Navy FY10.1 SBIR Solicitation Topics

NAVY

SBIR FY10.1 PROPOSAL SUBMISSION INSTRUCTIONS

The responsibility for the implementation, administration and management of the Navy SBIR Program is with the Office of Naval Research (ONR). The Director of the Navy SBIR Program is Mr. John Williams, john.williams6@navy.mil. For general inquiries or problems with electronic submission, contact the DoD Help Desk at 1-866-724-7457 (8:00 am to 5:00 pm ET). For program and administrative questions, please contact the Program Managers listed in Table 1; do not contact them for technical questions. For technical questions about the topic, contact the Topic Authors listed under each topic on the Web site before 10 December 2009. Beginning 10 December, the SITIS system (http://www.dodsbir.net/Sitis/Default.asp) listed in section 1.5c of the program solicitation must be used for any technical inquiry.

TABLE 1: NAVY ACTIVITY SBIR PROGRAM MANAGERS POINTS OF CONTACT

Topic Numbers	Point of Contact	Activity	Email
N101-001 thru N101-003	Mr. Paul Lambert	MARCOR	sbir.admin@usmc.mil
N101-004 thru N101-042	Mrs. Janet McGovern	NAVAIR	navair.sbir@navy.mil
N101-043 thru N101-069	Mr. Dean Putnam	NAVSEA	dean.r.putnam@navy.mil
N101-070 thru N101-071	Mr. Nick Olah	NAVFAC	nick.olah@navy.mil
N101-072	Mr. John Gallagher	NAVSUP	john.gallagher@navy.mil
N101-073 thru N101-074	Mr. John Kieffer	NSMA	john.f.kieffer@navy.mil
N101-075 thru N101-098	Mrs. Tracy Frost	ONR	tracy.frost1@navy.mil
N101-099 thru N101-105	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 and NAVSEA topics N101-004 thru N101-069 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 $1M each, substantial expansions to the existing contract, or a second Phase II award. For currently existing Phase II contracts, the goals of the CPP will primarily be attained through contract expansions, some of which may significantly exceed the $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 Public Law (PL 111-84, PL102-564, PL111-10, PL111-43 and PL 111-66) 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 111-84, Public Law 106-554, Public Law 111-10, Public Law 111-43, PL 111-66 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, 13 January 2010.

____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 and NAVSEA topics N101-004 thru N101-069, 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 10.1 Topic Index

N101-001 Mitigation of Blast Injuries through Modeling and Simulation

N101-002 Modular Lightweight Armor System

N101-003 Lightweight High Temperature Armor

N101-004 Air Anti-Submarine Warfare Modeling and Simulation Tool

N101-005 Spread Spectrum Techniques for Sonar Ping Technology

N101-006 Prognostic & Health Management (PHM) Technologies for Unmanned Aerial Vehicles

(UAV)

N101-007 Efficient Multi Fuel Tank Inerting System

N101-008 Insensitive Munitions Compliant Initiation System

N101-009 Novel Laser Gain Media

N101-010 Real Time RF Range Delay Emulation

N101-011 Hand-Held Nondestructive Inspection (NDI) Scanner for Composite Missile Systems

N101-012 Strained Layer Superlattice Dual Band Mid-Wavelength Infrared/Long Wavelength

Infrared (MWIR/LWIR) Focal Plane Arrays

N101-013 Low Cost, Dual Purpose Engine Control and Diagnostic Sensors

N101-014 High Gain Array of Velocity Sensors

N101-015 Virtual Vibration Testing Of External Stores

N101-016 Lightweight, Accurate Bleed Flow Measurement for Gas Turbine Engines

N101-017 Miniature Laser Designator for Small Unmanned Aircraft Systems

N101-018 MH-60R Sonar NiCad Battery Reliability Improvement

N101-019 Algorithms for Dynamic 4D (3D space with time) Volumetric Calculations and Analysis

N101-020 Multi-Channel Wideband Antenna Array Manifolds

N101-021 Innovative Structures for Sonobuoy Applications

N101-022 Antenna Placement Optimization on Large, Airborne, Naval Platforms

N101-023 Processor Architectures for Multi-Mode Multi-Sensor Signal Processing

N101-024 Winch Gearbox Prognostics & Health Management

N101-025 Improved Antisubmarine Warfare (ASW) Sonobuoy Location Technique in a Denied

Global Positioning System (GPS) Environment

N101-026 Multi-Axis Vibration Mitigation and Habitability Improvement for Seated Occupants

N101-027 Universal Switching Across Automatic Test Systems

N101-028 Computational Characterization of Aeroengine Combustor/Augmentor Fuel Injectors

N101-029 Automated Generation of Advanced Test Diagrams to Reduce Test Program Set Life-

Cycle Costs

N101-030 Lossless Non-Blocking Single-Mode Fiber Optic Wavelength Router

N101-031 Non-Flammable Electrolyte for Naval Aviation Lithium Batteries

N101-032 Automated Sense and Avoid for Due Regard

N101-033 Highly Integrated, Highly Efficient Fuel Reformer/Fuel Cell System

N101-034 Affordable Broadband Radome

N101-035 Digital RF Memory (DRFM) Jammer Simulator

N101-036 Impact/Erosion Resistant Environmental Barrier Coatings (EBCs) for Ceramic Matrix

Composites (CMCs)

N101-037 Investigation of the Debye Effect for Submarine Detection

N101-038 Innovative Concepts for Composite Leading Edge Self-Monitoring Anti/De-icing System

N101-039 Innovative Quiet Unmanned Air Vehicle Technologies

N101-040 Acoustic Stability Prediction In Solid Rocket Motors

N101-041 High Temperature Survivability Coating Materials with Innovative Application Processes

N101-042 Environmental Wideband Acoustic Receiver and Source (EWARS)

N101-043 Low Cost, Reliable Towed Sensors Handling Systems

N101-044 Embedded Acoustic Sensors on the Surface of Composite Sonar Domes and Aluminum

Hull Sections

N101-045 Advanced Marine Generator for Combatant Craft

N101-046 Wideband Acoustic Communications Transducer

N101-047 Integrated Communications System-Next

N101-048 Environmentally Constrained Naval Search Planning Algorithms

N101-049 Self Powered, Submarine Emergency Position Indicating Radio Beacon (SEPIRB)

N101-050 Man Transportable Robotic System (MTRS) Remote Digger and Hammer Chisel

N101-051 Simplified Topside Design and Assessment Tool

N101-052 Novel Composite Pressure Vessel Structures With High Heat Transfer and Fire

Resistance Properties

N101-053 Low-cost Cabling Infrastructure for Naval Electronics Systems

N101-054 Novel Methods to Improve Performance of Silver-Zinc Batteries

N101-055 Advanced Power Management for In-Service Combatants

N101-056 Compact and/or MEMS-based gas-sampling sensors for analysis of battery offgassing

N101-057 Innovative Submersible Outboard Cable Failure Detection and Prediction Device

N101-058 Application of Coatings for Complex Ship Structural Surfaces Using Electrostatics

N101-059 Ultra Wide Bandwidth High Dynamic Range Digital ISR Receivers for the submarine

force

N101-060 Advanced, Automated Sensing and “3-D” Control/Targeting System for Exterior

Shipboard Fires

N101-061 Multi-Algorithm Unique Emitter Identification

N101-062 Improved Torpedo Defense

N101-063 Robust Rotary Union for High Speed, High Power Density Rotating Electrical Machines

N101-064 Innovative Predictive Tools for Successful Processing of Propylene Glycol Dinitrate for

Production of Otto Fuel II

N101-065 Novel Composite Submarine Hatch Materials and Construction Methods

N101-066 Hull Contamination Measurement

N101-067 Material Multi-Solution for Hypersonic Systems

N101-068 Technologies for Reduced Source Level Sonar Systems

N101-069 Innovative Wideband Antenna Technology for Ultimate Consolidated Submarine Mast

N101-070 Energy Storage For Facilities Renewable Energy

N101-071 Advanced Shore Based Mooring (ASBM)

N101-072 Non-Plastic Biodegradable Waste Bag

N101-073 Terminal Guidance for Autonomous Aerial Refueling

N101-074 Robust, Thin Resistive Films

N101-075 Electric Field Tunable Multi-Ferroic Phase Shifters for Phased-Array Applications

N101-076 Platform for Developing and Evaluating Spatio-temporal Cognition in Autonomous

Agents

N101-077 Forward Bathymetry Sensing for Safe High Speed Boat Operation

N101-078 Dual Well Focal Plane Array (FPA)

N101-079 fMRI compatible hypo-hyperbaric system for diving research and hyperbaric medicine

N101-080 DUAL BAND SAL SEEKER Read Out Integrated Circuit (ROIC)

N101-081 Novel Volumetric and Gravimetric Oxygen Sources and Packaging Suitable for

Unmanned Applications

N101-082 Development of Advanced Compact Energy Recovery Pumping System for Shipboard

Seawater Reverse Osmosis Desalination

N101-083 Fast, High Resolution 3-D Flash LIDAR Imager

~~N101-084 Strained Layer Superlattice (SLS) Dual Band Focal Plane Array (FPA)~~

N101-085 Hemostatic Agent Development

N101-086 Advanced Rail Materials for Electromagnetic Launchers

N101-087 Counter Directed Energy Weapons (C- DEW)

N101-088 Alternative Energy Systems and High Efficiency Water Purification Systems for

Humanitarian Assistance and Disaster Relief Operations, and Expeditionary Operations

N101-089 Light Weight Coastal Topographic/ Bathymetric Charting System for Naval Unmanned

Airborne Vehicles

N101-090 Error Correction for Innovative ADC

N101-091 Automated Shipboard Build-up of Customized Pallet Loads

N101-092 Cost-Effective PiezoCrystal Transducer Assembly Technologies

N101-093 Energy Harvesting from Thermal and Vibration Loads due to High Temperature, High

Speed Impinging Jets

N101-094 Prevention of Laparoscopic Surgical Skill Attrition

N101-095 Distributed Sensor Network for Structural Health Monitoring of Ships

N101-096 Non-Inductive Actuation Mechanisms to Reduce Interference with Magnetometer-Based

Navigation

N101-097 Innovative Material Design and Manufacturing Development for a Lightweight, Low-

Cost, Highly Survivable Drive Shaft

N101-098 Skin Friction Measurement Technology for Underwater Applications

N101-099 Spectrum Agile Network Distributed Subcarrier Allocation

N101-100 Multi-Source Imagery and Geopositional Exploitation (MSIGE)

N101-101 Densely-Packed Target Data Fusion for Naval Mission-level Simulation Systems

N101-102 Adaptive System Behavior through Dynamic Data Modeling and Auto-Generated User

Interface

N101-103 Navy ERP Advanced Visual Reporting

N101-104 Co-Site Interference Mitigation in Phased Arrays

N101-105 High Performance UHF Antenna for Nano-satellites

NAVY SBIR 10.1 Topic Descriptions

N101-001 TITLE: Mitigation of Blast Injuries through Modeling and Simulation

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

ACQUISITION PROGRAM: PEO-LS ACAT II

OBJECTIVE: The objective of this topic is to investigate the effect of non-centerline IED/mine blast on crew survivability and to develop a physics-based model that will assist in the design of safety components devised to mitigate injuries sustained by individuals riding in tactical wheeled vehicles.

DESCRIPTION: Military personnel riding in tactical wheeled vehicles, such as the Mine Resistant Ambush Protected (MRAP) family of vehicles and the Medium Tactical Vehicle Replacement (MTVR) vehicle, continue to suffer from both death and serious bodily injury as a result of IED/mine explosions. In almost all cases, the event is from an encounter with a non-centerline IED/mine, generating a significantly complex blast load on the vehicle, seats, restraints, and ultimately the crew. Design and development of safety components to mitigate these crew injuries requires a physics-based model able to account for both soil/structure interaction and gross vehicle response. Using the model developed, vehicle response and resulting load profiles on crew members will be generated and used to identify/select designs that enhance crew safety and mitigate injuries. Existing engineering based personnel survivability models will then be used to verify the effectiveness of these newly designed safety components. This modeling and simulation activity will provide a capability that does not exist, providing an evaluation and validation tool to design safety components that save lives.

PHASE I: The contractor will research the numbers, types, and severity of injuries sustained by military personnel embarked in MRAP, MTVR, and other vehicles. The contractor will develop the characteristics of these vehicles as well as the damage sustained from the IED/mine blast at the specified encounter geometry. The contractor will also select the basic modeling approach and algorithms from which the model will be developed. The preliminary model will be used to perform simulations against a particular threat type, size, and location and predictions analyzed using existing live fire test data such as floor, seat, wall, and roof accelerations.

PHASE II: The contractor will continue to refine the efforts initiated in Phase I. The contractor will develop and demonstrate the models’ ability to couple the vehicle-crew response to specific body regions of crew members, such as legs and head. Super Hybrid III Anthropomorphic Test Devices (ATDs) data will be used to verify model predictions. The contractor will also establish a model requirements standards document that will provide sufficient guidance to engineers as to the geometry and material property data required to run the code. The contractor will add the capability to the model initial mitigation design approaches such as padding, seating designs, and restraint systems.

PHASE III: The contractor will cooperate with MRAP, MTVR, and other tactical vehicle manufacturers, including commercial industry vendors, to obtain test data from vehicles utilizing new safety features or components. This data will be used to verify the models predicted reduction in crew injury and focus designers on the best areas for improvement. The contractor will continue to use the model to recommend additional potential design changes that enhance crew safety and reduce injuries.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Reduction of injuries resulting from vehicle crash and rollover.

REFERENCES:

1. M. J. Chinni (Ed.), Proceedings of the 1997 Simulation MultiConference: Military, Government, and Aerospace Simulation (April 6-10, 1997). Simulation Series 29(4), 217-222. San Diego, CA: The Society for Computer Simulation International.

2. Upton, G. F. & Holmes, B. (1999). Challenges and solutions in developing a dynamic terrain enabled PC-based software image generator. In, Proceedings of the Interservice/Industry Training Systems and Education Conference, pp. 749-757.

KEYWORDS: MRAP; blast protection; vehicle rollover; leg injury; vehicle restraint devices; modeling and simulation

N101-002 TITLE: Modular Lightweight Armor System

TECHNOLOGY AREAS: Ground/Sea Vehicles, Materials/Processes

ACQUISITION PROGRAM: The Program Manager Advanced Amphibious Assault (PM AAA) ACAT-I

RESTRICTION ON PERFORMANCE BY FOREIGN CITIZENS (i.e., those holding non-U.S. Passports): This topic is "ITAR Restricted." The information and materials provided pursuant to or resulting from this topic are restricted under the International Traffic in Arms Regulations (ITAR), 22 CFR Parts 120 - 130, which control the export of defense-related material and services, including the export of sensitive technical data. Foreign Citizens may perform work under an award resulting from this topic only if they hold the “Permanent Resident Card”, or are designated as “Protected Individuals” as defined by 8 U.S.C. 1324b(a)(3). If a proposal for this topic contains participation by a foreign citizen who is not in one of the above two categories, the proposal will be rejected.

OBJECTIVE: Research, develop and build a lightweight modular armor package.

DESCRIPTION: The Marine Corps EFV is a 78,200 lb. armored and tracked troop carrier designed to operate over harsh off-road terrain and in oceans and rivers. The EFV design is limited due to competing requirements: 1) high water speed, 2) combat effectiveness and carrying capacity, and 3) survivability. The current armor system meets functional requirements, weight however is critical to an amphibious vehicle therefore a lighter solution (1 to 2 lb. per sqr. ft.) while maintaining or improving the current ballistic protection levels (14.5 mm AP @ 300 meters) is desired. The armor system should be applicable but not limited to the vehicle skirt. The selected armor system(s) must demonstrate the ability to function in extreme operating environments which include but are not limited to -25°F to +120°F, hot desert blowing sand, full salt water immersion and immersion in petroleum based liquids. The armor system must be able to be integrated into the existing EFV design.

PHASE I: The contractor shall conduct research into lightweight modular armor systems for use on the EFV, keeping in mind the environment in which those materials will be used. Based on their research, the contractor shall create a conceptual design including estimated weight, cost and performance characteristics.

PHASE II: The contractor shall manufacture a prototype armor panel(s) and conduct ballistic testing to validate their design meets EFV specified performance levels and characterize the performance. Due to the nature of this topic, the contractor must be ready to shift into a classified performance mode with cleared personnel and storage available.

PHASE III: The preferred transition is to contract with the prime vendor (General Dynamics Land Systems) to integrate the system onto the EFV. This technology is also directly applicable to large military vehicles such as the Army’s FCS.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Successful development and characterization of lightweight modular armor systems has direct application to a wide verity of protective requirements for uses in various military and commercial land and sea based vehicles. This technology is also applicable to the protection of structures.

REFERENCES:

1. EFV S/SS Specification Rev N. dated 23 June, 2008 (available upon request)

2. MIL-STD-810F Environmental Test Methods and Engineering Guidelines

3. MIL-STD-889B Dissimilar Metals

4. MIL-STD-662F V50 Ballistic Test For Armor

5. AR 70-75 Survivability of Army Personnel and Materials

6. STANAG 4569

KEYWORDS: Ballistic; Materials; Ballistic Protection; Lightweight; Armor; Survivability

N101-003 TITLE: Lightweight High Temperature Armor

TECHNOLOGY AREAS: Ground/Sea Vehicles, Materials/Processes

ACQUISITION PROGRAM: Program Manager Advanced Amphibious Assault (PM AAA) ACAT-I

OBJECTIVE: Provide high temperature (up to 500º F) ballistic protection in areas exposed to high temperatures, such as an engine compartment roof, while meeting the weight limitations for light weight armored vehicle.

DESCRIPTION: For example, the Marine Corps EFV is a 78,200 lb. armored and tracked troop carrier designed to operate over harsh off-road terrain and in oceans and rivers. There are several areas of the vehicle where temperatures can exceed 500º F in the event of an exhaust failure. The current configuration is rated at 250° F without degradation in ballistic performance against 20mm FSP (Fragment Simulating Projectiles). It is desired to increase the temperature tolerance of the composite material to compensate for possible exhaust gas exposure without degradation in ballistic performance. Materials should not produce toxic fumes, smoke or flame when exposed to high temperatures. The selected material(s) must demonstrate the ability to function in operating environments which include but are not limited to -25° F, hot desert blowing sand, full salt water immersion and immersion in petroleum based liquids. The composite must be able to be integrated into existing armor designs.

PHASE I: The contractor shall conduct research into composite materials that do not degrade from exposure to a temperature of 500º F for an extended period for use in engine compartments, keeping in mind the environment in which those materials will be used. Based on their research, the contractor shall create a conceptual design including estimated weight, cost and performance characteristics.

PHASE II: The contractor shall manufacture a prototype armor panel(s) and conduct ballistic testing to validate their design meets specified performance levels.

PHASE III: Contract with the prime vendor (General Dynamics Land Systems) to integrate the material onto the EFV. Contract with any vendor to integrate the material onto armored vehicles. This technology is directly applicable to any military vehicle.

PRIVATE SECTOR COMMERCIAL POTENTIAL: This material could be applied in any application involving protection from high heat and flame such as building materials. Retrofit on existing US combat systems.

REFERENCES:

1. EFV S/SS Specification Rev N. dated 23 June, 2008 (available upon request)

2. MIL-STD-810F Environmental Test Methods and Engineering Guidelines

3. MIL-STD-889B Dissimilar Metals

4. MIL-STD-662F V50 Ballistic Test For Armor

4. AR 70-75 Survivability of Army Personnel and Materials

5. STANAG 4569

KEYWORDS: Lightweight; Armor; High Temperature; Ballistic Protection; Survivability; Materials

N101-004 TITLE: Air Anti-Submarine Warfare Modeling and Simulation Tool

TECHNOLOGY AREAS: Air Platform, Sensors, Battlespace

ACQUISITION PROGRAM: PMA-264, High Altitude ASW, PMA-290, Maritime Patrol and Reconnaissance

OBJECTIVE: Develop a stochastic simulation that evaluates all phases of the Air Anti-Submarine Warfare (ASW) mission, at engagement-level fidelity.

DESCRIPTION: An Air ASW few-vs-few simulation would provide NAVAIR with a unique capability to perform Air ASW analysis acceptable to programs and meaningful to war fighters. There are many tools and simulations that examine specific parts of the Air ASW mission, such as radar periscope detection, multi-static active acoustics, and passive acoustics. There are also several tools that examine systems or systems of systems and the mission or campaign level. What is lacking is a model that evaluates the entire Air ASW mission, from detection through localization through weapon drop, to an appropriate degree of fidelity to quantify the operational effectiveness of Air ASW systems. Typically mission and campaign-level simulations are capable of evaluating across a broad spectrum of missions and platforms, providing quantitative data for "what it takes to win" measures of effectiveness. These tools traditionally do not possess the fidelity to quantify the value of individual sensors or weapons, or other factors such as velocity, flight profile, buoy patterns, etc. The problem to be solved is to develop a stochastic simulation that bridges the gap between engineering-level models and mission and campaign-level models and allows for a high-fidelity, quantitative assessment of various piece of the entire Air ASW mission.

This simulation should consider advanced mathematical modeling and operations research techniques to appropriately represent current and future aspects of search theory, area of uncertainty expansion, environmental factors, data fusion, acoustic and nonacoustic sensors, and aircraft motion characteristics. The model should represent the complex Air ASW mission at a high level of detail through dissimilar systems and environments. Resulting analyses, from the tool, would demonstrate the utility of airborne ASW system capabilities and upgrades in the operational context of integrated systems and cooperative tactics and counter-tactics fully informed by representations of enabling factors such as communications, Intelligence, Surveillance, and Reconnaissance (ISR), and Command and Control (C2). The results of this type of tool could also credibly inform and calibrate more aggregate mission- and campaign-level tools with the full force of their context. Design of experiments, metamodeling and simulation federation techniques should be considered in order to determine an optimal approach to integrating with mission and campaign tools.

PHASE I: Develop and demonstrate initial concept of modeling algorithms incorporating search theory and mathematical modeling techniques.

PHASE II: Fully develop, finalize and validate algorithms. Develop prototype simulation tool and demonstrate analysis capabilities.

PHASE III: Conduct testing verification and validation. Transition tool to end-user.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The necessary human behavior and search theory algorithms are applicable to various types of unmanned surveillance, particularly subsurface unmanned surveillance. Undersea search vehicles are used for commercial shipping, oil industry, and environmental and oceanographic companies. This tool can be used to provide analysis on the optimal search patterns for vehicles and enable the development of algorithms to allow for greater levels of autonomy and self vectoring.

