15. 1 Small Business Innovation Research (sbir) Proposal Submission Instructions Revised Closing Date: February 25, 2015, at 6: 00 a m. Et
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2. MIL-DTL-5624V (2013). DETAIL SPECIFICATION: TURBINE FUEL, AVIATION, GRADES JP-4 and JP-5 3. MIL-DTL-5578D (2008). DETAIL SPECIFICATION: TANKS, FUEL, AIRCRAFT, SELF-SEALING. 4. MIL-DTL-27422F (2014). DETAIL SPECIFICATION: TANK, FUEL, CRASH-RESISTANT, BALLISTIC-TOLERANT, AIRCRAFT KEYWORDS: Bladder; Durability; Fuel Cell; Fuel tank; leakage; fuel containment Questions may also be submitted through DoD SBIR/STTR SITIS website. N151-009 TITLE: Novel Isogeometric Analysis Based Automation of High-Fidelity Finite Element Analysis Model Creation from Computer Aided Design TECHNOLOGY AREAS: Air Platform ACQUISITION PROGRAM: PMA 274 OBJECTIVE: Create a novel tool that uses isogeometric analysis techniques to integrate computer aided design (CAD) and finite element modeling (FEM) to increase the efficiency and automation of the development of a high fidelity analysis model of structural assemblies for design and repair optimization. DESCRIPTION: A clear gap exists between the CAD files generated by designers and the analysis suitable geometries used in finite element analysis (FEA) codes. The CAD to FEA and FEA to CAD transition process is inefficient, laborious, and can introduce inaccuracies through the simplification of design features. The ability to automatically create high fidelity analysis models of structural assemblies is not available. Currently, every design iteration requires analytical models to be revised. Furthermore, changing core geometry through repairs drives the need for an updated CAD model. Using one model as the basis for design and analysis significantly reduces the time consuming process of model revision cycles. Isogeometric analysis methods incorporating non-uniform rational B-spline (NURBS) modeling have shown considerable promise in terms of utilizing a single geometric CAD model which can be employed directly as an analysis model. T-spline extensions of NURBS modeling have allowed for local refinement and coarsening of a given model. Furthermore, isogeometric analysis is clearly advantageous in terms of reduced computational time and increased solution accuracy per degree-of-freedom over standard low-order finite element analyses. An isogeometric modeling tool is sought that will increase the automation in the process of creating a high fidelity analysis model from CAD files (e.g. Computer Aided Three-dimensional Interactive Application (CATIA) files) or laser scanned surface digitizations. The analysis model will primarily be used for repair analysis including metallic or composite structures. The process should also facilitate transfer and integration of data amongst both design and analysis regimes. The tool should be applicable to aircraft modeling, structural improvement/development and data integration efforts. Ultimately, this tool should facilitate the integration of design with all required supporting analysis to determine structural integrity (i.e. static strength, fatigue and damage tolerance). PHASE I: Develop and conceptually demonstrate the proposed isogeometric analysis approach to integration of CAD and finite element modeling. Demonstrate feasibility of applying this approach for structural analysis applications on a realistic, complex part and outline approach for further development in Phase II. PHASE II: Develop a prototype tool used to increase automation in the creation of high fidelity analysis models using isogeometric analysis. Demonstrate use of the prototype tool through creation of an analytical model of selected structural components and compare structural response under various Navy approved test conditions to existing data, which will be provided as Government Furnished Information. PHASE III: Implement validated algorithms and processes into an analysis tool that can be used for structural analysis applications. Demonstrate capability to incorporate repairs and structural optimization. Refine the prototype analysis tool into a released version of software. Develop a plan to determine the effectiveness of the software in an operationally relevant environment. Support the Navy with certifying and qualifying the system for Navy use. PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Most designs, modifications and repairs go through several iterations of computer aided design and finite element analysis modeling. The isogeometric analysis technique can be applied on any of these to significantly reduce the time consuming and labor intensive process of model revision cycles with the advantage of increased solution accuracy per degree-of-freedom as compared to standard low-order finite element analyses. REFERENCES: 1. Cottrell, J. A., Thomas J. R. H., & Bazilevs, Y. (2009). Isogeometric Analysis: Toward Integration of CAD and FEA. United Kingdom: John Wiley & Sons. 2. de Borst, R., Crisfield, M. A., Remmers, J. J. C., & Verhoosel, C. V. (2012). Non-linear Finite Element Analysis of Solids and Structures (2nd ed.). United Kingdom: John Wiley & Sons, 2012. 