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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KEYWORDS: Laser; Modulator; RF Photonics; Heterogeneous; Integrated; Packaging Questions may also be submitted through DoD SBIR/STTR SITIS website. N151-019 TITLE: Hardware Open Systems Technologies (HOST) Conformant Secure Network Server TECHNOLOGY AREAS: Air Platform ACQUISITION PROGRAM: PMA 209 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, demonstrate, and validate a secure network server, based on the Hardware Open Systems Technologies (HOST) Standard, that can operate in a real time (or near real time) system while minimizing space, weight, power and cooling (SWaP-C). DESCRIPTION: Today's military aviation community has many standards to choose from when developing hardware for government use. Two well recognized examples of these standards are VME and OpenVPX. While these standards provide a general basis from which to develop hardware, they contain enough flexibility that two vendors can build to this standard and produce a product whose components are not portable - meaning that a module from one vendor's product cannot be placed in another vendor's product with the expectation of full function. The Navy is currently maturing a standard, called HOST, whose purpose is to reduce the variability in existing standards (such as VME and OpenVPX) such that the portability of components within the computing architecture is enabled. One common design challenge in open architecture systems is achieving the optimal trade between SWaP-C and latency. The purpose of an open architecture is to generalize hardware module interfaces to ensure that the interface can support hardware components from multiple independent vendors. This generalization may, in some cases, lead to an implementation that is not optimized with respect to latency. In avionics systems that are required to function in real time or near real time, any potential latency generated via an open architecture is a problem. A common way to fix the latency problem is to add additional processing capabilities. However, due to the additional weight and power requirements this solution requires, it is not a viable option for an aircraft implementation. The Navy requires the development of a secure network server that can implement open architecture (i.e. built to the HOST standard). This device must be able to operate in real time (or near real time) without any latency generated from the open architecture design, and without any increase in SWaP-C requirements. This server must be capable of hosting traditionally developed software as well as software developed in accordance with the Future Airborne Capability Environment (FACE) Technical Standard. The server will be used as a surrogate to demonstrate component portability with an existing government HOST conformant computer, as well as to validate the design meets real time (or near real time) latency standards. PHASE I: Design and develop a concept for a HOST conformant open architecture secure network server, that can demonstrate module portability with an existing government HOST conformant computer, as well as operate in a real time (or near real time) system while minimizing SWaP-C. Analyze the SWaP-C and latency expectations for this concept and compare with existing network server implementations (to be agreed upon at project start) to verify the HOST conformant design concept exceeds current non-HOST performance specifications. PHASE II: Based upon the findings from Phase I, build the prototype secure network server and test the device by interfacing and demonstrating modular portability with a Government HOST conformant computer. In addition to demonstrating hardware portability, continue to optimize the critical trade space between SWaP-C and latency for avionics implementation. PHASE III: Transition the prototype secure network server to a production representative network server that meets commercial and Navy avionics flight worthy requirements. PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: This innovation will significantly enhance the capability and flexibility of military and civilian aircraft while enabling additional safety and mission critical systems to be developed, integrated and fielded at a lower cost and reduced developmental cycles. As a system of systems, or distributed application, the HOST Standard will enable the combination of a variety of different system hardware architecture representations. REFERENCES: 1. NAVAIR. (2014). Technical Standard for Future Airborne Capability Environment (FACE), Edition 2.1. Retrieved from https://www2.opengroup.org/ogsys/catalog/c145 2. RAND® Corporation. (2011). Finding Services for an Open Architecture. Retrieved from http://www.rand.org/pubs/monographs/MG1071.html 3. NAVAIR PMA-209. Hardware Open Systems Technology (HOST) Tier 1 standard. (Please visit SITIS to download) 4. NAVAIR PMA-209. Hardware Open Systems Technology (HOST) Tier 2 standard. (Please visit SITIS to download) KEYWORDS: Interoperability; Avionics; Architecture; Mission Systems; FACE; HOST Questions may also be submitted through DoD SBIR/STTR SITIS website. N151-020 TITLE: Command and Control of Multiple Unmanned Air Vehicles in Anti-Access Area- Denial or Highly Limited Communication Bandwidth Environment TECHNOLOGY AREAS: Air Platform, Information Systems, Electronics ACQUISITION PROGRAM: PMA 281 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: Design and develop software that provides the capability to autonomously and dynamically adapt