.gdrs.com/about/profile/pdfs/UDTPacific2006_4A3_.pdf.

3. Willard Marine 11m RHIB: www.willardmarine.com.

4. USMI 11m RHIB: www.usmi.com.

KEYWORDS: Unmanned Surface Vehicle, USV, weight reduction, fuel efficiency

N091-048 TITLE: Fiber Optic Temperature Sensors for Long Cryogenic Thermal Paths

TECHNOLOGY AREAS: Sensors, Electronics

ACQUISITION PROGRAM: PMS 502, CGX Program Office, ACAT I

OBJECTIVE: Develop distributed temperature sensors for use in cryogenically cooled thermal paths for High Temperature Superconductor (HTS) applications.

DESCRIPTION: Legacy sensors used to monitor temperature in cryogenic environments include resistive elements and diodes. While these devices perform adequately, each sensor must be addressed with a separate set of up to four wires and is not designed to measure distributed temperatures over a large area. This creates a problem for naval applications such as HTS degaussing cables or HTS power cables where the cryogenic region can be up to 200 meters in length and requires temperature measurements every 1 meter. The successful installation and termination of up to 800 36-gauge wires also raises concerns in design (ingress/egress, a critical issue in protecting cryogenic environments), logistics, reliability, and acquisition & life cycle costs. In addition, the legacy sensors may be susceptible to electromagnetic interference - a major problem if monitoring on power cables.

The Navy seeks technology capabilities to measure and monitor temperatures along a length of cryostat for its HTS degaussing applications and potential future power cable applications. The temperature range of interest is 25K to 300K but technology solutions capable of measuring even lower temperature would be desirable. It would be expected that the distributed temperature sensors would be at multiple locations, on the order of ever 1 meter or so, along the length of a cryostat. Individual sensor leads must be minimized as it is infeasible to have hundreds of cryogenic instrumentation feed-throughs. While sensor topologies are not being limited in this solicitation, fiber optic based sensors that use Brillouin scattering, or Bragg grating wavelength shift appear to have favorable qualities for this application. The manufacturing process of incorporating the distributed sensor during HTS wire cabling should be considered to ensure adequate ruggedness of the sensor. Given the environment, the sensors must also be immune to EMI.

PHASE I: Demonstrate the feasibility of a novel, sensor technology able to operate with Navy cryogenic systems as defined above. Perform bench top experimentation, where applicable, as a means of demonstrating the identified concepts. Establish validation goals and metrics to analyze the feasibility of the proposed solution. Provide a Phase II development approach and schedule that contains discrete milestones for product development.

PHASE II: Develop, demonstrate and fabricate a prototype as identified in Phase I. In a laboratory environment, demonstrate that the prototype meets the performance goals established in Phase I. Verify final prototype operation in a representative laboratory environment and provide results. Develop a cost benefit analysis and a Phase III installation, testing, and validation plan.

PHASE III: Transition the technology to commercial and military cryogenic or superconducting applications. Working with government and industry, install onboard a selected Navy ship and conduct extended shipboard testing.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: A distributed cryogenic temperature sensor maybe of use in land based HTS power cables. When land based HTS power cables transition from R&D project to commercial installations, monitoring temperatures will help assess conditions based maintenance for regions of the cable that may see damage.

REFERENCES:

1. Gupta, Sanjay, et. al. “Fiber Bragg Grating Cryogenic Temperature Sensors”, Applied optics, Vol.35 No.25, September 1, 1996.

2. Toru Mizunami, et. Al., “High-Sensitivity Cryogenic Fibre-Bragg-Grating Temperature Sensors Using Teflon Substrates”, Meas. Sci. Technol. 12 914-917, 2001.

KEYWORDS: Fiber optic; Sensor; Cryogenic; Superconductor; HTS; Temperature; Thermal Path.

N091-049 TITLE: Advanced Combatant Craft for Increased Affordability and Mission Performance

TECHNOLOGY AREAS: Ground/Sea Vehicles, Materials/Processes

ACQUISITION PROGRAM: PMS 325G, Small Boats and Craft

OBJECTIVE: Develop advanced structural concepts for combatant craft that will directly reduce small boat and combatant craft acquisition and lifecycle costs while addressing the need to provide improved payload capacity and ballistic protection in challenging operating environments. Novel approaches that address the ability to increase the mission payload capacity of the craft by significantly reducing hull structural weight fractions are of interest, including, but not limited to novel hull structure concepts or advanced material applications.