3. Takizawa, K. & Tezduyar, T. E. (2012). Flapping Wing Aerodynamics of an Actual Locust. Bulletin for the International Association of Computational Mechanics Expressions, 32(12), 2-5. 4. Dörfel, M. R., Jüttler, B., & Simeon, B. (2010). Adaptive isogeometric analysis by local h-refinement with T-splines. Computer Methods in Applied Mechanics and Engineering 199(5-8), 264-275. doi:10.1016/j.cma.2008.07.012 KEYWORDS: Computer Aided Design; Modeling; Finite Element; Isogeometric; Structural Analysis; Adaptive Meshing Questions may also be submitted through DoD SBIR/STTR SITIS website. N151-010 TITLE: Development of 7050 T-74 Aluminum Alloy Alternative for use in Additive Manufacturing (AM) Systems TECHNOLOGY AREAS: Air Platform, Materials/Processes OBJECTIVE: Develop and demonstrate a novel aerospace aluminum alloy for use in powder bed, powder fed, or wire fed additive manufacturing (AM) systems, which exhibits comparable performance of conventional 7050 T-74 aluminum alloy. DESCRIPTION: Additive manufacturing has the ability to become game changing in the fabrication of components for use in Naval Aviation with the potential to enhance operational readiness, reduce total ownership cost, and enable parts on demand manufacturing. The technology has progressed over the years (Ref 1-4); however, the acceptance of AM to produce structural components for Navy aircraft applications is still lagging. Many areas require technology development including the formulation of tailored aluminum alloys which can be utilized in the production of aircraft components that exhibit the same mechanical properties of aluminum 7050 T-74 alloys. Aluminum 7050 T-74 alloys underwent extensive development specifically for use in aircraft applications and required years of refinement to meet performance specifications. The development of a similar class of alloys applicable to AM requires knowledge and understanding of the effects of processing parameters on material performance. Innovative aluminum alloys are sought that would be utilized in AM for the production of Navy aircraft components. PHASE I: Develop an innovative aluminum alloy suitable for use in an AM system, which has the potential to meet or exceed the performance of conventional 7050 T-74 alloys. Demonstrate feasibility of the developed alloy by fabricating coupons and generating limited test data, such as static and fatigue properties for comparison. PHASE II: Fully refine the formulation of the aluminum alloy developed under Phase I and demonstrate the suitability of the alloy to be utilized by the fabrication of a small but complex shaped component. Perform limited testing on the component to assess its performance. Initiate the development of a materials properties database including fatigue dependent allowables in support of the qualification of the alloy for AM of Navy aircraft components. PHASE III: Complete the development of the alloy material property database, including B-basis allowables, to fully characterize material performance. Perform validation and verification on the developed alloy ensuring it can be utilized for the production of Navy aircraft components by performing a complete component test program. Transition the developed alloy to appropriate military programs or commercial manufacturing facilities. PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Additive manufacturing (AM) is utilized throughout commercial industry for prototype development and part production. The technology developed would have applicability to the automotive industry and commercial aviation manufacturing firms. REFERENCES: 1. Herderick, E., Additive Manufacturing of Metals: A Review, Proceedings of MS&T_11, (2011). Additive Manufacturing of Metals, Columbus, OH. 2. Metallic Materials Properties Development and Standardization (MMPDS-07), Federal Aviation Administration (April 2012). 3. Metals Handbook Desk Edition, ASM International, 1985. 4. Frazier, W. E., Digital Manufacturing of Metallic Components: Vision and Roadmap. Solid Free Form Fabrication Proceedings. (August 9-11, 2010). University of Texas at Austin, Austin TX, pg.717-732. KEYWORDS: Additive Manufacturing; Aluminum Alloys; aluminum 7050 T-74; Materials Processing; processing parameters; mechanical properties Questions may also be submitted through DoD SBIR/STTR SITIS website. N151-011 TITLE: Compact Deep Vector Sensor Array TECHNOLOGY AREAS: Air Platform, Sensors, Battlespace ACQUISITION PROGRAM: PMA 264 The technology within this topic is restricted under the International Traffic in Arms Regulation (ITAR), 22 CFR Parts 120-130, which controls the export and import of defense-related material and services, including export of sensitive technical data, or the Export Administration Regulation (EAR), 15 CFR Parts 730-774, which controls dual use items. Offerors must disclose any proposed use of foreign nationals (FNs), their country(ies) of origin, the type of visa or work permit possessed, and the statement of work (SOW) tasks intended for accomplishment by the FN(s) in accordance with section 5.4.c.