PROPOSAL SUBMISSION
INTRODUCTION:
The responsibility for the implementation, administration and management of the Navy STTR program is with the Office of Naval Research (ONR). The Navy STTR Program Manager is Mr. Steve Sullivan. If you have questions of a general nature regarding the Navy’s STTR Program, contact Mr. Sullivan (steven.sullivan@navy.mil, 703-696-7830). For inquiries or problems with electronic submission, contact the DoD Help Desk at 1-866-724-7457 (8AM to 5PM EST). For technical questions about a topic, contact the Topic Authors listed under each topic before 19 February 2008. Beginning 19 February, for technical questions you must use the SITIS system www.dodsbir.net/sitis or go to the DoD website at http://www.acq.osd.mil/sadbu/sbir for more information.
The Navy’s STTR 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 STTR program can be found on the Navy STTR website at http://www.onr.navy.mil/sbir. Additional information pertaining to the Department of the Navy’s mission can be obtained by viewing the website at http://www.navy.mil.
PHASE I PROPOSAL SUBMISSION:
Read the DoD front section of this solicitation for detailed instructions on proposal format, submission instructions and program requirements. When you prepare your proposal, keep in mind that Phase I should address the feasibility of a solution to the topic. The Navy only accepts Phase I proposals with a base effort not exceeding $70,000 and with the option not exceeding $30,000. The technical period of performance for the Phase I base should be 7 months and will commence on or about 01 July 2008. The Phase I option should be 3 months and address the transition into the Phase II effort. Phase I options are typically only funded after the decision to fund the Phase II has been made. Phase I technical proposals, including the option, have a 25-page limit (see section 3.4). The Navy will evaluate and select Phase I proposals using scientific review criteria based upon technical merit and other criteria as discussed in this solicitation document. 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. The Navy typically provides a firm fixed price contract or awards a small purchase agreement as a Phase I award.
All proposal submissions to the Navy STTR Program must be submitted electronically. It is mandatory that the entire technical proposal, DoD Proposal Cover Sheet, Cost Proposal, and the Company Commercialization Report are submitted electronically through the DoD SBIR/STTR Submission website at http://www.dodsbir.net/submission. This site will lead you through the process for submitting your technical proposal and all of the sections electronically. Each of these documents is submitted separately through the website. To verify that your technical proposal has been received, click on the “Check Upload” icon to view your uploaded technical proposal. If you have any questions or problems with the electronic submission contact the DoD SBIR Helpdesk at 1-866-724-7457 (8AM to 5PM EST). Your proposal must be submitted via the submission site before 6:00 a.m. EST, Wednesday, 19 March 2008. An electronic signature is not required when you submit your proposal over the Internet.
Within one week of the Solicitation closing, you will receive notification via e-mail that your proposal has been received and processed for evaluation by the Navy. Please make sure that your e-mail address is entered correctly on your proposal coversheet or you will not receive a notification.
PHASE I ELECTRONIC 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 through the Navy SBIR/STTR website. It must not exceed 700 words and should include potential applications and benefits. 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.
PHASE II PROPOSAL SUBMISSION:
Phase II proposal submission is by invitation only. Only those Phase I awardees who achieved success in Phase I, measuring the results achieved against the criteria contained in section 4.3, will be invited to submit a Phase II proposal. If you have been invited to participate, follow the instructions provided in the invitation. The Navy will evaluate and select Phase II proposals using the evaluation criteria in the DoD solicitation. All Phase II proposals must be submitted electronically through the DoD SBIR/STTR Submission website.
Under the new OSD (AT&L) directed Commercialization Pilot Program (CPP), the Navy SBIR/STTR program will be structuring more of our Phase II contracts in a way that allows for increased funding levels based on the projects transition potential. This will be done through either multiple options that may range from $250K to $1M each, substantial expansions to the existing contract, or a second phase II award. For currently existing phase II contracts, the goals of the CPP will primarily be attained through contract expansions, some of which may significantly exceed the $750K recommended limits for Phase II awards not identified as a CPP project. All projects in the CPP will include notice of such status in their Phase II contract modifications.
All awardees, during the second year of the Phase II, must attend a one-day Transition Assistance Program (TAP) meeting. This meeting is typically held during 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 through the Navy SBIR/STTR website at the end of their Phase II.
PHASE II ENHANCEMENT:
The Navy has adopted a New Phase II Enhancement Plan to encourage transition of Navy STTR funded technology to the Fleet. Since the Law (PL102-564) permits Phase III awards during Phase II work, the Navy may provide a one-to-four match of Phase II to Phase III funds that the company obtains from an acquisition program. Up to $250,000 in additional STTR funds for $1,000,000 match of acquisition program funding can be provided, as long as the Phase III is awarded and funded during the Phase II.
ADDITIONAL NOTES:
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 complete STTR Phase I proposal (coversheet, technical proposal, cost proposal, and DoD Company Commercialization Report) has been submitted electronically through the DoD submission site by 6:00 a.m. EST, Wednesday, 19 March 2008.
____3. After uploading your file and it is saved on the DoD submission site as a PDF file, review it to ensure that it appears correctly.