DESCRIPTION: Today’s riverine forces employ combatant patrol and assault craft that rely on speed, acceleration, and maneuverability for survivability and multi-mission success. These capabilities are at risk because of the increasing demand to carry more extensive payloads (e.g. combat troops, more expensive C4ISR equipment, weapons, and ballistic armor, etc.) As the payload demand increases, the craft’s speed, agility, survivability decreases, while at the same time increasing the acquisition costs. The unique environments in which these crafts operate expose the vessels to, sand, mud, oils, and seawater spray as well as potential ballistic hazards. The current method of protecting against ballistic threats is through the installation of heavy armor plates applied adjacent to existing craft structure.

This topic seeks to identify and apply innovative advanced hull form or material solutions for the hull structure that will allow for reduced acquisition and life cycle costs, and improved small boat and craft payload capacity. The elimination of weight in order to reduce weight fractions by 25 to 30 percent and deliver improved mission payload on the order of one to two thousand pounds are key objectives. If successful, this would enable a quantum leap in combatant craft mission capability while reducing acquisition and life cycle costs. Successful innovation and technology transition will provide a solution for the top science and technology objective for maneuvering of advanced hull forms published in FY 2007 by Navy Expeditionary Combat Command.

PHASE I: Demonstrate the feasibility of durable, lightweight material and structural concepts for the proposed application. Provide a preliminary concept design and an associated component validation plan.

PHASE II: Finalize the design from Phase I and fabricate prototype components. In a controlled laboratory environment, demonstrate and validate the proposed material solution. As required, perform additional modeling and simulation as a means of validation.

PHASE III: The small business shall work with the Navy to pursue innovative naval prototypes and new acquisition craft, and with the global commercial market in applying the new technology to commercial craft.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The vendor will be able to market the new capabilities to over twenty boat builders who serve the U.S. military and commercial markets, as well as the international small boat commercial industry.

REFERENCES:

1. American Bureau of Shipping. “Guide for Building and Classing High Speed Craft.” October 2001.

2. Collette, Matthew. “Strength and Reliability of Aluminum Stiffened Panels.” PhD Thesis. University of Newcastle, Newcastle Upon Tyne. June 2005.

3. Det Norske Veritas. Rules for Classification of High Speed, Light Craft and Naval Surface Craft. July 2007.

4. NECC Science and Technology Strategic Plan. October 2007

5. Rosén, Anders. “Loads and Responses for Planing Craft in Waves.” PhD Thesis. Aeronautical and Vehicle Engineering Division of Naval Systems. Stockholm, Sweden. 2004.

6. Small Craft Design Guide. David Taylor Report # 23086. January 1977.

KEYWORDS: affordability; weight-fraction; small boats; combatant craft; materials; riverine

N091-050 TITLE: Detection and Mitigation of Electrical Faults in Medium Voltage DC (MVDC) Architectures

TECHNOLOGY AREAS: Ground/Sea Vehicles, Electronics

ACQUISITION PROGRAM: PMS 320, Electric Ship Program Office

OBJECTIVE: Develop and apply an analytical approach to automatically detect and mitigate electrical faults in MVDC (6-10kV) architectures with - or without - the use of circuit breakers.

DESCRIPTION: The Navy has identified medium-voltage direct current (MVDC) as the ideal long-term solution for the electrical distribution system for future shipboard power systems. Although MVDC systems provide substantial improvement over the current alternating current (AC) which is installed shipboard, the treatment of faults in MVDC is not well understood. Electrical faults in the shipboard power system can cause loss of power to critical loads of the system; detection and control of electrical faults is one of the limiting factors in the development of an all-electric ship.

State-of-the-art technology uses either power electronics to mitigate fault propagation within the electrical zone or multiple sensing devices to measure and predict faults and direct subsequent corrective action. The existing technology for MVAC systems can detect faults in the 4 millisecond range; a MVDC system would require a response within 1-5 microseconds.

