· Web viewSchoenbach et al. first applied nsEP to cells using a microscopic parallel plate setup and showed dramatic bioeffects, including nuclear granulation, calcium influx into

AIR FORCE18.1 Small Business Innovation Research (SBIR)

Phase I Proposal Submission Instructions

INTRODUCTION

The Air Force (AF) proposal submission instructions are intended to clarify the Department of Defense (DoD) instructions as they apply to AF requirements. Firms must ensure their proposal meets all requirements of the Broad Agency Announcement currently posted on the DoD website at the time the announcement closes.

The AF Program Manager is Mr. David Shahady. The AF SBIR/STTR Program Office can be contacted at 1-800-222-0336. For general inquiries or problems with the electronic submission, contact the DoD SBIR/STTR Help Desk at [1-800-348-0787] or Help Desk email at [email protected] (9:00 a.m. to 6:00 p.m. ET Monday through Friday). For technical questions about the topics during the pre-announcement period (29 Nov 2017 through 7 Jan 2018), contact the Topic Authors listed for each topic on the Web site. For information on obtaining answers to your technical questions during the formal announcement period (8 Jan 2018 through 7 Feb 2018), go to https://sbir.defensebusiness.org.

General information related to the AF Small Business Program can be found at the AF Small Business website, http://www.airforcesmallbiz.org. The site contains information related to contracting opportunities within the AF, as well as business information, and upcoming outreach/conference events. Other informative sites include those for the Small Business Administration (SBA), www.sba.gov, and the Procurement Technical Assistance Centers, http://www.aptacus.us.org. These centers provide Government contracting assistance and guidance to small businesses, generally at no cost.

PHASE I PROPOSAL SUBMISSIONThe Air Force SBIR/STTR Program Office has instituted new requirements in an initiative to combat fraud in the SBIR/STTR program. As a result, each Small Business is required to visit the AF SBIR Program website and read through the "Compliance with Small Business Innovation Research (SBIR) and Small Business Technology Transfer (STTR) Program Rules” training located at: http://www.afsbirsttr.af.mil/Program/Phase-I-and-II/. The Certificate of Training Completion MUST be signed by an official of your company and is required prior to contract award. It is recommended that the Certificate be submitted with your proposal. The Certificate is located at the end of the training presentation and/or pg. AF-7 of this document. To submit the Certificate with the proposal, attach and upload this document to the back of your technical volume. This form will not count against the 20-page limitation. Read the DoD program announcement at https://sbir.defensebusiness.org/ for program requirements . When you prepare your proposal, keep in mind that Phase I should address the feasibility of a solution to the topic. For the AF, the contract period of performance for Phase I shall be nine (9) months, and the award shall not exceed $150,000. We will accept only one Cost Volume per Topic Proposal and it must address the entire nine-month contract period of performance.

The Phase I award winners must accomplish the majority of their primary research during the first six months of the contract with the additional three months of effort to be used for generating final reports. Each AF organization may request Phase II proposals prior to the completion of the first six months of the contract based upon an evaluation of the contractor’s technical progress and review by the AF technical point of contact utilizing the criteria in section 6.0 of the DoD announcement. The last three months of

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http://www.afsbirsttr.af.mil/Program/Phase-I-and-II/

https://sbir.defensebusiness.org/

mailto:[email protected]

the nine-month Phase I contract will provide project continuity for all Phase II award winners so no modification to the Phase I contract should be necessary.

Limitations on Length of Proposal

The Phase I Technical Volume has a 20-page-limit (excluding the Cover Sheet, Cost Volume, Cost Volume Itemized Listing (a-j), Company Commercialization Report, and Certificate of Training Completion Form). The Technical Volume must be in no type smaller than 10-point on standard 8-1/2" x 11" paper with one (1) inch margins. Only the Technical Volume and any enclosures or attachments count toward the 20-page limit. In the interest of equity, pages in excess of the 20-page limitation will not be considered for review or award.

Phase I Proposal Format

Proposal Cover Sheet: If your proposal is selected for award, the technical abstract and discussion of anticipated benefits will be publicly released on the Internet; therefore, do not include proprietary information in these sections.

Technical Volume: The Technical Volume should include all graphics and attachments but should not include the Cover Sheet or Company Commercialization Report as these items are completed separately. Most proposals will be printed out on black and white printers so make sure all graphics are distinguishable in black and white. To verify that your proposal has been received, click on the “Check Upload” icon to view your proposal. Typically, your uploaded file will be virus checked. If your proposal does not appear after an hour, please contact the DoD SBIR/STTR Help Desk at [1-800-348-0787] or Help Desk email at [email protected] (9:00 am to 6:00 pm ET Monday through Friday).

Key Personnel: Identify in the Technical Volume all key personnel who will be involved in this project; include information on directly related education, experience, and citizenship. A technical resume of the principle investigator, including a list of publications, if any, must be part of that information. Concise technical resumes for subcontractors and consultants, if any, are also useful. You must identify all U.S. permanent residents to be involved in the project as direct employees, subcontractors, or consultants. You must also identify all non-U.S. citizens expected to be involved in the project as direct employees, subcontractors, or consultants. For all non-U.S. citizens, in addition to technical resumes, please provide countries of origin, the type of visa or work permit under which they are performing and an explanation of their anticipated level of involvement on this project, as appropriate. You may be asked to provide additional information during negotiations in order to verify the foreign citizen’s eligibility to participate on a contract issued as a result of this announcement.

Phase I Work Plan Outline

NOTE: THE AF USES THE WORK PLAN OUTLINE AS THE INITIAL DRAFT OF THE PHASE I STATEMENT OF WORK (SOW). THEREFORE, DO NOT INCLUDE PROPRIETARY INFORMATION IN THE WORK PLAN OUTLINE. TO DO SO WILL NECESSITATE A REQUEST FOR REVISION AND MAY DELAY CONTRACT AWARD.

At the beginning of your proposal work plan section, include an outline of the work plan in the following format:

Scope: List the major requirements and specifications of the effort.

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Task Outline: Provide a brief outline of the work to be accomplished over the span of the Phase I effort.Milestone ScheduleDeliverablesKickoff meeting within 30 days of contract startProgress reportsTechnical review within 6 monthsFinal report with SF 298

Cost Volume

Cost Volume information should be provided by completing the on-line Cost Volume form and including the Cost Volume Itemized Listing specified below. The Cost Volume detail must be adequate to enable Air Force personnel to determine the purpose, necessity and reasonability of each cost element. Provide sufficient information (a-j below) on how funds will be used if the contract is awarded. The on-line Cost Volume and Itemized Cost Volume Information will not count against the 20-page limit. The itemized listing may be placed in the “Explanatory Material” section of the on-line Cost Volume form (if enough room), or as the last page(s) of the Technical Volume Upload. (Note: Only one file can be uploaded to the DoD Submission Site). Ensure that this file includes your complete Technical Volume and the information below.

a. Special Tooling and Test Equipment and Material: The inclusion of equipment and materials will be carefully reviewed relative to need and appropriateness of the work proposed. The purchase of special tooling and test equipment must, in the opinion of the Contracting Officer, be advantageous to the Government and relate directly to the specific effort. They may include such items as innovative instrumentation and/or automatic test equipment.

b. Direct Cost Materials: Justify costs for materials, parts, and supplies with an itemized list containing types, quantities, and price and where appropriate, purposes.

c. Other Direct Costs: This category of costs includes specialized services such as machining or milling, special testing or analysis, costs incurred in obtaining temporary use of specialized equipment. Proposals, which include leased hardware, must provide an adequate lease vs. purchase justification or rational.

d. Direct Labor: Identify key personnel by name if possible or by labor category if specific names are not available. The number of hours, labor overhead and/or fringe benefits and actual hourly rates for each individual are also necessary.

e. Travel: Travel costs must relate to the needs of the project. Break out travel cost by trip, with the number of travelers, airfare, per diem, lodging, etc. The number of trips required, as well as the destination and purpose of each trip should be reflected. Recommend budgeting at least one (1) trip to the Air Force location managing the contract.

f. Cost Sharing: If proposing cost share arrangements, please note each Phase I contract total value may not exceed $150K total, while Phase II contracts shall have an initial Not to Exceed value of $750K. Please note that cost share contracts do not allow fees. NOTE: Subcontract arrangements involving provision of Independent Research and Development (IR&D) support are prohibited in accordance with Under Secretary of Defense (USD) memorandum “Contractor Cost Share”, dated 16 May 2001, as implemented by SAF/AQ memorandum, same title, dated 11 July 2001.

g. Subcontracts: Involvement of university or other consultants in the planning and/or research stages of the project may be appropriate. If the offeror intends such involvement, describe in detail and include

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information in the Cost Volume. The proposed total of all consultant fees, facility leases or usage fees, and other subcontract or purchase agreements may not exceed one-third of the total contract price or cost, unless otherwise approved in writing by the Contracting Officer. Support subcontract costs with copies of the subcontract agreements. The supporting agreement documents must adequately describe the work to be performed. At a minimum, an offeror must include a Statement of Work (SOW) with a corresponding detailed Cost Volume for each planned subcontract.

h. Consultants: Provide a separate agreement letter for each consultant. The letter should briefly state what service or assistance will be provided, the number of hours required and hourly rate.

i. Any exceptions to the model Phase I purchase order (P.O.) found at https://afsbirsttr.usaf.afpims.mil/Program/Overview/ should be included in your cost proposal. Full text for the clauses included in the P.O. may be found at http://farsite.hill.af.mil.

NOTE: If no exceptions are taken to an offeror’s proposal, the Government may award a contract without discussions (except clarifications as described in FAR 15.306(a)). Therefore, the offeror’s initial proposal should contain the offeror’s best terms from a cost or price and technical standpoint. If selected for award, the award contract or P.O. document received by your firm may vary in format/content from the model P.O. reviewed. If there are questions regarding the award document, contact the Phase I Contracting Officer listed on the selection notification. The Government reserves the right to conduct discussions if the Contracting Officer later determines them to be necessary.

j. DD Form 2345: For proposals submitted under export-controlled topics (either International Traffic in Arms (ITAR) or Export Administration Regulations (EAR)), a copy of the certified DD Form 2345, Militarily Critical Technical Data Agreement, or evidence of application submission must be included. The form, instructions, and FAQs may be found at the United States/Canada Joint Certification Program website, http://www.dla.mil/HQ/InformationOperations/Offers/Products/LogisticsApplications/JCP/DD2345Instructions.aspx. Approval of the DD Form 2345 will be verified if proposal is chosen for award.

NOTE: Restrictive notices notwithstanding, proposals may be handled for administrative purposes only, by support contractors; Bytecubed, Oasis Systems, and/or Peerless Technologies. In addition, only Government employees and technical personnel from Federally Funded Research and Development Centers (FFRDCs) MITRE and Aerospace Corporations working under contract to provide technical support to AF Life Cycle Management Center and Space and Missiles Centers may evaluate proposals. All support contractors are bound by appropriate non-disclosure agreements. If you have concerns about any of these contractors, you should contact the AF SBIR/STTR Contracting Officer, Gail Nyikon, [email protected].

k. The Air Force does not participate in the Discretionary Technical Assistance Program. Contractors should not submit proposals that include Discretionary Technical Assistance.

PHASE I PROPOSAL SUBMISSION CHECKLIST

NOTE: If you are not registered in the System for Award Management, https://www.sam.gov/, you will not be eligible for an award.

1) The Air Force Phase I proposal shall be a nine-month effort and the cost shall not exceed $150,000.

2) The Air Force will accept only those proposals submitted electronically via the DoD SBIR Web site (https://sbir.defensebusiness.org/).

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https://www.sam.gov/

mailto:[email protected]

http://www.dla.mil/HQ/InformationOperations/Offers/Products/LogisticsApplications/JCP/DD2345Instructions.aspx

http://www.dla.mil/HQ/InformationOperations/Offers/Products/LogisticsApplications/JCP/DD2345Instructions.aspx

http://farsite.hill.af.mil/

3) You must submit your Company Commercialization Report electronically via the DoD SBIR Web site (https://sbir.defensebusiness.org/).

It is mandatory that the complete proposal submission -- DoD Proposal Cover Sheet, Technical Volume with any appendices, Cost Volume, Itemized Cost Volume Information, the Company Commercialization Report, and Certificate of Training Completion Form (AF-8) -- be submitted electronically through the DoD SBIR Web site at https://sbir.defensebusiness.org/. Each of these documents is to be submitted through the Web site. Your complete proposal must be submitted via the submissions site on or before the 8:00 pm ET, 7 Feb 2018 deadline. A hardcopy will not be accepted.

The AF recommends that you complete your submission early, as computer traffic gets heavy near the announcement closing and could slow down the system. Do not wait until the last minute. The AF will not be responsible for proposals being denied due to servers being “down” or inaccessible. Please assure that your e-mail address listed in your proposal is current and accurate. The AF is not responsible for ensuring notifications are received by firms changing mailing address/e-mail address/company points of contact after proposal submission without proper notification to the AF. Changes of this nature that occur after proposal submission or award (if selected) for Phase I and II shall be sent to the Air Force SBIR/STTR site address, [email protected] .

AIR FORCE PROPOSAL EVALUATIONS

The AF will utilize the Phase I proposal evaluation criteria in section 6.0 of the DoD announcement in descending order of importance with technical merit being most important, followed by the qualifications of the principal investigator (and team), followed by the potential for Commercialization Plan. The AF will utilize Phase II evaluation criteria in section 6.0 of the DoD announcement.

The proposer's record of commercializing its prior SBIR and STTR projects, as shown in its Company Commercialization Report, will be used as a portion of the Commercialization Plan evaluation. If the "Commercialization Achievement Index (CAI)”, shown on the first page of the report, is at the 20th percentile or below, the proposer will receive no more than half of the evaluation points available under evaluation criterion (c) in Section 6 of the DoD 18.1 SBIR instructions. This information supersedes Paragraph 4, Section 5.4e, of the DoD 18.1 SBIR instructions.

A Company Commercialization Report showing the proposing firm has no prior Phase II awards will not affect the firm's ability to win an award. Such a firm's proposal will be evaluated for commercial potential based on its commercialization strategy.

Proposal Status and Debriefings

The Principal Investigator (PI) and Corporate Official (CO) indicated on the Proposal Cover Sheet will be notified by e-mail regarding proposal selection or non-selection. Small Businesses will receive a notification for each proposal submitted. Please read each notification carefully and note the Proposal Number and Topic Number referenced. If changes occur to the company mail or email address(es) or company points of contact after proposal submission, the information should be provided to the AF at [email protected] .

As is consistent with the DoD SBIR/STTR announcement, any debriefing requests must be submitted in writing, received within 30 days after receipt of notification of non-selection. Written requests for debrief must be sent to the Contracting Officer named on your non-selection notification. Requests for debrief should include the company name and the telephone number/e-mail address for a specific point of

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contract, as well as an alternate. Also include the topic number under which the proposal(s) was submitted, and the proposal number(s). Debrief requests received more than 30 days after receipt of notification of non-selection will be fulfilled at the Contracting Officers' discretion. Unsuccessful offerors are entitled to no more than one debriefing for each proposal.

IMPORTANT: Proposals submitted to the AF are received and evaluated by different offices within the Air Force and handled on a Topic-by-Topic basis. Each office operates within their own schedule for proposal evaluation and selection. Updates and notification timeframes will vary by office and Topic. If your company is contacted regarding a proposal submission, it is not necessary to contact the AF to inquire about additional submissions. Additional notifications regarding your other submissions will be forthcoming.

We anticipate having all the proposals evaluated and our Phase I contract decisions within approximately three months of proposal receipt. All questions concerning the status of a proposal, or debriefing, should be directed to the local awarding organization SBIR Program Manager.

PHASE II PROPOSAL SUBMISSIONS

Phase II is the demonstration of the technology that was found feasible in Phase I. Only Phase I awardees are eligible to submit a Phase II proposal. All Phase I awardees will be sent a notification with the Phase II proposal submittal date and a link to detailed Phase II proposal preparation instructions, located here: http://www.wpafb.af.mil/afsbirsttr. Phase II efforts are typically 27 months in duration (24 months technical performance, with 3 additional months for final reporting), and an initial value not to exceed $750,000.

All proposals must be submitted electronically at https://sbir.defensebusiness.org/ by the date indicated in the notification. The Technical Volume is limited to 50 pages (unless a different number is specified in the notification). The Commercialization Report, any advocacy letters, SBIR Environment Safety and Occupational Health (ESOH) Questionnaire, and Cost Volume Itemized Listing (a-i) will not count against the 50-page limitation and should be placed as the last pages of the Technical Volume file that is uploaded. (Note: Only one file can be uploaded to the DoD Submission Site. Ensure that this single file includes your complete Technical Volume and the additional Cost Volume information.) The preferred format for submission of proposals is Portable Document Format (.pdf). Graphics must be distinguishable in black and white. Please virus-check your submissions.

AIR FORCE SBIR PROGRAM MANAGEMENT IMPROVEMENTS

The AF reserves the right to modify the Phase II submission requirements. Should the requirements change, all Phase I awardees will be notified. The AF also reserves the right to change any administrative procedures at any time that will improve management of the AF SBIR Program.

AIR FORCE SUBMISSION OF FINAL REPORTSAll Final Reports will be submitted to the awarding AF organization in accordance with the Contract. Companies will not submit Final Reports directly to the Defense Technical Information Center (DTIC).

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AIR FORCE SMALL BUSINESS INNOVATION RESEARCH (SBIR)/SMALL BUSINESS TECHNOLOGY TRANSFER (STTR) PROGRAMS

“COMPLIANCE WITH SBIR/STTR PROGRAM RULES”

The undersigned has fully and completely reviewed this training on behalf of the proposer/awardee, understands the information presented, and has the authority to make this certification on behalf of the proposer/awardee. The undersigned understands providing false or misleading information during any part of the proposal, award, or performance phase of a SBIR or STTR contract or grant may result in criminal, civil or administrative sanctions, including but not limited to: fines, restitution, and/or imprisonment under 18 USC 1001; treble damages and civil penalties under the False Claims Act, 31 USC 3729 et seq.; double damages and civil penalties under the Program Fraud Civil Remedies Act, 31 USC 3801 et seq.; civil recovery of award funds; suspension and/or debarment from all federal procurement and non-procurement transactions, FAR Part 9.4 or 2 CFR Part 180; and other administrative remedies including termination of active SBIR/STTR awards.

________________________ _______________Signature Date

________________________Name

_________________________ ___________________Firm Name and Position Title Proposal Number

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AIR FORCE SBIR 18.1 Topic Index

AF181-001 Integration of Optical and Radio Frequency (RF) Softwares into End-to-End Analysis Framework

AF181-002 Nanosecond Electrical PulserAF181-003 Biodynamic Acceleration and Angular Response During Fixed Wing Aircraft EjectionAF181-004 Superconducting THz sources and receiversAF181-005 Effects of sustained vibration and high temperature environments on polymer bonded

composite materialsAF181-006 Chip-scale Inertial Measurement SystemAF181-007 Missile Motor Cutting TechnologyAF181-008 Externally Mounted Wide-range Saturated Steam Flow MeterAF181-009 Automated ICBM wall thickness measurementsAF181-010 Quick and reliable hydrogen embrittlement testingAF181-011 Chilled Brine SeparationAF181-012 Free Flight Hypersonic Erosion and Ablation Measurement SystemAF181-013 Extremely Small Balance TechnologyAF181-014 Wave IsolationAF181-015 Computational Geometry Kernel SupportAF181-016 Virtual Reality for Test Cell PresenceAF181-017 DE Optical Turbulence Collection SensorAF181-018 Recharable Thermal Batteries for Airborne SystemsAF181-019 Novel Battle Damage Assessment Using Sensor NetworksAF181-020 Rapid construction of 3-D Satellite models from limited amounts of 2-D imageryAF181-021 Algorithms & networking protocols for secure, wireless high-frequency communications

systemsAF181-022 High-Frequency Ionospheric Visualization Environment (High-FIVE)AF181-023 Optimized Personal Area Network (PAN) for Battlefield AirmenAF181-024 Robust, Adaptive Machine Learning (RAM)AF181-025 Evidence-based Certification Analysis and Planning in AcquisitionAF181-026 Novel Concepts for Combustion Instability ReductionAF181-027 Real Time Thermal Imaging Capability for Propulsion SystemsAF181-028 Improved Turbochargers for Small IC EnginesAF181-029 Intelligent Robust Controller for Hybrid Electric UAVsAF181-030 Novel Engine Cycles for Booster Stage Liquid Rocket EnginesAF181-031 Interpropellant Shaft Seal Solutions for Advanced Upper Stage Propulsion SystemsAF181-032 Direct Injection Systems for Small UAV EnginesAF181-033 Innovative Turbine Engine Propulsion Solutions for Class 3 Unmanned Aerial VehiclesAF181-034 Advanced Material/Sealing Concepts for Small Heavy-Fuel, Remotely Piloted Aircraft

(RPA’s) Propulsion SystemsAF181-035 High Durability, Light Weight Bearings for Small Turbine EnginesAF181-036 Propellant Management Device for MonopropellantAF181-037 Innovative Interconnectivity and Scheduling of Smart Sensors and Actuators for Reliable

Propulsion Systems ControlsAF181-038 Predictive Missile Sustainment and Reliability CapabilityAF181-039 EGS Architecture Support and Data Integration for Enhanced SSAAF181-040 High Performance Radiation Hardened Solar PowerAF181-041 Next Generation Satellite Transponder using Low-Cost Adaptive HPA Linearization

TechnologiesAF181-042 Microstructural Treatment of Munitions Cases to Improve PerformanceAF181-043 Innovative Solutions for Multi-Rotor Flight EnduranceAF181-044 Fluid Resistant, Electrically Resistive FoamAF181-045 Corrosion Nondestructive Evaluation (NDE) in Confined Access AreasAF181-046 Safe, Large-Format Lithium-ion (Li-ion) Batteries for ICBMs

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AF181-047 Nondestructive Evaluation (NDE)-based Condition Assessment of Sub-surface Concrete with Limited Access

AF181-048 Structural Nuclear Effect Mitigation of Composite Aeroshells for Munitions for Air Platforms and Cruise Missile Systems

AF181-049 Interface Inspection Method for Thermal Spray CoatingsAF181-050 Assisted Data Analysis for Portable Nondestructive InspectionAF181-051 Efficient 3-D Finite Element Process Modeling to Enable Linear Friction Welding of

Aerospace ComponentsAF181-052 Efficient Evaluation of Fiber CoatingsAF181-053 Compact UHF/VHF AntennaAF181-054 Advanced Machining of Aerospace MaterialsAF181-055 Broadband Fibers Optic Components for DoD ApplicationsAF181-056 Flight line Portable Fuel PurifierAF181-057 Rapid Manufacturing of Tooling for On-Aircraft Composite Scarf RepairsAF181-058 Rapid, Low-cost Material Qualification for High-Cycle Durability of Blades in Short-Life

Turbine EnginesAF181-059 Low temperature copper inks for low-cost flexible hybrid electronics manufacturingAF181-060 Analytical Tool for Assessing Short Fiber Composite Structural BehaviorAF181-061 Robust, Light-Weight Bistatic Weather RadarAF181-062 Building Die Extracted/Repackaged (DER)-Optical Hybrid Integrated Circuits (ICs) to

Replace Passive Devices and Obsolete Packaged ICs in a Line Replaceable Unit (LRU) to Enhance Performance, Reliability, and Service Life

AF181-063 Adaptable Interfaces for M&S ToolsAF181-064 Singular Optics Communications Method for Disadvantaged Users

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AIR FORCE SBIR 18.1 Topic Descriptions

AF181-001 TITLE: Integration of Optical and Radio Frequency (RF) Softwares into End-to-End Analysis Framework

TECHNOLOGY AREA(S): Biomedical

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 Announcement and within the AF Component-specific instructions. Offerors are advised foreign nationals proposed to perform on this topic may be restricted due to the technical data under US Export Control Laws. Please direct ITAR specific questions to the AF SBIR/STTR Contracting Officer, Ms. Gail Nyikon, [email protected].

OBJECTIVE: Develop a software utility to 1) rapidly integrate Optical and Radio Frequency biological effect codes into the Galaxy framework and 2) interface these biological effects codes with existing electromagnetic propagation software (such as Scaling for High Energy Laser and Relay Engagement (SHaRE) and Joint Radio Frequency Effectiveness Model (JREM)-simulates electromagnetic field strength from an emitter). The utility should also provide a means of indicating over-exposures relative to a pre-computed limit (safety standard limit, or specified dose limit) and output a summary of hazard probabilities.

DESCRIPTION: Electromagnetic (EM) devices are used increasingly in society, with applications in communication, medicine, security, and defense, among other disciplines and technology areas. This has led to a great deal of research regarding the safety and potential health hazards of such devices. Within the Air Force Research Laboratory, researchers within the Optical Bioeffects Branch (711 HPW/RHDO) and the Radio Frequency Bioeffects Branch (711 HPW/RHDR) have created a series of modeling and simulation tools to address the health and safety of military specific electromagnetic devices. These software tools range from simple implementations of the pertinent safety standards, to dose-response models, to physics-level predictions of electromagnetic energy absorption and the resulting thermal effects.

As examples of these software packages, library for Maximum Permissible Exposure (libMPE), a software library implementing the ANSI Z136.1 American National Standard for Safe Use of Lasers, and Radio Frequency HAZard Analysis (RFHAZ), an end-user application that implements IEEE C95.1 Standard, are implementations of the Optical (ANSI Z136) and Radio Frequency (RF) (IEEE C95.1) standards, respectively. For optical wavelengths, library of Dose-Response (libDR), which implements experimental studies of cumulative probability distribution of damage to tissues from lasers, provides a generalized dose-response for the eyes and skin, while the Buffington, Thomas, Edwards, and Clark thermal model (BTEC), which simulates light propagation in tissues (including eye) and resultant thermal response and damage, and Scalable Effects Simulation Environment (SESE) provide 2D and 3D physics-level simulations of light transport, heat deposition and transfer, and thermal damage estimates. For RF analysis, a dose-response model does not currently exist, but 3D physics-level simulations are performed using C-Language Finite-Difference Time-Domain (CFDTD), which is a numerical method of simulating radiofrequency wave/field propagation according to Maxwell's equations, a three-dimensional finite-difference time-domain solver that is tailored for calculating energy absorption within voxelized anatomical models.

Currently, these software tools are generally used in a serial fashion. That is, for an analyst to perform an end-to-end simulation of an EM device, he/she will typically need to translate the output of EM propagation software into a format that is suitable for these biological effects codes. To streamline this process, the Galaxy framework has been created, which links simulation packages together for end-to-end analyses and distributes simulation runs to high performance computing resources. A primary goal of this SBIR is to develop methodologies to link existing Government owned bioeffect software with EM propagation tools that currently reside within the Galaxy

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framework. These propagation tools include SHARE (for optical propagation) and JREM (for RF propagation). In order to efficiently link existing and future codes into Galaxy, a software approach should be created that examines a library’s command-line interface code or exposed functions to create a quick configuration utility. The utility should also provide a means of indicating over-exposures relative to a pre-computed limit (safety standard limit, or specified dose limit) and output a summary of hazard probabilities.