REFERENCES:

1. Law and Kelton, “Simulation Modeling and Analysis,” 2000.

2. Navy Modeling and Simulation Office website; https://nmso.navy.mil/VVA/tabid/58/Default.aspx/

3. Carl, R. Greg, Champagne, L., Hill, Raymond, “Search Theory, Agent Based Simulation, and U-Boats in the Bay of Biscay,” Proceedings of the 2003 Winter Simulation Conference; (http://ormstomorrow.informs.org/archive/spring03/Submissions/carl_paper.pdf)

4. Milan, V. “On Naval Power,” Joint Force Quarterly, Issue 50, 3rd Quarter 2008, pg 8.

5. Concept of Operation for the 21st Century Task Force ASW; http://www.navy.mil/navydata/policy/asw/asw-conops.pdf

KEYWORDS: Air Anti-Submarine Warfare; Modeling and Simulation; Mathematical Modeling; Operations Research; Search Theory; Stochastic Simulation

Questions may also be submitted through DoD SBIR/STTR SITIS website.

N101-005 TITLE: Spread Spectrum Techniques for Sonar Ping Technology

TECHNOLOGY AREAS: Air Platform, Sensors, Battlespace

ACQUISITION PROGRAM: ACAT IV, PMA-264, Air ASW Systems; Sea Shield

OBJECTIVE: Develop a generic sonar system consisting of sonar source that can covertly perform an active search while also being compatible with marine life.

DESCRIPTION: Distributed or multistatic active sonar systems have the ability to detect, classify and localize targets in large areas of the search field. One major drawback of the active (ping) energy can more readily alarm the submerged target than detect it. The current active ping can also be detrimental to humans swimming, as well as marine mammal life that can suffer long-term physical impairment. A new approach is required that can realistically provide active sonar detection with ensonification energy that is less detectable to frequency swept sonar intercept receivers but whose target resonified energy can be easily ‘seen’ by the properly ciphered sonar receivers. Improved signal to noise ratio for the active sonar case is also desirable. The aircraft avionics should have minimum hardware and software impact; however, it is obvious that some command and display functions may have to be modified. Consideration should be done as to interaction of the air platform, the source and the receiver and the distribution of effort among the three elements: source, receiver and aircraft.

PHASE I: Perform a modeling and/or simulation effort to prove feasibility. Plan the development of innovative signal and information processing algorithms.

PHASE II: Develop and refine the signal and information processing algorithms based on the results of Phase I. Design and demonstrate a floating breadboard prototype system Coordinate field tests to gather and analyze data to improve and verify signal processing.

PHASE III: Transition the innovation into a new sonobuoy set as well as into an existing aircraft antisubmarine warfare (ASW) system. Convert the algorithms into source code for an aircraft sonar acoustic system and its system of sources and receivers.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: An application of this technology may also be of interest to those who study the ocean environment and often employ objectional sound levels; such as, seismic analysis (using high-powered sound) of the ocean floor in search of oil as well as in covert intrusion detection.

REFERENCES:

1. Viterbi, A. CDMA: Principles of Spread Spectrum Communication, Addison-Wesley, 1995.

2. Kopp, Carlo, "An Introduction to Spread Spectrum Techniques," 2nd Ed, 2005, online: http://www.ausairpower.net/OSR-0597.html.

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

4. Pickholtz, R. L., Schilling, D. L., and Milstein, L. B. Revisions to “Theory of Spread-Spectrum Communications – A Tutorial” IEEE Trans. Commun., vol. COM32, no. 2, Feb 1984, online: http://www.bee.net/mhendry/vrml/library/cdma/cdma.htm

KEYWORDS: Pseudo-noise; Spread Spectrum; Sonar; Antisubmarine Warfare; Ocean Mammal Mitigation; Anti-Jam Sonar

Questions may also be submitted through DoD SBIR/STTR SITIS website.

N101-006 TITLE: Prognostic & Health Management (PHM) Technologies for Unmanned Aerial

Vehicles (UAV)

TECHNOLOGY AREAS: Sensors

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

OBJECTIVE: Develop a diagnostic and prognostic architecture to enable a condition based maintenance system for Unmanned Aerial Vehicles (UAV).

DESCRIPTION: With the advent of significantly more complex Unmanned Air Vehicles (UAV) in the DoD inventory and the unique challenges and opportunities they present, integration of the typical Prognostics & Health Management (PHM) System from a manned platform is not always optimal. UAVs present unique challenges in the diagnostics, prognostics and health monitoring of engines and drive systems, sensors (electro-optical/infrared (EO/IR), Radar, etc), electro-mechanical actuator (EHA), and communications, during endurance missions. Wherein the pilot debrief is often used to identify changes in engine performance or aircraft handling characteristics for maintenance purposes, without a pilot in the loop, the PHM system on UAVs must be relied upon to a greater extent to report propulsion faults and drive maintenance actions. Propulsion faults such as compressor surge/stall, vibrations, and screech can often be identified by auditory or vibration changes in a manned platform. This detection is obviously not available on unmanned platforms, making it more difficult to detect, diagnose, and repair propulsion system problems.

While there are many challenges associated with UAVs, there are also many unique opportunities presented with integrating a PHM system. With the UAV under continual downlink connectivity, there exists the possibility to perform highly complex diagnostic routines and prognostic algorithms near real time (NRT) offboard in the ground control station (GCS). This can free up limited computational resources and memory capacity for more safety critical routines. UAVs are also highly electronic-digital systems that already utilize a vast array of system sensors embedded with various flight critical and mission essential components for system control. As such, these sensors could be easily integrated and networked with the PHM system and potentially provide redundant fault tolerant adaptive control.

Based on these unique characteristics, explore innovative PHM concepts that optimize diagnostic, prognostic and health monitoring functionality for UAVs. Design approaches should assure full coverage of all safety critical, flight critical and mission essential hardware while minimizing onboard space and weight. The system should identify an optimal design approach and architecture to effectively and efficiently utilize both onboard and offboard processing capability. Approaches should fully support the implementation of condition based maintenance (CBM) practices and enable simplified Organic to Depot (O-D) level maintenance in an autonomic logistics environment. The PHM system must also be capable of automatically adjusting for lack/loss of datalink bandwidth such that no data is lost and no safety or flight critical faults are missed. With an emphasis placed on endurance and maximizing fuel capacity, the UAV PHM system will need to adhere to stringent weight and space constraints.

Coordination with a UAV manufacturer is recommended.

PHASE I: Define and determine the feasibility of providing a dependable and robust PHM system for enabling condition based maintenance on UAVs.

PHASE II: Provide a model of the recommended architecture, hardware, algorithms and demonstrate the ability to detect faults and drive CBM actions. Develop, demonstrate and validate the final application for the model maximizing PHM functionality while meeting stated requirements. Demonstrate the capability of the prototype equipment.

PHASE III: Integrate the system on-board an aircraft with flight qualified hardware and software. Incorporate the technology with a defense program of record and determine the system’s compatibility with legacy and future applications. Transition the completed UAV PHM system to appropriate platforms.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Unmanned Aerial Vehicles are increasingly being used for border patrol, land and atmospheric surveys, and law enforcement. These UAVs would benefit from a PHM/CBM system by minimizing repair cost and increasing time-on-station. A robust PHM system would also provide increase safety in a community environment that may assist with Federal Aviation Administration (FAA) commercial airspace integration.

REFERENCES:

1. Henley, Simon; Currer, Ross; Sheuren, Bill; Hess, Andy; and Goodman, Geoffrey. “Autonomic Logistics—The Support Concept for the 21st Century.” IEEE Proceedings, Track 11, paper zf11_0701. http://ieeexplore.ieee.org/search/srchabstract.jsp?arnumber=877915&isnumber=18960&punumber=7042&k2dockey=877915@ieeecnfs&query=%28%28autonomic+logistics%29%3Cin%3Emetadata%29&pos=1&access=no

2. Byer, Bob; Hess, Andy; and Fila, Leo. “Writing a Convincing Cost Benefit Analysis to Substantiate Autonomic Logistics.” Aerospace Conference 2001, IEEE Proceedings, Vol. 6, pp. 3095-3103; http://ieeexplore.ieee.org/search/srchabstract.jsp?arnumber=877915&isnumber=18960&punumber=7042&k2dockey=877915@ieeecnfs&query=%28%28autonomic+logistics%29%3Cin%3Emetadata%29&pos=1&access=no

3. SAE E-32 Committee Documents. http://www.sae.org/servlets/works/documentHome.do?comtID=TEAE32

4. IEEE Aerospace Conference Proceedings for 2001 and 2002, Track 11 PHM.

KEYWORDS: unmanned aerial vehicle; diagnostic; prognostic; sensor; prognositcs health management; condition based maintenance

Questions may also be submitted through DoD SBIR/STTR SITIS website.

N101-007 TITLE: Efficient Multi Fuel Tank Inerting System

TECHNOLOGY AREAS: Air Platform, Materials/Processes

ACQUISITION PROGRAM: PMA 275, V-22 Program

OBJECTIVE: Develop and demonstrate an efficient multi fuel tank inerting system that requires no bleed air, minimal electrical power and no pre-stored inerting agent.

DESCRIPTION: Aircraft fuel tanks have traditionally been protected from both ballistic and safety fires by either filling the tanks with explosion suppressant foam (ESF) or filling the ullage, the area above the fuel level, with an inert gas. Inert gas is the preferred method since ESF is heavy, reduces fuel tank capacity and is more expensive to maintain. However, traditional On Board Inert Gas Generating Systems (OBIGGS) use a physical separation media that requires more electric power and bleed air to operate than many aircraft have available. OBIGGS can also be difficult to integrate into multi tank applications. An innovative and efficient inerting system that does not rely on a pre-stored inerting agent (such as compressed nitrogen to prevent logistical issues) that is capable of supporting multiple independent tanks would improve the safety and survivability of military aircraft.

PHASE I: Design and develop an innovative approach for a multi-tank inerting system that requires no bleed air, minimal electricity and is capable of inerting multiple independent tanks to less than 9% oxygen concentration by volume without contaminating the fuel. Demonstrate the feasibility of applying the developed approach in a laboratory environment.

PHASE II: Finalize design and demonstrate practical implementation of a production-scalable prototype inerting system. Evaluate the prototype system through demonstration testing on the replica of a military aircraft multi-tank fuel system.

PHASE III: Transition the approach to the fleet and other candidate platforms.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: A rule mandating commercial aircraft center wing tank inerting using OBIGGS or similar systems is pending. Boeing is already installing OBIGGS systems on newer commercial airliners. An innovative inerting system that is more efficient than traditional OBIGGS can be transitioned to the commercial fleet to enhance both safety and reliability.

REFERENCES:

1. McDonald, George H., et al "Catalytic Reactor for Inerting of Aircraft Fuel Tanks." AiResearch Manufacturing Company. 1974

2. Reynolds, Thomas L., "Gas Separation Technology: The State of the Art"; Halon Options Technical Working Conference, 24-26 April 2001.

KEYWORDS: Fuel; Tank; Inerting; OBIGGS; Safety; Survivability

Questions may also be submitted through DoD SBIR/STTR SITIS website.

N101-008 TITLE: Insensitive Munitions Compliant Initiation System

TECHNOLOGY AREAS: Air Platform, Materials/Processes, Weapons

ACQUISITION PROGRAM: PMA-259 - AIM 9X Block 3 Upgrade

OBJECTIVE: Develop an advanced initiation system that is Insensitive Munitions (IM) compliant and capable of initiating high-performance insensitive energetics, which pose a problem for current initiation systems.

DESCRIPTION: Current weapon systems must meet IM requirements under which weapons are to be immune to external threats in their environments and respond in a benign manner when exposed to these threats. The IM requirements include passing fragment impact, bullet impact, slow cookoff, fast cookoff, shaped charge jet and sympathetic detonation tests. This need has been partially met by decreasing the sensitivity of the main charge fill and modifying the warhead case design. As a result, many weapons are now capable of meeting several of these requirements but few meet all of the required responses.

A new approach to initiation is needed that is not susceptible to the above mentioned threats and still meets the affordability and operational energy requirements of conventional weapon systems. Recent studies and technological developments suggest there is an achievable path to achieving full IM compliance without decreasing weapon system performance. The primary challenge for this development will be to use low cost/firing energy components to initiate insensitive explosive fills and maintain immunity to the threats listed above. A secondary challenge of this effort will be to selectively control the initiation system output to modify the performance of the warhead. The developed initiation system should demonstrate a hazard level 1.6 compliance, maintain current weapon system initiation system costs, and reduce the cost of meeting IM goals. Additionally, there is a desire for selectivity in the initiation system to enable control of the output characteristics of the warhead. A secondary goal is to develop a multipoint system that requires no more energy than a two- point exploding foil initiator (EFI) system.

PHASE I: Develop an initiation system concept and demonstrate its feasibility of operation against a standardized IM explosive fill, with timing characteristics sufficient to meet missile ordnance section requirements. The design must use secondary explosives qualified for in-line use and have analysis or test data demonstrating the ability to meet the requirements of MIL-DTL-23659.

PHASE II: Develop a prototype and perform component and system level testing to demonstrate that performance goals are met and performance variations have been established.

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 III: Transition developed technologies into a Navy weapon system to meet the specific program needs. Integrate the technology into the existing safety system and associated warhead to minimize the development cost and program risk.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Use of this technology in the private sector will be limited to homeland defense where safety critical applications will benefit from implementation. Potential applications in demolition and mining industry will be investigated for application of a reduced performance design.

REFERENCES:

1. NAVSEA INSTRUCTION 8020.5C

2. MIL-STD-1316, Safety Criteria for Fuze Design.

3. MIL-STD-2105C, Hazard Assessment Tests for Non-Nuclear Munitions.

4. MIL-DTL-23659, General Design Specification for Initiators, Electric.

5. MIL-STD-1751A, Safety and Performance Tests for the Qualification of Explosives (High Explosive, Propellants and Pyrotechnics)

6. NAVSEAINST 8020.8C

KEYWORDS: Insensitive; Munitions; Initiation; System; Detonation; Warhead; Ordnance

Questions may also be submitted through DoD SBIR/STTR SITIS website.

N101-009 TITLE: Novel Laser Gain Media

TECHNOLOGY AREAS: Sensors, Electronics

ACQUISITION PROGRAM: PMA 264, Air ASW Systems; AIR-290

OBJECTIVE: Develop high efficiency laser gain media with fundamental transitions or frequency multiplied transitions in the 20,300 cm-1 to 21,800 cm-1 region

DESCRIPTION: Currently, fundamental research into laser gain media with transitions suitable for stimulated emission in the 20,300 cm-1 to 21,800 cm-1 region is insufficient. State of the art gain media with transitions in this region include Ti:Sapphire (doubled), Nd:YAG (946nm doubled) [1-3], and Cr:LiSAF (doubled) [4]. However, generation of light in the desired waveband is typically achieved with multiple stage lasing/amplifying/nonlinear wavelength shifting. Such a multistage process is inherently inefficient. Hot metal vapor, and chemical lasers typically have operational issues due to the desire to avoid HAZMAT, hot gases and liquids within the aircraft. Liquid lasers based on flowing liquid have additional complications due to strict plumbing requirements on aircraft. Additionally, areas of operation may include highly humid environments making the use of hygroscopic and cryogenic crystals challenging.

Gain media with fundamental transitions or transitions that can be frequency multiplied into this region are sought. Gain media for solid state and fiber lasers are preferred, however alternate laser media will be considered. Gain media must be amenable to pulsed laser design; proposals for gain media should address the potential for the material to be used in a laser system capable of meeting all parameters simultaneously. Gain media should have the potential to be developed into ruggedized airborne military laser operating in a harsh environment. Gain media should support maximum of nanosecond pulses (~20 ns), and pulsed operation in 500 Hz to 1 kHz range. All proposals should discuss practical considerations driving minimum and maximum pulse rate and effect of repetition rate on energy per pulse of theoretical laser based on gain media. It should have fundamental transition and high energy per pulse potential as measured in the 20,300 cm-1 to 21,800 cm-1 region. (Threshold: 10 mJ/pulse, Objective: 20 mJ/pulse). The high damage threshold should be consistent with laser output of 10 W average power and 10 mJ at 1 kHz repetition rate. Narrow laser linewidth (Threshold: 0.1 nm, Objective: 0.01nm); lasing transition without cavity can be broad. Gain media should have pump bands that can be COTS diode or COTS laser pumped.

PHASE I: Determine feasibility of proposed gain media achieving all parameters. Define plan for the development of the proposed media into laser grade material.

PHASE II: Develop, demonstrate and validate prototype laser grade gain media.

PHASE III: Build, characterize, and deliver laser using Phase II gain media. It is anticipated that the small company may need to partner with laser manufacturer.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Oceanographic bathymetry systems for survey and exploration work would benefit greatly from gain media with a more efficient transition in the in the 20,300 cm-1 to 21,800 cm-1 range. The gain media proposed in this SBIR will remove a critical impediment to more efficient laser transmitters in this wavelength.

REFERENCES:

1. M. E. Thomas, A. K. Carr, D. Limsui, and J. C. Huie, “Optical Properties of Nd Doped and Undoped Polycrystalline YAG”, Proc. of SPIE Vol. 6545 65450F, 2007.

2. Theresa J. Axenson, Norman P. Barnes, and Donald J Reichle, “946 nm diode pumped laser produces 100 mJ”, Proceedings of SPIE, Vol 4153, 2001.

3. Theresa J Axenson, “High Energy Q-switched 0.946 um solid state diode pumped laser”, J. Optical Society of America B, Vol 19, No 7, 2002.

4. Stephen A Payne, et al, “Properties of Cr:LiSrAlF6 crystals for laser operation”, Applied Optics, Vol 33, No 24, 20 August 1994; http://adsabs.harvard.edu/abs/1994ApOpt..33.5526P

5. Optical Propagation in Linear Media, Michael E. Thomas, Oxford University Press, 2006.

6. Absorption and Scattering of Light by Small Particles, Craig F. Bohren, Donald R. Huffman, Wiley-VCH, 2004.

7. Solid State Laser Engineering, W. Koechner, Springer Science, 2006.

KEYWORDS: Gain Media; Solid State Gain Media; Oceanographic Lidar; Optical Communication; Underwater Optical Communication; Fiber Laser

Questions may also be submitted through DoD SBIR/STTR SITIS website.

N101-010 TITLE: Real Time RF Range Delay Emulation

TECHNOLOGY AREAS: Sensors, Electronics, Weapons

ACQUISITION PROGRAM: PMA-265, Super Hornet, Hornet; Air 5.4.4.2; Next Generation Jammer

OBJECTIVE: Develop a technology to test a digital radio frequency memory (DRFM) device in an installed system test facility (ISTF) with a realistic model of one-way range delay between the DRFM and other facility assets with limited degradation of the injected signal.

DESCRIPTION: A concept is required that will result in the development of a system to operate from 100 MHz to 18 GHz providing dynamic controlled time correction characteristic of free space propagation with respect to a simulated moving target in a coaxial environment. The development of the range delay emulator should be programmable, with the capability to correctly adjust for one-way propagation time induced by the slant range from the system under test (SUT) to a simulator. The time correction must account for both the fixed inherent ISTF infrastructure delay, along with the dynamic predicted simulated target position. The injected signal is required to have the dynamic time correction applied with limited degradation of the injected signals, to include noise additions. The emulator should also provide an interface for external target data inputs, correcting time delay values representative of the simulated one-way range in a dynamic scenario. This capability will provide a cost savings to the government by providing a means of testing DRFM systems in an ISTF, thereby reducing the time required for the more expensive flight test environments. This external interface is required for integration with the Joint Integrated Mission Model (JIMM) to be compatible with existing stimulators at the facility.

PHASE I: Determine feasibility of and develop a conceptual design for an appropriate real time range delay emulator.

PHASE II: Develop detailed designs for the Phase I range delay emulator and fabricate a prototype suitable for proof of concept testing in a laboratory environment. Conduct preliminary testing demonstrating the one-way range delay capabilities and performance.

PHASE III: Integrate Phase II prototype via external interface with a real-time executive using the Joint Integrated Mission Model (JIMM) thus allowing use with existing RF stimulators resident at the test facility. Develop and fabricate a full-scale multi channel emulator. This emulator will provide full-scale demonstration of all capabilities and will lead to a full-scale prototype demonstration unit.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The range delay emulator can be used to test commercial cellular, RF data links, and other communication systems.

REFERENCES:

1. Skolnik, Merill, Radar Handbook, Third Edition, McGraw, 2008

2. Stimson, George W., Introduction to Airborne Radar, Second Edition, 1998

3. Neri, Filippo, Introduction to Electronic Defense Systems, Second Edition, SciTech Publishing, 2006

KEYWORDS: Delay; Radio Frequency (RF); Digital Radio Frequency Memory (DRFM); Radar; Real-time; Programmable

Questions may also be submitted through DoD SBIR/STTR SITIS website.

N101-011 TITLE: Hand-Held Nondestructive Inspection (NDI) Scanner for Composite Missile

Systems

TECHNOLOGY AREAS: Materials/Processes, Weapons

ACQUISITION PROGRAM: PMA-259, Air-to-air Missile Systems; ACAT I

OBJECTIVE: Develop a hand-held non-destructive inspection (NDI) device that can scan complex contoured composite missile structures, e.g. fiber-reinforced plastic (FRP) tubes and FRP sandwich structures.

DESCRIPTION: Composite materials are the future structural material for missile systems as well as complex contoured aero structures. These materials provide higher strength and less weight than traditional metal cases. Composite materials are sensitive to impact damage, frequently as a result of handling accidents. If composites are to be truly viable in the Navy, there must be a method for quickly and nondestructively analyzing an asset after such an accident. Currently methods for nondestructive inspection of composite materials are limited to flat-plate or nearly flat-plate geometries. Missiles do not fit into this limitation due to their small diameter, typically between 2 and 25 inches.

The hand-held device will have to detect defects as small as 0.100 inches diameter or 0.050 inch-wide cracks in both curved and flat surfaces. The device will need to detect delaminations, kissing unbonds, broken fibers, and other defects. It must be portable to allow a sailor to scan a part while stored on a ship at sea. It must have a real-time display with a scale representation of the defect. Energy from the scan cannot interfere with or excite solid rocket propellant or affect sensitive electronics. Only the exterior of missiles will be accessible to the scanner; therefore, it must be able to see through fiberglass, graphite, and aramid reinforcements. Matrix materials may include epoxies, cyanate esters, polyimides, and bismaleimides. Some portions of missiles may be constructed of sandwich panels with aluminum or aramid honeycomb cores. There will also be a paint coating on the exterior of the composite parts. The device must be capable of scanning through the entire thickness of the case, which can vary from 0.060 inches to 0.750 inches. An additional capability would be to detect delaminations in the rocket motor sections between the case to insulation, insulation to liner, and liner to propellant.

PHASE I: Conceptualize and design an innovative nondestructive method for inspecting small-diameter composite structures for the defects listed. Demonstrate technical feasibility.