(8) of the solicitation. Offerors are advised foreign nationals proposed to perform on this topic may be restricted due to the technical data under US Export Control Laws. OBJECTIVE: Develop a deep-deployed array of vector sensors for use in an expendable sonobuoy system. DESCRIPTION: Arrays of vector velocity sensors provide major system gains over legacy arrays of omnidirectional hydrophones in bottom moored configurations. For example, gains against ambient noise can be realized, the left-right ambiguity can be eliminated, and sensitivity nulls can be steered towards an interfering source making much quieter targets detectable. Deploying such acoustic sensing systems for use at extremely deep depths close to or on the ocean bottom (below critical depth) in convergent zone type environments has garnered recent interest in the Navy [1-3]. The advent of highly sensitive, compact directional sensors made possible by new transducer materials is a key enabler for this performance enhancement [2]. Recent investigation of the ambient noise structure in the deep ocean [3] suggests that a passive directional sonobuoy system covering the band from 5 to 500 hertz (Hz) would be of interest. A sonobuoy array composed of a combination of omnidirectional and biaxial/triaxial sensors with an electronic noise floor of 40 decibels relative to 1 micropascal per root-hertz (dB/uPa/rtHz) is thought to be well suited for this application, taking into account possible inherent array gains against vertical anisotropic noise. The array design should be able to be deployed and operated at a depth of up to six kilometers. It should achieve nominal gains against noise of 15 dB (threshold) to 20 dB (objective) up to the 300 Hz region (can include gains associated with a combination of operational depth and array gain). The required gain against noise should be measured relative to average noise at shallow water depth, based upon the Ambient Noise Directionality System (ANDES) model [4]. The array should be capable of operating at a voltage of 5.0 volts-Direct Current (VDC) with a maximum current draw of 70 milliamps (mA). The array package must be less than 10 inches in height, no greater than 4.5 inches in diameter, and less than 15 pounds in weight (volume/weight constraint should not include power source). Because of the expendable nature of sonobuoy systems and the potential number of vector sensor elements required to realize effective gains, cost-effectiveness will also play a role in determining an acquisition choice. PHASE I: Develop an initial conceptual design for a small inexpensive velocity sensor array, to include number and type of sensors, sensor spacing, and self-noise remediation (risks, limitations, proposed solutions). Perform modeling and simulation activities to evaluate prospective candidate arrays in realistic noise fields for various sites, sensors and depths. 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 that the over-the-side prototype meets design goals. Provide signal processing needed to demonstrate array performance. Conduct performance predictions, design refinement, and selective hardware maturation for the high-risk components identified in Phase I. PHASE III: Develop a production design of Phase II solution for integration into full sonobuoy system. 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: Use of these sensors has potential applications in seismology, marine mammal detection, and terrorist security systems. REFERENCES: 1. Urick, R. J. (1996). Deep-Sea Paths and Losses: A Summary. In D. Heiberg & J. Davis, Principles of Underwater Sound (3rd ed.) (p. 195). New York: McGraw-Hill Book Company. 2. Holler, R. A., Horbach, A. W., & McEachern, J. F. (2008). The Ears of Air ASW: A History of U.S. Navy Sonobuoys. Warminster: Navmar Applied Sciences Corporation. 3. McEachern, J. F., McConnell, J. A., Jamieson, J., and Trivett, D. (2006). ARAP – Deep Ocean Vector Sensor Research Array. MTS/IEEE OCEANS 2006, 1-5. doi:101.1109/OCEANS.2006.307082 4. Leigh, C. V., & Eller, A. I. (2006). Dynamic Ambient Noise Model Comparison with Point Sur, California, In Situ Data. Seatle, WA: University of Washington Applied Physics Laboratory. Retrieved from: http://www.dtic.mil/get-tr-doc/pdf?AD=ADA452262 5. Shipps, J. C., & Deng, K. (2003). A Miniature Vector Sensor for Line Array Applications. Oceans 2003 Marine Technology and Ocean Science Conference Proceedings, 5, 2367-2370. doi:10.1109/OCEANS.2003.4178284 6. Gaul, R. D.,Knobles, D. P.,Shooter, J. A., &&Wittenborn, A. F. (2007). Ambient Noise Analysis of Deep-Ocean Measurements in the Northeast Pacific. IEEE Journal of Oceanic Engineering, 32(2), 497 – 512. doi:10.1109/JOE.2007.891885 KEYWORDS: Passive; Asw; Sonobuoy; Vector Sensor; Reliable Acoustic Path; Deep Ocean Questions may also be submitted through DoD SBIR/STTR SITIS website. N151-012 TITLE: Innovative Approach to Rapidly Qualify Ti-6Al-4V Metallic Aircraft Parts Manufactured by Additive Manufacturing (AM) Techniques TECHNOLOGY AREAS: Materials/Processes ACQUISITION PROGRAM: PMA 261 OBJECTIVE: Innovative approach to rapidly qualify Ti-6Al-4V metallic aircraft parts manufactured by Additive Manufacturing (AM) techniques DESCRIPTION: Based upon recent advances in AM, techniques are being