A second goal of this SBIR is to mature the existing three-dimensional software tools that exist for both Optical and RF bioeffects analysis. For optical wavelengths, the SESE code is used to predict energy absorption and thermal effects in 3D constructs of humans. Currently, the code is limited to a few 3D constructs. To mature this capability, it is desirable to utilize posable human body models as inputs into SESE. Similarly, for RF frequencies, finite-difference approaches are currently implemented within software to calculate the distribution of electromagnetic energy absorption and heating within voxelized anatomical models. For both the Optical and RF 3D software packages, this SBIR topic seeks integration with the Galaxy framework as well as an approach to modify and/or randomize the posture of the 3D human body constructs in order to create distributions of biological dose and thermal results.

Within this SBIR topic, government owned software and data may be shared with awardees for the purpose of integrating and testing these tools within the Galaxy environment. No other government furnished materials, equipment, or facilities will be provided as part of this SBIR topic.

Biomedical scientists, health and medical physicists, and bioenvironmental engineers would all benefit from software that enabled end-to-end analysis of electromagnetic energy.

PHASE I: Determine the software approach to be used, and develop prototype software that illustrates the effectiveness of the chosen method. The prototype software should focus on integrating existing software libraries into the Galaxy framework. Additionally, develop a software approach for enabling posing of existing 3D human body constructs for use with the SESE code. Finally, develop an approach for editing/randomizing the pose of these models to enable dose analysis for both optical and radio frequency analysis.

PHASE II: Extend the Galaxy integration approach developed in Ph I to the complete suite of Optical and RF bioeffects codes, and finalize the software utility for efficiently linking these codes to EM propagation codes within Galaxy. Also, implement the software approach for posing 3D human body models for use with SESE, and integrate the model posing approach and SESE software package within the Galaxy framework.

PHASE III DUAL USE APPLICATIONS: Military Application: Use by engineers and health physicists to study risks of accidental RF overexposures over a broad set of exposure conditions. Used by Air Force to predict potential of overexposure during engagement of novel directed energy systems. Commercial Application: Use by engineers and health physicists to study risks of accidental RF overexposure. Use in hyperthermia treatment applications. Use in human thermal comfort research.

REFERENCES:1. V Singh, and D Silver. Interactive Volume Manipulation with Selective Rendering for Improved Visualization. IEEE Symposium on Volume Visualization and Graphics, 2004.

2. T Uusitupa, I Laakso, S Ilvonen, and K Nikoskinen. SAR variation study from 300 to 5000 MHz for 15 voxel models including different postures. Physics in Medicine and Biology, 2010, Vol. 55.

3. P Crespo-Valero, M Christopoulou, M Zefferer, A Christ, P Achermann, K Kikita, and N Kuster. Novel Methodology to characterize electromagnetic exposure of the brain. Physics in Medicine and Biology, 2011, Vol. 56.

4. J. Petillo et al., "Developments in parallelization and the user environment of the MICHELLE charged particle beam optics code," 2016 IEEE International Conference on Plasma Science (ICOPS), Banff, AB, 2016, pp. 1-1. doi:

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10.1109/PLASMA.2016.7534264

KEYWORDS: Radio frequency, Optical wavelengths, Distributed simulations, Electromagnetics, Physics simulations, Finite-Difference Time-Domain, Thermal modeling, Biological effects

AF181-002 TITLE: Nanosecond Electrical Pulser

TECHNOLOGY AREA(S): Weapons


OBJECTIVE: Develop a tunable high voltage nanosecond electrical pulse generator that can deliver between 100 and 300kV to a 200 ohm load.

DESCRIPTION: Research into nanosecond electrical pulses suggests potential applications in the medical and security industry. The majority of biological based research using nsEP pulses has been completed using <40 kV nanosecond pulses and very little is known regarding biological affects following high application of short duration high voltage electrical pulses.

nsEPs are generally ultra-short electric pulses that have durations typically between 0.1 and 10000 nanoseconds, and amplitude in thousands of volts. Applications using high-powered nsEP range from instrument sterilization to in vivo treatment of superficial melanomas. Schoenbach et al. first applied nsEP to cells using a microscopic parallel plate setup and showed dramatic bioeffects, including nuclear granulation, calcium influx into cytoplasm (reported to be from internal stores), permeabilization of intracellular granules, cell apoptosis, and damage to the nuclear DNA. It is hypothesized that “nanopores” are formed within the plasma membrane, allowing for the influx of ions and water into the cell, but still restricting the influx of larger molecules like propidium iodide. Pakhomov et al. further verified this finding using patch clamp technique to measure the plasma membrane integrity following nsEP exposure.

Low-intensity nsEP exposures have also generated action potentials (APs), leading to muscle contractions and neural stimulation. Jiang and Cooper demonstrated that a single 12-ns nsEP at 403 V/cm was capable of activating skin nociceptors using patch clamp technique. They were able to demonstrate this same effect at 100 pulses delivered at 4000 Hz with very low voltages (16.7 V/cm). Modeling work suggests that at higher voltages (100 kV/cm at 10 ns or 2 kV/cm at 600 ns) nsEPs can cause the inhibition of APs by forming a conductance block.Modeling work also suggests that a larger target requires a more extensive energy delivery to meet motor inhibition needs.

Scientists, researchers, and medical support personnel require a portable, adjustable pulse generator with the capability of delivering the following requirements:- Adjustable high voltage: 100-300kV- Pulse width: 900-10000 nanoseconds- Rise time: 10 nanoseconds- Pulse repetition frequency: 0.1Hz to 0.003Hz- Load: 200 ohm

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- Size/weight: less than 50 cubic centimeters volume/less than 500 grams mass

No government furnished materials, equipment, data, or facilities will be provided.

PHASE I: In Phase I, a prototype design concept will be developed for use in a laboratory setting. The developed “breadboard” should meet basic requirements for repeated nanosecond electrical pulse generation.

RESEARCH INVOLVING ANIMAL OR HUMAN SUBJECTS: No human or animal research will be performed by the SBIR company.

PHASE II: The developed breadboard from Phase I will be implemented into a final design solution, a laboratory-use prototype developed, and optimized output validated. Based on the Phase I design parameters, construct and demonstrate a functional prototype of the device. The technical feasibility of the device should be validated through data rich samples that meet the outlined technical requirements listed in the description. A biologically relevant load for high voltage delivery should be used (such as an aqueous-electrolyte resistor). Specifically the prototype should address the general requirements listed above, as well as the method for electrical delivery control when transferring energy to the target.

PHASE III DUAL USE APPLICATIONS: Use by bioeffects researchers, RF engineers, and medical support personnel to help characterize effects of short duration high voltage pulses in biological material. Transition the technology to field-able devices for use in military, medical industry, and commercial security applications. Phase III will transition the device, developed in Phase II, into an operationally acceptable prototype for use during non-lethal incapacitation, for use both in military and commercial applications. A device that can quickly inhibit motor movement for extended durations from a short pulse will enable more a more efficient force application. In addition, such technology can alleviate in-field challenges such as incapacitating multiple targets in a short window of time. It can also provide a safe application for both operator and target during extended duration operations. The translation of the technology can also be explored into the commercial sector for law enforcement applications.

REFERENCES:1. Ledwig, P., M. Jirjis, J. Payne, B. Ibey, Nanosecond Electrical Pulse Bioeffects: Simulation of the Electric Field at the Spinal Cord in a Human Model, AFRL-RH-FS-TR-2015-0036, Sept 2015

2. Payne, J., B. Ibey, N. Montgomery, R. Seaman, Nanosecond Electrical Pulse Bioeffects: Simulation of the Electric Field at the Spinal Cord, AFRL-RH-FS-TR-2014-0038, June 2014.

3. Ibey BL, Mixon D, Payne JA, Bowman A, Sickendick, K, Wilmink G, Roach W, Pakhomov AG, "Plasma membrane permeabilization by trains of ultrashort electric pulses" Bioelectrochemistry, 79, 2010.

4. Pakhomov AG, Bowman AM, Ibey BL, Andre FM, Pakhomova ON, Schoenbach, KH, "Lipid nanopores can form a stable, ion channel-like conduction pathway in cell membrane," Biochemical and Biophysical Research Communications, 385(2), 2009

KEYWORDS: Pulse Generation, Generator, nanosecond pulsers, pulsed power applications, high voltage, electrical pulse generation

AF181-003 TITLE: Biodynamic Acceleration and Angular Response During Fixed Wing Aircraft Ejection

TECHNOLOGY AREA(S): Biomedical

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OBJECTIVE: Develop a new class of small sensors and packaging for routine wear by aircrews capable of recording and storing the magnitude & duration of exposure to impact during an aircraft ejection event. The particular focus should be on sensing the dynamic human body response by recording the linear and rotational (angular) acceleration levels during an aircraft ejection event. The solution may either be standalone or be integrated with some form of aircrew garment (preferably in the head/neck region for example on the helmet, mask, visor, ear cups or some other equipment near the head) that will be worn by fixed wing pilots and should be able to withstand impact/acceleration levels observed between the egress event through the parachute opening shock phase of the ejection process. It is important to consider that any added weight or CG shifts added to the helmet should be minimized or implemented in a way to minimize forward CG additions. Additionally with focus on minimizing decoupling/transfer function from sensor to the head.

DESCRIPTION: An increasingly important issue in personnel force protection is the ability to quantify injury causation resulting from aircraft ejection events. With the harsh environmental factors associated with an ejection event, it is neither feasible nor possible to test human subjects at these limits. Using rocket sled tests with instrumented manikins and lower G level laboratory human studies we can estimate what the occupant would experience during certain phases of ejection; however, collection of data during actual ejection events would make it possible to acquire unique information that would be very useful in verifying and improving the accuracy of models currently used to evaluate safety equipment in the ejection environments, in addition to providing a useful tool during mishap investigation for understanding potential causes for specific injuries. Data collected during these dangerous events could be useful in increasing the TR level of existing ejection seat technology. Additionally, another potentially useful application of such a data set could be for injury mishap investigation teams to acquire better understanding of the events that transpired prior to a dynamic event. Over time the acquisition of datasets during ejections would allow for revisions in current injury probability models using the acquired data from these events. The aircraft cockpit environment has restrictions which may influence the final system design including: sensor package weight, size, and mounting location in the cockpit or on the occupant. Therefore, the final sensor package must be a self-contained solution (i.e. integrated data collection, sensors, and power) with no reliance on the aircraft for power or activation and ideally not containing batteries that would need periodic replacement. The preferred powering solution would involve use of energy harvesting technologies capable of charging from the native environment.

PHASE I: Conduct research leading to the development of very small, inexpensive, sensor package that physically captures the magnitude and total energy of acceleration events during an ejection sequence. Results must demonstrate that practical components are feasible, and that such components would have wide application (hence low price). The resulting design should provide linear (X, Y, Z) and angular measurements (rate, and/or acceleration) of biodynamic motion during the egress event covering the time from ejection system initiation through the parachute opening shock phase of the ejection procedure ideally with a sample rate greater than 200 Hz minimum (ideally >1kHz).

PHASE II: Consists of developing, testing and validation of a prototype system of sensors acquiring biodynamic response data as described in Phase I, and demonstration of its use in both a laboratory and a rocket sled ejection environment (provided by the government).

PHASE III DUAL USE APPLICATIONS: Consists of final system validation and undergoing the air-worthiness approval process. This will involve interfacing sensors with actual aircrew on-board and environmental testing as specified by Mil-Std. This phase may also consist of additional rocket-sled testing for final validation and performance testing.

REFERENCES:1. Knox, Ted, Validation of Earplug Accelerometers as a Means of Measuring Head Motion. SAE Paper 2004-01-3538, Proceedings of the SAE Motorsports Conference and Exhibition (P-392). Nov. 30 – Dec 2, 2004, Dearborn, MI

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2. Lewis "Survivability and injuries from use of rocketassisted ejection seats: analysis of 232 cases." Aviat Space Environ Med. 2006 Sep;77(9):936-43.

KEYWORDS: force protection, warfighter, battlefield stressors, whole body or component injury criteria, epidemiology of injury, ejection criteria, and acceleration sensors.

AF181-004 TITLE: Superconducting THz sources and receivers

TECHNOLOGY AREA(S): Air Platform

OBJECTIVE: Develop manufacturable high-performance superconducting sources and receivers operating beyond 1 THz. Electronics operating in the millimeter wave band (THz) are important for several defense applications such as, imaging, detection, RADAR, spectroscopy, and wide bandwidth high-data-throughput communications. Development of THz components have proven difficult to develop especially at frequencies between 1 and 10 THz known as the “THz gap”. Power generation and receiver technologies are very inefficient and large scale production of high performance devices in this range is currently unfeasible. To control and manipulate radiation in this portion of the RF spectrum, especially at the higher end, new electronic devices must be developed.

DESCRIPTION: Superconducting electronics based on Josephson junctions provide the most precise frequency control and detection accuracy over any other technology via the AC Josephson effect. Josephson junctions are precise to the quantum level and are used by NIST to define the volt. Unfortunately easy to process metallic superconductor Josephson junctions are limited to a maximum frequency of about 900 GHz. This is a fundamental limit determined by the superconducting energy gap. (The energy gap of niobium is around 3mV). In contrast, ceramic high temperature superconductors (HTS) have energy gaps greater than 40 mV which may allow for frequencies above 10 THz [1]. This would provide a solution that can cover the entire THz gap!

PHASE I: Task 1. From measurements of single direct write Josephson junction devices, use electrical data to design and simulate a planar voltage controlled oscillator HTS terahertz source based on arrays of Josephson junctions. Task 2. Design and simulate a THz receiver based on the AC Josephson effect. Task 3. Investigate low cost chip packaging solutions to integrate components into an imaging system.

PHASE II: Task 1. Develop manufacturing process for Josephson array THz sources and detector chips. Task 2. Package oscillators and detectors for commercial electronic applications. Task 3. Construct and demonstrate a compact THz imaging system.

PHASE III DUAL USE APPLICATIONS: Deliver components to industry for incorporation into commercial THz systems.

REFERENCES:1. Welp et al. "Superconducting Emitters of THz radiation" Nature Photonics 7.9 (2013). 702-710.

2. Ahn et al. "Terahertz Emission and Detection Both Based on highTcsuperconductors: Toward an Integrated Receiver", Appl. Phys. Lett. 102, 092601(2013); doi:10.1063/1.4794072

3. Tsuimoto et al., "Terahertz imaging system using highTcsuperconductingoscillation devices", Appl. Phys. Lett. 102, 092601 (2013), doi: 10.1063/1.4794072

4. Cybart et al. "Nano Josephson Superconducting Tunnel Junctions in YBa2Cu3O7-delta, Directly Patterned with a Focused Helium Ion Beam." Nature Nanotechnology 10.7 (2015): 598-602.

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KEYWORDS: THz sources, THz radiation, focused helium ion beam, Josephson junction arrays, HTS superconductors

AF181-005 TITLE: Effects of sustained vibration and high temperature environments on polymer bonded composite materials


OBJECTIVE: Test hardware and testing methodologies for the evaluation of the effects of sustained vibration and high temperature environments on polymer bonded composite materials

DESCRIPTION: Polymer bonded composite materials employed in future munitions are expected to endure harsh environments of intense wide-frequency vibration combined with heightened temperatures for long durations (30-60 minutes or more). The Air Force is interested in methods to evaluate the degree of degradation and structural/mechanical changes of polymer bonded composite materials in response to such environments. Samples of suitable composite materials should be insulted with a controlled wide-frequency vibration profile while simultaneously subjected to a controlled temperature environment. The composite material sample should also be monitored via various techniques (infrared thermography, laser Doppler vibrometry, vibration spectrum analysis, high-speed/post-test microscopy, etc.) to evaluate the degradation and internal heat generation of the sample due to the combined effects of the vibration and high temperature environment.

PHASE I: Design appropriate experimental hardware and testing methodology to hold small (few gram to 2 kg) test samples of polymer bonded composite materials under controlled vibration profiles with frequencies up to 40 kHz and accelerations up to 4 g. During testing the sample should be contained in a temperature controlled enclosure capable of maintaining the air temperature at settings between a minimum of -60ºC and a maximum of 300ºC. Diagnostic techniques such as infrared thermography, laser Doppler vibrometry, vibration spectrum analysis, and microscopy shall be utilized to characterize the degree of degradation of the composite materials under the applied conditions. Efforts should be focused to explore the specific mechanisms of degradation and internal heat generation of the materials due to the combined vibration and thermal conditions (e.g. particle-particle friction, thermal degradation of polymers, viscoelastic heat generation, etc.).

PHASE II: Develop and implement the experimental designs and methods from Phase I. Extend capabilities of the experimental design to be suitable for large test pieces (up to 10 kg and from 10 kg to 1000 kg, or appropriate intermediate ranges) of energetic composite materials.

PHASE III DUAL USE APPLICATIONS: This technology is applicable to the evaluation of the safety and performance of future munitions under harsh vibration and thermal environments, which is of interest to the Air Force and DoD. Commercial interests may include developed tools and techniques central to the area of non-destructive evaluation for monitoring the health of civil and aviation structures and may extend to the evaluation of damage in transported materials, as well as for materials in other high-stress industrial environments.

REFERENCES:1. Woods DC, Miller JK, Rhoads JF. On the Thermomechanical Response of HTPB-Based Composite Beams Under Near-Resonant Excitation. ASME. J. Vib. Acoust. 2015; 137(5):054502-054502-5

2. G. Busse. Nondestructive Evaluation of Polymer Materials. NDT & E Int. 1994; 27(5):253262

KEYWORDS: Vibration, munitions, polymers, thermal degradation, composite materials, non-destructive evaluation, thermography

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AF181-006 TITLE: Chip-scale Inertial Measurement System


OBJECTIVE: Develop integrated photonic technologies that can enable miniaturization, integration, and military environment operation of high-performance, laser based inertial measurement devices requiring many active and passive optical and electronic components.

DESCRIPTION: For many applications relevant to the DOD, NASA and commercial sectors, there is a need to develop chip-scale inertial measurement systems (IMS) with capabilities far beyond the current state of the art. For the Air Force, these applications range from unmanned air systems (UAS), micro-air-vehicles (MAVS), miniature precision guided weapons, compact high performance missile and air launched interceptors, and advanced laser beam pointing/steering systems. For these platforms, it is essential to have an IMS that has robust environmental characteristics and extreme sensitivity. Navigation, sensor direction, and operation either in a GPS jammed environment, terrain masking scenarios, or other severe environments are of significant interest to the Air Force.

An IMS consists of three gyroscopes and three accelerometers. Even the best IMS that is currently available is not accurate enough for some demanding applications. Furthermore, these systems are too large for many platforms. In recent years, significant progress has been made in developing new technologies that can potentially yield performance parameters that would meet the most stringent requirements. These include, for example, atomic interferometers and superluminal ring lasers. However, these systems are highly complex, requiring many active and passive optical and electronic components. In order to achieve the degree of miniaturization necessary for small platforms, it is therefore necessary to develop integrated photonic technologies that would enable chip-scale implementations of inertial measurement systems based on such technologies.

In recent years, significant progress has been made in the area of silicon photonics. The first wave of commercial products in this area are aimed at the telecommunications and data communications spaces, but applications in sensing, analog data processing, coherent systems, laser ranging, and many other areas are rapidly developing. Unfortunately, the emerging technologies suitable for ultra-precise inertial measurement systems are typically based on alkali atoms, such as Cs and Rb. The relevant wavelengths for these alkali atoms, namely 852 nm and 894 nm for Cs and 780 nm and 795 nm for Rb, are not well suited for silicon photonics. As such, there is a need for developing integrated photonic technologies at these wavelengths, with the capability to realize multiple narrow-band and high power lasers and high quantum efficiency photodetectors, as well as ultra-low loss high frequency modulators and passive waveguides on the same chip. In addition, technologies for on-chip and high-fidelity off-set phase locking of diode lasers, implementation of high extinction and low-loss optical isolators, as well as miniature vapor cells with high quality windows need to be developed. The chip-scale IMS should be able to withstand missile and tactical fighter aircraft temperature, acceleration, and vibration environments and not be sensitive to electro-magnetic interference (EMI). While the focus of the development of the integrated photonic technology will be on components necessary for realizing inertial measurement systems based on Cs or Rb atoms, these technologies are also expected to be of significant interest in other areas of precision metrology. For examples, some of the best atomic clocks and magnetometers often make use of these alkali atoms, employing optical excitations at these wavelengths. The chip-scale technology to be developed under this project would also prove useful in miniaturization of these devices.

PHASE I: Develop a conceptual design of an integrated photonic technology based chip that would be suitable for realizing a chip-scale inertial measurement system, meeting the metrics outlined above, for Cs or Rb. Identify performance parameters and potential challenges for realizing such a system, and develop a plan for addressing these challenges.

PHASE II: Fabricate and test a chip-scale system, based on the design developed in Phase I, and demonstrate measurement of rotation and acceleration in one axis. Carry out performance studies to identify design modifications necessary for improving performance. Implement the design modifications, realize copies of the

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system, and develop an integrated electronic control system, to demonstrate simultaneous measurement of rotation and acceleration along three orthogonal axes.

PHASE III DUAL USE APPLICATIONS: Military applications include unmanned air systems (UAS), micro-air-vehicles (MAVS), miniature precision guided weapons, compact high performance missile and air launched interceptors, and advanced laser beam pointing/steering systems. Commercial applications include guidance of airplanes under GPS denied conditions and navigation in uncharted terrains.

REFERENCES:1. L. Zimmermann, G. B. Preve, T. Tekin, T. Rosin, and K. Landles, “Packaging and Assembly for Integrated Photonics-A Review of the ePIXpack Photonics Packaging Platform,” IEEE J. Sel. Quant., 17, 645-651, (2011).

2. M. Kasevich, “Precision Navigation Sensors based on AtomInterferometry,” https://web.stanford.edu/group/scpnt/pnt/PNT12/2012_presentation_files/07-Kasevich_presentation.pdf

3. H.N. Yum, M. Salit, J. Yablon, K. Salit, Y. Wang, and M.S. Shahriar, “Superluminalring laser for hypersensitive sensing,” Optics Express, Vol. 18, Issue 17, pp. 1765817665(2010).

4. J. Yablon, Z. Zhou, M. Zhou, Y. Wang, S. Tseng, and M.S. Shahriar, “Theoretical modeling and experimental demonstration of Raman probe induced spectral dip for realizing a superluminal laser,” Optics Express, Vol. 24, No. 24, 27446 (2016).

KEYWORDS: optical gyroscope, rotation sensitivity, fast light, hypersensitive sensing, superluminal ring laser, integrated photonics, precision navigation, semiconductor lasers, photo-detectors, atomic interferometers, laser, inertial measurement devices

AF181-007 TITLE: Missile Motor Cutting Technology

TECHNOLOGY AREA(S): Materials/Processes


OBJECTIVE: To research and develop advance methods to dissect missile motors for obtaining fleet aging and surveillance data.

DESCRIPTION: The multiple aspects of rocket motors are tested to obtaining fleet aging and surveillance data. This testing is key in monitoring the health of the rocket motor fleet. To obtain the testing samples rocket motors are cut into section ranging from 10 – 110 pounds. These sections are sent to the Propellant Lab at Hill AFB for test & analysis of propellant physical & chemical properties as well as propellant/liner bond strength. The cutting of the motor cases is an inherently dangerous process, if the propellant were to ignite the surrounding facility could be destroyed. The Motor Dissect Facility (MDF) currently uses a saw to cut missile cases – a carbide slitting blade for

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composite cases and a slotting blade for cutting steel and titanium cases.

This effort is to Research and Develop (R&D) new technologies that shall modernize the cutting and dissection of missile motors at the Utah Test and Training Range (UTTR) MDF, prevent any degradation of the sample quality for age testing of missile propellant, increase safety to dissect personnel and facility, decrease environment burden, decrease processing time etc. Among known areas of interest are fully automating cutting capabilities, measuring propellant temperature at the point of saw impingement in the current configuration (real time knowledge of temperature vs ignition point), decrease process time while maintaining and/or increasing safety and increase in heat dissipation during cutting operations without harming sample integrity.

The contractor shall perform a safety survey and analysis of the UTTR solid rocket MDF. From this safety and technology survey the contractor shall determine where opportunities exist in the MDF and the current dissect process. The contractor shall identify where improvements to the MDF can be made as well as where new technologies need to be researched and developed. The contractor shall also identify the requirements for the development of new technologies. The contractor shall perform a preliminary Business Case Analysis (BCA) to include but not limited to possible Return-On-Investment (ROI), increase in safety, decrease in environmental burden, estimates on R&D for new technologies etc. The Government will review identified opportunities and their requirements and accept or reject them. For Government accepted opportunities and requirements proof-of-concept prototype(s) for new technologies shall be researched and developed. Prototypes shall be refined and Validation and Verification (Val/Ver) testing shall be completed per identified requirements. Test plans for qualification to the Government Requirements will be developed. Test plans will be reviewed, commented on by the Government. If accepted the test plans shall be followed for qualification of the technologies.

PHASE I: Perform survey and develop solutions that meets above requirements - conduct preliminary BCA to determine implementation costs, including a ROI calculation that compares anticipated savings to expected costs - increase in safety. Proof-of-concept prototype(s) may be developed to demonstrate conformance to the requirements.

PHASE II: Proof-of-concept prototype(s) shall be developed/refined to installation-ready article and shall undergo testing to verify and validate compliance to requirements. This process may require multiple iterations before a final design(s) is selected. Refine BCA/ROI based on the final design(s).

PHASE III DUAL USE APPLICATIONS: Verify/Validate new technologies to requirements. If the new technologies qualify to requirements then transition and implement the developed technology into MDF processes.

REFERENCES:1. MIL-STD-882

2. TO 35D13-2-7-1

KEYWORDS: Propellant, Rocket Motors, Dissect, Cutting Technology

AF181-008 TITLE: Externally Mounted Wide-range Saturated Steam Flow Meter


OBJECTIVE: Accurately determine over a wide range of flow rates (turndown ratio) the mass flow of steam being produced & consumed at the point of use. The data will focus energy reduction efforts, quantify results & leading to

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cost savings for the steam system.

DESCRIPTION: Steam is an energy-transport medium that is used for distributing heat in a wide range of applications. Steam applications such as chemical processing and industrial-scale space heating makes steam metering generalization difficult. The effective use of flowmeters can lead to cost savings for most steam distribution systems.

Steam metering personnel face many hazards. Work is performed in varying weather, dirty conditions, steam systems are usually located in harsh, hot, humid and corrosive environments. Steam systems operate around 300 – 500 degree Fahrenheit temperatures at high pressure, exposing personnel to severe burn hazards.

The primary source of metering error in steam systems is the use of meters that do not account for variation in density due to fluctuating steam pressure and temperature. Wetness is another source of error while metering saturated steam systems.