to varying Anti-Access Area-Denial (A2AD) bandwidth-limited environments to ensure the transmission of critical information content for Command and Control (C2) decisions, as well as other mission critical data, in a multiple unmanned vehicle mission environment. DESCRIPTION: Unmanned Aerial Vehicle (UAV) operations require bandwidth that can vary for a variety of reasons, including different mission phases, different geographic locations and attenuation of signals (both intentional and unintentional). To maximize the use of finite resources for C2 and make the systems more resilient, a software-defined tool that monitors behavior and dynamically allocates bandwidth utilization to optimize critical messages in a multiple UAV mission environment is needed. The software tool should be designed to interface with program of record systems, like Automated Digital Network System (ADNS), that can handle the actual routing of digitized C2 information. It is prudent before proceeding to examine current technology regarding this bandwidth-limited operational capability. Many technical references are available that focus on the A2AD bandwidth limitation topic, but a software tool in support of C2 for multiple UAV missions within A2AD or bandwidth limited environment does not currently exist. Current technology often builds upon basic concepts like quality of service and solutions are desired that provide more robustness, flexibility and higher performance. Development should be focused on enabling applications to utilize existing and evolving standards, like Naval Interoperability Profile Standards (NIOPS), for both multiple unmanned vehicle control and mission management. The desired software tool should be able to automatically react to changes in bandwidth by both prioritizing and optimizing the data being transmitted within the operational context of the supported unmanned vehicles. The software should also automatically transmit previously established prioritized information in varying levels of bandwidth restricted environments. Methods could involve reduced frequency of transmission, reducing the type and/or fields of data transmitted, or other techniques that would allow the tool to react to the variability of the limitations and thus maximize available bandwidth. Additionally, the tool should allow the operator the option to override the autonomous dynamic functionality and manually control settings related to throughput or rate of transmission. All user interfaces should be simple and intuitive to reduce operator workload. The software tool is expected to be integrated into the Common Control System (CCS) which is developed and managed by PMA-281, a NAVAIR Program Office responsible for strike planning and mission execution systems. Note that due to the distribution restriction, the NIOPS standards document, titled "Vehicle Management Advanced Command and Control (VM-ADV-C2) Navy Interoperability Profile (NIOP)", will be provided to companies awarded a Phase I contract. PHASE I: Complete initial design and development activities to prove feasibility of a software tool capable of identifying bandwidth limitation and automatically adapting bandwidth allocation in order to transmit critical information for C2, as well as other mission critical information in support of operating multiple unmanned vehicles. PHASE II: Develop a software prototype based on Phase I effort using conceptual techniques and demonstrate in a simulated bandwidth-limited environment. PHASE III: Finalize, operationally test and transition the software tool as a functionality/application within the Unmanned Vehicles CCS. PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: This tool will be suitable for all commercial and government unmanned vehicle applications. Multiple government agencies, not limited to DoD, operate UAVs that can leverage this technology to enable more reliant and flexible communications. Commercial UAVs routinely operate in austere environments with limited bandwidth, or are subject to inadvertent degradation of signals, and will also find multiple applications of this specific technology. REFERENCES: 1. Unmanned Systems Integrated Roadmap, FY2013-2038. Retrieved from http://www.defense.gov/pubs/DOD-USRM-2013.pdf 2. Howard, C. (2013). UAV Command, Control and Communication. Military and Aerospace Electronics, Volume 24(7). Retrieved from http://www.militaryaerospace.com/articles/print/volume-24/issue-7/special-report/uav-command-control-communications.html 3. Stansbury, R. S., Vyas, M. A., & Wilson, T. A. (2009). A Survey of UAS Technologies for Command, Control, and Communication (C3). Journal of Intelligent and Robotic Systems. Volume 54(1-3), 61-78 4. Code 31 Strategic Science and Technology Plan 2012. ONR C4ISR Department Publication. Retrieved from http://www.onr.navy.mil/en/Science-Technology/Departments/~/media/Files/31/Code-31-Strategic-Plan-2012.ashx 5. Navy Information Dominance Roadmap. Retrieved from http://www.defenseinnovationmarketplace.mil/resources/Information_Dominance_Roadmap_March_2013.pdf. Last accessed 03/18/2014. KEYWORDS: Command And Control; Unmanned Vehicles; Anti-Access; Communication; Area-Denial; Bandwidth Limitation Questions may also be submitted through DoD SBIR/STTR SITIS website. N151-021 TITLE: Advanced Modeling and Visualization of Effects for Future Electronic Warfare Systems TECHNOLOGY AREAS: Air Platform, Information Systems ACQUISITION PROGRAM: PMA 234 OBJECTIVE: Develop the capability to model and visualize the complex tactical electronic warfare (EW) environment, including