This topic seeks the development of advanced fault detection/isolation/coordination methods beyond that of the current state-of-the-art, which can be deployed either with, or without, dedicated system circuit breakers in MVDC systems. In particular these solutions should address the following:

1) Satisfaction of the traditional fault protection elements (ground faults (50/51, 59N, 87N), phase faults (51, 87), under voltage (27/59), sequential tripping, etc., with no protective relays and possibly no circuit breakers.

2) Impact of added responsibility of system protection to the Application Managers of the power electronic distribution system converters.

3) Impact of fault detection speed on solid state circuit breakers. Key area of concern is the impact of cooling of the semiconductors vs. detection and execution speed.

The solution should incorporate both the algorithms related to fault detection, fault isolation and coordination with power system’s two architectures (with or without circuit breakers) and identify the advantages/disadvantages of each approach.

PHASE I: Demonstrate the feasibility of an innovative approach to automatically detect/mitigate faults in the 1-5 microsecond time period for MVDC systems and address the impact the detection / execution speed on both the cooling requirements for the power electronics devices and their embedded control systems. Identify and define new measures to achieve the traditional protection system elements with this new protection system paradigm. Develop an initial conceptual design and establish performance goals / metrics to analyze the feasibility of the proposed solution.

PHASE II: Finalize the design concept from Phase I and fabricate a diagnostic test bed prototype. In a laboratory environment, demonstrate the ability to make repeatable decisions based on relationships between measured and estimated data. Develop testing procedures to measure the effectiveness of the system and develop a plan for an installation and testing onboard ship. As appropriate, develop the interface specifications and provide a detailed plan for software certification and validation.

PHASE III: Working with the Navy, install and test at the Land Based Engineering Station test facility. Provide detail drawings and specifications. Technology will have potential to transition to all future US Navy platforms that require high energy weapons using MVDC architectures.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Large-scale application of renewable energy sources – such as wind or solar – will require the management of DC transmission systems. These systems are still under development by the Department of Energy, but fault control will be a critical component. Fault detection algorithms capable of quickly isolating a fault can dramatically improve the life of the system components that are subjected to large stresses during the fault periods.

REFERENCES:

1. “Shipboard Electric Power Distribution: AC Versus DC Is Not the Issue, Rather, How Much of Each Is the Issue”; LCDR John V. Amy Jr. PhD, Mr. David H. Clayton and Mr. Rolf O. Kotacka; All Electric Ship 98 Conference.2nd ed., vol. 3, J. Peters, Ed. New York: McGraw-Hill, 1964, pp. 15-64.

2. C. Wood and P. Clark. FADES: An Expert System for Fault Analysis and Diagnosis. TIRM 87-024, Turing Institute, 1987.

3. Next Generation Integrated Power Systems (NGIPS) Roadmap:

https://www.neco.navy.mil/synopsis_file/N00024NGIPS_Technology_Dev_Roadmap_final_Distro_A.pdf.

4. http://en.wikipedia.org/wiki/Renewable_energy.

KEYWORDS: Fault Detection; Fault Mitigation; MVDC; MVAC; Faults.

N091-051 TITLE: Low Maintenance and Low Cost Cryocooler

TECHNOLOGY AREAS: Ground/Sea Vehicles, Materials/Processes

ACQUISITION PROGRAM: PMS 502, CG(X) Program Office, ACAT 1

OBJECTIVE: Develop a rugged, low maintenance cryocooler to provide cost effective cryogenic cooling for distributed High Temperature Superconducting Degaussing Systems (HTSDG) onboard Navy ships.

DESCRIPTION: The HTS degaussing systems will operate in a temperature range of 30-60K, but require discrete cooling for each loop as degaussing coils are located throughout the ship. To counteract efficiency losses of junction boxes, helium circulation, current feed-through etc…, HTSDG systems require approximately 200 watts of heat lift at 50K per cable for lengths up to 100 meters Depending on ship class, up to 40 of these cryocooler are required to be installed in a distributive manner. The current commercially available cooling solution is a cryocooler which meets this performance requirement at 50K while drawing about 7.5 kilowatts of electric power. The cryocooler has a maintenance cycle of 10,000 hours. Because this cryocooler incorporates an oil based compressor, during each maintenance cycle, the oil absorbers need to be changed and at every other maintenance cycle, the seals on the cold head need replacement.