Nearly all steam meters are flowmeters developed for gas applications with adaptations for high pressures and temperatures. They are used to measure the mass flow of dry steam instead of saturated steam present in most steam systems. In addition to high temperature and pressure conditions, steam meters should ideally cope with highly variable flows and condensate.

Turndown rates for existing steam meters range from 4:1 to 100:1 depending upon the flow meter technology. Ideally, meter turndown rates for building HVAC and industrial plant process heating can account for both idling low flow and for full load conditions.

Current technology does not provide for repeatable, highly accurate steam meters across a wide range of flow rates. This disparity leads to incorrect analysis of steam energy conservation measures, combined steam heat and power cost/benefit, facility energy usage, and point-of-use billing.

Develop improved steam meters that are accurate across a wide range of steam flow rates, efficient to maintain, and minimally impede the flow. Ideal meters would have a turndown rate of 100:1 across all flow rates, accuracy +/- 0.01%, smooth bore, non-obtrusive flow path, and capable of withstanding internal temperatures of 200ᵒF to 400ᵒF. An accurate and cost effective steam metering solution would impact AF, DOD and commercial entities in accessing meaningful data to make informed energy usage decisions.

PHASE I: Develop a solution that meets above requirements and conduct preliminary business case analysis (BCA) to determine implementation costs, including a return-on-investment (ROI) calculation that compares anticipated savings to expected costs. Proof-of-concept prototype(s) shall be developed to demonstrate conformance to the requirements.

PHASE II: Initiate and complete the test plan developed in Phase I. Proof-of-concept prototype(s) shall be refined to installation-ready article and shall undergo testing to verify and validate all requirements. This process may require multiple iterations before a final design is selected. Refine BCA/ROI based on the final design.

PHASE III DUAL USE APPLICATIONS: If developed technology is cost effective, passes verification / validation and qualification testing, then it shall proceed to transitioning and implementation technology.

REFERENCES:1. Instrumentation Engineers Handbook, RCC 1121-07, December 2007

2. The World Market for Steam Flow Measurement, 2nd Edition. 2008, Flow Research, Inc.

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3. A Review of Steam Flowmetering Technology, October 2004, Report Number 2004/69, National Measurement Directorate, London

KEYWORDS: Steam, Flow Meter, Energy Saving

AF181-009 TITLE: Automated ICBM wall thickness measurements



OBJECTIVE: This topic is to automate continuous mapping of ICBM silo steel liner wall thickness measurements. These measurements will be used to determine where corrosion has damaged the steel wall, dictating repairs.

DESCRIPTION: The interior walls of ICBM silos are lined with mild steel plate. The steel thickness varies depending on location. The NDI equipment shall be operated from the inside of the area. Per inspection work cards, when an active water leak or bulge in the metal due to corrosion from the back side occurs, a repair to the steel plate is required.

Current state of the art for measuring the wall thickness of the ICBM silos is to use hand held ultrasound thickness probes. Current technology takes 2 technicians 2 – 3 hours to cover an area of about 2 Sq. Ft. The thickness measurements may be performed while energetic materials or Electromagnetic Impulse (EMI) sensitive equipment is present. Hence, all of the measurement equipment shall meet 21M-LGM30G-12 TO specifications. The automated mapping thickness measurement device shall be able to measure on flat or curved wall surfaces (minimum radius 40”) which may be vertical and/or overhead, with obstructing ladders, piping, and geometric changes. The device shall require no human aid to stay in place or to move across the wall surface (operators would set up and initiate the device’s operation and return after the wall area thickness measurement mapping is completed). The shape of the areas requiring wall thickness measurements will vary (i.e., shapes may be in the form of squares, rectangles, oblongs, circles, and ovals) and area sizes may range from 10 square feet to 10,000 square feet. The areas where wall thickness measurements are obtained may have coatings applied to its surface (e.g. cadmium, primer, and/or paint with a thickness up to 0.030”). The device shall not damage walls in any way and shall meet energetic material and EMI safety requirements (21M-LGM30G-12 TO Specifications). The device’s operation shall not require operators to modify the walls, such as by boring fastener attachment holes or by removing paint. The device shall detect wall thickness within +/-0.025”.

The data from the wall thickness measurements shall be stored in such a manner that a digital representation of the thickness of the wall area can be accessed in the future.


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PHASE II: Proof-of-concept prototype(s) shall be refined to installation-ready article and shall undergo testing to verify and validate all requirements. This process may require multiple iterations before a final design is selected. Refine BCA/ROI based on the final design.

PHASE III DUAL USE APPLICATIONS: If cost effective, transition and implement the verified and validated technology.

REFERENCES:1. 21M-LGM30G-12 TO

2. Master Change Log (MCL) 21-SM80-1440, Repair Water Leaks, Launch Facility

KEYWORDS: NDI, Wall Thickness, Missile Silos

AF181-010 TITLE: Quick and reliable hydrogen embrittlement testing


OBJECTIVE: Identify & qualify hydrogen embrittlement test method which is as good as or better in terms of defining acceptable residual hydrogen levels in electroplated high strength steels as the current ASTM F519 200 hr tensile test method in less than 30 hrs.

DESCRIPTION: The current method for identifying the existence of unacceptable levels of hydrogen in high strength steels is to utilize a 200 hour sustained load tensile test per the ASTM F519 test standard. This test is utilized to determine if a steel experiencing an electroplating operation or other manufacturing or overhaul process has adequately been relieved of hydrogen to an acceptably low concentration. The current accepted process is time consuming and cumbersome. Often parts are available for shipping or are shipped before test results are available. This 200 hour ASTM F 519 sustained load testing requirement not only creates potential cost increases due to increased flow times, it also creates potential increased safety risk due to parts being misplaced once they enter the field or supply system.

This SBIR shall identify and qualify a tensile test method which is as good as or better in terms of defining acceptable residual hydrogen levels as the current ASTM F519 200 hr tensile test method. The method shall provide quicker test results and may mimic incremental step load methods existing in ASTM F 1940 and ASTM F 1624.


PHASE II: Initiate and complete the test plan developed in Phase I. Proof-of-concept prototype(s) shall be refined to installation-ready article and shall undergo testing to verify and validate all requirements. This process may require multiple iterations before a final design is selected. Refine BCA/ROI based on the final design.

PHASE III DUAL USE APPLICATIONS: If cost effective, qualify, transition and implement the test procedure in the production environment at the Hill Air Force Base Plating facility with associated recommended technical order changes.

REFERENCES:1. ASTM F 519

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2. ASTM F 1940

3. ASTM F 1624

4. MIL-STD-860

KEYWORDS: Hydrogen Embrittlement, Electroplating, High Strength Steels

AF181-011 TITLE: Chilled Brine Separation


OBJECTIVE: Develop a capability to separate Dynalene HC-40 and Ethylene glycol/water mixture while retaining at least 90% of the original concentration of the corrosion inhibitors from the ethylene glycol in the process.

DESCRIPTION: The goal is to develop a system capable of separating the Dynalene HC-40 and ethylene glycol while retaining at least 90% of the original concentration of the corrosion inhibitors in the ethylene glycol. The fluids Dynalene HC-40 and ethylene glycol/water are used as brines for industrial refrigeration processes. The two brines are contained in a shell and tube heat exchanger with the Dynalene HC-40 on the tube side and the ethylene/glycol water mixture on the shell side. The ethylene glycol is normally only exposed to air and the Dynalene HC-40 is normally only exposed to nitrogen can produce undesirable results when exposed to air. Under normal circumstances the ethylene glycol and Dynalene HC-40 are kept separate. However in the large Air Force test facilities, there are conditions under which portions of the two fluids become mixed and must be separated. Information from the vendor of Dynalene HC-40 indicates an ethylene glycol mixture with a Dynalene concentration as little as 5% by volume can produce undesirable results when exposed to air. Furthermore, the ethylene glycol system includes a glycol concentrator that removes water from solution. When Dynalene HC-40 enters the concentrator, a portion of the Dynalene HC-40 is left on the heat transfer surfaces of the concentrator decreasing the effectiveness of the concentrator. Thus, a capability is needed to extract on average one gallon per hour of Dynalene HC-40 from a 14,000 gallon ethylene glycol/water solution originally containing 5% Dynalene HC-40 by volume. The final Dynalene concentration in the ethylene/glycol water mixture needs to be less than 1% by volume. The temperature of the ethylene/glycol Dynalene HC-40 solution can vary widely, ranging from -24 °F to 90 °F. The ethylene glycol is manufactured by KOST USA under the product name Kostchill HD 100 and contains a borate/nitrite type corrosion inhibitor package. The Dynalene HC-40 is manufactured by Dynalene Inc. and contains a proprietary inhibitor package. At least 90% of the original concentration of the borate/nitrite corrosion inhibitor in the ethylene glycol must be present after the separation process. The retention of the Dynalene HC-40 is not a requirement for this effort. After separation, the ethylene glycol needs to be returned to an active ethylene glycol system and the Dynalene HC-40 discharged to a proper container for storage and disposal.

PHASE I: Demonstrate the feasibility of separating the Dynalene HC-40 and ethylene glycol/water mixture with the separated ethylene glycol retaining at least 90% of the original concentration of the borate/nitrite type corrosion inhibitor. Establish and demonstrate a small scale process capable of separating the Dynalene HC-40 and ethylene glycol/water mixture resulting in a final Dynalene concentration in the ethylene/glycol water mixture of less than 0.5% by volume.

PHASE II: Develop and demonstrate a prototype system capable of extracting on average one gallon per hour of Dynalene HC-40 from an ethylene glycol/water solution containing 5% Dynalene HC-40 by volume. The final Dynalene concentration in the ethylene/glycol water mixture should be less than 1% by weight. The final ethylene glycol product needs to retain at least 90% of the original concentration of the borate/nitrite type corrosion inhibitor.

PHASE III DUAL USE APPLICATIONS: The proposed process would be applicable to military or commercial facilities using large quantities of ethylene glycol to reduce the need to purchase new ethylene glycol each time it

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becomes contaminated with a corrosive substance such as Dynalene HC-40.

REFERENCES:1. “Dynalene HC Heat Transfer Fluid Engineering Guide,” https://www.dynalene.com/v/vspfiles/templates/210/datasheets/Dynalene_HC_Engineering_guide.pdf

2. “Kostchill HD 100 Product Data Sheet,” https://www.kostusa.com/page/safety-data-sheets

KEYWORDS: Brine, Separation, Corrosion

AF181-012 TITLE: Free Flight Hypersonic Erosion and Ablation Measurement System



OBJECTIVE: Develop a capability to measure volume loss on test articles traveling at speeds ranging from 5,000 to 18,000 ft/s.

DESCRIPTION: Technologies are needed for measuring the volume loss due to erosion or ablation of test articles traveling at speeds from 5,000 to 18,000 ft/s. For example, volume loss could be determined from surface geometry measurements at two stations along the flight path. Obtaining ablation and/or erosion data during high speed material testing that has a moving test article is a critical for the development of hypersonic weapon systems. High speed ballistic ranges and sled facilities have been used extensively to perform erosion and ablation studies on the performance of re-entry vehicle (RV) materials. Historic methods of measuring ablation/erosion at discrete test stations used high speed photography systems located along the test sample flight path. Cameras opposed to the flight line were used at several locations to obtain images of the ablated or eroded test sample. Significant effort was required to calculate the geometry loss using these images, and uncertainty was high. For facilities such as the Arnold Engineering Development Complex (AEDC) Range G (light gas gun) and the Holloman High Speed Test Track, methods were developed to recover test samples in order to overcome these difficulties and improve understanding of material response. Because these facilities have long test lengths (1,000 ft and 10,000 ft, respectively), the ability to understand non-linear effects through the use of multiple instrumented stations is still limited by the photographic measurement techniques.

Recent advances in laser scanning, holography, and photogrammetry technologies should enable more accurate methods for obtaining geometry measurements of test samples. Laboratory investigations of holography systems show the capability of point measurement resolution below 3 micrometers (0.0012”) and potential for hypersonic applications. Innovative concepts using these or other technologies are sought for measuring three dimensional changes in geometry with a spatial resolution on the order of 0.001” for each dimension. Test samples in the ballistic range can reach surface temperatures greater than 2500 °F. Analysis software should perform volume

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comparisons to determine the volume loss on the surface and output three dimensional models of the test sample surface for comparison with computer modeling and simulation results.

Expectations for Phase I include a feasibility demonstration of scanning the surface of cylindrical and conical shaped objects up to 1” in diameter x 1” in length. The object should be moving at velocities greater than 2,000 ft/s, possibly a projectile fired from a rifle. The spatial resolution of the scanned object should be demonstrated in a laboratory using an objective surface of less than 0.005”. Phase II should provide two fully operation prototype systems for measurements at two separate measurement stations along the path of the test article. The prototype systems should be capable of scanning the test articles used with the Range G 3.3” launcher at a threshold spatial resolution of 0.001” for each dimension, and should include a software for processing of the data obtained between the two stations so that comparisons of test sample erosion and ablation can be provided after the test The prototype system should be demonstrated in an environment similar to that of AEDC Range G that uses a facility guided 3.3” diameter track and recovery system. The demonstration/validation test article should be similar to an AEDC legacy RV nose-tip model containing a sample up to 3” in diameter with a length under 2”. The test article should be recovered and compared to measurements made using the prototype system.

PHASE I: Demonstrate the feasibility of scanning cylindrically shaped objects up to 1” in diameter at spatial resolutions on the order of 0.001” (for each spatial dimension) at a velocity greater than 2,000 ft/s.

PHASE II: Develop two prototype systems capable of measuring the shape of test objects in a large ballistic range at a 0.001” spatial resolution per dimension and velocities ranging from 5,000 to 18,000 ft/sec.

PHASE III DUAL USE APPLICATIONS: Develop a portable system than can be easily installed at AEDC Range G or the Holloman sled track. Test article size should be increased to objects above 8” in diameter and over 8” long with the same .001” per dimension measurement resolution.

REFERENCES:1. Development of an Aeroballistic Range Capability for Testing Re-Entry Materials, Journal of Spacecraft, Vol 12, May 1975

2. Boundary-Layer Transition on Large-Scale CMT Graphite Nosetips at Reentry Conditions, AEDC-TR-79-45

3. Development of a high-speed ballistic holography camera for field experiments, SPIE Vol. 5210

4. A Novel Holographic Technique to Record Front-Surface Detail from a High Velocity Target, NASA SP-299

5. AEDC-TR-77-98 - AEROBALLISTIC RANGE/TRACK PHOTOGRAPHIC INSTRUMENTATION DEVELOPMENT, available from DTIC with no login credentials required (added on 12/15/17).

KEYWORDS: Laser Scanner, Holography, Photogrammetry, High Speed, Erosion, Ballistic Range, Sled, Holloman, AEDC Range G

AF181-013 TITLE: Extremely Small Balance Technology


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)

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in accordance with section 5.4.c.(8) of the Announcement and within the AF Component-specific instructions. Offerors are advised foreign nationals proposed to perform on this topic may be restricted due to the technical data under US Export Control Laws. Please direct ITAR specific questions to the AF SBIR/STTR Contracting Officer, Ms. Gail Nyikon, [email protected].

OBJECTIVE: Development of small balance technologies having the capability for measuring forces and moments on extremely small wind tunnel test models.

DESCRIPTION: The size of models tested in the AEDC 16-ft wind tunnels, particularly models of stores used in Captive Trajectory System (CTS) testing, can be unusually small for large vehicles due to the small scales needed for the parent vehicle to fit within the wind tunnel. These small models cannot be tested using traditional force and moment balances since the size of the supporting stings can be much larger than the models, making the small forces upon the models to fall within the noise measured by the balance. A small six degree of freedom (DOF) force and moment balance system is needed to enable the forces and moments on wind tunnel models whose characteristic outer dimension is down on the order of .5 inches or smaller. This implies the balance itself needs to by .2 inches in diameter or smaller. Time resolved measurements up to frequencies of 2000 Hz are desirable. This technology will be used in wind tunnel testing with flow fields ranging in Mach number from 0.1 to 2.5, altitude pressures from -1,000 to 100,000 ft, and temperatures ranging from -50 to 140 °F.

The approach may be a traditional sting with extremely small components, but other concepts such as a tethered system or holding of the store with a magnetic field will be considered. The hardware material must be sufficiently strong to withstand the aerodynamic forces created by the facility and be tolerant to the temperature, which can be extremely cold due to the expansion of the flow before the test section.

PHASE I: Develop a conceptual design for a small balance/force and moment measurement capability and a development plan for a prototype system and demonstration.

PHASE II: Develop a prototype system and demonstrate the capability for measuring the force and moments in a relevant environment.

PHASE III DUAL USE APPLICATIONS: The prototype system should be standardized with components that can easily be procured. Any software/data reduction capabilities needed with the system will be refined to integrate with facility test measurement data systems.

REFERENCES:1. G. BRIDEL and H. THOMANN. "Wind-tunnel balance based on piezoelectric quartz force transducers", Journal of Aircraft, Vol. 17, No. 5 (1980), pp. 374-376. http://dx.doi.org/10.2514/3.44662

2. R. L. BLACK. "High-speed store separation - Correlation between wind-tunnel and flight-test data." Journal of Aircraft, Vol. 6, No. 1 (1969), pp. 42-45. http://dx.doi.org/10.2514/3.43999

3. Frank Steinle, Jr., "Modeling of anelastic effects in calibration of a six-component wind tunnel balance", AIAA-2000-0105, 38th Aerospace Sciences Meeting and Exhibit. http://dx.doi.org/10.2514/6.2000-150

KEYWORDS: Balance, flight vehicles, wind tunnel, force measurement

AF181-014 TITLE: Wave Isolation


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OBJECTIVE: Develop a method to isolate signal transfer between the fluid and structure in a hydrodynamic ram (HRAM) impact event.

DESCRIPTION: Aircraft fuel tanks are intrinsically vulnerable to ballistic threats due to their large capacity and location. These ballistic threats have the possibility of leading to catastrophic structural failure by creating an internal damage mode classified as HRAM; this categorizes the event of pressure shocks that have potential to inflict long-lasting overpressures. Recent methods have been explored to understand the effects of HRAM on fuel tank structures; however, these methods were unable to isolate the fluid wave from structural wave during testing. The presence of the structural wave affected test results, producing inconsistent testing conditions and inadequate data collection.

This effort will identify a robust method for isolating wave propagation to the fluid, and/or establishing a significant propagation delay in the surrounding structure. The solution must be robust enough to withstand numerous HRAM impact events. Improvements are necessary to collect more accurate HRAM data feeding modeling and simulation of structural skin/joint/spar failures.

PHASE I: Analyze the interaction between fluid and metallic structure, specifically skin, joints, and spars, subjected to high pressure impulses from fluids. Develop a robust methodology to isolate, or delay, the wave propagation from the RAMGUN metallic structure to the fluid and, subsequently, the “target” that influences test results. Solutions should be robust enough to withstand numerous HRAM impact events; pressure produced would not exceed 34MPa (5kpsi).

PHASE II: Implement Phase I methodology to the RAMGUN and surrogate aircraft fuel tanks. The solutions need to demonstrate the ability to produce consistent results as well as reduce the impact of the structural wave propagation on the testing material. Proposed solutions should not interfere or dampen the water column wave propagation and the results that it produces on the test specimen.

PHASE III DUAL USE APPLICATIONS: Military Applications: Advancement will provide means to measure existing aircraft fuel tank structural strength against HRAM threats. Furthermore, the methodology improves confident levels in assessing military aircraft vulnerabilities with upgraded research integrated into platform survivability modeling and simulation. Solutions/findings would also potentially have applicability to Navy vessel structural integrity studies.

Commercial Applications: Solutions will allow commercial airliners opportunity to conduct studies on aircraft skin, joint, and spar strength to dynamic HRAM pressures and impulses versus static testing.

REFERENCES:1. (Reference removed by TPOC on 12/19/17.)

2. Czarnecki, G.J., “Evaluation of Skin-spar Joint Resistance to Hydrodynamic Ram”; Report Numbers: DTIC ADA464155, AFRL-WS-WP-TR-2007-9002, Report Date 2006-03-01

3. Kane, David, “Composites Affordability Initiative-Phase 2 Pervasive Technology Task 5.1-Methods and Performance Requirements”, Report Numbers: DTIC ADB297905; AFRL-ML-WP-TR-2004-4052; Report Date 2002-03-01

KEYWORDS: Hydrodynamic Ram, Fuel Tank Survivability

AF181-015 TITLE: Computational Geometry Kernel Support


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OBJECTIVE: Provide a geometry kernel code-base and associated APIs that can be incorporated into other simulation frameworks to enable dynamic simulations involving surface mesh deformation, adaptive mesh refinement and non-linear surface elements.

DESCRIPTION: When analyzing aerodynamic systems using computational fluid dynamics (CFD), a computational mesh is required to discretize the region of interest and capture the physical mechanisms driving the system. Traditionally, surfaces defining boundaries within the region have been comprised of static linear elements (typically triangles and quadrilaterals). To address many real-world dynamic problems, an analyst is often confronted with situations involving transient and dynamic environments where surfaces are not rigid or are in motion relative to each other. To perform simulations with higher-order accuracy, generating CFD solutions involving finite-element discretization methods is becoming increasingly common. These methods require higher-order (non-linear) elements, which requires access to the geometric properties of the original surface on which the mesh was created.

Dynamic simulations can include rigid bodies moving relative to one another, as happens during a store separation event or a moving rotor modeled as part of a turbomachinery simulation. The simulations can also involve a surface physically changing shape, as happens for cases involving ablation and aeroelasticity. If a surface moves or changes shape, a new computational mesh that accounts for the change in surface configuration must be generated for a CFD analysis to proceed. If the surface movement can be decoupled from the CFD simulation, each new mesh can be generated autonomously with a capable mesh generation tool. Manually generating each new mesh (which may need to be done as often as every iteration during a CFD simulation) can be time consuming and inconvenient and it is often advantageous to incorporate the mesh manipulation directly into the aerodynamic solution generation process. For the surface mesh to move as part of a dynamic simulation, it must have access to a well-developed geometry kernel that offers functionality such as projecting mesh nodes back onto a surface after transient processes such as elliptic smoothing or mesh refinement have driven them off of their initial position. Having a mesh coupled to an analytic surface also facilitates efficient interaction that is unavailable if a surface is brought in from a tool completely decoupled from the meshing process. Furthermore, having a mesh coupled to an analytic (non-discretized) surface allows the surface elements to increase in order and support finite-element based CFD. The development of a geometry kernel is a time-intensive and technically rigorous undertaking requiring someone with a solid background in computational geometry as well as geometry-related algorithms and application program interface (API) development. Few engineers and computer scientists within the DoD have this specific background; however, within the small business community this expertise is more common as it is required for modeling everything from computer animation to video games. The geometry kernel should consist of flexible and robust non-manifold surface definitions such as non-uniform rational b-spline (NURBS) surfaces and a set of APIs to perform commonly required tasks such as node projection onto a given surface. To enable effective deployment of the capability that this tool would enable, the DoD will need the source code and licensing rights to use the provided code without restriction. For Phase II, the APIs associated with the kernel should have bindings in several popular code languages including Python, C++ and Fortran and should extend capabilities to include wall distance and miss distance calculations.

PHASE I: Demonstrate the feasibility of providing a well-developed geometry kernel appropriate for incorporation into larger DoD developed tools and frameworks and a versatile set of APIs to efficiently perform commonly required tasks related to geometry and associated computational meshes.

PHASE II: Develop, demonstrate and provide the source code for a well-developed geometry kernel to incorporate into larger DoD developed tools and frameworks and a versatile set of APIs to efficiently perform commonly required tasks related to geometry and associated computational meshes. The final product should be scalable over many computational cores and a suite of automated unit tests should be included to improve code integration and maintenance.

PHASE III DUAL USE APPLICATIONS: For military and commercial applications, this technology can be used for any type computational analysis of higher order CFD methods involving deforming bodies (aeroacoustics and aeroelasticity).

REFERENCES:

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1. Winslow, A., “Numerical Solution of the Quasilinear Poisson Equation in a Nonuniform Triangle Mesh,” Journal of Computational Physics, Vol. 2, pp 149-172, 1967.

2. Masters, J. and Tatum K., “Unstructured Mesh Manipulation in Response to Surface Deformation,” AIAA Journal, Vol. 54, No. 1, pp. 331-342, January 2016.

3. Erwin, T., Glasby, R., Stefanski D., Karman, S., “Results from HPCMP CREATE™-AV Kestrel Component COFFE for 3-D Aircraft Configurations with Higher-Order Meshes Generated by Pointwise, Inc.,” 55th AIAA Aerospace Sciences Meeting, Grapevine, TX, January

KEYWORDS: Winslow Smoothing, Computational Geometry, Geometry Kernel, CFD, Mesh Adaptation

AF181-016 TITLE: Virtual Reality for Test Cell Presence

TECHNOLOGY AREA(S): Information Systems

OBJECTIVE: Develop a virtual reality test cell presence system that provides real time three dimensional, multi-spectral, and test data access to test hardware and support systems while testing is in progress.

DESCRIPTION: The Air Force operates complex facilities, testing one-of-a-kind test articles to be operated at or beyond their limits. Physical and visual access to the test articles and supporting hardware in test facilities is severely restricted during test runs due to personnel safety concerns and the complex and crowded test hardware installations. Current state of the art test cell visualization systems consist of a limited set of video cameras generally operating in the visible light spectrum. These cameras are typically located throughout the test cells for viewing specific areas. These fixed two-dimensional views often do not provide clear visibility of all critical or at risk hardware. The potential for minor issues growing into major issues is high.

The Virtual Test Cell Presence System (VTCPS) is proposed to replace current test cell visualization systems with three dimensional camera systems tied to a Virtual Reality (VR) computer-based processing and visualization system. The proposed VTCPS hardware must be robust enough to survive in low pressure, high temperature environments that can occur in test cells (individual test cells typically have their own individual barometric and thermal constraints) and provide a real-time VR viewing experience. The VTCPS would capture in real time the video feed from a test cell visualization system and convert that imagery into a virtual world of the test cell. Virtual reality goggles would then be used by test operations engineers, craft personnel, and analysis engineers to monitor the test cell hardware by “walking around” inside the test cell in a true virtual manner.

Requirements for technology development and testing during the development of the VTCPS may be extensive. A robust test cell visualization system of sufficient power and coverage to adequately allow the creation of a VR test cell environment is needed. More than just a general layout, the system needs to provide an image that can be converted into a VR environment where test personnel can inspect “blind areas” on the test article that might be buried under instrumentation cables and other hardware. An interface between the test cell visualization system and the VR hardware will be required that can process large volumes of raw video feeds into the required format for real-time VR viewing. This subsystem needs to include the future ability to bring in real-time data feeds from both standard test facility data systems and more specialized data systems such as the Computer Assisted Dynamic Data Modeling and Analysis System (CADDMAS). A software Human-Machine Interface (HMI) to the VTPCS needs to be developed that will satisfy the specific needs of the VTCPS. For example, a mechanism will be required to place

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a virtual traveler at a specified location in the given test cell and then remove the traveler without undue disorientation. All components of the VTCPS must be compatible with existing test cell national defense security requirements and customer proprietary requirements.