____4. The Phase I proposed cost for the base effort does not exceed $70,000. The Phase I Option proposed cost does not exceed $30,000. 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 STTR 08.A Topic Index
N08-T001 Blast and Impact Resistance of Polyurea Coatings on Metallic and Non-Metallic Materials
N08-T002 Innovative Approaches to the Automated Simulation of Aircraft Structural Joints in Structural Analysis Models
N08-T003 Low-Expansion, Thermal-Shock-Resistant Sensor Windows and Domes for High Speed Flight
N08-T004 Knowledge Optimized Displays of Information in Human Computer Interaction (HCI)
N08-T005 VSTOL Perceptual Skills Training
N08-T006 Stochastic Characterization of Naval Aircraft Electromagnetic Vulnerability
N08-T007 Photonic Switched True Time Delay (TTD) Beam Forming Network
N08-T008 Viscous Modeling for Automated Flow Simulation
N08-T009 Multi-Channel Dense Wavelength Division Multiplexed (DWDM) 10 Gbps Optical Transmitter
N08-T010 Innovative Approaches to the Development of Corrosion Resistant Aircraft Alloys
N08-T011 Preventing Simulator Sickness of Onboard Flight Simulators
N08-T012 Tunable Polarization Insensitive Digital Fiber Optic Wavelength Converter with Built-In Test
N08-T013 Innovative Concepts for Non-Thermal Based Anti-Icing/De-Icing of Rotor Blade Leading Edges
N08-T014 Acoustic Mitigation System For Horizontal, Planar Surfaces Onboard Naval Ships
N08-T015 Submarine ES System RF Groom & Certification
N08-T016 Expendable Glider for Oceanographic Research
N08-T017 Ultrahigh Loading of Carbon Nanotubes in Structural Resins for Advanced Composites
N08-T018 Cryogenic RF Excision System (CRES) for Electromagnetic Interference (EMI) Cancellation
N08-T019 Automated Modeling and Simulation Tool for Lightening the Load of Warfighters
N08-T020 Heat and Nonlinearity in Underwater Acoustic Projectors
N08-T021 Ocean Energy Extraction for Sensor Applications
N08-T022 Development of Microstructure/Properties Simulation Tools
N08-T023 Design Tools for Applying Characteristic Modes to Platform Integrated Antennas
N08-T024 IMAGING OF OBJECTS FROM RF RADAR RETURNS
N08-T025 Development of a non-invasive diver monitoring system
N08-T026 Bi-Static High Range Resolution Radar Image Processing
N08-T027 High Sensitivity Analog to Digital Converter
N08-T028 Microbial Fuel Cell for Distributed Seafloor Sensor Network Powering
N08-T029 Novel Fiber Optic Methods for Sensing Shape, Orientation and/or Heading of Undersea Arrays and Tethers
N08-T030 Efficient, Highly Maneuverable Artificial Fish for Stealthy Surveillance
N08-T031 Antenna design by genetic algorithms
N08-T032 Ad Hoc Wireless Network for Rapidly Moving Disadvantaged Users
N08-T033 Energy management system for unmanned, untethered sensors
N08-T034 Extensible Affordable Software Defined Radio with Cross-Band Cross-Protocol Capability
Navy STTR 08.A Topic Descriptions
N08-T001 TITLE: Blast and Impact Resistance of Polyurea Coatings on Metallic and Non-Metallic Materials
TECHNOLOGY AREAS: Materials/Processes
ACQUISITION PROGRAM: Program Manager Advanced Amphibious Assault (PM AAA) - ACAT 1D
The technology within this topic is restricted under the International Traffic in Arms Regulation (ITAR), which controls the export and import of defense-related material and services. Offerors must disclose any proposed use of foreign nationals, their country of origin, and what tasks each would accomplish in the statement of work in accordance with section 3.5.b.(7) of the solicitation.
OBJECTIVE: Research, develop and characterize polyurea materials ability to increase blast and fragment protection.
DESCRIPTION: The Marine Corps EFV is a 76,000 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) The design must be light weight, 2) must maintain current ground clearance, and 3) must increase survivability. The polyurea family of materials shows the potential to increase blast protection via application onto metallic and non-metallic materials. Further research is required to implement this technology onto ground based vehicles. The selected material(s) must demonstrate the ability to function in extreme operating environments which include but are not limited to -25°F to +120°F, hot dessert blowing sand, full salt water immersion and immersion in petroleum based liquids. In addition to environmental conditions the coating(s) must demonstrate the ability to be applied on and perform on complex geometric shapes and act as a blast mitigator and fragment suppressor. The intent of this technology research is to increase blast and fragment protection up to and including STANAG 4569 Level 4a and 4b.
PHASE I: The contractor shall conduct research into the polyurea family of coating materials suitable for use in the environmental, geometric and blast/fragment condition. The contractor shall develop a methodology for optimizing the thickness and location of the coating on various substrates. Substrate materials will include but are not limited to aluminum alloys, rolled homogenous armor (RHA) and composites. 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(s) and conduct ballistic testing to validate their design meets EFV specified performance levels and characterize the coating performance. The results of the ballistic testing, when applied to the performance of the EFV will be considered classified.
PHASE III: Contract with the prime vendor (General Dynamics Land Systems) to integrate the system onto the EFV. This technology is directly applicable to large military vehicles such as the Army’s FCS.
PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Successful development and characterization of the blast and fragment mitigation properties of polyurea materials should enable the design engineers to select new and innovative methods to optimize design criteria, and to tailor these designs based on the material characteristics. Presently, there is a strong need to develop blast and fragment protective solutions 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 H. dated 21 June 21, 2006.
2. MIL-STD-810F Environmental Test Methods and Engineering Guidelines
3. MIL-STD-889B Dissimilar Metals
4. AR 70-75 Survivability of Army Personnel and Materials
5. STANAG 4569
KEYWORDS: Ballistic; Materials; Polyurea; Lightweight; Blast Mitigation; Fragment Protection
N08-T002 TITLE: Innovative Approaches to the Automated Simulation of Aircraft Structural Joints in Structural Analysis Models
TECHNOLOGY AREAS: Air Platform, Weapons
ACQUISITION PROGRAM: Joint Strike Fighter
OBJECTIVE: Develop an automated expert based approach to accurately represent the details of a structural assembly, including fastener type, hole geometry and detailed parts.
DESCRIPTION: Aircraft structural optimization requires significant detail in the analysis models used to evaluate strength and fatigue capabilities. The aerospace industry has seen great improvement in the design and manufacturing of parts and assemblies due to advances in CAD geometry and automated manufacturing. On the analysis front, current pre-processor tools are improving in their automation of meshing a single part. However, the ability to automatically create a high fidelity analysis model of structural assemblies does not exist. During analysis, detailed models of assembled structures that include the full geometry are not attempted. Instead, simplified and inadequate models of the assembly are used, resulting in inaccurate representations of the effects on the global structure and highly inaccurate analyses. The deficiencies with the current analytical approaches can be witnessed in an array of full scale test programs with major premature failures resulting from the unexpected failure at assembly locations deemed “non-critical” during structural analysis. Such an approach leads to costly retrofits and/or program delays. The ability to perform accurate structural analysis on assembly locations the first time would allow development programs to proceed on schedule without the interruptions created by test failures.
Innovative structural simulation algorithms are sought to automate the geometry integration and allow structural joints to be represented in multiple levels of detail appropriate for the target of a given analysis. A tool is sought that could be applied organically on existing programs and by OEMs on new and existing programs to allow precise simulation of structural assemblies to better understand design details and impact of repairs and detail changes. The linkage between design/geometry and analysis should be maintained from the top level model down to the lowest level detail model. This may allow for full comprehension of the effects of design changes on all aspects of a structures performance prior to building a single part. This innovation should provide the ability to perform iteration of a design leading to optimization of structural details for efficient and maintainable designs.
PHASE I: Develop and conceptually demonstrate the proposed approach to automating the simulation of aircraft structural joints in structural analysis models.