developed to manufacture parts from metallic alloys currently used on Naval aircraft (Ref 1-3). Parts manufactured by AM are near net shape, with the ultimate goal to be able to use them on aircraft with minimum machining or post processing. Many aircraft parts are built in small production runs when compared to consumer components. AM is well suited to these low volume parts, allowing them to be manufactured without the need to setup and break down production lines, manufactured as they are needed at the point of consumption, thus reducing the number of expensive parts in the supply chain. Ultimately, the digital description of an aircraft component will be stored electronically and downloaded to an AM machine to print the needed part, rather than physically moving the parts around the globe. This quick turnaround will enhance the Navy’s readiness level and reduce costs. AM may also facilitate innovative design and the creation of complex parts that cannot be fabricated by conventional methods. One issue that is currently limiting the utility of AM is the qualification of metal parts manufactured using AM techniques. The material properties of the parts manufactured using AM must be understood and must be repeatable if they are to be used in a safety critical aircraft environment. There is a need to understand how the AM material process variables (i.e. laser power, scanning speed, distance between scanning lines, thickness of deposited layers, energy density, build orientation, cooling rate, powder size and size distribution, later beam width, etc.) impact the microstructure and hence the related mechanical properties of the alloy. The traditional building block approach (Ref 1-3) for material qualification will hinder AM’s widespread use due to its high cost and long timeline. An innovative approach to qualify Ti-6Al-4V metal AM parts for use on Naval aircraft is sought. For example, models may be developed that can dramatically shorten the traditional certification process, or new materials testing processes or methods may be developed to rapidly validate the reliability of metal AM part properties. Other approaches will also be considered. PHASE I: Develop innovative concepts, processing methodologies and tools that contribute to the rapid qualification of Ti-6Al-4V metallic AM parts. The concept may provide a complete qualification technique, may contribute to a step in the qualification process, or may support qualification. PHASE II: Further develop and finalize the concept, processing methodology and tool from Phase I. Demonstrate the concept and show how it contributes to the rapid verification of the material microstructure and mechanical properties of representative Ti-6Al-4V metallic AM parts. PHASE III: Deliver a capability that contributes to the rapid qualification of a broad range of T-6Al-4V metallic AM parts for military aviation and civilian applications. PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: These new approaches can be used to accelerate the FAA certification process as well as the NAVAIR process. Fast qualification will promote a wider acceptance of AM technology within both the military and commercial sector. REFERENCES: 1. Frazier, W., Polakovics, D. & Koegel, W. (March 2001). Qualification of Metallic Materials and Structures for Aerospace Applications, JOM.2. 2. Wang, F. Williams, S. Colegrove, P. and Antonysamy, A.A.,(2013) Microstructure and Mechanical Properties of Wire and Arc Additive Manufactured Ti-6Al-4V, Metall. Trans. A., 44A, p 968–977 3. Vilaro, T., Colin, C. and Bartout, J.D., (2011) AS-fabricated and Heat-Treated Microstructures of the Ti-6Al-4V Alloy Processed by Selective Laser Melting, Metall. Trans. A., 42A, p 3190–3199 KEYWORDS: Additive Manufacturing; Modeling; Metallic; Qualification; Microstructure; Materials Processing Questions may also be submitted through DoD SBIR/STTR SITIS website. N151-013 TITLE: Deep Long Life Passive Sonobuoy Sensor System TECHNOLOGY AREAS: Air Platform, Sensors, Battlespace ACQUISITION PROGRAM: PMA 264 The technology within this topic is restricted under the International Traffic in Arms Regulation (ITAR), 22 CFR Parts 120-130, which controls the export and import of defense-related material and services, including export of sensitive technical data, or the Export Administration Regulation (EAR), 15 CFR Parts 730-774, which controls dual use items. Offerors must disclose any proposed use of foreign nationals (FNs), their country(ies) of origin, the type of visa or work permit possessed, and the statement of work (SOW) tasks intended for accomplishment by the FN(s) in accordance with section 5.4.c.