NAVY FY09.2 SBIR Solicitation Topics

NAVY

SBIR FY09.2 PROPOSAL SUBMISSION INSTRUCTIONS

The responsibility for the implementation, administration and management of the Navy SBIR Program is with the Office of Naval Research (ONR). The Director of the Navy SBIR Program is Mr. John Williams, john.williams6@navy.mil. For general inquiries or problems with electronic submission, contact the DoD Help Desk at 1-866-724-7457 (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 18 May 2009. Beginning 18 May, the SITIS system (http://www.dodsbir.net/Sitis/Default.asp) listed in section 1.5c of the program solicitation must be used for any technical inquiry.

TABLE 1: NAVY ACTIVITY SBIR PROGRAM MANAGERS POINTS OF CONTACT

Topic Numbers	Point of Contact	Activity	E-mail
N092-093 thru N092-120 N092-121 thru N092-143	Mrs. Janet McGovern Mr. Dean Putnam	NAVAIR NAVSEA	navair.sbir@navy.mil dean.r.putnam@navy.mil
N092-144 thru N092-157	Mrs. Tracy Frost	ONR	tracy.frost1@navy.mil
N092-159	Ms. Summer Jones	SPAWAR	summer.m.jones@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 N092-093 thru N092-120 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 that proposals have been received and processed for evaluation will be sent. Consequently, e-mail addresses on the proposal coversheets must be correct

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

PHASE I SUMMARY REPORT

In addition to the final report required in the funding agreement, all awardees must electronically submit a non-proprietary summary of that report (and without any proprietary or data rights markings) through the Navy SBIR 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 Proposal must be submitted within 180 days of the Phase I award start date. Any Fast Track applications or proposals not meeting these dates may be declined. All Fast Track applications and required information must be sent to the Technical Point of Contact for the contract and to the appropriate Navy Activity SBIR Program Manager listed in Table 1 above. The information required by the Navy, is the same as the information required under the DoD Fast Track described in section 4.5 of this solicitation.

PHASE II GUIDELINES

Phase II proposal submission, other than Fast Track, is by invitation only. If you have been invited, follow the instructions in the invitation. Each of the Navy Activities has different instructions for Phase II submission. Visit the 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 notes approvals that may be required before contract/work may begin.

PHASE I PROPOSAL SUBMISSION CHECKLIST:

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

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

____2. Your technical proposal has been uploaded and the DoD Proposal Cover Sheet, the DoD Company Commercialization Report, and the Cost Proposal have been submitted electronically through the DoD submission site by 6:00 am ET on 17 June 2009.

____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 N092-093 thru N092-120, the base effort does not exceed $80,000 and 6 months and the option does not exceed $70,000 and 6 months. For all other proposals, the Phase I proposed cost for the base effort does not exceed $70,000 and 6 months and for the option $30,000 and 3 months. The costs for the base and option are clearly separate, and identified on the Proposal Cover Sheet, in the cost proposal, and in the work plan section of the proposal.

NAVY SBIR 092 Topic Index

N092-093 3D Surface Mapping of Corrosion on Complex Curved Surfaces

N092-094 Material Classification for Physics-Based Sensor Simulation Using Stereo-Pair Imagery

N092-095 Innovative Analysis Tool for Damage Growth From Loaded Composite Fastener Holes

N092-096 Intelligent Agents for Automated Planning and Scheduling of Aviation Weapon Handling

Aboard Aircraft Carriers

N092-097 Automated, Rapid Non-Destructive Inspection (NDI) of Large Scale Composite

Structures

N092-098 Novel Analytical Methods for Sandwich Core Termination Features

N092-099 Protective Technologies and Installation/Implementation Methods for Undersea

Instrumentation

N092-100 Analysis of Prognostic Sensor Technologies for MEMS Applications in Military Systems

N092-101 Electromagnetic Scattering Effects of Sea on the Radar Cross Section (RCS) of Small

Boats in Littoral and Deep Ocean Environments.

N092-102 Broadband, lightweight, low profile passive phased array

N092-103 Multi-Sensor Automated Ship and Small Craft Classification Tools

N092-104 Advanced Real-Time Imagery Fusion for Targeting and Mission Planning Using

Volumetric Display

N092-105 Measurement Methods for Phased-Array Jammers

N092-106 Analog to Information (A2I) Sensing for Software Defined Receivers

N092-107 Power Harvesting Systems for Use with In-water Instrumentation

N092-108 Single Crystal Transducer Technology for Undersea Tracking Ranges

N092-109 Improved Stability of Double Base Propellants

N092-110 Safe, High-Power Battery for Sonobuoys

N092-111 An Innovative In-Flight Refueling Probe Component that Eliminates Accidental

Overload of the Mast Assemble During Air Refueling

N092-112 Thermal Management System for Tactical Airborne High Power Laser Applications

N092-113 Universal Signal Matching for RF Threat Classification

N092-114 Joint Multi-Mission Electro-Optic System(JMMES) for UAV Platforms

N092-115 Innovative Approaches to Develop Foreign-Object-Damage (FOD) Resistant Ceramic

Matrix Composites (CMCs)

N092-116 Efficient Broadband Electrically Small Antenna Arrays

N092-117 Optimized Corrosion Resistant Bearing and Gear Steel Thermal Processing

N092-118 Fiber Optic Connector Inspection Test Set

N092-119 Supercontinuum Laser for Multi-Spectral Energy Propagation

N092-120 Innovative, Low Cost Surface Treatment Method for Hydraulic Tube Fatigue Property

Improvement

N092-121 Minimally Intrusive Real-time Software Instrumentation Technologies

N092-122 Advanced Marine Engine for Combatant Craft Increased Payload

N092-123 Autonomous Shipboard Cleaning System

N092-124 Detection/Localization of Mine Detonation Resulting From Unmanned Influence Sweep

Operations

N092-125 Context-Aware Visualization for Tactical Multi-Tasking

N092-126 Light-weight Power Dense Distribution Cable

N092-127 Vibration and Shock Test Machines for Large Ship Systems Components

N092-128 Expert System Simulation Capability for Recoverability Modeling

N092-129 Shipboard Shock & Vibration Environmental Monitoring and Recording

N092-130 Advanced Shock Mitigating Materials

N092-131 Modeling Electromagnetic Propagation Through Novel Materials and Configurations

N092-132 Advanced Power/Energy System for Wet and Dry Submersibles

N092-133 EW Countermeasures Against Passive MMW Sensors

N092-134 Modeling Electromagnetic Performance of Large, High Power Phased Arrays

N092-135 Periscope Antenna Active Cooling

N092-136 Training Cognitive Situational Awareness for Multi-Platform Command and Control

N092-137 Optical Array Shape Estimation (ASE)

N092-138 EW Parametrics for Improved Emitter Classification/Identification

N092-139 Precision Control Systems aligned with Secondary Propulsion Sources

N092-140 Visual Signature Reduction Technology

N092-141 Lightweight, Low Cost Missile Canister Shell Solution for Future Surface Ship VLS

Applications

N092-142 Advanced Aluminum Cost-effective Joining

N092-143 Dynamic Motion of Appendages/ Flippers of Marine Mammals: Basis for New Concepts

of Control Surfaces, Hydrofoils and Wings During Extreme Maneuvers

N092-144 Affordable Rotorcraft Air Vehicle Drag Reduction for Cruise Efficiency and Enhanced

Lift Using Plasma Flow Control

N092-145 Algorithms for Detection of Near Surface Objects Using Acoustic Synthetic Aperture

Sensors

N092-146 Contaminated Water Protection System for Free-Swimming Diver

N092-147 Over the Horizon Refueling (OTH)

N092-148 Combat Diagnostic Chest Dressing

N092-149 Similarity Measures for Persona/Human Networks

N092-150 Decision Support Aiding for Human-Systems Acquisition

N092-151 Infrared-Transparent, Millimeter-Wave Bandpass, Missile Dome Design

N092-152 Development of a Total Residual Oxidant Sensor Development of a Total Residual

Oxidant Sensor

N092-153 Rapid Retrograde Processing on Ships

N092-154 Improved Dynamic Range ADCs

N092-155 Organization, Search and Manipulation of Large Databases of Face Images

N092-156 Advanced Breakwater and Causeway Design Concepts

N092-157 Handheld Sonar Intercept Receiver for Divers

N092-159 High Efficiency WCDMA Power Amplifier for MUOS Handheld Radio

NAVY SBIR 092 Topic Descriptions

N092-093 TITLE: 3D Surface Mapping of Corrosion on Complex Curved Surfaces

TECHNOLOGY AREAS: Air Platform, Materials/Processes

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

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

OBJECTIVE: Develop and demonstrate an efficient method of generating high-resolution 3D topographic maps of corrosion damage on complex curved and interior surfaces.

DESCRIPTION: Corrosion damage on flight critical structural components has a significant adverse impact on fleet readiness and total ownership costs. Much of the costs and inconvenience of corrosion damage repair can be traced to uncertainty over the severity of corrosion necessary to cause a significant reduction in the fatigue life of a damaged component. For any quantitative assessment of corrosion severity, surface topology data with sufficient resolution to capture the important characteristics of the features that cause fatigue cracking is required. To address these issues, NAVAIR has recently concluded a research program to investigate and quantify the fatigue life reduction due to corrosion on high-strength steels. The result of this research is an Equivalent Stress Riser (ESR) model for predicting the remaining fatigue life of AF1410 steel components with surface corrosion damage. The most critical input into the ESR model is the availability of high-resolution 3D topographic maps of the corroded surfaces. The research program successfully used commercial White Light Interferometry (WLI) equipment to generate corrosion maps for small flat test plates and dental impression corrosion replicas. However, most high-strength steel airframe components such as landing gear and arrestment shanks have complex curved and cylindrical surfaces with a variety of fillets and transition radii. Also, corrosion often occurs on the inside surfaces of hollow cylindrical sections. Current WLI techniques are not well suited for mapping surfaces with complex curvatures. Therefore, a need exists for the development of an innovative capability to efficiently perform high-resolution 3D corrosion surface mapping on large high-strength steel airframe components and replicas of corroded surfaces. General requirements for an improved surface mapping capability include: a) ability to create corrosion maps from complex curved surfaces, to include inner cylindrical and tapered surfaces, interior and exterior fillets and dental impression corrosion replicas; b) minimum lateral resolution of 2 microns and minimum vertical resolution of 0.1 microns; c) automation to minimize the amount of operator interventions to reposition part for scanning, reset instrument parameters, etc.; d) minimize the amount of manual post acquisition image stitching and filtering necessary to create a complete image map; e) minimize the computation and data storage requirements for manipulating large image map files.

PHASE I: Develop a theoretical approach for conducting 3D corrosion mapping of curved surfaces on large airframe components and dental impression corrosion replicas. Propose a conceptual design for a prototype system to perform 3D mapping of curved surfaces that has the potential to meet the stated requirements, and demonstrate feasibility.

PHASE II: Develop the detailed design and construct a prototype of the system proposed in Phase I. Demonstrate the ability of the prototype to meet the stated requirements by performing 3D surface scans of service corroded landing gear and arresting shank components, and dental impression corrosion replicas.

PHASE III: Fully develop the prototype system into a commercial product. Transition the technology for use in the NAVAIR Fleet Readiness Centers (FRC)’s and for commercial applications.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The prototype 3D surface mapping capability demonstrated for the Department of Defense has broad commercial application in the area of Non-Destructive Inspection of the surface conditions of large, geometrically complex engineered structural components. Potential applications include: inspection of piping in the petroleum and petrochemical industry; inspection of piping in Navy ships and shore facilities; commercial airlines; etc.

REFERENCES:

1. Rusk, D.T., Hoppe, W., Braisted, B. and Powar, N., “Corrosion-Fatigue Life Prediction using an Equivalent Stress Riser Model,” 11th Joint NASA/FAA/DoD Conference on Aging Aircraft, Phoenix, AZ, 21-24 Apr. 2008.

2. Hoppe, W, Scott, O., Braisted, B., Abfalter, G., Pierce, J. Burke, E., Kuhlman, S., Frock, B. and Ko, R., “Navy High-Strength Steel Corrosion-Fatigue Modeling Program,” UDR-TR-2007-00039, University of Dayton Research Institute, Dayton, OH, Oct. 2006.

3. Rusk, D.T., Pierce, J., Hoppe, W., Lancaster, B., Actis, R. and Szabo, B., “Analysis and Testing of Fleet Corroded F/A-18C/D Arrestment Shanks,” NAWCADPAX/TR-2008/9, Naval Air Warfare Center Aircraft Division, Patuxent River, MD, 20 June 2008.

4. Albertazzi, G.A., Viotti, M.R. and Dal Pont, A., “A White Light Interferometer for inner cylindrical surfaces,” Proceedings of SPIE, the International Society for Optical Engineering, Applications: San Diego, CA, 16-17 Aug. 2006.

5. Holme, B. and Lunder, O., “Characterization of pitting corrosion by white light interferometry,” Corrosion Science, Vol. 49, No. 2, 2007, pp. 391-401.

KEYWORDS: Corrosion; Surface Imaging; Topology; Curvature; Fatigue; Maintenance

N092-094 TITLE: Material Classification for Physics-Based Sensor Simulation Using Stereo-Pair

Imagery

TECHNOLOGY AREAS: Information Systems, Space Platforms, Human Systems

ACQUISITION PROGRAM: PMA-274; Presidential Helicopter

OBJECTIVE: Develop improved techniques for material classification that exploit the next generation of commercial satellites capable of collecting stereo pair imagery in a single pass. This is a breakthrough technology that carries with it a potential for creating superior large-area databases to support sensor simulation for aviation training.

DESCRIPTION: Physics-based sensor simulation is essential for the war-fighter, providing key phenomenological signatures, cues and effects that vary with the terrain and overlying object materials. Different terrain and object materials give rise to different spectral signatures driven by the surface spectral BRDF (Bi-directional Reflectance Distribution Function), thermo-physical, and electromagnetic properties. Creating accurate high-resolution material-classified terrain databases to support sensor system training is difficult and labor-intensive. Effective methods for material classification utilizing this new satellite imagery should enable realistic sensor training against geo-specific operational environments to be provided to the warfighter.

The recent availability of satellite high fidelity stereo-pair imagery opens new possibilities to derive more accurate and realistic terrain surface materialization maps and associated models required when creating high fidelity sensor images for pilot training simulators. This breakthrough technology is capable of providing ground images with .41 meter panchromatic resolution and 1.65 meter resolution in color. Commonly, materialization today is done using Landsat imagery because of the extra wavelength bands collected but the resolution can be problematic (15 m panchromatic/ 30 m color). Also, correlation issues arise when some sensor simulations are based on Landsat data while visual imagery and other sensors are based on other higher resolution source imagery. These hindrances to effective sensor simulations could be solved if all sensors and visible imagery could be simulated from the same source high resolution data such as may be possible with the new stereo high resolution imagery. However, current algorithms do not accommodate any stereo attributes (such as surface roughness), so new materialization algorithms capable of using the high resolution stereo data would be needed.

Innovative software tools are sought that can take advantage of new high fidelity and high resolution satellite color stereoscopic imagery in order to identify terrain surface materials thereby allowing both sensor and visible imagery to be created from identical sources. Successful development should provide a necessary advance in material classification for creating geospecific databases of high fidelity sensor images for pilot training simulators. Geospecific materialization of terrain would enable both visible and sensor simulations which are both required for pilot training on today's aircraft.

PHASE I: Design and demonstrate a proof-of-concept approach for deriving material classification from stereo-pair imagery for real-time sensor simulation.

PHASE II: Develop full-prototype capability for improved terrain material classification derived from satellite stereo imagery which supports the creation of geospecific environment for real time training simulation including sensors. Demonstrate the prototype including compatiblity with associated database development tools and real time training simulation.

PHASE III: Finalize and produce the software as a standalone application, fully capable sensor simulation that can be installed at training sites and/or integrate into the associated database generation suite of tools required to create the terrain database. Transition the new technology into existing training simulation systems.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Commercial potential for this technology includes Law Enforcement, and Land Management.

REFERENCES:

1. http://www.satnews.com/cgi-bin/story.cgi?number=600287697

2. http://www.geoeye.com/CorpSite/assets/docs/technical-papers/2006/LutesJames2006_PhotogrammetricpProcessingOfCARTOSAT-1.pdf

KEYWORDS: Software; Simulation; Virtual; Training; Materialization; Geospecific

N092-095 TITLE: Innovative Analysis Tool for Damage Growth From Loaded Composite Fastener

Holes

TECHNOLOGY AREAS: Air Platform, Materials/Processes

ACQUISITION PROGRAM: PMA 261, Heavy Lift Helicopters

OBJECTIVE: Develop a validated analysis tool to predicate damage growth and prognosticate residual life of loaded damaged fastener holes in laminated composites.

DESCRIPTION: Joining of composite laminates to adjoining laminates and substructures is an ever present feature in all Navy platforms that have composite construction. One method of joining uses drilled holes with fasteners. These fastener holes often are points of damage initiation. The damage is introduced either during manufacturing, such as over-tightening of unshimmed holes, or during service. While limited test data has shown that the composites are damage tolerant, not all configurations have been tested. Service life data of multiple Navy platforms has indications of damage modes that were not detected during testing. Currently, there is no validated analysis technique to analyze these damages.

Damage and durability modeling is impeded due to the fact that the composites often fail in multi-modal fashion and also all the damage modes have not been identified completely. A second hurdle in implementing a damage model is the numerical difficulties associated with all progressive damage growth models. The damage growth process creates new surfaces and a precipitous redistribution of forces at the newly created surfaces. This, in turn, causes instability and convergence problems in the solution process.

PHASE I: Develop a preliminary concept for damage growth models applicable to loaded fastener holes. Demonstrate the feasibility of the approach through a numerical example. Propose a conceptual design for a prototype software/tool to perform damage growth and life prediction for loaded holes in composite laminates that have the potential to meet the stated requirements.

PHASE II: Fully develop all the algorithms and integrate them into a tool that can be commercialized. Validate that the prototype software provides appropriate results by correlating it to test data on a selected component.

PHASE III: Implement the validated algorithms in collaboration with a software vendor.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Damage from a loaded fastener is not unique to military aircraft; it is equally prevalent in the civilian sector. Outside the aerospace industry, the automotive industry is increasingly using composite construction. The innovative methods developed in this program have great potential for application in these civilian/commercial areas.

REFERENCES:

1. J. Schon and R. Starikov, "Fatigue of joints in composite structures," in "Fatigue in Composites," Ed. Bryan Harris, pp. 621-643. 2003

2. G. Alfano and M. Crisfield, "Finite element interface models for the delamination analysis of laminated composites - mechanical and computational issues," Int J of Num Meth.of Eng, pp. 1701-1736, 2001.

KEYWORDS: Loaded Fastener Hole; Delamination; Composite: Virtual Crack Closure Technique (VCCT); Finite Element Analysis; Progressive Damage Growth

N092-096 TITLE: Intelligent Agents for Automated Planning and Scheduling of Aviation Weapon Handling Aboard Aircraft Carriers

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

ACQUISITION PROGRAM: PMA-251, Aircraft Launch and Recovery Equipment, ACAT IV

OBJECTIVE: Develop intelligent agent technologies to assist naval personnel in the planning and scheduling of aviation weapon movement aboard aircraft carriers.

DESCRIPTION: Aviation weapon handling on aircraft carriers and other air capable ships plays a crucial role in sortie generation and combat effectiveness of the ship. It is essentially a manufacturing process that includes inventory control, configuration control, assembly and inspection, transportation, and delivery. Weapons are transported from the magazine to the flight deck and onto the aircraft to support each day’s flight operations (“strike-up”); transported from a supply ship during an underway replenishment; and stpwed in the magazine to support strike-up and flight operations (“onload/offload” or “strike-down”). The strike-up process can be a major barrier to increasing the tempo of operations and sortie generation rate, a fact borne out in recent simulated surge exercises. While there are information systems for inventory and tracking, planning and managing these processes is an “artform” that requires specialized expertise and is not flexible enough to respond on-the-fly to changes in circumstances, such as a down elevator or a change in mission. In addition, it takes a long time to gather the data necessary and plan the various moves. Planning an onload/offload currently takes days to accomplish.

Intelligent agent technology for just-in-time strike-up and onload/offload could greatly improve these processes. A decision-aid system would need to consider all aspects associated with the weapons'''' current stowage location and peculiar attributes, breakout and build support requirements, status of the carrier’s weapon elevators, potential strike-up path hindrances, alternate weapon availability, and breakout to delivery time forecasting. The technology would need to collect, interpret, and process the information into a knowledge base that can be used to support and automate the decision making processes associated with weapon planning. No algorithm currently exists that can be applied to this specific and complicated application. The innovative R&D required in this effort will be the development of intelligent technology that will provide the warfighter with the capability to improve the efficiency of the weapon planning activity. Unique software that captures the knowledge of expert weapons handlers is necessary to implement an efficient decision aid architecture. The software aids should operate in a service oriented architecture (SOA) or enterprise service bus (ESB) and be able to provide crew relief by automating some tasks within the weapon fulfillment process while maintaining overall crew situation awareness, process observability, and plan repair capabilities. In addition, the tools should be able to address workflow variations in real-time among weapon department in different ships and Ordinance Handling Officer (OHO) process priorities. Finally, the software aids should provide alternative plans for the selection of weapon components, manufacturing locations and use of support equipment based on user specified optimization criteria.

Concepts that can integrate to existing shipboard operations and minimize impact to ship systems will be given higher consideration. Proposals that address certain aspects of this problem, such as applied research into SOA, ESB, automated software assistants, artificial intelligence methods for planning and scheduling, and business process management techniques will be considered.

PHASE I: Determine the feasibility of designing and implementing weapon department software aids. Identify weapon department workflows and steps used in fulfilling weapon load requests. Identify key technology risk areas.

PHASE II: Develop a fully integrated design and prototyping environment. Develop detailed algorithms, application scenarios, and software prototypes and evaluate via simulation. Optimize software aid designs and capabilities based on test data and subject matter expert feedback. Provide complete documentation of algorithms, and software and hardware architecture components.

PHASE III: Produce a full-scale robust decision support and process management tool capable of addressing planning and scheduling of aviation weapons aboard aircraft carriers and other air capable ships. The tool should be able to support the handling of discrete events and schedule its fulfillment in a continuous time scale while ensuring overall process performance and stability.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Manufacturing, cargo transportation logistics, vehicle fleet asset scheduling and location planning, warehouse management.

REFERENCES:

1. W. Shen. "Distributed Manufacturing Scheduling Using Intelligent Agents," IEEE Intelligent Systems. Volume 17, Issue 1, Jan/Feb 2002, pp. 88-94.

2. M. Wooldridge, An Introduction to Multiagent Systems. John Wiley and Sons, Ltd., 2002.

3. I. Seilonen et.al., “Modeling Cooperative Control In Process Automation With Multi-Agent Systems.” 2nd IEEE International Conference on Industrial Informatics, June 2004. pp. 260- 265.

KEYWORDS: Intelligent Agents; Automated Planning; Scheduling; Aviation Weapons; Handling; Aircraft Carriers;

N092-097 TITLE: Automated, Rapid Non-Destructive Inspection (NDI) of Large Scale Composite

Structures

TECHNOLOGY AREAS: Air Platform, Materials/Processes

ACQUISITION PROGRAM: PMA-261, CH-53K, Heavy Lift Helicopter Program

OBJECTIVE: Develop an automated NDI capability for the rapid and accurate inspection of the composite structures of aircraft, such as trailing edges, flight control surfaces, and fuselage, during depot maintenance.

DESCRIPTION: There is a need to develop an automated NDI capability for the rapid and accurate inspection of large composite aircraft structure during depot maintenance. Such a development should enhance the readiness of Naval aircraft by minimizing the time a vehicle spends in the depot and by reducing the possibility that the aircraft will suffer an unexpected failure during operation by ensuring the structural integrity of the structure. Current NDI procedures and equipment are designed to inspect small areas for defects and have limited resolution, which result in excessive time spent inspecting large areas or the missing of critical defects completely. Rapid inspection of large areas of the aircraft using current procedures is not feasible.

An automated non-destructive inspection (NDI) system with the capability to rapidly inspect large areas of composite structures and automatically identify relatively small defects is sought. Successful development should result in decreased maintenance downtime, increased throughput, cost savings, and increased structural integrity of aircraft.

Proposed solutions should include an automated inspection system and an intelligent defect identification tool to pinpoint the exact location and nature of defects found. The NDI system will need to find voids, delaminations, and disbonds of .25 square inches and/or 1.0 inch length 90% of the time with a 95% probability. Defects identified could then be inspected in more detail using existing procedures.