During Phase I, the proposer should collaborate with Air Force staff to detail VTCPS system requirements for application to a target test facility, provide a feasibility assessment, and a conceptual system design and approach for implementation. The assessment and conceptual design should include hardware integration requirements, VTCPS Systems integration approach, as possible, provide empirical data on the performance of design concepts in a typical test facility.

PHASE I: Develop a conceptual VTCPS design and demonstrate the feasibility of implementing a VTCPS in a typical test facility.

PHASE II: Develop a prototype VTCPS system and demonstrate the VTCPS in a representative test cell hardware environment, including complex tubing installations with a simulated or actual test article in a non-test environment. Merge the VTCPS with existing test cell data and analysis systems to provide real-time data display in the VR environment including facility and test article parameters, such as pressures, temperatures and flow rates.

PHASE III DUAL USE APPLICATIONS: Military Applications: Deliver a fully commercialized system for ground test facilities and for other DOD test organizations Commercial Applications: Deliver a fully commercialized system to industry and other Government test agencies such as NASA, auto industry test complexes, and aerospace industry test complexes.

REFERENCES:1. Hackathorn, Richard and Todd Margolis, “Immersive Analytics: Building Virtual Data Worlds for Collaborative Decision Support,” paper submitted to the Immersive Analytics Workshop at the Institute of Electrical and Electronic Engineers Virtual Reality

2. Vora, Jeenal, et al., “Using Virtual Reality Technology for Aircraft Visual Inspection Training: Presence and Comparison Studies,” Applied Ergomics, Vol. 33, Issue 6, November 2002, pp 559-670.

3. Sanchez-Vives, Maria V. and Slater, Mel, “From Presence to Consciousness Through Virtual Reality,” Nature Reviews Neuroscience, Vol. 6, April 2005, pp 332-339.

KEYWORDS: Virtual Reality, Test Cell, Software, Presence, Ground Test

AF181-017 TITLE: DE Optical Turbulence Collection Sensor



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OBJECTIVE: Develop an Optical Turbulence Collection Sensor to support the development of Directed Energy (DE) decision aids.

DESCRIPTION: DoD is spending billions of dollars developing laser weapon technology. There are a number of programs in development in the USAF and US Army designed to create lethal and non-lethal capabilities that are expected to be fielded in the next 5-15 years [1]. Currently, there are no persistent optical turbulence collection sources in the DoD or US gov’t. Historically, measurements of optical turbulence have been made at point locations using indirect methods such as thermosondes with thin-wire microthermal sensor and onboard electronics convert the temperature difference to a voltage signal, which can be translated into refractive index structure parameter, Cn2. This instrument is commonly used balloon-born to measure turbulence profiles of the atmosphere, but when used at a stationary location, its fragile construct means that it breaks under tough meteorological conditions. Additionally, point measurement have been made using sonic-anemometers, which built to handle any conditions due to its metal frame and its lack of moving parts. More direct optical measurement can be made using system such as generalized scidar or scintillometer for example. Scintillometers measure the turbulence over a given path instead of at a specific location [2, 3] and can lack range correlated turbulence. Additionally, they also required an optical source or target at the far end of the path (transmit and receive geometry) in order to make measurements. AF Weather will likely need a mechanism to collect optical turbulence data that overcomes the limitations of historical systems in order to support the various Directed Energy Weapons being developed and ultimately fielded. In order to properly account for atmospheric conditions a three dimensional, volumetric scan of the atmosphere may be required to support laser weapons. This type of scan will provide not only real-time conditions, but begin to build a worldwide climatology of this atmospheric parameter of interest.

PHASE I: Research the existing and near-term optical turbulence collection sensors. Analyze which ones, if any, can operate 24/7 and can collect data in a volumetric scan, similar to a weather radar over distances ranging from approximately 1-10 km. Determine the optimized location and placement of the sensor to acquire uncontaminated data. Design a solution while adhering to security & IA doctrine.

PHASE II: Using the results from Phase I, develop a prototype optical turbulence collection sensor. Determine how this system would plug into the existing AF Weather observing network and how the data would be disseminated. Verify product usefulness by engaging in collection efforts with comparisons to other validated optical turbulence sensors. Operate the system under persistent, dissimilar weather conditions and make data comparisons.

PHASE III DUAL USE APPLICATIONS: Produce production quality collection sensors.

REFERENCES:1. United States Air Force Directed Energy Weapon Flight Plan, 2017

2. Jumper, G., Et al., “Comparison of Recent Measurements of Atmospheric Optical Turbulence,” AIAA-2005-4778, AFRL-VS-HA-TR-2005-1124, 2005.

3. Travouillon, T., et al., “Accurate measurements of Optical Turbulence with Sonic-anemometers,” Journal of Physics: Conference Series 595, 2015.

KEYWORDS: Atmospheric propagation, Atmospheric characterization, Optical turbulence, Volumetric wavefront sensing, Adaptive optics, Phase-front distortion, Decision aid

AF181-018 TITLE: Rechargeable Thermal Batteries for Airborne Systems


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OBJECTIVE: Provide a prime power system using rechargeable thermal batteries suitable for airborne systems.

DESCRIPTION: Demonstrate the feasibility of using rechargeable chemical batteries as prime power sources on airborne platforms beginning with an analysis of the current state of the art and progressing to a completed system.

PHASE I: Generate a report on the available state of the art in chemical thermal batteries. The report will demonstrate an understanding of all available battery chemistries. The report must describe the capabilities of the available chemistries including: Energy per cubic cm, weight per cubic centimeter, current per unit area, operational temperature range, recharge efficiency, recharge rate, and number of recharge cycles. The report will include a trade-space matrix of these capabilities, a description of how to advance the state-of-the-art, and summary of commercialization opportunities for advancing the state-of-the-art.

PHASE II: Develop a design for a thermal battery for airborne systems based on specifications that will be provided. The design must finalized in this phase. A prototype system will be constructed and tested at an Air Force Facility to demonstrate that the design meets the provided specifications.

PHASE III DUAL USE APPLICATIONS: Refine the prototype design from phase II into a commercial product. Develop a manufacturing system to produce commercial volumes of rechargeable thermal batteries that satisfy Air Force and other customer needs.

REFERENCES:1. Method of recharging a pyrotechnically actuated thermal battery, Thomas A Velez, Nicholas Shuster, United States Patent, Patent No: US 6,384,571 B1, May 7, 2002.

2. S.K. Preto, Z. G Tomczuk, S. von Winbush, and M.F. Roche, Journal of the Electrochemical Society, 264, (1983)

KEYWORDS: Thermal batteries. Prime Power. Pulsed Power.

AF181-019 TITLE: Novel Battle Damage Assessment Using Sensor Networks

TECHNOLOGY AREA(S): Sensors

OBJECTIVE: Assessing the effect of a high-power electromagnetic (HPEM) attack is challenging, and potentially requires the use of multiple sensing techniques that must be integrated to determine mission success or failure. We are seeking innovative approaches based on advanced statistical techniques to perform this assessment for an HPEM attack, as well as to quantify the contribution of specific sensors to the assessment.

DESCRIPTION: Performing BDA for an HPEM attack is a challenging technical problem, potentially involving multiple sensors to attempt to quantify how the target is affected. This includes aspects such as reconstitution time that may not be directly observable, and for which we can only hope to determine probability distributions. In addition, many aspects of the target system may themselves be only imperfectly known. Modern statistical/Bayesian approaches coupled with nonlinear optimization techniques offer the opportunity to approach this problem in a novel way that allows us not only to perform BDA more efficiently and more accurately, but also to understand the role and utility of specific sensors in this process.

We are seeking novel approaches to modeling the uncertainties in this problem, with the aim of better understanding what sensors are required for an HPEM attack and quantifying the utility of specific sensors in reducing the total uncertainty of critical mission effectiveness parameters such as target functionality and reconstitution time.

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PHASE I: Develop technical approach and software development plan for combining sensor information and assessing uncertainties in assessed quantities, as well as quantifying utility of specific sensors.

PHASE II: Build and deliver software tool implementing technical approach, and demonstrate to AFRL/RDH. Apply to one or more test cases (unclassified) to show utility of approach.

PHASE III DUAL USE APPLICATIONS: Transition to DoD and work with other industry partners to apply to real world test cases of relevance to HPEM weapon systems.

REFERENCES:1. Bayesian Data Analysis, Third Edition. Gelmanm, Carlin, Dunson, Vetari, and Rubin. Chapman & Hall/CRC Texts in Statistical Science, 2014.

2. Commander's Handbook for Joint Battle Damage Assessment, 2004, US Joint Forces Command Joint Warfighting Center: http://www.dtic.mil/doctrine/doctrine/jwfc/hbk_jbda.pdf

KEYWORDS: Battle Damage Assessment, advanced statistical techniques, Bayesian, multiple sensors

AF181-020 TITLE: Rapid construction of 3-D Satellite models from limited amounts of 2-D imagery

TECHNOLOGY AREA(S): Space Platforms

OBJECTIVE: Conceive of and perform R&D on theoretical approaches and associated algorithms that could expedite the modeling of 3-D satellite geometries from limited amounts of 2-D imagery, thereby saving end-user resources for the verification & validation of the ensuing model.

DESCRIPTION: The need for quickly extracting shape information from a limited number of observational images is growing fast. The observed 2-D images have limited spatial resolution, signal-to-noise ratio (SNR), and viewing aspects. The reality of satellites as complex 3-D shapes with details extending to tiny size scales translates to limited model fidelities as constrained by the observed imagery. This SBIR provides a means to investigate notions for rapidly obtaining satellite models, and associated confidence levels, on the basis of innovative research. For the most part, the point spread function for space-based imagery should be considered known, whereas for ground-based imagery residual effects of atmospheric seeing could be present.

Historically, the prowess of the “eye-brain” combination has been unsurpassed up until recent times for determining patterns in imagery and assessing quality of fitted models, and this applies as well to 3-D volumes as they are rotated and aligned during visual fitting processes. Yet, subjectivism, and the lack of quantified uncertainties, limit the attractiveness of this approach. The efforts of the analyst might be more productively used for the quality control and oversight of a continuing flow of new observations and model builds.

The challenge of this SBIR is accommodating a vast range of image data set quality and diversity (number of images and their aspects, and image SNR). Approaches that begin with a limited number of degrees of freedom to determine the simplest shapes that are mathematically compatible with the observed data might focus on optimizing chi-squared per parameter, or minimizing parameter uncertainties in the sense of Cramer-Rao bounds (CRB), and are expected to lead to fewer spurious artifacts and not over-represent the information content of the data. Alternatively, approaches that draw from a library of simple shapes with a Principal Component Analysis (PCA) decomposition that includes associated CRBs for the derived eigenvalues are expected to represent more complicated object geometries, possibly at the expense of superfluous or unphysical artifacts. The ultimate goal of the SBIR is for an end user to be able to compare the derived shape and its uncertainties with an independent object library that is not publically available, to facilitate identification or correct library associations.

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PHASE I: Analyze and determine the fundamental performance limits on the proposed approach, as constrained by information theory and in view of the image data set limitations mentioned above. These include Shannon Information Theory as it applies to the information content of images, Cramer-Rao bounds on optimal parameter estimates, Bayesian Estimation Theory, and even PCA approaches if the associated uncertainties in the eigenvalues can be quantified. Imagery examples for test may be either synthesized or requested of the government (AFRL/RD).

PHASE II: Quantify approach viability through testing with actual image data sets. Quantify speed of processing in a controlled environment simulating an end-users production flow. Additional efforts, should the above basic requirements be realized, include the synthesis of a model with a known format (*.NSM as an example), possibly within a known time interval, and possibly embellished with electro-optical properties. Collaboration with Air Force scientists and engineers for access to object model libraries is possible in Phase II.

PHASE III DUAL USE APPLICATIONS: Productize knowledge base and algorithmic approaches with the transitioning of verified and validated algorithms to the Air Force user community for insertion into a national space data center.

REFERENCES:1. Hope and Prasad, “AMA Statistical Information based analysis of a Compressive Imaging System”, 2009 AMOS Conference Proceedings

2. Matson, Charles L., et al. "Fast and optimal multiframe blind deconvolution algorithm for high-resolution ground-based imaging of space objects." Applied Optics 48.1 (2009): A75-A92.

3. Robinson, Dirk, and Peyman, Milanfar. "Statistical performance analysis of super-resolution." IEEE Transactions on Image Processing 15.6 (2006): 1413-1428.

4. Helen, Brian J., John R. Valenzuela, and Joel W. LeBlanc (2016). “Theoretical performance assessment and empirical analysis of super-resolution under unknown affine sensor motion. JOSA A 33.4 (2016): 519-526.

KEYWORDS: 3D models, 2D imagery, optics deconvolution, tomography, space surveillance, satellites, space object identification

AF181-021 TITLE: Algorithms & networking protocols for secure, wireless high-frequency communications systems



OBJECTIVE: Develop algorithms and networking protocols for secure, wireless high-frequency communications systems that are dependable, survivable, and jam resistant, with low probability of detection, interception, and exploitation in nuclear/EMP environments.

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DESCRIPTION: High-frequency radio communication systems have long been valued for beyond line-of-sight links, but have fallen out of favor since the growth of satellite communications. HF has received renewed interest as of late due to saturation of the satellite communication spectrum, but commercially-available HF radios still suffer from low data rates, high bit error rates, and susceptibility to signal degradation during storms and solar activity.

The proposed communications methods must support a data rate of at least 300 KBPS, have a minimum range of 500 miles, and a bit error rate (BER) of less than 1E-5. Preference will be given to systems operating within 3-30 MHZ. Proposed systems must show a valid approach to implementing jam resistance and probabilities of detection, interception, and exploitation than currently available technologies. Specific metrics are to be proposed by the researchers and agreed to by the government. The communication system must be able to support both based stations to mobile distributed (i.e., mobile to mobile) communications. Algorithms and protocols proposed must be designed to survive Electromagnetic Pulses (EMPs) and nuclear explosion events. Systems should not include or rely on external systems which are unlikely to survive an EMP or nuclear explosion i.e. commercial wireless/cell phones and commercial Internet. Proposed hardware / software, if any, must be available from approved supply chains.

Algorithms and protocols developed under this effort must be designed with SWaP (size, weight, and power) constraints in mind, as target applications include military aircraft with size and power constraints.

The expected outcome of the effort includes algorithms and protocols that can be hosted aboard an HF radio for field experimentation.

PHASE I: Develop a viable wireless communication schema, identifying networking protocols and other algorithms that can meet the HF BER, data throughput and range goals, and perform a technology feasibility assessment. Develop/deliver computer based model as well as simulation results versus theory using an industry standard M&S tool (i.e., MATLAB, Simulink, Riverbed Modeler etc.) of the proposed schema. Provide specific limitations of current & developing capabilities; potential solutions; and technical areas requiring additional research and development supporting the potential solutions. Identify limitations and threat susceptibility with each schema and supporting equipment. Propose limitations to be further investigated in Phase II.

PHASE II: Implement identified networking protocols and algorithms in an HF radio hardware system, using COTS components where practical. Perform bench & limited field testing to validate model predictions for link budget, BER, data throughput, range, and sunspot impact.

PHASE III DUAL USE APPLICATIONS: Commercial: Provide enhanced HF radios for maritime (Global Maritime Distress & Safety System,) forestry, construction and law enforcement applications. Military: Provide a high-bitrate, reliable, survivable alternative to the current HFGCS system and its compatible radios.

REFERENCES:1. “Wideband FM Demodulation and Multirate Frequency Transformations.” Santhanam,Balu and Liu,Wenjing. 15 Dec 16. http://www.dtic.mil/get-tr-doc/pdf?AD=AD1024701

2. “A new wideband high frequency channel simulation system.” Mastrangelo, J.F., Lemmon, J.J., Vogler, L.E., Hoffmeyer, J.A., Pratt, L.E., and Behm, C.J. IEEE Transactions on Communication, Vol 45 Iss 1, Jul 1997, pg. 26-34. ieeexplore.ieee.org/iel1/26/12066/00554283.pdf

3. “High Frequency Electromagnetic Propagation/Scattering Codes.” Geshwind, Frank & Rokhlin, Vladimir, 01 Sep 2000. http://www.dtic.mil/get-tr-doc/pdf?AD=ADA381832

4. “A Real-Time Software Simulator of Wideband HF Propagation Channel.” Guo, Yang & Wang, Ke. 2009 International Conference on Communication Software and Networks.

KEYWORDS: advanced HF, wideband, HF, high frequency, algorithm, network protocol, networking

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AF181-022 TITLE: High-Frequency Ionospheric Visualization Environment (High-FIVE)



OBJECTIVE: Provide means to rapid assess, predict, validate, and report high frequency (HF) signal propagation in both near-real-time and forecast situations

DESCRIPTION: NOTE: Throughout this topic, use of the term "HF" may be exchangeable with Medium Frequency (MF), HF, and VHF, and similar spectra below 30 MHz.

With the advent of improved circuitry, software-defined radios (SDR), and our advancing understanding of high-frequency (HF), low-frequency, very-low-frequency (VLF) bands which are advantaged by favorable ionospheric conditions, communicators are able to take advantage of these well-established spectra through use of advanced antenna systems, improved discrimination and sensitivity in the receiver units, and employment of "wideband" bandwidths, among other things. Unlike the nearly 80-year history of traditional military use of HF which utilizes narrow bandwidth channels, we may soon see 8-10+ times the bandwidth used in modern HF warfighter communications systems.

In hours of darkness in winter months, most HF communication is confined to 10 MHz and below, while mid-day summer conditions may extend the usable HF spectrum to the 30 MHz, the top of the HF band. Space weather effects also significantly impact quality and distance of HF communications.

High-FIVE, utilizing all available measurements on a continual basis, world-wide, continuously collects, analyzes, recommends, and disseminates best-use information to our military and allied forces. Best-use includes factoring in specific ionospheric conditions affecting sky wave, direct wave or other propagation, directionality for point-to-point (e.g., a specific mission to be contacted), distance, antenna tuning factors, general orientation of transmitter and receiver antennae, etc.).

We are seeking improved means to support wideband HF communications, as well as traditional HF signals (3kHz) propagation, determine optimized frequency selection, obtain NRT feedback to the propagation modeling system(s), improved parametric settings to control the signal, and other innovative solutions to maximize the HF quality of service.

PHASE I: Provide visualization solutions for communications centers and operations centers to determine best planning frequencies for HF use, means to disseminate HF propagation data and instructions in a timely manner, means to obtain feedback from intended and opportunistic communication nodes. Develop planning approaches to extend from HF operators through worldwide reporting and monitoring, to include feedback to operators, command and communications centers, to include potential input to the combat cloud.

PHASE II: Develop protocol(s) for passing HF spectral conditions to the war fighter at sea, on land, and in the air. This may be via broadcast, relay, or other means. Determine ways to use this advantageously for tactical and

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strategic missions. Demonstrate visualization and command-control (battle management C2) for potential worldwide use.

PHASE III DUAL USE APPLICATIONS: Provide means to commercialize this capability to increase distance, reduce power, and otherwise maximize the use of wideband HF communications. Provide similar capabilities for other low-frequency (VLF through UHF).

REFERENCES:1. J. Taylor and B. Walker, "WSPRing Around the World, QST, November 2010,p. 30-32

2. N. A. Frissell, et al. (2014), "Ionospheric Sounding Using Real-Time Amateur Radio Reporting Networks", Space Weather, 12, 651-656, doi:10.1002/2014SW001132

KEYWORDS: ALE, automatic link establishment, HF, high frequency, MF, Medium Frequency, VLF, Very Low Frequency, spectra, ionosphere, ionospheric, spectrum, sky wave, direct wave, ground wave, shortwave, long wave, winlink

AF181-023 TITLE: Optimized Personal Area Network (PAN) for Battlefield Airmen

TECHNOLOGY AREA(S): Human Systems


OBJECTIVE: Develop an optimized wireless personal area network (WPAN) for Battlefield Airmen’s personnel equipment set based on information security, survivability, workload, and size, weight, power and cost (SWaP-C) considerations.

DESCRIPTION: Battlefield Airmen carry extensive sensing, communications, computation and information management equipment on the battlefield. This equipment set, known as the Battlefield Air Operations Kit (BAO Kit), includes worn items (computer, GPS, headset, visual displays, batteries), hand held items (radios, range finders) and placed items (laser designators, packable radios). The cables required to network the BAO Kit create storage, management, and mobility challenges. The current wired network has an undesirable footprint. The large number of unique ruggedized cables and spares take up a significant portion of the Battlefield Airman’s packable space and weight budget. Assembly and disassembly of the cabled network takes time and is particularly difficult under low light conditions. Cables have to be integrated with outer garments, backpacks, tactical vests, helmets and other protective gear. Worn cables create entanglement and snag hazards which can cause injury and degrade the pace of operations. The advantages of a cabled connections include reduced electromagnetic signature, secure transmission and simplified, efficient, power management from a single, high capacity battery. Wireless solutions must provide for rapid entry and exit of the network and comply with DoD wireless operating standards. It is possible that the optimized system may contain a mixture of wireless and cabled connections. A

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robust systems engineering effort is needed to digest operational requirements, prioritize human factors issues, analyze BAO Kit component interfaces, bandwidth, information security and power requirements and build an optimal network design. It has always been the major focus of the BAO Kit program management office (PMO) to field a functional kit that is as small, lightweight, and powerful as possible with the need for improvements in cable management to reduce entanglement, snag hazards, and modularity. The purpose of this SBIR topic is to design a WPAN that meets SWaP-C, while taking into consideration cost, bandwidth, and security considerations (in particular covert operation) for the BAO Kit.

PHASE I: Investigate data transmission requirements for each BAO Kit component. Conduct space, weight, power, security and ergonomic trade analysis for various wired and wireless options. Design optimal transmission components and overall network system. Conduct technical analysis (e.g., modeling and simulation) to quantify initial designs. Chart a clear course using system documentation for developing the WPAN technology in Phase II. Additional GFI related to BAO Kit will be provided to successful offerors.

PHASE II: Refine design based on cost, manufacturing and logistics considerations. Conduct a formal risk assessment, and document key program risks. Produce a prototype WPAN. Develop test plan and conduct laboratory testing to confirm performance. Provide a demonstration of the WPAN prototype. System design and demonstration of the WPAN should take into consideration the intended environment and its characteristics (e.g., RF interference, friendly/hostile jamming, and co-site issues) for use of the WPAN.

PHASE III DUAL USE APPLICATIONS: Produce field-ready WPAN prototypes with corresponding performance specification documentation. Demonstrate the WPAN prototypes in an environment relevant to the operations conducted by Battlefield Airmen (e.g., military operational exercise). Develop detailed field test plan describing the planning and execution of use case scenarios and a follow-on field test report capturing WPAN test and post-demonstration analysis results. Provide a user’s manual describing detailed operation of the WPAN. Work with the Government on the development of a technology transition plan for the WPAN system.

REFERENCES:1. AFSOC BAO Kit http://www.ndiagulfcoast.com/events/archive/34th_Symposium/34_Day1/12_AFSOC%20NDIA%20Brief.pdf

2. Joint Publication 3-09.3, Close Air Support Podcast: http://dtic.mil/doctrine/docnet/podcasts/JP_3-09.3/podcast_JP_3-09.3.htm

3. AFSC 1C2X1 Combat Control Career Field Education and Training Plan, http://static.e-publishing.af.mil/production/1/af_a3_5/publication/cfetp1c2x1/cfetp1c2x1.pdf

KEYWORDS: wireless personal area networks, battlefield airmen networking technology, secure networking, inter/intra-network communications, wearable communications devices, tactile network interface, short-range connectivity, covert communications technology, auton

AF181-024 TITLE: Robust, Adaptive Machine Learning (RAM)



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OBJECTIVE: Develop robust, adaptive machine learning capabilities that maintain and improve performance even as the data and behavior being modeled evolve to support decision making processes.

DESCRIPTION: Enabling rapid Situational Awareness (SA) in support of (Battle Management Command and Control (BMC2) is critical for analyst assessment and commander decision-making from multi-INT data in complex and evolving multi-domain situations.

Machine learning technology has been applied to support intelligence needs by automatically processing massive and increasing amounts of intelligence data to provide analysts with awareness and recognition of evolving activities, alerts, and actionable intelligence. However, existing machine learning-based systems that are largely static and non-interactive are not capable of adapting to changes in their input data streams or in the real-world behavior they are supposed to model.

Adaptive systems are critical for enhancing decision-making posture. Recent research in machine learning provides us with hope that robust, adaptive machine learning systems can be developed. These include: statistical models for entity, relationship, and descriptor extraction; unsupervised techniques for topic and group discovery from text; automated structure learning; latent variable models that enable inferring joint structure for image/video and text; and active learning with user feedback. Evolving these capabilities to the next level requires developing an architecture that supports full-scale and robust adaptive machine learning across multi-INT/multi-domain data. Fully implementing such a capability requires addressing several challenges: managing model drift and uncertainty, maintaining and managing multiple complementary and possibly competing models, and automatically monitoring model performance to determine when a model needs to be updated, replaced, or retired, or when to solicit human feedback.

This topic is seeking new machine learning architectures and technologies to support development of robust and adaptive machine learning based systems that can continue to operate when faced with noisy, diverse data-sets, changing data streams and/or evolving behavior, adapt through continuous learning, respond to dynamic environments and changes in adversary tactics, new mission requirements, and unforeseen contingencies, and development of machine learning algorithms capable of incremental model updating based on user feedback and/or data drift indicators.

This topic seeks to bring state of the art machine learning and reasoning algorithms to:- Enable rapid situational awareness in support of Space BMC2 using multi-INT/multi-domain data- Increase Space Operator/Analyst and Senior leadership confidence in situational understanding of the space domain and in identification, evaluation, and selection of appropriate courses of action- Produces situational awareness indications and warnings of anomalous and threats associated with objects’ and entities’ activity behaviors- Support decision making processes under uncertain, changing, and time-sensitive conditions- Increase threat warning time, decrease forensic analysis time, increase accuracy of threat identification and characterization and support predictive analysis

It is not anticipated that the government will provide GFE/GFI (including data) during Phase 1. It is anticipated that the government will provide access to data during Phase 2.

PHASE I: Design a robust, adaptive machine learning architecture. Define a set of metrics for assessing performance. Deliverables will include a system architecture design, block diagram identifying data flows and interfaces, and identification of required data sets and demonstration use cases.

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PHASE II: Develop and demonstrate a prototype system based on the architecture defined in Phase I. Develop and implement a plan to test and measure the performance of the system against real data. The Phase II system should be tested on at least two use cases identified during Phase 1.

PHASE III DUAL USE APPLICATIONS: RAM technologies/architectures will support a broad range of intelligence and intelligence-related applications. Commercial -The improved learning capability will allow rapid deployment and robust performance for a variety of business intelligence and marketing applications.

REFERENCES:1. Sudderth, E., A. Torralba, W. Freeman, A. Willsky (2005). Describing visual scenes using transformed Dirichlet processes. NIPS, Vancouver, BC.