(8) of the solicitation. Offerors are advised foreign nationals proposed to perform on this topic may be restricted due to the technical data under US Export Control Laws. OBJECTIVE: Develop a deep, long life, passive sonobuoy sensor system that can be deployed by aircraft and used for undersea surveillance. DESCRIPTION: The Navy is becoming increasingly interested in deploying acoustic sensing systems below critical depth in the ocean close to or on the ocean bottom in convergent zone type environments [1]. At these depths the ambient noise structure and sound propagation physics are unique [2] and have the potential to be exploited by future undersea surveillance systems. The concept of utilizing deep sonobuoy systems is not new; in the 1970’s there were efforts to place sensors deep in the ocean. Two sonobuoy concepts were considered: an On-the-Bottom (OTB) Directional Frequency Analysis and Recording (DIFAR) and a 14,000 feet Deep Suspended DIFAR (DSD) [3]. Recent investigation of the ambient noise structure in the deep ocean [2] suggests that a passive directional sonobuoy system covering the band from 5 to 500 hertz (Hz) would be of interest. When the sea state is calm and there is little distant shipping, the ambient levels are nominally 40 to 50 decibel (dB) are 1 microPascal^2/Hz [2]. A sonobuoy array composed of a combination of omnidirectional and biaxial sensors with an electronic noise floor of 40 dB/microPascal^2/Hz is thought to be well suited for this application particularly in view of array gains that are possible as a result of the vertical anisotropic noise field. What is desired is an A-size sonobuoy which can be deployed from an aircraft and operate at or close to the ocean bottom (up to 6 km). The sonobuoy will have a minimal operational life of 3 to 14 days and be capable of storing data until commanded to exfiltrate the data to an aircraft or periodically to an over the horizon location. It is expected that In-Buoy Signal Processing (IBSP) will be needed to reduce the data transfer rate and in-buoy data storage. IBSP will, as a minimum, consist of acoustic beamforming (possibly adaptive) and both narrowband and broadband processing. For data exfiltration from the array up to the radio frequency (RF) communication link, consideration should be given to data rates from the array, pressure and temperature variations across depths as well as survivability. It is expected that array design, long life, deep depth survival and data exfiltration will require innovative solutions because of the A-size packaging constraints [4]. The RF communication link should conform to the receive capability of the air platform which is composed of Continuous Phase Gaussian Frequency Shift Keying (CPGFSK) waveform of 320 kilobits per second (kbps) for which 288 kbps can be acoustic data. Note that A-size refers to the standard U.S. Navy Sonobuoy form factor or a right-circular cylinder having a diameter (D), length (L), and maximum weight (W) of D=4.875 inches, L=36 inches, and W=39 pounds. PHASE I: Develop approaches, and perform modeling and simulation activities to evaluate prospective designs associated with the sensor type(s), array, telemetry, packaging, deployment, and self-noise remediation within the overall architecture of an A-size sonobuoy. PHASE II: Conduct performance predictions, design refinement, and selective hardware maturation for the high-risk components identified in Phase I, and develop a prototype sonobuoy. PHASE III: Develop a prototype sonobuoy of the 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: Demonstrate full operational functionality in Navy-supported test scenarios. Transition the developed technology for Fleet use and provide a detailed supportability plan. REFERENCES: 1. Urick, R. J. (1996). Deep-Sea Paths and Losses: A Summary. In D. Heiberg & J. Davis, Principles of Underwater Sound (3rd ed.) (p. 195). New York: McGraw-Hill Book Company. 2. Gaul, R. D., Knobles, D. P., Shooter, J. A., & Wittenborn, A. F. (2007). Ambient Noise Analysis of Deep-Ocean Measurements in the Northeast Pacific. IEEE Journal of Oceanic Engineering, 32(2), 497 – 512. doi:10.1109/JOE.2007.891885 3. Holler, R. A., Horbach, A. W., & McEachern, J. F. (2008). The Ears of Air ASW: A History of U.S. Navy Sonobuoys. Warminster: Navmar Applied Sciences Corporation. 4. McEachern, J. F., McConnell, J. A., Jamieson, J., and Trivett, D. (2006). ARAP – Deep Ocean Vector Sensor Research Array. MTS/IEEE OCEANS 2006, 1-5. doi:101.1109/OCEANS.2006.307082 KEYWORDS: Passive; Asw; Sonobuoy; Vector Sensor; Reliable Acoustic Path; Deep Ocean Questions may also be submitted through DoD SBIR/STTR SITIS website. N151-014 TITLE: Automated Test Program Set Analysis for Maintenance Data Metrics Generation TECHNOLOGY AREAS: Information Systems, Materials/Processes, Electronics ACQUISITION PROGRAM: PMA 260 OBJECTIVE: Develop a novel method for extracting usage metrics from test program set (TPS) source code and automated test equipment (ATE) logs. DESCRIPTION: The Consolidated Automated Support System (CASS) family of testers currently hosts more than 1,500 TPSs in support of the testing and repair of avionics and weapon system units under test, spanning numerous aircraft platforms. Several hundred additional TPSs are also slated for development. This has resulted in a large pool of TPS code and associated data, stored in the Navy's Automatic Test System (ATS) Source Data Repository. This data is viewed as an untapped resource to aid in ATS planning and support. The ability to relate test instrument capabilities to TPS source data and ATS usage data would provide a comprehensive look at how avionics maintenance is performed. Data