PHASE II: Develop, demonstrate, and validate a prototype hand-held device capable of detecting the aforementioned defects. Establish performance parameters via experiments and prototype fabrication. Complete component design, fabrication, and laboratory characterization.

PHASE III: Transition the NDI unit to a naval weapon system such as the Advanced Medium Range Air-to-Air Missile.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Hand-held NDI units will make for quicker and easier inspection of many composite products that are currently commercially produced. Wind energy, automobiles, and commercial aviation are all increasingly using composites and stand to gain from this technology. The device could be used for quality control purposes during manufacturing.

REFERENCES:

1. MIL-HDBK-17-3F, Department of Defense Handbook, Composite Materials Handbook, Volume 3. 17 June, 2002

2. Kobayashi, M., Jen, C., L´evesque, D., Flexible Ultrasonic Transducers. IEEE Transactions on Ultrasonics, Ferroelectrics, and Frequency Control, 53 (8), 1478-1486, 2006

KEYWORDS: Nondestructive Inspections; Composite; Delaminations; Rocket Motors; Portable; Scanner

Questions may also be submitted through DoD SBIR/STTR SITIS website.

N101-012 TITLE: Strained Layer Superlattice Dual Band Mid-Wavelength Infrared/Long

Wavelength Infrared (MWIR/LWIR) Focal Plane Arrays

TECHNOLOGY AREAS: Air Platform, Sensors, Weapons

ACQUISITION PROGRAM: PMA-263, Navy Unmanned Aerial Vehicles Program

OBJECTIVE: Demonstrate a Strained Layer Superlattice (SLS) dual band, large format, Focal Plane Array (FPA) operating in the Mid-Wavelength Infra-Red (MWIR) and Long Wavelength IR (LWIR) regions.

DESCRIPTION: Focal Plane Arrays are the critical element in modern Electro-Optical/Infra-Red (EO/IR) sensors that convert radiation from the scene/target into electrons. Using the latest technologies it is now possible to fabricate a new class of FPAs which not only hold the promise of being less expensive, but also exceed the capabilities of current FPAs. The Strained Layer Superlattice (SLS) has already been demonstrated in smaller (240x320) FPAs with higher quantum efficiencies and operability than other dual band FPAs (e.g. Mercury Cadmium Telluride (MCT)). This technology would build on MDA development efforts to demonstrate large format dual band (LWIR/LWIR) FPAs for a wide variety of applications.

Proposed concepts should be able to utilize the dual band Readout Integrated Circuits (ROIC) developed for the LWIR/LWIR (two Long Wavelength Infrared (LWIR) sub bands in the 8-14 micron region) application, and focus on MWIR/LWIR ( a Mid Wavelength Infrared (MWIR) band in the 3-5 micron region and a Long Wavelength Infrared (LWIR) band in the 8-14 micron region) material development and FPA fabrication.

The current emphasis on developing these SLS FPAs is sponsored by the Missile Defense Agency (MDA) who is interested in Dual Band (LWIR/LWIR) devices for their unique applications. MDA has a $20M development effort underway addressing materials, ROICs, and fabrication processes. This SBIR is intended to build on the MDA work, but emphasize demonstration of Dual Band operation across the Mid-Wavelength IR and Long Wavelength IR regions.

PHASE I: Design and develop an approach for MWIR/LWIR material fabrication, interfacing with large format ( 1k x 1k ) ROICs under development by MDA, and demonstrate the technical feasibility of a fabrication process.

PHASE II: Develop, demonstrate, and validate dual band material (MWIR/LWIR) integrated with the large format ROICs (provided by MDA), and fabricated into SLS Dual Band FPAs. Install developed prototype in a suitable dual band camera for evaluation and demonstration. For this evaluation, a non-optimized cooler/dewar assembly would be used.

PHASE III: Fully develop and integrate the Dual Band FPA into a detector, dewar, cryo-cooler assembly suitable for flight testing. Perform validation and certification testing in an airborne IR system and transition the capability into the next generation of IR sensors for airborne platforms.

PRIVATE SECTOR COMMERCIAL POTENTIAL: Affordable Dual Band IR technology could find several commercial applications in collision avoidance applications, in agricultural surveying, and imaging applications in hostile environment (weather, fire and smoke).

REFERENCES:

1. Zheng, L., Tidrow, M., et al, "Type II strained layer superlattice: a potential infrared sensor material for space", SPIE Proceedings, Vol. 6900, paper 69000F-1, 2008.

2. Delaunay P., Razeghi, M., "High performance focal plane array based on type-II InAs/GaSb superlattice heterostructures", Proc. of SPIE Vol. 6900, paper 69000M, 2008.

3. Hill, C., et al, "MBE grown type-II superlattice photodiodes for MWIR and LWIR imaging applications", Proc. of SPIE Vol. 6660, 66600H, 2007.

4. Aifer, E., et al, "Recent progress in W- structured type-II superlattice photodiodes", Proc. of SPIE Vol. 6479, 64790Y, 2007.

5. Aifer, E., et al, "Very-long wave ternary antimonide superlattice photodiode with 21 mm cutoff", Applied Physics Letters Volume 82, Number 25 23 June 2003.

6. Nguyen, B., et al, "Dark current suppression in type II InAs/GaSb superlattice long wavelength infrared photodiodes with M-structure barrier", Applied Physics Letters 91, 163511, 2007.

KEYWORDS: strained layer superlattice; quantum efficiency; operability; focal plane array; dual band MWIR/LWIR; affordability

Questions may also be submitted through DoD SBIR/STTR SITIS website.

N101-013 TITLE: Low Cost, Dual Purpose Engine Control and Diagnostic Sensors

TECHNOLOGY AREAS: Sensors

ACQUISITION PROGRAM: JSF-Prop; PMA-261, H-53; Prognostic Diagnostic Based Maintenance (PDBM)

OBJECTIVE: Develop and demonstrate low cost sensor capable of performing engine control and engine diagnostic functions using state-of-the-art mechanical and electronic technology.

DESCRIPTION: Develop and demonstrate sensors with characteristics acceptable for the dual purpose of control and diagnostics of engine sub-systems. Engine sub-systems include but are not limited to the compressor section, turbine section, fuel, lube, oil, and ignition systems as well as gearboxes and bearings. The sensors should have a combined weight equal to or less than current engine control and diagnostic sensor suites and have at least a 25 percent cost reduction compared to current engine control and diagnostic sensors. The sensors have to be reliable and survive the temperature and vibration levels typical of the location at which the measurement is being performed. Utilize the IEEE 1451.4 Standard for Smart Sensors and Transducer Electronic Data Sheets (TEDS). The sensors should also make use of micro electro mechanical system (MEMS) technology to the fullest extent possible.

State-of-the-art controls act on sensed engine parameters which provide measurements at fixed time intervals. All signals travel through a dedicated path requiring signal loss to be substituted with an identical signal. Current control systems lack any meaningful integration with engine prognostics systems. The need for greater reliability and reduced operating costs requires greater integration and in-situ evaluation of the engine data through innovative concepts for multi-layered, self-calibrating and self-diagnosing sensors suite.

PHASE I: Determine the feasibility of providing dependable, robust, and affordable dual purpose sensors.

PHASE II: Develop and demonstrate a prototype of the concept designed in Phase I. Provide the architecture, sensor suite, wiring harnesses, and algorithms required to perform engine control and diagnostic sensing. Demonstrate the prototype's ability to detect faults and provide high fidelity information necessary for engine control. Demonstrate the systems capability to maximize Prognostics and Health Management (PHM) functionality while meeting stated requirements.

PHASE III: Demonstrate the system on-board an aircraft with flight qualified hardware and software. Incorporate the technology with appropriate production aircraft and determine the system’s compatibility with legacy and future applications.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: A light weight and affordable means of providing both engine control and propulsion diagnostic sensing could have far reaching potential within commercial aviation.

REFERENCES:

1. Schwabacher, Mark A., “A Survey of Data-Driven Prognostics”, http://ti.arc.nasa.gov/m/profile/schwabac/AIAA-39300-874.pdf

2. Behbahani, Alireza R., “Need For Robust Sensors For Inherently Fail-Safe Gas Turbine Engine Controls, Monitoring and Prognostics”, http://www.dtic.mil/cgi-bin/GetTRDoc?AD=ADA467099&Location=U2&doc=GetTRDoc.pdf

3. IEEE 1451.4 Standard for Smart Transducers; http://standards.ieee.org/regauth/1451/Tutorials.html

KEYWORDS: Diagnostics; Prognostics; Sensors; PHM; Vibration; Reliability

Questions may also be submitted through DoD SBIR/STTR SITIS website.

N101-014 TITLE: High Gain Array of Velocity Sensors

TECHNOLOGY AREAS: Air Platform, Sensors, Battlespace

ACQUISITION PROGRAM: Advanced Extended Echo Ranging (AEER) ACAT IV; PMA-264, Air ASW Systems

OBJECTIVE: Develop a concept for a free floating high gain array of velocity sensors that is deployable in an inexpensive A-size sonobuoy and can operate passively in deep and shallow water.

DESCRIPTION: A sonobuoy that could provide large array gain (>24db required) would be an appealing complement to the US Navy’s airborne Anti-Submarine Warfare (ASW) acoustic capability. To provide this much gain in an A-size form factor* it is necessary to make maximum use of velocity sensors. The use of velocity sensors has the potential to reduce the array aperture by a factor of three or four. Both two and three axis velocity sensors have been initially analyzed for a line array of velocity sensors under isotropic noise conditions [1]. To realize maximum gain it is expected that realistic vertical ambient noise profiles will have to be used to determine the array gain from various sites, sensors and depths. The array should be designed for frequencies on the order of 1000 Hz and the sonobuoy bandwidth shall be determined by the aggregate bandwidth which is a function of the acoustic bandwidth of the individual sensors, number of sensors, and the number of bits per sample. The sensor array must be compatible with the A-size sonobuoy form factor and employ the new sonobuoy digital data link. In-buoy signal processing is allowed to alleviate data link issues.

The new data link shall employ Continuous Gaussian Frequency-Shift Keying (CGFSK) with a signal data rate of 320 kbits, a modulation index of 0.75, and a bandwidth time product of 0.3. A total of 288 kbits shall be used for nominal acoustic data transmittal, with 32 kbits reserved for overhead. This Radio Frequency (RF) constraint is noted due to the expected large number of channels generated by two or three axis velocity sensors. Appropriate processing and beamforming shall be implemented to take full advantage of velocity sensor potential.

In addition to the array geometry, and because of the large number of velocity sensors expected to be needed, a major challenge of the effort will be sonobuoy development.

* A-size – refers to the standard U.S. Navy Sonobuoy form factor: right-circular cylinder of diameter d=4.875” and of length L=36”; maximum weight is 39 lbs.

PHASE I: Develop an initial conceptual design for the high gain (>24db) velocity sensor array. Perform modeling and simulate candidate arrays in realistic noise fields at various sites, sensors and depths. Develop innovative packaging concepts for an A-size design. Develop or identify innovative design for small inexpensive velocity sensors.

PHASE II: Develop, construct, and demonstrate the operation of a prototype array through over the side testing utilizing electronically generated broadband and narrowband signals. Validate the over the side prototype meets design goal for array gain. Provide signal processing needed to demonstrate array performance. Complete component design and fabrication of an A-size prototype to illustrate packaging concepts.

PHASE III: Develop a production design of Phase II solution. Demonstrate full operational functionality in Navy-supported test scenarios. Transition the developed technology for fleet use and provide a detailed supportability plan.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Passive detection of acoustic signals from the array has potential applications in marine mammal detection, drug interdiction and terrorist security systems. The Coast Guard will find it useful in coastline and harbor defense.

REFERENCES:

1. Cray, Benjamin A., Nuttal, Albert H., “Directivity Factors for Linear Arrays of Velocity Sensors”, J. Acoustic Soc. Am. 110 (1) pg 324-33, July 2001.

2. Silvia, Manual T., “Theoretical and Experimental Investigation of Acoustic Dyadic Sensors”, SITTEL Corporation Technical Report TP 4, Jul 25 2001, (DTIC Report No. ADA3433).

3. Urick, R. J., “Principles of Underwater Sound”, 3rd Edition, McGraw Hill, 1983.

4. McConnell, J. A., Jensen, S. C., Rudzinsky, J. P., “Forming First-and Second-Order Cardioids Using Multimode Hydrophones“, MTS/IEEE Oceans 2006 Conf. Proc., Boston, MA, September 18-21, 2006.

KEYWORDS: passive acoustics; velocity sensors; arrays; array gain; two-axis; three-axis

Questions may also be submitted through DoD SBIR/STTR SITIS website.

N101-015 TITLE: Virtual Vibration Testing Of External Stores

TECHNOLOGY AREAS: Air Platform, Battlespace, Weapons

ACQUISITION PROGRAM: Joint Strike Fight; PMA-259, Air-to-Air Missile Systems

OBJECTIVE: Develop a structural dynamics modeling tool which will provide an accurate physics-based solution for predicting non-linear vibration response, and employ the modeling tool for conducting “virtual” vibration testing.

DESCRIPTION: Because of the complexity and extreme cost associated with "high fidelity simulation" of vibration loads in a laboratory environment, the current practice and goal of the laboratory vibration test is to recreate the effects of the service use vibration environment using electrodynamic shaker systems. Electrodynamic shakers provide input excitation for matching store vibration response measured during captive carriage flight testing.

Vibration excitation resulting from platform captive carriage is transmitted to the weapon through multiple paths and sources; whereas, in a laboratory vibration test, loads are typically induced through a single shaker input. Likewise, the laboratory test boundary conditions and resulting load interface impedances can be significantly different than the “real world” or service use environment. As a result of the differences in load path, boundary conditions, and impedances between flight and the laboratory, input forces generated during test can be much different than those experienced during flight causing unrepresentative failures. Examples where laboratory vibration test loads created unrepresentative failures during all-up-round (AUR) testing include complete failure of forward and aft components and bomb racks for various AUR bomb vibration tests, and lug, hanger, component joint, and launcher failure during HARM, Sparrow, Sidewinder, and JSOW testing. Failures due to insufficient testing have significant impact on design cost and schedule which result in critical delivery impact to the warfighter.

An alternate approach would use a highly accurate dynamic modeling tool to analyze the laboratory test configuration for comparison with the “real world” store / aircraft interface, and allow for “tuning” of the laboratory test configuration to achieve test loads that more accurately represent the service use environment. Tuning of the laboratory test would include test fixture design that more accurately represents the service use store/aircraft interface along with accurate estimates for optimum location of the shaker input forces. Upon completion of the modeling, a "virtual" laboratory vibration test could be conducted which would assess the test configuration and resulting failure modes prior to conducting the actual test. Eventual validation of the virtual test model could then be used to forgo future laboratory vibration testing to qualify airframe or other system modifications which may occur as the weapon system matures.

The current practice of using finite element analysis (FEA) for modeling and predicting vibration response of complex, non-linear structural systems does not provide the necessary accuracy at frequencies much beyond the first few structural modes of the weapon system. Because commercially available FEA tools utilize linear elastic theory only, FEA can not accurately predict vibration response due to inherent nonlinearities associated with either the aircraft/store interface or the laboratory shaker system interface.

In order to exercise the linear-elastic FEA models to output results for use with non-linear vibration problems, the FEA model is typically adjusted by a process which introduces non-realistic structural properties to achieve dynamic response equivalent to output derived experimentally for a unique set of boundary conditions only. Thus, the development of a dynamic modeling tool which combines the ability of linear elastic theory and non-linear problem solving algorithms would provide a robust physics-based solution to process virtual vibration test models, rather than the "trial-and-error" methodology currently in practice which relies entirely on experimental data for each unique structural non-linearity and associated dynamic environment.

PHASE I: Develop a concept for an accurate non-linear structural dynamics model for a simple non-linear store / aircraft configurations e.g., store hanger and rail.

PHASE II: Develop and demonstrate an accurate non-linear structural dynamics model for a typical store/platform configuration and apply the information to design an accurate non-linear structural dynamics model for a typical store/shaker interface configuration. Verify results output by the non-linear store/shaker interface structural dynamics model by conducting vibration testing on representative store/platform configuration hardware using various random vibration input levels and spectra.

PHASE III: Produce a validated virtual vibration test system based on the non-linear structural dynamics modeling tool developed in Phases I and II.

PRIVATE SECTOR COMMERCIAL POTENTIAL: The structural dynamics design industry e.g., those involved in manufacture of automobiles, heavy equipment, buildings, bridges, space vehicles, weapons, recreational vehicles and accessories, etc. will benefit through extension of their technology base.

REFERENCES:

1. "Harris'' Shock and Vibration Handbook", 5th Edition, Cyril M. Harris and Allan G. Piersol editors, McGraw-Hill, New York, 2002

2. MIL-STD-810G, "Environmental Engineering Considerations and Laboratory Tests", 31 October 2008

KEYWORDS: vibration; structural dynamics; modeling; non-linear; virtual testing; electrodynamic shaker

Questions may also be submitted through DoD SBIR/STTR SITIS website.

N101-016 TITLE: Lightweight, Accurate Bleed Flow Measurement for Gas Turbine Engines

TECHNOLOGY AREAS: Air Platform, Sensors

ACQUISITION PROGRAM: PMA-261, H-53 Heavy Lift Helicopters; Prognostic Diagnostic Based Maintenan

OBJECTIVE: Develop innovative small, lightweight, low cost turbine engine compressor discharge bleed flow measurement system capable of efficient measurement for high volume bleed flow applications.

DESCRIPTION: Accurate measurement of engine bleed flows are required to accurately calculate the current performance capability of turbine engines. Currently fielded turbine engines have either no measurement capability or employ a venturi system which is heavy, expensive, and suboptimal for high volume flows. Modern weapon systems are being developed with real-time power available calculation capability with feedback to the aircrew for improved situational awareness. Bleed flow has a significant impact on the accuracy of these calculations, and the current outputs are unnecessarily conservative. Accurate measurements of these bleed flows will enable accurate calculation of current power available, improving safety as well as optimizing mission planning and maintenance.

Cooperation with an original equipment manufacturer of turbine engines is recommended.

PHASE I: Design and develop a proof of concept approach to measure a wide range of compressor discharge pressure bleed flows in gas turbine engines.

PHASE II: Develop, fabricate and test a prototype in a relevant environment to demonstrate the capability of the sensor to accurately measure bleed flows.

PHASE III: Finalize the sensor system application and conduct necessary qualification testing for transition to both military and commercial applications.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The lightweight, accurate bleed flow measurement sensor developed under this topic would significantly enhance the state of the art for commercial aviation. The technology is directly transferable to military and commercial turbine engine applications.

REFERENCES:

1. Kevin Sullivan’s Autoshop101 Website; “Air Flow Sensor”, http://www.autoshop101.com/forms/h34.pdf

2. Fralick , Gustave C., Wrbanek , John D., and Hwang , Dr. Danny P.; “Thin-Film Air-Mass-Flow Sensor of Improved Design Developed”, http://www.grc.nasa.gov/WWW/RT/RT2002/5000/5510fralick.html

3. Robertson, John A., Crowe, Clayton T.; “Engineering Fluid Mechanics”, Sixth Edition, Chapter 13 – Flow Measurements.

KEYWORDS: bleed flow; turbine engine; sensor; power available; compressor discharge; venturi

Questions may also be submitted through DoD SBIR/STTR SITIS website.

N101-017 TITLE: Miniature Laser Designator for Small Unmanned Aircraft Systems

TECHNOLOGY AREAS: Air Platform, Electronics, Weapons

ACQUISITION PROGRAM: PMA-263, Navy Unmanned Aerial Vehicles Program; PMA-266

OBJECTIVE: Design and develop a high performance compact infrared laser designator system to be integrated with small unmanned aerial vehicles (UAV).

DESCRIPTION: Innovative compact and low weight illuminator concepts are required to provide small UAS targeting capabilities. To accommodate the limited volume in either the nose or expansion bays of prospective UAV platforms, compact electronics, a miniature solid state IR laser operating at 1064 nm, and compact light weight precision optics are needed to be designed, developed and packaged with a micro-gimbal to provide an environmentally robust illuminator which will meet size, weight, performance and cost requirements. Proposed concepts should include a micro-gimbal and be inertially stabilized to track and paint moving targets without having to reorient the aircraft. The high brightness illuminator should be capable of meeting or exceeding all environmental requirements. The laser designator system should be optimized for low weight, (less than one kg including the gimbal), and low volume. The weight should be apportioned such that the gimbal is approximately 0.4 kg and the remainder is for the laser, electronics and optics. The complete package should be designed to fit in a payload bay with a 7" diameter and a length not exceeding 9". The use of novel methods such as light weight environmentally robust polymer optics, micro-electro mechanical systems (MEMS) technology and other technological innovations will likely be required to meet size and weight requirements. The system should operate at 1064 nm and provide output pulse energy of 30mJoule using pulse width modulation (PWM) methods to generate operationally relevant laser codes. The beam should have a range of 1-3km in clear weather conditions with a divergence of less than 0.5 mradians. The power consumption for the complete system should be under 25 watts. Low cost and high performance may be attainable by using a combination of commercially available components, cutting edge materials and technology, and innovative techniques.

PHASE I: Demonstrate the technical feasibility of developing a high performance compact infrared laser designator system that can be integrated with small UAVs. Develop an initial concept design capable of meeting UAV system and operational requirements.

PHASE II: Develop, construct, and demonstrate the operation of a high performance compact infrared laser designator prototype system. Complete the system design and if possible utilize commercially available components which meet military standard requirements.

PHASE III: Produce a suitable miniature laser designator for small UAVs. Install and perform validation and certification testing on the ScanEagle platform or other available similar UAV systems. Transition the technology to the fleet and provide a detailed supportability plan.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The proposed low cost miniature illuminator has numerous potential commercial applications. This includes law enforcement, homeland security, surveillance, and search and rescue and any other application that requires low cost and compact IR illumination.

REFERENCES:

1. Adamy, David L., “A Second Course in Electronic Warfare”, Horizon House Publications, 2004.

2. Dickey, Fred M., Holswade, Scott C., “Laser Beam Shaping”, Marcel Dekker, 2000.

3. Winston, Roland, Minano, Juan C., Benitez, Pablo, “Nonimaging Optics”, Elsevier, 2005.

4. Schubert, Fred, “Light Emitting Diodes”, Carmbridge University Press, 2003.

KEYWORDS: unmanned aerial vehicles; laser designators; laser illumination; laser guided munitions; precision optics; solid-state IR laser

Questions may also be submitted through DoD SBIR/STTR SITIS website.

N101-018 TITLE: MH-60R Sonar NiCad Battery Reliability Improvement

TECHNOLOGY AREAS: Air Platform, Materials/Processes, Electronics

ACQUISITION PROGRAM: PMA-299, H-60 Helicopter Program, ACAT I

OBJECTIVE: Develop alternate concepts to reduce manufacturing variability, improve reliability and extend the service life of multi-cell Nickel Cadmium (NiCad) rechargeable batteries.