EW effects, threat radars, tactical aircraft, and other tactically-relevant information in support of Airborne Electronic Attack (AEA) mission planning for current and future EW systems, such as the Next Generation Jammer (NGJ). DESCRIPTION: The Navy is interested in novel approaches for modeling and visualizing the complex tactical EW environment. Current capabilities provide a variety of complex threat, jammer, and environment models in addition to highly representative and useful visual approaches. Currently, two-dimensional (2D), and some three-dimensional (3D), visualization environments are available for seeing EW effects within a tactically-relevant threat environment. These capabilities are already part of, or will soon be part of, the AEA Unique Planning Component (UPC) within the Joint Mission Planning System (JMPS) suite of software used for EW mission planning. Methods for expanding the current visualization approaches to support advanced EW capabilities for systems such as NGJ are needed. These advanced capabilities include electronically-steered antennas, advanced waveform generation, utilization of digital radio frequency memory (DRFM) and other advanced targeting approaches. These visualizations should take into account human factors issues, such as screen clutter, density, and ease of use. In complex threat environments, it is easy for the operator to become confused from the large amount of information provided and the manner in which it is drawn and presented. As part of this effort, approaches for “de-cluttering” the display should also be identified to allow for useful, tactical employment of these capabilities. Measurements of operator workload and/or operator situational awareness should be used to demonstrate that these human factors issues have been effectively accounted for (References 1-3). Additional information will be provided by the TPOC to the Phase I awardees. PHASE I: Develop and demonstrate the feasibility of a concept for models and visuals of the complex tactical EW environment that support the needs of current and future Navy EW capabilities. Prepare a development plan which addresses technical risk reduction and provides performance goals and key technical milestones, to be included in the Phase I Final Report. PHASE II: Based on the results of Phase I, develop and demonstrate a prototype that models and visualizes the complex tactical EW environment. Demonstrate performance through evaluation of the prototype system within a wide range of operational scenarios and environments. Measurements of operator workload and/or operator situational awareness should be included in the performance evaluation (References 1 -3). Results of these demonstrations will be used to further refine and expand on the prototype solution set. Prepare a Phase III development plan to transition the technology. PHASE III: Transition the system technology for operational testing and evaluation as an EW mission planning system for both Naval and commercial applications. Naval applications are the JMPS UPC's which employ AEA. Naval certifications and training material development will follow standards already defined for the applicable JMPS UPC's. PRIVATE SECTOR COMMERCIAL POTENTIAL/DUAL-USE APPLICATIONS: Derivatives of this simulation tool could be used by spectrum-regulating agencies, such as the Federal Communications Commission (FCC), to more effectively model interference possibilities among a great variety of competing radio frequency (RF) users. The tool could also be used by commercial industry to design RF systems with reduced interference among competing users. REFERENCES: 1. NASA Task Load Index (TLX), Retrieved from http://humansystems.arc.nasa.gov/groups/tlx/tlxpublications.html 2. Donmez, B., Cummings, M., Graham, H., & Brzezinski, A. (2010). Modified Cooper Harper scales for assessing unmanned vehicle displays. Retrieved from http://hdl.handle.net/1721.1/81763 3. Endsley, M. R. (1988). Situation Awareness Global Assessment Technique (SAGAT). Northrop Aircraft, Hawthorne, CA. In proceeding of: Aerospace and Electronics Conference, 1988. NAECON 1988. Proceedings of the IEEE 1988 National. Retrieved from http://ieeexplore.ieee.org/xpl/login.jsp?tp=&arnumber=195097&url=http%3A%2F%2Fieeexplore.ieee.org%2Fxpls%2Fabs_all.jsp%3Farnumber%3D195097. KEYWORDS: Visualization; Situation Awareness; Digital Radio Frequency Memory (Drfm); Radio Frequency (Rf); Electronic Warfare (EW); Next Generation Jammer (NGJ) Questions may also be submitted through DoD SBIR/STTR SITIS website. N151-022 TITLE: Method for Removal of Airfield Paint Markings and Aircraft Tire Rubber Build-up from Installed AM2 Mat Surfaces TECHNOLOGY AREAS: Materials/Processes ACQUISITION PROGRAM: PMA 251 OBJECTIVE: Develop a minimally-invasive airfield paint marking and aircraft tire rubber build-up removal technology for installed AM2 mat surfaces. DESCRIPTION: Expeditionary Airfields (EAFs) are shore-based aviation support systems that allow military aircraft to be rapidly launched and recovered ashore, independent of local facilities. From the most basic of EAFs, such as a grass landing zone for helicopter operations, to more complex solutions, such as large-scale airfield surfacing systems with airfield lighting and aircraft recovery systems, EAFs provide the means to safely and rapidly deploy and recover aircraft in a wide range of conditions. The major subsystems include Airfield Surfacing Systems, Airfield Lighting and Marking Systems and Aircraft Recovery Systems. These EAF sites are assembled using Airfield Surfacing