The Navy desires a cryocooler that, for equivalent cooling, has a lower acquisition cost, has reduced maintenance requirements, is more rugged than land based systems, and can provide improved efficiency. Aspects such as smaller physical size and lower weight would receive positive favor.

PHASE I: Demonstrate the feasibility of a low cost, innovative, cryocooler concept(s) to achieve 200 W of heat lift at 50K, while optimizing the requirement for low maintenance. Identify any scalability limitations for a novel cryocooler concept. Perform bench top experimentation where applicable to demonstrate concepts. Complete preliminary design for a cryocooler that addresses the needs as identified above.

PHASE III: Working with government and industry, construct a full-scale prototype and install onboard a selected Navy ship. Conduct extended shipboard testing.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: A low cost cryocooler has commercial application beyond the Navy. This cryocooler could be used in HTS power cables, the required capacity range will be appropriate for liquid nitrogen cooled cables and commercial motors and generators. Incorporation of this cryocooler, liquefaction systems at a lower cost, would make it possible for more academic institutions to afford such a system.

REFERENCES:

1. Fitzpatrick, B. “High Temperature Superconducting Degaussing Demonstration and Development,” to be published in the proceedings of ASNE Day 2007, June 2007.

2. Snitchler G., Gamble B., Kalsi S.S., “The performance of a 5 MW high temperature superconductor ship propulsion motor” Applied Superconductivity, IEEE Transactions on Volume 15, Issue 2, Part 2, June 2005 Page(s):2206 – 2209.

3. Radebaugh, R. “Refrigeration for Superconductors” Proceedings of the IEEE Volume 92, Issue 10, Oct. 2004 Page(s):1719 – 1734.

4. Curcic, T.; Wolf, S.A. “Superconducting hybrid power electronics for military systems” Applied Superconductivity, IEEE Transactions on Volume 15, Issue 2, Part 2, June 2005 Page(s):2364 – 2369.

KEYWORDS: Cryogenic; Superconductor; HTS; Cryocooler; Refrigeration; Degaussing; Motors; Generators

N091-052 TITLE: Automating the Transition of Product Model Data

TECHNOLOGY AREAS: Information Systems, Ground/Sea Vehicles

ACQUISITION PROGRAM: PMS 500 ACAT 1

OBJECTIVE: Develop processes and interface tools to enable the bi-directional transfer of product model data between shipbuilders during the design and construction life cycle phases, and the delivery of the as-built product model to the Navy.

DESCRIPTION: Product Model Data is required in different forms throughout the ships life cycle. The identification of relevant data, its transformation, and the validation of the accuracy of the data has proven to be very difficult. The typical process is to create new Product Model Data to support a specific life cycle phase. Over the past twenty years the Naval Sea Systems Command has been involved with shipbuilders and CAD vendors to develop a standard for the Exchange of Product Model Data. This standard, referred to as STEP, has been developed specifically to define product model data required to support design and engineering through the construction phase of the ships life cycle. Unfortunately to date, the portions of the standard developed specifically for the shipbuilding industry have not been used to support a single ship acquisition program. Reasons range from the complexity of the standard to a reluctance by the commercial CAD vendors to develop a complete set of specialized “translators” to support marine industry and Navy data exchange requirements. The lack of a comprehensive process to support the exchange of product model data has already resulted in program delays because the data cannot be provided in either a usable form where it is needed or in a timely fashion. The lack of proper tools requires the use of 2-D drawings due to the inability to obtain 3-D product model data from the shipbuilder.

The commercial CAD vendors support the definition of the geometric component of their product model data using general purpose STEP translators. However, Product Model data includes material properties and system definition in addition to the geometric definition. This topic seeks to develop an innovative process and the associated software tools necessary to enable the delivery of ship product model data. It is critical that an alternative approach to the STEP shipbuilding application protocols be developed to support the definition, and bi-directional transfer of product model data. The current process typically involves the use of the STEP translator associated with the CAD system to exchange geometry resulting in a complete loss of the non-graphical properties that contain product knowledge. This knowledge has to be entered manually on the receiving system causing thousands of hours of labor to be wasted and is a major source of transcription errors. The integration of a STEP geometry translator with an innovative approach to manage the exchange of the product structure and non geometric component of the product model has the potential to greatly reduce the level of effort necessary to transition data developed during the design and construction phases and to eliminate transcription errors. In addition, there is a great potential for an additional benefit to improving the process of integrating the CAD data with shipyard planning and manufacturing processes.