An example of the size and type of composite structure to be scanned is the KC-130J wing trailing edges, which extend linearly almost 57 feet and measure about 5 feet at its widest point. The trailing edge panels are made of carbon-epoxy composite material, with a layer of embedded copper mesh for lightning protection, and are fastened onto the aluminum substructure with Monel rivets. The goal is to field a system that could autonomously inspect a structure such as described here in no more than one work week (2 shifts) with minimal involvement from the NDI technicians after initial setup.

PHASE I: Develop a conceptual design of the inspection method and demonstrate feasibility of the proposed solution to accurately and rapidly detect defects on large composite aircraft structures in-situ. Provide an estimate of the time that the inspection is expected to take and the size of the defects that are expected to be found.

PHASE II: Complete the design of the inspection method and develop the prototype NDI system. Demonstrate its capability to meet the requirements laid out above on NDI standards and on an aircraft undergoing depot maintenance.

PHASE III: Develop the prototype into a commercially viable NDI method, which will then be used by the depot(s) performing aircraft maintenance and will be marketed to commercial maintenance, repair, and overhaul (MRO) facilities for use on military and commercial aircraft.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Newly designed commercial aircraft such as the B-787 and A-380 make extensive use of composite materials that could be inspected using this capability. The MRO industry would benefit by having a rapid, accurate NDI capability for composite materials, which would decrease the aircraft work days and increase the accuracy of their inspections. The system could also be adapted for use in inspecting non-metallic boat hulls and large composite beams used in construction.

REFERENCES:

1. Implementing New NDI Procedures on US Department of Navy C-130 Aircraft; Raymond Waldbusser, C-130 Fleet Support Team/NAVAIR, Eric Lindgren, Nondestructive Evaluation Branch/AFRL; 2008 Aging Aircraft Conference proceedings.

2. Probability of Detection Results and Deployment of the Inspection of the Vertical Leg of the C-130 Center Wing Beam/Spar Cap; Eric Lindgren, John Mandeville, Michael Concordia, Tim MacInnis, Jim Abel, John Aldrin, Floyd Spencer, Darren Fritz, Peter Christiansen, Tommy Mullis, and Ray Waldbusser; 2004 Aging Aircraft Conference proceedings.

KEYWORDS: Non Destructive Inspection (NDI); Composites; Rapid; Accurate; Automated; Depot Maintenance

N092-098 TITLE: Novel Analytical Methods for Sandwich Core Termination Features

TECHNOLOGY AREAS: Air Platform, Materials/Processes

ACQUISITION PROGRAM: F-35

OBJECTIVE: Develop and demonstrate approaches to successfully analyze sandwich core termination regions.

DESCRIPTION: Sandwich structure often offers the most structurally efficient and lowest cost solution for airframe and propulsion (nacelle) structure. However in order for sandwich panels to interface with substructure and accommodate penetrations, the core must be ramped down to a solid laminate region. This core termination region offers many challenges to properly design and verify its structural integrity. In addition to the numerous failure modes that can be present as a result of both in plane and out of plane loads, these termination regions are sensitive to manufacturing variations such as inconsistent radii. These factors make designing and analyzing the core termination region costly and time consuming. Industry currently lacks methods to reliably predict each failure mode including the effects of manufacturing variations. The objective of this effort is to develop and demonstrate approaches that can provide the information necessary to support the design and analysis of sandwich termination regions. Novel analytical approaches that can be used at both the global level and, where necessary, the local level are desired.

PHASE I: Develop approach and determine the feasibility for both global and local level analysis of core termination regions.

PHASE II: Develop the detailed approach and demonstrate both the global and local level analytical methods. The analytical approaches must consider the possible manufacturing and geometric variations that are possible in the termination region.

PHASE III: Transition developed technology to interested platforms and commercial interests.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The approaches and processes developed should be readily applicable to commercial aerospace where both propulsion and airframe applications are seeking to utilize greater amounts of sandwich composite structure to lower cost and weight.

REFERENCES:

1. Composite Materials Handbook CMH-173F; http://www.lib.ucdavis.edu/dept/pse/resources/fulltext/HDBK17-3F.pdf

2. Alfano and Crisfield, " Finite element interface models for the delamination analysis of laminated composites -mechanical and computational issues," International Journal for Numerical Methods.in Engineering, Volume 50, Issue 7, pp 1701-1736, 2001.

KEYWORDS: Composite; Sandwich Structure; Core; Honeycomb Core; Structural test; Analysis

N092-099 TITLE: Protective Technologies and Installation/Implementation Methods for Undersea

Instrumentation

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

ACQUISITION PROGRAM: PMA-264 Air Anti Submarine Warfare Systems

OBJECTIVE: Develop innovative approaches to protecting bottom mounted acoustic instrumentation against commercial dragging equipment used in bottom fishing.

DESCRIPTION: Worldwide threats have driven probable conflict areas from deep waters to more shallow environments necessitating training ranges in these areas. The installation of tracking sensors in the same shallow water environments where commercial fishing activity occurs represents a design challenge to protect cables, sensors, and electronic assemblies. These devices are connected by hybrid telecommunications cables at great depths and are subject to threats which may include trawl gear, pots, long lines and related fishing equipment which interact with the ocean bottom.

In addition to Navy tracking sensors, there is a demand for data in areas where fishing activity is a serious concern. Further research is needed for the development of Trawl Resistant Bottom Mounts (TRBMs) enclosures that can be adapted to house a variety of sensor packages designed for protecting oceanographic instrumentation from trawler gear. These instrument platforms should be suited for use with up looking sensors such as, hydrophones, Acoustic Doppler Current Profilers and provide sufficient space for other instrumentation including seismic and other measurement sensors. Universal housings offering these capabilities are of significant interest to the oil and gas ocean mining industries as well as research communities for ocean exploration, monitoring and environmental research. The threat of bottom trawling is universal. An example of this is illustrated with the Monterey Bay Aquarium Research Institute (MBARI) implementation of the Monterey Accelerated Research System (MARS). MARS is the first deep-sea cabled observatory offshore of the continental United States. There is the desire to extend ocean observatory applications to shallow water environments while protecting the infrastructure from fishing threats.

Innovative approaches to protective technologies and installation methods for mitigating threats to distributed undersea acoustic tracking instrumentation are sought. Proposed solutions may consider the integraton of a combination of mechanical materials to provide a low profile device to minimize entanglement, snaring, movement or damage from fishing equipment while maintaining a clear wide band acoustic aperture for range tracking and communications signals. Instrumentation packages consist of electronic assemblies measuring acoustic signals which transmit to shore processing facilities by fiber optical cables. The ability to maintain a viable acoustic sensor performance aperture over the entire acoustic field of view, i.e. +/- 80 degrees from vertical, is judged a key challenge for this effort. These performance requirements are unique to the navy''''s undersea tracking systems. There are two areas especially where existing systems are insufficient. First, the protection hardware is designed for single, stand-alone instrumentation packages that are not physically interconnected with cables. This is a dramatic design challenge, both mechanically and from an installation perspective. Second, the acoustic response pattern for undersea tracking requires responsiveness in all directions. Existing protective devices such as those for Acoustic Doppler Current Profilers only look upwards through the water column with an acoustic 'beam'.

Developed devices must be capable of integration and installation with distributed sensor systems in water depths from 100 to 2000 feet in depth with integrated power and instrumentation cables between sensors for power and data. Proposed designs should protect the instrumentation while preserving the acoustic detection and transmission functionality necessary over bandwidths from nominally 100 Hz to 50 KHz. Designs that are integrated pre-installation with the instrumentation should be considered along with capabilities that could be installed after the initial laydown of the tracking instrumentation and cable systems. This system should be capable of protecting instrumentation installed in water depths up to 2000 feet for a period up to 20 years or more.

PHASE I: Develop a concept for protecting undersea instrumentation against threats and hazards due to fishing activity. Perform analytical analysis to characterize the physical limits of these threats as an input to the design of the protective system. Demonstrate feasibility of the proposed conceptual designs, integration techniques and installation methods.

PHASE II: Develop a prototype protection system and demonstrate its ability to protect the undersea tracking instrumentation while preserving the acoustic, electrical and mechanical functionality of the nodes for their primary application. Develop detailed design drawings and demonstrate installation techniques and methods. Identify any specialized installation equipment.

PHASE III: Transition the technology to undersea training ranges to be situated in littoral environments where bottom fishing activity is present. Possible environments include locations off the Eastern coast of the continental United States, and Southern California off of San Clemente Island.

PRIVATE SECTOR COMMERCIAL POTENTIAL: This technology would be generally applicable to undersea instrumentation of any type in areas where commercial fishing activity is present.

REFERENCES:

1. Hansen, Kurt and Valdemarsen, John Willy, "Self-spreading ground gear – technical features and practical applications in demersal trawl gears" SINTEF Fisheries and Aquaculture, The North Sea Centre. Sept 2007

2. Kery, S and J.D. Irish, “Trawl Resistant Bottom Mounted Instrumentation: Developments and Results to Date,” Proc. Oceans ‘96, 640-645, 1996.

3. DeAlteris, J.; Vincent, H.; Kaiser, R., "A seabed platform for long-term monitoring in the littoral environment," OCEANS ''''96. MTS/IEEE. ''''Prospects for the 21st Century''''. Conference Proceedings , vol.3, no., pp.1237-1241 vol.3, 23-26 Sep 1996

4. Dessureault, J.-G.; Belliveau, D.J.; Young, S.W., "Design and tests of a trawl-resistant package for an acoustic Doppler current profiler," Oceanic Engineering, IEEE Journal of, vol.16, no.4, pp.397-401, Oct 1991

5. http://www.mbari.org/news/news_releases/2008/mars-live/mars-live.html

KEYWORDS: Undersea; Instrumentation; Acoustic; Fishing; Cables; Tracking

N092-100 TITLE: Analysis of Prognostic Sensor Technologies for MEMS Applications in Military

Systems

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

ACQUISITION PROGRAM: PMA-261, H-53 Helicopter Program, ACAT I PMS-408, JCREW Jammers ACAT I/II

OBJECTIVE: Explore the use of health management and prognostic sensor technologies in micro-electro-mechanical systems (MEMS) to facilitate sense and response logistics in military system applications

DESCRIPTION: A Micro-Electro-Mechanical System (MEMS) is the integration of mechanical elements, sensors, actuators and electronics on a common silicon substrate through micro fabrication technology. While the electronics are fabricated using integrated circuit (IC) process sequences (e.g., Complimentary Metal Oxide Semiconductor (CMOS), Bipolar, or BICMOS processes), the micromechanical components are fabricated using compatible "micromachining" processes that selectively etch away parts of the silicon wafer or add new structural layers to form the mechanical and electromechanical devices.

MEMS promises to revolutionize nearly every product category by bringing together silicon-based microelectronics with micromachining technology, making possible the realization of complete systems-on-a-chip. MEMS is an enabling technology which allows for the development of smart products; augments the computational ability of microelectronics with the perception and control capabilities of micro sensors and micro actuators; and expands the space of possible designs and applications. Because MEMS devices are manufactured using batch fabrication techniques similar to those used for integrated circuits, unprecedented levels of functionality, reliability, and sophistication can be placed on a small silicon chip at a relatively low cost.

The health of military equipment platforms is affected by their severe use profiles over a wide range of application environments and these affects are known. The amount of useful life left in systems aboard the platform (via prognostic estimation) can be greatly aided by historical temperature, humidity, shock-vibration data and stress-strain data. A MEMS system that could log this data as part of the platform would greatly improve life cycle cost and operational effectiveness issues concerning such systems.

This research will start with a technology road map for the integration and miniaturization of such technologies leading to the demonstration on an EW system such as Joint Counter Radio Controlled Improvised Explosive Device Electronic Warfare (JCREW) and rotary wing aircraft such as the CH-53.

PHASE I: Investigate and identify the scientific merit and capabilities of the proposed technologies and manufacturing processes for making health management and prognostic data collection feasible at the miniature level via MEMS technology. Provide an initial specification for a MEMS device with nominal sensor capabilities to facilitate off-board analysis of data for prognostic (remaining useful life) estimations for Navy Rotary Wing Platforms and JCREW EW system applications. .

PHASE II: Develop and test of a pre-production prototype module capable of measuring temperature, humidity, stress-strain and shock with the cost, power, and form-factor targets specified in Phase I.

PHASE III: Manufacturing of full-production MEMS modules for integration with Navy and other DoD Rotary Wing Platforms. In addition, produce miniature MEMS sensor systems with a serial (SPI or I2C) bus for condition monitoring of various DoD systems including avionics, aircraft engines and hydraulic and mechanical systems in rotary wing platform applications and EW systems in ground mobile platforms. A goal of the program is to obtain a device when fully packaged with the power source (battery) would be no larger than 0.5 cubic inches.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Potential is enormous as it relates to applications beyond military applications. MEMS health management and prognostic technology can be applied beyond data collection and analysis for just military platforms and be used in a real-time way for active systems health management and prognostics. This can apply to other military platforms as well as their counterparts in commercial industries.

REFERENCES:

1. W. Bracke, P. Merken, R. Puers, C. Van Hoof, “Generic Architectures and Design Methods for Autonomous Sensors,” vol. 135, no. 2, April 2007, pp. 881-888.

2. T.B. Tang, E. A. Johannessen, L. Wang, A. Astaras, M. Ahmadian, A. F. Murray, J. M. Cooper, S. P. Beaumont, B. W. Flynn, D. Cumming, “Toward a Miniature Wireless Integrated Multisensor Microsystem for Industrial and Biomedical Applications,” IEEE Sensors Journal, vol. 2, no. 6, Dec. 2002, pp. 628-635.

3. A.J. Mason, N. Yazdi, A.V. Chavan, K. Najafi, and K.D. Wise, “A Generic Multi-Element Microsystem For Portable Wireless Applications,” Invited Paper, Special Issue of Proceedings of the IEEE, vol. 86, no. 8, pp. 1733-1746, August 1998.

4. Marotta, Stephen A., et al, Predictive Reliability of Tactical Missiles Using Health Monitoring Data And Probabilistic Engineering Analysis, First International Forum on Integrated System Health Engineering and Management in Aerospace, November 7-10, 2005, downloadable at: http://ic.arc.nasa.gov/projects/ishem/Papers/Marotta_Munitions.doc

5. Valentine, R.; Holmes, R., “Real Time Data Management in Prognostic Systems”, Aerospace Conference, 2007 IEEE, Volume, Issue, 3-10 March 2007 Page(s):1 – 5.

6. Vachtsevanos, George, Lewis, Frank L., Roemer, Michael, Hess, Andrew and Wu, Biqing, “Intelligent Fault Diagnosis and Prognosis for Engineering Systems”, Wiley-VCH, 2006.

7. N. Yazdi, ”CMOS Interface Circuitry and Electromechanical Modeling of A Precision Silicon Accelerometer,” Invited Talk, MEMS Interface Circuits Workshop, sponsored by IEEE Solid-State Circuits and Technology Committee, Arlington, VA, Oct. 1999.

8. A.J. Mason, N. Yazdi, A.V. Chavan, K. Najafi, and K.D. Wise, “A Generic Multi-Element Microsystem For Portable Wireless Applications,” Invited Paper, Special Issue of Proceedings of the IEEE, vol. 86, no. 8, pp. 1733-1746, August 1998.

KEYWORDS: Sensors; prognostics; health management; EW, airborne; rotary wing;

N092-101 TITLE: Electromagnetic Scattering Effects of Sea on the Radar Cross Section (RCS) of

Small Boats in Littoral and Deep Ocean Environments.

TECHNOLOGY AREAS: Sensors, Electronics, Battlespace

ACQUISITION PROGRAM: PMA –290, Maritime Patrol and Reconnaissance Aircraft

OBJECTIVE: Accurately simulate deep ocean and littoral environment sea surfaces to be used with modern computational electromagnetic (CEM) tools for detection, tracking, discrimination and classification of small boats.

DESCRIPTION: Attacks on the U. S. fleet by small boats in littoral environments is of great concern to the U. S. 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 and its presence has a noticeable effect on the ocean surface profile; thus, any effort at EM modeling and simulation (EMMS) must involve a sizeable patch of the surrounding ocean. Modeling tools developed for ocean surface scattering are too specialized to be used with modern CEM tools that predict the RCS of arbitrarily shaped targets, including small boats. Most CEM tools in the frequency domain (both exact-physics and high-frequency varieties, as well as hybrids of the two) require that the target be described in terms of surface patches. These patches, at this time, are either flat triangles or bilinear quadrilaterals. We need a similar description of the surrounding sea for gravitational, capillary and, possibly, near-breaking and breaking waves. This will allow for these CEM codes to perform RCS analysis of boats in the presence of the sea. We recognize the fact that the description of the sea in such a simple way may not provide as good information about sea scattering as a specialized code. It will, however, allows us to perform EMMS of a boat in the presence of the sea. In any case, the models developed should closely resemble the real situation. Simplistic models (e.g., a sinusoidal sea) will not be considered.

PHASE I: Using existing knowledge of sea behavior (littoral and deep ocean), develop methods that represent the sea surface in terms of patches, as described above. These patch models should be representative of sea conditions to be specified by the vendor. The end-user should be able to specify environmental conditions (as defined by vendor) and end up with a sea surface model. Account for the effect of the boat motion on the sea profile. Evaluate possible alternatives and formulate a final plan for Phase II.

PHASE II: Based on the Phase I results, develop a software program that generates different sea surfaces. The user should interface with this program through a fully developed GUI. Graphical outputs of the sea surface should be available. They should be based on a Non-Uniform Rational B-Spline (NURBS) description of the surface. The program should have the capability of turning such a surface into a mesh of flat triangles and bilinear quadrilaterals. It should also have the capability of generating a sequence of similar surfaces for pseudo-statistical analysis use. All models developed should be exportable at least as NURBS, triangles and quadrilaterals for use in established CEM codes. NAVAIR will advise on this matter. The deliverable will be a beta version of the code, together with a full electronic user’s manual and “getting started” examples.

PHASE III: Refine the code developed in Phase II. Finalize the technology and transition to the fleet.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The technology developed will find applications in detecting drug-trafficking small craft, and in large sea mammal migration.

REFERENCES:

1. https://www.feko.info/index.html

2. http://www.wipl-d.com/

3. http://www.saic.com/products/software/xpatch/

4. A. L. Maffett, "Statistical Description of Radar Cross Section". New York: Wiley, 1989.

KEYWORDS: Sea Profile; Sea Scattering; Computational Electromagnetics; Electromagnetic Modeling and Simulation; Small Craft; Detection, Tracking and Identification

N092-102 TITLE: Broadband, lightweight, low profile passive phased array

TECHNOLOGY AREAS: Air Platform, Sensors

ACQUISITION PROGRAM: PMA 290 Multi Mission Aircraft

OBJECTIVE: Design and develop a single, broadband, lightweight, low profile passive phased array antenna capable of operating across an ultra-wide frequency band to meet requirements listed below for manned and unmanned air vehicle applications. The technology needs to show innovation in research and design with improvement in the following categories over currently fielded designs: weight, depth, aperture efficiency and response linearity.

DESCRIPTION: Current passive, phased array antennas are heavy, bulky and often exhibit poor aperture efficiency and response linearity when attempting to design them to cover large RF bandwidths. Innovative, passive phased array antennas need to be developed that possess improved physical profile / performance characteristics to support multiple USN developmental programs.

The following are design goals for the passive phased array antenna:

-- Frequency coverage: 350 MHz to 6 GHz

-- Gain: Nominally 25 dBil with less than 8 dB of absolute gain ripple and gain variance in performance across the frequency band with some degradation in absolute gain levels expected at the lower frequencies.

-- Polarization: Two orthogonal polarizations +/- 45 degrees desired, with selectable and summed outputs. Polarization responses should track each other within 3dB across the required frequency band.

-- RF outputs: 8 (eight) independent and phase matched RF outputs per polarization (a total of 16) from the antenna are desired

-- Degrees of freedom: Be capable of driving a minimum of 7 nulls while maintaining gain in a commanded direction when the antenna outputs are processed via algorithms such as MUSIC.

-- Beamforming: Static, beamformed, Field of Views (FOVs) on the order of 10 degrees across the spectral range are desired. Performance degradation is permitted somewhat at the lower frequency ranges according to the required physical dimensions.

-- Sidelobe, backlobe and grating lobes: Non-mainbeam lobes suppression of at least -15dB of the main lobe gain while the mainbeam is steered to any position within its Field of Regard (FOR) is desired

-- FOR: +/- 60 degrees from boresight in the horizontal plane

-- FOV: +/- 20 degrees from boresight in the vertical plane

-- Maximum Physical dimensions: 16”x 76”x 3”

-- Total weight: < 40 pounds

-- Electrical characteristics: 50 ohms impedance, VSWR < 2.0:1

The design must be compatible with mounting on surface and airborne assets.

PHASE I: Demonstrate proof-of-concept aperture design using either computer modeling and/or fabrication of a prototype array with limited measured data.

PHASE II: Develop, fabricate and demonstrate prototype (laboratory model) array to design goals. If prototype was developed in Phase 1, further maturation of the design is expected. In either case, performance is to be demonstrated in range and/or chamber testing. Develop electronics to allow beamforming/steering with array.

PHASE III: Transition developed antenna technology to the fleet via airborne integration, operation, performance evaluation testing.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Technology developed under this effort will have potential applications to commercial manned and unmanned air/surface/sea vehicles, and multi-mission aircraft where light, low-profile, high bandwidth antennas are required.

REFERENCES:

1. J. L. Volakis (ed.), Antenna Engineering Handbook, 4th Ed., Chap. 24, J. J. Lee, "Ultra Wideband Arrays", (New York: McGraw-Hill. 2007).

2. C. A. Balanis (ed.), Modern Antenna Handbook, 1st Ed., Chap. 12, W. F. Croswell, T. Durham, M. Jones, D. Schaubert, P. Friederich and J. G. Maloney, “Wideband Arrays”, (John Wiley and Sons, Inc., 2008).

3. R. J. Mailloux, Phased Array Antenna Handbook, Boston: Artech House, 1994.

KEYWORDS: Wideband antenna; passive; beam forming; null suppression; beam steering; array

N092-103 TITLE: Multi-Sensor Automated Ship and Small Craft Classification Tools

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

ACQUISITION PROGRAM: Maritime Patrol and Reconnaissance; Multi-Mission Tactical Unmanned Air;

OBJECTIVE: The goal of this project is to explore innovative techniques that will provide a robust multi-sensor classification tool to assist sensor operators in rapidly and accurately classifying ships and small boats in the littoral.

DESCRIPTION: The current state of the art in assisted target recognition separately processes individual image frames from each sensor and forms a decision based on the weighed sum of classification confidence from each of the different imaging modalities. It is the goal of this effort to simultaneously process both Inverse Synthetic-Aperture Radar (ISAR) and Electro Optical/Infrared (EO/IR) in real time to refine tracking of individual scatters on the target which in turn may allow further refinement of the motion model and result in improved target dimension estimation and visual representation.

ISAR processing algorithms track multiple point scatters over time for the purpose of focusing the final image. Many of these algorithms use the migration of individual scatters over time as inputs to the motion model whose results are then used in the focusing process. The primary goal of the ISAR motion model is to estimate the acceleration field parameterized by Doppler frequency, range, and time. The resulting motion model is generated by a best fit of the acceleration of the set of point target scatterers to the physically realizable rigid body motion of the craft. It is obvious that any number of events may ruin this fit and acceleration calculation. Clutter or sidelobe false targets may contaminate our list of target features, the target features present may result in a singular solution, or there simply may be too few detected target features. The focus of the final image frame may be compromised if based only on the set of target scattering points detected during the integration time.

In many instances simultaneous ISAR and EO/IR imaging of the same vessel is possible. The desire is to investigate the possible improvements in the quality of the ISAR motion model when information from the tracking of individual structures in azimuth and elevation obtained from the EO/IR sensor is merged with the range and Doppler information on individual scatters. This may assist the accuracy and stability of the coefficients across trouble spots and smooth the fluctuation of coefficients from image frame to frame.

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 must be able 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 and NAVAIR in order to gain access to classified information pertaining to the national defense of the United States and its allies; this will be an inherent requirement. The selected company will be required to safeguard classified material IAW DoD 5220.22-M during the advance phases of this contract.

PHASE I: Perform a detailed analysis assessing the value of merging information from the tracking of individual structures in azimuth and elevation obtained from the EO/IR sensor with the range and Doppler information on individual scatters from the radar to improve the quality of the ISAR motion model. Develop a test plan that addresses performance metrics for use during Phase II testing.

PHASE II: Design and demonstrate that the proposed algorithmic approach can improve ISAR motion model accuracy in the presence of imperfect data. The demonstration and refinement shall be undertaken using either available or DoD provided data sets.