2. Wang X., N. Mohanty, A. McCallum (2006). Group and topic discovery from relations in text. NIPS 2006.

3. Jain, Vidit, E. Learned-Miller, A. McCallum (2007). People-LDA: anchoring topics to people using face recognition. International Conference on Computer Vision.

4. Kemp C., J. Tenenbaum (2008). The discovery of structural form. PNAS 105:31

KEYWORDS: machine learning,adaptive learning,robust learning,statistical modeling

AF181-025 TITLE: Evidence-based Certification Analysis and Planning in Acquisition



OBJECTIVE: Provide model-based tools and methods to represent aircraft systems, architectures, and behaviors such that the impact of candidate modifications to criterion-driven certifications can be identified and factored in acquisition plans and budgets. Such certifications include but are not limited to Airworthiness Determination, CNS-ATM Compliance, and Cyber-security.

DESCRIPTION: Project planning and cost estimation models/tools are increasingly reliable but are driven by historical data for product development. They often fall short or ignore completely the variables associated with aircraft certification and credentialing requirements mandated for Air Force and other systems. Failure to correctly identify potential impacts to these criterion-driven assessments leads to increased risk that data, analysis, and reports generated during modification will satisfy outside organizations charged with credentialing the operational readiness of capability improvements and modernization. This lapse is increasingly a source of substantial delays and cost increases at the end of modification programs; and thus have a severe negative impact on fleet capacity. Natural language specifications and change descriptions are not capable of representing the behavioral complexities of modern avionics and flight systems needed to reliably predict and assess the potential impact of planned

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modifications with respect to the subject assessments. System modeling tools and methods have been demonstrated that successfully capture architectures and interactions, including functional and behavioral representations, in a form suitable for analysis of alternatives and sensitivities. These must be tied with specific military and civil standards in order to fully meet the Objective of this topic.

PHASE I: Identify evidence-based certification requirements and standards applicable to Mobility aircraft and operations. Identify an exemplar system, modification, and applicable certification criteria. Develop and demonstrate a framework to capture/model a system performance, assert a modification, and identify potential impacts to certification criterion. The selected Challenge Problems should be of sufficient scope to both prove the viability of the concept and framework, and to show scalability to support a Phase II development.

PHASE II: Prototype and demonstrate the selected aspect of system modification acquisition planning and analysis support for the Challenge Problem selected in Phase I. Expand features to include the capability to recommend compliance approaches based on characteristics of a modification, and to identify artifacts necessary to be generated during modification development and test to satisfy impacted criteria.

PHASE III DUAL USE APPLICATIONS: Correctly estimating and resourcing the effort necessary to retain operating credentials in a regulatory environment is a ubiquitous challenge for civil airspace operators and other industries. The results of Phase II will be a technology readiness sufficient to attract bridge funds for full-scale development specific to a System Program Office (such as the C-130); then ultimately investment toward a full-operating-capability product.

REFERENCES:1. "Survey of Model-Based Systems Engineering (MBSE) Methodologies", Jeff A. Estefan, Jet Propulsion Laboratory, California Institute of Technology, 2008.

2. "Verification of Cyber-Physical Systems", Majumdar, Murray, and Prabhakar, 2014.

3. "Evidence Based Certification: The Safety Case Approach", Kelly, High Integrity Systems Engineering Group, University of York, 2008.

KEYWORDS: System Modeling, Architecture Modeling, Evidence-based Certification, Formal Methods, Acquisition Analysis, Acquisition Planning, Airworthiness, CNS-ATM Compliance, Cyber-security Compliance, Agile Acquisition, Change Impact Analysis

AF181-026 TITLE: Novel Concepts for Combustion Instability Reduction



OBJECTIVE: Develop a novel strategy to eliminate or mitigate--preferably passively--combustion instabilities over a wide range of combustor and/or afterburner operating conditions. This concept should concentrate on essentially

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preventing combustion instabilities in the first place.

DESCRIPTION: Possible strategies for combustion instability reduction include the design of sufficient fuel circuits to allow manipulation of fuel placement to reduce combustion instabilities. This requires multiple fuel circuit controls and considerable testing to explore how changing the fuel placement can prevent the acoustics. This approach provides a means to alter the acoustics should they arise. Actively controlled approaches in which fuel is manipulated temporally, but out of phase, with the combustion acoustic signature, have proven successful. However, this approach can involve many actuators and adds new sources of unreliability to an already complex system. Also, if instability frequencies are high, fast-acting valves are required, which may themselves fatigue. These approaches also lead to weight and packaging issues.

Alternatively, screech liners have been used in augmentors to passively damp acoustic instabilities, and have been proven effective in practice. Acoustic liners generally have limited damping capability below roughly 1000 Hz and tuning them to lower frequencies results in significant issues with weight, size, and packaging. Maintenance of screech liners can be extraordinarily costly. However, a better screech liner is not the objective of this topic. A major challenge with combustor and augmentor development is that the design may need to be modified after engine testing, since typical engine conditions are not easily attained in rig tests. Current design methodologies are limited, especially for next generation military systems, for which boundary conditions such as temperature, operating pressure, velocity/Mach number, turbulence levels and vitiation level (for augmentors), are expected to be more severe, contributing to a higher tendency for combustion instabilities. The local flow conditions in today’s military systems can greatly deviate from the global parameters used to design them. Because of this, improved concepts that capture the local physical phenomena and are robust to changes in operating conditions are needed. This SBIR topic seeks novel concepts that focus on the reduction or prevention of the combustion instability in the first place, or a method to “self correct” the acoustic instability. Small peak-to-peak pressure amplitudes are generally acceptable to most OEMs. The concept should also not cause significant weight gain or complexity to the system. A strong collaboration with the original equipment manufacturers (OEMs) is highly recommended from the inception of this program.

PHASE I: Show the feasibility for a novel concept for avoiding or reducing combustion instabilities. Develop a strategy for evaluating the idea, through testing and/or analysis, and identifying the key performance parameters necessary to document the concept's ability to avoid or reduce combustion instabilities. Develop an initial transition and business plan.

PHASE II: In Phase II, the methodology developed in Phase I should be validated for additional conditions approaching those found in practice and for geometries that incorporate geometric features found in practice. In the Phase II effort, steps should be taken to establish requirements for integration of the reduced order model into a standalone design tool that incorporates sufficient details to allow it to successfully predict. The work should be transitioned to interested OEMs.

PHASE III DUAL USE APPLICATIONS: Future Phase III efforts should involve further commercialization of strategies developed for incorporation into elevated TRL demonstrations.

REFERENCES:1. Eldredge, J.D. and Dowling A.P., “The absorption of axial acoustic waves by a perforated liner with bias flow,” J. of Fluid Mechanics, Vol. 485, pp. 307-335, 2003.

2. Hathout, J.P., Fleifil, M., Annaswamy, A.M., and Ghoniem, A.F., “Combustion instability active control using periodic fuel injection,” J. Prop and Power, Vol. 18 (2), pp. 390-399, 2002.

3. Heuwinkel, C., et al., “Establishment of High Quality Database for the Modeling of Perforated Liners,” GT-2010-22329, Proceedings of ASME Turbo Expo 2010, Power for Land, Sea and Air, June 14-18, 2010, Glasgow, U.K.

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4. Kinsler, L.E., Frey, A.R., Coppens, A.B., and Sanders, J.V., “Fundamentals of Acoustics,” John Wiley and Sons, 4th ed., pp. 284-286, 2000.

KEYWORDS: augmentor, combustor, combustion instability, fuel injection, combustion dynamics, screech, growl, JP-8, durability, analysis

AF181-027 TITLE: Real Time Thermal Imaging Capability for Propulsion Systems



OBJECTIVE: Develop a low-cost portable real-time infrared imaging and visualization capability for high speed turbine and internal combustion (IC) engine components to improve inspection capability and enhance engine life cycle management.

DESCRIPTION: Small Turbine and IC engine designs employing novel combustion features, advanced thermal materials, and high speed components impose challenges on collecting appropriate data for analysis and evaluation in situ. Large turbine maintenance evaluation of critical components is accomplished with visual inspection using a bore-scope through case access points or through the back of the engine at scheduled intervals. More detailed capability to determine the state of health of the turbo-machinery components is needed to push reliability improvements and accommodate new requirements for achieving condition based maintenance plus (CBM+) goals. Applications of this capability to uninstalled engines in the test cell is desired. Current state-of- the-art (SOA) optical IR imaging used in aerospace component demonstration, test and evaluation is fragile, costly, and limited in ability to capture/process imaging phenomenon (visible and hidden defects, cooling effectiveness) in real time. Commercial industrial imaging includes real time process monitoring (metals, furnaces, plastics, semiconductors), safety, and product performance where the optics and electronics are at ambient conditions. Most military applications to date are for long range imaging, surveillance, and data collection. Immediate (real-time) availability of the imaging data is important for operator efficiency and decision analysis. SOA technology is limited to large low speed, ground based (power generation) turbines where high cost sensing systems are justified. Processing is typically accomplished off line where there are no hardware and time constraints. No suitable solutions are available for aero ground engines in test cell applications. Development of a multi-wavelength short (0.9-1.7 micron) or mid-band (1.5-5 micron) imaging capability using electronically scanned detectors, no cooling, and a robust ability to operate in a shop or flight line environment (above 150 F) is desired to enhance performance and reduce cost of engine maintenance. The imaging capability must have the ability to scan in a limited space and tight access such as borescope locations. This capability must accommodate rotor rotation frequencies over 500 Hz with imager integration times below 500 nanoseconds and high pixel rates. Extracting a thermal 2-dimensional profile of the turbine blades along with a 3-dimensional point map showing blade deflection is desired. The technique should be able to accommodate inspection and detection of blade coating artifacts. The IR detectors (cameras, arrays, sensors) that operate at ambient temperature or above, are a significant cost, operability, and usability benefit compared to IR detectors that require cooling to liquid nitrogen (-196 degrees C) temperatures. An IR and visible thermographic approach is an NDE technique that can also be especially useful in finding precursors to flaws and damage in composite aerospace structures. Active IR imaging (natural excitation) also closes the gap for testing the near surface region between the surface and moderate depths of structural elements. Identification of the feature

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domain of the components imaged as part of the design will potentially reduce the need for extensive high speed computation.

PHASE I: In the Phase I program, a prototype concept will be designed that meets imaging capture speed, flexibility, robustness, and real time performance goals of the topic. Suitable laboratory tests will be performed to verify the concept can be implemented for flight line and real-time applications.

PHASE II: In Phase II, relevant hardware will be refined and fabricated based on the Phase I design and testing. Demonstration of the flight line and real-time capability will be performed with a state-of-the-art or legacy engine bench test. Operational limitations and capability will be documented as well as applicability to a wide family of engines.

PHASE III DUAL USE APPLICATIONS: In Phase III, implementation issues documented with Phase II will be addressed and a fielded design will be developed that meets the depot or aircraft technical and operational requirements.

REFERENCES:1. Markham James, et al., "Aircraft engine-mounted camera system for long wavelength infrared imaging of in-service thermal barrier coated turbine blades", Review of Scientific Instruments, Vol. 85, Issue 12, December 2014.

2. Thurner, Thomas, "Real-Time Detection and Measurement of Cracks in Fatigue Test Applications", AMA Conference 2015, - SENSOR 2015 and IRS2 2015.

3. Lindgren Eric and Buynak Charles, "Materials State Awareness for Structures Needs and Challenges", 12th International Symposium on Nondestructive Characterization of Materials, Blacksburg, VA., June 2011.

KEYWORDS: real time, optical imaging, state awareness, flaw detection, flight line maintenance, diagnostics, harsh environment, turbine engine

AF181-028 TITLE: Improved Turbochargers for Small IC Engines



OBJECTIVE: Develop improved turbochargers and turbocharger installations to improve engine performance in areas such as takeoff power, endurance, altitude capability, exhaust scavenging, noise suppression and power enhancement for engines from 2 horsepower up to 20 horsepower (hp). Improve propulsion system thermal efficiency by using exhaust gas pressure for two stroke and four stroke engine application.

DESCRIPTION: This topic seeks turbochargers for small engines in the 2 to 20 hp range. Included are turbochargers for two stroke engines used for UAS application. The turbochargers must be light weight, durable,

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and efficient. Turbocharger system development for the current and future fleet of unmanned aerial vehicles (UAVs) and small aircraft is underrepresented. Improvements are needed in installed metrics such as takeoff power, endurance, altitude capability, as well as component-level metrics such as extended pressure ratios, efficiency and viability of small engine turbochargers, improved engine operability, or turbo surge margin. Desired for small UAV engines are increases in service ceiling, or conversely, the ability to start at higher altitudes than normal aspiration allows. Also of interest, is the ability to "turbonormalize" engine conditions; to achieve power at altitude. Specific categories of engines include, (1) engines below 20 hp, including 2-strokes, (2) 2- and 4-stroke engines below 20 hp, and (3) diesel engines. Present day state-of-the-art turbochargers are used on 50 hp engines with an efficiency of 75 percent - this effort seeks smaller turbochargers (see Garrett Turbocharger website).

PHASE I: Produce a feasibility study and development plan with realistic goals and schedule for an efficient small engine (2-20 hp) turbocharger. Applications should be oriented to aviation propulsion systems with the intent to increase needed or desired operational capabilities, or to leverage and extend existing automotive technology into aviation-specific areas. Studies should include the effects and consequence of turbocharging small two-stroke engines from 2 to 20 hp; on installation, performance, lubrication, acoustic & vibration effects; include preliminary aerodynamic analysis depicting compressor and turbine performance. (CAA: Q5 - Phase I narrative does not define what needs work - requesting the production of a feasibility study seems more as a planning activity, not R&D. Recommend that the Phase I demonstrate concept feasibility of the proposed technology.)

PHASE II: Develop and test a working, proof-of-concept turbocharger. Turbocharger is required to be demonstrated on small UAS engines. Further, compressor and turbine maps should be developed. The proof of concept must consider rotordynamics analysis and bearing lubrication (oil lubricated and air). Engine testing is required for two stroke and four stroke UAV application supplemented with CFD optimization for compressor and turbine performance.

PHASE III DUAL USE APPLICATIONS: Develop and test an actual production-intent turbocharger installation, ideally with flight testing of a representative aircraft. Commercialization would be in the recreation and UAV market which use small engines in the 2 to 20 hp range.

REFERENCES:1. "Fundamentals of Turbocharging," Nicholas C. Baines, Publisher: Concepts ETI, Inc., 2005.

2. "Aero and Vibroacoustics of Automotive Turbochargers," Nguyen-Schäfer, Hung, Springer-Verlag Berlin Heidelberg, 2013.

KEYWORDS: turbocharge, forced induction, rotordynamics, pressure ratio, efficiency, air bearings

AF181-029 TITLE: Intelligent Robust Controller for Hybrid Electric UAVs



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OBJECTIVE: Develop and demonstrate an intelligent robust controller that can be applied to control and optimize the energy and propulsion of small hybrid electric unmanned aerial vehicles (UAVs).

DESCRIPTION: The demand of UAVs for military and civil missions has greatly increased in the last two decades because of their performance in battle fields and rescue operations. The use of UAVs, especially UAVs in the range of 10 - 100 lbs., is escalating, predominately due to cost savings over manned systems. In his recent “Report on Technological Horizons: A Vision for Air Force Science and Technology During 2010-2030”, the Chief Scientist of the Air Force makes UAV autonomy the number one research and development priority. The development of energy-efficient and low-cost propulsion systems for UAVs by implementing hybrid electric concepts is critical both for sustainable energy as well as mission performance. To meet the needs of United States Air Force and commercial aviation, actions to increase energy efficiency are essential. The benefit of hybrid electric propulsion systems is that they provide an enormous advantage over conventional petrol powered vehicles in terms of energy efficiency, flight duration, and noise signature. A hybrid propulsion system can be an integration of two or more power units such as IC engine, motor-generator/battery, fuel cell, jet engine or solar cell. To effectively control and minimize the energy flow of the hybrid electric propulsion system, an intelligent robust controller is sought. It is intended to minimize the weight and optimize the energy efficiency of the hybrid systems for all operation conditions.

The objective of the intelligent control system is to optimize the energy consumption and regeneration between the power units such that the hybrid system can operate in the highest efficient condition. The control system will be provided with automatic and manual modes. The default mode is automatic; the manual mode is operated by the pilot of UAV and may be switched to different modes including silent mode if the mission is required.

In Phase II, use modern sensor and actuator technology to monitor and control the energy flow and regeneration; and to manage the operation of engine and motor/generator such that the system can effectively switch among individual (engine or motor) mode, dual mode, automatic mode, manual mode, battery charging, etc.

PHASE I: Develop an intelligent robust controller that can be used to control the hybrid electric propulsion system for UAVs. The configuration of the powertrain architecture consists of an automatic gearbox, an electric motor, power electronics, a battery, a clutch and a turbocharged spark-ignitedinternal combustion engine, etc. The hybrid test models could also consist of inline and planetary gear configurations to be designed and integrated with the controller. Preliminary tests of these hybrid systems will be conducted.

PHASE II: Fully develop the prototypes for above hybrid configurations that are implemented with the intelligent controller and demonstrate the capability of the hybrid UAVs by conducting field tests with various flight patterns and payloads in order to evaluate and improve the performance of the system.

PHASE III DUAL USE APPLICATIONS: Military applications of this effort may include C-ISR and C-AIED missions. Commercial applications of this technology that address possible counter-terrorist threat activities in the civilian sector.

REFERENCES:1. Tobias Nuesch, Philipp Elbert, Michael Flankl, Christopher Onder and Lino Guzzella, "Convex Optimization for the Energy Management of Hybrid Electric Vehicles Considering Engine Start and Gearshift Costs.", Energies 2014, 7, 834-856; doi:10.3390/en

2. L. Doitsidis, K. P. Valavanis, N. C. Tsourveloudis and M. Kontitsis, "A Framework for Fuzzy Logic Based UAV Navigation and Control," Proceedings of the 2004 IEEE International Conference on Robotics & Automation New Orleans, LA, 2004.

3. Liwei Qiu, Guoliang Fan, Jianqiang Yi and Wensheng Yu, "Robust Hybrid Controller Design Based on Feedback Linearization and µ Synthesis for UAV," Proceedings of the 2009 Second International Conference on

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Intelligent Computation Technology and Automat

KEYWORDS: UAV, controllers, propulsion systems, *electric power, *hybrid systems, velocity, computer programs, optimization, intelligence, disasters, monitoring, networks, unmanned, electricity, lithium batteries, surveillance, reconnaissance, aspect ratio, electri

AF181-030 TITLE: Novel Engine Cycles for Booster Stage Liquid Rocket Engines



OBJECTIVE: Develop concepts for non-traditional booster stage rocket engine cycles which will provide an overall system benefit.

DESCRIPTION: Booster stage rocket engines have used traditional cycles, such as pressure-fed, expander, gas generator, and oxygen-rich staged combustion cycles and constant pressure combustion for the past 50 years. However, over that time period, other concepts that could result in increased reliability, operability, or reduced cost have been identified such as detonation combustion or electrically-driven propellant pumps. The purpose of this topic is to identify and develop novel cycles which will have great benefit to the overall launch vehicle system, but have not been fully developed.

Modern booster stage engines typically have a throttle range of 50% to 100%, have specific impulses that exceed 300 seconds with a Liquid Oxygen/kerosene propellant combination, have reliabilities that exceed 0.98, and can have multiple starts on the test stand. Minimizing the size or cost of the engine is also an important consideration. It is expected that any system proposed here will, at minimum, meet these overall requirements.

During the first phase of the study, the offeror shall develop a proposed vision engine system and will compare the launch vehicle performance using this new engine concept with the performance of existing launch vehicle systems. The offeror shall also identify why this system would provide quantitative benefits over currently existing systems.

In subsequent phases, the offeror will perform critical risk reduction efforts that demonstrate the viability of the concept. This risk reduction shall be in the form of both experimental and modeling and simulation of the system. Because of the harsh conditions present in liquid rocket engines, it is anticipated that this testing will be at sub-scale and on components that are not fully representative of the all of the conditions within a liquid rocket engine. Therefore, it is expected that the testing will be set up in such a way that the test data gathered will be useful to validate the modeling and simulation efforts.

The result of this effort will be a potential high performance, highly operable, reduced cost stage liquid rocket engine concepts. These concepts will need to be further developed for commercialization in Phase III efforts.

PHASE I: Specify the liquid booster stage concept and identify the benefits over current state of the art cycles.

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PHASE II: Develop and perform risk reduction testing to demonstrate the potential performance increases and the operability/cost improvements for the new liquid booster engine.

PHASE III DUAL USE APPLICATIONS: DUAL USE APPLICATIONS: Military: High performance booster stage engines are required in order to launch payloads of military utility into the appropriate orbit. Commercial: As the growth in commercial spacelift systems continue, low-cost, high performance engines will enhance capability to deliver payloads to orbit.

REFERENCES:1. G.P. Sutton and O. Biblarz, "Rocket Propulsion Elements," 7th Ed., John Wiley & Sons, Inc., New York, 2001, ISBN 0-471-32642-9.

2. Oberkampf, W.L. and Trucano, T.G., “Verification and Validation in Computational Fluid Dynamics,” Vol. 38, pp. 209-272, Progress in Aerospace Sciences (2002).

3. Yang, V et. al, Liquid Rocket Thrust Chambers: Aspects of Modeling, Analysis, and Design, Vol 200, Progress in Astronautics and Aeronautics, Published by AIAA, Washington DC, 2004, ISBN 1-56347-223-6, pp 403-436.

4. Oberkampf, W.L. & Trucano, T.G. “Verification and Validation in Computational Fluid Dynamics”, Vol. 38, Progress in Aerospace Sciences, 2002. Pp. 209-272.

KEYWORDS: booster stage rocket engines, verification and validation, assured space access, low-cost rocket concepts

AF181-031 TITLE: Interpropellant Shaft Seal Solutions for Advanced Upper Stage Propulsion Systems



OBJECTIVE: To develop innovative approaches for combine thrust management and interpropellant seal (IPS) systems for advanced upper stage and in-space propulsion systems engine turbopumps.

DESCRIPTION: High pressures in an engine operating with independent turbopumps represent a significant leakage challenge to the IPS system for the liquid oxygen turbopump. The seal is required to separate the high pressure hydrogen used to drive the turbine from the high pressure liquid oxygen in the pump. Effective sealing systems must mitigate the loss of propellant vented through the IPS.

PHASE I: Define requirements and a conceptual design for the LOX turbopump IPS which is traceable to an engine cycle for an advanced upper stage propulsion system using hydrogen-oxygen. Conduct modeling, simulation, analysis, and/or laboratory experiments to evaluate the proposed concept IPS to enable an assessment of its impact on overall engine performance to include thrust management affects.

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PHASE II: Develop and demonstrate the IPS device at a scaled-up level, conduct additional modeling, simulation and experiments to characterize the operation. Testing should be performed at an appropriate facility to simulate the engine environment such that the propellant leakage and IPS performance can be investigated. Develop full-scale designs.

PHASE III DUAL USE APPLICATIONS: This effort supports current and future DoD/NASA space launch applications. It will also support commercial space launch vehicle development.

REFERENCES:1. Sutton, G.P., “History of Liquid Rocket Engines,” American Institute of Aeronautics and Astronautics, Reston, Virginia (2006).

2. "Safe Use of Oxygen and Oxygen Systems: Guidelines for Oxygen System Design, Materials Selection, Operations, Storage, and Transportation," Beeson, H.D., Stewart, W.F., and Woods, S.S., American Society for Testing and Materials, Philadelphia, Pennsylvania (2000).

3. Sutton, G. P., and Biblarz, O., "Rocket Propulsion Elements," 7th ed.; Wiley-Interscience: New York (2000).

KEYWORDS: Interpropellant Seal (IPS), Turbopump, Oxygen, Hydrogen, Liquid Rocket Engine

AF181-032 TITLE: Direct Injection Systems for Small UAV Engines



OBJECTIVE: Develop and demonstrate an advanced high pressure heavy fuel (JP-8) injection system for Unmanned Aerial Systems/Unmanned Ground Systems (UAS/UGS) application, capable of performing multiple injections per cycle for engines in the size of 2 to 50 horsepower (hp).

DESCRIPTION: This effort is to develop a fast responding, light weight, direct injection system to operate within the fuel’s ignition delay time for UAS/UGS application. These systems must be applicable to engines that are 2 to 50 hp, either reciprocating or rotary. A technical challenge associated with the conversion of gasoline engines to heavy fuel (JP-8) is the avoidance of knock. An approach used to avoid knock is to operate within the fuel’s ignition delay time; hence to employ direct combustion chamber injection. The challenges of the reciprocating engine are to avoid end gas knock (auto ignition occurring in the end gas after spark) and to inject the fuel very late into the cycle. The challenges for the rotary engine are atomization and the avoidance of wall quenching due to its combustion chamber shape. Delaying the injection process causes higher pressure rise rates which can exceed the engine’s design capabilities. An injection system that offers fast response and multiple injections per cycle may alleviate excessive pressure rise and the avoidance of knock. Good combustion control eliminates many durability issues from overloading, shock, and combustion deposits. The shape of the combustion trace can be tailored through multiple injection pulses and combustion deposits can be controlled with better atomization and fuel patterns. Hence an injection system that offers fine atomization, fast response, and multiple injections per cycle is needed. Note - Present day state-of-the-art direct injection systems used for automotive application are solenoid type

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and operate up to 3000 psi with 0.010" orifice and have response times (opening delays) of 0.5 msec.

PHASE I: Define and develop innovative fuel injection technologies that will result in improvements to the direct injection process for reciprocating and rotary UAS engines (fuel injector design). Bench tests of fuel system components operating at designed pressures and quantification of injection spray pattern is desired (fuel injector operation). The fuel injection system should have the capability to perform multiple injections per cycle and at engine operating speeds up to 10,000 rpm. CFD to define the optimum fuel-air contour should be considered.

Small scale bench testing is appropriate to determine feasibility of concept.

PHASE II: Demonstrate and validate the performance of the Phase I technology in a laboratory environment on a representative engine. Engines should be UAV platform of the Group 2 and Group 3 UAV class. Further analytical modeling (CFD) and spray tests must supplement engine testing. Demonstration of direct combustion chamber injection with rate shaping (multiple injections per cycle) is required. The avoidance of knock while operating on JP-8 and delivering equivalent power is the desired outcome.

PHASE III DUAL USE APPLICATIONS: This technology has additional transition opportunities in the commercial sector. Companies could incorporate the injectors, high pressure supply pump, feed pump and controller with harness to optimize the fuel injection associated with the engines. This could lead to cleaner combustion that could greatly increase the life of the engine. Further, advanced direct injections systems have the potential to reduce specific fuel consumption. Small engine application for UAS, electrical power generation, and RV usage are potential markets of application.

REFERENCES:1. "Fundamental Spray and Combustion Measurements of JP-8 at Diesel Conditions," L. Pickett and L. Hoogterp, SAE Paper No. 2008-01-1083, 2008.