DESCRIPTION: NiCad rechargeable batteries are commonplace in electrical power applications requiring high current drain, flat discharge characteristic, and rapid recharge cycle time. NiCad battery chemistry and associated technology are relatively mature. Cells in the most common standard commercial form factors are a commodity item.

Predicting NiCad cell life expectancy, especially in series-connected multi-cell battery arrays, is a major issue within embedded military applications. These applications are sensitive to product reliability under adverse conditions. Small intra-cell variations in charge storage capacity and internal resistance cause the battery to lose storage capacity with repeated charge cycles, especially in applications where the battery is seldom fully discharged. The problem worsens as the characteristics of individual cells in the battery diverge with repeated high-current charge cycles. Current cost to replace sonar system batteries is upwards of $450,000 each time. Moreover, poor battery reliability has significant intangible impacts to MH-60R fleet readiness as unit repair is a lengthy four to six month process during which the asset is unavailable to support a critical fleet undersea warfare mission. The costs and mission impacts of unreliable and short-lived NiCad cells are therefore of vital importance in this application. An improvement of 10% in the reliability and longevity of NiCad cells would yield large savings in Life Cycle Costs as well as markedly improve system availability. The cost savings and benefits realized in the target transition application alone will offset the SBIR technology investment many times over.

Innovative solutions are sought using either a single method or combination of methods, such as modification screening, improved power management, etc., to yield improved battery reliability and longevity. Possibilities include, but are not limited to, closer cell-to-cell uniformity, integral power management systems, and optimization of cell package construction that increase reliability and service life. Commercial NiCad “AA” cells are the target application for this effort. Techniques developed that could be equally applicable to NiCad batteries of other standard commercial form factors are preferred.

PHASE I: Design and develop concepts and methods for improving battery life expectancy and predictability. Demonstrate feasibility of the concepts developed.

PHASE II: Further develop and refine concepts and methods developed during Phase I. Demonstrate battery reliability, service life and predictability improvements through the development of a prototype system.

PHASE III: Develop a set of specifications, assembly instructions and recommendations demonstrably improving NiCad battery longevity and reliability in high-drain and frequent charge cycle applications such as the MH-60R sonar transducer. Transition to the fleet.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Commercial applications, such as satellites, remote sensing systems, and embedded industrial electronics, which frequently require high-reliability rechargeable power sources capable of high discharge rate and rapid recharge cycles under harsh service conditions and lengthy maintenance intervals.

REFERENCES:

1. “NiCd Technical Handbook,” GPI International Ltd, 12 Nov. 2003, 18 Apr. 2009; http://www.gpbatteries.com.hk/html/pdf/NiCd.pdf

2. “NiCad Battery Apps. Manual,” Eveready Battery Co, 6 Nov. 2001, 18 April 2009; http://data.energizer.com/PDFs/nickelcadmium_appman.pdf

3. Simpson, Chester. “Battery Charging,” National Semiconductor 1995, 18 April 2009; http://www.national.com/appinfo/power/files/f7.pdf

4. “Inaccuracies of Estimating Remaining Cell Capacity with Voltage Measurements Alone,” Maxim Application Note 121, Maxim Integrated Products, 23 Apr. 2001, 18 Apr. 2009; http://pdfserv.maxim-ic.com/en/an/AN121.pdf

KEYWORDS: battery; power management; reliability; embedded applications; longevity; manufacturing statistical process control

Questions may also be submitted through DoD SBIR/STTR SITIS website.

N101-019 TITLE: Algorithms for Dynamic 4D (3D space with time) Volumetric Calculations and

Analysis

TECHNOLOGY AREAS: Information Systems, Electronics, Battlespace

ACQUISITION PROGRAM: Joint Strike Fighter

OBJECTIVE: Develop an innovative software capability that can correctly and efficiently calculate the optimal flight path given the terrain data, aircraft position, flight characteristics, and positions of known threat emitters. Proposed solutions should identify required computer hardware configuration, third party tools, algorithms, and techniques. The software should execute within the mission planning timeline, and the developed algorithms should allow users to retrieve the data from the calculations to effectively place a sensor at the right place and at the right time to be effective.

DESCRIPTION: An optimal flight path is often required to maximize the effectiveness of a mission. This may, for example, include a flight path in which friendly forces are least vulnerable to hostile attack, or a flight path in which friendly forces can perform most efficiently given the known location of hostile resources and weapons. The basis for determining the best flight path is to evaluate the volume space as a function of time with respect to all known resources between the friendly and the hostile forces. The optimal path will be constrained by flight performance characteristics and will maximize the performance of the friendly forces.

Inputs to the algorithm would include threat emitter locations, weapon locations, aircraft position, and flight characteristics. The expected output would be a flight path that includes turnpoints, with specified time, speed, and course corrections.

The algorithm should consider:

• Terrain masking

• Volume (3-D space) analysis

• Alignment geometries

• Dynamic re-calculation

This effort should also include analysis tools that provide:

• 3D visualization of the volume space

• Playback or rehearsal along the flight path

• Graphical elements such as Line-of-Sight strobes

• Interactive user ability

The performance of this algorithm will be a critical factor given mission planning execution timelines. These timelines would be dependent on the density of calculation points, and will be specified.

PHASE I: Develop a proof of concept that identifies the techniques and algorithms that will be used, along with third party tools. The effort should identify the minimum computer hardware configuration required. Proof of concept should show that the performance requirements will be met.

PHASE II: Develop and demonstrate prototype software to meet the performance requirements.

PHASE III: Integrate software with existing systems, and extend software to improve capability based on realistic scenarios.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The tool has potential for all sensor and communications related applications involving calculation of optimal flight paths through dynamic volume spaces.

REFERENCES:

1. MATRIX Products. http://www.usna.edu/Users/oceano/pguth/website/so432web/e-text/GEODUC_book/Matrix%20Products_Ch_5.doc.

2. Bailey, C. "Department of Defense Usage of FalconView." http://www.blm.gov/pgdata/etc/medialib/blm/nifc/aviation/airspace.Par.77886.File.dat/FalconView.pdf.

KEYWORDS: 3D Visualization; Volume Space; Mission Planning; Electronic Attack; Optimal Flight Path Routing; Software Algorithms

Questions may also be submitted through DoD SBIR/STTR SITIS website.

N101-020 TITLE: Multi-Channel Wideband Antenna Array Manifolds

TECHNOLOGY AREAS: Air Platform, Sensors, Electronics

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

OBJECTIVE: Develop innovative array manifold design for reconfigurable multi-channel antenna arrays for radar, communications and electronic warfare.

DESCRIPTION: Most phase scanned arrays have limited bandwidth when they scan off axis. The greater the scan angle, the more the bandwidth is limited. For wide bandwidth applications, such as a synthetic aperture radar and inverse synthetic aperture radar modes, a 500 to over 1000 MHz wide band may have to be covered with three or more frequency overlapped pulses. The pulses are then combined in the frequency domain through signal processing to achieve the required resolution. This effectively reduces the pulse repetition frequency by a factor of three or more and requires extra processing, which could be avoided with some time delay compensation.

In addition to scan performance, accurate monopulse processing used in many modern radars, is required. These are all based on multiple channel systems. In a typical generic antenna topology the aperture is segmented in azimuth or elevation, or both and then combined either digitally or with analog combiners to form Sum, Delta Azimuth and Delta Elevation channels. This technique yields between 10:1 and 20:1 precision improvement over the beam width. A more flexible channel configuration is needed for when other modes are required in addition to air-to-air. For example if Ground Moving Target Indicator (GMTI) and Maritime Moving Target Indicator (MMTI) modes are also required, a more optimal manifold would support eight subarrays feeding a switchable manifold feeding three receivers. Such a configuration could include the possibility of a guard channel. Normally, the signal splits and switches would degrade the system noise figure to unacceptable levels. However, a key advantage of an Active Electronically Scanned Array (AESA) system is that the Low Noise Amplifier (LNA) is at the element where it sets the noise figure. The losses after the LNA do not significantly contribute to the noise figure. Signals can be split and switches can be used. Wide band multi-channel manifold research is needed to exploit the full capabilities of modern AESA based sensors.

The design should be capable of supporting a minimum bandwidth of 500 MHz. The manifold design should include the ability to support multiple subarray configurations to maximize performance of air-to-air and GMTI/MMTI modes along with a guard channel. The design should be of sufficient detail to allow an independent assessment of the design.

PHASE I: Develop and prove feasibility of a detailed conceptual design for a wide-band multi-channel manifold suitable for a candidate X or C-band array.

PHASE II: Utilizing Phase I design, assemble, test and demonstrate a prototype manifold capable of working with the candidate array. Investigate and define the packaging and I/O requirements to ensure suitability for transition of the design.

PHASE III: Transition the technology to the operational fleet and commercial applications.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: High performance array manifolds are needed on a wide range of civilian and military sensor systems to support multiple surveillance requirements in a near simultaneous manner.

REFERENCES:

1. Alexopoulos, A., “Radar Systems Considerations for Phased Array Aperture Design Using Conformal Transformations on Riemannian Manifolds”, IEEE Transactions on Antennas and Propagation, 55(8), pp 2239-2246, August 2007.

2. Golio, John Michael, “The RF and Microwave Handbook”, Edition: 2, CRC Press, 2001.

3. Schreiner, M.; Leier, H.; Menzel, W.; Feldle, H.-P., “Architecture And Interconnect Technologies For A Novel Conformal Active Phased Array Radar Module”, Microwave Symposium Digest, 2003, IEEE MTT-S International, Volume 1, Issue , 8-13 June 2003 Page(s): 567 - 570 vol. 1.

KEYWORDS: Radar; Electronic Warfare; Array; Array Manifold; Multi-Channel; Multi-Mode

Questions may also be submitted through DoD SBIR/STTR SITIS website.

N101-021 TITLE: Innovative Structures for Sonobuoy Applications

TECHNOLOGY AREAS: Materials/Processes, Sensors

ACQUISITION PROGRAM: PMA-264; AIR ASW Systems

OBJECTIVE: Develop lightweight, deployable and adaptable (smart) structures for "A" size sonobuoy components.

DESCRIPTION: The "A" size sonobuoy is a unique Anti-Submarine Warfare (ASW) sensor system: It is required to deliver acoustic detection and localization performance on a par with larger fixed and surface vessel mounted systems while being constrained by an expendable sensor budget. The "A" size sonobuoy volume and weight are limited by aircraft payload limitations and sonobuoys operate autonomously upon deployment from ASW aircraft. Because of these constraints great emphasis is placed on sonobuoy packaging efficiency and reliable deployment. This is particularly true when large planar or volumetric arrays need to be deployed to exploit performance gains achieved through array gain and beamforming techniques. These gains are further enhanced if the array geometry is adaptable to environmental or tactical conditions, i.e., the array can autonomously change shape in response to ASW operator commands or networked environmental sensor data.

Sonobuoy designers devote a great deal of effort to the design of acoustic sensor suspension systems. These systems attempt to isolate the sensors from in-situ ocean forces such as surface waves, internal waves and ocean currents. These forces can generate sensor motion modes which corrupt acoustic data and greatly limit sensor effectiveness. Research over the past 40 years has resulted in the use of suspension components like mass-damper systems of elastic spring-like elements, large fabric surfaces designed to capture the hydrodynamic mass of the water in the vertical direction (damper disks) and large drogues in the horizontal direction. Despite the best efforts of sonobuoy designers, suspension components cannot be tuned to optimum performance in all conditions. A deployable drogue or damper disk that is capable of adapting its shape to changing conditions could greatly enhance the performance of sonobuoy systems.

PHASE I: Develop and demonstrate a design concept within the constraints of an "A" size sonobuoy by evaluating design feasibility and performance. Construct a detailed design of the "A" size package and deployed structure. Develop modeling and simulation of the structure including deployment and operational dynamics, shape control and structural loading. Determine performance gains associated with the use of this technology over existing systems.

PHASE II: Refine and develop Phase I candidate structure / concept. Fabricate an "A" size prototype of most promising concept and conduct laboratory testing of candidate hardware. Demonstrate system in an operationally relevant environment. Assemble Phase III plan for sonobuoy integration, air drop testing and certification.

PHASE III: Finalize a production design of Phase II prototype and apply the design to a specific sonobuoy suspension system. Integrate prototype system with sonobuoy hardware. Obtain air drop certification.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Technology developed in this SBIR could be leveraged for other marine or space based systems that require adaptable, lightweight, strong, deployable systems. This could include satellite vehicle antenna or solar panel structures; oceanographic drifter buoy drogues or portable shelters that would adapt to the terrain or weather.

REFERENCES:

1. Sherman, C.H., Butler, J.L. 2006. Transducers and Arrays for Underwater Sound. Springer Science+Business Media, LLC, New York.

2. Furuya, H., 1992. Concept of deployable tensegrity structures in space application. International Journal of Space Structures 7, pp. 143–151.

3. Pugh, A., 1976. An Introduction to Tensegrity, University of California Press, Berkeley, CA.

4. Skelton, R.E., Sultan, C., 1997. Controllable tensegrity, a new class of smart structures. SPIE, San Diego, pp. 12.

KEYWORDS: sonobuoy; tensegrity; array structure; damper; adaptable structure; shape control

Questions may also be submitted through DoD SBIR/STTR SITIS website.

N101-022 TITLE: Antenna Placement Optimization on Large, Airborne, Naval Platforms

TECHNOLOGY AREAS: Sensors, Electronics, Battlespace

ACQUISITION PROGRAM: PMA-290, Maritime Patrol and Reconnaissance Aircraft; PMA-265, Super Hornet

OBJECTIVE: Port highly developed, high-frequency, serial antenna analysis codes to latest technology computer clusters in order to significantly reduce time in analyzing on-platform antenna performance and antenna-to-antenna interaction.

DESCRIPTION: Modern naval aircraft can be large in dimensions and may carry a large number of antennas. A good example is the Navy’s P-8A Poseidon aircraft [1], a Boeing 737 that is roughly 40 meters long and has a wingspan of about 34 meters. This aircraft carries over 100 antenna systems. For many of these systems, the surface area of the platform is in the tens of thousands of square wavelengths. In this case, the use of full-wave solvers to assess the on-platform performance of an antenna or the interaction between two antennas is impractical, both in terms of computing resources required and length of execution time. The next best choice is to use a high-frequency code. Although not as accurate as full-wave codes, high-frequency codes require modest computer resources and are faster than full-wave codes. In a serial mode, however, even these codes can take substantial time to execute depending on platform size and complexity. This is especially true when considering the on-platform coupling between two antennas if there is a large number of two-antenna combinations. If we are to optimize antenna performance and minimize its interaction with a number of other antennas, then the most cost-effective way to proceed is to port serial, high-frequency codes to clusters of parallel computers. This will improve execution time by orders of magnitude, thus reducing idle time and lost momentum in the workplace.

High-frequency codes are ideally suited to parallelization. The hardware for such an effort can be a traditional central processing unit (CPU) cluster [2] or a graphics processing unit (GPU) cluster [3]. We are favoring the GPU solution both because of the Flops/dollar advantage and because of the recent introduction of compute unified device architecture (CUDA) [4], a language that greatly facilitates programming a GPU. Researchers are already using GPU clusters for a variety of problems [5] and GPU-based hardware is already in the marketplace [6]. We are also interested in CPU clusters since we already own one. With the above in mind, we are seeking innovative solutions for porting high-frequency computational electromagnetic codes to both CPU and GPU-based parallel environments for the purpose of greatly accelerating their performance. These codes must have the capability of assessing antenna performance on large and complex platforms; they also must be able to handle in-situ coupling between antennas; additionally, it is highly desirable that they have a radar cross-section (RCS) calculation capability. Small businesses must clearly demonstrate the capabilities of their high-frequency code in their proposal. They should also have an understanding of GPUs and CUDA and be prepared to work in both a CPU and a GPU environment. Previous experience in programming GPUs is highly desirable. Teaming between electromagnetics and computer experts is also encouraged.

PHASE I: Develop a detailed description of the algorithms from an existing high-frequency solver that would need to be modified to run on a CPU and a GPU-based parallel computing architecture. Identify existing algorithms that may be problematic in transferring to a parallel environment and suggest modifications. Identify existing algorithms that can be improved upon to provide better answers, modify accordingly and test. Perform a study to estimate whether porting the code to both types of environments is feasible within the Phase II timeframe. Develop specifications for a GPU cluster and perform a market search for cluster. Develop a Phase II implementation plan for a CPU and a GPU cluster. Identify other hardware acceleration techniques that could potentially be developed during the Phase II effort.

PHASE II: Purchase test-size GPU cluster identified in Phase I. Use it and existing NAVAIR CPU cluster to port the algorithms identified in Phase I. Validate successful implementation of the parallelization through timing and accuracy studies on electrically very large problems. Ensure that the resulting algorithms are scalable with increasing number of processors. Deliver, install, and provide training for the parallelized high-frequency solver to NAVAIR along with thorough documentation. If NAVAIR is interested in other hardware acceleration techniques identified during Phase I, implement prototype capabilities during the Phase II effort.

PHASE III: Deliver, install, and provide training for the parallelized high-frequency solver to NAVAIR along with thorough documentation.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The technology developed under this topic can be used in the commercial communications industry, including antenna design and placement, platform integration, electromagnetic compatibility (EMC) and electromagnetic interference (EMI).

REFERENCES:

1. http://www.boeing.com/defense-space/military/p8a/index.html

2. http://en.wikipedia.org/wiki/Computer_cluster

3. http://www.gpgpu.org/

4. http://www.nvidia.com/object/cuda_home.html

5. http://www.cs.sunysb.edu/~vislab/projects/urbansecurity/GPUcluster_SC2004.pdf

6. http://www.amax.com/TeslaPSC-1.asp?gclid=CNKc6M-Qh5kCFQwNGgodn0iemg

KEYWORDS: Antenna Simulations; Computer Clusters; High-Frequency Electromagnetics; Computer Gpus; Hardware Acceleration; Electrically Large Platforms

Questions may also be submitted through DoD SBIR/STTR SITIS website.

N101-023 TITLE: Processor Architectures for Multi-Mode Multi-Sensor Signal Processing

TECHNOLOGY AREAS: Air Platform, Sensors, Electronics

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

OBJECTIVE: Develop innovative processor architectures for multi-mode radars and fusion with other sensors for automatic target recognition.

DESCRIPTION: The DoD has made major investments in the development of Active Electronically Scanned Array (AESA) radar technology that provide enhancements in beam agility and provide for near simultaneous multi-mode operation. The full exploitation of these capabilities, when considering Pulse Mode Interleaving (PMI), present processing architecture challenges. The processing architectures must be able to accommodate adaptation to the scenario and environment. In addition, recognition algorithms that exploit Inverse Synthetic Aperture Radar (ISAR) and Infrared (IR) imagery may require significantly more and different processing capabilities to be automated to the level required to relieve operator workload.

Driven by the commercial graphics and gaming industry, a new class of general purpose graphics processors units (GPGPU) and many core processing architectures are now available for power, cost and weight constrained DoD platforms. For data intensive parallel signal processing applications, computational performance improvements of 10x to 100x over current digital signal processing (DSP) implementations are achievable. In addition, these new commercial off the shelf (COTS) architectures provide low cost, high through-put/watt efficiency, and high productivity programming. While this type of processor has been available for several years, only in the last two years has high level language software development been possible. The continued development of graphics processor architectures are expected to endure as the graphics industry and the core processor industry continues to evolve to meet commercial market demands in mobile video and gaming. The suitability of GPGPU based processing for a wide range of radar applications is an open question. The specific implementation method can dramatically impact overall processing speed.

The primary goal of this effort is to understand how to optimally utilize GPGPU processing to dramatically increase the overall computational speed of radar based target recognition algorithms utilizing moving target indicator, high range resolution and imaging modes.

PHASE I: Design and demonstrate feasibility of processor architectures that enable AESA exploitation and automatic target recognition. Develop an RDT&E plan addressing performance metrics.

PHASE II: Using the concept developed in Phase I, evolve the processor architecture design and demonstrate key aspects and performance metrics.

PHASE III: Finalize the technology and in conjunction with radar system manufacturers, transition 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. Georgia Institute of Technology; Programming tools facilitate use of video game processors for defense needs; http://www.physorg.com/news165059236.html

2. Georgia Tech Research Institute; Inexpensive Parallel Processing: Programming Tools Facilitate Use of Video Game Processors for Defense Needs; http://www.gtri.gatech.edu/news/programming-tools-facilitate-use-video-game-process

3. Shuai Che, Michael Boyer, Jiayuan Meng, David Tarjan, Jeremy W. Sheaffer, Kevin Skadron. A Performance Study of General-Purpose Applications on Graphics Processors Using CUDA. http://www.cs.virginia.edu/~skadron/Papers/cuda_jpdc08.pdf

KEYWORDS: inverse synthetic aperture radar; automatic target recognition; ship and small craft classification; data fusion; multi-mode radar; general purpose graphics processors units

Questions may also be submitted through DoD SBIR/STTR SITIS website.

N101-024 TITLE: Winch Gearbox Prognostics & Health Management

TECHNOLOGY AREAS: Air Platform

ACQUISITION PROGRAM: PMA-299, H-60 Helicopter Program; Sea Shield

OBJECTIVE: Develop and demonstrate a Winch Gearbox Prognostics & Health Management System suitable for utility applications in a modern rotary wing aircraft.

DESCRIPTION: Modern rotary wing aircraft have a number of utility winching/reeling systems for cargo, rescue, and sensor deployment applications. On the H-60, examples include the Airborne Mine Countermeasures – Carriage, Stream, Tow, and Recovery System (AMCM CSTRS) Winch System, rescue hoist, and the Airborne Low Frequency Sonar (ALFS). Unexpected degradation or failure of these systems can cause serious mission, reliability, maintenance, and logistical impact.

A Winch Gearbox Prognostics & Health Management System could increase reliability and mission availability by accurately determining which parts are showing initial signs of failure, but remain usable to perform a mission with some degree of confidence for a predicted amount of time. This system should detect signs of degradation or failure precursors through advanced sensing techniques, integrated through software and predictive algorithms, and have available displays to both the user/winch operator and maintenance personnel. Displays or alerts identifying specific failure conditions and remaining life until maintenance is required, are desirable. The system needs to be lightweight, easily maintainable in and of itself, have a small footprint, and require minimal power interface with existing aircraft systems (a self-powered, wireless system of sensors would be preferable but is not mandatory). The system should be easily retrofitted to existing winch gearbox designs and existing H-60 Health & Usage Monitoring System (HUMS) Although there are some Rotary Wing Propulsion Gearbox systems that utilize HUMS technology very effectively, they do not cover the larger suite of potential degraders and Prognostics & Health Management goals intended to be accomplished here, especially on utility-type gearbox units.