Systems and AM2 mats in a building block concept. Sheets of AM2 mat are used to form runways, taxiways, parking areas and other areas required for efficient aircraft operations and maintenance. AM2 mats consist of 2-ft by 12-ft and 2-ft by 6-ft aluminum panels that are coated with an epoxy nonskid coating material. Each panel has four interlocking edges that permit easy assembly into rectangular expanses which may be theoretically endless in size and proportions. The AM2 mat was designed to withstand the high wheel-loading imposed by tactical aircraft, including arresting hook impacts and heavy transport aircraft. A significant concern for the EAF Program is the removal of airfield paint markings and aircraft tire rubber build-up from installed AM2 mat surfaces. Airfield paint markings are employed at EAFs and painted onto AM2 mat surfaces. As airfield operations change or AM2 mats are moved to alternate locations, these airfield paint markings are required to be painted over in order to alleviate the potential for distracting presentations to pilots and ground crew. However, in some cases where airfield markings are painted over and invisible to the naked eye, they are still visible by the night vision devices used by all rotary pilots during night operations. The AM2 mat is coated with a nonskid material that provides an aggressive frictional profile for safe aircraft operations. After prolonged periods of aircraft operations, aircraft tire rubber accumulates on the AM2 mat resulting in a corresponding decrease in its frictional profile. Currently, there is no procedure for removing airfield paint markings or accumulated tire rubber. If it is determined that an unacceptable amount of rubber has accumulated on a section of AM2 mat, that section of AM2 mat is simply removed and replaced. An innovative method to remove unwanted airfield paint markings and aircraft tire rubber build-up from installed AM2 mat surfaces without creating a distracting reflective/contrasting image when viewed through night vision devices is needed. This process should have the ability to remove airfield paint markings and aircraft tire rubber build-up with no more than 10% effect on the integrity of the AM2 mat nonskid coating. This should be achievable with an easily maintainable, environmentally friendly, single operator device and should be done while installed on the airfield. This technology can be either mechanical or chemical, but must be of an expeditionary nature and not adversely impact local Environmental Protection Agency (EPA) requirements. The means of airfield paint marking and aircraft tire rubber build-up removal must also not react with the nonskid coating in a way that would degrade the AM2 mat surface friction profile more than 10%. The type of paint currently used to mark the AM2 mat on an EAF conforms to FED-STD-595. The airfield marking paint comes in a variety of colors such as yellow or white and utilizes glass beads for reflectivity. In order to effectively remove airfield paint markings and aircraft tire rubber build-up from AM2 mat surfaces, the material properties and structural specifications of the AM2 mat should be considered. AM2 mat is fabricated from 6061 Aluminum alloy, tempered to the T6 condition. The AM2 mat structure is composed of thirteen hollow cores with integral rib stiffeners. The top skin thickness is approximately 0.14 inches and the bottom skin thickness is approximately 0.125 inches. The AM2 mat is deployed in a few different sizes, mainly consisting of a 2-ft by 6-ft by 1.5-in panel and a 2-ft by 12-ft by 1.5-in panel. In addition, the AM2 mat is painted green and the top skin is coated with an epoxy-based nonskid material approximately 30-mil in thickness. An AM2 mat will be provided as Government Furnished Equipment (GFE) to all Phase I awardees. EAFs can have airfield runway dimensions of 96 ft. wide by 4,000 ft. long or greater, justifying the need for a method that can cover large swaths of airfield quickly and easily. The technology shall be capable of removing airfield paint markings and aircraft tire rubber build-up from 6 to 20 in wide and up to 1 mile long with a single pass. AM2 mat is used in a wide variety of operational conditions ranging from arctic zones, temperate zones, tropical and subtropical zones, and semi-arid and arid zones, thus warranting the need for a method that can be easily and effectively transported and operated in a plethora of climatic conditions. The technology would not only aid in ensuring the safety of the Warfighter, equipment and aircraft, but it would also increase ease-of-use and provide cost reduction opportunities, as well as commercial applications. The ability to remove airfield paint markings and aircraft tire rubber build-up from AM2 mat surfaces would also enable preventive maintenance, allowing problems to be addressed before they escalate and result in costly, damaging effects. PHASE I: Develop a conceptual design for an airfield paint marking and aircraft tire rubber build-up removal process that meets the requirements as stated in the description. Prove the feasibility of such a device through analysis and lab demonstrations. PHASE II: Finalize, build, and demonstrate a prototype with the capability to remove airfield paint markings and aircraft tire rubber build-up from AM2 mat surfaces that would not significantly degrade the AM2 mat surface friction profile. Provide estimates for production cost. PHASE III: Build production units for transition for EAF use. Provide logistics, including operational and maintenance manuals. |