2. "Piezoelectricity: Evolution and Future of a Technology," Chapter on Piezoelectric Injection Systems by R. Mock, K. Lubitz, Authors: Prof. Dr. Walter Heywang, Dr. Karl Lubitz, Wolfram Wersing ISBN: 978-3-540-68680-4 Publisher: Springer, Nov 2008.

3. "Common Rail Injection System for High Speed Direct Injection Diesel Engines" by Guerassi N. and Dupraz P., SAE Paper 980803, Detroit, MI 1998.

KEYWORDS: atomization, emulsification, JP-8, knock, ignition delay time, common rail, rate shaping

AF181-033 TITLE: Innovative Turbine Engine Propulsion Solutions for Class 3 Unmanned Aerial Vehicles



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OBJECTIVE: Develop a low cost and high performance, design concept and technologies for an innovative propulsion system, (40 to 50 shaft horsepower (shp) for class III Unmanned Aerial Vehicles (UAVs) in the area of small recuperated or high OPR (overall pressure ratio) turbine engines.

DESCRIPTION: The role of class III UAVs is becoming more prevalent for high altitude reconnaissance, and weapons delivery. New turbine engine based concepts are desired that are reliable and capable of long lives with minimal maintenance, have high fuel efficiency, have high altitude capability, have low noise, have the ability to operate in austere environments and that can be produced at low cost. These requirements require innovation over existing propulsion system architectures available in the market place. Efficient, light-weight, compact, durable, high efficiency and high temperature turbomachinery is required including high efficiency compression systems, compact combustion systems, high temperature turbines, oil-less bearings, long life recuperators, and highly efficient gearboxes. Advanced material systems are available, but not yet demonstrated for small turboshaft/turboprop engines. In addition, advanced subsystems need to be developed for these small engines to increase reliability and reduce costs. The innovative turboshaft concepts, component technologies, material systems and propulsion subsystems concept must provide maximum fuel efficiency at the lowest cost and highest power to weight, while providing a long life reliable system that requires almost no maintenance. The 40 to 50 shp turbine engine should have equivalent weight and efficiency levels similar to the piston engine.

PHASE I: Demonstrate an innovative small turboshaft or turboprop engine advanced concept and provide cycle analysis, development and cost estimates. Identify the key engine components and subsystems for maturation and approaches on reducing fuel consumption.

PHASE II: Design, develop, and test key engine components, or subsystems, and/or complete engines. Validate the benefits of the components in a relevant environment and or preferred in a turboshaft or turboprop engine. Validate reliability, power to weight, fuel consumption and reduction in maintenance and production cost. The engine architecture can be validated in a higher or lower power class but should be scalable to 40 to 50 shp.

PHASE III DUAL USE APPLICATIONS: Transition engine design technologies/simulations and experimentally validated engine components to SOCOM UAV development programs. Commercialize the design technologies/simulations and prototype (40 to 50 shp) engine for full-scale engine development and production for future class III UAVs.

REFERENCES:1. "Turbo Machinery Dynamics; Design and Operation", Abdulla S. Rangwal, pub: McGraw-Hill, April 2005.

2. "Gas Turbine Engines: Fundamentals", David R. Greatrix, 2012.

3. "Development, Fabrication and Application of a Primary Surface Gas Turbine Recuperator," Parsons, E., SAE Technical Paper 851254, 1985. Solar Turbines, San Diego, CA.

4. "Hydrostatic, Aerostatic and Hybrid Bearing Design", William B. Rowe, 2012.

KEYWORDS: recuperator, hybrid bearings, air foil bearings, core component technologies, advanced ceramics

AF181-034 TITLE: Advanced Material/Sealing Concepts for Small Heavy-Fuel, Remotely Piloted Aircraft (RPA’s) Propulsion Systems


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

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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 Announcement and within the AF Component-specific instructions. Offerors are advised foreign nationals proposed to perform on this topic may be restricted due to the technical data under US Export Control Laws. Please direct ITAR specific questions to the AF SBIR/STTR Contracting Officer, Ms. Gail Nyikon, [email protected].

OBJECTIVE: Develop advanced sealing technologies for heavy fuel engines for Remotely Piloted Aircraft (RPA). The technology should address sealing in engine classes of reciprocating and rotary engines for improved durability and performance. Seals for the piston engine are the ring/cylinder pair and for the rotary are the apex seal/housing pair. Improvements in materials pairs which exhibit less wear and new seals design to promote less leakage and longer life are sought.

DESCRIPTION: Future, advanced engines for small RPA’s are expected to make use of new materials and coatings, such as: ceramics, advanced metallics, composite, superlubrious coatings and other light weight materials. New designs along with the advanced materials are needed to improve engine durability and performance; such as material coatings that offer increased wear resistance for sliding contact; materials with low coefficient of thermal expansion to eliminate piston rings; and materials with high insulating capability to raise thermal efficiency will require advanced sealing concepts. Considerations are to examine an array of tribologic factors; such as surface hardness, roughness, surface coating, and self lubrication. Improvements are sought for seal concepts to address the wear/durability issues; specifically for: the apex seal/rotor/housing of the rotary engine, and piston/ring/cylinder for reciprocation engines, thru advanced materials/designs. Present day state-of-the-art materials for seals are cast iron on chrome/nickel plating; hence improvements are sought to improve this baseline.

PHASE I: Conduct an assessment of candidate designs/materials to improve combustion chamber sealing of small RPA engines. This includes small scale wear testing of material pairs, analysis of "ring-less" piston designs, and insulating materials for improved performance. Additional items to consider are improvements to the existing seal design i.e.,. integrated seal/spring, elimination of cylinder wall distortion, effects of surface finish, impregnated materials for improved lubricity, and advanced coatings with self healing properties (dry film lubricants).

PHASE II: The Phase II effort would consist of selecting the best design and material/coating combinations from those identified in Phase I and conducting engine tests to evaluate the ability of selected design/material combinations to operate under engine test conditions. This include improved material pairs, tighter tolerance thru low coefficient of thermal expansion materials, and the effects of insulating materials on thermal efficiency.

PHASE III DUAL USE APPLICATIONS: Advanced sealing concepts for small, heavy fuel engines is applicable to the Air Force, Navy, and Army forces. Each service of the DoD operates RPA’s that are powered with small engines. It is currently a DoD directive to transition to a single battlespace fuel, which would inherently be a heavy fuel such as JP-8. Incorporating advanced sealing concepts into RPAs has the potential to increase engine efficiencies, reliability, durability, and to achieve current DoD objectives.

Advanced engine sealing thru new materials/designs are applicable to all small size commercial engines for portable power generation, recreational vehicles and light industrial applications. Hence better sealing with provide higher efficiency and lower fuel consumption.

REFERENCES:1. "New Materials Approaches to Tribology: Theory and Applications", Larry E. Pope, Larry L. Fehrenbacher, and Ward O. Winer. Cambridge University Press, 2012

2. "A Critical Analysis of the Rotary Engine Sealing Problem", H.F. Prasse, H.E. McCormick, and R.D. Anderson, SAE 730118, 1973.

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3. "Ceramic Materials and Components for Engines", edited by Jürgen G. Heinrich and Fritz Aldinger, Wiley 2001, ISBN; 3-527-30416-9.

KEYWORDS: piston ring, tribology, apex seal, heavy-fuel, ceramic seals

AF181-035 TITLE: High Durability, Light Weight Bearings for Small Turbine Engines



OBJECTIVE: Develop turbine and/or rotary engine rotor bearing technologies primarily targeting significant improvements in durability and cost reduction with a secondary objective of weight reduction.

DESCRIPTION: Propulsion systems for unmanned aerial vehicle (UAV) applications have been notoriously unreliable and expensive to maintain. Significant cost savings and aircraft reliability improvements could be achieved simply through improvement of the durability of the engine mechanical systems. To this end, the United States Air Force is looking for innovative rotor bearing technologies for small turbine and rotary engines (<200 lb. thrust, <200 hp.). Technologies of interest include wear resistant coatings and solid lubricant coatings to improve durability of rolling element bearings or development of low-cost air bearing systems for infinite life. As improved range and loiter are of interest for UAV applications, reduced weight systems are highly prized. It is estimated that oil-free systems can provide a weight reduction of up to 30 percent the total engine weight through removal of accessories and plumbing associated with the oil lubrication system. Air bearings are a straight forward method of providing an oil-free system, but other options for rolling element bearings exist, such as fuel lubricated bearings. It is recommended that the small business team with an engine manufacturer to increase commercialization and transition potential. Efforts should be planned such that technical, schedule, and cost risk is minimized to the greatest extent possible.

PHASE I: Demonstrate feasibility and benefits of the bearing concept through analysis and/or benchtop testing.

PHASE II: Manufacture a prototype of the bearing concept and perform an engine condition representative test to demonstrate TRL 5.

PHASE III DUAL USE APPLICATIONS: Produce and supply bearing concept to an original equipment manufacturer (OEM) of an emerging turbine or rotary engine system or a retrofit of an existing engine system. This technology may be applicable to cruise missile, high-endurance UAV, attritable UAV, and distributed propulsion applications. PRIVATE SECTOR POTENTIAL/DUAL-USE APPLICATIONS: This technology is likely to have application in commercial applications including turbochargers, air compressors, gas turbines, auxiliary power units, and gas turbine engines for general aviation aircraft.

REFERENCES:1. Kim, D., Nicholson, B., Rosado, L., and Givan, G., "Rotordynamics Performance of Hybrid Foil Bearing Under Forced Vibration Input," Paper No. GT2017-65233, Proceedings of the ASME Turbo Expo 2017: Turbomachinery

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Technical Conference and Exhibition, Ch

2. Heshmat, H., Walton II, J., and Tomaszewski, M., "Demonstration of a Turbojet Engine Using an Air Foil Bearing," Paper No. GT-2005-68404, Proceedings of the ASME Turbo Expo 2005, Power for Land, Sea, and Air, Reno-Tahoe, NV., June 6-9, 2005.

3. Kim, D., Varrey, M. K., "Feasibility Study of Oil-Free T700 Rotorcraft Engine: Hybrid Foil Bearing and Nonlinear Rotordynamics," Annual Forum Proceedings - AHS International, v. 4, p 2341-2349, 68th American Helicopter Society International Annual For

4. Heshmat, H., Zhaohui, R., Hunsberger, A., Walton, J., Jahanmir, S., “The Emergence of Compliant Foil Bearing and Seal Technologies in Support of 21st Century Compressors and Turbine Engines,” ASME International Mechanical Engineering Congress and Expo

KEYWORDS: bearings, lubricant, oil-free, anti-wear, coatings, small engine

AF181-036 TITLE: Propellant Management Device for Monopropellant



OBJECTIVE: Design an optimized flight weight spacecraft propellant management device for relatively small thrust levels (1N - 22N) which will possess low inert mass, strong reliability, and good compatibility with USAF developed monopropellants.

DESCRIPTION: Current state of the art approaches to propellant management device (PMD) configurations within flight vehicle propellant tanks optimized for straight hydrazine (N2H4) have not been validated for use with advanced USAF developed high performance Hydroxyammonium Nitrate (HAN) based monopropellants. The wetting behavior of HAN-based propellants are significantly different from hydrazine and will require new PMD designs. Repeatable and reliable propellant delivery under a variety of conditions from launch, high-g and zero-g environments are to be considered. Typical thrust levels envisioned are from 1 to 22N. Typical feed pressure ranges to be considered range from 200 to 1000 psi. Additionally, material compatibilities must be considered, as reliable and predictable performance over long service lifetimes up to 20 years is desired. Manufacturability and maintainability are to be considered, as these are the largest impacts to an overall system cost. We seek novel exploitation of concepts to reduce to common practice USAF developed high-performance HAN based monopropellants in rocket propulsion systems.

PHASE I: Detail a list of design requirements and a design configuration that can be realistically produced for a flight weight system based upon the monopropellant wetting properties and mission requirements. The effort should clearly address and estimate propulsion system inert weight impact, compatibility, as well as overall flight system impacts.

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PHASE II: Complete a performance analysis with flight scaled components and perform all possible ground-based testing. Propulsion system inert weight and flight system impacts shall be optimized from those estimated in Phase I.

PHASE III DUAL USE APPLICATIONS: The Offeror shall develop viable demonstration cases in collaboration with the government or the private sector. Follow-on activities are to be sought aggressively throughout all mission applications within DoD, NASA, and commercial space platforms by Offeror.

REFERENCES:1. Jaekle, D.E., “Propellant Management Device Conceptual Design and Analysis: Vanes”, AIAA 91-2172, 27th AIAA/ASME/SAE/ASEE Joint Propulsion Conference, Sacramento, CA, June 24-26, 1991.

2. Hawkins, T. W., Brand, A. J., McKay. M. B., and Tinnirello, M., “Reduced Toxicity, High Performance Monopropellant”, Proceedings of the 4th International Association for the Advancement of Space Safety, Huntsville AL (May 2010).

3. Jaekle, D.E., “Propellant Management Device Conceptual Design and Analysis: Traps and Troughs”, AIAA 95-2531, 31st AIAA/ASME/SAE/ASEE Joint Propulsion Conference, San Diego, CA, July 10-12, 1995.

KEYWORDS: Propellant Management Device (PMD), HAN-Based Monopropellant, Surface Tension, Tank

AF181-037 TITLE: Innovative Interconnectivity and Scheduling of Smart Sensors and Actuators for Reliable Propulsion Systems Controls



OBJECTIVE: Develop an optimized distributed digital communication scheme with smart components, demonstrating the use of model-based controls for optimal performance and health monitoring of aircraft propulsion system.

DESCRIPTION: Bridging the gap between model-based design and platform based implementation is one of the critical challenges for embedded software systems operating over a single communication bus along with sensors and actuators. Current engine control systems rely mostly on analog signals, circumventing many communication and timing considerations. In the context of embedded control systems that interact with an environment, a variety of errors due to quantization, delays, and scheduling policies may generate executable code that does not faithfully implement the model-based design. The performance gap between the model-level semantics of controllers and their implementation-level semantics can be rigorously quantified if the distributed controller implementation and its interaction with the communication bus are well-understood.

The core characteristic of distributed engine control is the presence of a single digital data bus through which all information of interest must transit. In a perfect, distributed environment, no analog signal reaches a centralized processor anymore. Rather, the sensors and the control computers all take turns to transmit information over the data bus. Since they all communicate over a single bus, the frequency at which each sensor, actuator, and control

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computer is allowed to communicate over the data bus must be traded off against that of the other communicating elements. It is easy to figure that differing priority levels can result in profoundly different levels of performance for the closed-loop control system, independent of the particular communication protocol used.

The concerns here are mostly related to the implementation of a distributed engine control architecture: assume all digital sensing components as simple as possible to reflect the condition of high temperature electronics components when they become initially available. Such components are assumed to perform only core functions, such as collecting and digitizing sensed information, and sending this information over the communication network. In this context, it becomes important to decide how the sensors, actuators and control computers must be orchestrated to perform as efficiently as possible for the overall engine system. On the one hand, rapid sensor updates are necessary for the control computer to build a proper estimate of the engine state and health. On the other hand, the faster control computer command are updated and sent over the communication network, the better the engine can be managed. Beyond these basic considerations, more subtle trade-offs arise from the fact that not all sensors carry equal value, and that the messages broadcast by some of them may be much more important than others. There is a need to examine the issue of actuator/sensor message scheduling and to figure out what kind of performance trade-offs can be achieved by varying the fraction of time that each actuator and sensor is given to communicate across the network. Deterministic protocols, such as time-triggered architectures, have much better worst-case characteristics than other architectures, and they are much more attractive for certification purposes for that reason. One of the potential beneficial features is to develop the communication system such that its results would be independent from the particular communication protocol used, and would therefore be applicable to a broad range of options.

The proposed distributed control policy and communication architecture must be able to guarantee thrust response and stall margin of the engine while considering aspects such as communication bandwidth and overhead, dynamic prioritization and network allocation, availability of computing resources, determinism, delays, and packet dropouts. Additionally, the design should be applicable to a variety of gas turbine engines. Provided that appropriate certification requirements are met, the technology is applicable to both military and civilian markets. Eventually this technology could be applied to a turbine engine in conjunction with a controller consisting of networked smart nodes.

PHASE I: Assess design tradeoffs in the embedded system communication architecture and protocol. Define a turbine engine control message scheduling scheme. Develop conceptual design of a networked control system taking into consideration the impacts on controller and engine performance. Use modeling and simulation to demonstrate improvement over the SOA.

PHASE II: Investigate the hardware necessary to realize the controller designed in Phase I. Implement the controller and test it within a controls hardware-in-the-loop setup. Integrate with relevant turbine engine simulations. Based on the results of this experiment, update the controller architecture as necessary.

PHASE III DUAL USE APPLICATIONS: Demonstrate the proposed networked control system in a test cell or engine environment.

REFERENCES:1. Distributed Engine Control Working Group (DECWG), "Transition in Gas Turbine Engine Control System Architecture: Modular, Distributed, and Embedded," NASA Propulsion Controls and Diagnostics Workshop, Dec 2009.

2. Le Ny, J., Feron, E., and Dahleh, M., "Scheduling Kalman Filters in Continuous Time," IEEE Transactions on Automatic Control, Jul 2011.

3. Nghiem,T., Papas, G.J., Girard, A., and Alur, R., "Time-Triggered Implementations of Dynamic Controllers," EMSOFT '06, Proceedings of the 6th ACM & IEEE International Conference on Embedded Software, Seoul, Korea, Oct 2006.

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4. Alur, R. and Weiss, G., "Interfaces for Control Components," Invited Talk, Workshop on Verifiable Robotics, Computed Aided Verification Conference, Snowbird, UT, Jul 2011.

KEYWORDS: distributed control, time-triggered architecture, sensor/actuator scheduling, turbine engine, communication bus, embedded control systems

AF181-038 TITLE: Predictive Missile Sustainment and Reliability Capability



OBJECTIVE: Develop a capability that can collect and fuse maintenance, test, inspection, and engineering data from multiple data streams, formats, and sources for predicting reliability and maintainability issues for a nuclear weapon system that must be viable and credible to the warfighter 40 years past its service life. Provide prognostic capability to identify most urgent sustainment needs. Lifetime-predictive capabilities based on damage accumulation models, physical aging principles, and physics-based understanding. This capability will define the optimal resources on most pressing issues, and reduce costly and unnecessary premature component replacement or maintenance.

DESCRIPTION: Knowing in advance of entering the wear-out phase for subsystems can provide lead time for planning supply chain upgrades and modifications to the system. This is very important when considering systems that sit in storage for the majority of their lifetimes and are required to operate at high reliabilities upon immediate use. Nuclear weapons may reside in a dormant state for many years within a needed service life of decades (approximately 30-50 years) and then be required to operate with high reliabilities. The typical environment for a nuclear weapon is to be stored in a non-environmentally controlled facility for two years as part of a pylon or launcher package, minimally tested at two years as part of a package, returned to storage for two more years, minimally tested again, returned to storage for two more years, then downloaded for the package and undergo maintenance actions (i.e. Limited Life Component exchange), extensive system level testing, and returned to storage to start the cycle again.

PHASE I: Identify a feasible cost-effective method for using existing data from multiple data streams, formats, and sources for predicting reliability and maintainability issues.

PHASE II: Implement cost-effective methodology for predicting how aging of nuclear weapon systems impacts sub-system reliability. Ability to collect and fuse maintenance, test, inspection, and engineering data from multiple data streams, formats, and sources for predicting reliability and maintainability issues.

PHASE III DUAL USE APPLICATIONS: Develop a transition strategy for applying Phase II to other military and commercial applications.

REFERENCES:

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1. NNSA Document R005, “New Material and Stockpile Evaluation Program,” Issue B1, Jul 2016.

2. MIL-HDBK-1798, “Mechanical Equipment and Systems Integrity Program (MECSIP),” 24 Sep 2001

3. MIL-STD-1530, “DoD Standard Practice, Aircraft Structural Integrity Program (ASIP),” 1 Nov 2005

KEYWORDS: aging, surveillance, reliability, maintainability, mechanical and electrical property modeling, nuclear weapon sustainment

AF181-039 TITLE: EGS Architecture Support and Data Integration for Enhanced SSA



OBJECTIVE: Integrate Enterprise Ground Services (EGS) data from different satellite ground systems into the Advanced Research Collaboration and Application Development Environment (ARCADE) to improve space vehicle awareness for Joint Space Operations Center (JSpOC) operators. Incorporate new de-commutation software techniques for satellite telemetry into current EGS architecture and publisher/subscriber design between ARCADE application and EGS.

DESCRIPTION: Current satellite operating centers are highly stove-piped and have limited interoperability with other ground systems. Despite the silo nature of current satellite ground systems, all possess common capabilities: enterprise and mission management, flight dynamics, mission scheduling and engineering data processing. Despite the commonalities, these ground systems all have unique operating systems developed by different contractors. This results in many weaknesses and single points of failure from a cyber security, data standardization and data accessibility perspective. The USAF is moving away from this and towards a common architecture known as Enterprise Ground Services (EGS). One of the goals of EGS is to expose data to enable exploitation by applications and services. For this solicitation, the contractor should leverage a recently developed EGS software architecture to pull and integrate relevant satellite ‘state-of-health’ data into an application that can display the data and eventually couple into an ARACDE software tool. The contractor will concurrently provide telemetry de-commutation software and approaches that can integrate into the preprocessing stage found in the EGS architecture.

ARCADE is a test-bed for innovation in the area of Space Situational Awareness (SSA) within the JSpOC. Providing the JSpOC with an application that integrates with previous Space Battle Management Command & Control (BMC2) Mission areas will enhance SSA. Aggregating diagnostic EGS data with robust tracking algorithms will give analysts more insight into an anomalous trajectory and help locate space assets. The availability of this data is inherent on the EGS preprocessor’s ability to de-commutate, process and store satellite telemetry within its databases. De-commutation preprocessor software integrated into the EGS architecture will help SMC accommodate for the many data formats satellites use given their inherent low transmission rates. Innovative approaches to de-commutation, including but not limited to, current value tables, data flow architecture (bit tagging of raw data), etc. are solicited.

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The developed application within ARCADE will subscribe to an EGS Message Queue (MQ) bus or any type of publisher/subscriber architecture the developer chooses. This will alert the application whenever new EGS data has been de-commutated, is available and different from legacy telemetry readings. The developer should handle satellite abnormality events currently dispatched by the EGS architecture and update the ARCADE application’s interface appropriately. The developer will include plans on how the application will plug in into other ARCADE software tools currently used by the JSpOC. This SBIR ties EGS architectural work into JMS mission applications currently being assessed in ARCADE. EGS architecture work, data consumption and the ARCADE application development under this SBIR should lead to enhanced SSA. Partnership with government EGS architecture developers and commercial satellite/owner operators are encouraged.

PHASE I: Demonstrate a plan for application to subscribe to relevant vehicle diagnostic telemetry currently housed in a provided EGS database. A demonstration will show application pulling EGS data into the application as the EGS database is updated with different telemetry data for each unique satellite. Any anomalous events dispatched by EGS architecture will be handled accordingly in the software and will update application interface appropriately. A discussion on how application will integrate into current ARCADE software tools used to track current satellite trajectories will accompany demo. Along with this, a de-commutation telemetry software approach, to be included in the EGS architecture’s preprocessing stage, will be provided quarterly and a final report will accompany work.

PHASE II: Demonstrate software integration with preexisting ARCADE tools that track satellites in orbit. De-commutation software design proposed will be prototyped, tested and integrated into EGS architecture. Software design will be provided for both the ARCADE application pulling and displaying EGS data and the publisher/subscriber relationship between EGS architecture and ARCADE application. The de-commutation implementation integrated into EGS preprocessor stage will also have software architectural details submitted. A final report will accompany work including case for continued ARCADE data subscription along with SMC/EGS support.

PHASE III DUAL USE APPLICATIONS: Commercialization and partnership with government to refine architecture that standardizes and pulls EGS data from satellite operators. ARCADE application would update accordingly with appropriate diagnostic data as more satellite operating center data sets are merged into EGS database.

REFERENCES:1. Luce, Rick, Major, Space & Missile Systems Center, Space Superiority Systems Directorate, 2012 AMOS Conference paper. Joint Space Operations Center Mission System Application Development Environment, 12 Sep 2011.

2. Murray-Krezan, Jeremy et al. “The Joint Space Operations Center Mission System and Advanced Research, Collaboration, and Application Development Environment Status Update 2016”, Proc. SPIE 9838, Sensors and Systems for Space Applications IX, 13 May 2016.

3. Henry, Caleb. “DOD Prepares for Overhaul of Military Ground Systems.” http://www.satellitetoday.com/regional/2015/09/14/dod-prepares-for-overhaul-of-military-ground-systems/ (accessed 2 April 2017).

4. Moltzau, Eric. “How to Improve Enterprise Ground Services for Space.” http://www.spacewar.com/reports/How_to_Improve_Enterprise_Ground_Services_for_Space_999.html. (accessed 22 March 2017).

KEYWORDS: Enterprise Ground Services, ARCADE, JSpOC, Space Situational Awareness, De-commutation, Software Development

AF181-040 TITLE: High Performance Radiation Hardened Solar Power

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OBJECTIVE: Develop high-efficiency, radiation-tolerant solar array technology that retains high end-of-life efficiency after many passes thru the radiation belts in a solar-electric orbit raising trajectory.

DESCRIPTION: The Air Force is pursuing a development path towards a High Power Solar Electric Propulsion (HPSEP) Orbital Transfer Element (OTE) to deliver next generation Space Enterprise Vision (SEV) satellites from either a LEO parking orbit or a geosynchronous transfer orbit (GTO) to higher energy orbits including MEO (for GPS), GEO, and HEO. These OTE’s leverage low thrust orbit transfer to achieve dramatic reductions in required launch mass. However they do require many months to complete the delivery of the satellite to its final mission orbit. Currently, several NSS spacecraft, including AEHF and WGS, employ low thrust trajectories to transfer from GTO to their final GEO orbits. Modern solar arrays undergoing development and qualification, such as the Deployable Space Systems’ ROSA and Orbital ATK’s Megaflex, offer greater than 130 W/kg beginning of life (BOL) specific power, and BOL packaging densities of well over 20 kW/m^3. However, these arrays currently employ traditional multijunction solar cells that suffer from an unacceptable, radiation induced ~25% loss in power output during an 8 month low thrust LEO to GEO transfer through the Van Allen belts. Therefore, advanced solar cells and/or blanket/panel designs are sought that offer (1) an EOL to BOL ratio that is >>75% after 5 round-trips through the Van Allen belts (energetic particle exposure may exceed 1e17 1 MeV equivalent electrons/cm^2), (2) >130 W/kg BOL array-level specific power, and (3) >20 kW/m^3 BOL array-level stowed volume efficiency when integrated in advanced solar array structural architectures. Note that new solar array structural/deployment architectures are not sought. Instead, solar cell/blanket/panel technologies are sought that can be integrated into existing, higher TRL approaches (e.g. ROSA and Megaflex) to provide the enhanced radiation tolerance. In addition, the solar cell and/or solar blanket/panel technology developed should be capable for passing AIAA S-111 and AIAA S-112 qualification testing.