Potential areas for sensor development include but are not limited to: Lubricant quality/quantity detection, Signs of Gear mechanical component wear indication (wear particles in oil, etc.), Gearbox temperature and its rate of change, Gearbox vibration, Increase in Gear tooth backlash/chatter, Seal integrity and Detection of Lubricant leakage and/or rate of change of leakage.

The challenge is to design and test a Winch Gearbox Prognostics & Health Management System that incorporates integral electronics capable of providing reliable operation in a difficult thermal, vibration and potentially corrosive maritime environment. As the goal is to develop a generally applicable Winch Gearbox Prognostics & Health Management System technique and system, no specific target Winch Gearbox is identified.

PHASE I: Identify and develop a design for a Winch Gearbox Prognostics & Health Management System. Determine the feasibility of such a design by analyzing functionality and suitability for relevant aircraft applications.

PHASE II: Develop, demonstrate and validate the Winch Gearbox Prognostics & Health Management System. Conduct performance and qualification-type tests with and without pre-planned failure modes to verify the system developed in Phase I accurately identifies failure causes/modes. Evaluate and modify the design to address any shortcomings found in testing.

PHASE III: Transition the design to applicable platforms that can utilize a Winch Gearbox Prognostics & Health Management System.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The Winch Gearbox Prognostics & Health Management System would have direct application to Winching/Reeling systems on commercial aircraft such as Search & Rescue aircraft, Police/Security helicopters, Logging Operation Aircraft, and Off-Shore Oil Rig aircraft operation. Other potential applications include industrial control and heavy equipment used in construction and mining operations. Indirect application of the technology to other non-winch gearbox systems appears feasible, and could be even broader to perhaps encompass commercial aircraft utility systems of many types as well as Propulsion Gearbox Prognostics & Health Management with capabilities above those of current HUMS-type systems.

REFERENCES:

1. Fraser, K.F., “An Overview of Health and Usage Monitoring Systems (HUMS) for Military Helicopters”, September 1994, http://dspace.dsto.defence.gov.au/dspace/bitstream/1947/3936/1/DSTO-TR-0061%20PR.pdf

2. Ousachi, Mark; Scott, Andrew; Yee, David; Hosmer, Thomas; Daniszewski, Dave; ASCTI, Troy, MI; “Embedded Diagnostics and Prognostics Wireless Sensing Platforms”; http://www.stormingmedia.us/86/8673/A867344.html

3. Raytheon Company, “AN/AQS-22 ALFS, Airborne Frequency Sonar”; http://www.raytheon.com/businesses/rids/products/rtnwcm/groups/public/documents/ content/rtn_bus_ids_prod_anaqs22_pdf.pdf

KEYWORDS: Winch; Gearbox; Prognostics; Health Management; Failure Prediction; Gear Wear

Questions may also be submitted through DoD SBIR/STTR SITIS website.

N101-025 TITLE: Improved Antisubmarine Warfare (ASW) Sonobuoy Location Technique in a

Denied Global Positioning System (GPS) Environment

TECHNOLOGY AREAS: Air Platform, Sensors

ACQUISITION PROGRAM: Advanced Extended Echo Ranging (AEER) ACAT IV; PMA-264, Air ASW Systems

OBJECTIVE: Develop an innovative sonobuoy location system that can operate at any altitude when the ASW platform is operating in a denied Global Positioning System (GPS) environment.

DESCRIPTION: This topic addresses the situation where GPS information is denied either by design or by other means. Currently there are only two location systems available when the ASW platform is operating in a denied GPS environment, an On-Top Position Indicator (OTPI) and a sonobuoy positioning system (SPS). Both of these systems have deficiencies. The OTPI is a Very High Frequency (VHF) directional finder system that is susceptible to Radio Frequency Interference (RFI) and has unacceptable errors at high altitude. The SPS is a new sonobuoy location system that surveys the Radio Frequency (RF) levels for deployed sonobuoys and determines their location.

The need to accurately locate deployed sonobuoys that generate areas of probability (AOP) or estimated positions (EP) is paramount to final contact localization in order to meet attack criteria when directed. New active and passive multi-static sonobuoys will, in the near future, contain course/acquisition (C/A) type GPS units to meet this requirement. P-coded GPS will not be an option for the expendable sensors. New ASW platforms will operate at much higher operational altitudes requiring the proposed system be capable of operating at any ASW platform altitude.

The proposed system can be either active or passive in nature and the radio frequency spectrum under consideration is from 10⁴Hz though 10²²Hz.

PHASE I: Develop a concept and determine the feasibility of developing a sonobuoy location system that will operate at any altitude when the ASW platform is operating in a denied GPS environment.

PHASE II: Develop and demonstrate a prototype based on the Phase I design and define volume, power requirements, and unit cost.

PHASE III: Coordinate with Navy AN/SSQ-53F sonobuoy manufacturers to transition the new technology into the fleet.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The use of this technology could be used for Sea/Land rescue by first responders.

REFERENCES:

1. Personal Dead-reckoning System for GPS-denied Environments, http://www-personal.umich.edu/~johannb/Papers/paper142.pdf

2. Personnel Tracking in GPS-Denied Environments Using Low Cost IMUs, www.geonav.ensco.com

KEYWORDS: Sonobuoy; Radar; GPS-Denied Navigation; Localization; Inertial Measurement Unit (IMU); HAASW

Questions may also be submitted through DoD SBIR/STTR SITIS website.

N101-026 TITLE: Multi-Axis Vibration Mitigation and Habitability Improvement for Seated

Occupants

TECHNOLOGY AREAS: Materials/Processes, Human Systems

ACQUISITION PROGRAM: PMA-231, E-2 Hawkeye Program Office; FNC - Force Health Protection

OBJECTIVE: Develop innovative solutions for reducing high-frequency vibratory input to seated occupants performing missions on board propeller driven aircraft.

DESCRIPTION: The E-2C Hawkeye is the Navy’s all-weather airborne early warning and command and control aircraft for carrier battle groups. The E-2C also conducts missions that include surface surveillance coordination, strike and interceptor control, search and rescue guidance and communications relay functions. As the aircraft capability has been upgraded and mission lengths extended, there have been increasing complaints of annoyance, fatigue, and musculoskeletal pain during prolonged exposures to propulsion-generated vibration in this propeller-driven aircraft. Air Force studies have indicated that the introduction of a cushion alone may be insufficient to mitigate the full range of vibration felt by E-2C and other propeller-driven aircraft occupants.

Acute pain and discomfort amongst E-2C aircrew are most likely attributable to several factors such as poor posture, seating ergonomics, vibration of the aircraft during flight, and total number of flight hours. However, the work sought here centers around design concepts for reducing multi-axis whole-body vibratory input to seated occupants and for enhancements to seat that improve the aviators/operators ability to conduct long missions without developing numbness and pain in the back and legs.

Proposed concepts should:

• not cause a substantial increase in weight of the seating system;

• be retrofittable into the airframe without aircraft modifications;

• enhance crash performance and occupant protection;

• incorporate or develop materials that eliminate or reduce pressure points on the legs and impingements on the back;

• be compatible with aviator/operator body-borne mission equipment.

The E-2C has crew stations that are both parallel to the longitudinal axis of the aircraft (pilot/copilot) and perpendicular to the aircraft’s longitudinal axis (Naval Flight Officers). All seating stations are floor-mounted to tracks and have the capability to adjust vertically and fore/aft. Acceptable design concepts must take each of these seating orientations into account.

Concepts must demonstrate a reasonable likelihood of reducing total vibratory input delivered to the seated occupant and of increasing overall habitability for extended missions lasting up to 7 hours. Candidate system weight, complexity, reliability, maintainability, and effectiveness will be very important factors in selecting a candidate system.

PHASE I: Demonstrate feasibility of proposed cocept to reduce high-frequency vibratory input transmitted to seated occupants on board the E-2C and of improve seat habitability by reducing “hot spots” on the seat bottom and back cushion.

PHASE II: Develop and demonstrate prototype system. Based on the outcome of laboratory testing, perform refinements to the prototype system aimed at improving system performance.

PHASE III: Fabricate production representative seating systems or integrate the recommended solutions onto the existing seat depending on the design concept. Support qualification and flight demonstration testing.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: There is a need for implementation of vibration mitigating seating systems for civil aircraft. Military development of seating systems that significantly reduce whole-body vibration transmitted to seated occupants will likely result in an acceleration of implementation of these systems into civil aircraft.

REFERENCES:

1. Smith, S.D., Smith, J.A., (2005). Multi-axis vibration mitigation properties of seat cushions during military propeller aircraft operational exposures. AFRL/WS-05-2250.

2. Loomis, T.A., Hodgon, J.A., Hervig, L., and Prusaczyck, W.K. (1999). Neck and back pain in E-2C Hawkeye aircrew. Technical Report 99-12, Naval Health Center.

3. Testerman, R., Howell, H., Rudy, M., (2006). Final report for seating study completed on E-2C Aircraft (Unpublished).
Note: Reference #3 has not been released for public distribution. However, you can submit a request to Naval Air Systems Command, 47123 Buse Road, Patuxent River, MD 20670-1547.

4. International Standard 2631-1, 1997-07-15, Mechanical vibration and shock -Evaluation of human exposure to whole-body vibration - Part 1: General requirements.

5. E2 Seat Photo (uploaded in SITIS 12/7/09).

6. Drawing, PSE dimensions, uploaded in SITIS 12/08/09.

KEYWORDS: whole-body vibration; aircrew seating; fatigue; back pain; numbness; vibration mitigation

Questions may also be submitted through DoD SBIR/STTR SITIS website.

N101-027 TITLE: Universal Switching Across Automatic Test Systems

TECHNOLOGY AREAS: Information Systems

ACQUISITION PROGRAM: PMA-260, Aviation Support Equipment Program Office

OBJECTIVE: Develop a universal switching strategy that will unify signal routing information for differing Automatic Test System (ATS) architectures into abstractions that provide a common understanding of function and purpose.

DESCRIPTION: A key element of various test systems is switching management. Many systems employ various forms of switching that must be allocated. The switching architectures and implementations are widely various in format and capability. Electronic architectures that are facilitated with multiple path connection possibilities often could be designed in a more flexible and fault tolerant way if a well based model, and deployment scheme for the model, are widely accepted. Often there are cases where developers use prior knowledge of the system’s specific locations to design switching networks. To enhance designs, inject more flexibility, and achieve more error tolerance, a technology with the ability to actively route, allocate and generally abstract the switching designs from hard wire instantiations is needed. DoD testers could benefit from incorporating standardized switching strategies and technologies. Incorporation of these prospective technologies would enhance TPS interoperability between systems of varying architectures, thereby promoting life cycle cost reduction.

Two elements in the DoD’s ATS Framework, which have not yet been completed are Resource Management Services (RMS) and Resource Adapter Information (RAI). A predominant feature that these elements must support is a method to facilitate universal switching. Currently there is no abstraction for switching implementation in the industry or the standards community. Satisfactorily providing the DoD ATS Framework with components and standards that can support this needed key area will promote the strategy and provide cost savings in future systems that employ it.

PHASE I: Demonstrate the feasibility of proposed universal switching concepts that will work across Navy and DoD automated test systems.

PHASE II: Based on Phase I modeling, develop a prototype and performance criteria for evaluation. Demonstrate and validate the concept by developing a complete prototype that is integrated on an existing system. Analyze and detail the technical merit of the prototype based on the DoD ATS Framework elements and the DoD system identified.

PHASE III: Provide a mechanism for incorporating the universal switching technologies into a broad range of potential electronic systems.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: All commercial industries that utilize ATS will benefit from this technology, in particular, airlines, automotive, and medical.

REFERENCES:

1. Rowe, Martin. “Avoid Switching Mistake”. Test & Measurement Magazine, September 2007. http://www.tmworld.com/article/CA6473099.html.

2. Wag, Francis C. “A Guide to DFT and Other Techniques”. IEEE, Published by Academic Press, 1991, ISBN 0127345809, 9780127345802

3. The DoD Automatic Test System Framework Roadmap; http://www.acq.osd.mil/ats/

KEYWORDS: Switch; Resource Management; Architecture; Interoperability; Ontology; Automatic Test System

Questions may also be submitted through DoD SBIR/STTR SITIS website.

N101-028 TITLE: Computational Characterization of Aeroengine Combustor/Augmentor Fuel

Injectors

TECHNOLOGY AREAS: Air Platform

ACQUISITION PROGRAM: Joint Strike Fighter

OBJECTIVE: Develop advanced computational methodologies and technologies for detailed simulation and characterization of aeroengine combustor/ augmentor fuel injector performance.

DESCRIPTION: Aeroengine combustor/augmentor performance (stability, efficiency, durability and emissions) is critically dependent on the details of fuel injection and atomization. Quantification and/or prediction of fuel atomization are still at relatively primitive levels, particularly when compared to other reacting flow phenomena occurring in these devices. This is due to the complexity of the two-phase flow physics and the geometrical complexity of injectors as well as the inherent limitations in experimental measurement in the vicinity of the atomizing fuel. Recent advancements in numerical methods and increases in computational power have presented computational simulation as a viable alternative to traditional approaches in the quantification of fuel atomization. An innovative solution is sought to advance the capabilities and transition numerical/computational technologies towards the simulation of injectors operating under realistic conditions. The benefit of such simulations will be utilized to reduce the number of experiments while improving injector design and/or improving the fidelity of the models. The developed computational methodologies need to be able to reproduce fuel atomization in geometrically complex injectors that employ aerodynamic forces to atomize the fuel. Such atomization is very complex and includes the evolution and breakup of contiguous liquid fuel, dense spray dynamics, spray wall interactions, and disperse phase dynamics in a high Reynolds number vortical flow. In addition, for aeroengine combustor/augmentor applications these phenomena occur over a range of global pressures and temperatures and may be further complicated by the use of alternative fuels.

The computational model is to be sensitive to geometric, fuel type and operating condition changes and be able to reproduce the injector internal and external two phase flow. Atomization must be due to aerodynamic breakup and should include spray-wall interaction.

PHASE I: Design and demonstrate the feasibility of an innovative spray atomization computational technology. Identify and formulate the computational technologies that need to be developed to achieve the injector characterization.

PHASE II: Further develop the injector characterization computational technology. Validate prototype with far field measurements. Demonstrate the prototype for at least two relevant injectors.

PHASE III: Finalize the technology and transition to the appropriate engine platform.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Successful development of the advanced computational methodologies and models that can predict fuel injector performance should enable engineers to enhance injector design and improve the performance, operability and durability of combustion devices relevant to tactical and commercial transport aircraft. This is particularly important for improved fuel economy and range of these platforms.

REFERENCES:

1. Ménard, T, Tanguy, S., Berlemont, A., “Coupling Level Set/VOF/Ghost Fluid Methods: Validation and Application to 3D Simulation of the Primary Break-up of a Liquid Jet,” Inter. J. of Multiphase Flow, v. 33, 510-524 (2007)

2. Gorokhovski, M. and Herrmann, M., "Modeling Primary Atomization", Annual Review of Fluid Mechanics. Volume 40, Page 343-366, Jan 2008

3. Arienti, M. and Soteriou, M.C., "Dynamics of Pulsed Jet in Crossflow" GT2007-27816, Proceedings of ASME Turbo Expo 2007

4. Inoue, C. , Watanabe T. and Himeno T., “Study on Atomization Process of Liquid Sheet Formed by Impinging Jets” AIAA-2008-4847

5. Liovic, P., Lakehal, D., "Multi-physics treatment in the vicinity of arbitrarily deformable gas–liquid interfaces," Journal of Computational Physics 222 (2007) 504–53

6. Ohta, S. and A. Matsuo, Horikawa, A., “Numerical And Experimental Investigations on Atomization of Air-blasted Liquid Film”, AIAA-2009-0997

KEYWORDS: Combustor Spray M&S; Augmentor Spray M&S; CFD; VAATE; Atomization; Gas Turbine Engine

Questions may also be submitted through DoD SBIR/STTR SITIS website.

N101-029 TITLE: Automated Generation of Advanced Test Diagrams to Reduce Test Program Set

Life-Cycle Costs

TECHNOLOGY AREAS: Information Systems

ACQUISITION PROGRAM: PMA-260, Aviation Support Equipment Program Office

TITLE: Automated Generation of Advanced Avionics Test Wiring Diagrams to Reduce Avionics Test Program Set Life-Cycle Costs

OBJECTIVE: Develop an automated solution to generate advanced test wiring diagrams to support Test Program Sets (TPSs) for avionics that allows for the inclusion of electrical signal data in the test diagram.

DESCRIPTION: Test wiring diagrams are an important feature for avionics TPS support and are useful throughout the TPS life cycle. They are used as a guide in troubleshooting the TPS and avionics Automatic Test System (ATS) when tests fail to run properly, can be a key factor in ensuring the ATS are ready to support the weapon system, and can be used to determine how a TPS can be re-hosted on other ATS. Test wiring diagrams provide the active wire path information for stimulus and measurement signals from the ATS instruments to the avionics unit under test (UUT) for each test in the program. Typically, test wiring diagram generation requires extensive manual analysis of test program source code, interface hardware, and test station capabilities. An automated process should significantly reduce the time to generate test wiring diagrams, increase the accuracy of test diagrams, ensure consistency between test diagrams and modified TPSs, and use an open systems approach relying on IEEE automatic test markup language (ATML) standards for data formats.

Typically, test wiring diagrams are created after the avionics test program is integrated onto the ATS and the TPS software and hardware are completed. These diagrams show TPS developers and maintainers the paths that electrical currents flow through the wires and switches in the Interconnect Device (ID) and the ATS so that complete paths can be shown from the UUT to the ATS instruments. With the proposed automated process, the advanced test wiring diagrams can be generated during TPS development and can be used to assist in the integration of the TPS. The additional signal description information, not present in typical test diagrams, can greatly enhance the troubleshooting process. These concepts can result in decreasing the TPS development time. Additionally, the reliance on an extensive manual process often hinders the updating of test diagrams when the TPSs are modified, due to either new versions of the UUTs or changes in test station instrumentation. This results in the test diagrams quickly becoming outdated and of little value in understanding the electrical currents and signals flowing between the UUT and the ID/ATS to effectively diagnose problems in the UUT. The automation of test diagrams ensures that the diagrams are always consistent with the test program.

The proposed approach for the description of the test station and interface adapter hardware should be based on the IEEE 1671 ATML standards. Using a standard data format will make this process easily transportable to other test station platforms. An automated advanced test diagram generation system used on a DoD ATS station such as the Consolidated Automated Support System (CASS) and require a minimum of TPS knowledge to operate, is desirable.

PHASE I: Determine the feasibility of automatically generating avionics test wiring diagrams that support avionics TPSs. Determine how the current test wiring diagrams can be augmented to include stimulus and measurement signal information.

PHASE II: Develop a complete set of prototype tools that will automatically generate advanced test wiring diagrams. These will include ATML test station and ATML test adapter instance documents, the test program signal extraction software, and the automatic test diagram generation software. Demonstrate and validate the prototype software to generate ATML instance documents using a DoD TPS as the target.

PHASE III: Transition the software tools and processes to DoD ATS programs such as CASS.

PRIVATE SECTOR COMMERCIAL POTENTIAL The need for improvement of avionics test program support in ATS is common throughout the DoD and commercial industry, as is the pressure of reduced budgets. The similarities in ATS and TPS development applications allows for leveraging of solutions across the DoD and industry. Specific commercial applications include the airline, medical, and automotive industries.

REFERENCES:

1. The DoD Automatic Test System Framework Roadmap; http://www.acq.osd.mil/ats/

2. Automatic Test Markup Language IEEE STD1671; http://standards.ieee.org/

KEYWORDS: Automatic Test Systems; Test Diagrams; DoD ATS Framework Working Group; Test Program Set; Automatic Test Markup Language; Interoperability

Questions may also be submitted through DoD SBIR/STTR SITIS website.

N101-030 TITLE: Lossless Non-Blocking Single-Mode Fiber Optic Wavelength Router

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

ACQUISITION PROGRAM: Joint Strike Fighter

OBJECTIVE: Develop a scalable and virtual non-blocking avionics wavelength-division multiplexer (WDM) fiber optic local area network wavelength router.

DESCRIPTION: Fiber optic networks in aircraft are becoming a reality whereby fiber based backplane switch or ring fabrics serve as a basic foundation for high speed data intercommunication paths onboard aerospace platforms. A current practice is to overlay high speed fiber optic sub-networks and point-to-point links independently from lower speed copper-based electrical buses and other individual point-to-point electrical links in federated avionics architecture with associated size, weight, cooling, installation and cost penalties. Another approach, the integrated modular architecture (IMA), provides an improvement over the federated architecture by sharing computing resources while still giving proper spatial and temporal partitioning to ensure protection against fault propagation, but does not provide a fully-networked avionics architecture. This project seeks the use of forward-looking wavelength division multiplexing photonics technology such as tunable wavelength converters and lossless wavelength add/drop multiplexing filters to create a unified, protocol-independent WDM LAN wavelength router that supersedes current federated and IMA approaches by enabling a fully-networked integrated avionics architecture. Desirable features are packaging compactness (no greater than 500 in3), packaging ruggedness per MIL-STD-810F, minimal power consumption (no greater than 100 Watts), re-configurability, transparency, predictable latency (real time), resilience, scalability, reliability via integration, and built-in test in the harsh avionics environment.

Selection criteria for the router design should be based on characteristics of non-blocking WDM LAN architectures for transferring data and video information between distributed avionics sub-networks and subsystems (scalable between 8 and 16 sub-networks) onboard aerospace platforms. Design modeling should be applied to capture the optical node behavior of the router. Following node design and modeling and simulation, proof-of-concept hardware prototypes should be fabricated and tested against probable realistic integrated avionics sub-network integration architecture and data fusion implementations. Component selection criteria should maximize the use of digital photonic device and hybrid optoelectronic packaging integration to minimize size, weight and power consumption and maximize reliability and manufacturability.

PHASE I: Develop a bi-directional WDM LAN router concept and demonstrate via modeling and simulation. Prove baseline router topology and physical implementation concept.

PHASE II: Develop, build, test, and demonstrate a prototype router based on next generation digital avionics network traffic control and data transmission and reception requirements. Test and validate.

PHASE III: Ruggedize packaging and test router over the full avionics operational environment. Transition to the fleet.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Could be used in commercial telecom central offices and datacom computer local area network sites to increase capacity and throughput.

REFERENCES:

1. Watkins, C.B. and Walter, R., “Transitioning from federated avionics architectures to integrated modular avionics,” Proceedings IEEE/AIAA 26th Digital Avionics Systems Conference, pp. 2.A.1-1-2.A.1-10, 2007..