PHASE III: Work with radar system manufacturers to transition the technology to the Fleet.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The general methods developed could be applicable to a wide range of feature classification needs ranging from those of homeland security to the medical field.

REFERENCES:

1. K. Kawakami, H. Tanaka and K. Yamamoto, 3D Object Recognition using ISAR Image, SICE Annual Conference in Sapporo, August 4-6,2004, pp. 204-207

2. Paul J. Withagen, Klamer Schutte, Albert Vossepoel, and Marcel Breuers, "Automatic classification of ships from infrared (FLIR) images", Signal Processing, Sensor Fusion, and Target Recognition VIII, SPIE Proceedings Vol. 3270, Orlando, USA, 1999, pp. 180-187.

KEYWORDS: Inverse Synthetic Aperture Radar; Automatic Target Recognition; Ship and Small Craft Classification; Electro-Optic Sensor; Multi-Sensor; Littoral

N092-104 TITLE: Advanced Real-Time Imagery Fusion for Targeting and Mission Planning Using

Volumetric Display

TECHNOLOGY AREAS: Information Systems, Battlespace, Human Systems, Weapons

ACQUISITION PROGRAM: PMA 281 Joint Mission Planning System and Tomahawk Command and Control;

OBJECTIVE: Develop innovative volumetric visualization technology using a real-time 3 dimensional (3D) display within a laptop environment using either holographic, pseudo-holographic or another emerging 3D techniques.

DESCRIPTION: There is increasing importance on the accuracy and timeliness of high-value weapons targeting and mission planning of all types. This is especially true in maritime as well as unconventional and urban warfare where the strike opportunity window is short and the target itself is mobile and/or partially shielded by sensitive civilian infrastructure. To maximize the effect of ground, sea, and air-forces while minimizing their exposure to hostile fire, commanders and planners need high-quality real-time volumetric visualization of the battlespace and the ability to view the battlespace from multiple concurrent perspectives. The ability to generate live 3D battle simulations using both live and synthetic source imagery will substantially improve the quality of computer augmented war gaming and training.

The visualization system must accept live or synthetic 2 dimensional (2D) and 3D image/data sources, such as video, stereoscopic video, Radar, Sonar, EO/IR and others and fuse it into a high-fidelity volumetric image. The displayed image must have sufficient fidelity and resolution to extract useful targeting data (latitude, longitude, and elevation) and supporting information and the ability to overlay/embed computer generated object images for mission planning, battle simulation, and training.

Current 3D visualization technologies do not allow extraction of geospatial data from the generated image. Within the augmented reality domain currently, available systems do not allow concurrent view of the same scene from multiple perspectives which limits utility for mission planning and war gaming. An additional limitation on current advanced visualization technologies is their demand for extremely high computational performance. A practical system must have a sufficiently small deployment footprint (size, power, support) and generate the volumetric display in real-time to enable it’s used with forward-deployed or expeditionary forces.

PHASE I: Determine the technical and operational feasibility of developing a deployable advanced 3D volumetric image information visualization display system that has sufficient capability, resolution, and accuracy to extract targeting information from the image and to allow its use for mission planning and augmented reality training. The system must have sufficient processor throughput performance to allow real-time image generation and display

PHASE II: Design, develop, and demonstrate a prototype system that: 1) accepts and fuses multi-sensor, multiphenomena live 2D image sources generating a real-time 3D volumetric image display; 2) integrates geospatial data into the generated 3D image; 3) integrating computer synthesized images (augmented reality) into the generated 3D image; and 4) allowing extraction of accurate geospatial data from the generated image. Evaluate the effectiveness, performance characteristics, and reliability of the prototype system and the overall approach.

PHASE III: Sufficiently mature the prototype capability for use in Tomahawk Land Attack Missile (TLAM) mission planning and targeting, manned and unmanned air strike mission planning, ground force mission planning, and battle simulation and training.

PRIVATE SECTOR COMMERCIAL POTENTIAL: Potential commercial and non-military applications include air traffic control, scientific visualization, medical training, remote surgery, telemedicine, high-end game consoles, teleconferencing, and video entertainment.

REFERENCES:

1. 3D Display Offers Glimpse of Future Media, November 2008; http://www.physorg.com/news145514544.html

2. http://library.wolfram.com/infocenter/Conferences/5399/

3. http://wordpress.com/tag/holographic-display/

4. Philips introducing 52-inch 1080p 3D display, June 2008; http://mobile.mit.edu/en/blog/wowvx-3D-display-philips

KEYWORDS: 3D imagery; information visualization; mission planning; battle simulation; battlespace; targeting

N092-105 TITLE: Measurement Methods for Phased-Array Jammers

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

ACQUISITION PROGRAM: PMA-265 E/F-18 Growler

OBJECTIVE: Develop innovative methods to measure high power, wide band, dynamic beams from phased-array transmitters for jamming.

DESCRIPTION: Phased-array transmitters can produce rapidly steerable beams whose beamwidth, polarization, power and beam shape characteristics are also rapidly adjustable. Phased-array based transmitters for jammers also require capabilities for wide bandwidth, multiple simultaneous and time shared beams. Conventional antenna and transmitter methods do not provide a means to measure these dynamic beam characteristics due to the wide bandwidths and the spatial diversity of the high power array transmitters. Indoor measurements, such as in anechoic chambers, are preferred over outdoor measurements due to their ability to contain the high power jamming signals and provide all-weather operation. However the limited size of the chambers and absorber imperfections result in near-field and multipath effects that must be corrected. Near real time measurement techniques are needed in order to evaluate and verify the beams produced by the array. Examples of potential measuring devices include arrays of wideband antennas or photonic sensors connected to specialized measurement receivers and processing to correct for any near-field and multipath effects.

The selected measurement method should provide real-time measurement of the phased-array dynamic beam formation characteristics including beamwidth, shape, power, gain, relative side/back lobe levels, polarization, steering, excess vertical standing wave ratio (VSWR) effects from antenna elements mutual coupling and the time required to form a beam. The method should also include the ability to assess multiple beams produced simultaneously. The measurement methods should also address the real-time measurements required to support system integration in a laboratory environment; these measurements may be performed at lower power.

PHASE I: Determine the feasibility of performing dynamic beam measurements of a phased-array jammer by investigating, analyzing and modeling various methods. Evaluate the key elements and technologies of the proposed measurement methods and provide comparative analysis including measurement time. For the various methods considered, determine which beam parameters should be evaluated at full power and which could be evaluated at low power with extrapolation of those results to full power.

PHASE II: Develop and demonstrate measurement systems to test with reduced power government furnished demonstration arrays at a government facility. The frequency range of the demonstration may be limited. The demonstration should include calibration and visualization capability and track the actual beam performance against the commanded beam. The measurement methods and systems should include correction for multipath and near-field effects.

PHASE III: Develop, demonstrate and deliver a complete measurement system capable of performing the full power dynamic beam measurements including beamwidth, shape, power, gain, relative side/back lobe levels, polarization, steering, excess VSWR effects from antenna elements mutual coupling and the time required to form a beam and providing the visualized output. Develop, demonstrate and deliver a complete measurement and data processing system for measuring beam parameters at lower power and the extrapolation of those results to full power. Transition the measurement system to the Next Generation Jammer Program or Active Electronically Steerable Array (AESA) based radars.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Development of high power RF measurements, measurement systems for multimode radars such as Air Traffic Control radars comprised of multiple beams.

REFERENCES:

1. Hess, D.Y., “Tutorial 3: Phased Array Antenna Measurements,” Hess, D.Y., IEEE International Symposium on Phased Array Systems and Technology, 15-18 Oct 1996 Page(s) 465-466.

2. K. Arunachalam a; P. Maccarini a; T. Juang b; C. Gaeta; P. R. Stauffer, “Performance evaluation of a conformal thermal monitoring sheet sensor array for measurement of surface temperature distributions during superficial hyperthermia treatments”, International Journal of Hyperthermia, Volume 24, Issue 4 2008 , pp. 313-325.

3. Simplified quadrant-partitioned array architecture and measure sequence to support mutual-coupling based calibration: United States Patent 5864317.

KEYWORDS: Phased-Array Transmitter; Jammer; High Power; Wide Band; Measurement; Beam

N092-106 TITLE: Analog to Information (A2I) Sensing for Software Defined Receivers

TECHNOLOGY AREAS: Information Systems, Sensors

ACQUISITION PROGRAM: PMA-272; Tactical Aircraft Protection Systems

OBJECTIVE: Develop high speed wideband digital sensing capability for digital RF receivers.

DESCRIPTION: Performance of current software defined radios (SDRs) is limited by the speed of analog to digital converters (ADCs). While ADC speeds are increasing very rapidly, the amount of data being generated by fast digitization is huge. Being able to process the data at the sensor would allow for a dramatic increase in the capability of a receiver by allowing processors to be utilized for detecting longer term patterns in the data. Electronic Attack (EA) is moving to smaller platforms like Unmanned Aerial Systems (UAS) and other portable packages. At the same time threats are becoming more sophisticated. We must therefore develop expanded capabilities that are lighter, use less power, yet remain flexible. This technology could play an important part in reaching these goals. The result of this effort is expected to be prototype hardware (perhaps FPGA based) or a high fidelity end to end simulation, or some combination thereof.

The Shannon/Nyquist theorems tell us that the sampling frequency of the sensor (ADC) must be at least twice the frequency of the signal for complete reconstruction. However the theory of Compressive Sensing (CS) or Analog to Information (A2I) relies on the fact that most signals are very compressible. For example, a pulsed Doppler radar signal can be described as a list of voltages sampled at a regular interval (a lot of data). Or, it can be described using a pulse data word (PDW) which states only frequency, pulse width and repetition interval (three pieces of data). Thus, the signal is compressible. Recent work provides a theoretical basis for this sensing and suggests that the hardware can be built.

PHASE I: Develop a concept for receiving pulsed Doppler radar signals. Prove feasibility of the proposed concept and include a detailed description of the limits of this technology, and quantify any tradeoffs between resolution and bandwidth.

PHASE II: Design and develop a standalone prototype system capable of detecting multiple signals widely separated by frequency in a lab environment. Test the technology against an existing receiver. Demonstrate the bandwidth improvement and document the overall system performance. While the initial part of this work may be unclassified, final demonstration on electronic warfare (EW) radar signals may be classified.

PHASE III: Integrate the developed technology with an Electronic Warfare (EW) platform to produce a stand-alone receiver set that can be demonstrated alongside existing receiver technology.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The developed technology applied to digital receivers could be useful in commercial digital wireless communications applications.

REFERENCES:

1. Richard Baraniuk, “Compressive sensing”. IEEE Signal Processing Magazine, 24(4), pp. 118-121, July 2007; http://www.dsp.ece.rice.edu/files/cs/baraniukCSlecture07.pdf

2. Sami Kirolos, et. al., “Analog-to-Information Conversion via Random Demodulation”, Proceedings of the IEEE Dallas Circuits and Systems Workshop, Dallas, TX, 2006.

KEYWORDS: Software Defined Radio; Analog to Digital Converter (ADC); Electronic Attack (EA); Analog to Information (A2I); Wideband Receivers; Sub-Nyquist sampling

N092-107 TITLE: Power Harvesting Systems for Use with In-water Instrumentation

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

ACQUISITION PROGRAM: PMA-264, Air Anti Submarine Warfare Systems

OBJECTIVE: Develop innovative transducers that eliminate the need for batteries through the generation of electricity by virtue of exploiting and converting various forms of energy that surround us on a daily basis.

DESCRIPTION: The Navy has an immediate and continuing need for at-sea training systems. The primary operational constraint for portable, autonomous sensor systems is currently battery power. As a result of limited operational durations, battery based systems must be recovered, repowered and redeployed at considerable operational time and expense. Furthermore, large scale systems requiring more power call for lengthy power cables to shore locations which can be costly and environmentally unfriendly. Resulting training locations become fixed and installation costs are high. Installed in-water sensors with autonomous power sources could benefit navigation, communications, and sensor systems. Successful development of an effective power harvesting system would enable the design of low cost, portable and sustainable instrumented training ranges that could be rapidly deployed in threat representatvie locations.

Power harvesting solutions for small autonomous devices, like those used in sensor networks are sought. These systems are often very small and require little power, but their applications are limited by the reliance on battery power. Successful scavenging of energy from ambient vibrations, heat, light, salinity gradients, or water movements such as tides, waves, or currents could enable smart sensors to be functional for prolonged periods of time. Proposed methods for harvesting energy to produce sustainable autonomous power from a range of 10 Watts to 1 KWatt for a period of 2-20 years are of interest. Solutions must be developed for systems deployed from at or near the ocean surface to the ocean bottom in water depths that might range from 100 feet to greater than 5000 feet. Systems that are not physically secured to their location must incorporate a means for remaining in situ.

PHASE I: Define and demonstrate feasibility of a methodology for harvesting energy from an at-sea environment. Develop analytical models for detailed analysis of predicted performances of various conceptual designs.

PHASE II: Design and develop a prototype and demonstrate the operation meets the defined performance criteria stated in the description above.

PHASE III: Extend the phase II prototyping efforts and proceed with a design for manufacturing. Integrate the technology with ongoing range instrumentation programs.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Ocean based alternative energy sources have world-wide implications for ocean monitoring applications, energy conversion, and related applications.

REFERENCES:

1. S. Shearwood and R. B. Yates, “Development of an electromagnetic micro-generator,” Electron. Lett., vol. 33, pp. 1883–1884, Oct. 1997.

2. R. Amirtharajah and A. P. Chandrakasan, “Self-powered signal processing using vibration-based power generation,” IEEE J. Solid State Circuits, vol. 33, pp. 687–695, May 1998.

3. W. J. Li, G. M. H. Chan, N. N. H. Ching, P. H. W. Leong, and H. Y. Wong, “Dynamical modeling and simulation of a laser-micro-machined vibration-based micro power generator,” Int. J. Nonlinear Sci. Simulation, vol. 1, pp. 345–353, 2000.

4. S. Meninger, J. O. Mur-Miranda, R. Amirtharajah, A. P. Chandrakasan, and J. H. Lang, “Vibration-to-electric energy conversion,” IEEE Trans. VLSI Syst., vol. 9, pp. 64–76, Feb. 2001.

5. P. Miao, A. S. Holmes, E.M. Yeatman, T. C. Green, and P. D. Mitcheson,“Micro-machined variable capacitors for power generation,” in Proc.Electrostatics ’03, Edinburgh, U.K., Mar. 2003.

KEYWORDS: Power Harvesting; Sensors; Autonomous; Pyroelectric; Electrostatic; Energy Harvesting

N092-108 TITLE: Single Crystal Transducer Technology for Undersea Tracking Ranges

TECHNOLOGY AREAS: Ground/Sea Vehicles, Sensors

ACQUISITION PROGRAM: PMA-264, Air Anti Submarine Warfare Systems

OBJECTIVE: This project will provide the research and design for application of single crystal lead magnesium niobate-lead titanate (PMN-PT) to undersea tracking ranges.

DESCRIPTION: Undersea tracking is used to monitor and assess the performance of submarines, torpedoes, ships and targets conducting tests and exercises on weapon system performance. They are also used to evaluate crew efficiency during training exercises. The ability to track these platforms is based on the transmission of coded signals to and from instrumentation installed on the ocean bottom. The quantity of instrumentation is dependent largely on the sensitivity of the sensors, the power level transmitted and the signal degradation caused as sound travels through the water. Current state-of-the-art piezo-electric ceramic transducers are limited by depth, bandwidth, and life cycle.

Innovative solutions are sought that would increase the sensor performance through the use of a newly developed transducer material. This material (lead magnesium niobate-lead titanate (PMN-PT), commonly known as single crystal), demonstrates the potential to provide greater sensitivity, power and bandwidth versus traditional materials. If these characteristics can be harnessed, it would enable the design of tracking systems requiring a smaller quantity of sensors reducing the system's acquisition cost. The challenge of this topic comes from the application of PMN-PT to meet the unique transducer performance requirements for undersea tracking ranges. Viable designs should exhibit the following characteristics: acoustic receiver sensitivity of -195 dB re uPa or better; acoustic receiver bandwidths from 8 KHz - 45 KHz (minimum) and 100 Hz to 75 KHz (goal); acoustic source levels of 195 dB re 1 uPa or greater; source bandwidths from 8 KHz - 14 KHz (minimum) and 2 KHz - 20 KHz (goal); operating depth to 6000 feet (minimum) and 20,000 feet (goal); transmission duty cycles capable of continuous transmissions for 30 seconds at a 50% duty cycle indefinitely (30 seconds on, 30 seconds off) indefinitely; nominal operating life of 20 years.

PHASE I: Demonstrate proof-of-concept of proposed design. Analyze performance predictions of beampatterns, sensitivity, power efficiency, bandwidth, operating depth, operating duty cycle and output power level.

PHASE II: Develop a prototype tranducer and test the design. The prototype should be tested to characterize all aspects of its performance. System interfaces should be defined for integration in range designs including electrical parameters for both transmission and reception and mechanical mounting and protection for deep ocean environments.

PHASE III: Transition the use of the single crystal technology from Phase II as the basis for Undersea Warfare Training Range system design. This will include direct reflection and use of the capabilities to implement the transmit and receive functionality required to monitor and track vehicles operating on the range.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Acoustic sub-bottom profiling is performed by energy companies and researchers to characterize sedimentation, silt depositions and ocean bottom structure. These devices use sonar sources operating from a few Hz to 10s of KHz (10 - 40 KHz in one example). This frequency range substantially overlaps the Navy's frequency band of interest since most tracking range designs cover a 50 Hz - 40 KHz band.

REFERENCES:

1. Harold C. Robinson, James M. Powers, and Mark B. Moffett, "Development of broadband, high power single crystal transducers," Proceedings of the 2006 SPIE International Symposium on Smart Structures and Materials, in press (2006).

2. Advanced Piezoelectric Single Crystal Based Transducers for Naval Sonar Applications. Snook, K.A.; Rehrig, P.W.; Xiaoning Jiang; Hackenberger, W.S.; Meyer, R.J.; Markley, D., Ultrasonics Symposium, 2005 IEEE. Volume 2, Issue , 18-21 Sept. 2005 Page(s): 1065 - 1068

3. Single Crystal Cylinder Transducers for Sonar Applications. Robinson, Harold; Stevens, Gerald; Buffman, Martin; Powers, James. Acoustical Society of America Journal, Volume 117, Issue 4, pp. 2447-2447 (2005).

4. Single Crystal Naval Transducer Development. Powers, J.M.; Moffett, M.B.; Nussbaum, F. Applications of Ferroelectrics, 2000. ISAF 2000. Proceedings of the 2000 12th IEEE International Symposium on Volume 1, Issue , 2000 Page(s):351 - 354 vol. 1.

KEYWORDS: Transducers; Sensor; Acoustic; Single Crystal; Tracking; Undersea

N092-109 TITLE: Improved Stability of Double Base Propellants

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

ACQUISITION PROGRAM: PMA-201, Precision Strike Weapons Program Office

OBJECTIVE: Reduce stabilizer depletion rates of double-base propellants in order to increase elevated temperature resistance and exposure requirements at or above 200°F.

DESCRIPTION: Current Navy Cartridge Actuated Devices (CADs) and Propellant Actuated Devices (PADs) use double-base propellants as either a main energetic output charge or an intermediate gas generating energetic charge. Elevated temperatures have long been known to produce degradation in both the service life and ballistic performance and can lead to a potential cook off safety hazard when stabilizer depletions rates are exacerbated through high temperature environmental exposure. A need exists to address these concerns and to improve double-base propellant safe life characteristics through innovations related to the long standing chemical problem of the complex reaction mechanisms known as nitrate ester degradation and its control through chemical stabilizer interaction. During storage of double-base propellants at elevated temperatures, the stabilizer reacts more and more with the nitrogen oxides (NOx) released by the nitrate esters (nitrocellulose and nitroglycerin) present in the propellant until it has depleted completely. Although the decrease of the primary chemical stabilizer is accompanied by the additional formation of daughter stabilizer reaction products which also possess a residual stabilization capability, the depletion of the primary chemical stabilizer can lead eventually to autocatalytic decomposition of the propellant, self-heating, and cook-off. The need exists for increased propellant performance to support missions requiring high duty cycles at elevated temperatures and years of operation. The most commonly used double-base stabilizers are Diphenylamine (DPA), 2-Nitrodiphenylamine (2-NDPA), and Ethyl Centralite (EC).

PHASE I: Investigate and identify double base propellant stabilizer depletion reaction rate kinetics and define, determine and prove feasibility of innovative and novel approaches for reducing stabilizer depletion rates in double base propellants at elevated temperatures.

PHASE II: Based upon Phase I results, formulate, develop and test proposed materials, processes and approaches for reducing double base propellant stabilizer depletion rates. Characterize ability of propellant composition to withstand elevated temperature exposure to 200°F high heat service exposure environment. Demonstrate developed technology on selected Navy cartridges and/or rocket motors (e.g., NACES Primary Cartridge, F-18 Parachute Drogue Rocket Motor)

PHASE III: Transition technology to the fleet.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Potential market for technology exists in commercial automotive safety restraint application (e.g., seat belt pretensioner, side impact inflator), gun ammunition, etc. This system has direct applicability to commercial automotive airbag safety systems including seat belt pretensioner systems, driver side, passenger side, and side impact airbag inflator system applications as well as ammunition and in numerous solid propellant gas generator systems (airline inflatable slides, cartridge driven power tools, etc.).

REFERENCES:

1. Mitchell, Kermit J., et al, Effects of Desert Thermal Environment on Army Propulsion Systems, U.S. Army Missile Command, Redstone Arsenal, AL https://webdatabase.cpia.jhu.edu/cpin/PIRS/template.php

2. Ark, Fun and Robertson, Dudley, Treatment of Accelerated Aging Data using First Order Reaction Equations, Picatinny Arsenal, Picatinny, NJ, https://webdatabase.cpia.jhu.edu/cpin/PIRS/template.php

3. Volk, F., Life Determination of Doublebase Propellant for Inflator Systems, Fraunhofer-Institut fur Chemische Technologie, ICT, D-76327 Pfinztal, FRG

4. Drummond, J., Lawhon, J., et al, Spheroidal Propellant Stabilizer Studies, St. Marks Powder, General Dynamics Company, CPIA, 30th Propellant Development & Characterization Subcommittee Proceedings. http://www.jannaf.org/meetings.php

KEYWORDS: Double-base propellant; stabilizer degradation; accelerated aging; diphenylamine; 2-nitrodiphenylamine; ethyl centralite

N092-110 TITLE: Safe, High-Power Battery for Sonobuoys

TECHNOLOGY AREAS: Ground/Sea Vehicles, Sensors, Electronics

ACQUISITION PROGRAM: PMA-264; Advanced Extended Echo Ranging

OBJECTIVE: Develop a safe, high-power, high-energy density battery for antisubmarine warfare (ASW) systems.

DESCRIPTION: As the likelihood of regional conflict increases, the US Navy must be prepared to detect quiet submarines in highly cluttered, shallow coastal waters. Such environments are noisy, making submarine detection very difficult. There is increasing interest in off-board distributed sensor systems, including sonobuoys, employed in multi-static configurations to maintain ASW capability in harsh environments. Greater sonar range capability and longer sonobuoy life would offer significant improvement in operational effectiveness. Increased range can be achieved with greater battery energy and power density. A battery that can deliver high power pulses (up to 10 seconds) for long periods of time would be beneficial.

In the past, the lithium/sulfur dioxide system has been used for this application, but there is safety issues associated with this system. When a module of cells is subjected to high current drains, the cell temperature rises considerably causing the venting of toxic fumes. The goal is to develop an electrochemistry and battery design that will be able to withstand high power pulses and not vent toxic gases. A solid cathode material is preferred, but other innovative solutions will be considered.

The battery must have a minimal life of five years and perform as well as the lithium/sulfur dioxide battery comprised of Saft LO43 cells. The battery must be capable of delivering at least twenty, 10-second pulses (10% duty cycle) at discharge levels of 5,500 watts, and have a minimum load voltage of 65V, preferably higher. The dimensions must be no greater than 4.75” outer diameter by 10” length and weigh no more than 8.6 kg., and it must be able to meet Navy environmental and safety requirements.

PHASE I: Develop, design, and prove feasibility of cell technology to meet program goals. Build and test modules consisting of the cells packaged in hard metal casings. Provide a detailed design and analysis showing the potential performance of the proposed full size device. Provide a detailed estimate of the cost of production units. (Assume 10,000 units per year.).

PHASE II: Fabricate and demonstrate three, prototype sonobuoy battery modules. Modules should be at least 1/3 the size of the sonobuoy battery. Update estimates of production costs. Delivery of at least one prototype module to Navy for testing and module specifications will be required.