mining on this comprehensive data set could serve to expose run-time inefficiencies or under- and over-utilized test equipment (or specific capability ranges within a piece of equipment), providing significant benefit to the selection of new ATS components during replacements and upgrades. Broad questions could be answered about ATS component capabilities, including not only the frequency of their use but also the manner. Additionally, such an analysis could identify economic targets of opportunity for the deployment of new and innovative test techniques. Complexities in the execution of TPSs present frequent challenges to the analysis of the data sets. TPS instrument settings can be variable, not hard coded. These variables are often set procedurally but other times via manual input from the ATS user. This product should be capable of assigning TPS variables regardless of their dependencies. Development of such a capability poses a technical challenge that is part test simulation and part data mining/analysis. Once every TPS can be simulated and their results archived, a total envelope of all ATS instrument usage can be generated. PHASE I: Define and develop a concept for the aggregation and analysis of ATE and TPS data. The concept must apply to PMA-260's CASS family of testers (CASS, Reconfigurable Transportable CASS, and electronic CASS [eCASS]) but may provide a complete data metrics generation concept or contribute to a step in the aggregation and mining of such data. PHASE II: Further develop the concept defined in Phase I. Demonstrate the ability to simulate TPSs while storing the values of any variable instrument settings, until such time that a comprehensive set of parameters for each variable are defined. Verify these parameters against log files from actual TPS runs on CASS. PHASE III: Complete testing and transition technology to PMA-260 ATE and TPS development and acquisition support processes or appropriate platforms and users. PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The testing of complex electronic assemblies is not just limited to Navy ATS. The concept product developed through this SBIR would be easily applicable to other Department of Defense (DoD) ATS, with potential further applications to commercial avionics test equipment or non-avionics electronics test in the private sector. REFERENCES: 1. Sparr, C. & Dusch, K. (2010, September). Prioritizing parallel analog re-host candidates through ATLAS source code analysis. Paper presented at the Institute of Electrical and Electronics Engineers Autotestcon Proceedings 2010, Orlando, Florida. doi: 10.1109/AUTEST.2010.5613562 2. United States DoD. (2004). DoD automatic test systems handbook. Retrieved from http://www.acq.osd.mil/ats/DoD_ATS_Handbook_2004.pdf 3. United States Navy. (2002, January). Performance specification test program sets (MIL-PRF-32070 A). Retrieved from http://www.acq.osd.mil/ats/MIL-PRF-32070A.pdf KEYWORDS: Data Mining; ATE; TPS; ATS; metrics; Avionics Maintenance Questions may also be submitted through DoD SBIR/STTR SITIS website. N151-015 TITLE: Minimized Space, Weight and Power Network Architecture Solution TECHNOLOGY AREAS: Air Platform, Information Systems ACQUISITION PROGRAM: PMA 231 OBJECTIVE: Develop a single card/box network solution with minimal Space, Weight, and Power (SWaP) requirements that is compatible with existing aircraft data links architecture and provides data routing, switching, optimization, security, and monitoring. DESCRIPTION: Advanced airborne sensor systems provide highly detailed and accurate data for detection, identification and targeting. This data can be very valuable to distributed platforms that are connected together in Internet Protocol (IP) and other networks. Radar, signals intercepts, imagery, and other electromagnetic data can be highly valuable when shared between multiple platforms simultaneously. Data fusion and data correlation systems can build highly accurate tactical situational awareness when aggregating data from multiple sensors, but data must be aggregated in real-time or near-real-time over airborne networks to enable these systems and contribute to the Integrated Warfighting Capability (IWC) of the Navy. Using multiple network paths increases the availability of real-time communications and can increase the potential throughput or quantity of data that can be shared. Aircraft currently use both satellite and line-of-sight (LOS) links to move data between aircraft and shore and surface platforms. IP networking over multiple paths is a widely used tool for interconnecting platforms. Recent advances in networking technology have enabled IP networks to work more effectively with load balancing over multiple links, dynamic failover, data prioritization, acceleration and optimization. Networking technology has also reduced space, weight, and power requirements with the ability to host multiple functions in a single device. Security controls have seen significant advances in the commercial environment with improved firewall, encryption, and data segregation capabilities. Network protocols have realized advances that can minimize overhead and increase