2. Jessop, C.N., Jenkins, R.B., and Voigt, R.J., “Routing in an optical network using wavelength conversion,” IEEE Avionics Fiber Optics and Photonics Conference Proceedings, pp. 24-25, 2006.

3. Braun, S. and Xeujung, M.M., “Advanced optical network,” IEEE Aerospace Conference, 2006.

4. Kumar, A., Sivakumar, M., Stringer-Blaschke, M.T. and McNair, J.Y., “Priority-based ring-hybrid WDM LANs for avionics,” IEEE Avionics Fiber Optics and Photonics Conference Proceedings, pp. 58-59, 2007.

5. Jenkins, R.B and Voigt, R.J., “Demonstration of bidirectional add drop multiplexers and mixed signals in a DWDM mesh architecture,” European Conference on Optical Communications (ECOC) Proceedings, 2008.

KEYWORDS: Avionics; Fiber Optics; Networks; Wavelength Division Multiplexer (WDM); Router; Optoelectronic Packaging

Questions may also be submitted through DoD SBIR/STTR SITIS website.

N101-031 TITLE: Non-Flammable Electrolyte for Naval Aviation Lithium Batteries

TECHNOLOGY AREAS: Air Platform

ACQUISITION PROGRAM: Joint Strike Fighter, ACAT I, PMA-276, H-1 Light Attack Helicopter Program

OBJECTIVE: Develop a non-flammable electrolyte to significantly increase the safety and reliability of Lithium batteries used on Navy aircraft.

DESCRIPTION: Increased demand of mission requirements placed on Navy aircraft and other military applications have necessitated high energy and high power storage systems capable of operating over a broad temperature range. High energy Lithium battery systems have proven themselves in many military, commercial and aerospace applications, and present programs are underway to develop high energy Lithium batteries for Navy aircraft. However, present Lithium batteries use electrolytes incorporating a Lithium salt in an organic solvent. When overheated due to overcharging, internal shorting, manufacturing defects, physical damage, or other failure mechanisms, such electrolytes have the disadvantage of high flammability, releasing highly toxic chemicals when combusted. Eliminating all failure mechanisms that lead to overheating would be difficult and expensive due to the complex operational environment of naval aircraft. Although current investigations are underway to develop Lithium battery cathode materials that do not supply oxygen to feed fires, and anode materials that do not generate excessive heat and provide the “spark” that ignites combustion, the flammability of the electrolyte is the one part of the system that has not been addressed. The development of an innovative low-cost non-flammable electrolyte will greatly improve the safety and reliability of Lithium batteries used on Navy aircraft.

The developed non-flammable electrolyte composition is to be incorporated into a complete battery system, maintaining or improving the performance of present Lithium battery technology. These performance parameters include the following: high gravimetric power density (up to 6000 W/kg), quick recharge capability (<10 minutes to recharge fully depleted cell), good cycle life (> 5,000 cycles at 100% depth of discharge), long calendar life (>5 years service and storage life), and functionality and stability over a wide temperature range (-40°C to +80°C). The battery system utilizing the non-flammable electrolyte should also meet the requirements of the cycling test detailed in MIL-PRF-29595A.

PHASE I: Demonstrate feasibility of proposed non-flammable electrolyte replacement for use in Lithium batteries. Proof-of-concept should include benefits of non-flammable electrolyte compositions, manufacturing capabilities, and cost estimates.

PHASE II: Develop, build and demonstrate a prototype non-flammable electrolyte Lithium battery system. Perform functional test and evaluation. A successful prototype demonstration must meet Naval Aviation battery requirements.

PHASE III: Integrate non-flammable electrolyte Lithium battery into Navy aircraft power system including ground and flight demonstrations. Work with weapon system contractor to transition technology across naval platforms.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The results of this work can be directly applied to provide Lithium-ion batteries with non-flammable electrolyte for use on commercial aviation applications.

REFERENCES:

1. "Navy Lithium Fire Fighting Recommendations", D. Fuentevilla, J. Banner, A. Suggs, Proceedings of the 43rd Power Sources Conference, July 7-10, 2008, Philadelphia, Pennsylvania.

2. "Safety Issue and Its Solution of Lithium-ion Batteries", S. Zhang, D. Foster, J. Wolfenstine, J. Read, Proceedings of the 43rd Power Sources Conference, July 7-10, 2008, Philadelphia, Pennsylvania.

Copies of references listed above can be obtained through National Technical Information Service (NTIS), 5285 Port Royal Road, Springfield, VA 22161-0001, http://www.ntis.gov.

3. MIL-B-29595, "Batteries and Cells, Lithium, Aircraft, General Specification For" Military Specification, 29 June 2000.

KEYWORDS: Battery Systems; Lithium; Electrical Systems; Energy Storage; Aviation; Electrolyte

Questions may also be submitted through DoD SBIR/STTR SITIS website.

N101-032 TITLE: Automated Sense and Avoid for Due Regard

TECHNOLOGY AREAS: Air Platform, Sensors, Battlespace

ACQUISITION PROGRAM: PMA-262, Persistent Maritime Unmanned Aircraft Systems; PMA-266

OBJECTIVE: Develop an autonomous sense and avoid capability for Unmanned Aerial Systems (UAS) operating in the National Air Space (NAS) and in theater.

DESCRIPTION: UASs do not have the ability to exercise due regard in a mixed unmanned/manned aircraft environment since they lack an autonomous sense and avoid capability. The Department of Navy, other government agencies and private ventures are in the process of integrating UASs into the NAS. Therefore, there is a need to develop an innovative system applicable to both manned and unmanned aviation that can help identify no-fly zones, predicted flight trajectories (powered and unpowered), automated manned/unmanned separation criteria, and early warnings of predicted collisions to pilots, operators, and controllers. This would help in gaining confidence in range safety procedures, flights over populated areas, and teamed flights with manned aircraft. This is also required for the Navy’s air launch Unmanned Aerial Vehicle (UAV) concepts to ensure safe separation of the UAV and manned aircraft.

The system concepts must be capable of being applied to all UAS assets, independent of UAV proprietary interfaces and size. Sense and Avoid is even more critical for small UAV which fly in clutter environments with other UAVs and manned aircraft. System must leverage Automatic Dependent Surveillance Broadcast (ADS-B) which is planned to be implemented by the Federal Aviation Administration (FAA) in the NAS. The proposed system should also address noncompliant ADS-B aircraft. This can be done with on board sensors. System should be less than 2 pounds using minimal space for small and expendable UAVs such as the Navy’s SonoChute Launched UAVs. System should cost less than $3,000 to be affordable for small UAVs.

PHASE I: Develop an initial design approach and demonstrate the technical feasibility of the proposed technology.

PHASE II: Develop, construct, and demonstrate the operation of a prototype system on a small UAV.

PHASE III: Transition the developed technology for fleet and commercial use including airworthiness organizations, Range Safety organizations, and NAS sectors. Provide a detailed supportability plan.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: This technology could be used by homeland defense as means of protecting against UAS threats. It could be used for UAV commercial ventures such as forest management or agriculture.

REFERENCES:

1. FAA Aircraft and Operator Requirements, Solution Set Smart Sheet, August 12, 2008. http://www.faa.gov/about/office_org/headquarters_offices/ato/publications/nextgenplan/0608/solution_sets/avionics/index.cfm?print=go.

2. Federal Aviation Administration Memorandum AFS-400 UAS Policy 05-01, “Unmanned Aircraft Systems Operations in the U.S. National Airspace System – Interim Operational Approval Guidance”, September 16, 2005.

KEYWORDS: Unmanned Aerial Vehicles; National Air Space; Air Space Integration; Airworthiness; Range Safety; Sense and Avoid

Questions may also be submitted through DoD SBIR/STTR SITIS website.

N101-033 TITLE: Highly Integrated, Highly Efficient Fuel Reformer/Fuel Cell System

TECHNOLOGY AREAS: Air Platform

ACQUISITION PROGRAM: PMA-263, Navy Unmanned Aerial Vehicles Program

OBJECTIVE: Develop innovative technologies for fuel cell system components and methods for integration to enable a highly compact and efficient fuel cell system that can meet stringent naval aviation electrical, operational, and environmental requirements. Proposed solutions which can minimize the logistic footprint of the packaged system while increasing efficiency and power density are sought.

DESCRIPTION: Fuel cells are seen as an enabling technology for both legacy and future aircraft platforms. The successful development and integration of fuel cell systems onboard aircraft could yield benefits such as increased fuel efficiency, reduced emissions, and reduced maintenance. The Navy seeks the development of enabling technologies for desulphurization and reformation of JP-5 jet fuel into the pure hydrogen fuel required for fuel cell power generation. These critical technologies are in the early development phases and require significant innovation and research in order to meet naval aviation requirements and application needs. In addition, multiple fuel cell types are being investigated for naval aviation applications including, but not limited to, Proton Exchange Membrane (PEM) and Solid Oxide Fuel Cell (SOFC), but significant research and adaptation of these technologies is required in order to meet naval aviation requirements.

Advanced technologies and methodologies are sought for the design, development, and integration of military-grade fuel cell system components (e.g. desulphurizer, reformer, fuel cell stack, and balance of plant) to enable a highly compact and efficient fuel cell system that can meet the stringent electrical, operational, and environmental requirements of naval aviation applications. Under this program effort, the critical technology areas to be addressed are high system efficiency, high power density, and air platform system integration.

Due to severe size and weight restrictions, fuel cell systems for naval aviation applications must be very compact. Systems capable of utilizing logistic JP-5 jet fuel to produce a pure hydrogen stream output equivalent to 10 KW electrical power, at a minimum, are desired. Actual requirements for the capacity of the fuel cell system may vary depending on the transitioning aircraft platform and/or application. The proposed technical approach must account for maximizing the life of the overall fuel cell system while meeting all other applicable naval aviation requirements.

Operational requirements include cold temperature start (-55C), short start-up time (1-8 minutes), short duty cycle (as severe as 1-2 hours on and 22-23 hours off per day, operating daily), air supply/intake (not available in purified form), and water management (no storage, water must either be recycled or removed). Electrical requirements include MIL-STD-704 power quality, high load inrush currents, rapid response to load changes, transients, and faults. Environmental requirements include temperature (-55C to 91C), altitude (up to 70,000 ft), shock (20G/11ms operational, 40G/11ms crash), vibration (17G functional, 28G endurance), and Electromagnetic Interference (EMI) (MIL-STD-461). In addition to meeting these requirements, the fuel cell system must prove to be cost-effective including meeting applicable acquisition, maintenance, reliability, and other operations and support goals. Applicable naval aviation requirements will be further defined throughout the development process.

PHASE I: Define a technical approach and an implementation plan for the design, development, and integration of an aviation based fuel reformer/fuel cell system. Validate the approach analytically or provide test data or bench top hardware that would validate the approach.

PHASE II: Design, develop, and demonstrate a highly integrated, highly efficient, prototype fuel reformer/fuel cell system that meets the requirements detailed in the description. Demonstration may include a high-fidelity laboratory environment and/or aircraft ground demonstration.

PHASE III: Optimize the highly integrated, highly efficient, prototype fuel reformer/fuel cell system to be utilized in a Navy aircraft application. Potential applications include auxiliary power unit (APU), battery replacement/supplement, secondary power source, small primary propulsion systems, and ground power carts. Perform a functional evaluation of the optimized system displaying the improved performance of the overall fuel cell system. Demonstration may include an aircraft ground or flight demonstration.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The successful implementation of a highly integrated, highly efficient fuel reformer/fuel cell unit can be widespread and range across various military and commercial applications. The commercial aviation industry can utilize the technologies and/or processes to further increase power densities and reduce the weight of similar alternative power sources. Benefits could also carry into the commercial fuel cell sector with a primary impact on increasing efficiency while reducing size, weight, and volume of current technologies. Commercial fuel cell markets that could benefit from this technology include aviation, automotive, stationary power, and mobile electric power sources.

REFERENCES:

1. “Supporting next-gen propulsion”; Aerospace Engineering magazine, April 2007.

2. “Reformation of Jet Fuels for Navy Ground Cart Applications”, SAE Power Systems Conference 2006, Document Number: 2006-01-3095, www.sae.org/events/psc

3. “Boeing prepares fuel cell demonstrator airplane for ground and flight testing”, Fuel Cell Today, 28 March 2007, http://fuelcelltoday.com/FuelCellToday/IndustryInformation/IndustryInformationExternal/NewsDisplayArticle/0,1602,8971,00.html

KEYWORDS: Fuel Cell; Fuel Reformer; Fuel Efficiency; Integration; Thermal Management; JP-5 Jet Fuel

Questions may also be submitted through DoD SBIR/STTR SITIS website.

N101-034 TITLE: Affordable Broadband Radome

TECHNOLOGY AREAS: Air Platform, Materials/Processes, Weapons

ACQUISITION PROGRAM: PMA-208, Aerial Target Systems; PMA-290

OBJECTIVE: Develop innovative technologies resulting in affordable materials and manufacturing processes for broadband supersonic radomes.

DESCRIPTION: Current radomes qualified for supersonic flight are costly. Some are out of production and based on older generation manufacturing technology. Target systems often have the capability to carry varying radio frequency (RF) emitter payloads that transmit through the (typically composite) radome and the have the ability to integrate internal passive RF reflectors (Luneburg lens, concave or convex reflectors) inside radomes to augment signature. Innovative material and design solutions are needed to achieve low insertion and transmission losses for improved radome performance. Future weapon system radomes must effectively support seeker transmission but may in some cases need to limit reception of out-of-band RF interference and the definition of “broadband” may be considered more band specific. Material and design improvements should support supersonic capabilities at all altitudes. A separate design for the very high altitude supersonic/hypersonic mission capability is possible if it results in design, manufacturing or RF performance advantages. Designs should minimize receive and transmit losses from radome nose tip blockage (shadow area) for high Mach flight. An exception is a design option for the high altitude case for integration of a pitot probe through the radome nose tip with the necessary mounting interface. Affordable manufacturing processes and material systems, that are environmentally stable in long term storage, are sought.

PHASE I: Develop concepts for radome designs, and manufacturing methods. Prove technical feasibility of the concepts and methods.

PHASE II: Develop and demonstrate full scale “operational” radome prototypes. Finalize and validate radome capabilities.

PHASE III: Finalize development with military, NASA, and commercial applications. Transition technology with resulting customers.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Material and process advances from the project will feed corresponding improvements in the commercial sector for more durable affordable general purpose antenna radome covers with greater environmental stability. While the commercial sector will have fewer supersonic applications there is potential for dual use in the commercial space launch industry and potential to serve as enabling technologies in support of emerging supersonic transport aircraft.

REFERENCES:

1. Harris, Daniel, "Materials for Infrared Windows and Domes: Properties and Performance,” SPIE Optical Engineering Press, 1999.

2. Chatsworth, CA, Sefton, H. B., Jr., “Four Band Radar Augmentation System for High Performance Targets,” TECOM Industries Inc., Jan 1985, National Technical Information Service, NTIS Order Number:: ADP004625; http://www.ntis.gov/search/product.aspx?ABBR=ADP004625

3. Chang, D. C. “Comparison of Computed and Measured Transmission Data for the AGM-88 HARM Radome – Master’s Thesis,” Naval Post Graduate School, Monterey, CA., Dec 1993, National Technical Information Service, NTIS Order Number: AD-A274 868/9; http://www.ntis.gov/search/product.aspx?ABBR=ADA274868

4. Joy, E. B., Huddleston, G. K., Bassett H. L., Gorton C. W., Bomar S. H. “Analysis and Evaluation of Radome Materials and Configurations for Advanced RF Seekers – Final Research Report”, Georgia Institute of Technology, Atlanta GA, , Jan 1974, National Technical Information Service, NTIS Order Number: AD-774 310/7; http://www.ntis.gov/search/product.aspx?ABBR=AD774310

KEYWORDS: radome; broadband; materials; supersonic; composite; ceramic

Questions may also be submitted through DoD SBIR/STTR SITIS website.

N101-035 TITLE: Digital RF Memory (DRFM) Jammer Simulator

TECHNOLOGY AREAS: Sensors, Electronics, Weapons

ACQUISITION PROGRAM: PMA-265, Super Hornet, Hornet; Air 5.4.4.2; Next Generation Jammer

OBJECTIVE: Develop an open architecture generic threat Digital Radio Frequency Memory (DRFM) jammer simulation and stimulation capability that provides real-time threat emulation (with realistic threat waveforms) and accepts inputs from an intelligence database front end of specified parameters and generic mode description templates.

DESCRIPTION: The ability to rapidly prototype and analyze signal waveforms for emerging and constantly changing threat systems is needed in the intelligence and test and evaluation (T&E) communities. The problem is compounded due to the nature (classification) of the data associated with emulation of the waveform. The threat DRFM jammer emulation must be able to separate the unclassified hardware/software front end (while maintaining programmability and reconfigurability) from the actual classified threat data and modes it is required to emulate (in order to remove all classification issues). In order to achieve this goal, an innovative jammer emulation approach must be developed to insure that it is reconfigurable over a large set of parameters (i.e., frequency, bandwidth, number of analog-to-digital/digital analog converter (ADC/DAC) bits, clock rate, memory depth, etc) to sufficiently model the threat jammer hardware. It must also be easily and rapidly programmable to implement a variety of coherent and non-coherent electronic countermeasure (ECM) modes including (but not limited) to coherent false targets, coordinated range gate pull-off/vertical gate pull-off (RGPO/VGPO), uncoordinated RGPO/VGPO, and noise, etc. When a different number of ADC/DAC bits are being emulated, the RF response must match the threat data that is captured in the threat database. This type of stimulator does not yet exist. The jammer simulator should also have an interface to allow for external data inputs for controlling the simulator.

PHASE I: Determine the feasibility of and develop a conceptual design for an appropriate DRFM jammer emulator.

PHASE II: Develop detailed designs for the Phase I DRFM jammer emulator and fabricate a prototype suitable for proof of concept testing in a laboratory environment. Conduct preliminary testing demonstrating the DRFM jammer capabilities and performance.

PHASE III: Integrate Phase II prototype unit with a real-time executive using the Joint Integrated Mission Model (JIMM) thus allowing use with the existing RF stimulator resident at the test facility. Develop and fabricate a full-scale DRFM jammer emulator. This jammer will provide full-scale demonstration of all capabilities and will lead to a full-scale prototype demonstration unit.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Technology developed under this effort would benefit the commercial aviation community as well as the Department of Homeland Security (DHS). Potential applications for the RF generation of complex waveforms could be utilized to characterize radio frequency systems.

REFERENCES:

1. Introduction to Electronic Defense Systems, Second Edition, Filippo Neri, SciTech Publishing, 2006

2. Digital Techniques for Wideband Receivers, James Tsui, Artech House, 1995.

3. Electronic Warfare in the Information Age, D. Curtis Schleher, Artech House, 1999.

KEYWORDS: Electronic Attack; Electronic Warfare; Radar; Digital Radio Frequency Memory (DRFM); Jammer; Test and Evaluation (T&E)

Questions may also be submitted through DoD SBIR/STTR SITIS website.

N101-036 TITLE: Impact/Erosion Resistant Environmental Barrier Coatings (EBCs) for Ceramic

Matrix Composites (CMCs)

TECHNOLOGY AREAS: Air Platform, Materials/Processes

ACQUISITION PROGRAM: Joint Strike Fighter, Propulsion

OBJECTIVE: Develop and demonstrate innovative, impact/erosion resistant EBCs for Silicon Carbon (SiC) fiber-based CMCs.

DESCRIPTION: The JSF and other military platforms are targeting the use of CMCs for propulsion applications with a goal of increases in specific power. Concerns still exist regarding the degradation of CMCs at elevated temperature due to life limiting phenomena associated with thermal, chemical, and environmental instability of those material systems. EBCs or some other specifically purposed coatings in CMCs have been used at temperatures below 2,400 degrees Fahrenheit (1,316 degrees Celcius) in order to mitigate such deleterious environmental effects encountered in harsh engine operating conditions [1,2]. EBCs, however, have been shown to be highly susceptible to foreign object damage (FOD) [3] when subjected to particle impact or erosion by foreign objects ingested into hot sections of engines, as often observed in thermal barrier coatings (TBC) [4]. Impact/erosion, that exceeds certain limits, would result in spallation/delamination of EBCs, thus leading to premature failure of related CMC components. Furthermore, re-coating of EBCs is not economically feasible in many cases involving procedures that would be significantly cost-ineffective. It is, therefore, from a perspective of cost and performance, highly desirable to develop pertinent, prime-reliant EBCs that could withstand or alleviate impact/erosion damage at elevated temperatures to enhance overall durability and reliability of CMC components. The approaches should not degrade the important properties of EBCs such as thermal, chemical, and water-vapor stability with temperature capability below 2,400 degress Fahrenheit. Particular emphasis is in SiC fiber-based CMCs.

PHASE I: Develop innovative approaches to enhance impact/erosion resistance of EBCs in SiC fiber-based CMCs. Demonstrate the technical feasibility by fabricating and testing preliminary material systems.

PHASE II: Develop, demonstrate, and validate the pertinent EBC systems developed in Phase I. Evaluate the EBCs in terms of impact/erosion durability through appropriate tests using a reasonable number of test coupons.

PHASE III: Transition the approach to the Joint Strike Fighter (JSF) and other propulsion applications.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: CMC propulsion components have a great potential to transition to civilian aero engine applications. The resulting material development, albeit risky, could allow a significant life-cycle cost saving while the developed material could outperform the conventional coating systems.

REFERENCES:

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

2. Bhatia, T., Eaton, H., Sun, E., Lawton, T., Vedula, V.; “Advanced Environmental Coatings for SiC/SiC Composites”, ASME Paper No. GT2005-68241 (2005), ASME Turbo Expo 2005

3. Bhatt, R.T., Choi, S.R., Cosgriff, L.M., Fox, D.S., Lee, K.N.; “Impact Resistance of Environmental Barrier Coated SiC/SiC Composites”, Mater Sci. Eng., A 476 8-19 (2008)

4. Hazel, B., Fu, M., Schaedler, T., Darolia, R.; “Hard Particle Impact of Modulated TBC”, presented at the 33rd International Conference & Exposition on Advanced Ceramics & Composites, January 18-23, 2009, Daytona Beach, FL; Paper No.ICACC-S2-012 5. Chen, X., Wang, R., Yao, N., Evans, A.G., Hutchinson, J.W., Bruce, R.W.; “Foreign Object Damage in Thermal Barrier System: Mechanism and Simulations,” Mater. Sci. Eng., A 352 221-231 (2003)

KEYWORDS: Environmental Barrier Coatings (EBC); Ceramic Matrix Composites (CMC); Impact; Erosion; Foreign Object Damage (FOD); Silicon Carbon (SiC) Fiber-Reinforced CMCs

Questions may also be submitted through DoD SBIR/STTR SITIS website.