PHASE III: Demonstrate production feasibility. Initiate commercial automated production of these new batteries at an affordable cost. Construct and test additional prototype devices for alternative applications. Transition technology to the fleet.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Several commercial industries could benefit from this battery technology. Demand comes from industry such as portable power-tools, toys, portable multi-media products, etc. Any product that utilizes a primary battery as a power source would benefit.

REFERENCES:

1. P.B. Keller, P.H. Smith, C.S. Winchester, S.D. James, and G.D. Zoski, “Sonobuoy Battery Development”, Proceedings 37th Power Sources Conference, Cherry Hill, NJ, 17-20 June 1996, p.321.

2. C.S. Winchester, H. Dejarnette, P .B. Keller, D. Cubbison, M. Sink, S. Charlton, G. Zoski, J. Gottwald, C. Keuneke, “Development and Performance Demonstration of a Very-High Power Sonobuoy Power Source”, Proceedings of the 40th Power Sources Conference, 10-13 June 2002, p.21.

KEYWORDS: Lithium; Battery; Sonobuoy; high-power, high-energy; solid-cathode

N092-111 TITLE: An Innovative In-Flight Refueling Probe Component that Eliminates Accidental

Overload of the Mast Assemble During Air Refueling

TECHNOLOGY AREAS: Air Platform, Ground/Sea Vehicles

ACQUISITION PROGRAM: F-35 Joint Strike Fighter

OBJECTIVE: Develop and demonstrate an innovative In-Flight Refueling probe that eliminates stress overload during aerial refueling.

DESCRIPTION: All receiver aircraft that utilize the Probe and Drogue must be protected against potential stress overload that may occur during the Air Refueling process. Malfunctioning tanker refueling equipment, excessive input load from the receiver or hose whip effects, which may occur during a normal air refueling operation, can create stress overloads that are transmitted via the hose to the receiver probe, resulting in damage to the hose, probe, drogue or all of the above. All platforms currently protect against permanent and catastrophic deformation by utilizing a break-a-way component between the applied load and the airframe structure. Thus, when the high (limit) load is reached the ‘weak link’ will detach to protect the aircraft. The ‘weak link’ can be designed into the mast itself (i.e. the mast will break before damage to the aircraft occurs) or, in the case of the F-35/Joint Strike Fighter, can be a dedicated design component that is installed between the nozzle and the mast assembly. The problem is, these detachable components are a source of Foreign Object Damage (FOD) and, if ingested into an engine intake, will likely cause an engine failure.

The goal of this SBIR is to research and develop an in flight refueling probe that is "flexible" in nature so as to absorb the loads applied through the hose, without fracturing or breaking away, thereby eliminating a source of FOD. Current "state of the art" in refueling is a probe that is extremely rigid so that it will transfer the loads through it to the airframe without breaking during normal loading. Additionally, a frangile point is designed in to break/fail at a given ultimate (overload) value, to protect the airframe from a significant overload event. The problem with this approach is that extremely high load values are still passed through the probe into the airframe, requiring large and heavy components in both the probe and the airfame, and a major source of FOD is created when the refueling probe breaks (a common event). Researching and thoroughly understanding the loads transferred through the refueling hose to the probe will allow the design of a flexible refueling probe. This is not simply a re-engineering effort of the existing probe, but an entirely new approach to aerial refueling probe design, where the probe would be designed to absorb the loads applied to it, without transferring significant loads to the supporting structure, and dampen the loads in the refueling hose. Additionally, this would prevent the need for a frangible location in the refueling probe, thus eliminating a source of FOD during the refueling event. By creating a point to absorb the loads during a refueling event, we could potentially eliminate the broken refueling hose event, and increase the overall safety of the aerial refueling event by an order of magnitude.

Significant testing and analysis will be required to research and assess the magnitude of loads transferred in an overload situation at all points in the system. Understanding the loads transferred through the system will allow a new flexible design to be created.

PHASE I: Research (test, modeling, simulation, analysis) the stress loads transferred from the tanker to the receiver, and vice versa, in an overload situation. Document the critical loadings. Develop an innovative concept that will be flexible to protect an aircraft platform against excessive stress loads to an air refueling probe assembly by dissipating those loads without detaching from the probe mast assembly.

PHASE II: Develop, optimize and demonstrate the approach formulated in Phase I. Evaluate the concept through the fabrication and testing of a sufficient quantity of test articles to verify the design concept.

PHASE III: Perform validation and certification testing to transition the approach to the Joint Strike Fighter and additional applications as appropriate.

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

REFERENCES:

1. MIL-A-19736A, Military Specification for Air Refueling Systems

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

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

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

KEYWORDS: Air-Refueling; FOD; Overload; Hose-Whip; deformation; Risk Reduction

N092-112 TITLE: Thermal Management System for Tactical Airborne High Power Laser

Applications

TECHNOLOGY AREAS: Air Platform, Sensors, Weapons

ACQUISITION PROGRAM: PMA242, Direct and Time Sensitive Strike Programs

OBJECTIVE: Develop, fabricate, and test a thermal management system that will be capable of cooling high power fiber lasers that will be deployed on tactical airborne platforms.

DESCRIPTION: The development and continued improvements of solid state high energy lasers (SSHEL) and their consideration for weapon applications will have many subsystems. The current wavelength of operation for SSHEL’s will be at 1.064 micron and will be a fiber laser array using a spectral beam combining (SBC) architecture. This fiber laser design has an electrical slope efficiency of 80%. The design also has a high efficiency laser pump diodes in development that will be > 65% electrical to optical efficient and operate at a temperature > 75 degrees C plus or minus 2 degrees C. The cooling required for a 25 kW laser output will be ~ 35 kW or 46 horsepower. Scale-up of the Phase I and Phase II design to cooling laser systems of 300 kW output power is also of interest, with weight and volume being paramount for a successful design. Designs for liquid to air (radiator-type) and liquid to material are of interest, with the main focus being on a radiator based cooling design for an airborne 30 kW laser system with an operational temperature of 70 to 80 degrees C. This will include operation in the vibrational and shock of tactical platforms. Phase II overall system weight must not exceed 200 lbs and 12 cubic feet for a laboratory environment. The control system must be compatible with the current fiber laser architecture and have turn-on times to stable operation of 10 seconds or less. Final goals will be to reduce the weight and volume further under Phase III funding with goals of <100 lbs and 8 cubic feet for 115 VAC, 400 Hz operation on airborne platforms. Innovative designs that address performance as well as total cost of an operational SSHEL will receive major consideration.

PHASE I: Develop a conceptual design and prove via modeling feasibility of an appropriate high efficiency, thermal management system that meets Navy tactical airborne requirements, see description section above with emphasis on a 30 kW laser system with an overall efficiency of 35%. Include methodology and predicted prototype performance that will demonstrate the proposed concept at the specified heat load, weight and volume. Using ambient air or jet fuel (JP-5) as the cooling heat sink and water/glycol-based coolant as the liquid for component heat extraction should be considered.

PHASE II: Develop and fabricate detailed designs for the high efficiency, thermal management system beardboard suitable for proof of concept testing in a laboratory environment. Conduct prototype testing demonstrating performance at specified performance parameters and weight and volume.

PHASE III: Further reduce weight and volume to the requirements in the description section above . Fabricate and install thermal cooling in Navy facility for testing and evaluation.

PRIVATE SECTOR COMMERCIAL POTENTIAL: Any application that has a requirement for a compact, high efficiency thermal management system, such as cooling for medical equipment and systems and ultrafast computer systems, will find potential for this technology.

REFERENCES:

1. "On-board Thermal Management of Waste Heat from a High-energy Device", Klatt, Nathan D., Air force Inst of Tech, 1 Mar 2008, http://handle.dtic.mil/100.2/ADA485398

2. "Thermal Management Research Studies. Volume 3. Heat Pipe in High-G Environment: Analysis, Design, and Testing", Ponnappan, Rengasamy, Universal Energy Systems Inc., 11 Sept 1996, http://handle.dtic.mil/100.2/ADA323828

KEYWORDS: High Energy Laser; Laser Weapons; Thermal Management System; Airborne Platforms; cooling

N092-113 TITLE: Universal Signal Matching for RF Threat Classification

TECHNOLOGY AREAS: Sensors, Weapons

ACQUISITION PROGRAM: PMA-265, Super Hornet, Hornet, and Growler, ACAT I

OBJECTIVE: Develop robust and dynamic methods that can be applied universally to classify threats from received RF signals.

DESCRIPTION: Today’s radars have complicated pulse patterns that require more accurate approaches to ensure a robust classification of the detected signal. The goal of this project is to enhance signal matching algorithms for classifying signals received by modern digital wideband electronic warfare (EW) receiver systems. Automated methods of generating a library of threat signatures that can be applied to a variety of electronic attack (EA) platforms are also desired. To obtain the best classification possible for wideband emitter identification, the algorithms should be rigorously justified and classification decisions should incorporate all that is known about the potential matches as well as uncertainty known to exist in measurements. It is expected that there should be a reduction of effort in the characterization of digital receivers as well as in threat library generation across multiple platforms.

Existing EW processor algorithms and library generation are time proven approaches but require significant modifications to compensate for any changes in operational characteristics (threat systems, receivers, EW platform). New innovative methods developed under this topic would need to minimize the requirement for significant modifications and demonstrate that the risk associated with these changes is minimal.

PHASE I: Determine the feasibility of developing the proposed mathematical theory and provide justification for the proposed algorithms. Demonstrate proof of concept code for testing simulated signals.

PHASE II: Develop and demonstrate algorithms against a test set of simulated EW signals. The algorithms should be capable of near real-time performance and should demonstrate a marked improvement in performance in comparison to existing methods. The concept may be tested against simulated signals that mimic the properties of actual EW systems, allowing for an unclassified test environment. Successful completion of Phase II will demonstrate an automated generation of threat signature library, and an accurate classification of a simulated EW signal to the threat signature library.

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 implemented and approved by the Defense Security Service (DSS). The selected contractor and/or subcontractor must be able 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 and NAVAIR in order to gain access to classified information pertaining to the national defense of the United States and its allies; this will be an inherent requirement. The selected company will be required to safeguard classified material IAW DoD 5220.22-M during the advanced phases of this contract.

PHASE III: Demonstrate the algorithms alongside the performance of existing digital receiver software. Apply the technology on digital EW receivers to demonstrate the reduction in ambiguity, the robustness of the methods, and the time/cost savings.

PRIVATE SECTOR COMMERCIAL POTENTIAL: Signal classification has many potential applications including speech recognition, communication analysis tools, medical engineering, and robotics. Software developed could be used in RF test equipment.

REFERENCES:

1. Duda, R.O.; Hart, P.E.; & Stork, D.G.; "Pattern Classification," 2nd ed., Wiley, 2000

2. Hero, A.O.I; Castañón, D.A.; Cochran, D.; Kastella, K.;(Eds.) "Foundations and Applications of Sensor Management (Signals and Communication Technology)," Springer, 2008

KEYWORDS: Electronic Attack; Digital Receivers; Signal Classification; Mission Libraries; Algorithms; Electronic Warfare

N092-114 TITLE: Joint Multi-Mission Electro-Optic System(JMMES) for UAV Platforms

TECHNOLOGY AREAS: Ground/Sea Vehicles, Sensors, Electronics

ACQUISITION PROGRAM: PMA-266, Navy and Marine Corps Multi-mission Tactical Unmanned Air Systems

OBJECTIVE: Develop a light weight electro-optic sensor system incorporating the capabilities of the Joint Multi-Mission Electro-Optics System (JMMES) for deployment on a Unmanned Air Vehicle (UAV).

DESCRIPTION: The current JMMES is used for the detection of small surface and subsurface targets in a range of sea states. The JMMES system consists of several optical sensors mounted in a turret based system. The turret based system provides both sensor pointing and image stabilization for the mounted sensors. The current sensor suite consists of: visible spectrum color camera, a MW infrared camera, an ISR camera, a low light level camera, and an eye-safe laser range finder. The JMMES also provides for the storage and processing electronics required to allow simultaneous operation of all sensors and the integration into the platform’s overall sensor suite.

The requirement to incorporate a similar capability on a UAV presents a considerable challenge in the area of weight reduction. The target weight for the UAV sensor suite is 10 lbs. This is an over ten to one weight reduction over the current JMMES. In order to accomplish this weight reduction, the current turret based implementation for sensor pointing and image stabilization cannot be considered. Advances in image stabilization technologies, image signal processing electronics and optical systems allow the possibility of a considerable overall system weight reduction.

The proposed effort will develop and incorporate technologies which will provide the overall performance of the JMMES within the ten pound weight limit.

PHASE I: Design a system that incorporates enabling technology principles and component designs and relate the results to the implementation of a light weight electro-optical sensor system through the use of modeling, analysis, empirical testing or construction. The results of the investigation must address technology risks and include a technology optimization path and system design that will provide a guide to Phase II activity.

PHASE II: Utilize the findings established in Phase I to develop, construct and test a proof of concept design of the enabling technology and demonstrate it as a light weight electro-optical system with JMMES capabilities.

PHASE III: Complete development and qualification of the light weight electro-optic sensor system and transition to a UAV program. Additional military applications include reconnaissance, targeting, guidance, and near covert operations support.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: This system could provide useful information to a variety of industry areas including security, remote sensing, biomedical imaging, environmental and agricultural monitoring, pollution monitoring, navigation, and law enforcement.

REFERENCES:

1. Teare, S. W. & Restaino, S. R. (2006). Introduction to Image Stabilization (SPIE Tutorial Texts in Optical Engineering Vol. TT73).

2. WESCAM MX-15, Product Overview, L-3 Wescam, 103 West North St, Healdsburg, Ca 95448.

3. JMMES Public release Briefing, NAVAIR 3Mar08, PDF version available On SITIS.

KEYWORDS: Sensor; Electro-optics; Joint Multi-Mission Electro-Optics System (JMMES); Image Stabilization; Image Signal Processing; Optical Systems

N092-115 TITLE: Innovative Approaches to Develop Foreign-Object-Damage (FOD) Resistant

Ceramic Matrix Composites (CMCs)

TECHNOLOGY AREAS: Materials/Processes

ACQUISITION PROGRAM: F-35/Joint Strike Fighter

OBJECTIVE: Develop and demonstrate innovative FOD resistant SiC fiber-based CMCs.

DESCRIPTION: CMCs are currently being considered and used for aeroengine airfoil applications with a goal of increased specific power. Concerns exist regarding the degradation of CMCs due to life limiting phenomena related to thermal, chemical, and environmental effects of those materials. Of a particular concern is impact damage by small foreign objects such as sands, loosened metallic particles, and/or other objects ingested into airfoils. Existing CMC material systems have shown inferior resistance to FOD. Since CMCs are brittle and CMC airfoils are typically in a thin configuration (less than 1/8”) [1], the impact generates a varying degree of damage from localized surface damage, to subsurface damage, to complete penetration, depending on the severity of impact events [2]. It has been shown that even small steel projectiles with a diameter of 1/16” (=1.59 mm) could penetrate melt-infiltrated (MI) SiC/SiC or oxide/oxide CMC plates at impact velocities >300 m/s [2,3]. Generation of FOD in CMC airfoils can result in a premature component life and a loss of related functions, thus significantly limiting the use of CMCs in aero-applications. Therefore, from a durability and affordability prospective, it is highly desirable to develop FOD resistant, SiC fiber-reinforced CMCs through an innovative approach that could outperform the existing CMC material systems previously considered [2].

PHASE I: Develop innovative approaches to enhance FOD resistance of SiC fiber-based CMCs. Demonstrate conceptually the feasibility of the CMC material systems.

PHASE II: Fully develop and optimize the approach formulated in Phase I. Fabricate and evaluate the prototype CMCs in terms of FOD durability through appropriate tests using a reasonable number of test coupons.

PHASE III: Perform validation and certification testing and transition the approach to interested platforms and other 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 an eventually significant cost saving while the developed material could outperform the conventional CMC systems. The development will also open a new means of material fabrication and component designs.

REFERENCES:

1. D.N. Brewer, M. Verrilli, and A. Calomino, “Ceramic Matrix Composite Vane Subelement Burst Testing,” Proceedings of ASME Turbo Expo 2006, ASME Paper No. GT2006-90833 (2006).

2. S.R. Choi, “Foreign Object Damage Phenomenon by Steel Ball Projectiles in a SiC/SiC Ceramic Matrix Composite at Ambient and Elevated Temperatures,” Journal of the American Ceramic Society, 91[9] 2963-2968 (2008).

3. S.R. Choi, D.J. Alexander, and R.W. Kowalik, “Foreign Object Damage in an Oxide/Oxide Composite at Ambient Temperature,” Proceedings of ASME Turbo Expo 2008, ASME Paper No. GT2008-50505 (2008); Also in Journal of Engineering for Gas Turbines & Power, 130 (2009).

KEYWORDS: Ceramic matrix composites (CMCs); foreign object damage (FOD); SiC fiber reinforced CMCs; impact; impact testing; ballistic impact

N092-116 TITLE: Efficient Broadband Electrically Small Antenna Arrays

TECHNOLOGY AREAS: Air Platform, Sensors, Electronics, Battlespace

ACQUISITION PROGRAM: PMA-274, Presidential Helicopter; PMA-290; PMA-231

OBJECTIVE: Develop new technologies to optimize the design electrically small, broadband antenna arrays for communication, electronic support and radar systems

DESCRIPTION: Using electrically small tuned antennas can be advantageous as they can be placed in close proximity of each other saving real estate and, making it possible to deploy phased arrays on small footprints. These small arrays are a very attractive option to traditional arrays made of resonant elements for communication, electronic support and radar systems on air platforms and ground/sea vehicles. The greatest impediment to widespread usage of such arrays is the low efficiency and narrowband impedance matching limitations. Currently these limitations are partially compensated for by increased transmitter power and/or improved receiver amplifier performance.

The critical elements to be investigated are individual broadband (multiple octave) radiator design, optimal integration into an array where strong mutual coupling is present, and intelligent impedance matching to ensure the delivery of maximum power between the radiator and the transceiver, helping to improve the overall efficiency of the array. The performance of these arrays as installed on the hosting platform is critical. Accurate three-dimensional, full-wave, time-domain, integral equation electromagnetic simulation methods will be critical for the design of broadband elements, array architecture and impedance characterization and optimization.

PHASE I: Develop a time domain analysis and design technique using associated Laguerre polynomials for arbitrary shaped conducting structures. Merge the structure generation with an interface to perform initially with triangular patch models. Develop post processing for the plot of near and far fields and network parameters in frequency domain.

PHASE II: Extend the methodology to deal with quadrilateral patches so that both the frequency and the time domain techniques could use the same discretization. Modify the code for the solution in a parallel environment. Incorporate the effect of loading in this methodology. Demonstrate the developed prototype technology.

PHASE III: Further extend the methodology for a cluster environment for the solution of composite conducting and dielectric bodies with frequency dependent material parameters and analysis of nonlinearly loaded structures. Transition the technology to the fleet.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Efficient electrically-small broadband arrays could be deployed on a large variety of military land, sea and air platforms to provide an attractive alternative for communication, electronic support and radar systems. In civilian applications, it could be used for small footprint mobile communications systems.

REFERENCES:

1. J. de Mingo et al, “An RF electronically controlled impedance tuning network design and its application to an antenna input impedance automatic matching system,” IEEE Trans. Microwave Theory & Tech., Vol. 52 No. 2, pp. 489 – 497, Feb. 2004

2. H. Wheeler, “Fundamental limitations of small antennas,” Proceedings of IRE, Vol. 35 No. 12, pp. 1479 – 1484, Dec. 1947.

3. L. Chu, “Physical limitations of omni-directional antennas,” Journal of Applied Physics, Vol. 19, pp. 1163 – 1175, Dec. 1948.

4. Mengtao Yuan, et al., "Conditions for generation of stable and accurate hybrid TD-FD MoM solutions," Microwave Theory and Techniques, IEEE Transactions on Volume 54, Issue 6, Part 1, June 2006 Page(s):2552 - 2563.

KEYWORDS: Antenna; Electrically Small Antenna Arrays; Time-Domain Integral Equation; Broadband Arrays; Antenna Impedance Matching; hybrid method

N092-117 TITLE: Optimized Corrosion Resistant Bearing and Gear Steel Thermal Processing

TECHNOLOGY AREAS: Air Platform, Materials/Processes

ACQUISITION PROGRAM: F-35 - Joint Strike Fighter

OBJECTIVE: Develop an innovative thermal process that maintains all of the mechanical properties of Pyrowear® 675 but produces superior corrosion resistance when compared to state of the art steel processing technology.

DESCRIPTION: Pyrowear® 675 is an advanced high temperature corrosion resistance case carburized bearing and gear steel that has been shown to offer significant improvements in bearing performance, providing increased benefits to turbine machinery operating in a marine environment. Conventional carburizing techniques have had limited success in meeting all required properties necessary for bearing and gear performance. Typically, these basic mechanical properties and microstructures can be achieved, but corrosion resistance is not substantially better than conventional bearing steels like M50, 52100, or 440C. An innovative approach is needed to thermal process Pyrowear 675 to yield a steel meeting all of the necessary mechanical properties and possessing superior corrosion resistance for military gas turbine engines. The advanced thermal process should be optimized for high temperature turbine engine application in a marine environment. Coordination with a major turbine engine manufacturer is strongly encouraged.

PHASE I: Determine the feasibility of developing an innovative technology that will allow Pyrowear® 675 to be thermally processed with enhanced corrosion resistance, while maintaining required mechanical properties and microstructures.

PHASE II: Develop and test the prototype thermal process developed in Phase I and demonstrate production ready system capable of thermally processing full scale turbine engine bearings and gears.

PHASE III: Transition technology working with engine manufacturer to produce optimized corrosion resistant, full scale turbine engine bearings and gears.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Both commercial and military turbine engines would benefit from this technology by extending the useful life and performance of bearings and gears while reducing unscheduled maintenance and repairs. This technology would highly benefit any turbine powered system required to operate in a marine environment.

REFERENCES:

1. Pyrowear® 675 Stainless, Carpenter Stainless Steels and Specialty Alloys Data Sheet, http://www.cartech.com/ssalloysprod.aspx?id=2092

2. Grant, D. H., Chin,H. A., Klenke, C., Galbato, A. T., Ragen, M. A., and Spitzer, R. F., “High Temperature Aircraft Turbine Engine Bearing and Lubrication System Development,” Bearing Steels: Into the 21st Century, ASTM STP 1327, J. J. Hoo and W. B. Green, eds., American Society for Testing and Materials, 1998.

3. Wert, D. E., “Heat Treatment and Corrosion Resistance of Carpenter Pyrowear 675 Stainless Alloy, Power Transmission and Gearing Conference, Vol. 88, ASME 1996.

4. Pfaffenberger, E., and Tarrantini, P., High Temperature Corrosion Resistant Bearing Steel Development”, AIAA 93-2000, AIAA/SAE/ASME/ASEE 29th Joint Propulsion Conference, June 28-30, 1993.

KEYWORDS: Corrosion resistant steels; bearings; gears; steel thermal processing

N092-118 TITLE: Fiber Optic Connector Inspection Test Set

TECHNOLOGY AREAS: Air Platform, Materials/Processes, Electronics, Weapons

ACQUISITION PROGRAM: Joint Strike Fighter

OBJECTIVE: Develop a fiber optic connector inspection probe that provides a "GO / NO-GO" result based on automatic determination of terminus endface cleanliness and health.

DESCRIPTION: Fiber optic connector inspection and cleaning procedures have proven to be problematic to implement and have caused undue stress on fleet maintenance staff. Current inspection procedures sometimes involve undue removal, test, and re-installation of weapons replaceable and aircraft subsystems. Part of the problem lies in the ambiguity of using an inspection scope device to inspect fiber optic terminus endfaces prior to connector remating. This current state-of-the-art is based on a hand-held inspection scope based on fixed magnification, depth of focus, field-of-view, image contrast and resolution. This method is subjective and relies on the expertise of the maintainer to ascertain the connector cleanliness and health. The fiber optic terminus endface is viewed on a liquid crystal display screen and the image is compared to guidance given in either NAVAIR 01-1A-505 or platform specific maintenance procedures. This fiber optic connector inspection probe is used on all fiber optic connectors including those that are safety critical. In addition, maintainer error during inspection can result in fiber optic connector damage. Unidentified dirt in the terminus endface will cause permanent damage as 4 pounds of force are applied to each 1 mm diameter fiber. If damaged, these costly cables must be replaced, which is time consuming and scrap producing.