PHASE I: Demonstrate the feasibility of software interface tools that will enable the bi-directional transfer of product model data between shipbuilders during the design and construction life cycle phases, and the delivery of the as-built product model to the Navy. Establish Phase II performance goals and key developmental milestones.

PHASE II: Finalize the design, as appropriate, and demonstrate a working prototype of the proposed system. Perform laboratory tests to validate the performance characteristics established in Phase I. The prototype shall include ships molded surfaces, compartmentation, equipment arrangement, a minimum of three ships structural systems, and a minimum of six ships distributed systems. The ships distributed systems shall include at least one piping system, one HVAC system, and one electrical cableway. The prototype shall include all of the data necessary to run the intact stability and hydrostatic modules of the Ship Hull Characterization Program (SHCP). The prototype shall include all of the data necessary to perform a structural analysis to validate the midship section. Develop a detailed plan and method of implementation into a full-scale application.

PHASE III: Implement the Phase III plan developed in Phase II in coordination with the shipbuilding and repair industry. As applicable, transition the strategy, software, and processes developed for the prototype to multiple ship acquisition programs. This effort may include other target systems in addition to LEAPS, as the strategy should be independent of the Product Model systems.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The technology developed under this topic shall be directly applicable to current military and commercial ship design. shipbuilding operations, and repair practices. The products developed should find wide use in the automotive, aerospace and power industry and will be marketable to the shipbuilding and repair industry.

REFERENCES:

1. Kassel, B., & Briggs, T. (2008). An Alternate Approach to the Exchange of Ship Product Model Data. Journal of Ship Production, SNAME, Jersey City, NJ

2. Sullivan, P.E. (2008). SHIP DESIGN AND ANALYSIS TOOL GOALS. Memorandum Ser 05D/047. Naval Sea Systems Command, Washington D.C.

3. Young, J.J. (2004). DON POLICY ON DIGITAL PRODUCT/TECHNICAL DATA, Assistant Secretary of the Navy Research Development and Acquisition, Washington D.C.

4. Ames, R. & VanEseltine, T. (2006). Architecture for Multidiscipline Integration of Analyses in a Common Product Model Environment for LHA® Topside. NSWCCD, West Bethesda, MD.

5. US Product Data Association (2001). An American National Standard Product Data Exchange Using STEP Part 214 – Application protocol: Core data for automotive mechanical design processes. International Standard ISO 10303-214:2001, Charleston, SC.

KEYWORDS: Product Model Technology; LEAPS; Ship Design; CAD

N091-053 TITLE: Advanced Modular, Energy Storage Technology

TECHNOLOGY AREAS: Ground/Sea Vehicles, Electronics

ACQUISITION PROGRAM: PMS 320, Electric Ship Office

OBJECTIVE: Develop an advanced energy storage module capable of maintaining rated power for 5 to 10 minutes with energy densities of no less than 150Wh/Liter, and requiring minimal interface with existing systems.

DESCRIPTION: The Navy has evaluated many technologies which may be suitable as part of an energy storage solution. The forms currently of particular interest are: electro-chemical (e.g., fuel cells and batteries), electro-static (e.g., capacitors and super capacitors), thermal (e.g., thermal piles), and kinetic (e.g., flywheels). However, today’s energy storage devices do not yet have the energy density, operational flexibility or shelf life necessary for shipboard application. As a result, the Navy is not able to capitalize on the latest energy efficiency technologies which require the ability to seamlessly provide uninterrupted power at all times. The development of a shipboard-compliant energy storage system would be a significant enabler for the single generator operation and a hybrid drive system currently under development. It is estimated that these advances in ships’ capability can lead to dramatic fuel savings of over 12,000 barrels of fuel per year per ship (a 9% reduction per vessel).