useful throughput. Radio-aware protocols are able to shape traffic more effectively to improve the ability of the network to react to dynamic connections in variable environments. Employment of these advanced networking techniques will contribute to a more secure and flexible networking solution. Develop an advanced networking capability that improves the ability of aircraft to share sensor data over networks with higher throughput, lower latency and increased reliability. The resulting solution should be ruggedized to meet military avionics requirements including: MIL-STD-704F (power), MIL-STD-461F (electromagnetic compatibility), and MIL-STD-810G w/ CHANGE 1 (environmental: temperature, vibration, shock, aircraft carrier catapult launch and arrested landing). The SWaP footprint should be minimized and designed to fit within existing aircraft. Rack mounted hardware, single board computers, and Air Transportable Rack (ATR) chassis components may be considered for the hardware design. Specific hardware configuration will focus on E-2D. Software-based networking solutions may also be considered for this SBIR. Advanced development of software or hardware solutions should include multiple functional areas including routing, switching, optimization, security and monitoring. Combination of these functions into a networking solution that can transition to multiple aircraft installations would be highly desirable to the Navy and enable multiple aircraft or other mobile platforms to share information in a distributed environment. PHASE I: Investigate, analyze and design a robust multi-link networking solution for aircraft utilizing discrete components for routing, switching, optimization, security and monitoring. Conduct a feasibility analysis of various physical footprints and explore the minimal SWaP footprint required to maintain network connectivity with other Navy platforms. Identify Concepts for Operations (CONOPS) that will be impacted by utilization of the system. Conduct a business case analysis of transitioning multiple platforms to the system. PHASE II: Develop, demonstrate and validate a small form-factor prototype that embeds the key networking functions in a single device. Test the prototype in a laboratory simulated operational environment and identify metrics to validate the system’s advantages over legacy network components. PHASE III: Transition final design into an E-2D aircraft. Support the Navy with certifying and qualifying the Minimized SWaP Network Architecture Solution system and develop plans to transition to additional Navy and commercial aircraft. PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Small form factor networking solutions are becoming increasingly important for industries such as software, data-centers, and/or vehicles. This innovation should deliver a low SWaP solution that is applicable to both military and commercial aircraft, land and surface vehicles, and if constructed to minimize power consumption could minimize the support tail and carbon footprint of large networks and data centers. REFERENCES: 1. Shahriar, A.Z.M., Atiquzzaman, M., & Ivancic, W. (2010) Route Optimization in Network Mobility: Solutions, Classification, Comparison, and Future Research Directions. IEEE Communications Surveys & Tutorials, 12(1), 24-38. doi:10.1109/SURV.2010.020110.00087 2. Hart, D. (1997) Satellite Communications. Retrieved July 27, 2104, from http://www.cse.wustl.edu/~jain/cis788-97/ftp/satellite_nets.pdf 3. Shakkottai, S. & Srikant, R. (2007) Network Optimization and Control. Foundations and Trends in Networking, 2(3), 271-379. doi:10.1561/1300000007 4. MIL-STD-704F, “Aircraft Electric Power Characteristics,” 12 March 2004. 5. MIL-STD-461F, “Requirements for the Control of Electromagnetic Interference Characteristics of Subsystems and Equipment,” 10 December 2007. 6. MIL-STD-810G (w/ CHANGE 1), “Environmental Engineering Considerations and Laboratory Tests,” 15 April 2014. KEYWORDS: Optimization; Aircraft; Networking; SWaP; routing; LOS Questions may also be submitted through DoD SBIR/STTR SITIS website. N151-016 TITLE: Direct Replacement Ignition Upgrade for Present and Future Combustors and Augmentors TECHNOLOGY AREAS: Air Platform, Ground/Sea Vehicles ACQUISITION PROGRAM: JSF-Prop OBJECTIVE: Develop an advanced ignition system as a direct “drop-in” replacement for in-service and/or next-generation combustor and afterburner systems. DESCRIPTION: Widely varying operating conditions (e.g., temperature, pressure, fuel/air mixture) as well as emerging alternative fuels, present challenges to ignition of aviation combustion systems used by the DoD. In the augmentor, for example, these conditions can be exacerbated by the presence of vitiated reactants from the combustor section that have lower oxygen content and higher concentrations of carbon dioxide, oxides of nitrogen and water vapor. In addition, if a flameout occurs at high altitude, the temperature and pressure in the combustor and/or augmentor are low, which makes ignition more difficult. The appropriate amount of energy required by the igniter to start the reaction process over a wide range of engine operating