A simple, compact but sophisticated "GO / NO-GO" inspection indicator device available for use by Navy and Marine maintenance technicians is sought to help increase the accuracy/reliability of the inspection and decrease the stress on the maintainer. Proposed innovations should incorporate artificial intelligence and image processing. Developed solutions will need to meet the performance requirements of MIL-STD-28800F for environmental ruggedness and should give a simple "GO / NO-GO" decision indication on fiber optic terminus cleanliness and health. Fiber optic terminus health should be categorized by existing Naval Aviation fiber optic terminus endface malfunction coding for cleanliness and damage. The inspection device shall provide a reading within 20 seconds and the terminus health shall be categorized via a memory function.

PHASE I: Define the variables to consider when inspecting military fiber optic connector pin and socket termini in the field for cleanliness and health. Demonstrate feasibility of a design solution for a fiber optic terminus inspection probe that has the required variable magnification, field of view, image contrast, depth of focus and resolution to automatically and quickly provide a "GO / NO-GO" decision on fiber optic pin and socket terminus endface cleanliness and health.

PHASE II: Build and demonstrate prototype hand-held inspection probe and interfacing electronics to inspect fiber optic pin and socket terminus endfaces for cleanliness and health. Test the prototype inspection probe in realistic military avionics connector environments. Gather data required to verify design approach efficacy for possible Phase III transition program.

PHASE III: Transition probe design to the military aircraft support equipment and training acquisition infrastructure via product commercialization and qualification.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Any fiber to the home or remote office or building application environment would benefit from the use of such a device in the commercial datacom or telecom sector.

REFERENCES:

1. SAE AS5675, "Characterization and Requirements for New Aerospace Fiber Optic Cable Assemblies," SAE, Warrenville, PA.

2. B.G. McDermott, et al., "Fiber optic cable assembly checklist for avionics," Proc of the IEEE Avionics Fiber Optics and Photonics Conference (AVFOP 2004), 2004.

3. MIL-DTL-38999K, "Connectors, Electrical, Circular, Miniature, High Density, Quick Disconnect (Bayonet, Threaded, and Breech Coupling), Environment Resistant, Removable Crimp and Hermetic Solder Contacts, General Specification For."

4. MIL-PRF-29504, "Termini, Fiber Optic Connector, Removable, General Specification for."

5. NAVAIR 01-1A-505, "Technical Manual, Installation and Testing Practices, Aircraft Fiber Optic Cabling.

KEYWORDS: Fiber Optics; Terminus; Inspection; Fiber Pistoning; Portable; Hand-held

N092-119 TITLE: Supercontinuum Laser for Multi-Spectral Energy Propagation

TECHNOLOGY AREAS: Air Platform, Sensors, Electronics, Battlespace

ACQUISITION PROGRAM: PMA-272 Aircraft Suvivability Equipment (ASE)

OBJECTIVE: Develop a supercontinuum laser with the capability to propagate a multi-spectral laser beam with 10 Watts of time-averaged power.

DESCRIPTION: Current anti-missile technology includes the use of heat producing Infrared (IR) flares and the use of lasers that direct a beam of IR light into the IR seeking eye of incoming missile threats. First and second generation IR seeking missiles have a very specific IR band that they seek. Next generation and generation next IR seeking missiles will have the ability to seek in multiple IR bands. Improvements in laser technology are necessary to counter fourth and fifth generation anti-aircraft missiles, saving lives and aircraft from this highly effective and deployed weaponry. Current and future weapons have the ability to seek within a spectral IR band that will require advanced laser capabilities, such as the ability to lase across the IR spectrums. Improved lasers which engage from near-visible to mid-IR bands with directed energy are sought. If this could successfully be achieved, the proposed laser technology would effectively blind the IR seekers on anti-aircraft missiles. Thus, it is imperative to develop laser technologies that stay ahead of the threat. A laser that can transmit energy in all IR seeker bands is essential, effectively denying the threat's ability to exploit the IR spectrum for its purposes. The ability to provide laser energy across a continuous spectrum from the near-visible to the mid-IR at sufficient power levels will require investigation and discussion of properties of laser propagation and gain materials

PHASE I: Demonstrate the feasibility of a supercontinuum laser with ability to propagate a laser beam in a multi-spectral bandwidth from near-visible to mid-IR with an average power of 10 Watts. Also, provide insight if increased power or increased bandwidth is also obtainable and at what cost.

PHASE II: Develop and demonstrate a breadboard of a supercontinuum laser that increases mid- IR bandwidth and has a 5 Watt average output.

PHASE III: Fully develop a supercontinuum laser that increases mid-IR bandwidth and has a 10 Watt average output. Transition the technology for Naval Aviation use.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The communication industry will be the main benefactor of this technology as this will increase the bandwidth of fiber optic communications. Just as in electronic systems that require bandwidth to move greater and greater amounts of data, photons are moved along in fiber optic systems. Thus, increasing the spectral bandwidth of a laser allows for far greater amounts of data to travel via photons in fiber optic networks. In other words, multi-spectral supercontinuum lasers and their ability to greatly expand the photonic bandwidths and increased data rates will be vital to all fiber optic networks that serve communications, defense, computers, space, and the like as more and more data networks turn to fiber optics for the increased data rates they allow.

REFERENCES:

1. Alfano, R. R. (ed.). (2006). The Supercontinuum Laser Source: Fundamentals with Updated References. Springer Science+Business Media, Inc. ISBN-10: 0387245049

2. Kumar, M, Xia, C, Ma, X, Alexander, V. V., Islam, M.N., Terry, F.L. Jr, et al. (2008) "Power Adjustable Visible Supercontinuum Generation Using Amplified Nanosecond Gain-Switched Laser Diode", 28 April 2008,, Vol. 16, No.9, OPTICS EXPRESS 6194

KEYWORDS: Supercontinuum; Laser; Multi-spectral; Infrared; Non-linear; White-light

N092-120 TITLE: Innovative, Low Cost Surface Treatment Method for Hydraulic Tube Fatigue

Property Improvement

TECHNOLOGY AREAS: Materials/Processes

ACQUISITION PROGRAM: PMA-261, H-53 Heavy Lift Helicopter Program

OBJECTIVE: Develop and demonstrate an innovative surface treatment process to improve the fatigue performance and damage tolerance of aircraft hydraulic lines.

DESCRIPTION: Aircraft use thin-walled, high-strength tubing for hydraulic systems and, as wall thickness is reduced to save weight, the ability of the tubing to withstand flaws, induced either in manufacturing or in service, becomes critical. High performance platforms such as the H-53 will consider titanium alloys for tubing to save weight and provide high system pressure capability. Using higher operating pressures allows actuators to be smaller and hence lighter, saving weight. However, these thin walled tubes are very susceptible to outside diameter damage. In particular, where shallow marks even only 0.006” deep have been shown to cause rapid fatigue failure.

Novel solutions are being sought to enhance the fatigue life and damage tolerance by introducing deep residual compressive stresses on the outside and inside surface of hydraulic tubing. The novel process should be low cost and capable of being implemented on completed bent tubes, including welded or swaged end fittings. The process should not cause damage on the surface finishing of the tubes and the residual stresses must be adversely reduced after prolonged exposure to operating temperatures of 300 degrees F.

Goals include an increase in the flaw tolerance of the tubing thereby increasing aircraft reliability and availability, make tubing inspection easier due to the increase in the critical flaw size, and possibly allow even lighter tubing than the titanium tubing, specified in AMS 4945, to be employed. Since hydraulic systems are frequently flight critical, an increase in tubing reliability would increase the safety margin for personnel.

PHASE I: Design and demonstrate the feasibility of generating deep residual compressive stresses in titanium hydraulic tubing. Fatigue test a small number of processed tubes to demonstrate improved flaw tolerance. Measure tube residual stresses.

PHASE II: Finalize and optimize the process developed in Phase I, model the tube stress state, measure the induced residual stresses and demonstrate improved flaw tolerance with a statistically significant number of samples. Demonstrate full hydraulic tubes, including bends and end fittings surface treated and life tested.

PHASE III: Transition the technology into full scale development. Qualify and flight test the surface treated tubes. Transition the technology to program offices or primary contractors.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: If the technology proves to be successful in this application, it could be applied to other aircraft, including commercial jet hydraulic and engine fuel systems. The technology may also be suitable to other tubing applications where weight and cost and fatigue life are a concern, such as automotive diesel delivery systems.

REFERENCES:

1. Lin, Yaomin, et al., “Nanosecond pulsed laser micromachining for experimental fatigue life study of Ti-3.5Al-2.5V tubes” Optics and Lasers in Engineering,Volume 47, Issue 1, January 2009, pages 118-122.

2. Li, B., and Gupta, M. C., “Crack growth life of Ti-3Al-2.5V tubes under internal impulse pressure”, Materials Science and Engineering, A431 (2006) 146-151.

KEYWORDS: surface treatment; hydraulic tubing; fatigue life; damage tolerance; titanium tubing; low cost process

N092-121 TITLE: Minimally Intrusive Real-time Software Instrumentation Technologies

TECHNOLOGY AREAS: Information Systems

ACQUISITION PROGRAM: Future Navy Combat System, Advanced Capability Build(ACB) 14, DDG 1000

OBJECTIVE: Define and develop novel approaches to provide minimally intrusive software instrumentation technologies for real-time capture and run-time analysis of status, statistics, and domain specific data in support of adaptive management of software within complex mission critical Navy surface combat systems.

DESCRIPTION: Current surface Navy combat systems are often distributed, running on a set of computers connected by a network or a set of networks, and are increasingly becoming more complex. As this complexity increases there is a corresponding decrease in the ability to understand and manage the software components in these systems. A key to improving understanding of these software systems is the use of instrumentation technologies to collect internal application status, statistics, and data at run-time. This collected data and information can then be used by management software to make decisions about the control and allocation of the software components to specific computers within the system and possibly to help with prediction of system software faults and failures. The resulting improvement in software management will enhance affordability of these systems in terms of software maintainability and in terms of reduced maintenance personnel tasks.

The components in these Navy systems support real-time and/or near real-time requirements. A unique and critical requirement is that any developed instrumentation technologies must not perturb the overall functionality of the system. The challenge will be developing technologies that will not severely impact the timing requirements and constraints of the system applications. It therefore is crucial that the developed instrumentation technologies be lightweight and low-overhead in terms of processor, memory and network usage. It is important to clearly understand specific impact/overhead of the developed technologies.

Currently at least one surface Navy program is developing a software system that depends on component /application profile data to make initial component allocation decisions. The instrumentation technologies developed as a result of this SBIR topic, would be applicable in creating these application profiles and in providing critical run-time health and status information for use by an adaptive software management system. This will allow for the extension of the software for this Navy system and future systems to provide dynamic allocation of applications to hardware resources, as needed, while the system is running.

Technologies which are developed as a result of this SBIR topic must provide specific detail on the usage overhead within the a real-time, mission critical system so that application developers as well as test and certification agents can understand this impact and account for it in their requirements, design, development, test, and assessment processes.

These identified technologies must include the definition of a novel architectural approach to facilitate the distribution and analysis of the collected data.

These technologies need to be able to flexibly accommodate a variety of data from the software applications. A critical challenge will be the defining of metadata for the purpose of identifying data labels, data types, and units-of-measure of the instrumented data collected and to create algorithmic expressions that allow the collected instrumentation data from different sources to be combined to create composite information about the running processes.

Each of the defined and developed technologies must be able to respond to a variety of conditions to dynamically recognize allocation, reconfiguration, and failure scenarios.

Future enhancements of this work would include development of technologies to use the data to predictively determine when software within the system is headed towards a degraded or failure state.

PHASE I: Analyze problem space, identify or define a set of specific instrumentation technologies, develop initial concept design and deliver a plan of action for development of the set technologies that meet the need for unobtrusive real-time software instrumentation.

PHASE II: Creat a plan for development and practical deployment of the technologies identified in Phase I. Develop an experimental prototype of the technologies defined in Phase I and integrate with a representative real-time surface Navy software system. Analyze execution overhead for developed interfaces included in the technology.

PHASE III: Develop a set of products based on the work completed in Phase I and II and participate in their transition into Navy systems. Where possible these new technologies should be designed so that they run on standards-based middleware consistent with Navy Open Architecture objectives.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The developed technology will have applications to any distributed computing software where it is important to understand and utilize the run-time performance and domain specific information to help make the system more adaptable, scalable and survivable.

REFERENCES:

1. Navy Open Architecture Computing Environment Design Guidance, August 23, 2004; http://www.nswc.navy.mil/TIE/OACE/docs/OACE_Design_Guidance_v1dot0_final.pdf

2. Run-time monitoring of real-time systems; Chodrow, S.E.; Jahanian, F.; Donner, M.; Real-Time Systems Symposium, 1991. Proceedings., Twelfth;Volume , Issue , 4-6 Dec 1991 Page(s):74 - 83.

3. Verification of instrumentation techniques for resource management of real-time systems; Tan, Z., Welch, L., Leal, W.; Journal of Systems and Software;Volume 80 , Issue 7 (July 2007); Pages 1015-1022.

KEYWORDS: instrumentation; adaptive software management

N092-122 TITLE: Advanced Marine Engine for Combatant Craft Increased Payload

TECHNOLOGY AREAS: Ground/Sea Vehicles, Materials/Processes

ACQUISITION PROGRAM: PMS 325G, Small Boats and Craft

OBJECTIVE: Develop an innovative advanced propulsion solution for future combatant craft with break-through technology for multi-fuel engines weighing three to five times less than conventional diesel engines of the same horsepower.

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. Increased payloads are desired, but not at the expense of sacrificing speed and acceleration. The unique environments in which these crafts operate expose the vessels to, sand, mud, oils, and seawater spray as well as potential ballistic hazards. Current diesel fuel propulsion systems are typically modifications of land systems designed for heavy trucks or stationary land-based power generation, with weight-to-power ratios in the 3 to 5 range and extremely different operational duty cycles. As such, using these engines which have been optimized for a land base environment in a marine application directly results in reduced reliabilities and shorter life spans.

This topic seeks to identify and apply innovative advanced solutions for future combatant craft engines that will be scalable or modularized to be able to meet the 100 Hp to 700 Hp range for direct drive systems with weight-to-power ratios less than or equal to 1.0. Novel R&D based solutions that lead to significant reduction in weight to power ratios will enable significant increases in mission system payload weight or personnel transport capability. Additionally, the ability to be multi-fuel capable will provide maximum flexibility for multi-theatre operations. A key challenge is going to be providing these capabilities in a package that can withstand severe marine operational duty cycles, harsh maritime environments with corrosion resistance, able to withstand the shock of repeated wave impacts, jet fuel or diesel fuel compatible, and extended life performance. Desired features include, jet fuel and diesel fuel adaptability, multi-module stacking for larger craft applications to achieve logistical commonality across a family of craft sizes, state-of-the art noise and vibration controls, and rapid removal for mission flexibility, repair, or expeditionary land-based applications. Successful innovation and technology transition will provide a solution for a top level science and technology objective for maneuvering of advanced hull forms published in the Navy Expeditionary Combat Command Science and Technology Strategic Plan.

PHASE I: Demonstrate the feasibility of an innovative multi-fuel marine engine that will be scalable or modularized to be able to meet the 100 Hp to 700 Hp range for direct drive systems with weight-to-power ratios less than or equal to 1.0. Perform bench top experimentation where applicable to demonstrate concepts. Complete preliminary design that addresses the needs as identified above.

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: Working with government and industry, construct a full-scale prototype and install onboard a selected combatant craft. Conduct extended shipboard testing. The small business will pursue global commercial markets 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 Boat and Yacht Council Standards and Technical Information Reports for Small Craft, H-26, H-33, P-1, P-4, P-14, P-24.

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

3. NECC Science and Technology Strategic Plan. October 2007.

KEYWORDS: advanced power systems; engine; weight-to-power ratio; small boats; combatant craft

N092-123 TITLE: Autonomous Shipboard Cleaning System

TECHNOLOGY AREAS: Ground/Sea Vehicles

ACQUISITION PROGRAM: LCS Program, PMS 501, ACAT 1

OBJECTIVE: Develop a state-of-the-art Autonomous Shipboard Cleaning System (ASCS), processes and technology that will significantly reduce shipboard manning requirements and overall operating cost.

DESCRIPTION: Currently, the cleaning of all naval shipboard spaces is performed manually. The task is very laborious, requiring numerous man hours and manpower to perform on a daily basis. As the Navy shifts to smaller crew sizes, it is imperative that workload requirements be correspondingly reduced so that personnel can perform their tasks in a more timely and efficient manner. Current state-of-the-art, commercial, autonomous cleaning systems utilized in industry have proven to reduce workload and staffing requirements by as much as 85%. However, the current state-of-the-art industrial autonomous cleaning system technologies are bulky and have a limited mobility in confined spaces, as would be encountered onboard naval vessels; are heavy and not easily portable; have spray and wet functions that are not designed to prevent the delivery of excess liquid around electrical or sensitive equipment items; have not been designed or tested for pitch and roll handling; and are neither self powered nor energy efficient.

The proposed topic seeks to develop a unique, innovative, integrated and autonomous system(s) addressing and performing cleaning functions such as cleaning floors, walls, overheads and counters. Proposed concepts should be self powered, lightweight, and energy efficient to support optimized crew sizes and reduce labor intensive functions at sea. Concepts will be developed with a modular, open systems architecture approach to permit life-cycle upgrading and flexibility for inclusion of various commercial technologies and systems. Proposed concepts should address the need and/or ability to provide computer-controlled sensors and operating mechanisms able to function in all shipboard environments; withstand shipboard motions and vibrations; able to function within areas of the ship such as, passageways, fan rooms, foodservice spaces, hanger bays, office areas and crew habitability spaces: able to auto-adjust to accommodate various floor, wall and ceiling surfaces such as, tile, carpet, terrazzo and non-skid, etc. The system should automatically determine the areas to be cleaned and suggest a cleaning schedule that the operator can refine. The self-powered system is envisioned to include, energy saving technology, ergonomic utility and safety features, interchangeable cleaning devices, onboard docking stations for recharging the self powered system, programmable operator controls, manual over rides, and machine self-diagnostics.

The proposed concept will be deployed as a workload reducing system for use aboard LCS and could be extended to all naval vessels.

PHASE I: Demonstrate the feasibility of the development of an automated shipboard cleaning system concept for Navy surface ships that will eliminate the current labor intensive manual function of shipboard daily cleaning of floors, walls and counters. Perform bench top experimentation where applicable to demonstrate concepts. Complete preliminary design that addresses the needs as identified above and identifies the ensuing manning reductions, projected life cycle costs, quality of life impacts and performance in naval shipboard environments.

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. Define maintenance procedures, system diagnostics and prognostics, and project life-cycle costs. Characterize interface restrictions and circumstances for the new system(s) and address both legacy and future naval vessel implementations. Develop a Phase III installation, testing, and validation plan that address shock, vibration and electromagnetic interference (EMI) requirements unique to a shipboard environment.

PHASE III: Working with government and industry, construct a full-scale prototype and install onboard a selected Navy ship. Document manpower reduction, life-cycle cost projections, maintenance requirements, impacts and interfaces with other ship systems. Complete the development effort, plan logistical support, and begin manufacturing initial production and procurement.

Private Sector Commercial Potential/Dual-Use Applications: Cruise ships that currently utilize technologically advanced smart technologies. Cargo ships, hospitals, schools, and all institutional service providers in the commercial sector could benefit from the integration of the automated shipboard cleaning system technologies and approaches, as could Military Sea Lift Command and U.S. Coast Guard ships. US Navy shore-side and other governmental, institutional, and commercial installations could benefit from the automation and other technologies used to reduce manpower and streamline system operation and efficiency. The additional ability to employ an automated cleaning system within a confined space (shipboard) area will appeal to the commercial sector as a cost effective space optimization measure. The commercial sector always looks for inventive ways to cut its number one cost, labor. The insertion of automated cleaning systems has already shown a huge reduction in labor cost in the dairy business, and other food production and manufacturing industries.

REFERENCES:

1. General Accounting Office June 2003 Report, "Military Personnel, Navy Actions Needed to Optimize Ship Crew Size and Reduce Total Ownership Costs."

2. NAVMEDCOM P-5010 Manual of Preventive Medicine, Chapters 1 & 2

Available at http://assist.daps.dla.mil/quicksearch/

3. MIL-STD-167, Mechanical Vibrations of Shipboard Equipment

4. MIL-STD-461, Electromagnetic Interference (EMI)

KEYWORDS: cleaning; automation; autonomous; reduced manning; man to machine; machine to machine;

N092-124 TITLE: Detection/Localization of Mine Detonation Resulting From Unmanned Influence

Sweep Operations

TECHNOLOGY AREAS: Ground/Sea Vehicles, Sensors

ACQUISITION PROGRAM: PMS 403: Unmanned Surface Sweep System (US3) and PMS 495: OASIS system

OBJECTIVE: The objective of this work is the design, development, and testing of a system capable of detecting and localizing the detonation of an underwater mine that has been swept by the acoustic and magnetic influence of the Unmanned Surface Sweep System (US3).

DESCRIPTION: A major thrust in US Naval Mine Countermeasures (MCM) is the development of unmanned remotely operated mine sweeping systems that take the “man” out of the minefield. The Unmanned Surface Sweep System (US3) is one of these programs. The US3 is a magnetic/acoustic influence sweep deployed from an unmanned eleven meter surface craft. It is designed to sweep underwater influence mines and is composed of a control computer, power supply, winch, magnetic influence cable, and acoustic source. The cable and acoustic source can be deployed and operated under remote control and towed at high speed. The unmanned craft can operate at a significant range from the LCS or host ship in both day and night operations. The US3 will be operating at a substantial rate of speed, causing wakes, acoustic noise, and other disruptions in the sea.

The needed new key capability of this type of system is the detection and location of the underwater detonation of enemy mines. This information is critical in determining mission effectiveness and in gauging the progress of the sweeping operation. A system needs to be developed that will detect the mine detonation and determine an accurate range and bearing from the surface craft in local and earth coordinates.

Current state of the art cannot achieve the needed detection and localization of mine detonations. For example, GPS position and heading of the craft at the time of the mine explosion can be used to define the location of the detonation in a common geodetic coordinate system but the position of the craft alone is not sufficient to localize the detonation. A manned observation of a very rough estimate of range and bearing is possible from an MCM ship or MH53 but this is a low accuracy visual estimate of a transient event and would only occur if the explosive event significantly disturbed the sea surface and was observed by a crew member. This may not occur at all in a deep water sweep operation or at night. An observation of this type of event using OASIS from a H60 is also not effective because there would be limited or no visibility of an explosive event behind the aircraft. There is currently no capability to detect and localize mine detonations from an unmanned sweep platform.

The purpose of the US3 system is to fire influence mines at the longest range possible to achieve high coverage rates and reduce the vulnerability of the craft. There are no sensors on the US3 system that can detect and localize a mine detonation. Organic Airborne sand Surface Mine Influence Sweep (OASIS) contains an accelerometer to detect an explosive event but has no capability to determine the location of the detonation. The ideal mine detonation and localization system would have the capability to detect a mine detonation at a range of 1000 meters with a bearing accuracy of +/- 15 degrees and a range accuracy of +/- 25 meters. The system would have a probability of detection greater than 90% and a false alarm rate less than 1%.

Accurate information on the location and occurrence of a mine explosion would provide a critical real-time assessment of the mission effectiveness. Mission planners could better assess percent clearance achieved, effectiveness of sweep system settings, and vulnerability of the sweep platform. In addition, an accurate location of the event with the use of pattern recognition techniques would significantly aid in determining the location of other mine bearers in the area suggesting specific locations to concentrate additional hunting and sweeping efforts. This could be a possible force multiplier allowing the MCM force to achieve the required percent clearance in less time.

This SBIR seeks an innovative novel solution in the development of a sensor system that can be integrated with either the US3 system or USV and has the capability to accurately detect and localize in earth coordinates the explosive event of underwater mine detonations with an appropriately low false alarm rate.

Phase I: Perform a study and analysis of candidate technologies that can be utilized to meet the required objectives. Document the analysis and provide a recommended technical solution to the Navy. Determine the precision of the location measurement in the concept formulation. This is to include analyses of environmental factors, mine equivalent explosive weights, possible mine fire ranges, and acceptable false alarm rates.

Phase II: Develop a prototype system. Integrate the prototype into the relevant US3 system components or USV components and support a prototype demonstration. The government will provide the US3/USV components as Government Furnished Equipment (GFE). The evaluation will be based on a comparison between the current technology and the results of the prototype demonstration.

Phase III: Upon completion of a successful demonstration the prototype will be sufficiently documented to allow fabrication of initial production units for full operational testing. Following successful operational testing the documentation will be developed for the fabrication of production units.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: This technology can be applied to search and rescue operations, oil and gas industry, and even commercial fishing.