PHASE II: Develop the algorithm(s) required to produce the prototype software tools. Demonstrate use of the prototype tools through creation of an analytical model of a selected structural component and determine its structural response under test conditions. Perform structural testing on the selected component to validate the developed structural simulation tools.
PHASE III: Implement the validated algorithm(s) and process in a released version of software. Apply this analysis tool to structural analysis applications on aircraft program structural improvement and development efforts.
PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: This structural analysis algorithm and process as implemented in the structural simulation software will be directly applicable to all commercial aerospace developers. The ability to perform accurate structural analysis the first time allows development programs to proceed on schedule without the interruptions created by test failures. Additionally, reliability/repairability issues can be highlighted and addressed in the design phase rather than later when the cost to fix the problem is significantly escalated.
REFERENCES:
1. J. Bortman and B. A. Szabo, Nonlinear models of fastened structural connections, Computers and Structures, 43, 909-923 (1992).
2. Lambert, John C.; Merritt, Brent J. Automated Stress Analysis - Reducing Stress Analysis Time by an Order of Magnitude, MSC 1995 World Users' Conf. Proc., Paper No. 41, May, 1995.
3. M.W. Hyer, “Effects of Pin Elasticity, Clearance, and Friction on the Stresses in a Pin-Loaded Orthotropic Plate,” Virginia Polytechnic Inst. & State University, VPI-CCMS-85-04, March 1985.
4. AD-TR-61-153, “Load Deflection Characteristics of Joints,” Appendix B, p. 158-170.
KEYWORDS: Structural Simulation; Structural Analysis; Structural Assembly; Fastener Analysis; Joint Analysis; FEM
N08-T003 TITLE: Low-Expansion, Thermal-Shock-Resistant Sensor Windows and Domes for High Speed Flight
TECHNOLOGY AREAS: Air Platform, Materials/Processes, Weapons
ACQUISITION PROGRAM: PMA-201
OBJECTIVE: Develop low-thermal-expansion (<0.5 ppm/K), thermal-shock-resistant infrared-transparent sensor windows and domes for high speed flight.
DESCRIPTION: Sapphire is the most thermal-shock-resistant material currently available for high speed sensor domes and windows, but its thermal shock resistance is insufficient for some applications. When subjected to rapid heating, the difference in thermal expansion between hotter and cooler parts of the window shatters the material. Expensive, impractical active cooling systems can protect the window. The purpose of this STTR topic is to identify and develop new infrared-transparent materials with very low thermal expansion (<0.5 ppm/K) and low emissivity at elevated temperature. These materials will survive rapid heating without active cooling and will be able to operate at high temperature.
The selected material must provide good transmission, low optical scatter (<1%), and low emittance (<1%) in the 3-5 micron wavelength range. For infrared transmission and operation at temperatures up to 600ºC or higher, metal oxides are likely candidates. Heavy metallic elements increase the range of infrared transmission wavelengths. Silicates are not likely candidates because they generally do not transmit well at 3-5 ?m. If a composite composition is made, both phases would have to be nanoparticles—much smaller than the wavelength of infrared radiation—so that the 2-phase material does not have significant optical scatter.
The goal by the end of this project is to produce optical quality disks and domes with a diameter of 75 mm and a thickness of 2 mm.
PHASE I: Identify a material or composite system with near zero thermal expansion over a wide range of temperature (0-600ºC) and good infrared transmittance in the 3-5 micron wavelength range. Prepare the material and measure its thermal expansion and infrared transmission. Single crystals, pressed powders or powders could be used for these measurements.
PHASE II: Fabricate optical quality specimens and measure infrared transmission and scatter, thermal expansion, thermal conductivity, Young’s modulus, and mechanical strength. Fabricate optical quality disks and domes.
PHASE III: Develop a commercial process to provide sensor windows and domes.
PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: In addition to its military market, there is a small commercial market for thermal-shock-resistant windows for industrial process monitoring and spacecraft applications.
REFERENCES:
1. T. Suzuki and A. Omote, “Zero Thermal Expansion in (Al2x(HfMg)1-x)(WO4)3,” J. Am. Ceram. Soc. 2006, 89, 691.
2. J. Catafesta, J. E. Zorzi, C. A. Perottoni, M. R. Gallas, and J. A. H. da Jornada, “Tunable Linear Thermal Expansion Coefficient of Amorphous Zirconium Tungstate,” J. Am. Ceram. Soc. 2006, 89, 234 and references cited therein.
3. D. C. Harris, “Materials for Infrared Windows and Domes,” SPIE Press, 1999.
KEYWORDS: Infrared Window; Infrared Dome; Sensor Window; Thermal Shock; Ceramics; Low Thermal Expansion; High Speed Missiles
N08-T004 TITLE: Knowledge Optimized Displays of Information in Human Computer Interaction (HCI)
TECHNOLOGY AREAS: Information Systems, Human Systems
ACQUISITION PROGRAM: PMA-205 Aviation Training
OBJECTIVE: Develop and demonstrate innovative software inclusive of cognitively optimized design solutions and guidelines for display of highly complex performance assessment data in the Common Operating Picture (COP) to assist instructors in trainee performance assessment in Live, Virtual and Constructive (LVC) training events.
DESCRIPTION: Knowledge optimized displays of information are required to easily and rapidly digest the diverse streams of information inherent to large-scale, LVC distributed simulation-based training events. Instructional environment management and performance assessment is dependent on rapid access to shared high quality knowledge, and the synchronizing, de-biasing and integration of diverse data types into shared knowledge vehicles merging into a knowledge rich COP. Innovative approaches to development of algorithms and interface designs for graphic user interfaces are sought.
The goal is to develop software to enable and sustain readiness, fitness and endurance of individuals engaged in knowledge management and decision making involving any form of Human Computer Interaction (HCI). Proposed solutions should maintain a COP across the various military echelons and diverse platforms represented in LVC training events. This development should be built upon a sound theoretical framework based in the cognitive sciences and computer engineering. Proposed designs should minimize cognitive overload by capturing complex information and transforming it into organized knowledge structures easily consumed by instructors. Moreover, this technology is expected to be ready and demonstrable for information integration at the team level. Solutions should be highly intuitive to human operators and users, and require minimal to no on-the-job training.
PHASE I: Demonstrate feasibility of using knowledge optimized displays of information in instruction in to represent complex data sets and enhance training effectiveness. Provide a proposed concept of operations for the prototype to be developed in Phase II.
PHASE II: Develop and demonstrate HCI-based prototype in an information dense distributed team decision making environment across dissimilar positions to validate the efficacy of this approach in a simulation-based training environment. Develop a base object model to define data required to populate GUI knowledge structures.