One potential approach is to use solar concentrating technology that is suitable for integration into advanced high performance solar arrays. Concentrators can substantially reduce the solar cell area that requires coverglass protection, which allows relatively thick coverglass material to be used with minimal mass penalty. Of course, one challenge is to achieve the solar concentration with an optical system mass that does not exceed the savings offered by reducing the required coverglass material. In addition, concentrating systems should not impose overly restrictive solar pointing requirements that significantly exceed what is typical for conventional solar arrays.

PHASE I: Develop solar cell or solar blanket/panel designs that can be integrated with existing high performance solar array structural architectures and provide the desired radiation tolerant performance for the OTE mission. Perform preliminary testing and analysis of the identified options, and use that data to predict the array performance potential.

PHASE II: Leveraging the development and testing performed in Phase I, mature the most promising cell and/or blanket/panel options. Perform required testing and analysis to understand the technology behavior in the OTE mission and design for integrating the technology into an existing high-performance solar array. The goal is to have the technology matured to TRL 4 or higher at the end of the Phase II effort.

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PHASE III DUAL USE APPLICATIONS: Fly technology demonstration unit on-board an OTE demonstration to be flown in the 2022-2023 timeframe. SMC/AD, SMC/LE, and NASA are collaborating on this development. Take in-space measurements of the performance to verify ground testing results and provide TRL 6 final products.

REFERENCES:1. Jay P. Penn, John Mayberry, Chris Ranieri, and O'Brian Rossi. "Re-Imagining SMC’s Fleet with High-Power Solar Arrays and Solar Electric Propulsion", AIAA SPACE 2014 Conference and Exposition, AIAA SPACE Forum, (AIAA 2014-4328)

2. Lynn Capadona, Jeffrey Woytach, Thomas Doehne, David Hoffman, Mark Klem, Robert Christie, Eric Pencil, Tyler Hickman, Robert Scheidegger, Feasibility of Large High-Power Solar Electric Propulsion Vehicles: Issues and Solutions, AIAA SPACE 2011 Conference & Exposition Long Beach, California

3. David C. Byers and John W. Dankanich. "Geosynchronous-Earth-Orbit Communication Satellite Deliveries with Integrated Electric Propulsion", Journal of Propulsion and Power, Vol. 24, No. 6 (2008), pp. 1369-1375

4. Julie Rodiek, Henry Brandhorst, and Mark O'Neill. "Stretched Lens Solar Array: The Best Choice for Harsh Orbits", 6th International Energy Conversion Engineering Conference (IECEC), International Energy Conversion Engineering Conference (IECEC), (2008)

KEYWORDS: high-efficiency, radiation-tolerant, solar array, HPSEP

AF181-041 TITLE: Next Generation Satellite Transponder using Low-Cost Adaptive HPA Linearization Technologies



OBJECTIVE: Develop and demonstrate low-cost advanced adaptive linearization technologies for next generation military satellite transponder to adaptively suppress the amplitude modulation-to-amplitude modulation (AM-AM) and amplitude modulation-to-phase modulation (AM-PM) effects caused by the High Power Amplifier (HPA) in the presence of nonlinear interferences and smart jammers.

DESCRIPTION: The military protected tactical satellite (MPTS) system represents the future of advanced military satellite communications (SATCOM) by increasing connectivity, data rates and anti-jamming capabilities of aerial and ground forces in contested environments. Simple non-processing or turn-around transponder satellite architecture operating in multi-carrier modes is currently adopted in the MPTS system design. However, when satellite HPAs operate in saturation regions, particularly in the presence of inter-symbol interferences, adjacent channel interferences, and jammers (uplink or downlink or both), the SATCOM links suffer from nonlinear distortion, commonly characterized by the AM-AM and AM-PM effects. These nonlinear distortions degrade communication performance in terms of larger bit error rates (BER) and more required carrier-to-noise power spectral density ratios (C/N). Practical progress towards mitigating potential nonlinearities of transponders has been made with the deployment of digital adaptive signal predistortion, which employs an approximate inverse non-

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linearity ahead of HPAs. With the emergence of radio interferences and smart jammers (i.e., smart jammers monitor and attack potential weaknesses of a SATCOM system causing a wide range of disruption from “Un-noticeable” to “Noticeable” Disruption to a single SATCOM user or multiple SATCOM users), the Air Force seeks innovative design alternatives to adaptively linearize the satellite HPAs, including Traveling Wave Tube Amplifiers (TWTAs) and/or Solid State Power Amplifiers (SSPAs) to manage the technical risks; e.g., AM-AM and AM-PM effects.

Existing predistortion concepts employing Extended Saleh’s Model, Modified Linear-Log Model, data and signal predistortion via polynomials or look-up tables, channel inversion, etc. may be implemented using linear programming, which are appropriate and thereby, sufficient for linearizing the HPA nonlinearity in the absence of onboard multiple carrier amplification. Due to dynamic nature of a smart jammer, it may rather require advanced non-linear programming techniques as well as indirect/direct parameter estimation and/or direct learning for the linearization of the satellite HPA. Prospective proposers can develop and demonstrate low-cost advanced adaptive linearization technologies using non-linear programming techniques. Thus, testing with high fidelity simulation or emulation environments can significantly reduce the costs associated with actual field-testing and allow for fast prototyping of the proposed adaptive linearization technologies.

This SBIR topic is soliciting innovations benefiting the next generation MPTS to suppress HPA distortion caused by AM-AM/AM-PM effects in the presence of multicarrier nonlinear interferences and smart jammers. In evaluating the performance of the proposed adaptive linearization technologies, prospective proposers are expected to consider the existing and future MPTS configurations, including low resolution processors, analog to digital converters (ADCs) and digital to analog converters (DACs) onboard for implementing digital predistortion to adequately address size, weight, power and cost (SWAP-C) constraints and to implement hardware based engineering development unit for testing and evaluating potential effects of lowering resolution for ADCs, DACs, and onboard processors on bit-error-rate performance when digital predistortion is performed.

PHASE I: Identify a proof of concept of the adaptive linearization model. Capture potential key areas where new development is needed and suggest appropriate methods to realize adaptive linearization technologies. Incorporate satellite transponder imperfections during design development. Evaluate potential impacts of nonlinear interferences and smart jammers on the linearized satellite transponder.

PHASE II: Optimize the Phase I results to include potential effects of input and output multiplexer filters as well as input and output backoff. Build an engineering development unit to demonstrate potential transmission performance increase (e.g., low output power backoff and low carrier spacing). Develop a path toward for optimizing SWAP-C and demonstrate new capability with total cost assessment. Integrate the tech solution with distributed predistortion, nonlinear equalization on return links, and use in time-frequency packing.

PHASE III DUAL USE APPLICATIONS: DUAL USE APPLICATIONS: Demonstrate an adaptive linearized transponder satellite system in relevant environment for commercial or dual use. Partner with DoD primes and communication providers to integrate the technology into their offerings.

REFERENCES:1. “Advantages of Using Dynamic Predistortion with the CDM-760”, http://www.comtechefdata.com/files/articles_papers/WP-Advantages-of-Using-Dynamic-Predistortion-with-the-CDM760.pdf

2. Allen Katz, “TWTA Linearization”, http://www.lintech.com/PDF/twta_lin.pdf

3. M. Kojima, et. al., "Study on Transmission Performance over SSPA for Satellite and Using Equalization at Receiver," 34th AIAA Int'l Communications Satellite Systems Conference, AIAA 2016-5761, 2016

4. R. Piazza, M. R. B. Shankar, B. Ottersten, "Data Predistortion for Multicarrier Satellite Channels based on Direct Learning," IEEE Transactions on Signal Processing, Vol. 62, No. 22, pp. 5868-5880, 2014

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KEYWORDS: MILSATCOM, MPTS, high power amplifier, linearized satellite transponder, SWAP-C, MODCOD, AM-AM, AM-PM, linearization, non-linear programming, classical jammer, smart jammer, Saleh’s model, linear log-model.

AF181-042 TITLE: Microstructural Treatment of Munitions Cases to Improve Performance



OBJECTIVE: Develop and validate technologies to cheaply alter a legacy munition’s case microstructure to improve the munition’s fragmentation performance.

DESCRIPTION: Develop and demonstrate localized microstructure (grain size, shape, size distribution) altering processing techniques for steel (e.g. 4340, HRC and 1XXX) munitions cases that introduced localized stress concentrations equivalent to machined notch stress concentrations (1-10mm deep v-notches). Such processes cannot significantly alter the surface roughness of either the munitions case’s outer or inner diameters and be amenable to low cost scale-up for high volume manufacture. Generate mechanical (static and fatigue) property data of altered microstructural zones to assist on-wing munitions structural durability analyses of treated cases. Create and execute a design of experiments experimental/modeling test protocol. Design of experiments shall include multiple microstructural alteration severity levels and application patterns as applied to subscale cylindrical range test specimens. Exercise the resulting model to optimize the microstructural altering technique/s to government identified desired fragmentation performance. Demonstrate an optimized solution via subscale fragmentation range test (if not included in original DOE). Evaluate and document work required (plan) to apply microstructural altering technique to Mk-82, Mk-84, and Mk-86 form factors as well as estimate associated processing costs. Scale-up process to full-up munition form factor and be applied in a high volume production environment. 2) Exercise process in simulated production environment and refine production cost estimate. Treat one entire Mk-82/Mk-84/Mk-86 weapons case for Air Force range testing.

PHASE I: Delivered products anticipated to include: A) Material and Processes report identifying microstructural altering solution, metallurgical results, associated mechanical properties, and any fragmentation modeling performed, B) Design of experiments test plan detailing all anticipated variables, levels, test specimen preparation, and range test plan.

PHASE II: Delivered products anticipated to include: A) Range fragmentation test report, B) Response surface model, C) optimized microstructural altering treatment, D) processing technique scale-up requirements/plan.

PHASE III DUAL USE APPLICATIONS: Delivered products anticipated include: A) pilot production scale refined production cost estimate and B) treated Mk-82/Mk-84/Mk-86 weapons case for Air Force testing.

REFERENCES:1. Gold, V.M., Baker, E.L., Ng, K.W., Hirlinger, J.M, A Method for Predicting Fragmentation Characteristics of Natural and Preformed Explosive Fragmentation Munitions, ARWEC-TR-01007, 2001.

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2. US Army Materiel Command, Engineering Design Handbook, Warheads-General, AMCP 706-290, AMC, 1964.

3. Johnson, C, Mosely, J.W., US Naval Weapons Laboratory, Preliminary Terminal Ballistic Handbook, Part I, Terminal Ballistic Effects, NWL Report No 1821, Defense Documentation Center for Scientific and Technical Information, 1964.

KEYWORDS: Munition, Bomb, Case, Microstructure, Fragmentation

AF181-043 TITLE: Innovative Solutions for Multi-Rotor Flight Endurance



OBJECTIVE: Identify and demonstrate technology for unmanned multi-rotor air vehicles which improves payload capacity, flight endurance, and maneuverability of compact airframes through innovative technology solutions to enable weaponized multi-rotor systems.

DESCRIPTION: Multi-rotors have many advantages as weaponized systems and technology development continues to improve the performance of these systems. This topic seeks to mature technology to allow a small, simple, and robust airframe to carry a 5 lb payload for more than 25 minutes, enter a building through common-sized doors and windows, and maneuver inside.

PHASE I: Phase I focuses on the design of an innovative concept. Activities conducted in this phase include performance analysis, technical feasibility, design maturation, and a plan for a practical deployment. Limited component testing is encouraged to guide the development of modeling and simulation tools. This phase should culminate in a prototype design which will be constructed in Phase II.

PHASE II: Using the results from Phase I, Phase II focuses on construction of an operational multi-rotor prototype to establish gains made in payload capacity, flight endurance, and maneuverability. Validation of the modeling and simulation tools should be conducted through experimentation. Multiple demonstrations are encouraged in different environments to demonstrate robustness of the airframe. In this phase the innovative research and transition options should be captured in a detailed design report.

PHASE III DUAL USE APPLICATIONS: This Phase focuses on implementing any lessons learned through Phase II testing into a “V2” airframe and commercialization of the developed technology through coordinating with current DoD multi-rotor manufactures and the commercial market.

REFERENCES:1. http://spectrum.ieee.org/automaton/robotics/drones/iros-2013-should-quadrotors-all-look-like-this

2. https://pdfs.semanticscholar.org/fd76/99b39a5a76b0ca4835b9d87a033270348c93.pdf

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3. http://acl.mit.edu/projects/vpitch_quad.html

4. http://ieeexplore.ieee.org/document/7392315/?reload=true

KEYWORDS: Multi-rotor, quadrotor, flight endurance, payload capacity, maneuverability, airframe design

AF181-044 TITLE: Fluid Resistant, Electrically Resistive Foam



OBJECTIVE: Develop and demonstrate electrically resistive foam with improved fluid resistance characteristics. The final product shall be a drop-in replacement for the current foam parts and require no additional aircraft modification.

DESCRIPTION: The Air Force currently uses electrically resistive, reticulated, open cell foam materials on aircraft in locations which are not isolated from aircraft oils and fuel. The current materials are not hydrocarbon resistant; upon exposure to fuel and oils, they absorb and retain the fluids and create a significant fire hazard to the aircraft. As a result, there is a compelling need for an innovative material solution. The replacement material must be durable, fuel-, oil-, coolant-, and water-resistant, and sufficiently flexible to allow for installation and surrounding aircraft deflection. Uniform, tailorable electrical resistivity is required.

Foam properties must be maintained over a minimum temperature range of -40 to +300 °F. The resulting material must exhibit resistance to JP-8 aircraft fuel, MIL-PRF-5606 hydraulic oil, and silicate ester coolant (COOLANOL) penetration and retention (weight gain testing). Physical properties of the foam must not exceed a maximum weight of 5.5 pounds per cubic foot, minimum tear strength of 2.5 pounds per inch, and minimum tensile strength of 15 pounds per square inch. The electrical properties of the foam must exhibit reflection loss in the 2 to 18 gigahertz range.

PHASE I: Demonstrate proof of concept on candidate electrically resistive foam(s). Produce lab scale foam samples to prove ambient and elevated temperature physical, mechanical, and electrical material property requirements are achievable across the full temperature range. Report fuel permeability according to SAE J2665 as well as hydrocarbon and coolant retention via weight gain testing.

PHASE II: Produce three prototype sheets of foam to deliver for government electrical testing with minimum dimensions of 0.75 ± 0.1 inch x 24 inch x 24 inch to demonstrate consistent manufacturability and quality control. Demonstrate consistent reflection loss across each foam sample and between samples at required angles of incidence. Prove the physical and electrical property requirements from Phase I are met after fluid and temperature aging. Assess and quantify foam material cost and manufacturability.

PHASE III DUAL USE APPLICATIONS: Perform remaining material testing to qualify for use on the targeted aircraft. Deliver three 0.75 ± 0.1 inch x 24 inch x 24 inch sheets of the final foam product as well as the transition

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plan to scale up production to meet continuing need.

REFERENCES:1. Guoqing, Jian, Qingfeng Hou & Youyi Zhu. Stability of Polymer and Surfactant Mixture Enhanced Foams in the Presence of Oil Under Static and Dynamic Conditions. Journal of Dispersion Science and Technology. Volume 36 Issue 4, 2015.

2. Fletcher, Alan, M.C. Gupta, K.L. Dudley, and E. Vedeler. Elastomer foam nanocomposites for electromagnetic dissipation and shielding applications. Composites Science and Technology. Volume 70 Issue 6 Pages 953-958, June 2010.

3. Haupert, F. and B. Wetzel: Reinforcement of Thermosetting Polymers by the Incorporation of Micro- and Nanoparticles. Polymer Composites: From Nano- to Macro-Scale, Springer 2005.

4. Osei-Bonsu, Kofi, et al. Foam stability in the presence and absence of hydrocarbons: From bubble- to bulk-scale. Colloids and Surfaces A: Physicochemical and Engineering Aspects. Volume 481 Pages 514-526, 20 September 2015.

KEYWORDS: foam, fluid-resistant, JP-8, coolanol, aircraft fluids, absorbing, static dissipation, conductive

AF181-045 TITLE: Corrosion Nondestructive Evaluation (NDE) in Confined Access Areas


OBJECTIVE: Develop and demonstrate a man-portable capability to rapidly assess the presence of corrosion on the exterior sides and bottom of an in-ground large scale box-like steel structures with access to only the interior surfaces. Quantify thickness loss and identify other possible corrosion types such as pitting, fretting, and/or exfoliation, and integrate the capability to analyze any trends in the material loss as a function of spatial location and geometry of any detected corrosion in the material. Automatically generate a report that can be exported via a non-proprietary software interface and/or translated into a neutral format (e.g. ranging from binary to HDF5) enabling input to a digital data storage system.

DESCRIPTION: The Air Force has secure underground vault storage systems some of which have been in the ground for over 20 years and have experienced variable temperature and/or humidity environments. These storage systems are typically comprised of a large area steel box that is lined along its exterior with concrete. Access to the interior surfaces of the structure is possible by removal of the lid to the steel box. Access to the external surfaces of the structure is not possible. Currently, there is no capability to rapidly assess the internal condition of the steel structure except via a qualitative visual assessment. The capability being sought includes the ability to use NDE methods to determine the presence of corrosion in the steel material (both exterior and interior surfaces), map the thickness loss as a function of location, and track these losses as a function of each inspection. The data needs to be collected and exported via a non-proprietary format to simplify its translation into a digital data storage system.

PHASE I: Phase I shall demonstrate the feasibility of an NDE-based system that can measure a minimum of 20 percent thickness loss (threshold) / 10 percent thickness loss (objective) for a large scale representative steel structure with an accuracy of 10 percent (threshold) / 5 percent (objective) of actual thickness loss. The demonstration should be supported by modeling as necessary and must be demonstrated on representative corrosion (e.g. real corrosion, artificially induce corrosion, and/or simulated corrosion). The system must show potential to assess 600 square feet of area in 1 hour or less. The approach must include methods to make the system relatively light and easily wearable for the inspection process (threshold is less than 30 lbs). It is preferable that the system be battery powered and not require battery changes for the duration of the inspection of each steel structure. The system must include an approach for spatially mapping the location of corrosion and storing this information via an

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automated reporting function that is exportable in a non-proprietary data format.

PHASE II: Phase II shall demonstrate a prototype system that can meet the objectives specified for the Phase I and demonstrate the integrated corrosion thickness loss tracking system with an automated reporting capability. It is anticipated that final demonstration will occur at a government facility to be determined during Phase I to ensure the system can meet all required performance parameters in a representative working environment. The targeted operator for this system is an Airman with application specific training (i.e. NDE qualified – AFSC 2A7X2) therefore it must be shown to be able to be operated by such individuals with minimal additional specialized training.

PHASE III DUAL USE APPLICATIONS: Similar storage systems with limited access exist in analogous Military and commercial structures. The desired capability will have applications to assess the presence of corrosion in similar liners and related geometric configurations in a rapid and quantitative manner.

REFERENCES:1. D.S> Forsyth, Nondestructive Testing for Corrosion, available at https://www.researchgate.net/profile/David_Forsyth/publication/268275867_Chapter_21_-_NON-DESTRUCTIVE_TESTING_FOR_CORROSION/links/551ab3ae0cf2fdce84369861/ Chapter-21-NON-DESTRUCTIVE-TEST

2. Busse G., “Emerging Technologies in Non-Destructive Testing”. Proceedings of the 4th International Conference of Emerging Technologies in Non-Destructive Testing, Stuttgart, Germany, 2-4 April 2007 Taylor & Francis, London, 2008.

3. G.C. Moran and P. Labine, Eds, Corrosion Monitoring in Industrial Plants using Nondestructive Testing and Electrochemical Methods, ASTM Special Publication 908, ASTM International, Philadelphia, PA, 1986.

KEYWORDS: Non-destructive inspection, destructive inspection, in-ground, steel-reinforced, concrete structures

AF181-046 TITLE: Safe, Large-Format Lithium-ion (Li-ion) Batteries for ICBMs



OBJECTIVE: The purpose of this effort is to develop safe, large-format Li-ion batteries where effects of cell and battery failure is minimized.

DESCRIPTION: Rechargeable Li-ion batteries can fail violently when subjected to an internal electrical short, are overheated, crushed, or when they are overcharged/overdischarged. Recent events such as the grounding of a commercial aircraft due to Li-ion battery fires demonstrate that the safety of Li-ion batteries is of major concern. Hazards are amplified by batteries and personnel operating together in confined spaces. Of particular interest are improvements in safety for large-format Li-ion batteries by eliminating cell-to-cell thermal transport and cell failure propagation. Safe containment of flames and debris during any possible thermal runaway event is paramount to the usefulness of the battery. Containment would prevent damage to surrounding equipment and personnel outside the

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battery case. Interest would be given to solutions that are resistant to long storage and operation in high humidity, salt fog, and occasional fine sand environments. These new batteries will demonstrate improved safety under various abuse/extreme conditions while providing low impedance electrical performance. Innovation in this topic should place an emphasis on reducing the acquisition cost to levels competitive with existing Li-ion, lead-acid, Lithium Thermal and nickel-cadmium military batteries in terms of acquisition and life cycle.

During Phase II, the offeror will produce a prototype battery that is compatible electrically and mechanically to a chosen Air Force (AF)/ICBM modular application at both the Launch Facility and Launch Control Center Battery. The prototype will provide superior handling both by dimensions and weight when compared to current battery. The offeror will also compare the performance to the baseline battery system. The Phase II prototype should be delivered to the AF for additional testing and evaluation. At the end of the contract, the offeror should also demonstrate the prototype to outbrief technology advancements.

PHASE I: Develop an innovative, safe, large-format rechargeable Li-ion battery that does not have cell-to-cell propagation of a cell failure. Li-ion batteries will have equivalent/better energy/power density capability relative to current high rate Lead-Acid technology. Present experimental and other data to demonstrate feasibility of proposed solution. Develop initial transition plan.

PHASE II: Produce alternative, safer Li-ion battery using the developed configuration for AF/ICBM on-demand power application. The prototype battery/module size will be determined during Phase I and during Phase II will be electrically and mechanically compatible to the target application. Provide cost projection data substantiating the design, performance, operational range, acquisition, and life cycle cost. Refine transition plan and business case analysis.

PHASE III DUAL USE APPLICATIONS: Commercial applications include hybrid and electric vehicles. Demonstrate volume manufacturability of the design. The military applications include aircraft emergency and pulse power, electric tracked vehicles, unmanned systems, hybrid military vehicles, and unmanned underwater vehicles (UUVs).

REFERENCES:1. Kim, G.H., Smith, K., Ireland, J., and Pesaran, A., "Fail-safe design for large capacity lithium-ion battery systems," J. Power Sources, Vol. 210 (2012) pp. 243-253.

2. Eliud Cabrera-Castilloa, Florian Niedermeiera, Andreas Jossenb, "Calculation of the state of safety (SOS) for lithium ion batteries", J. Power Sources, Vol. 324 (2016) pp. 509-520

3. C.N. Ashtiani, "Analysis of battery safety and hazards’ risk mitigation", ECS Trans., 11 (2008), pp. 1–11

KEYWORDS: Lithium, lithium-ion, batteries, safety, rechargeable, thermal, failure, propagation

AF181-047 TITLE: Nondestructive Evaluation (NDE)-based Condition Assessment of Sub-surface Concrete with Limited Access



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OBJECTIVE: Develop and demonstrate a man-portable capability to rapidly assess the condition of concrete with reinforcing bars and wire that encases on sides and bottom of an in-ground large scale box-like steel structure with access to only the interior surfaces. Detect typical failure modes, such as cracking / spalling of the concrete, corrosion of the rebar, and related degradation modes for the concrete. The thickness of the concrete is typically on the order of 6 inches. The concrete is located behind an approximately 0.5” steel liner and there is no direct access to the other surface as it is sub-surface, typically under local soil with limited barrier between the two. There is access to the internal box-like structure for placing sensors and other related equipment, provided it is portable and can be removed between assessments. In addition to assessing the condition of the concrete, the approach could assess the moisture/temperature content along the exterior of the concrete provide the information can be directly correlated to the assessment and potential degradation of the concrete. For this to occur, the methods how these data and conditions are correlated must be systematically described. This approach will assess and analyze any trends in the material degradation as a function of spatial location and time of the assessment. A final configuration of the approach includes the ability to generate reports automatically via a simplified or generic interface for simple translation into a digital data storage system.

DESCRIPTION: The Air Force has storage systems that are capable of securely storing items in an underground vault. Some of the storage systems have been in the ground for over 20 years and have experienced variable temperature and/or humidity environments. The storage system includes a large area steel box that is lined along its exterior with concrete. Access to the interior of the structure is possible by removal of the lid of the box and there relatively simple access to all internal surfaces of the steel box. External access to the structure is not possible. Currently, there is no capability to rapidly assess the condition of the concrete as there is no external access to the concrete and it is hidden from visual view by the steel. The objective is to develop an NDE-based system that can be placed inside the steel liner and provide the capability to detect materials degradation in the concrete, such as cracking, spalling, and corrosion of the rebar. There is no pre-determined method to be used and all options are open to consideration. If ionizing radiation methods are used, including neutron-based methods that are sensitive to water, safety aspect and portability aspect relative to the structure of interest needs to be addressed. This approach should be for the four walls of the vault as well as the concrete floor material. Note that at a few locations and typically no more than once per each wall it is possible to core through the concrete to place a source or detector in the soil outside of the vault without digging down around the vault. However, this access cannot be assumed to be possible at all locations.

Alternative approaches are being considered, such as the use of environmental monitoring devices that can be placed into the soil next to the concrete to infer the presence of damage from monitoring the soil conditions, such as humidity and temperature. For these indirect approaches, there must be a viable method to establish the link between the condition of the soil as a function of time and the degradation of the concrete. In addition, there is a desire to map any detected materials degradation as a function of location and to track any changes as a function of time. The preferred approach generates digital data that can be stored and exported via a neutral format to enable its translation into a digital data storage system.

PHASE I: Phase I shall show the feasibility of an NDE-based system to detect degradation of concrete with a capability to determine the presence of corrosion in 20 percent (objective) / 10 percent (threshold) of all rebar in the concrete (assume 6 inch spacing of the rebar). Detect a volume fraction of 10 percent (objective) / 5 percent (threshold) of volume fraction of cracks in the through-thickness direction of the total volume of concrete. Detect the presence of spalling that removed 10 percent (objective) / 5 percent (threshold) of the total through-thickness of the concrete. The total area of coverage of all the concrete volume should be 100 percent (objective) / 70 percent (threshold). Note that it is possible to core through the concrete to outside of the vault at a maximum of one location per wall. Modeling can be used to support the feasibility demonstration as needed. The approach must be demonstrated on representative damage found in concrete. The technical approach must show potential to assess 800 square feet of concrete that is 6 inches thick in 4 hours or less. The technical approach must address weight and access issues to place the assessment system into the desired locations to enable that assessment to be performed in

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the desired time allocation. The system must include an approach for spatially mapping the location of concrete degradation and storing this information via an automated reporting function that is exportable in a neutral data format.