REFERENCES:

1. ITT Defense Systems: Unmanned Surface Sweep System, http://www.edocorp.com/MineSweepSystemUS3.htm

2. Mine Sweeping: Wikipedia, http://en.wikipedia.org/wiki/Naval_mine

3. AN/ALQ-220 (OASIS) (United States), Mine warfare - Mine clearance systems, http://www.janes.com/articles/Janes-Underwater-Warfare-Systems/AN-ALQ-220-OASIS-United-States.html

KEYWORDS: US3; Unmanned Surface Sweep System; LCS Mission Packages

N092-125 TITLE: Context-Aware Visualization for Tactical Multi-Tasking

TECHNOLOGY AREAS: Information Systems, Battlespace

ACQUISITION PROGRAM: PEO IWS5E Undersea Warfare-Decision Support System, ACAT II

OBJECTIVE: Develop a software technology that reduces context switching for multi-tasking human operators using visualization tools in a tactical setting.

DESCRIPTION: The classical tactical display software application designs have been focused on providing specific, limited data with appropriate HMI and display layouts sufficient to aide an operator performing a small number of tailored tasks. The HMI actions needed to perform a particular task, while generally well constructed, focus on limiting the effort required for configuration and tool invocation. However, these display applications require significant time and many operator actions to switch task modes, reconfigure the display, select the data of interest, and get back a prior view to name a few. To augment task switching many systems have implemented concepts for operator preferences and standard display layout formulation that can be recalled yet do not address the real-time context switching issue. With the Navy''s reduced manning and increased multi-mission objectives, operators will be required to perform a much broader range of tasks under much shorter time constraints. These tasks will be heterogeneous and require diverse data, visualization tools, and display layouts to efficiently perform these tasks. In addition, operators are more likely to experience task preemption during high-tempo operations and team collaboration. This preemption causes cognitive context switching, which has been shown to hamper productivity/efficiency as well as increase operator errors and fatigue.

In the current and future multi-tasking environment, tactical display applications must enable operators to focus on their tasks instead of display manipulation and configuration. Thus, the next generation of operator visualization software must be able to adapt to the operators context instead of the operator adapting to the display configuration. This topic seeks to develop a flexible visualization software paradigm/framework that will reduce the severity of the operator''s cognitive context switching during multi-mission operations that require multi-tasking and team collaboration. This technology should address the key challenges of cognitive recall incurred when switching between tasks, association and learning of display configuration based upon recent and historical operator context while performing tasks, real-time dynamic display layout management, and be a flexible design that supports a wide array of operator interface applications.

The proposed visualization software framework must demonstrate the ability to improve operator efficiency when switching between tasks. An example of pertinent operator activity and task transitions would include ASW tasks such as mission planning, contact evaluation, and threat assessment in a distributed USW operational environment. First, the number of operator interactions required to switch between ASW tasks should be reduced by at least 50% over current surface ASW tactical displays. In addition, the tactical display presentation must be reconfigurable (at runtime) according to the operator’s preferences and retain those preferences as a function of the current task for expedient recall of operator preferred layouts. Finally, the display framework must infer, learn, and adapt to operator interactions in order to dynamically change the layout and presentation of data best suited for a task. This inference and learning must be flexible enough to aid in identifying the type and representation of data to be conveyed to the operator, but is not so autonomous that the operator’s desires and preferences are overridden.

PHASE I: Perform a study which demonstrates the feasibility of proposed software framework architecture for reducing context-switching of multi-tasking human operators. Develop an initial concept design and establish performance goals and metrics to analyze the feasibility of the proposed solution. The developed paradigm and software implementation should facilitate extensions to additional problem domains without the need for inherent architectural modifications, yet through the use of polymorphism and interface abstractions.

PHASE II: Prototype the selected technologies/concepts for next generation tactical displays that improve operator performance while executing multi-tasking, multi-mission actions in a team collaboration environment. The prototype could choose to address any number of context/task switching activities like contact evaluation, threat assessment, situation awareness, mission planning, etc. Laboratory demonstration using simulated data and displays would be sufficient for evaluation purposes. This prototype demonstration must employ metrics defined during this Phase I effort that quantify “improved operator performance.”

PHASE III: Participate in USW-DSS Peer Review Process (PRP) to assess value of the prototyped technology, identify requirements, and perform technical assessment using sea-trial data. Integrate the technology into the appropriate USW-DSS software baseline and assess during integrated sea-trial test events.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: This technology has direct application to commercial productivity enhancement tools such as software development Integrated Development Environments (IDEs), operating system desktop managers, and large-scale surveillance control and monitoring. The Context-Aware Visualization technology could be used to implement air traffic control, urban threat surveillance, and unmanned vehicle deployment.

OTHER APPLICATIONS: The sought technology may be applicable to commercial solutions for large-scale data analysis, software development, security surveillance systems, or human-aided recognition systems.

REFERENCES:

1. Context-Aware Computing Applications. Bill N. Schilit, Norman I. Adams, and Roy Want. In Proceedings of the Workshop on Mobile Computing Systems and Applications, Santa Cruz, CA, December 1994. Pages 85-90. IEEE Computer Society.

2. Context-Aware Information Delivery. J.JAHNKE, Y.BYCHKOV, D.DAHLEM, L.KAWASME. Revue d''Intelligence Artificielle, Volume 19, Issue 3, p.459-478 (2005)

3. Albrecht Schmidt, Michael Beigl and Hans-W. Gellersen (December 1999). "There is more to Context than Location". Computers & Graphics Journal, Elsevier 23 (6): 893–902.

4. Andy Hopper, The Royal Society Clifford Paterson Lecture, 1999 - Sentient Computing. Philosophical Transactions, Royal Society London. 2000, Volume 358, Pages 2349-2358, Royal Society, August 2000.

KEYWORDS: Adaptive Visualization, Operator Context, Task Management

N092-126 TITLE: Light-weight Power Dense Distribution Cable

TECHNOLOGY AREAS: Ground/Sea Vehicles, Materials/Processes

ACQUISITION PROGRAM: CGX Program (PMS 502) and the Electric Ship Program Office (PMS 320)

OBJECTIVE: Develop a light-weight power cable with a high-power density suitable to meet the needs of future electric combatants demanding power loads.

DESCRIPTION: The CG(X) Program will have significantly increased power demands compared to ships of similar size due to anticipated capabilities of Advanced High Power Radar, Electric Weapon Systems, and Electric Drive. Some of these loads, such as the High Power Radar will continuously draw significant amounts of power, on the order of 10’s of MW, through copper cables. Utilizing the currently available and expensive copper cable technology, the network of required power distribution components to ensure efficient power management, robustness and reconfiguration of the system would ultimately result in the addition of a significant amount of weight and volume. These high power loads are also typically above the water line. Introducing additional weight could have a negative impact on the ships center of gravity.

This topic seeks to explore innovative, affordable, advanced concepts and technologies that will result in the development of a light-weight power cable with a high-power density suitable to meet the needs of future electric combatants demanding power loads. One of the key technical challenges is going to be the development of a cost-effective solution that increases power density by a factor of 5 (threshold) to 10 (goal) times current cable technology, while saving on weight (goal of 50%). The proposed power cable concepts can be AC/DC with voltages ranging from 1kV-13.8kV, total power capable of operating in the 3-40MW range, and typical lengths of 25-100 meters. Cabling and connectors must be combatable with the shipboard vibration environment as well as any proposed cooling medium must also be suitable for use in a shipboard environment.

PHASE I: Develop concepts for a lightweight power dense power cable and identify. Perform bench top experimentation where applicable to demonstrate concepts. Complete preliminary design that addresses the needs as identified above.

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. Complete detailed design for a military qualified full scale power cable and 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: Work with the Navy and industry to build a qualified full scale cable that could be tested on a current for future Navy platform. Transition this technology for integration into the CG(X) program office.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Developing a lightweight power dense power cable would benefit terrestrial applications where current power distribution systems cannot meet future requirements and the present infrastructure does not support expansion via additional conventional transmission methods. Such opportunities include large building power, utility power distribution and mobile power distribution systems.

REFERENCES:

1. Fitzpatrick, B. “High Temperature Superconducting Degaussing System Assessment,”proceedings of ASNE Day 2005, April 2005.

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. 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.

4. “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.

KEYWORDS: power cable; power density; distribution; electric ship; electric drive; NGIPS

N092-127 TITLE: Vibration and Shock Test Machines for Large Ship Systems Components

TECHNOLOGY AREAS: Ground/Sea Vehicles, Materials/Processes

ACQUISITION PROGRAM: DDG 1000 Program, PMS 500, ACAT 1

OBJECTIVE: Develop of an innovative approach for conducting shock and vibration testing for large, complex component geometries weighing up to 100,000 lbs.

DESCRIPTION: Components/Equipments/Systems in excess of 10,000 lbs. that are intended for use in a shipboard environment cannot be equitably tested for both shock and vibration. The available technology varies based on the size and weight of the item and associated fixtures being subjected to testing. Vibration testing is conducted on items weighing less than 10,000 pounds and fall within testing size limits. Items that are not vibration tested are either installed on ships without verification or are verified by analysis methods that have not themselves been verified and validated (benchmarked) and are therefore not accredited for use. Shock testing is conducted on items and associated fixtures weighing up to 400,000 pounds and is also size constrained based on the test device used. In addition, shock testing and vibration testing are often performed at one or more test facilities on separate test machines resulting in the need to build-in long testing windows into the production/delivery schedules as well as allot for increased costs to transport the test item to and from test location to test location. Limits associated with vibration testing are directly attributed to the design capabilities of the test machines themselves. There are three basic types of vibration test machines (or shakers): 1) mechanical, 2) servo-hydraulic, and 3) electro-dynamic. Mechanical shakers provide sinusoidal, fixed-displacement, single-frequency-at-a-time vibration and cannot provide variable strokes needed for realistic simulation or provide the higher frequency capability needed for most testing (typically limited to frequency range of 10 to 60 Hz). Servo-hydraulic shakers are limited by their ability to provide required hydraulic pressures at controlled flow-rates while maintaining linear, load continuity. Electro-dynamic shakers are limited in stroke (less than 3 inches), are severely limited in generating force at low frequency (10 Hertz or less) and are velocity limited at low frequencies to about 70 inches per second.

In the case of sinusoidal vibration testing, low-amplitude, long-duration frequency pulses are utilized. The flow-rate has to be held at a constant pressure over a long period of time (hours).

In the case of shock testing, high-amplitude, short-duration pulses are utilized. Flow-rate is controlled on the micro-second level. With both shock and vibration testing, maintaining linear load continuity is considered key. Both testing configurations require large amounts of highly pressurized fluid which is distributed based on the size and shape of the item being tested. If the test apparatus flow-rate becomes non-linear and uncontrollable, the item, test apparatus (and likely the personnel conducting the test) are put at risk. The heavier the item being tested, the more pressure is needed to deliver the fluid which in turn impacts the fluid’s flow characteristics and behavior.

This topic seeks innovative approaches to provide an apparatus that combines shock and vibration testing capabilities into a single test system for items up to 100,000 pounds. This capability will allow the Navy to: 1) improve survivability performance of naval shipboard equipment and systems, 2) mitigate shock and vibration risks carried by ship programs and 3) be more cost effective from a testing perspective as only a single test facility will be needed vice two or more. New R&D based technological approaches and/or methodologies are required. A key challenge is to develop one system for both shock and vibration testing for large items with complex geometries while providing controlled load continuity over the appropriate frequency ranges for the necessary periods of time. The proposer needs to be mindful that each item to be subjected to testing will have it’s natural frequencies. Concepts proposed need to be configurable to item-specific shipboard installations geometries to account for a range of equipment sizes (up to 14 feet in width, 45 feet in height and 26 feet in length), weights (up to 100,000 lbs) and various center of gravity locations. The test control inputs (accelerations, velocities and displacements) are to be easily programmed, modified and recorded as required for ship-specific loading conditions per Ref’s 2 and 3.

PHASE I: Demonstrate the feasibility of a shock and vibration test machine that address the criteria referenced above. Develop an initial conceptual design and establish performance goals and metrics to analyze the feasibility of the proposed solution. Perform bench top experimentation where applicable to demonstrate concepts and show that the proposed concept is scalable to test item weights up to 100,000 pounds.

PHASE II: Finalize the design concept from Phase I and fabricate a scaled prototype (for items weighing up to 5000 pounds). In a laboratory environment, demonstrate that the prototype meets the performance goals established in Phase I. Develop Phase III plan for scaled prototype development and applicable testing procedures to measure the effectiveness of the concepts ability to test lightweight, mediumweight and heavyweight equipment in accordance with Ref’s 2 and 3.

PHASE III: Working with government and industry, construct a full-scale prototype and conduct extended testing to validate systems ability to provide both shock and vibration testing for lightweight, medium weight, and heavyweight items for installation onboard naval ships.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: This system could be used by any private sector or commercial activity that has a need to provide both shock and vibration testing for components in excess of 10,000 lbs. (i.e., consumer electronics, medical devices, heavy road vehicles, aerospace assemblies, earthquake testing etc.). Many of the prime defense contractors have a need for being able to apply this technology to their applicable defense technologies.

REFERENCES:

1. NAVSEAINST 9072.1A, “SHOCK HARDENING OF SURFACE SHIPS”, dtd. 24 NOV 89

Available at http://assist.daps.dla.mil/quicksearch/

2. MIL-S-901D, “SHOCK TESTS, H.I. (HIGH-IMPACT) SHIPBOARD MACHINERY, EQUIPMENT, AND SYSTEMS, REQUIREMENTS FOR.

3. MIL-STD-167-1A, “Mechanical Vibrations of Shipboard Equipment (Type I – Environmental and Type II – Internally Excited)”

4. TEAM, www.teamcorporation.co.uk

5. MTS, www.mts.com

KEYWORDS: Shock; Vibration; Testing; Instrumentation; Data Acquisition; Analysis

N092-128 TITLE: Expert System Simulation Capability for Recoverability Modeling

TECHNOLOGY AREAS: Information Systems

ACQUISITION PROGRAM: Maritime Prepositioning Force (Future) Program (MPF (F)), PMS 385, ACAT I

OBJECTIVE: Develop an Expert System (ES) to provide a reasonable approximation of the “fog of war’s” impact on the ability of a ship’s crew to respond to battle damage as part of a recoverability assessment.

DESCRIPTION: Existing recoverability simulations model the crew as a ship system. As a part of the ship, each crewmember is assumed to have informational access to the complete state of the ship, its systems, the progression of damage, etc. It is as though an “omniscient” force is guiding crew members to their appointed tasks, taking into consideration everything from condition of the ship to the proper points to isolate damage; even the goals of other crew members. This does not provide an accurate depiction of a crew’s response to damage, as it yields overly optimistic scenario results. The reason for an “omniscient” crew is largely one of simplicity in implementation. All-knowing agents are simpler to program, straightforward to analyze, and generate repeatable results. Survivability requirements and reduced manning are competing specifications that require compromise and current design tools do not support these required trade-off analysis.

This topic seeks an innovative approach to the development of a more accurate solution to emulate the crew as individuals whose actions may or may not be repeatable, and whose limited access to information often results in an inefficient response to damage. The proposed approach will need to model the movement of information through the chain of command, passing of knowledge from one crewmember to another via various communication systems, and provide for richer simulations in which individual crewmembers have varying levels of experience to solve problems. The approach must provide a more realistic prediction of crew member actions than is currently available, given that they will have an incomplete understanding of the damage extent and locations and will encounter unforeseen obstacles as they move about the ship conducting damage control and system reconfiguration actions. All proposed approaches must employ open architecture principles so that the tool is capable of providing data to or working in coordination with recoverability simulations that emulate the interaction and dependencies of ship’s systems, initial systems configuration(s), structural and equipment damage from weapon effects, fire, flooding, stability, and crew actions over time. Since some loss of information and or key personnel is inherent in this environment, the simulation should ultimately be capable of assisting the damage control system and crew training to maximise crew performance in this degraded communication environment.

Reference 2, is fire investigation report from the USS GEORGE WASHINGTON (CVN 73). This report included examples of the difficulties in communicating critical information to key decision makers in the chain of command and the impact that had on mustering an effective response to the situation. Examples of issues observed in the investigation report that are not currently modeled, but could potentially be addressed by an ES, include:

1. Personnel could not report observations of smoke because the phone line was busy and the report was not made (see Finding of Fact (FOF) 70).

2. Personnel reported observed smoke spread to the chain of command, but the information was not processed or acted upon (see FOF 78).

3. Information passed to damage control and fire fighting personnel via the 1MC (loudspeaker system) could not be understood (see FOF 88).

4. Weaknesses in training and proficiency impact the time it takes for the crew to locate fires and bring them under control (Opinion 10).

5. Personnel may be sent to conduct a task in a location of the ship that is inaccessible (see FOF 120).

6. Personnel responded to tasks outside their assigned areas (FOF 134).

PHASE I: Demonstrate the feasibility of the development of an ES that will provide a reasonable approximation of the “fog of war’s” impact on the ability of a ship’s crew to respond to battle damage. Provide a description of how the proposed ES simulation would work in coordination with or be integrated into one or more recoverability simulations. 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: Finalize the design, as appropriate, and demonstrate a working prototype of the proposed software system based on the results of Phase I. In a controlled laboratory environment, demonstrate and validate the software’s ability to perform as intended. As required, perform additional modeling and simulation as a means of validation.

PHASE III: Upon a successful development and verification and validation (V&V) effort for the proposed simulation approach, support LFT&E and/or survivability design requirements development for a Navy ship acquisition program. Working with Navy and Industry personnel, conduct and document (V&V) needed to support accreditation. V&V efforts should be conducted for the various individual capabilities of the proposed ES simulation and evaluated based on an actual shipboard scenario or realistic test event in order to provide generic V&V artifacts that could be built up to support a variety of specific intended uses.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: This technology would have universal applications as a design input for assessing the survivability of merchant ships, cruise ships, passenger ferries, land based sky scrapers, and industrial facilities that are potential targets of terrorists and for developing design requirements to minimize potential casualties from such an attack. The technology could also be used to support emergency response planning to natural or man-made disasters.

REFERENCES:

1. § 2366. Major systems and munitions programs: survivability testing and lethality testing required before full-scale production, http://uscode.house.gov/download/pls/10C139.txt

2. USS George Washington fire investigation report, http://www.cpf.navy.mil/foia_rr.shtml

3. IRM, http://www.tnesolutions.com/tne-irm.html

4. MOTISS, http://www.alionscience.com/index.cfm?fuseaction=products.view&productid=45

KEYWORDS: Recoverability; Modeling; Simulation; Expert System; Situational Awareness; Battle Damage

N092-129 TITLE: Shipboard Shock & Vibration Environmental Monitoring and Recording

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

ACQUISITION PROGRAM: DDG 1000 Program, PMS 500, ACAT 1

OBJECTIVE: Develop an approach to measure and record acceleration-, velocity- and displacement-time histories for mission essential or mission critical equipment subjected to shock and vibration events. This data would be used to verify and validate the equipment’s ability to perform its mission after a shock or vibration event and would also be used to validate future ship design tools.

DESCRIPTION: During a casualty scenario, equipment can experience extreme accelerations, velocities and/or displacements that can damage the equipment or reduce its life expectancy. Currently, the only time that equipment/components are instrumented to record experienced accelerations, velocities and displacements are during controlled and prescribed test events. The ability to gather data during real-life casualty scenarios (i.e. underwater explosion, shipboard vibration, impact, grounding, collision, slamming, high sea states, etc.) is not readily available without after-the-fact extrapolation and data analysis. As such, the ability to capture this data and the associated time histories in real-time for the range of experienced frequencies would allow the Navy to assess the ship or ship system’s capability to perform it’s mission(s) as well use the data in future ship design modeling and simulation tools to accurately reflect equipment behavior. While the Navy uses sensors onboard ship to monitor the performance of equipment and provide prognostic health data to facilitate maintenance evolutions, these sensors are not capable of capturing and recording data associated with shock and/or vibration events.

This topic seeks the development of a sensor technology and associated recording storage/distribution system that could be used adjacent to or on mission essential or mission critical equipment (i.e. launchers, missiles, guns, magazines, apertures, electronic cabinets, propulsion units, ship’s power units, etc.) to record acceleration-, velocity- and displacement-time histories that the equipment is experiencing. Innovation will be necessary to advance the current state-of-the-art in sensor technology to provide a system that is stand-alone, small, lightweight (less than 24 oz.), compact (less than 24” of cubic volume), able to maintain recording continuity at the beginning of the experience waveform, have a minimum recording sample rate of 20,000 samples per second covering a frequency range from 0 Hz (DC) to 2000 Hertz, able to capture and store 200 or more acceleration-versus-time waveforms in all three axes. Concepts should have a stored sample range of two seconds minimum for shock and fifteen seconds minimum for vibration) and should be designed for long term monitoring (20-30 years over the life of a ship) with minimum required maintenance.

PHASE I: Demonstrate the feasibility of an approach to provide measured and recorded acceleration-, velocity- and displacement-time histories for mission essential and mission critical equipment. Develop an initial conceptual design and establish performance goals and metrics to analyze the feasibility of the proposed solution. Perform bench top experimentation where applicable to demonstrate concepts.

PHASE III: Working with government and industry, construct a full-scale prototype and install onboard a selected Navy ship and/or at a land-based test facility. Conduct extended testing and verify performance.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: This system could be used by any private sector or commercial activity that has a need to monitor and assess its product(s) (i.e., consumer electronics, medical devices, aerospace assemblies, transportation equipment, semiconductor tools, etc.) that may be subjected to shock and vibration environments (i.e., transportation by land, sea and/or air, etc.).

REFERENCES:

1. NAVSEAINST 9072.1A, “SHOCK HARDENING OF SURFACE SHIPS”, dtd. 24 NOV 89

Available at http://assist.daps.dla.mil/quicksearch/

2. MIL-S-901D, “SHOCK TESTS, H.I. (HIGH-IMPACT) SHIPBOARD MACHINERY, EQUIPMENT, AND SYSTEMS, REQUIREMENTS FOR

3. MIL-STD-167-1A, “Mechanical Vibrations of Shipboard Equipment (Type I – Environmental and Type II – Internally Excited)”

4. Lansmont Field Instruments brochure, www.lansmont.com

KEYWORDS: Shock; Vibration; Measurements; Instrumentation; Data Acquisition; Analysis

N092-130 TITLE: Advanced Shock Mitigating Materials

TECHNOLOGY AREAS: Ground/Sea Vehicles, Materials/Processes

ACQUISITION PROGRAM: LCS Program, PMS 501, ACAT 1

OBJECTIVE: Demonstrate advanced shock mitigating material technology that minimizes loading imparted on the seaframe and mission package; thereby reducing overall weight of support structure.

DESCRIPTION: The next generation of Navy combatants will utilize light-weight, high-speed, focused-mission ships to execute a variety of missions. Mission packages will include mission modules up to 20 metric tons in weight typically comprised of ISO-standard support containers and off-board vehicles (11m Rigid Hull Inflatable Boat (RHIB), Remote Mine-hunting Vehicle (RMV), Vertical Take-off Unmanned Aerial Vehicle (VTUAV), MH-60R/S helicopter, etc.). Currently, the seaframe’s structure is robustly designed to support the shock loading impact of the mission modules. The mission modules are also robustly designed to survive Grade “B” shock and transfer the shock loading through the module structure away from the sensitive cargo inside. The modules are stacked in a single layer and are connected to the seaframe through rigid, commercial grade, twist-lock connectors. These connectors are fairly small relative to the module. During shock, this rigid connection between the seaframe and mission module transfers maximum load from the seaframe to the mission module(s), and vice versa.

This topic seeks innovative methods of incorporating mechanisms and/or materials that will reduce the shock impact loads experienced by both the seaframe and the mission module at the points of contact made by the twist-lock connectors. This in turn will result in the need for reduced seaframe support structure (weight) and will enable a reduction in the tare-weight ratio (ratio of the structure weight to total system weight, payload and structure) for mission modules alone, currently as high as ~36% for commercial technologies and ~30% for military “high strength” technologies. A key challenge is going to be the incorporation of shock mitigating material in a manner that will provide shock damping resistance to the entire module, within the ~1-inch commercial interface height allowance (see Ref. 1). General requirements for an advanced shock mitigating material include: a) ability to absorb and dissipate energy, b) ability to minimize shock loads imparted on modules/seaframe c) ability to interface with current commercial connection architecture, and d) compatible with applicable Navy material requirements (marine environment, fire, etc). Ref. 1 provides information on the existing twist-lock connector design as well as the mission module to seaframe attachment details.

PHASE I: Identify advanced shock mitigating material technologies. Evaluate technologies ability to meet requirements listed in description, including modeling and simulation. Determine advanced shock mitigating material technology, which best meets requirements, and is feasible for implementation. Develop prototype design and plan for implementing advanced shock mitigating material technology.