PHASE III: Develop guidelines for extension of this technology to team knowledge displays (repositories and displays) and harden the architecture of the Phase II prototype for transition. Transition the technology to the LVC training environment.
PRIVATE SECTOR COMMERCIAL POTENTIAL: This technology could be applied in any industrial-organizational setting that requires the integration of masses of data to support distributed team decision making. This technology could also be extended to modality disabled communities (visually or auditorily impaired individuals, including veterans) to enhance accessibility.
REFERENCES:
1. Adams, R. (2006). Decision and stress: cognition and e-accessibility in the information workplace. Universal Access in the Information Society, 5, 363-379.
2. Bahr, G. S., Balaban, C., Milanova, M. & Choe, H. (2007). Nonverbally Smart User Interfaces: Postural and Facial Expression Data in Human Computer Interaction. In C. Stephanidis (Ed.), Universal Access in HCI, Part II, HCII 2007, LNCS 4555, 740–749. Berlin, Germany: Springer-Verlag.
3. Wheeler Atkinson, B., Bennett, T., Bahr, G. S. & Walwanis Nelson, M. M. (2007). Multiple Heuristics Evaluation Table (MHET): Software Development and Usability Analysis Heuristics Table. In C. Stephanidis (Ed.), Universal Access in HCI, Part I, HCII 2007, LNCS 4554, 563–572. Berlin, Germany: Springer-Verlag.
KEYWORDS: Knowledge; Graphic User Interface; Display Design; Human Computer Interaction; Command and Control; Display Algorithms
N08-T005 TITLE: VSTOL Perceptual Skills Training
TECHNOLOGY AREAS: Air Platform, Human Systems
ACQUISITION PROGRAM: PMA-205 Aviation Training
OBJECTIVE: Develop intelligent training system technology that would accelerate skill acquisition rates of vertical short take-off and landing (VSTOL) platform operators. Application of basic research findings could enhance VSTOL operator training via greatly simplified visual perceptual sets that actually promote situation awareness.
DESCRIPTION: Innovative perceptual skills trainer technology is needed to enable VSTOL operators to discriminate between mission-critical visual cues and distracters (e.g., objects such as rocket propelled grenades), and safely navigate environmental dangers while piloting their aircraft. Training VSTOL operators to react visually to these environmental dangers is a difficult task because they occur both rarely and under a variety of conditions including brown outs (i.e., dust clouds), dim lighting, poor weather, crowded airspace, and varied altitudes, orientations, and speeds.
Crashes resulting from the lack of experience combined with poor perceptual cues may be alleviated if operators were trained to instead respond to a radically different and greatly simplified set of visual cues. Recent entomological research examining the visual cues employed by flying insects suggest that an extremely simplified set of perceptual cues that emphasize motion over depth perception may be all that are required for safely performing even sophisticated acrobatic flight maneuvers in challenging (i.e., sight limited) environments. In addition, NASA research has examined the benefits of simple 2D visualizations [7] [5] for enhanced flight situation awareness.
Additional research is needed to leverage the results from previous work done on the benefits of 2D visualizations and simple visual cues used by flying insects and combine that basic research with recent advancements in camera lens technology enabling humans to see images as with an insects compound eye [8]. The purpose of this new research would be to optimize these areas of work into a new approach to VSTOL skills training.
An intelligent tutoring system with a greatly simplified visual display is sought. The prototype trainer would need to be compact enough to be used in a classroom or ready-room onboard ship. The prototype trainer must provide visual and signal stimuli in a self-paced and progressive manner that enables operators to rapidly reach expert skills for VSTOL operations. It should enable discrimination, classification, and estimation of other objects near the vehicle in a manner that captures the variety of potential errors (e.g., hits, misses, false alarms, correct rejections) along with the context in which these errors occur. It should also provide a trainee the same sensitivity and responsiveness of the actual controls for such vehicles, in order to rapidly condition the operators’ motor skill development. The prototype trainer should provide training managers with evidence of the system's effects on trainee performance and also must be reconfigurable, in order to keep pace with today’s rapidly evolving weapons platforms.
PHASE I: Conduct basic experiments that demonstrate feasibility of a simplified visual display system for effective flight control. Conduct a gap analysis of current methods of training VSTOL operators and restate as new behaviorally-based pilot performance objectives. Identify interfaces that would allow for self-paced intelligent tutoring based upon proposed prototype trainer.
PHASE II: Design and build prototype training device based on research conducted during Phase I. Conduct test and evaluation of the prototype device with sponsoring VSTOL platforms at locations to be determined. Produce Instructor/Operator manuals for the device. Propose how the research findings could be applied to other current and future VSTOL platforms. Propose how cockpit flight instrumentation could be reengineered for safer and more intuitive VSTOL flight operations.
PHASE III: Enhance prototype developed in Phase II and install at training facilities. Transition the prototype to other VSTOL training organizations.
PRIVATE SECTOR COMMERCIAL POTENTIAL: Such systems could also have a dual application of serving as a new simpler user interface for operation of VSTOL. The training system would also have a wide law enforcement (e.g. border patrol) market.
REFERENCES:
1. Bone, Elizabeth; Bolkcom, Christopher (2003) Unmanned Aerial Vehicles: Background and Issues for Congress, Report for Congress, Order Code RL31872. Link to: http://www.fas.org/irp/crs/RL31872.pdf on July 13, 2007.
2. Cuntz, H., J. Haag, F. Förster, I. Segev and A. Borst, Robust (2007). Coding of flow-field parameters by axo-axonal gap junctions between fly visual interneurons, PNAS, online first, June 12, 2007 Link to: http://www.physorg.com/news102085519.html AUG 15, 2007.
3. Dickinson, Michael H. (2003). Come fly with me. Engineering and Science, California Institute of Tech. Link to:http://pr.caltech.edu/periodicals/EandS/articles/LXVI3/fly.html. AUG 15, 2007.
4. Estock, J.L., Alexander, A.L, Gildea, K.M., Nash, M., Blueggel, B. (2006). [New technology for assessing fidelity requirements for attaining training objectives] A model-based approach to simulator fidelity and training effectiveness. Proceedings of the 28th Annual Interservice/Industry Training, Simulation and Education Conference, Orlando, FL.
5. Prinzel, Lawrence J., III; Kramer, Lynda J.; Arthur, Jarvis J.; Bailey, Randall E.; [2006]; Multi-Dimensionality of Synthetic Vision Cockpit Displays: Prevention of Controlled-Flight-Into-Terrain; 50th Annual Meeting of the Human Factors and Ergonomics Society, 16-20 Oct. 2006, San Francisco, CA, USA; Link to: http://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/20060053287_2006255400.pdf ; July 13, 2007.