N101-037 TITLE: Investigation of the Debye Effect for Submarine Detection

TECHNOLOGY AREAS: Air Platform, Sensors, Battlespace

ACQUISITION PROGRAM: PMA-264, Air ASW Systems, Advanced Sensor Application Program - ACAT IV

OBJECTIVE: Investigate and evaluate the electric and magnetic fields caused by the Debye effect as a method of submarine detection.

DESCRIPTION: The U.S. Navy makes extensive use of electric and magnetic field phenomena in the detection of submarines. Key magnetic phenomena are generated from the Ferromagnetic, Static Horizontal Electric Dipole (HED) and Alternating HED moments.

The Debye effect is an acousto-electrokinetic phenomena which has not been extensively investigated to determine its potential for the detection of submarines. The Debye effect causes the generation of electric and magnetic fields due to fluid particle acceleration in an electrolytic solution (in this case the ocean). The effect results from the separation of charges due to differences in the masses and mobilities of the ions; in a moving solution the ions are drawn along differently by the moving fluid and are displaced relative to each other. The effort in this task is to determine the magnitude of the electric and magnetic fields caused by acoustic signals as a function of distance from the source in the ocean. At least two methods of detection may be investigated; in-air detection via aircraft monitoring which is similar in concept to present day Magnetic Anomaly Detection (MAD); and by an insitu sensor which contains an appropriate magnetic or electric sensor. Predictions performed should be for both air and water as a function of various environmental conditions and all sources of potential interfering noise against which the signal must be detected, determined and analyzed. The type of acoustic signals investigated may include narrowband signals, broadband signals, explosive type signals (transients) and quasi periodic explosive wave trains. Parameterize the levels of the acoustic signals to determine the minimum level signal needed to achieve detection. Appropriate signal processing techniques should be addressed.

PHASE I: Determine the feasibility of the Debye effect as a method of submarine detection. Develop analytical solutions for the magnitudes of the electric and magnetic fields. Extend the theory of the Debye effect if possible to hydrodynamic signals (e.g. vortices). Provide numerical estimates of the feasibility of using the Debye effect for submarine detection.

PHASE II: Finalize and extend critical concepts developed in Phase I. Determine the “optimum” frequency for detection. Perform simulation of the detection method and validate via tank testing. Fabricate, verify and evaluate a prototype over-the-side sensor system for ocean use.

PHASE III: Finalize and validate design. Transition developed technology to appropriate platforms.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Methods and sensors investigated under this task could be used by oceanographers to measure the natural occurring electric and magnetic fields in the ocean.

REFERENCES:

1. Debye, P., “A Method for the Determination of the Mass of Electrolytic Ions”, J. Chem. Phys. Vol. 1, No. 1, (1933)

2. Peddell, J. B.; Leach, P. D., “Mechanism for Acousto-Electrokinetic Coupling”, IEE Colloquium on Common Modeling Techniques for Electromagnetic Waves and Acoustic Wave Propagation”, Vol. Issues, 8 Mar 1996, Pages 1011-1016

KEYWORDS: Debye effect; electric field; magnetic field; acoustic; hydrodynamic; transient

Questions may also be submitted through DoD SBIR/STTR SITIS website.

N101-038 TITLE: Innovative Concepts for Composite Leading Edge Self-Monitoring Anti/De-icing

System

TECHNOLOGY AREAS: Air Platform, Materials/Processes, Sensors

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

OBJECTIVE: Develop and demonstrate an innovative self-monitoring anti/de-icing system for composite leading edges.

DESCRIPTION: Aircraft aerodynamic surfaces today have a major issue with ice build-up. Ice build-up on wings causes an uneven flow of air over the wing surface resulting in an increase of drag and/or decrease of lift. With recent progress in technology, more new aircraft are using composite materials for major structural parts, such as wings or rotor blades, to save weight while improving fatigue strength. Issues arise when current de-icing solutions are applied to these composite surfaces. Composites and metals behave differently when exposed to extreme temperatures. Current thermal anti/de-icing systems work by raising temperature to melt and remove ice buildup. Overheating caused by these anti/de-icing agents can cause damage, such as delamination and micro-cracking, in the composite materials.

An innovative, self-monitoring, anti/de-icing system for composite aerodynamic surfaces, e.g. wings and rotor blades, would reduce the issues currently experienced. This system must monitor the conditions of the surface in order to detect potentially dangerous icing situations and activate the system, if necessary. To assist with repair and maintenance, the system should be self-monitoring to ensure it is properly functioning and to detect any faults or failures. The system should continuously self-monitor the health and condition of the composite structure; for example, detect foreign object damage (FOD), such as that from hail or bird strike, or excessive erosion. The system should be light in weight and utilize minimal power compared to anti/de-icing system currently being used, and contain an override to enable activation/deactivation on command.

Simulate different malfunctions and show how the system reacts. Both experimental evaluation and verification via proven computational methodologies must be demonstrated.

PHASE I: Develop an innovative concept for a self-monitoring anti/de-icing system to protect composite leading edges against icing. Demonstrate feasibility of the anti/de-icing concept.

PHASE II: Develop and demonstrate a prototype anti/de-icing system in a simulated representative icing environment. Validate and demonstrate the self-monitoring capabilities.

PHASE III: Transition the anti/de-icing system for implementation by Original Equipment Manufacturer's (OEM) or onto an existing platform. Prepare a complete package with a users manual, hardware and software for the system to be integrated onto Navy platforms. Provide the Navy with computational tools capable of assessing the system across a spectrum of Navy aircraft.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: With the increased use of composite materials for aircraft structures in both the military and commercial aerospace industries, this technology will have a broad application in the aerospace community where icing issues exist.

REFERENCES:

1. Botura, Galdemir and Alan Fahrner, “Icing Detection System – Conception, Development, Testing and Applicability to UAVs,” Goodrich Corporation (AIAA 2003-6637)

2. Elangovan, R. and R. F. Olsen, “Analysis of Layered Composite Skin Electro-Thermal Anti-Icing System,” The Boeing Company (AIAA-2008-0446)

KEYWORDS: Composites; Anti/De-icing; Leading Edge; Self-Monitoring; Low Weight; Foreign Object Damage

Questions may also be submitted through DoD SBIR/STTR SITIS website.

N101-039 TITLE: Innovative Quiet Unmanned Air Vehicle Technologies

TECHNOLOGY AREAS: Air Platform, Weapons

ACQUISITION PROGRAM: PMA-263, Navy Unmanned Aerial Vehicles Program

OBJECTIVE: Develop novel approaches and applications to reduce the acoustic emissions of current Unmanned Aerial Vehicles (UAV) without significantly impacting vehicle performance (speed, endurance, payload, etc.).

DESCRIPTION: Due to the surveillance nature of many UAV missions, the intent of this work is to reduce the acoustic detection probability for a given system. This includes evaluating different technologies to reduce acoustic emissions of propulsion systems (i.e. exhaust/muffler and propeller designs), and technologies to facilitate acoustically improved vehicle integration. Since each UAV system has unique noise issues, this effort seeks to identify technologies and approaches that show improved acoustic performance with an understanding of the impact to the rest of the UAV performance parameters. Novel hardware approaches should have size, power and weight considerations that are appropriate to small UAV systems.

The basic problem to overcome is the physical limitation of integration while providing effective noise reduction to an observer, and potential performance impacts of adding noise reduction devices to a relatively small airframe. Any proposed approach should provide improved noise emissions to observers on the ground and address the potential impact to vehicle performance.

A longer term objective will be to demonstrate the maximum capability of combined technologies on a prototype UAV of comparable size and performance of a Shadow UAV.

PHASE I: Demonstrate the technical feasibility of reducing acoustic emissions on UAVs without significant impact to UAV performance. Develop a detailed analysis of predicted performance of the proposed technology.

PHASE II: Develop, demonstrate, and validate the proposed technology integrated on a UAV

PHASE III: Transition the developed technology for fleet and commercial use and provide a detailed supportability plan.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Noise reduction technologies have applications in almost any mechanical environment. Specifically, commercial UAV and even Remote Controlled (RC) Hobby vehicles are limited in uses due to noise emissions. Additionally, technologies developed under this work could be applicable to other devices with similar noise sources such as automobiles, fans/propellers, industrial facilities, and other mechanical systems. The added restrictions for application to UAVs make the technologies more attractive to other applications in that they may be lower weight, smaller, have lower performance impact.

REFERENCES:

1. Robinson, Rick, “Aeroacoustics Research Could Quiet Unmanned Aerial Vehicles (UAVs)”, January 22nd, 2009, Physorg.com.

2. Chavanne, Bettina, “Work on Quiet UAVs Shows Promise” April 7, 2009, Aviation Weekly.

3. Fidler, Kenneth, “Subsystem Acoustic Testing of a VTOL Ducted Propeller UAV”, March 2004, AMRDEC Technical Report AMR-SS-04-05.

4. Lo, K., Ferguson, B., “Tactical Unmanned Aerial Vehicle Localization Using Ground-Based Acoustic Sensors", 2004.

KEYWORDS: UAV; noise reduction; acoustics; aeroacoustic; low noise; quiet UAV

Questions may also be submitted through DoD SBIR/STTR SITIS website.

N101-040 TITLE: Acoustic Stability Prediction In Solid Rocket Motors

TECHNOLOGY AREAS: Air Platform, Battlespace, Weapons

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

OBJECTIVE: Develop a ballistic model coupled to a three-dimensional acoustic mode solver that improves solid rocket performance prediction ballistic and acoustic stability calculations.

DESCRIPTION: The Navy, Air Force, Army, and to some extent NASA, currently depend upon Air Force funded Solid propellant rocket motor Performance computer Program (SPP) to evaluate the acoustic stability of solid rocket motors. Recently, numerous development rocket motors have experienced stability concerns that are outside the predictive capability of the current stability codes. These include rate-mechanical relationships on stability and flow around stress relief slots that are found on nearly all tactical motors. It is proposed to increase the stability predictive capability of our current models to include these recently observed phenomena. The rate-mechanical anomalous behavior is believed to result in changes in local burning rate brought on by grain geometry stress and strain that result from motor pressurization, grain deformation, and uneven loads on the motor solid propellant grain. Vortical flow improvements will allow more accurate ballistic predictions resulting in better acoustical flow interactions around and from slots and fins in the motor grain. These interactions are believed to have caused or contributed to several recent motor problems. The current codes relay on outdated matrix solvers to predict the acoustic coupling with the ballistic fluid dynamics. Newer methods are available to improve both the accuracy and improved resolution of the internal fluid dynamics. Finally, with minor changes to the current ballistics code, prediction of the level of thrust oscillation for a given pressure oscillation would be a helpful feature to add to the current code. This feature would be useful to system engineers wanting to know at what level oscillatory combustion would affect the seeker and control sections.

PHASE I: Determine the feasibility of developing a ballistic model that couples to a three-dimensional acoustic mode solver. The models must be adaptable to the existing framework of current stability prediction models.

PHASE II: Develop and demonstrate prototype physical models and implement into the framework of an existing three-dimensional grain design and ballistics code. This will include stress and strain mechanical property models, vortical flow models, and improved numerical solvers.

PHASE III: Refine the code including operational manuals, test cases, and graphical interfaces and provide a variety of versions for transition into relevant computer platforms.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Improved methods for evaluating the acoustic stability of solid rocket motors will be directly applicable to organizations providing commercial launch services to the satellite industry. Launch vehicles that are considered rely on solid rocket motors as a means of propulsion. Technology developed under this SBIR effort would provide improvements in the accuracy to predict solid rocket stability, yielding cost reductions in solid rocket motor development.

REFERENCES:

1. "Nonlinear Combustion Instabilities and Stochastic Sources" V.S. Burnley, Ph’D Thesis, California Institute of Technology, Pasadena, CA, 1996.

2. “Some Influences Of Nonlinear Energy Transfer Between The Mean Flow And Fluctuations,” F.E.C. Culick, G.C. Isella, California Institute of Technology, Proceedings of the JANNAF Combustion Meeting, CPIA-PUB-662-Vol-II, Oct 97.

3. “Nonlinear Unsteady Combustion Of A Solid Propellant.” G.A. Flandro, University of Tennessee, Proceedings of the JANNAF Combustion Meeting, CPIA-PUB-662-Vol-II, Oct 97.

4. “Two-Phase Turbulent Flow Interactions In A Simulated Rocket Motor With Acoustic Waves. W. Cai and V. Yang, Pennsylvania State University, Proceedings of the JANNAF Combustion Meeting, CPIA-PUB-662-Vol-II, Oct 97.

5. "Some Influences of Noise on Combustion Instabilities and Combustor Dynamics", F.E.C. Culick and C. Seywert, 36th JANNAF Combustion Meeting, Cocoa Beach, Florida, Oct 99.

6. “Stability Testing of Full Scale Tactical Motors,” F.S. Blomshield, J.E. Crump, H.B. Mathes, R.A. Stalnaker and M.W. Beckstead, NAWCWD, China Lake, AIAA Journal of Propulsion and Power, Nol. 13. No. 3, pp. 349-355, May-June 1997.

7. “Nonlinear Stability Testing of Full-Scale Tactical Motors,” F.S. Blomshield, J.E. Crump, H.B. Mathes, C.A. Beiter and M.W. Beckstead, NAWCWD, China Lake, AIAA Journal of Propulsion and Power, Nol. 13. No. 3, pp. 356-366, May-June 1997.

8. “Pulsed Motor Firings,” F.S. Blomshield, NAWCWD, China Lake, NAWCWD TP 8444, March 2000.

KEYWORDS: Combustion; Solid Rockets; Stability; Grain Design; Ballistics; Performance Prediction

Questions may also be submitted through DoD SBIR/STTR SITIS website.

N101-041 TITLE: High Temperature Survivability Coating Materials with Innovative Application

Processes

TECHNOLOGY AREAS: Air Platform, Materials/Processes, Weapons

ACQUISITION PROGRAM: PMA-201, Precision Strike Weapons; PMA-266; Joint Strike Fighter

OBJECTIVE: Develop high temperature survivability coating concepts with corresponding vulcanization and co-cure bonding application processes for airframe component integration. The coating concepts should be loadable with fillers with properties for either electromagnetic interference/radio frequency (EMI/RF) control or thermal insulation.

DESCRIPTION: Many high temperature elastomers operate at temperatures of 350 to 500 degrees Farenheit. There is a need for innovation and expansion of material options and processes to address challenging high temperature coating applications from 600 through 1300 degrees Farenheit. EMI/RF coatings tend to be thick and, for spray applications, require repetitive and lengthy build-up processes at several mils per coating pass. Elastomeric sheet materials can be formed to necessary thicknesses with compression forming or calendaring but the sheet material must still be applied to components with adhesives. Innovative methods are sought to apply the coating(s) to components by vulcanization for metal substrates or by co-cure for composite structures without thick adhesive layers. It is desired that coating materials pursued not contain methylenedianiline (MDA) polyimide and should minimize the use of other highly volatile compounds where possible. The coating materials should be able to withstand both subsonic and supersonic airflow conditions when used externally on airframe components. A sprayable variant of the molding material or other alternative is also desired but not required.

Future system airframe substrates and components will continue to be made from aluminum and steel, complex composite structures, and plastics. Vehicle areas exposed to high temperatures may include engine exhausts, motor combustion sections, inlet ducts and faces, wings and fins, nose tips, and other protruding surfaces such as fairings and pitot probes. Developing reliable, vulcanization processes for formation bonding elastomeric sheet material to airframe components with minimal priming and without the additional steps of adhesive layers would yield a cost and labor benefit for sheet materials over spray coating applications. Vulcanization and composite pre-preg processes employ elevated temperatures and are a good match for research into high temperature elastomers and fillers. The high temperature materials developed would likely also serve well as very durable coatings for applications encountering only low and moderate temperatures.

Material candidates should at a minimum withstand in-service sustained operation at 500 degrees F for 1 hour and long term use at lower 450 degrees F temperatures. Long term operation at 650 degrees F is desired. Reliable one-time use temperature operation at 680 degrees F for 10 minutes without degradation is required as a primary project objective, while the goal would be capability for one-time operation at 800 degrees F for 10 minutes without any significant degradation. A solution is also sought for one time operation at temperatures approaching close to 1300 degrees F for 10 minutes. If necessary this 1300 degrees F need can be addressed by a different material though a common material would be ideal. In addition to protection from these temperature exposures, the coating should survive in supersonic airflow at low or high altitude. If materials considered have ablative properties, temperature of intumescence should be at least above 700 degrees F and ideally above 1300 degrees F. It is a goal that manufacturing cure processes to apply the coatings do not require elevated temperatures above 400 degrees F.

The goal of this effort is to demonstrate sheet material EMI/RF shielding performance prior to vulcanization or co-cure. Investigate potential methods for verification of installed EMI/RF performance or quality assurance after part assembly. Demonstrate adhesion performance of samples with respect to MIL-SPEC standards including tensile and shear strength performance at room temperature and elevated temperatures to the extent possible. Research any potential issues with molding contaminants and develop processes to minimize or remove them. Investigate methods to minimize and assess bonding issues such as void content. Materials should be resilient against micro-cracking issues while in service. Demonstrate final material performance to MIL-STD 810 environmental standards.

PHASE I: Demonstrate the technical feasibility of developing the coating material and corresponding application process technologies. In Phase I, develop detailed Phase II research and prototype plans that include definition of success criteria, manufacturing demonstration, and test verification. Plans should include test verification of material durability, stability, EMI/RF control performance for samples and installed performance for prototypes with testing at elevated temperatures.

PHASE II: Develop, prototype, optimize, and validate a high temperature elastomer material with a filler formulation for electromagnetic shielding/RF control and a secondary formulation for thermal insulation. If possible demonstrate proof-of-concept durability of the coatings in subsonic airflow and high temperature supersonic airflow. Prototype a vulcanization process for applying the loaded elastomer to notional parts to include a steel and aluminum control fin and an aluminum wing without the use of adhesive layers. Prototype a co-cure process for coating application within a multi-layer composite structure such as an inlet duct. Investigate co-cure onto an external plastic structure such as a nylon inlet and inlet face edges. Document the research, theory, and materials and manufacturing process steps and technologies developed. Develop cost information and manufacturing specifications for producing and processing the loaded elastomer materials.

PHASE III: Transition coating technology for military and commercial applications.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Private sector commercial dual use applications include airframe and component thermal insulation, rain and sand erosion boots for leading edges, and high temperature EMI gaskets and seals. Air platforms supported could be supersonic transport aircraft, space launch systems, civil aviation aircraft, helicopters, and UAVs. Ground and sea systems may also benefit. Rubber, coating, and composites manufacturing industries will benefit.

REFERENCES:

1. Todd, Robert H., Dell, Allen K., Alting, Leo, "Manufacturing processes Reference Guide", New York, 1993.

2. Peterson, Charles W., Ehnert, G., Liebold, R., Kühfusz, R., "Compression Molding, ASM Handbook 2001, Volume 21 Composites", ISBN 0-817170-703.

3. Dow Corning Tech Bulletin, "Moulding of Silastic Silicone Rubber", http://www.dowcorning.com/content/sitech/

4. Dow Corning Tech Bulletin, "Fabricating with Silastic High Consistency Silicone Rubber", http://www.dowcorning.com/content/sitech/

5. Dow Corning Tech Bulletin, "Some Like It Hot", http://www.dowcorning.com/content/sitech/

6. NASA Spinoff, "Elastomers That Endure", 2001, http://www.nasatech.com/Spinoff/spinoff2001/ip1.html

KEYWORDS: high temperature; elastomer; coating; vulcanization; co-cure; shielding

Questions may also be submitted through DoD SBIR/STTR SITIS website.

N101-042 TITLE: Environmental Wideband Acoustic Receiver and Source (EWARS)

TECHNOLOGY AREAS: Air Platform, Sensors, Battlespace

ACQUISITION PROGRAM: PMA-264, Air Anti Submarine Warfare Program; PMA-290

OBJECTIVE: Develop and demonstrate an innovative air-deployable source and receiver combination that is capable of characterizing the acoustic ocean environment over a wide range of frequencies from Navy Maritime Patrol and Reconnaissance Aircraft with the capability of crossing multiple operational environments.

DESCRIPTION: Currently, no calibrated coherent source/receiver combination for environmental characterization exist due to bandwidth and responsiveness limitations of existing transmitter/receiver elements. Innovative sensor technologies are sought with enhanced electromechanical property ceramics with increased bandwidth and responsiveness for the transmitter and receiver elements that are capable of transmitting, collecting, and processing surveillance information. There is a need within the Navy, and other DoD agencies, to characterize the ocean environment for pre-mission planning, environmental analysis, and marine mammal mitigation during training and operational trials. Larger intelligence data demands, reduced inventory, aircraft capacity, and fewer manned aircraft make it difficult to meet all intelligence/ mission planning requirements with existing hardware. Additionally, scenario characteristics such as transmission loss, bottom loss, reverberation, geo-acoustic characterization, obscuration, clutter, multi-path, signal detection, and signal type may limit the performance of current intelligence gathering systems without the capability to gather and disseminate the information. System solutions should include both single unit concepts as well as multi-unit concepts.

The unit should be capable of both shallow and deep water operations deploying the active and passive sensing elements through 500 feet, and have a minimum one-hour life (or 50 pulse seconds). Coherent signals of interest are up to 100 kHz, to include but not be limited to CW and FM waveforms. Communication between the aircraft and sensor unit should be compliant with NATO digital uplink format to the Software Defined Sonobuoy Receiver (SDSR).

This expendable sensor solution should be low power and sized to fit within an “A” size sonobuoy. A-size sonobuoy standards are as follows: dimensions of 4.875-inch diameter x 36-inch length and weight of 40 pounds or less. It is desirable to accommodate the wide band of frequencies in a single transducer or set of transducers within a single unit, though it may be necessary to partition the frequency range into multiple units.

PHASE I: Develop the sensor concept, design details and conceptual packaging details, and demonstrate feasibility.

PHASE II: Develop and fabricate an over-the-side prototype unit(s) required to span the frequency range and demonstrate in both acoustic facilities and the ocean environment. Finalize the concept design and make recommendations for Phase III production-oriented designs.

PHASE III: Develop a production design of Phase II solution. Conduct integrated engineering and operational testing of an air deployed system. Demonstrate full operational functionality in Navy-supported test scenarios. Transition to the Fleet.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Technology developed in this SBIR could be leveraged to achieve smaller and lighter systems. This type of system capability may be of interest to the undersea mapping, exploration, seismology and weather communities and used for monitoring marine mammals or icebergs. Government agencies such as the National Oceanographic and Atmospheric Administration (NOAA) and the Department of Commerce are continually trying to upgrade their measurement and data collection capability. These sensors could fulfill a need to provide in-situ measurements at frequencies not ordinarily measured. By developing reliable, low cost sensor components, more capability and performance can be achieved.