PHASE II: Review technology/design against existing shipboard installation. Develop a prototype device utilizing advanced shock mitigating material technology. Demonstrate operation of advanced shock mitigating material technology through shock test(s) and shipboard demonstration, incorporating prototype device with full or scaled module.

PHASE III: Working with the Navy, develop transition plans and demonstrate the commercial and shipboard uses of the shock mitigating material technology. Coordinate with the Navy to develop and execute plans for shipboard installation in a suitable application in conjunction with a Navy ship acquisition program.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The advanced shock mitigating material would be applicable to commercial industries using vessels that experience high-wave impacts during the course of operation. An example of this would be high-speed ferries that transport cargo containers as well as passengers.

REFERENCES:

1. Overview of Interface Control Document (ICD) for Littoral Combat Ship (LCS) Flight Zero Reconfigurable Mission Systems - 11 May 2006, Referenced document uploaded and now available thru SITIS.

2. MIL-S-901D Requirements for Shipboard Machinery, Equipment, and Systems H.I. (High-Impact) Shock Tests.

3. MIL-HDBK-729 Corrosion & Corrosion Prevention Metals.

4. DDS-078-1 Composite Materials, Surface Ships, Topside Structural And Other Topside Applications – Fire Performance Requirements.

KEYWORDS: shock; mission module; seaframe; energy; materials; damping

N092-131 TITLE: Modeling Electromagnetic Propagation Through Novel Materials and

Configurations

TECHNOLOGY AREAS: Materials/Processes, Sensors

ACQUISITION PROGRAM: CGX Program Office, PMS 502,

OBJECTIVE: Develop an innovative methodology and associated algorithms to provide rigorous analytic capabilities for the prediction of electromagnetic (RF) energy propagation through novel material configurations.

DESCRIPTION: Current computational electromagnetic modeling and simulation toolsets can only analyze the design attributes of planar homogeneous conductive surfaces, such as plates of steel. As a consequence, developers are forced into a design-test-build loop to accurately take into account the effects of electromagnetic propagation. The Validated Integrated Physics-based Electromagnetic (EM) Radiation (VIPER) and Computational Research and Engineering Acquisition Tools and Environments (CREATE) toolsets are examples of current efforts to address this gap in modeling capability. The VIPER material modeling tool assumes an infinite surface in x and y, when what is needed is to be able to model finite edges to take into account electromagnetic propagation behavior at the edges of materials. The VIPER tool also assumes propagation at a 90 degree angle of incidence normal to the material, when in reality oblique angels of incidence are commonplace and less understood (this also includes situations where RF energy enters the material through the edges rather than the face). Additionally, VIPER does not address the EM behavior related to the joining of dissimilar materials. These prediction deficits tend to drive design solutions to an extreme (extreme reliance on structural shadowing) as opposed to an optimized integrated solution of structural geometry, material selection, physical location and system operation. CREATE is a larger scoped design tool development effort into which successful technologies resulting from this topic might be integrated.

Future naval surface combatants will make extensive use of novel, advanced materials in their topside structures, including layered composite masts and deckhouses, advanced frequency selective surfaces (FSS), and appliqués such as radar absorbing materials (RAM). A significant challenge exists in the electromagnetic performance predictions of edges, corners and curves as well as the interfaces of dissimilar materials. This topic seeks an advanced , innovative approach to assess propagation of RF energy through or across various types of materials, including predicting EM behavior at edges, corners, curves, across many layers of dissimilar materials, and with RF incidence at oblique angles. The approach must be able to ingest near-field surface currents calculated for radiating antennas and perform computations predicting propagation. Concepts also need to be able to utilize any combination of user-generated permeability and permitivity numbers to allow for customization of the material system. The software tool developed to implement this technology, must have a user-friendly graphical user interface and must be capable of importing structure geometry from IGES and STEP formats for use in analyses.

Representative and relational data will be provided for this project. All information provided and generated as a result of this effort will be unclassified.

PHASE I: Demonstrate the feasibility of a new, innovative approach to be used to assess propagation of RF energy through or across various types of materials, including edges, corners, curves, layers of dissimilar materials, and RF incidence at oblique angles. The approach will be able to ingest near-field surface currents calculated for radiating antennas and perform computations predicting propagation. Establish performance goals of the approach and software tool. 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. Perform documented, detailed verification and validation studies to assess the accuracy, speed, and repeatability of predicted electromagnetic behavior Develop a cost benefit analysis and a Phase III installation, testing, and validation plan.

PHASE III: Working with government and industry, prepare user-friendly packages for use by analysts in military, government, and civilian work environments. Continue to conduct validation testing as appropriate.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: This assessment tool will benefit any sector requiring analysis of electromagnetic propagation through materials. Private sector users could include defense contractors, mobile device manufacturers, computer manufacturers, antenna designers, radome designers and many others.

REFERENCES:

1. Volakis, John C. “Radomes, Materials and Design Data, Frequency Selective Surfaces”. Antenna Engineering Handbook, 4th ed. Pp. 53-1 – 56-25. McGraw Hill Publishing, 2007.

2. Huan-Ke Chin; Hsiao-Chang Chu; Chun Hsiung Chen. “Propagation modeling of periodic laminated composite structures”. Electromagnetic Compatibility, IEEE Transactions on. Volume 40, Issue 3, Aug. 1998 Page(s):218 – 224

3. Post, D. E. et al. “A New DoD Initiative: the Computational Research and Engineering Acquisition Tools and Environments (CREATE) Program”. Journal of Physics: Conference Series 125, 2008.

4. NRL Radar Division Code 5314 – Electromagnetics Section, http://radar-www.nrl.navy.mil/5314/

KEYWORDS: electromagnetic; materials; EM propagation;modeling and simulation; VIPER; CREATE;

N092-132 TITLE: Advanced Power/Energy System for Wet and Dry Submersibles

TECHNOLOGY AREAS: Ground/Sea Vehicles

ACQUISITION PROGRAM: Shallow Water Combat Submersible ACAT III

OBJECTIVE: Develop, design, prototype and evaluate a next generation power source/energy system for shallow water submersible operations.

DESCRIPTION: Navy wet and dry submersibles require energy storage systems for extended underwater operations. With the increasing demand to support additional electronics and longer mission durations current state of the art batteries are reaching their safe capacity limitations. The two principal examples of these submersibles are the Swimmer Delivery Vehicle (SDS) (wet) and the Advanced SEAL Delivery System (ASDS) (dry). The Shallow Water Combat Submersible (SWCS) (wet) is expected to replace the SDS in the future. The ASDS has similar power and energy requirements to the SWCS only scaled for the size and systems of the vessel. Therefore, innovations developed under this SBIR could be scaled to support both the SWCS and ASDS. Potential application of the technology is not necessarily limited to these three submersibles.

The submersibles require power generation/and or storage capacity to sustain both propulsion and electronic loads. Submersibles operate at moderate water pressure and in a wide temperature range. Systems for submersibles must be as compact and light weight as possible. The technical innovation required is a significant increase in the safely available energy in the system. The energy storage system shall not be orientation sensitive regarding electrical, environmental, and safety performance. The energy storage system shall be designed to be resistant to the corrosive effects of salt water, resistant to the deteriorative effects of moist and humid environments. The energy storage system shall be capable of sustaining an exterior hydraulic pressure of 120 psi without leaking or damaging the system.

Research, develop, and evaluate a power source/energy storage system for manned/unmanned, wet/dry Navy submersibles. No energy storage system technologies will be excluded. The proposed concept must have capability to exceed the following requirements while occupying a volume of approximately 20 cubic feet.

Category: Typical Power Requirements

Propulsion power system (minimum): 185 volts/85 KW hours

Electronics power system (minimum): 37 volts/16KW hours

Storage Charge Rate (fully discharged to fully charged): Less than 9 hours

Energy Density, Cell Level / System Level (minimum): 300Wh/Kg / 250Wh/Kg

The solution must meet Department of Navy (DON) standards such Special Operations Forces (SOF) Carry-on Hardware Authorization Requirements and Standards for Transport and Stowage on Submarines and Deep Submergence Systems (DSS). Safety approval for the use of the Power Source Concept will have to meet DON, Naval Ordnance Safety & Security Activity (NOSSA) certification. Final Safety Approval will be coordinated between the Naval surface Warfare Center (NSWC), Crane, IN and NOSSA.

PHASE I: Develop and validate the proof of principle concept. Determine the data requirements necessary to produce the prototype. Provide a task plan and detail the plan on the verification process to determine the accuracy of the model/prototype. Document how the system would operate, any technical issues, how the system would meet or exceed power requirements.

PHASE II: The contractor will be expected to aggressively pursue opportunities to integrate the software and protocols of the developed model on applicable military platforms. The contractor shall complete the prototype development of the technology in preparation for its use and evaluation on Naval Special Warfare submersibles. A TRL 6 to 7 is expected at the end of Phase II. At the end of Phase II, the prototype technology will be evaluated in a laboratory setting.

PHASE III: Work will continue to transition the technology to programs such as SWCS, SDV, or ASDS.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Efficient energy storage solutions that can withstand a marine environment at a wide range of temperatures have numerous commercial applications in the Oil & Gas and Marine Industries. A broad range of efforts are underway in various industries including the automobile industry. Commercial utility is not an issue with this topic.

REFERENCES:

1. NAVSEA Instruction 9310.1B Navy Lithium Battery Safety Program

2. S9310-AQ-SAF-010 Navy Lithium Safety Program Responsibilities and Procedures

3. IEEE Standard 45 Recommended Practice for Electrical Installations Shipboard

KEYWORDS: energy storage; fuel cell; submersible; power source; battery

N092-133 TITLE: EW Countermeasures Against Passive MMW Sensors

TECHNOLOGY AREAS: Sensors, Electronics, Battlespace

ACQUISITION PROGRAM: PEO IWS 2.0 Surface Electronic Warfare Improvement Program, ACAT II

OBJECTIVE: Research and develop a MMW emissions model that can be used, in conjunction with a MMW wave sensor or model of such a sensor to identify the critical parameters of an object, specifically of a ship on the ocean surface, so as to establish a basis for the development of countermeasure techniques against passive MMW wave sensors, i.e., detection and imaging systems.

DESCRIPTION: In Ocean environments, passive MMW sensors operate by detecting differences in power of the black body radiation emitted by the ship and its background, i.e., the ocean. The objective of this topic is to develop technologies that will support the development of countermeasures against these sensors. It is envisioned that for this SBIR the proposal would cover the modeling and simulation of a simplified ship MMW emission model based on its material construction and environmental conditions. This, in conjunction with a typical passive MMW sensor model, would form the basic tool set required to develop the desired countermeasure. For instance, camouflage panting has been used to obscure the optical images of ships for a long time. Perhaps camouflage paints that have particular MMW emissions can be used to obscure the MMW image. Some basic research that could be applied to this purpose has been done (see reference 1). The US Navy requires advancements in this technology area to maintain naval supremacy.

PHASE I: The awardee shall research and develop or acquire a basic model and simulation of the MMW emission of a simplified ship based on its material construction and environmental conditions. This is to be integrated with a representative passive MMW sensor model. This model must identify and contain the parameters that control the sensors ability to detect the ship.

PHASE II: The awardee shall further develop the basic tool set and demonstration the viability of this model to represent the actual physical conditions that would be experienced in an actual scenario. Based on this simulation, the awardee shall develop concepts to reduce the ships detectability. The awardee shall also evaluate their practicality and suggest implementation strategies. Documentation shall be of a level of detail to support follow-on development efforts that can transition to potential acquisition programs.

PHASE III: The awardee shall develop the techniques to maturity levels that support transition to acquisition programs that are expected to result in capabilities fielded for Fleet use. The contractor may need access to classified information during this phase.

PRIVATE SECTOR COMMERCIAL POTENTIAL: Possible application to Coast Guard and law enforcement agencies.

REFERENCES:

1. Millimeter-wave brightness temperatures of military vehicles (Proceedings Paper) Author(s): Joseph Nemarich; Thomas W. Cassidy; R. Shiner; Hiroshi H. Agravante; David Dixon; Philip Moffa; Bill H. Quon; Larry Yujiri; R. Dahlstrom.

2. PASSIVE MILLIMETER WAVE IMAGING WITHSUPER-RESOLUTION: Application to Aviation safety in extremely poor visibility, Dr. Isaiah M. Blankson, Research &Technology Directorate NASA Glenn Research Center, Cleveland, OH Presented at Institute of Mathematics and its Applications, University of Minnesota: May 5, 2001.

3. High Sensitivity W-band Radiometer Sensors in Volume By Dan Ammar Chief Technology Officer, Xytrans.

KEYWORDS: Electronic Warfare; millimeter wave; Black Body Radiation; Countermeasures

N092-134 TITLE: Modeling Electromagnetic Performance of Large, High Power Phased Arrays

TECHNOLOGY AREAS: Information Systems, Sensors, Electronics

ACQUISITION PROGRAM: CGX Program, PMS 502

OBJECTIVE: Develop an innovative approach that provides rigorous analysis capabilities for predicting radiated emissions from large, high power phased array antenna systems.

DESCRIPTION: Future naval surface combatants will make extensive use of phased array antennas comprised of tens of thousands of elements operating across the electromagnetic spectrum (e.g. 1-20GHz) and potentially at high power levels (e.g. several megawatts). The combination of these antennas’ size, frequencies, and power of operation will require the use of modeling approximations beyond that available with current tools and methods. The Validated Integrated Physics-based Electromagnetic Radiation (VIPER) and Computational Research and Engineering Acquisition Tools and Environments (CREATE) toolsets are examples of current efforts to address this gap in modeling capability. VIPER’s approach may not be efficient enough to model the large future arrays described above. VIPER does not allow the modeler to accurately characterize performance parameters important to ship integration studies for arrays of this size, including array to array electromagnetic interference (EMI) and the performance impact of mounting such antennas on the ship’s superstructure. CREATE is a design tool development effort of larger scope into which successful technologies resulting from this topic might be integrated. Current electromagnetic algorithms for array modeling can only process several thousand elements at a time without the use of a supercomputer.

This topic seeks to develop an advanced innovative approach that provides rigorous analysis capabilities for predicting radiated emissions from large, high power phased array antenna systems. A key challenge is going to be achieving the computational efficiencies that will provide element-to-element coupling within the array and fidelity of up to tens of thousands of elements (horn, slotted waveguide, patch, dipole, monopole, etc.) across the entire face of the array operating across a wide span of frequencies. The approach proposed must employ a first-order, full-wave method to generate electric and magnetic field maps on surfaces in the near field of the array (distances less than several wavelengths). The approach must allow for these field maps to be exported to serve as input parameters to other codes. The theoretical approach must accurately calculate the edge effects of the large but finite array, including surface waves launched on the structure adjacent to the array. The approach will model arrays of uniform, non-uniform and conformal spacing and must allow for beam steering through modeling of phase and time shifts. The approach should also allow for a set of phase perturbations to be specified in addition to the linear set required for beam steering. The approach should also allow users to specify a set of transmit phase steering vectors to be used in creating the array’s current distribution. The software must allow the user to specify a phase or time shift for each element of the array and must also allow calculate constituent shifts for each element based upon beam steering input given by the user. Proposed approaches must have a user-friendly graphical user interface and must be capable of importing structure geometry from IGES and STEP formats for use in analyses.

Representative and relational data will be provided for this project. All information provided and generated as a result of this effort will be unclassified.

PHASE I: Demonstrate the feasibility of an innovative, approach for predicting radiated emissions from large, high power phased array antenna systems. Establish performance goals of the approach and software tool. 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. Perform documented, detailed verification and validation studies to assess the accuracy, speed, and repeatability of predicted electromagnetic behavior Develop a cost benefit analysis and a Phase III installation, testing, and validation plan.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Any sector requiring analysis of large, high power phased array antenna systems will benefit from this effort. Potential users of this technology could include defense contractors, universities, and government agencies employing large phased arrays and private research laboratories.

REFERENCES:

1) Volakis, John C. “Phased Arrays”. Antenna Engineering Handbook, 4th ed. Pp. 20-1 – 20-40. McGraw Hill Publishing, 2007.

2) Post, D. E. et al. “A New DoD Initiative: the Computational Research and Engineering Acquisition Tools and Environments (CREATE) Program”. Journal of Physics: Conference Series 125, 2008.

3) Ho, T. Q. et al. “CFDTD Solution for Large Waveguide Slot Arrays”. IEEE/ACES International Conference, 3-7 April 2005. Pp. 261-264.

KEYWORDS: electromagnetic; radar; phased array; modeling and simulation;CREATE; VIPER

N092-135 TITLE: Periscope Antenna Active Cooling

TECHNOLOGY AREAS: Ground/Sea Vehicles, Sensors

ACQUISITION PROGRAM: PMS 435 Photonics Mast (AN?BVS-1) ACAT III

OBJECTIVE: Develop means for providing active cooling for submarine periscope antennas.

DESCRIPTION: Submarine periscope antennas have become increasingly complex as a result of new requirements and advances in technology. Thermal management of the periscope antenna is a critical problem as new capabilities, including active radar, infrared imaging and monopulse direction finding necessitate the addition of heat generating components into the confined volume of the antenna. The antenna radome is generally a poor thermal conductor and any exposed metal parts are usually covered with radar absorbing material, also a poor thermal conductor. Convective and conductive cooling is proving inadequate to deal with the increasing thermal load resulting in premature failure of heat sensitive components. Methods for providing active cooling of the antenna would provide improved sensor performance and reliability. Proposed solutions should minimize growth of existing antenna/sensor volume, be able to extract 150-200 watts of thermal load, and provide cooling down to 20 degrees Celsius while working in external radome temperatures of up to 50 degrees Celsius. A potential cooling candidate, has a 6.5 inch inner diameter and there may be limited passages though which to conduct heat. A surface approximately 7.5 inches in outside diameter by 3 to 5 inches high is available to dissipate heat into an external air environment although other configurations will be considered. Proposed solutions should be acoustically quiet, minimize electromagnetic interference that may affect antenna systems, and be adaptable to support different antenna configurations and applications.

PHASE I: Develop a conceptual design for an active cooling approach able to extract 150-200 watts of heat from a submarine periscope antenna.

PHASE II: Design, Fabricate and evaluate a prototype of the active cooling mechanism designed in Phase I. Testing of cooling capacity may be performed in an appropriate thermal chamber.

PHASE III: If successfully demonstrated in Phase II, develop and install devices of this type in ISIS and/or AN/BVS-1 submarine periscope as technology insertion

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Compact active cooling systems could be applied to any electronic systems designed to operate in high ambient temperature environments such as border surveillance.

REFERENCES:

1. Sergent & Krum; Thermal Management Handbook: For Electronic Assemblies

2. Steinburg; Cooling Techniques for Electronic Equipment, 2nd Edition

3. McCluskey,Grzybowski & Podlesak, Ed.; High Temperature Electronics

4. Electronics Cooling Magazine www.electronics-cooling.com/index.php

KEYWORDS: Submarine Antennas;Infrared Imaging; Thermal Management;Active Cooling; Detectors, Periscopes

N092-136 TITLE: Training Cognitive Situational Awareness for Multi-Platform Command and

Control

TECHNOLOGY AREAS: Sensors, Battlespace, Human Systems

ACQUISITION PROGRAM: Undersea Warfare – Decision Support System (USW-DSS) ACAT II

OBJECTIVE: Develop methodology and tools to measure and train cognitive skills necessary to maintain USW Strike Group Situational Awareness

Objective: Develop a metrics assessment tool to provide “in-action” feedback on situation awareness and decision-making.

DESCRIPTION: The battle-space in which a USW Strike group operates is quite complex and variable. Subtle changes in situation attributes such as ship’s speed or water temperature can reduce sensor performance, necessitating re-positioning resources. Maintaining situational awareness in these difficult, changing conditions is essential for Strike-Group Commanders to make timely and effective tactical decisions. Innovative approaches and new computer-based tools are required for training commanders and their staffs, in order that they develop and maintain the skills necessary to discover and exploit in-situ information for tactical advantage. Effective training techniques should assess and feedback the operator’s understanding of the situation, and through his resultant actions, assess his understanding of impacts, priorities and tactics.

An innovative Situation Awareness Metric Assessment Tool (SAMAT) that goes beyond conventional on-board and classroom trainers is required to ensure Strike Group commanders and their staffs maintain the proper operational readiness for C2 applications. Proposed SAMAT components will integrate with tactical software to provide “Freeze In Action” and “Step through Action” situational assessment capabilities with both playback and simulated data. Successful efforts will use Audio/Video inscription techniques to capture operator inputs and actions combined with Subject Matter Expert analysis via After Action Review (AAR). Assessment tools developed under this SBIR will provide quantitative metrics to measure tactical situation knowledge including but not limited to, environment factors, validated threats, potential threats, blue forces position, performance predictions and vulnerabilities. The tools will measure and assess cognitive situation awareness skills such as task management, information discovery and filtering, prioritization, perception, attention span, memory, and preparedness.

PHASE I: Develop approach and candidate algorithms; demonstrate feasibility of proposed approach and algorithms to address Command and Control training in complex variable environments.

PHASE II: Develop prototype software for metrics assessment tool. Creates scenarios that require tactical reactions based on significant or subtle changes in the situation. Conduct proof of concept tests. Assess performance of tools and algorithms using quantitative measures of performance.

PHASE III: Integrate the situation awareness metric assessment tool into the USW-DSS Classroom Trainer, or other Command and Control trainer specified by the US Navy.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS:

Cognitive situational awareness training tools have many commercial transition applications. SA training tools and techniques can be applied directly to any complex multi-variable problem space. Specific targets include medical evaluation training for multi-symptom diagnosis; air traffic controller training; pilots/ aviation SA flight simulation performance evaluation; Disaster first responders training; Power plant operation; and Defensive Driving Education. (automobile / truck / motorcycle).

REFERENCES:

1. Endsley, M.R., Robertson, Michelle M. “Training For Situational Awareness”, In Endsley, M.R. and Garland, D.J. (eds.) Situational Awareness Analysis and Measurement. Mahwah, NJ: Laawrence Wrlbaum Associates , 2000.

2. Maier, H. N., & Taber, K. H. (in press). Measurement of initiative in high-speed tactical decision making. In R. Hoffman (Ed.), Expertise out of context: Proceedings of the 6th International Conference on Naturalistic Decision Making.

3. Endsley, M. R. and C. A. Bolstad (1994). "Individual differences in pilot situation awareness." International Journal of Aviation Psychology 4(3): 241-264.

4. Adkins, R., W. Murphy, M. Hemenway, R. Archer, and L. Bayless 1995 Hardman III Analysis of the Land Warrior System. Army Research Laboratory Technical Report ARL-CR-1995. Dynamics Research Corporation: Andover, MA.

5. Endsley, M.R. (1995) “Measurement of Situational Awareness in Dynamic Systems”. Human Factors, 37(1) 65-84.

6. Buck, J.R., and B.H. Kantrowitz 1983 Decision Making. Pp. 428 ff in B.H. Kantrowitz, and R.D. Sorkin, eds., Human Factors: Understanding People-System Relationships. New York: Wiley.

7. Bystrom, K; Jarvelin, K. Task complexity affects information seeking and use. Inform Proc Manag. 1995;31:191–213.

KEYWORDS: Training, Situational Awareness, Cognitive, Simulation, Tactical, Human Behavior

N092-137 TITLE: Optical Array Shape Estimation (ASE)

TECHNOLOGY AREAS: Ground/Sea Vehicles, Sensors, Electronics

ACQUISITION PROGRAM: TB-29 and TB-33 Towed Array Programs

OBJECTIVE: Develop an innovative optical based towed array shape estimation (ASE) system

DESCRIPTION: Current optical systems can precisely sense the location of surgical instruments and are routinely used to assist surgeons. These and other similar optical sensing technologies have been proposed as potential solutions for realtime awareness of a towed array’s shape. However, there are several significant differences. The towed array application must operate on cable lengths that are two orders of magnitude (thousands of feet vice tens of feet) greater than the medical application. In addition most operational towed arrays are comprised of several interconnected modules and the shape sensing system must pass signals through inter-module couplings/connectors whereas medical systems with much shorter lengths do not have connectors in-line with the sensing system. Current optical ASE technology does not work in Navy towed arrays.

The U.S. Navy currently deploys towed arrays that employ conventional telemetry systems and is developing optical towed array technology to reduce costs, increase reliability, and improve performance. The focus of this SBIR topic is to research and develop innovative solutions to the shortfalls associated with current optical array shape estimation technology and to research and develop algorithms which accept noisy measurements from the optical sensing system. These will then be inputted into a physics based model which computes an accurate real-time estimate of the full three dimensional shape of a towed array. Proposed solutions should be applicable to arrays with conventional, or optical, sensors and telemetry.