6. Staff and AFP (2006). Police launch eye-in-the-sky drone above LA 12:37 19 June 2006 New Scientist News Service. Link to: http://www.newscientist.com/article/dn9359.html July 13, 2007.
7. Wickens, C. D., Todd, S.,&Seidler, K. (1989, December). Three-dimensional displays: Perception, implementation, and applications (Tech. Rep. No. CSERIAC SOAR 89-001). Wright-Patterson Air Force Base, OH: Crew System Ergonomics Information Analysis Center.
8. Zyga, Lisa (2007) Focus images instantly with Adobe’s computational photography. Physorg. http://www.physorg.com/news111141405.html
KEYWORDS: VSTOL; UAV; Perceptual; Training; Simulation; Brown out
N08-T006 TITLE: Stochastic Characterization of Naval Aircraft Electromagnetic Vulnerability
TECHNOLOGY AREAS: Sensors, Electronics, Battlespace
ACQUISITION PROGRAM: Potential interest across all PEOs/PMAs
OBJECTIVE: Develop computational electromagnetic tools capable of characterizing the electromagnetic fields within Naval aircraft and the associated currents on avionic systems and their interconnecting cables in the operational electromagnetic environment. A key component of this tool is its ability to quantify the results in a stochastic sense in order to facilitate weapon system performance risk assessments.
DESCRIPTION: Naval aircraft come replete with interconnected electronic systems (e.g., communication, radar, and navigation systems). As the operating frequencies broaden and systems become more complex, their proper functioning is increasingly threatened by electromagnetic interference (EMI) from high-power external sources encountered in their operating environments [1-5] as well as internal sources. Because experimental testing of these systems’ electromagnetic compatibility (EMC) in their operational environments comes late in the acquisition process, simulation tools are needed to gauge their system level immunity to EMI [6] as early as possible in the program in order to minimize acquisition cost and timeline. For such simulation tools to be useful, they have to be capable of accounting for the complexities encountered with this problem. This includes computing the fields within Naval aircraft cockpits, cabins and equipment bays as well as currents on objects such as avionic systems and the cables that interconnect them. Computations must be done over a broad frequency range representative of the operational electromagnetic environments and a nearly infinite number of source geometries fields on and within these complex structures. Computations should consider the presence of (imperfectly shielded) coaxial cables as they present additional coupling paths for noise to propagate to sensitive circuitry [7-9].
In reality, the complexity of both the physical structures and the variability of the electromagnetic sources are the source of significant uncertainty. First, the source may be a variety of shipboard radar or communication systems illuminating the aircraft either on the flight deck or as it operates in close proximity to the ship. The aircraft may be in nearly countless number of locations and orientations relative to the source antenna. Second the physical structure of the cockpit and cabin are not constant. The presence of cargo as well as the aircrew can significantly alter the field within the aircraft. New computational technologies that permit the characterization of EMC/EMI phenomena in complex systems while accounting for their stochastic nature and uncertainties in their composition and input-output characteristics are needed.
PHASE I: Develop a detailed description of the scope of the electromagnetic vulnerability problem and determine the feasibility of computational electromagnetic tools employed to stochastically characterize the fields within cockpits, cabins and equipment bays of Naval aircraft. Assess the required fidelity aircraft geometry models in order to adequately characterize the fields and currents in a statistical sense. Initially, emphasis should be limited to source frequencies below 2 GHz but ultimately addressing problems through 17 GHz. Proposed methods should be justified by both theoretical and experimental analysis.
PHASE II: Develop, demonstrate and refine a prototype computational electromagnetic and stochastic inference tool capable of assessing Naval aircraft electromagnetic vulnerability. The tools are to focus on system level analysis and should be robust in the face of geometry model fidelity variability. Usability is a key performance parameter. The performance of these tools is to be assessed through both experimental and theoretical methods.
PHASE III: Develop a commercial application suitable for use in evaluating a wide variety of commercial and military systems.
PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The technology developed under this topic has direct utility to a wide variety of commercial and military electronic EMC and EMI problems.
REFERENCES:
1. L. O. Hoeft, J. S. Hofstra, and R. Karaskiewicz, "Electromagnetic coupling through a row of aircraft windows for frequencies less than 100 MHz," presented at IEEE Int. Symp. EMC, 1993.
2. S. Guttowski, S. Weber, E. Hoene, W. John, and H. Reichl, "EMC issues in cars with electric drives," presented at IEEE Int. Symp. EMC, 2003.
3. E. S. Siah, J. L. Volakis, D. Pavlidis, and V. V. Liepa, "Electromagnetic analysis of plane wave illumination effects onto passive and active circuit topologies," IEEE Antennas Wireless Propagat. Lett., vol. 2, pp. 230-233, 2003.
4. S. Frei, R. G. Jobava, and D. Topchishvili, "Complex approaches for the calculation of EMC problems of large systems," presented at IEEE Int. Symp. EMC, 2004.
5. R. Neumayer, A. Stelzer, F. Haslinger, J. Held, F. Schinco, and R. Weigel, "Continuous simulation of system-level automotive EMC problems," presented at IEEE Int. Symp. EMC, 2003.
6. D. J. Riley, N. W. Riley, W. T. Clark, H. D. Aguila, and R. Kipp, "Electromagnetic coupling and interference predictions using the frequency-domain physical optics method and the time-domain finite-element method," presented at EEE Antennas Propagat S. Int. Symp., 2004.
7. F. Broydé and E. Clavelier, "Comparison of coupling mechanisms on multiconductor cables," IEEE Trans. Electromagn. Compat., vol. 35, pp. 409-416, 1993.
8. S. H. Helmers, H.-F. Harms, and K.-H. Gonschorek, "Analyzing electromagnetic pulse coupling by combining TLT, MoM, and GTD/UTP," IEEE Trans. Electromagn. Compat., vol. 41, pp. 431-435, 1999.
9. M. Feliziani and M. D.'Amore, "EMP coupling to multiconductor shielded cables," presented at IEEE Int. Symp. EMC, Japan, 1989.
KEYWORDS: Electromagnetic Interference; Electromagnetic Vulnerability; Statistical Electromagnetics; Electromagnetic Cavity; Radio Frequency Interference
N08-T007 TITLE: Photonic Switched True Time Delay (TTD) Beam Forming Network
TECHNOLOGY AREAS: Sensors, Electronics, Battlespace
ACQUISITION PROGRAM: PMA-290, PEO(T), PEO(W), PMA-231, PMA-265
OBJECTIVE: Develop innovative large tunable time delay technology in microwave domain radar and communication systems using advanced fiber-optic true time delay (TTD) beam forming networks.