This topic seeks innovative approaches to the development of an advanced energy storage module. All internal electrical and thermal connections for the energy storage package must be designed such that they can be inserted or replaced in a reasonable fashion (i.e., accessible, rugged connections but not necessarily hot-swappable). Generally, it is desirable that the modules and system not require active cooling (external to the power cabinet) at full power levels. Proposed energy storage module concepts should meet the following thresholds:

- Energy Storage 150Wh/Liter.

- Power Density 2000W/Liter.

- 6000 full discharge /charge cycles while maintaining 80% of initial performance.

- 5 year shelf life, capable of sustained storage.

- Operation at temperatures as high as 150F.

- Maintain rated power for 5-10 minutes.

- Modular: able to disassemble to a hatchable dimension (26” x 66” oval hatch) and re-assembled at point of installation.

- Weight: maximum 500 lbs per module.

PHASE I: Demonstrate the feasibility of the development of an energy storage module capable of being incorporated into a power electronics and ship interface module that meets the above thresholds. Evaluate attributes of the system, including energy density, power density, size, weight, transient dynamics, shelf life, anticipated maintenance requirements, ability to withstand a shipboard environment, and thermal impact using detailed models or small subscale components. Provide a Phase II development approach and schedule that contains discrete milestones for product development.

PHASE II: Finalize the design concept from Phase I and fabricate a diagnostic test bed prototype for a 500kW-level demonstrator. Validate prototype capabilities using laboratory testing and provide results. Demonstrate proposed installation, maintenance, repair, and regeneration methodologies. Develop a cost/benefit analysis and perform testing and validation.

PHASE III: Install and test on a DDG-51 Class destroyer. Provide detailed drawings and specifications. Technology will have potential to transition to all US Navy platforms that require advanced energy storage technologies.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Advanced high energy density safe moderate scale affordable energy storage will be directly applicable to facilities that require seamless UPS for information systems. It will allow cost effective clean power by smoothing voltage droops and provide additional capability to the medical community to have extended use technology remotely available for advanced patient monitoring and care.

REFERENCES:

1. Shipboard electric power quality of service; Doerry, N. H.; Clayton, D.; 2005 IEEE Electric Ship Technologies Symposium, pp. 274-279.

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

3. Next Generation Integrated Power Systems (NGIPS) Roadmap:

https://www.neco.navy.mil/synopsis_file/N00024NGIPS_Technology_Dev_Roadmap_final_Distro_A.pdf.

4. Future Naval Capabilities website: //www.onr.navy.mil/fncs.

KEYWORDS: Energy Storage; power electronics; modular; alternative power.

N091-054 TITLE: Helium Circulation for Shipboard High Temperature Superconducting Systems (HTS)

TECHNOLOGY AREAS: Materials/Processes

ACQUISITION PROGRAM: PMS 502, CGX Program, ACAT I

OBJECTIVE: Develop a low cost means of helium circulation for a High Temperature Superconducting system.

DESCRIPTION: HTS Degaussing Systems (HTSDG) make extensive use of helium circulators as the prime coolant mover. These circulation fans currently make up approximately 30-40% of the refrigeration system cost which is around 30-50% of the total HTSDG system procurement and installation costs. HTSDG systems require up to 40 helium circulators depending on the ship class. Each of the circulators will be integrated into a junction box that contains a cryocooler. The cables that make up the HTS degaussing systems are long length, cryostat, 44mm OD, with 40 HTS tape conductors contained in the 21mm ID corrugated stainless tube. The length of these cables can be up to 200 meters. Cables are cooled to 50K with an operating charge pressure around 7 bar.

The Navy seeks a more cost effective solution for cryogenic helium circulation fans that operate at 30-60K at 1L/sec with minimal heat leak into the cryogen. Under normal operation the unit would be under 7 bar of helium however 21 bar may be seen during storage and system warm up.

PHASE I: Demonstrate the feasibility of a low-cost helium circulation concepts to achieve the desire level of performance. Perform bench top experimentation, where applicable, as a means of demonstrating the identified concepts. Establish validation goals and metrics to analyze the feasibility of the proposed solution. Provide a Phase II development approach and schedule that contains discrete milestones for product development.

PHASE III: Working with government and industry, install full scale prototype onboard a selected Navy ship and conduct extended shipboard testing.

Topic Numbers

PHASE II ENHANCEMENT

PHASE III