Innovative research and development solutions to the following technical issues are sought. The system needs to operate over lengths up to 3,500 feet including tow cable and acoustic array. For this research purposes, assume the 3,500 feet length is 1500 feet of tow cable and 2000 feet of acoustic array. The acoustic array is typically comprised of multiple modules that are interconnected to form the desired aperture. The proposed system needs to operate across module interfaces and therefore be capable of passing the required optical signal(s) from module to module via optical connectors. The number of fibers required to implement the system needs to be minimized in order to reduce the number of optical connectors required from array module to module. Current optical shape sensing signal processing algorithms do not include a physics based model of array tow dynamics and degrade rapidly as the measurement data becomes noisy. A physics based model will need to be developed and integrated into the array shape estimation algorithm to minimize performance degradation as the measurements form the optical sensing system become noisy. The optical shape system needs to provide a full 3-dimensional estimate of the shape of the towed array and needs to be capable of accurately measuring the location and angular rotation of any point along the array axis to within 15 cm and one degree, respectively.

PHASE I: Conduct an analysis to assess the feasibility of using optically sensing technology for a towed array application and the remaining research and development required in the Phase I option and Phase II to implement the proposed solution. The proposed solution(s) should clearly identify how the analysis and study address the current Navy towed array issues related to the full 3-dimensional estimate of shape of towed arrays.

PHASE II: Implement innovation solution(s) based on Phase 1 feasibility analysis of an optical shape sensing technology. Demonstrate the solutions via bench top test and evaluation. Refine system based on bench top test results and finalize the system for in water test.

PHASE III: Integrate the enhanced optical shape sensing technology developed in Phase 2 into a towed array for lake and/or at-sea testing onboard a Research Vessel (R/V). Successful completion of this waterborne testing will enable the optical shape sensing technology into the Navy’s towed arrays.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: This all-optical approach to estimating the shape of a long flexible cable system has applications in tracking the location of tethered vehicles, fixed deployable arrays, and the seismic oil exploration industry. Additionally this all-optical approach to position measurement would have applicability to any problem where knowledge of the shape or location of a long flexible cable is important.

REFERENCES:

1. R. Dominijanni, A method of Estimating Towed Array Shape from Sensor Data, Journal of Underwater Acoustics Vol. 43, No. 4, October 1993, Part I.

2. Special Issue on Sonar System Technology, IEEE Journal of Oceanic Engineering, 18, 543-590 (1993).

3. M. Hinich, Bearing Estimation Using a Perturbed Linear array, Journal Acoustic Society of America, 61, 1540-1544 (1977).

4. H. P. Buckner, Beamforming a Towed Line Array of Unknown Shape, Journal Acoustic Society of America, 63, 1451-1454 (1978).

KEYWORDS: optics, array shape estimation, towed arrays, accuracy, angular rotation

N092-138 TITLE: EW Parametrics for Improved Emitter Classification/Identification

TECHNOLOGY AREAS: Sensors

ACQUISITION PROGRAM: PEO IWS 2.0 Surface Electronic Warfare Improvements Program, ACAT II

OBJECTIVE: Techniques to increase the number of emitter parameters measured by shipboard ESM systems are being introduced to the fleet. These techniques effectively measure higher orders of detail than has been heretofore measured. However, theses new parameters are subject to higher orders of distortion from environmental or propagation effects as well. The objective of this topic is to reduce or eliminate the effects of these distortions.

DESCRIPTION: Navy ships currently employ passive Electronic Support (ES) to detect and classify/identify Radio Frequency (RF) emitters as key information used to support platform Situational Awareness. ES processing requires extracting emitter pulse train data information from the intercepted emitters that provide parametric data that is compared to similar formatted (library) data from expected or known emitters to obtain either type classification or unique ID. Because current emitter data is derived from classical measurements using a minimum number of parameters, it is not unusual to get several possible ID candidates. Techniques to increase the number of measured emitter parameters thereby reducing or eliminating the above mentioned ambiguities are being introduced to the fleet. These techniques effectively measure higher orders of detail than have heretofore been measured. Theses new parameters however are subject to higher orders of distortion from environmental or propagation effects, such as multipath and tropospheric scattering therefore making their exploitation problematical with current analysis techniques. Some work has been done that indicates that the distortions produced are measurable and quantifiable and that new techniques and theory may exist which can reduce or eliminate them. These emerging techniques include the use of bi-spectral distributions, principle and independent component analysis, cepstrums, higher order and fractional order statistics, etc. The US Navy’s ability to maintain situational awareness of the battle space will be degraded if this type of research is not conducted and then developed into a useable analysis process.

PHASE I: The awardee shall research and identify advanced processing and measurement techniques that extract emitter characteristics that provide unique information that allows for the mitigating of environment and propagation effects on the measurement of higher order emitter parameters.

PHASE II: The awardee shall develop, document, and model proposed processing techniques that improve the reliability and robustness of emitter classification, reduction of ambiguities, or that provide unique identification regardless of the propagation environment. Results of analysis, model testing, and research shall be documented with specific techniques proposed for follow-on development, testing, and validation. Documentation shall include sufficient detail to support follow-on ES development efforts such as SEWIP Block 2.

PHASE III: The awardee shall reduce development risk and mature the development of promising processing techniques and conduct analysis, testing and evaluation using modeling and simulation as well as field testing on prototype algorithms to ascertain the maturity of the techniques selected. Processing techniques shall be sufficiently mature to support transition to programs that will field this capability for Fleet use. Classified data may eventually be required as specific processing techniques are evaluated.

PRIVATE SECTOR COMMERCIAL POTENTIAL: Software, processes, and algorithms developed for this effort could be used in any application where unique characteristics of information is needed to uniquely isolate or characterize information into specific areas.

REFERENCES:

1. "Higher-Order Spectral Analysis: A Nonlinear Signal Processing Framework" C. L. Nikias, A. P. Petropulu, Prentice Hall, Englewood Cliffs, NJ, USA (1993).

2. "Signal Processing with Alpha-Stable Distributions and Applications" C. L. Nikias, M. Shao, Wiley-Interscience, New York, NY, USA (1995).

3. "Adaptive Blind Signal and Imaging Processing: Learning Algorithms and Applications" A. Cichocki, S. Amari, Wiley, New York, NY, USA (2002).

4. "High-accuracy, Low-ambiguity Emitter Classification Using an Advanced Dempster-Shafer Algorithm" PROCEEDINGS-SPIE THE INTERNATIONAL SOCIETY FOR OPTICAL ENGINEERING, D. C. Black, J. C. Sciortino Jr., J. R. Altoft. (2004).

5. Additional information provided by TPOC in response to FAQs from proposective proposers (8 sets of Q&A).

KEYWORDS: Electronic Library; Signal Processing; Data Mining

N092-139 TITLE: Precision Control Systems aligned with Secondary Propulsion Sources

TECHNOLOGY AREAS: Ground/Sea Vehicles

ACQUISITION PROGRAM: Research and Development supported by NAVSEA 073

OBJECTIVE: Provide integrated highly precise control of ship navigation using a centralized electronic control system paired with directional propulsion systems.

DESCRIPTION: The goal of this topic is to develop a precision control system integrated with existing automated GPS based Navigation systems allowing for extremely accurate ship control. An integrated precision control system paired with the above and working in conjunction with primary and secondary vectored thrust propulsion systems would provide the next generation naval platforms with mission specific capabilities ranging from enhanced littoral and minefield navigation to automated mooring/unmooring capabilities. Individual components required to meet such precise control are under development or already exist but require an integrated approach to system control in order to provide the potential full spectrum of automated ship control. Such a precise control system could provide potentially enormous cost of life ship savings through reduced manning requirements, elimination of secondary support cost such as tug fees accrued during mooring evolutions as well as reduction in maintenance cost associated with exist mechanical control systems.

PHASE I: Conduct feasibility study to provide an integrated advanced precision control system to meet the stated objectives. Investigate any required export licensing controls or technical assistance. Contrast applicable cost reductions in operations, maintenance and training.

PHASE II: Prototype and demonstrate an enhanced end to end digital precision control system symbiotically aligned with an applicable secondary propulsion system emphasizing directional thrust control.

PHASE III: Demonstrated applications as a viable Next Generation Submarine Precision controlled secondary propulsion sources conceivably retro-active to previous platform generations.

PRIVATE SECTOR COMMERCIAL POTENTIAL: Precision Control ship handling system paired with directional thrust provides benefits to the river boat flotilla that ply the nation’s waterways. Highly precise position keeping will benefit the buoy tenders, oil exploration and any other commercial application requiring precise positioning of a floating platform. Zero profile high thrust propulsion will provide enhanced littoral water capabilities for Tug Services, Coast Guard applications, Geo-Thermal and Oil Explorations vessels as well as a variety of working trawler potential uses.

REFERENCES:

1. First Year (2003) Report: System Dynamics and Control of Podded Propulsors, M. Triantafyllou, F. Hover, and J. Stettler, Massachusetts Institute of Technology.

2. Adnanes, A.K. (2003), Maritime Electrical Installations and Diesel Electric Propulsion, Tutorial Report/Textbook, ABB Marine AS, Oslo, Norway 2003.

3. Damir Radan, Power Electonic Converters For Ship Propulsiton Electric Motors, Part of the NTNU project All Electric Ship Department of Marine Technology, NTNU.

KEYWORDS: Precision Directional Control; Enhanced Ship Handling; Position Keeping; Thrust Vectoring; Software Flexibility; High Power Density

N092-140 TITLE: Visual Signature Reduction Technology

TECHNOLOGY AREAS: Ground/Sea Vehicles, Materials/Processes

ACQUISITION PROGRAM: NAVSEA 073 and PMS 397 and PMS 392

OBJECTIVE: The objective of this SBIR is to develop a technology that will improve submerged maritime vehicle stealth/ signature at tactical depths while on the surface or near surface and in the littoral waters.

DESCRIPTION: Undersea vehicles, such as submarines, are vulnerable to detection when near the surface in littoral waters and can potentially be detected by sensing an anomaly in the reflected signature from a blue/green laser or the human eye. The technology must diminish visibility at shallow depths through the use of a new hull coatings, a system surrounding the hull providing a capability that reduces visual signature or other means that would allow such submerged maritime vehicles to be undetectable from the surface, air or space domains in an any maritime environment at shallow depth and speed.. Current state of the art is limited to camouflage paint schemes that are inadequate for projected visual systems.

PHASE I: Develop a technology concepts and identify the high risk technical challenges, providing evidence of the ability to meet them. Develop an initial plan for the development of the required capability including cost, schedule, and required support. Provide supporting scientific evidence and supporting methodologies to meet the objectives and parameters in support of phase II research efforts.

PHASE II: Demonstrate the underlying technology in a laboratory setting. Fabricate a small scale prototype (possibly a small UUV) device/material and test in a variety of conditions. Identify environmental factor affecting applications to platforms. Develop standardized methods and processes for repeatable cost effective platform application. Finalize the concept design and make recommendations for Phase III production-oriented designs. Identify production issues (e.g. Material Safety, environmental concerns). Refine the plan for development of the required capability provided in Phase I.

PHASE III: Produce and conduct testing of close-to-production model in an at-sea environment. Identify variables in production and installation processes that may affect performance. Demonstrate a repeatable production process. Transition the technology and capability to the assigned acquisition program office.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Additional military applications for ARMY, COAST GUARD, MARINES, and AIR FORCE vessels/vehicles. Homeland Security applications where stealth is required.

Border Patrol, Police and private security forces benefit from additional stealth and camouflage.

REFERENCES:

1. Photochromism, G. H. Brown (Ed.), Wiley-Intersciences, New York (1971).

2. H. G. Heller. In Photochromics for the Future Electronic Materials, L. S. Miller and J. B. Mullin (Eds.), Plenum, New York (1991).

3. A. Samat and V. Lokshin. “Thermochromism of Organic Compounds” in Organic Photochromic and Thermochromic Compounds, J. C Crano and R. J. Guglielmetti (Eds.), Vol. 2, Ch. 10, Plenum, New York (1999).

4. (a) Feringa, B.L. (ed.) Molecular Switches, Wiley-VCH, Darmstadt, 2001. (b) Photochromism: Memories and Switches, guest editor Irie, M. Chem. Rev. 2000, 100, 1683-1890. (c) Willner, I; Rubin, S. Angew. Chem. Int. Ed. Engl. 1996, 35, 367 (d) Horspool, W.M. (ed.), CRC Handbook of Organic Photochemistry and Photobiology, CRC press, Boca Raton, 1995. (e) Dürr, H.; Bouas-Laurent, H. (eds.) Photochromism, Molecules and Systems in Studies in Organic Chemistry 40, Elsevier, Amsterdam, 1990.

5. P. M. S. Monk, R. J. Mortimer, D. R. Rosseinsky. Electrochromism: Fundamentals and Applications, VCH, Weinheim (1995).

KEYWORDS: Stealth; Cloaking; Visual Signature Reduction; Visual Spectrum; Wavelength; submersibles

N092-141 TITLE: Lightweight, Low Cost Missile Canister Shell Solution for Future Surface Ship

VLS Applications

TECHNOLOGY AREAS: Materials/Processes, Weapons

ACQUISITION PROGRAM: PEO IWS 3, Surface Ship Weapons, Missiles, ACAT I

OBJECTIVE: Develop a light weight solution for the current steel canister shell used with Mk 41 and Mk 57 Vertical Launching Systems (VLS), with emphasis on design for highly automated manufacturing.

DESCRIPTION: Missile launch canisters are a critical but often under-emphasized part of almost all encanistered missile systems. Canisters can be more than 20 feet long and weigh thousands of pounds. A canister is designed to provide the internally contained high value round with an environment that is safe for transport and storage, sometimes going unopened for 10 years or more. When the missile is fired, the canister serves as its launching rail. Canisters must be weather tight, very straight, impact- and drop-resistant, and able to survive a restrained-fired event (when the ignited missile fails to egress from launch canister) without the risk of sympathetic adjacent round detonation. Canisters must also be able to safely withstand a near miss shock event as defined by Mil-Std-901 and maintain integrity with internal pressures over 100 PSI created by missile egressing from launcher.

One of the largest canisters in the Navy inventory is the MK 21 Mod 2, an approximately 25-inch square steel canister 220 inches in length and weighing over 3400 pounds. The current combined missile and canister weight is limited at 6500lbs. New missile systems tend to grow in size and weight to address increasingly capable threats. To maintain the total system weight of missile plus canister at approximately the same level, the canister becomes a useful opportunity for weight reduction to offset weight gain in the missile. Conversion from steel shell to composite material is the most technically viable approach to reduced canister weight, but conventional composite approaches to canister manufacturing will result in prohibitively high cost. Also current composite technologies do not meet the pressure requirements (>100psi) of the canister square pressure vessel geometry. The square geometry with small radius corners is crucial to maintain fit with existing USN Vertical Launching Systems and to provide ample internal space to package current 21" diameter missile and its folded steering control fins. This program seeks the development of a innovative manufacturing process –optimized light weight canister solution that reduces weight compared to baseline steel by at least 25% with the lowest possible unit production cost. The desired process may include new technologies at both the machine and system levels.

PHASE I: Design a light weight replacement for the current MK 41 VLS canister, meeting or exceeding the key performance parameters of this baseline configuration. Apply this design toward innovative manufacturing process automation, exhibiting best potential for enhanced full life-cycle affordability in acquisition, operation in the fleet, and maintenance

PHASE II: Produce test hardware and conduct test that affirm the ability of the Phase 1 design to meet the critical parameters driving the design selection. Project production cost of the composite hardware in low rate production.

PHASE III: Work with the Navy and the prime contractor to transition the light weight canister shell design to full scale canister testing in FY 2011 and eventual fielding in the Program of Record

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Light weight square geometry pressure vessels for Automotive, Air Transportation applications and low-cost, lightweight structural/hydrostatic building materials for commercial construction.

REFERENCES:

1. Zu, L., Koussios, S. and Beukers, A. 2008. "Optimal Shapes and Winding Parameters for Filament Wound Articulated Pressure Vessels," Proceedings of the American Society for Composites: Twenty-Third Technical Conference, Memphis, TN, September 9-11, 2008.

2. Legowick, Ronald, 2001,”Next Generation Composite Canister for Missile Defense Applications,” presented at the Defense Manufacturing Conference.

KEYWORDS: Composite materials, manufacturing, missile canister, automated manufacturing,missile launcher,poltrusion

N092-142 TITLE: Advanced Aluminum Cost-effective Joining

TECHNOLOGY AREAS: Materials/Processes

ACQUISITION PROGRAM: CGX Program, PMS 502, ACAT 1

OBJECTIVE: Develop a cost effective mechanically fastened / interlocking / bonded joint for structural aluminum bulkheads and decks using innovative structural shapes, extrusions or connection methods that overcome the limitation of reduced strength from standard weldments.

DESCRIPTION: Aluminum alloys are often considered during material trade studies for topside structures on Navy combatants. However, the severely degraded mechanical properties in the Heat Affected Zone (HAZ) associated with welds occurring at joints are a limiting factor, with strength loss on the order of 50%. This reduction in strength has a direct impact on the potential weight savings of aluminum since the reduced strength in the HAZ is a driving constraint. There are significant benefits (such as reduced weight, production efficiencies, and reduced distortion due to welding) associated with reduction or elimination of the HAZ through the use of either minimal or limited welding in the structural aluminum connections, or through the incorporation of low-cost, low-count fastener systems in aluminum joints.

This topic seeks to explore the use of novel aluminum shapes, extrusions and connection methods to provide a cost-effect method for mitigating the reduced HAZ mechanical properties. Many aluminum alloys are readily extrudable and offer the potential for novel joint details. However, proposers are not limited to extrusions and encouraged to explore shapes that can be made by welding, rolling, casting, forging, flow forming, even machining – the topic focus is overall effectiveness and cost. The proposed joint system should not represent a weight increase over a comparably welded configuration of equal strength. Cost per unit area or length should also be comparable to the welded configuration by a factor of the strength relationship between current and proposed methods. Concepts proposed should take into consideration: method by which foundations, etc would be connected to such a deck or bulkhead system; methods by which the proposed concept(s) would connect to the ship; means of repair; achieving compartment tightness; effects of combat type loads such as shock; life-cycle under operational loads. 5000 series marine grade aluminum alloys should be the primary focus for consideration followed by 6000 series aluminum alloys. Other aluminum alloys series are discouraged.

PHASE I: Demonstrate the feasibility of the use of novel aluminum shapes, extrusions and connection methods to provide a cost-effective method for mitigating the reduced mechanical properties in the HAZ. Develop an initial conceptual design and establish performance goals and metrics to analyze the feasibility of the proposed solution. Perform bench top experimentation where applicable to demonstrate concepts. Provide a Phase II development approach and schedule that contains discrete milestones for product development.

PHASE II: Develop, demonstrate and fabricate a prototype(s) as identified in Phase I. In a laboratory environment, demonstrate that the prototype(s) meets the performance goals established in Phase I. Develop a cost benefit analysis and a Phase III installation, testing, and validation plan.

PHASE III: Working with government and industry, develop production quality, low-cost, and low-maintenance joint system designs for military and commercial implementation onboard naval platforms. Continue to conduct validation testing as appropriate.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: This technology has wide-ranging applicability to both the public and private sectors. Solutions developed here have similar benefits in construction of commercial aluminum boats and pleasure craft, and other industries where stiffened plate construction is required.

REFERENCES:

1. American Bureau of Shipping (ABS) High Speed Naval Craft Guide 2007, http://www.eagle.org/

2. Lincoln Electric Article: “Aluminum: Experience in Application”. http://www.lincolnelectric.com/knowledge/articles/content/alumapp.asp

3. Aluminum and Aluminum Alloys: Aluminum and Aluminum Alloys. Joseph R. Davis, J. R. Davis & Associates, ASM International Handbook Committee; Published by ASM International, 1993.

KEYWORDS: aluminum; extrusion; joint; fastener; structure; weld

N092-143 TITLE: Dynamic Motion of Appendages/ Flippers of Marine Mammals: Basis for New

Concepts of Control Surfaces, Hydrofoils and Wings During Extreme Maneuvers

TECHNOLOGY AREAS: Ground/Sea Vehicles

ACQUISITION PROGRAM: NAVSEA 073 and PMS 397

OBJECTIVE: The overall objective of this investigation is to explore new concepts that can lead to fundamental modifications of Naval submarines, submersibles and surface vessels and their control surfaces (e.g hulls, rudders and planes)

DESCRIPTION: Design of new control surfaces, hydrofoils, and planes for steady performance, highly unsteady maneuvers, and exposure to incident gusts and turbulence can benefit from an in-depth understanding of the quantitative, unsteady flow structure associated with appendages, flippers, and fins of highly evolved marine mammals and fish. The highly unsteady motion of distinctive plan forms of marine mammal appendages/flippers, in conjunction with surface modifications such as leading-edge protuberances, should provide time shifting of the unsteady onset of flow separation and vortex formation at high angle of attack, such that the loading on these configurations is optimized to allow severe maneuvers. These physical concepts can be extended to Naval submersible/surface vehicle configurations such as control surfaces/hydrofoils/planes undergoing severe maneuvers. Furthermore, such concepts may allow control surfaces/hydrofoils/planes to withstand large amplitude gusts and turbulence. Newly-developed techniques of laser-based, quantitative space-time imaging can define new types of three-dimensional flow patterns, in conjunction with loading characteristics.

This project will: (a) classify various types of appendages, flippers, and fins primarily of mammals, but also of fish; (b) subject generic configurations to basic types of unsteady motion; (c) quantitatively determine new types of complex flow patterns in relation to steady and unsteady loading; (d) relate findings to projected Navy submersible/surface vehicle configurations.

PHASE I: Study and formulate geometrical modifications of a generic control surfaces/hydrofoil/ planes that will yield favorable relationships between highly unsteady motion, flow structure, and loading. Implement an experimental or experimental-numerical approach that provides quantitative, instantaneous definition of the unsteady flow structure in relation to the loading. Develop a plan for subsequent phases of the program, including cost, schedule, and required support.

PHASE II: Investigate the effects of mode of motion (plunging, pitching and their combination), dimensionless amplitude, and reduced frequency, for different geometrical modifications of a generic control surface/hydrofoil/ wing. Such modifications should be grounded in the state of knowledge of mammals and fish undergoing unsteady maneuvers. Finalize the optimal geometrical modification and make recommendations for the design for Phase III.

PHASE III: Identify a full-scale configuration in the category of ground and sea vehicles fabricate and implement the optimal geometrical modification defined in Phase II, and perform full-scale testing. Transition the technology to one of the foregoing categories, and identify applications in the private/commercial sector. Transition the technology to the assigned program office.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Commercial/industrial firms concerned with the performance and durability of the wings of large-scale aircraft and small-scale aircraft, including micro-aerial vehicles, blades of wind turbines, and compressor and fan blades in rotating machinery could exploit the results of this program. All of these organizations are concerned with unsteadiness associated with motion of the body, as well as unsteadiness associated with incident gusts and turbulence.

REFERENCES:

1. Lauder, G.V. and Madden, P.G.A. 2007 Fish locomotion: kinematics and hydrodynamics of flexible foil-like fins Experiments in Fluids Vol. 43: 641–653.

2. Fish, F.E. and Lauder, ¬G.V. 2006 Passive and active control by swimming fishes and mammals Annual Review of Fluid Mechanics Vol. 38: 193-224.

3. Yaniktepe, B. and Rockwell, D. 2004 Flow Structure on a Delta Wing of Low Sweep Angle AIAA Journal, Vol. 42, No. 3, , pp. 513-523.

4. Rockwell, D. 2000 Imaging of unsteady separated flows: global interpretation with particle image velocimetry Experiments in Fluids Vol. 29 No.7, pp. S255-27.

KEYWORDS: Maneuver; unsteady; mammals; lift; drag; vortices, control surfaces;

N092-144 TITLE: Affordable Rotorcraft Air Vehicle Drag Reduction for Cruise Efficiency and

Enhanced Lift Using Plasma Flow Control

TECHNOLOGY AREAS: Air Platform

ACQUISITION PROGRAM: V-22 Joint Program Office (PMA-275) ACAT ID

OBJECTIVE: The objective of the work is to demonstrate active flow control using surface mounted Single Dielectric Barrier Discharge (SDBD) plasma actuators to increase aircraft range and decrease response time, while reducing direct operating cost through improved cruise efficiency. Plasma flow control will be used to support missions such as external lift of increasing payload weights and increased altitude operations in mountainous regions. Actuators could be located on the wing flaps, nacelle area, and aft fuselage.

Topic Numbers

PHASE II ENHANCEMENT

PHASE III