DESCRIPTION: Photonics and microwave technologies offer new opportunities for accurately controlling thousands of array elements as well as the wide bandwidth of shared aperture antennas. Photonics technologies are providing an interconnect solution for future airborne phased array radar antennas where bandwidth, EMI immunity, size and weight requirements are becoming increasingly difficult, if not impossible, to meet using conventional electrical interconnect methods.
Phased array antennas offer many advantages including no physical movement, accurate beam pointing, increased scan flexibility in two dimensions, precise phased array element amplitude and phase, low sidelobes, and reduced power consumption and weight. The implementation of large tunable time delays in the microwave domain is quite complex, resulting in bulky and heavy beamforming networks. The use of optics has been proposed to alleviate these problems in the microwave domain since fiber-optics offer low weight, immunity to electromagnetic interference, and true time delay (TTD) capability. However, the attenuating effects of optical solutions have made TTD solutions impractical to implement.
Recent commercial and DARPA supported efforts are developing low loss photonic switches for the telecommunications and military market. A new approach to optical switching using 3D micro electrical mechanical systems (MEMS) integrated on silicon VLSI chip is making this possible. Photonic switched true time delay (TTD) beam forming networks are needed to control the myriad of array elements while handling the broad bandwidth required of a shared antenna. Efficient elemental vector summation (in the receive mode) or distribution (in the transmit mode) must be obtained independent of frequency and angle. Proposed TTD solutions must demonstrate several bit accuracy which supports >1000 antenna elements within a minimal volume (<0.1 m3), require less than 100 W of power, and exhibit environmental ruggedness over an approximate -40 to 100°C range. TTD beamforming systems have recently been demonstrated using wavelength-division multiplexing (WDM) fiber-optics, photolithographically defined ultra-low-loss polymeric waveguides and wavelength tunable optical modules (OPLL), among others. This system should be able to operate at much higher frequencies with a reduced cost compared to existing systems.
PHASE I: Determine the feasibility of a true time delay (TTD) technology scalable to thousands of elements and capable of multi-beam formation. Take into account bandwidth, precise phased array element amplitude and phase, ease of packaging, package size and power, and environmental ruggedness over the –40 to 100°C temperature range. Include error detection and correction technology as needed.
PHASE II: Develop and fabricate a packaged testbed to demonstrate a true time delay (TTD) unit meeting the specifications above. Include aircraft representative fiber optic cable plant interconnect technology into the characterization testbed.
PHASE III: Transition the True Time Delay (TTD) Beam Forming Network for use in next generation phased array radar and electronic warfare systems.
PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The research under this program could extend beyond military radar systems to commercial radar systems and networks. Further, the effort here to reduce the size and weight even gives a competitive advantage in the commercial telecommunications marketplace.
REFERENCES:
1. Foshee, J., Colegrove, Y. Tang, Z. Shi, X. Zhang, and S. Tang, "Switched optical polymeric waveguide true-time-delay lines for wideband photonics phased array antennas," Proc. SPIE 5356, p. 65–73, 2004.
2. Howard R. Rideout, Joe S. Seregelyi, and Jianping Yao, “A True Time Delay Beamforming System Incorporating a Wavelength Tunable Optical Phase-Lock Loop,” Journal of Lightwave Technology, Vol. 25, Issue 7, p. 1761-1770, 2007.
3. Howley, B., Wang, X., Chen, M. and Chen, R. “Reconfigurable Delay Time Polymer Planar Lightwave Circuit for an X-band Phased-Array Antenna Demonstration,” Journal of Lightwave Technology, Vol. 25, Issue 3, pp. 883-890.
KEYWORDS: True Time Delay (TTD); Beam Forming Network; Shared Aperture Antennas; Next Generation Phased Array Radar; Electronic Warfare Systems; Fiber Optics
N08-T008 TITLE: Viscous Modeling for Automated Flow Simulation
TECHNOLOGY AREAS: Air Platform, Sensors, Weapons
ACQUISITION PROGRAM: PMA-201, PMA-242, PMA-259
OBJECTIVE: Develop and demonstrate viscous modeling methodologies and algorithms applicable to Cartesian-based flow solvers that provide a high degree of automation and adaptive accuracy.
DESCRIPTION: Computational Fluid Dynamics (CFD) tools have become common components of aerodynamic design and development programs. Their usefulness, accuracy and applicability have been repeatedly demonstrated. However, due to significant time, labor and computer resources required for the generation of an aerodynamic database using general CFD methods it is commonplace to employ reduced order aerodynamic prediction tools such as linear potential methods or empirically based engineering tools extensively during a design process. Independent efforts within the Navy, NASA and academia over the last decade have produced tools that are able to provide rapid analytical results for complex vehicle geometries but these tools are limited to inviscid modeling. In the weapons development environment, inviscid modeling tools are of very limited usefulness and a general viscous capability is a requirement.
The focus of this STTR is to generate methodologies and algorithms that will allow viscous modeling capabilities within a Cartesian-based solver. The data structure of Cartesian-based flow solvers contains several features that make them amenable to CFD modeling. First, mesh generation is largely automated with few user parameters. Secondly, octree data structures enable adaptation to flow features by splitting or combining cells. Other features include uniform accuracy, low memory requirements, and the ability to model arbitrarily complex geometries, however, the octree data structure is not well suited for viscous modeling. The goal will be to implement a framework for viscous terms that will couple with existing technology for inviscid flow modeling and will provide a means by which common turbulence models can be easily incorporated into the solver. Innovative methodologies must be applicable to arbitrarily complex static geometrical configurations, address subsonic through high supersonic flow/vehicle speeds, provide for a high degree of automation, and impart the capability for solution based adaptation of viscous-dominated flow regions. The proposed framework should be able to support algebraic, one-equation and two-equation turbulence models as well as laminar flow. Resulting algorithms should be validated by comparing results against a selected set of benchmark experimental or computational cases that are generally applicable to external air vehicle flows. Demonstration of internal flow modeling validation cases applicable to air vehicle flowpath simulation may also be considered.
PHASE I: Develop and demonstrate conceptual methodologies. Efforts may assume that existing technology available for octree-based CFD methods is sufficient for inviscid simulation. Methodologies will be evaluated upon the following criteria; ease of implementation, numerical accuracy, resource requirements (CPU time, memory), generality and robustness when applied to arbitrarily complex geometries.
PHASE II: Develop, implement and demonstrate prototype algorithms based on Phase I research. Fully document the algorithmic formulations and validation data.