conditions varies significantly due to these competing physical processes. Finally, the chemical composition of kerosene-based (e.g., JP-5, JP-8, Jet A, Jet A-1) and alternative fuels have widely varying thermo-physical properties and therefore different ignition characteristics. As a result, many combustion systems have operating envelopes at least partially defined by the ignition limit, i.e., the boundary condition at which the ignition system is unable to provide sustained combustion. Near the limits of the operating envelope (i.e., low temperature, lean fuel/air mixtures, high altitude, and low pressure) a reduction in ignition system or other subsystem performance may lead to slow light or no-light conditions. Increased operating margins provided by the ignition system would compensate for minor subsystem deficiencies, thus reducing unscheduled maintenance that would increase maintenance intervals. This would lead to increased fleet readiness levels, reduced overall maintenance costs, and would potentially increase capabilities available to the Warfighter. Ideally, such a system would be capable of being developed as a direct replacement on existing engines with minimal modification to the current control system, mounting location, electrical buss, or the existing igniter port. Previous testing has shown that simply increasing energy output from fielded ignition concepts yields only small performance benefits with severe durability penalties. The increased performance demands from 5th-generation and 6th-generation engines may heighten the need for increased energy at the combustor and augmentor, thus creating further durability challenges as the environment pushes material limits. Current modeling technology uses simple empirical correlations of lean blowout (LBO) to determine ignition likelihood. Empirical models by King (1957), DeZubay (1950), Ozowa (1970), and Kiel et al. (2011) assume a global extinction parameter based on global conditions. These models imply a relationship between blowout physics and ignition physics that may be unfounded. While much recent work continues to focus on finding solutions through improving ignition models, recent empirical work has shown promise through the investigation of new approaches that address parameters to increase ignition effectiveness. Recent work at Georgia Tech (B.Sforzo. et.al. 2013 and B.Sforzo et.al. 2011) has shown that ignition energy location relative to the cross section of the flow field may be a key factor in ignition effectiveness. By projecting energy beyond what is presently possible with present ignition systems, an ignition solution providing enhanced capabilities without durability penalties may be achievable. An ignition technology which provides an increase in performance/durability, which in turn provides some combination of improved light-off/relight capability that can be implemented as a direct replacement upgrade without modification to the engine, control system, or other subsystems is sought. This ignition system should meet current DoD performance-based specifications (JSSG-2007B). Describe how the proposed ignition system could be an enabling technology allowing further development of 5th-generation and 6th generation engines. This ignition system should also have the ability to dynamically adapt the ignition energy content and location as needed by the engine via direct control of an advanced full authority digital engine control (FADEC) in order to further simultaneously improve the flight envelope while increasing durability/reducing maintenance. Close collaboration with an Original Equipment Manufacturer (OEM) of gas turbine engines and aircraft ignition systems is highly encouraged to ensure successful transition of improved ignition technology following a successful Phase II effort. PHASE I: Design and develop a retrofit or direct replacement of the proposed system concept for naval aviation applications. Detail required test facilities and measurement techniques for system validation. Demonstrate feasibility of ignition capability enhancement of the proposed approach in an appropriate environment. PHASE II: Develop and validate an improved ignition system prototype including igniters, leads, and exciter over the representative range of operating conditions found in legacy, 5th-generation, and 6th-generation combustor and augmentor system for naval aviation applications. Develop a transition plan. PHASE III: Complete development and transition to DoD and commercial gas turbine engine ignition system manufacturer and/or their vendors, including validation and certification testing. PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: The technology has the true potential for dual-use applications by improving ignition systems in legacy, 5th-generation, and 6th-generation military combustor and augmentor systems as well as civil gas turbine engines. It also has the potential for stationary combustion systems used for power generation, furnaces, and boilers. REFERENCES: 1. Ozawa, R. I. (1970). Survey of Basic Data on Flame Stabilization and Propagation for High Speed Combustion Systems. U.S. Air Force AFAPL-TR-70-81. |