REFERENCES:

1. Urick, Robert J. Principles of Underwater Sound for Engineers, 3rd ed. Los Altos Hills, CA: Peninsula Publishing, 1983.

2. U.S. Navy, “Approved Navy Training System Plan for the Navy Consolidated Sonobuoys.” [Online] http://www.fas.org/man/dod-101/sys/ship/weaps/docs/ntsp-Sonobuoy.pdf, September, 1998.

3. Ultra Electronics, Maritime Systems, “Sonobuoys.” [Online] http://www.ultra-uems.com/sonobuoys.html, July 14, 2009.

4. Ultra Electronics Ltd, “An Overview of ASW Sonobuoy Types and Trends.” [Online] http://www.ultra-scs.com/resources/whitepapers/asw.pdf, March 2003.

5. Baker, Gregory J. et al “GPS Equipped Sonobuoy.” [Online] http://www.novatel.com/Documents/Waypoint/Reports/sonobuoy.pdf, 2001.

KEYWORDS: Sonobuoy; Sensor; Hydrophone; Undersea; Active Acoustics; AntiSubmarine Warfare

Questions may also be submitted through DoD SBIR/STTR SITIS website.

N101-043 TITLE: Low Cost, Reliable Towed Sensors Handling Systems

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

ACQUISITION PROGRAM: PEO Submarines, Towed Sensors Systems PMS401, ACAT I

OBJECTIVE: Develop innovative concepts for a low cost, reliable thin-line towed array (TLTA) handling system having a long service life.

DESCRIPTION: Current handling systems for deploying and retrieving the Navy’s thin-lined towed arrays from submarines subject the arrays to more stress than desirable for reliable performance and long array service life. This topic seeks non-traditional hydraulic innovative concepts for a towed array handling system that can deploy, stow, and retrieve a tow cable and array having a length of up to 5000 feet with a 1.5 inch diameter. The concepts must include novel approaches for handling system locations that that minimize mechanical forces on the array, do not affect the hydrodynamic flow of the submarine, support ease of operations and support pier side maintenance and inspection. The design must support handling of legacy TB-29A and TB-23 arrays as well as the Next Generation Thin Line Towed Array.

The handling system should include the mechanical components as required for design concepts (e.g capstan, roller boxes, guide trunk, stowage reel concepts) as well as all operational sensors, motors, and the mechanical interface between the handler and the array. Specifically, concepts are sought that minimize mechanical forces on towed array, and support ease of operations and maintenance. The system must also operate on the existing shipboard electrical supply. More specifically, systems should minimize forces transmitted to the internal wiring, connectors, sensitive electronics (including programmable components), and optical components. The design must not introduce additional noise, strum or electrical artifacts.

Submissions are required to propose realistic and innovative handler installation location(s) concepts that minimize mechanical stress on the towed array and minimizing stress on vertical and horizontal stabilizers of the tow platform. The proposed installation concept must consider peir side maintenance activities and support ease of preventive and corrective maintenance activities.

Design approaches must Reduce Total Operating Costs (RTOC) and improve handler reliability to meet or exceed 90% for 365 days while demonstrating (2) two full operational cycles (1 deployment and 1 retrieve) per day, while maintaining operational tactical capabilities of the towed array.

Proposals will be expected to measure forces, accelerations, stresses, and strains to key parts of a thin-line array during deployment and retrieval so that the Navy can accurately assess proposed designs in terms of potential damage to the towed array and its internal components. Offerors are not expected to develop dummy arrays. Government Furnished Information (GFI) may be provided after award on existing dummy arrays and such arrays may be provided as Government Furnished Equipment (GFE) after Phase I. Such GFI and GFE will not be provided during the Solicitation period.

The main structure components (storage drum, capstan, guide and tubes) must incorporate low cost, high strength, light weight, corrosion resistant materials and have a 30 year service life in the submarine operating environment that includes the range of operational depths and sea water chemistry.

The handling system should also operate and survive during vibrations associated with towing conditions during SSN high speed maneuvers. The handling system should also survive stowage (non-operational) temperatures from -40 degrees C to 60 degrees C, and operating temperatures from -2 degrees C to 40 degrees C. It must also survive rapid changes in temperature associated with submergence in extremely cold and warm environments

PHASE I: Develop concepts and studies that provide realistic, innovative towed handler locations and handling system concepts that support an approach leading to the fabrication and installation of an innovative handling system that meets all mechanical and electrical requirements. Identify fabrication methods, proposed materials and approaches to demonstrate feasibility. Perform material tests and analytical modeling to support the design. Develop approaches to test proposed design that will yield measurements of acceleration forces, stresses, and strains that will permit an objective assessment of the potential damage to the towed array during launch and retrieval at variable speeds.

PHASE II: Develop and model a scale prototype based on the approved conceptual design and concepts of Phase I.. Demonstrate system performance through modeling or analytical methods over the required range of parameters including numerous cycles.

PHASE III: Develop and produce full scale prototype towed array handling equipment which satisfies the descriptions in Phase I and II above. Demonstrate performance with an instrumented dummy towed array. The Program Office will fund final development of a system meeting this requirement. The prototype will then be tested, 1500 cycles, at a designated facility to determine it’s reliability, effectiveness and Operational Availability (Ao) when exposed to the stresses similar to submarine operations.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Private/commercial sector may benefit from this technology in the commercial seismic exploration and arrays monitoring systems.

REFERENCES: (publicly available from various sources on Internet)

1. Mil-S-901D, Shock Test, High Impact, Shipboard Machinery.

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

KEYWORDS: Keywords: light weight, affordability, reliability, Composites, polymeric materials, towed arrays, deployment, recovery, handlers

N101-044 TITLE: Embedded Acoustic Sensors on the Surface of Composite Sonar Domes and

Aluminum Hull Sections

TECHNOLOGY AREAS: Materials/Processes

ACQUISITION PROGRAM: ACAT I AN/SQQ-89A(V) 15

OBJECTIVE: Provide a way to cost effectively embed acoustic sensors on the surface of composite sonar domes and on underwater aluminum hull structures.

DESCRIPTION: As the Navy moves toward composite material solutions for sonar system dome development and non-steel hull materials, there will be an increased need for embedding sensors on the surface of these structures. In particular, as the Navy develops new and improved aluminum hull structures and/or composite sonar domes, there is an opportunity to integrate low cost conformal sensor arrays on both these surfaces, thereby improving overall sonar system performance. There is also a need to be able to repair these systems in order to maintain overall USW performance.

PHASE I: Research various new materials for use with aluminum hull structures and composite sonar domes. Develop a low cost process for embedding large arrays of acoustic sensors onto these surfaces. Investigate various repair techniques. Prepare prototype test panels using aluminum as well as composite materials, with arrays of embedded acoustic sensors.

PHASE II: Develop the detailed manufacturing processes and procedures for embedding different types of sensors on the surface of a composite sonar dome as well as aluminum hull sections. Build full-scale aluminum and composite sonar dome test panels containing arrays of acoustic sensors, and conduct acoustic and mechanical tests on the panels. Analyze the test data and optimize the design and manufacturing processes with respect to application techniques, longevity, performance, maintenance and life cycle cost.

PHASE III: Develop and fabricate full-scale aluminum hull sections and composite sonar dome(s) with arrays of embedded acoustic sensors. Install the systems on a research vessel or Navy ship with a sonar system, and conduct at–sea testing to assess the benefits to the Navy.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: In addition to Navy uses, the materials and processes could be used to develop various types of commercial sonar systems to detect threats to tankers, cargo carriers, and passenger ferries.

REFERENCES:

1. Kinsler, Frey, Coppens and Sanders Fundamentals of Acoustics, John Wiley & Sons, New York, 1982.

Urick Principles of Underwater Sound, McGraw-Hill Book Company, New York, 1983.

2. Carlsson, Adams and Pipes Experimental Characterization of Advanced Composite Materials, CRC, New York, 1986.

3. Ashbee Fundamental Principles of Fiber Reinforced Composites, Technomic Publishing Company, Lancaster, PA, 1989.

KEYWORDS: Embedded acoustic sensors, composites, sonar domes, hydrophones

N101-045 TITLE: Advanced Marine Generator for Combatant Craft

TECHNOLOGY AREAS: Ground/Sea Vehicles

ACQUISITION PROGRAM: PMS 325G, Small Boats and Craft

OBJECTIVE: Development of an advanced power generation system for combatant craft with breakthrough technology for electrical generators. The goal is to provide two to three times the power rating of conventional generators with weight-to-power ratios equal to or less than current technology. Technologies must be able to withstand severe marine operational duty cycles, endure harsh maritime environments with corrosion resistance, embody ruggedness to withstand repeated wave impacts, and demonstrate extended life performance. Novel approaches that lead to increases in power output will enable increases in mission system capability without sacrificing payload weight or personnel transport capability.

DESCRIPTION: Today’s 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 extensive payloads (e.g. combat troops, C4ISR equipment, weapons, ballistic armor, etc.). As payload demand increases, the craft’s speed, agility, and survivability decreases while acquisition costs increase. Increased capability and increased payloads must not come at the expense of sacrificing speed and acceleration. The environments in which these craft operate expose the vessels to sand, mud, oil, and seawater spray as well as potential ballistic hazards. Current power generation systems for craft are typically modifications of land systems designed for heavy trucks or stationary land-based power generation. On-road or stationary systems have different operational duty cycles than craft systems and weight-to-power ratios in the 45-60 lbs/Kw range. The differences in the engines for these on-road or stationary applications result in reduced reliability and shorter life spans in marine applications.

This topic seeks to identify and apply innovative solutions for future combatant craft generators that will be scalable or modularized. They must be able to meet power demands on the order of two to three times current capability with weight-to-power ratios less than or equal to 20-30 lbs/Kw. Achieving this goal could increase mission capability while reducing power system weight. Desired features include the ability to supply clean AC and DC power simultaneously, limited maintenance, limited or no support systems, noise and vibration controls, multi-module stacking for larger craft applications, and rapid removal for mission flexibility, repair, or expeditionary land-based applications.

The Science and Technology Strategic Plans for the Navy Expeditionary Combat Command and the Naval Special Warfare Command cited “advanced high capacity power generation” for watercraft as a future capability objective (ref 3). Successful innovation and technology transition of a light weight, maritime power generation system will provide a significant step toward achieving this objective.

PHASE I: Demonstrate the design feasibility of an innovative 30-40 Kw range combatant craft generator with weight-to-power ratios on the order of 20-30 lbs/Kw or less. 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, Section E-11.

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; marine generator; weight-to-power ratio; small boats; combatant craft

N101-046 TITLE: Wideband Acoustic Communications Transducer

TECHNOLOGY AREAS: Sensors

ACQUISITION PROGRAM: PMS401 ACAT III

OBJECTIVE: The proposed SBIR program will develop a single wide-band acoustic transducer product line to provide a mid-frequency digital acoustic communications (ACOMMS) capability, voice communications, and special warfare communications for the submarine fleet. This capability addresses the requirement for submarine communications at speed and depth while providing a single product line to offer a functional replacement for low and high frequency ACOMMs transducers. The reduction in numbers and types of units will lead to overall life-cycle cost savings.

DESCRIPTION: Unlike the rest of the submarine fleet, when configured with APB05 (Advance Processor Build), SSGN does not have a Medium Frequency active array for Digital ACOMMs. An off-board sensor communications capability is required for communications with tactical paging buoy concepts in support of submarine communications at speed and depth initiatives. In addition, emerging requirement exists to support special warfare vehicle communications. For life-cycle cost savings, a need exists to consolidate existing add-on transducers into a single embedded capability.

This SBIR program will be structured to develop a transducer to replace the TR-232 and the TR-233 transducers on the SSGN. The transducer will also provide functionality currently found in the ITC-1007 and the 3WPCAT transducers. This transducer will also be engineered to provide directional transmit and receive capability.

To successfully produce a transducer with the required bandwidth and source level capability while adhering to the TR-233 physical design constraints, it is anticipated that advanced transduction materials will be required. Single crystal materials, under development at the Office of Naval Research, have shown to have the required performance capabilities. The proposed SBIR project will facilitate transition of single crystal transduction materials technology to fleet use while directly addressing an outstanding fleet requirement.

In 1997, it was discovered that single crystals of certain relaxor ferroelectric (lead magnesium niobate – lead titanate, and lead zinc niobate – lead titanate) materials exhibit extraordinary piezoelectric properties, namely, electromechanical coupling exceeding 90% (compared to 70-75 %, in state-of-the-art piezoceramics) (Refs. 1 and 2). Additionally, there is a 10 dB or more improvement in the material figure-of-merit for strain energy density, as well as a reduction in stiffness of 70%, relative to PZT-8 ceramics. These three material properties allow for projectors with increased source level and/or decreased size with dramatically enhanced bandwidths. Concerted efforts to grow these materials in a variety of forms, compositions and orientations now yield materials in quantities, and at a price, suitable for sensor applications. Three domestic manufacturing firms now supply these materials as well as several more overseas; initial devices have been developed and commercialized (References 3-6).

Development of the SSGN wide-band acoustic communications transducer will include design, fabrication, performance testing, environmental qualification testing, and delivery of a wide-band acoustic communications transducer for installation as a “form-and-fit” replacement for the TR-233 transducer.

PHASE I: A transducer design will be completed that meets the requirements for mid-frequency digital ACOMMs while also meeting all specifications for the TR-232 and TR-233 transducers. The design will be fully compatible with existing TR-233 mounting, cabling, and ship-board electrics and software. A cost analysis will also be conducted, including accurate production cost estimates, to quantify the potential cost saving benefits of the transducer consolidation approach.

PHASE II: Prototype transducers will be fabricated and laboratory tested according to Navy standard performance and environmental qualifications; including receive and transmit response, mechanical reliability, shock, and operating temperature and pressure. Design modifications and sensor rework will be included as necessary to meet specified requirements. Ship interface and integration plans will also be developed.

PHASE III: Production representative units (PRUs) will be fabricated and tested for final performance and environmental qualification. The PRUs will be subjected to all qualification testing required of TR-232 and TR-233 acoustic communication transducers. Qualified units will be delivered to PMS-401 for installation on available platforms.

PRIVATE SECTOR COMMERCIAL POTENTIAL: Productization of a wide-band ACOMMs transducer has significant commercial potential. As a product for supply to the U.S. Navy, there is potential for application on all Navy ships and submarines with regular replacements. There is also potential for application to the undersea resource exploration industry as a communications means for unmanned undersea vehicles.

REFERENCES:

1. S.E. Park and T.R. Shrout, “Ultrahigh Strain and Piezoelectric Behavior in Relaxor based Ferroelectric Single Crystals, “J. Appl. Phys., 82[4], 1804-1881 (1997).

2. S.E. Park and T.R. Shrout, “Characteristics of Relaxor-Based Piezoelectric Single Crystals for Ultrasonic Transducers,” IEEE Trans. On Ultrasonic Ferroelectrics and Frequency Control, Vol. 44, No. 5, 1140-1147 (1997).

3. J. M. Powers, M. B. Moffett, and F. Nussbaum, "Single Crystal Naval Transducer Development," Proceedings of the IEEE International Symposium on the Applications of Ferroelectrics, 351-354 (2000).

4. Jie Chen and Rajesh Panda, "Review: Commercialization of Piezoelectric Single Crystals for Medical Imaging Applications," Proceedings of the 2005 IEEE Ultrasonics Symposium, 235-240 (2005).

5. Mark B. Moffett, Harold C. Robinson, James M. Powers and P. David Baird, "Single-crystal lead magnesium niobate-lead titanate (PMN/PT) as a broadband high power transduction material," J. Acoust. Soc. Am., Vol. 121, 2591-2596 (2007).

6. J.C. Shipps and K. Deng, “A miniature vector sensor for line array applications,” Proc. OCEANS 2003, Vol. 5, 2367-2370 (2005).

7. The Undersea Dominance Road Ahead –FY05-11, ltr 9460 Ser N77/5S934212 of 03 Feb 2005 signed by ADM Walsh, then N77.

8. Capability Development Document for Communications at Speed and Depth was signed 27 March 2008; (Increment: 2; ACAT: III; Validation Authority: U.S. Navy; Approval Authority: U.S. Navy; Milestone Decision Authority: PEO C4I).

9. Capability Development Document for Acoustic Rapid COTS Insertion (ARCI) 2008-2014.

KEYWORDS: Communications at Speed and Depth, Digital Acoustic Communications, SSGN, ACOMMs, single crystal, cost-saving

N101-047 TITLE: Integrated Communications System-Next

TECHNOLOGY AREAS: Information Systems

ACQUISITION PROGRAM: ACAT 1D - VA Class & SBSD Submarine

OBJECTIVE: Objective: Create a fully integrated and robust next generation Integrated Communication System (ICS-Next) that provides the internal communication infrastructure that supports the conduct of submarine tactical and non-tactical operations, both at sea and pier side. The ICS-Next should leverage current and emerging advances in shipboard networking, COTS communication components, and service oriented architectures, all of which are expected to significantly improve the flexibility to meet future shipboard communication needs and to reduce the submarine''s total cost of ownership (TOC).

DESCRIPTION: Current submarine interior communication systems are faced with limitations in reliability, ability to reconfigure, and supportability. Advances in communications technology using commercial standards and open architectures are expected to offer a significant improvement in functionality, reliability and on-board information exchange with a significantly reduced shipboard footprint, reduced installation costs and reduced sustainment costs. The next generation of interior communication systems should seamlessly communicate among all members of the crew the visual, audio, and operational information critical to ship safety, ship performance, and successful mission execution. A robust ICS-Next should take advantage of emerging commercial technologies and open architecture (OA) standards that promote advanced concepts of ship operation. The following ICS-Next features represent the principal R&D Challenges:

* Implementation for IA accreditation, encryption separation of voice and data communications and bridge between communication and tactical systems.

* Separation of voice/data domains for quality of service

* Compatibility of wireless technology with the submarine electromagnetic environment, power and frequency limitations and complete shipboard coverage without "dead spots"

* Peak loading capabilities, support of battle station and casualty communication loading.

* Integration of methodologies with the Tactical System (information transport, personnel paging, alerts, etc)

PHASE I: Investigate and specify an open architecture for the ICS-Next that meets current and emerging shipboard communication requirements including IA, that leverages shipboard fiber optic investments and that addresses the evolution to Service Oriented Architectures (SOA). Identify new and advanced technologies and commercial standards that will allow for the cost effective wireless communication and networking of ship communication devices, enables increased mission effectiveness, and enhances total ship management objectives. Provide an OA based approach that impacts TOC and addresses platform consolidation, system fault-tolerance, robustness, extensibility, and scalability.

PHASE II: Develop a prototype system that demonstrates the Phase I ICS-Next OA/SOA architecture and functionality that is compatible with shipboard environments such as the VA Block improvement program and surface combatant upgrades. Conduct an analysis of the acquisition, and total ownership costs for shipboard configurations

PHASE III: Design and implement a deployable OA/SOA-based ICS platform and functionality for Submarine and Surface Platforms. Evolve the ICS-Next architecture and design for backfit and new construction platforms to achieve TOC benefits through common system acquisition approach and implementation.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Commercial maritime environments (e.g. cruise ship, merchant marine), as well as industrial and power generation plants represent potential opportunities to offer ICS-Next functionality and SOA-based approaches as a COTS-based, cost reducing product.

REFERENCES:

1. "The CANES Initiative: Bringing the Navy Warfighter onto the Global Information Grid", By OPNAV N6, Cmdr. Phil Turner December 2007.

2. Consolidated Afloat Network and Enterprise Services (CANES) Industry Day by Program Executive Office Command, Control, Communications, Computers and Intelligence (PEO C4I).

3. SPAWAR N00039-09-R-0027 - Consolidated Afloat Networks and Enterprise Services (CANES) - SYNOPSIS / DRAFT RFP.

KEYWORDS: shipboard and interior communications; submarine integrated communications; CANES; ISSN; wireless networking; service oriented architecture

N101-048 TITLE: Environmentally Constrained Naval Search Planning Algorithms

TECHNOLOGY AREAS: Battlespace

ACQUISITION PROGRAM: PEO IWS 5 USW/DSS

OBJECTIVE: To modify existing Navy Strike Group Route Planning and Asset Allocation Algorithms to automatically constrain naval search plans to avoid environmentally sensitive areas whenever possible.

DESCRIPTION: Modern mission planning tools output a) environmental characterization, b) the division of the search area among assets and c) search route alternatives based upon cumulative probability of detection (CPD). It is well known that asset allocation and search route definition are not unique, i.e. that there may be many routes and asset allocation plans that yield the same CPD. The goal of this work is to introduce environmental constraints into the mission planning process that allow naval platforms to avoid sensitive areas whenever possible. The plans output by the planning system would automatically select the route / asset alllocation plan which minimizes marine mammal impact without putting high value units at risk during search and transit.

PHASE I: Identify the environmental/protected species data bases and the search planning / asset allocation tool to be employed in tools like the UnderSea Warfare Decision Support System. Formulate the mathematical framework to be used in introducing environmental constraints.

PHASE II: Using the Advanced Processor Build (APB) concept, fully develop an interactive prototype of a standalone tactical decision aid to demonstrate proof of concept for environmentally constrained mission planning. Conduct lab testing and evaluation to ensure the tool works.

PHASE III: Deploy this prototype on an operational platform, support the at-sea testing, identify operational constraints and obtain end user feedback which can be used to improve the overall tool using the build-test-build concept. Fully integrate the tactical decision aid into the mission planning module of the Undersea Warfare Decision Support Software (USW-DSS). This fully integrated product should comply with USW-DSS protocols and user interfaces.

PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: This software system has a direct application and is usable for the commercial fishery, oil and gas exploration (seismic), and marine construction industries where environmental compliance and determination of risk to protected species from their activities is necessary.

REFERENCES:

1. Letter of Authorization, Department of Commerce National Oceanic and Atmospheric Administration National Marine Fisheries Services, January 22, 2009.

2. Eddy, M.F., H Kribs, M. Cowen, Cognitive and Behavioral Task Implications for Three-Dimensional Displays Used in Combat Information/Direction Centers, Technical Report, March 1999.

3. Compliance Guide for Right Whale Ship Strike Reduction Rule (50 CFR 224.105), OMB Control #0648-0580.

KEYWORDS: Environmental compliance, Protected species, Marine Mammals, Protective measures, Risk assessment, Anthropogenic sources, Marine sanctuaries, Route Planning, Asset Allocation

N101-049 TITLE: Self Powered, Submarine Emergency Position Indicating Radio Beacon

(SEPIRB)

TECHNOLOGY AREAS: Electronics

ACQUISITION PROGRAM: Advanced Undersea Systems; Submarine Escape, Survivability & Rescue