PHASE III: Work with the government to integrate the algorithms into a general capability that can be used to support Navy weapons development, acquisition and integration programs. This general capability may be used to generate aerodynamic databases for isolated weapons, generate aerodynamic heating rates for high-speed vehicles, assess flowpath performance for air-breathing vehicles and assess loads on weapons in carriage configurations. A Phase III effort may involve discussions and presentations across DoD to demonstrate the new capabilities.
PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Computational Fluid Dynamics (CFD) analysis has become quite popular within the private-sector due to affordable large-scale computer systems and demonstrated results across several disciplines. Industries currently making use of CFD technology include, medical research, chemical processing, automobile design, marine design and of course, air-vehicle design which today extends from large aircraft manufactures to small businesses designing and selling unmanned air systems (UAS). All of these industries are possible users of the technology developed under this STTR. Several possibilities exist for transition including direct engagement with contractors supporting DoD acquisition programs, performing research in support of government air vehicle technology development programs, or using resulting program documentation to construct or tailor an application to provide demonstrated analytical capability.
REFERENCES:
1. "A Quadtree-Based Adaptively-Refined Cartesian-Grid Algorithm for Solution of the Euler Equations.", De Zeeuw, Darren L., PhD dissertation, University of Michigan 1993.
2. "An Embedded Boundary Cartesian Grid Scheme for Viscous Flows using a New Viscous Wall Boundary Condition Treatment", AIAA 2004–0581, David D. Marshall and Stephen M. Ruffin School of Aerospace Engineering, Georgia Institute of Technology.
3. "Automated parameter studies using a Cartesian method." Murman, S.M., Aftosmis, M.J., and Nemec, M., AIAA Paper 2004-5076 , Aug. 2004.
KEYWORDS: CFD; Viscous; Turbulence; Cartesian; Adaptive; Modeling
N08-T009 TITLE: Multi-Channel Dense Wavelength Division Multiplexed (DWDM) 10 Gbps Optical Transmitter
TECHNOLOGY AREAS: Sensors, Electronics, Battlespace
ACQUISITION PROGRAM: PMA-290, PEO(T), PEO(A), JSF, PMA-265, PMA-209
OBJECTIVE: Design, develop, and demonstrate a packaged tunable multi-channel Dense Wavelength Division Multiplexed (DWDM) 10Gbps optical transmitter for use in MIL-AERO fiber optic local area networks.
DESCRIPTION: When applying DWDM networks to military subsystems there is a need for selective flexibility in the amount of bandwidth that can be allocated during specific phases of a particular platform’s mission. Also, there is a need to quickly reconfigure the interconnect structure to accommodate a variety of different type of missions and mission payloads. DWDM networks offer the potential of very high bandwidths, low weight, immunity to electromagnetic interference (EMI), and adaptability. In order to effectively implement a DWDM network, a family of building block interface components is necessary.
Innovative designs are sought to develop a multi-channel transmitter for high performance sensor applications that can operate at various optical wavelengths to provide the necessary aggregate bandwidth. Successful development would result in a significant reduction in the amount of electronic module board space and elimination of complicated optical fiber cabling harnesses. Also, the need for external optical couplers would be greatly reduced, thereby minimizing packaging complexity and DWDM network optical power budget loss. The availability of a single packaged multi-channel optical transmitter would enable severely space constrained sensor applications to transmit large amounts of information efficiently via a single DWDM network connection. The ability to put this raw sensor information onto a DWDM network would allow critical processing to be performed remotely without the need for data reduction. This would also relieve the burden of co-locating the processors with the sensors.
The requirements for this multi-channel transmitter are as follows:
1. Size: 40mm x 20 mm x 5 mm (height)
2. Power: 1W/channel
3. Environmental: -40ºC to +100ºC; 6grms
4. Performance: 10 Gbps/channel
5. Wavelength range (tunable channels): 1550 nm C-Band ITU Grid (32-40)
6. Number of simultaneous transmit channels: 8
7. Output power: 10 mW/channel
8. Output fiber: Single Mode Fiber (Mode Field Diameter: 5-10 um)
9. On/Off speed: 1 usec
10. Built In Test (BIT) Capability: Yes
11. Removable pigtail: Yes
PHASE I: Determine the feasibility of developing a multi-channel DWDM transmitter chip and package design that operates between 2.5 Gb/s and 10 Gb/s and can select a minimum of two (2) simultaneous channels. Analyze and model design alternatives for a multi-channel transmitter with built-in test capability. Take into account launched optical power, wavelength stability, wavelength selectivity, coupling efficiency, aircraft link fault detection and isolation, ease of packaging, package size and power, and environmental ruggedness over the –40 to 100 ºC temperature range.
PHASE II: Develop and test a prototype packaged multi-channel DWDM transmitter device capable of operating in an avionics representative, 9 micron mode field diameter single-mode, fiber optic cable plant environment (i.e., –40 to +100 ºC ambient operational temperature range, 100 meter long transmission distance). Characterize the packaged multi-channel DWDM transmitter (minimum of two channels with a development path for expanding it to four channels) device over the full ambient temperature range. Include aircraft representative fiber optic cable plant interconnect technology in the testbed.
PHASE III: Design, build and test an engineering model multi-channel DWDM transmitter (minimum of four channels) for use in next generation avionics WDM network evaluation test-beds.
PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Private sector applications include computer and telecommunication networks incorporating fiber optic interconnects.
REFERENCES:
1. M.W. Beranek and A.R. Avak, “Improving avionics fiber optic network reliability and maintainability via built-in test,” IEEE/AIAA 25th Digital Avionics System Conference proceedings, 2006.
2. M.W. Beranek, A.R. Avak and R.L. Van Deven, “Military digital avionics fiber optic network design for maintainability and supportability,” IEEE Aerospace and Electronic Society Systems (AESS) magazine, vol. 21, no. 9, pp. 18-24, 2006.
3. A.S. Glista, Jr. and M.W. Beranek, “Wavelength division multiplexed (WDM) optical technology solutions for next generation aerospace platforms,” IEEE/AIAA 22nd Digital Avionics Systems Conference proceedings, 2003.
4. M.W. Beranek, “Fiber optic interconnect and optoelectronic packaging challenges for future generation avionics,” Proceedings of SPIE, Vol. 6478, pp. 647809-1 to 647809-18, 2007.
KEYWORDS: Multi-channel Transmitter; Tunable Laser Transmitter; Wavelength Division Multiplexing; Fiber Optics; Packaging; Built-In Test
N08-T010 TITLE: Innovative Approaches to the Development of Corrosion Resistant Aircraft Alloys
TECHNOLOGY AREAS: Air Platform, Materials/Processes
ACQUISITION PROGRAM: Joint Strike Fighter and PMA-275
OBJECTIVE: Develop analytical methodologies to promote the modeling and design of corrosion resistant alloys.
DESCRIPTION: The selection and engineering of materials for Navy and Marine Corps aircraft is driven by the unique maritime operational requirements and harsh corrosive environment in which the aircraft operate. These carrier-based aircraft operate in the most severe natural corrosive environment on the planet. The overall cost of corrosion for the Department of Defense is between ten and twenty billion dollars per year, with an estimated cost of 4.4 billion dollars to the Navy alone. Within the Navy, the effects of corrosion on Naval aviation are overwhelming. Over 100 million work hours and nearly a billion dollars were spent by NAVAIR from 1994 to 2004 on corrosion related problems. In addition to financial impacts, corrosion also affects safety and military capability. As our aircraft and weapon system alloys degrade, the operational readiness and number of aircraft available for tasking diminish, coupled with drastic increases in maintenance costs. Previous efforts have addressed materials protection and maintenance. Advanced paints, sealants, and corrosion prevention compounds have been employed in order to mitigate the effects of corrosion; however, they do not address the root cause: it’s the alloy that corrodes. With ongoing materials by design research efforts, alloy design methodologies are now possible. To ensure a fully capable fleet there is a need to develop highly corrosion resistant aircraft alloys.
PHASE I: Develop a methodology to enable the multi-scale computational modeling and simulation of aircraft alloys for the purpose of designing corrosion resistant materials. Demonstrate feasibility of the approach by providing a mechanistic understanding of the fundamental physical and chemical interactions of the alloy and its environment.
PHASE II: Fully develop the methodology into a prototype analysis tool. Design a corrosion resistant alloy for a representative aircraft component. Produce a sufficient quantity of the material and perform testing to verify the expected performance. Develop a test plan to fully qualify the new alloy.
PHASE III: Perform the required testing to develop the material allowables database required for transition into a military platform. Transition the technology for the development of corrosion resistant materials to other applications.
PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The developed technology will enable the design of exploratory alloy systems that are compatible with scaleable manufacturing process. This will provide transition opportunities for these alloys to both commercial as well as military aircraft and other applications requiring corrosion resistance.
REFERENCES:
1. Corrosion-Resistant Alloys for Naval Aviation, W. E. Frazier, Advanced materials & processes, Mar. 2007, P21.
2. The shipboard exposure testing of aircraft materials, E. Tankins, J. Kozol and E. W. Lee, JOM, Sep. 1995, P40.
3. November 8-9 2006, NAVAIR conducted government-industry workshop on the development of corrosion resistant alloys.
KEYWORDS: Corrosion; Mechanical Properties; Alloy Modeling; Microstructure; Corrosion Modeling; Navy Environment
N08-T011 TITLE: Preventing Simulator Sickness of Onboard Flight Simulators
TECHNOLOGY AREAS: Air Platform, Human Systems
ACQUISITION PROGRAM: PMA-205
OBJECTIVE: Develop innovative solutions, usage guidelines, or training tools in order to minimize the adverse impacts of onboard flight simulators on training and flight performance.
DESCRIPTION: Flight simulators play a key role in pilot training and establishing and maintaining readiness for Naval aviation. This role is expanding as simulator capability continues to increase and can strongly supplement actual flight, in some cases provide training credit for specific flight events, and deliver mission rehearsal capabilities for deployed aviation. However, problems with simulator sickness are expected to encumber inclusion as a viable forward deployed training component. The causes of these negative effects have long been understood, but remain one of the largest impediments to successfully integrating flight simulation systems onboard ships. Utilizing flight simulators on-ship introduces the additional complication of potentially short lag times between simulation and actual flight. Without simulator sickness remediation, emerging portable flight simulation mission rehearsal systems may impair actual mission performance.
Research suggests that issues such as transport delay/latency, refresh rates, field of view, vestibular-ocular uncoupling are at the heart of simulation sickness and cyber-sickness. These studies have presented some potential mitigation and prevention techniques. Innovative solutions, usage guidelines, or training tools are sought to prevent simulator sickness. Possible solutions include but are not limited to are visual entrainment, visual backgrounds, predictive algorithms for latency reduction, structured exposures, as well as gaining greater insights into understanding individual differences to sickness susceptibility and concepts such as field blanking.
PHASE I: Identify candidate usage guidelines/tools/methodologies to minimize simulator/cyber-sickness and demonstrate proof of concept. Conduct an analysis of current impact of ship-based simulator/cyber-sickness and predicted value of mitigation.
PHASE II: Develop comprehensive systems-based approach combining technical solutions and practical usage guidelines. Design and build prototype device or process based on research conducted during Phase I. Conduct test and evaluation of the prototype device/process on simulated ship-motion base. Produce any necessary manuals for trainers and instructors / operators of the forward deployed simulation devices.
PHASE III: Enhance prototype developed in Phase II and integrate/install in existing flight simulators. Transition the prototype to other flight training organization as well as other relevant training groups.
PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Such systems could also have a dual application for any type of simulator (ground, undersea, surface, etc.). The training system would also have a wide applicability to commercial aviation.
REFERENCES:
1. Brendley, K.W., Muth, E., Cohn, J. and Marti, J. (2003), Reducing Motion Sickness Through Visual Entrainment, Proceedings of Aerospace Medical Association (AsMA), San Antonio, TX.
2. Duh, B., Parker, D. and Furness, T. (2001). An "independent visual background" reduced balance disturbance evoked by visual scene motion: implication for alleviating simulator sickness. In Proceedings of CHI 2001 conference on Human Factors in Computing Systems (ACM CHI 2001), pp. 85-89.
3. Jones, M. B.; Kennedy, R. S.; Stanney, K. (2004). Toward Systematic Control of Cybersickness. Presence: Teleoperators & Virtual Environments, Vol. 13 Issue 5, p589-600.
4. Lin, J., Abi-Rached, H., Kim, D., Parker, D., and Furness, T. (2002). A “natural” independent visual background reduced simulator sickness. Proceedings of the Human Factors and Ergonomics Society 46th Annual Meeting – 2002, pp. 2124-2128.
5. Muth, E. & Lawson, B. (2003). Using Flight Simulators Aboard Ships: Human Side Effects of an Optimal Scenario with Smooth Seas. Aviat Space Environ Med; 74:497-505.
KEYWORDS: Training; Simulation; Sickness; Aviation; Mission-Rehearsal; Onboard Training System
N08-T012 TITLE: Tunable Polarization Insensitive Digital Fiber Optic Wavelength Converter with B