PHASE II: Phase II shall demonstrate a prototype system that can meet the intent required for Phase I and demonstrate the integrated concrete degradation tracking system with an automated reporting capability. It is anticipated that final demonstration will occur at a government facility to be determined during Phase I to ensure the system can meet all required performance parameters in a representative working environment. In addition, the system must be shown to be operated by an Airmen with application specific training with the objective of minimizing the overall amount of specialized training to use the system.

PHASE III DUAL USE APPLICATIONS: Similar storage systems with limited access exist in analogous Military and commercial structures. The desired capability will have applications to assess the presence of concrete degradation in similar liners and related geometric configurations in a rapid and quantitative manner.

REFERENCES:1. V. M. Malhotra and N.J. Carino, eds., Handbook on Nondestructive Testing of Concrete, 2nd Ed, ASTM International, CRC Press, New York, 2003

2. R.J. Wheen, “Nondestructive Testing of Concrete,” Build. Sci., Vol. 9, 157, Pergamon Press

3. J. Hola, K. Schabowicz, “State-of-the-art non-destructive methods for diagnostic testing of building structures – anticipated development trends,” Archives of Civil and Mechanical Engineering, Vol. X, 3, 5, (2010).

4. Ryzewski, K., Herringer, S., Bilheux, H., Walker, L., Sheldon, B., Voisin, S., . . . Finocchiaro, V. (2013). Neutron Imaging of Archaeological Bronzes at the Oak Ridge National Laboratory. Physics Procedia, 43, 343-351. doi:10.1016/j.phpro.2013.03.041

KEYWORDS: neutron tomography, neutron radiographs, aging and surveillance, steel, concrete

AF181-048 TITLE: Structural Nuclear Effect Mitigation of Composite Aeroshells for Munitions for Air Platforms and Cruise Missile Systems

TECHNOLOGY AREA(S): Nuclear Technology


OBJECTIVE: Development, scale-up, and demonstration of munition relevant composite structural aeroshell materials designed to provide protection from nuclear EMP and nuclear particle effects.

DESCRIPTION: New material concepts are required for structurally nuclear electromagnetic pulse and high energy nuclear particle protection for organic matrix composites. Nuclear particles for the purpose of this topic are defined as hot and cold x-rays, gamma rays, and neutrons. Materials submitted for consideration should be specifically

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designed for use on composite munition systems. Methods for incorporating the proposed materials into standard manufacturing processes such as braiding on a mandrel must be addressed. Protection materials must be incorporated into the structural buildup, not secondary applied or require additional non-standard manufacturing processes to fabricate.

New systems will require compliance with MIL-STDs, including 461, 464, and 3023, to meet the ever-changing mission environment. The metrics defined in the unclassified portion of the listed MIL-STDs will be used as evaluation criteria for the Phase I. Proposals to this topic must address the gaps in current composite materials’ ability to meet requirements such as those in the MIL-STDs list above. Relevant testing methods and techniques can be found in the "The Nuclear Matters Handbook, Expanded Edition" Appendix G4.1.[3] Proposed performance claims must be accompanied with supporting information or citation of available open literature or DTIC references. Materials proposed must be shown to be producible in large quantities, affordable, maintainable, and sustainable. Transition plans should include detailed discussion of material integration methods, cost relative to baseline materials, and maintainability/sustainability. Coordination with prime vendors and letters of support demonstrating the proposed transition pathway is highly encouraged.

In this effort the composite must simultaneously provide protection from nuclear events while maintaining a weight near that of current composite material. Materials solution which add greater than 20% weight by volume over baseline composites are not acceptable.

PHASE I: Propose, develop, and demonstrate flat coupons of scientifically relevant size (12 in. x 12 in. min.) to measure the performance of the composites under neutron, hot and cold x-rays. A design of experiments with specific materials and layups should be proposed, not just a review of the literature.

PHASE II: Build and demonstrate complex shapes of scientifically relevant size, in representative configurations, to measure the performance of the composites under neutron, hot and cold x-rays. Material should be a down selection from the design of experiment in Phase I. Specific platform based guidance and geometry will be provided in Phase II by the government.

PHASE III DUAL USE APPLICATIONS: Demonstrate the materials from the Phase II in a relevant environment and work with appropriate program office for transition and ground based simulated flight testing. Potential dual-use applications include shielding aircraft and spacecraft from cosmic radiation and electromagnetic environments.

REFERENCES:1. MIL-STD-464:http://everyspec.com/MIL-STD/MIL-STD-0300-0499/MIL-STD-464C_28312/.

2. NNSA Document R005, “New Material and Stockpile Evaluation Program,” Issue B1, Jul 2016.

3. MIL-HDBK-1783, “Engine Structural Integrity Program (ENSIP),” 22 Sep 2004

4. MIL-HDBK-1798, “Mechanical Equipment and Systems Integrity Program (MECSIP),” 24 Sep 2001

KEYWORDS: Hardening Technologies for Air Platforms and Cruise Missile Systems

AF181-049 TITLE: Interface Inspection Method for Thermal Spray Coatings


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

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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 Announcement and within the AF Component-specific instructions. Offerors are advised foreign nationals proposed to perform on this topic may be restricted due to the technical data under US Export Control Laws. Please direct ITAR specific questions to the AF SBIR/STTR Contracting Officer, Ms. Gail Nyikon, [email protected].

OBJECTIVE: Develop a production-friendly non-destructive evaluation technique to inspect the interface between a thermal spray coating and the gas turbine component.

DESCRIPTION: Surface preparation prior to thermal spray coating application is critical to the coating’s adhesion. Dirt, oil, and grit contamination on the surface of the turbine part can lead to coating failure and engine failure. Standard practice is to clean the part with alcohol to remove dirt and oil, then grit blast the part to remove oxide scale and roughen the surface (Ref 1.), then apply the thermal spray coating, then visually inspect the coating for cracks and flaking. Only large defects near the edge of the coating can be detected by visual inspection. Often a witness coupon is also blasted and sprayed with the part to evaluate the interface and microstructure of the coating. However, this flat coupon has not been exposed to the dirt and oils that the turbine part has, so it is not an adequate representation of the part.

A non-destructive evaluation (NDE) technique is needed to inspect the interface between the thermal spray coating and the engine part itself following the application of the coating. NDE techniques such as Infrared Flash Thermography or Eddy Current may be suitable if tailored specifically for this application. (Ref 2, Ref 3.) Innovation is encouraged, so any NDE method that can ultimately prove successful is acceptable. This solicitation requests the design, construction, delivery, and demonstration of a production-friendly, lightweight, reliable, maintainable NDE solution to detect surface and subsurface defects such as coating delamination and excessive grit contamination. The evaluation surface area must be no smaller than .25”x.25”, but a preferable evaluation surface area is 2”x2”. The defect detection may either be an image or quantitative. A capability must be demonstrated for metallic, ceramic, and dual-layer coatings of thickness ranging between .003-.030”. A capability must be demonstrated on both flat and irregular (knife-edge) geometries. Routine setup, usage, and evaluation must be achievable in 15 minutes or less. This capability can be demonstrated at Tinker AFB with guidance from 76 Propulsion Maintenance Group engineers.

The thermal spray process is used extensively to apply protective hard or wear-resistant coatings on a variety of parts in commercial markets to include but not limited to, automotive and civilian aerospace both new and for repair, as well as in military application for new and for repair throughout the DoD. An NDE approach to assure quality control has dual-use applicability.

PHASE I: Design and construct a laboratory-scale concept for the interface evaluation of both metallic and ceramic coatings. Small coupons with varying geometries and defects will be provided by 76 PMXG. Typical defect size range is .001-.003” for grit contamination and .005-.020” for coating separation. The method should be able to estimate the size of the defect to within 25% of actual, to be verified using destructive characterization.

PHASE II: Design and construct a full-scale NDE system based upon the lessons learned in Phase I. Develop necessary software and demonstrate the system at Tinker AFB on as-sprayed engine parts.

PHASE III DUAL USE APPLICATIONS: Make necessary modifications to full-scale NDE system to make it production-friendly, fast, flexible, and reliable based upon lessons learned in Phase II. Demonstrate Probability of Detection (POD) according MIL-HDBK-1823A. Work with 76 PMXG to develop pass/fail criteria using this NDE system based upon correlated results from tensile testing and metallography.

REFERENCES:1. Tucker, Robert C. “Thermal Spray Coatings” ASM International, Volume 5, 1994

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2. Infrared Contrast Analysis Technique for Flash Thermography Nondestructive Evaluation, NASA Johnson Space Center, 2014

3. Nondestructive Evaluation of Thermal Spray Coating Interface Quality by Eddy Current Method, DARPA, 2006

KEYWORDS: Thermal Spray, plasma spray, coating, non-destructive inspection, non-destructive evaluation, surface preparation, aerospace, gas turbine

AF181-050 TITLE: Assisted Data Analysis for Portable Nondestructive Inspection



OBJECTIVE: Develop algorithms to assist in the analysis of the outputs (e.g. ultrasonic waveforms and eddy current impedance plane data) from portable nondestructive inspection tools to enhance human interpretation and rate of analysis of the data. This includes addressing data from multiple flaw detection applications, such as angle beam shear ultrasound for crack detection, through-transmission ultrasound detection of water and other foreign objects in honeycomb material, and multi-layer eddy current damage detection using low frequency data.

DESCRIPTION: There is a significant potential for growth of nondestructive inspections that require the use of portable instrumentation to detect defects in various classes of structures, such as multi-layered metallic structure and honeycomb with either metallic or composite skins. The goal of this topic to develop algorithms that can assist the nondestructive inspector in the interpretation of either ultrasonic or eddy current data from these applications to facilitate the accomplishment of the inspection to increase the efficiency and effectiveness of the nondestructive inspection process.

The intent for these algorithms is to be compatible with portable systems that export the data acquired during inspection using readily available interfaces and neutral formats. No specific format is being identified as the capability needs to focus on the analysis of the data and it is understood that translators can be developed for any instrument that exports proprietary data. In addition, the outcome of the automated analysis should be exportable via translators if specific formats are required for performing the automated analysis. The specifics for archiving the data once the analysis has been performed is not within scope of this topic.

PHASE I: Develop and demonstrate feasibility of using assisted defect analysis methods to facilitate effective and efficient interpretation of hand-held ultrasonic inspections. Initial applications should focus on angle beam shear methods to detect fatigue cracks in laboratory-based single layer metallic structure.

PHASE II: Demonstrate integration of assisted defect analysis into handheld ultrasonic instruments. Demonstrate capability on representative aircraft structure. Provide sensitivity and false call approximations. Desired capability is to detect all fatigue cracks greater than 0.10” emanating from an free edge of a structure or from a fastener hole assuming no compressive residual stresses affecting the fatigue crack, plus a false call rate of less than 5% threshold, 1% objective. In addition, demonstrate capability to for assisted defect analysis to detect delaminations in 1.0” or thinner polymer matrix composites for defects larger than 0.5” threshold, 0.25” objective with the same false call

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requirements listed for fatigue crack detection.

No specific quantitative metric is defined to improving the speed of the inspection, but an assessment of this improvement is desired.

PHASE III DUAL USE APPLICATIONS: Fully integrate the assisted defect analysis into portable nondestructive inspection systems and validate capability via a Probability of Detection study following the guidance of MIL HDBK 1823A. The assisted defect analysis capability will be relevant for hand-held inspections for commercial aviation, power, oil/gas, and other transportation industries.

REFERENCES:1. MIL HDBK 1823A, Nondestructive Evaluation System Reliability Assessment

2. Structures Bulletin En-SB-08-012, Revision C, In-Service Inspection Flaw Assumptions for Metallic Structures

KEYWORDS: nondestructive inspection, automated defect analysis, ultrasound, angle-beam shear waves

AF181-051 TITLE: Efficient 3-D Finite Element Process Modeling to Enable Linear Friction Welding of Aerospace Components


OBJECTIVE: The objective of this SBIR is to develop fully-validated cost and time efficient methods to model (in 3-dimensions) the linear friction welding process of Ni-base superalloys or titanium alloys.

DESCRIPTION: In an effort to reduce to industrial practice the utilization of 3-D finite element process modeling of linear friction welding, significant challenges relating to the time and expertise required to run the model must be mitigated. 3-D finite element process modeling is a main challenge limiting increased utilization of linear friction welding in military engine hardware designs. Limited information has been reported in the open literature regarding the utilization of 3-D finite element modeling of the linear friction welding process. Further, the time required to model the process in three dimensions is not reasonable in an industrial application environment. Two dimensional modeling does not allow for full and accurate accounting of deformation in all directions at the weld line.

PHASE I: Process modeling exploration to include software selection, and methodology to reduce computational time required for fully-validated 3-D process modeling of linear friction welding. Planning for modeling and experimental validation to take place in phase II. It is expected that a design of experiments or other suitable approach will be utilized for the experimental weld validation. Benchmarking the state of the art capability in process modeling for linear friction welding will be completed. This will include both simulation time required, as well as accuracy of model predictions (temperature profiles, upset rates, flash formation etc).

PHASE II: Fully develop, demonstrate and validate 3-D process modeling capability for linear friction welding of either Ni-base superalloys or titanium alloys (dissimilar couples) relevant to military or commercial engine hardware. Demonstrate a reduction in computation time and complexity for the process modeling capability over the current state of the art.

PHASE III DUAL USE APPLICATIONS: Further development and implementation of the 3-D modeling capability with a military or commercial aerospace OEM supplier on a relevant component geometry. Extend and validate the model for another alloy class (Ni-base superalloy or titanium).

REFERENCES:

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1. Li, Vairis, Preuss, Ma. (2016) Linear and Rotary Friction Welding Review. International Materials Reviews. Vol 61 No 2, 71-100.

2. Maalekian. (2007) Friction welding - critical assessment of literature. Science and Technology of Welding and Joining. Vol 12 No 8, 708-729.

3. Chamanfar, Jahazi, and Cormier. (2015) A Review on Inertia and Linear Friction Welding of Ni-Based Superalloys. Metallurgical and materials Transactions A. 46: 1639.

KEYWORDS: 3D finite element modeling, linear friction welding, computational efficiency

AF181-052 TITLE: Efficient Evaluation of Fiber Coatings



OBJECTIVE: The objective of this program is development and demonstration of a low cost, rapid method for evaluating the chemistry of fiber coatings used in ceramic matrix composites (CMCs).

DESCRIPTION: Ceramic matrix composites (CMCs) are beginning to see service in commercial gas turbine engines and are being considered for a range of components in military gas turbine engines due to their potential for weight reduction, reduced cooling, increased operating temperature, and improved durability. Non-oxide CMCs generally require one or more thin coatings (each <1 micron thick) on the reinforcing fibers in order to achieve the weak interface that is required for high toughness. These coatings turn out to be key to the composite performance and also cost and cycle time drivers. Routine evaluation of the coatings is required for quality control. Historically, techniques such as scanning electron microscopy (SEM) and auger depth profiling have been used to assess the coating thickness and chemistry, respectively. These techniques are slow, expensive, destructive, and incapable of sampling meaningfully representative volumes of the coated tow or fabric. Rapid techniques have been developed to evaluate the coating thickness, but evaluation of coating chemistry remains a pervasive need across the community. This topic seeks the development and demonstration of a low cost, rapid, non-destructive technique which is capable of sampling significant areas of coated tows or fabric which routinely have at least 2 distinct coating layers, and may have 4 or more in some situations. Successful development of such a technique will reduce coating cost and cycle time, and improve the consistency and performance of CMCs overall. The ability to assess the morphology and/or crystallinity of the coatings is also of interest, but is secondary to the ability to quantify the coating chemistry. The main chemistries of interest are boron nitride (BN) which may be doped with silicon (Si), silicon carbide (SiC), silicon nitride (Si3N4) and boron carbide (B4C). In all cases the presence of oxygen (O) and in some cases carbon (C), each as a contaminant, is also critical, as is the ability to assess the stoichiometry, for instance, the boron to nitrogen ratio in BN.

Techniques exist and are used commercially to characterize thin coatings in various industries. The situation for fiber tow or fabric coatings is more complex due to the substrates being 10 – 20 micron diameter fibers in 500-1000 filament tows often woven into 16-22 tows-per-inch cloth, the coatings often having multiple layers with different chemistries, and the chemistries being more complex, as well as concerns about contaminants and coating

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stoichiometry. A requirement to evaluate each coating as deposited (i.e. with no other coatings on top of it) is acceptable. The development of an entirely new technique will not be ruled out, but the adaptation of an existing technique or techniques is highly preferred. Destructive (but rapid and low cost) techniques will not be ruled out, but non-destructive techniques are greatly preferred. Teaming with a fiber coating supplier and/or composite manufacturer is encouraged to ensure that suitable techniques are developed and demonstrated on fiber coatings of interest, and in a representative manufacturing environment.

PHASE I: Develop or adapt the coating chemistry evaluation technique(s) which were proposed. Explore the capabilities and demonstrate the technique on tow or fabric samples with multiple relevant coating chemistries. Estimate the cost and time required for coating characterization and the fraction of the tow or fabric which could be feasibly evaluated. Determine practical layer thickness limits and the number of layers that can be evaluated in a stack. Identify potential improvements for Phase II.

PHASE II: Make the improvements identified at the end of Phase I and quantify the capability enhancement. Characterize sufficient samples of coated tow and/or fabric to validate the capability (resolution, thickness limits, etc), cost, and cycle time. Validate the results via other techniques as applicable. Demonstrate the technique in an industrial fiber coating or composite manufacturing setting.

PHASE III DUAL USE APPLICATIONS: Optimize the coating chemistry evaluation methodology for the chosen fiber coating characterization environment. Modify the existing quality control (QC) specifications for the new methodology. Undertake the evaluation necessary to qualify the new QC methodology in industrial fiber coating and/or composite manufacturing facilities.

REFERENCES:1. “Interfacial Processing via CVD for Nicalon Based Ceramic Matrix Composites,” C. L. Hill, J. W.Reutenauer, K. A. Arpin, S. L. Suib, M. A. Kmetz, Ceramic Engineering and Science Proceedings, v 27, n 3, p 253-264, 2006

2. “Control of Surface Energy of Silicon Oxynitride Films,” K. Wang, M. Günthner, G. Motz, B. D. Flinn, and R. K. Bordia, Langmuir 2013, 29, 2889−2896

KEYWORDS: Ceramic Matrix Composite (CMC), Fiber Coating, Coating Chemistry, Quality Control, Turbine Engine, Non-Destructive Evaluation

AF181-053 TITLE: Compact UHF/VHF Antenna



OBJECTIVE: Develop an improved and novel UHF/VHF antenna. Primary emphasis on performance improvements with a secondary emphasis on novel designs, portability, logistic friendliness, and linear polarization.

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DESCRIPTION: Users are demanding improved performance and logistic-friendly antennas to support field-level maintenance. The problem, however, is the inability of antenna designers to shrink size and weight as quickly as integrated circuit designers have been able to shrink circuits. Historically, low frequencies require physically large antennas. Ideally, it is desired to have electrically large antennas that are lighter or compactable in physical size.

Currently used UHF/VHF antennas have some undesirable performance attributes. This topic's goal is to develop an antenna that optimizes UHF/VHF antenna performance by maximizing directionality, reducing back lobe as close to zero as possible, and minimizing side lobes.

Current UHF/VHF antennas are large and heavy, and difficult to operate in a field environment by maintainers. Improvements to the logistic burden are desired in the form of weight reduction and novel designs (such as inflatable, collapsible, telescoping, material selection, etc.) to operate with a mobile or tripod-assisted collection system. This requirement is a cross-platform need for multiple applications. The design must be a system that is easily transportable and ruggedized for use by 5-Level maintenance personnel (3-5 years experience). The antenna is desired to be modular and swappable with other antennas that interface with different radar systems.

Rigorous technology demonstrations using representative targets shall be performed. To that end, correlations between current baseline systems and the new technologies shall be carried out. Specifically, an optimized low frequency antenna solution must be reliable, repeatable, and easy to use. New equipment and technology shall comply with security requirements and be ruggedized for use in an operational environment including exposure to light dust, moisture, humidity, low and high temperatures, and salt fog conditions. In-depth investigations shall be conducted to create confidence on new approaches and methods. These in-depth validation and verification activities shall address user requirements including but not limited to performance, human safety, reliability, operator fatigue, reparability, and robustness of the equipment to survive in operational environments.

PHASE I: Demonstrate antenna design improvements with the primary focus on performance (high directionality, minimized back and side lobes) and secondary focus on novel design concept feasibility for a low-frequency antenna. Demonstration can include but is not limited to modeling, simulation, prototype, test and analysis.

Threshold requirement is achieving the above desirements for the UHF band. Objective requirement is achieving desirements for the VHF band.

PHASE II: Building on Phase I results, the Phase II task will optimize and further mature the antenna design into a hardware demonstration prototype.The Phase II antenna prototype will be required to be designed to meet ClassI/Div2 or CE/ATEX requirements and demonstrated in a relevant laboratory environment. Technology maturation must optimize performance for consistent measurement performance and meet logistic field-level requirements for ease of use.

Threshold requirement is achieving the above desirements for the UHF band. Objective requirement is achieving desirements for the VHF band.

PHASE III DUAL USE APPLICATIONS: Determine a commercialization plan to demonstrate the technology for other applications or commercialize the product for multiple platforms and customers.

REFERENCES:1. http://www.militaryaerospace.com/articles/print/volume-23/issue-05/technology-focus/designing-the-perfect-lightweight-antenna.html

2. https://www.rfglobalnet.com/doc/model-com201b-lightweight-vhf-uhf-communicati-0001

3. http://ieeexplore.ieee.org/document/6349340/?reload=true

KEYWORDS: uhf vhf antenna, lightweight, improved low frequency antenna

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AF181-054 TITLE: Advanced Machining of Aerospace Materials


OBJECTIVE: Develop and demonstrate an internally-cooled cutting tool solution to address the cost and lead time of a cryogenic material removal process for difficult-to-machine aerospace materials.

DESCRIPTION: Demand for low-cost systems using advanced aerospace materials such as Ti-alloys and Ni-alloys is growing within the Air Force (AF), thus requiring improved manufacturing processes. These alloys present machining challenges like higher machining-induced temperatures and lower material removal rates (MRR). High machining-induced temperatures can be detrimental to the cutting tools used to remove material from the components, requiring special cutting tools to achieve the desired surface finishes and integrity. Cutting tool longevity can still be unfavorably low. Consequently, machining is often a large percentage of the manufacturing cost associated with producing various structural and engine components of various sizes (e.g. Remotely Piloted Aircraft, small engines).One way to combat high-machining induced temperatures and effects on tool wear and MRR is to use liquid nitrogen (LN2) as a coolant medium to internally cool the cutting tool. Previous Small Business Innovation Research efforts managed by the AF have demonstrated success of a cryogenic machining system using LN2 as the cooling medium, instead of the conventional flood cooling, for rough milling operations in Ti-6-4 with benefits including cycle time reductions, tool life increases, and surface finish improvements. As a result of this effort and others, cryogenic machining hardware and software has matured to a point where it is commercially available.However, while cryogenic machining systems have matured, internally-cooled cryogenic-specific cutting tools (ICCT) are the least well-developed area of this technology. Previous studies have shown that cryogenic machining can improve the life of a tool up to 10x in some cases and increase MRR by 2x, but this has not been widely demonstrated in production environments due to commercially available cutting tools being inadequate. As such, adequate ICCTs must be brought to market. Milling operations are heavily utilized in Ti- and Ni-alloy machining and therefore will be the focus of this effort, but the effort may extend into drill bit development depending on progress. ICCT development for milling can include solid cutters or indexable cutters with inserts for Ti-alloys, and may be pursued for Ni-alloys depending on customer needs. One aspect of this effort will be demonstrating a clear understanding of ICCT material properties as they perform in a cryogenic environment and affect the machining process. It is encouraged that the contractor utilize existing modeling and on-machine testing capabilities to analyze variables such as tool geometry and thermodynamic effects between the tool, coolant medium (LN2), and workpiece to understand their influence on tool performance (wear, MRR, etc.). ICCTs, as compared to conventional (flood cooled) cutting tools, should demonstrate a tool life increase by 2x with an objective to improve by 10x. The ICCT should also demonstrate an MRR increase by 2x while maintaining the tool life of comparable, conventional tools with an objective to improve by 2x while meeting the threshold tool life (2x increase). It is also desired that ICCT tool wear characteristics are stable and predictable. On-machine testing at varying speeds, feeds, depths-of-cut, etc. should be performed to develop and document tool-life curves that can be used by engineers and machine operators. It is encouraged that the proposed solution leverages commercially available hardware and software for the design of ICCTs. It is also highly encouraged to work with aerospace OEMs and larger tool manufacturers to further understand machining and tool design/manufacturing requirements for successful transition.

PHASE I: Test and evaluate currently available cutting tool materials and/or coatings to initiate development of tool-life curves and ICCT design. Phase I final report will provide results to support how the process can meet the requirements and address the broader scope capability for a Phase II. Identify user requirements and risks for adopting the process. Begin developing cost models.

PHASE II: Further develop ICCT design and testing from Phase I on representative aerospace components, develop tool-life curves, validate cost models to ensure potential ICCT cost markup does not outweigh performance benefits, and develop an implementation strategy for the technology/process developed in Phase I. Develop and document process to MRL 5-6 maturity as defined at www.dodmrl.com.

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PHASE III DUAL USE APPLICATIONS: Continue process refinement and MRL maturity to level 8, as defined at www.dodmrl.com, of the developed system to meet end user requirements. The end goal of a Phase III activity is the transition of a system to the end user for incorporation into production environment.

REFERENCES:1. E.O. Ezugwu, J. Bonney, Y. Yamane “An overview of the machinability of aeroengine alloys”, Journal of materials Processing Technology, 134, pp. 233-253, 2003

2. Ajay Kale, N. Khanna “A Review of Cryogenic Machining of Super Alloys Used in Aerospace Industry”, International Conference on Sustainable Materials Processing and Manufacturing, Procedia Manufacturing, 7, pp. 191-197, 2016

3. R. Ghosh, Z. Zurecki, J. H. Frey “Cryogenic Machining with Brittle Tools and Effects on Tool Life”, Proceedings of International Mechanical Engineering congress & Exposition (IMECE ’03), Washington, D.C.

4. “AFRL Small Business Office partners with industry to save on aircraft costs”http://www.wpafb.af.mil/News/Article-Display/Article/818470/afrl-small-business-office-partners-with-industry-to-save-on-aircraft-costs/

KEYWORDS: machining, manufacturing, ultrasonic, cryogenic, electrochemical, laser, engines, propulsion, small engines, aircraft structures, aircraft parts

AF181-055 TITLE: Broadband Fibers Optic Components for DoD Applications


OBJECTIVE: To mature manufacturing processes related to optical fiber technology (fiber, connectors, and fiber based components) supporting low-loss, passive broadband transport of electromagnetic energy spanning ultraviolet through mid-wave infrared portions of the spectrum.

DESCRIPTION: Advanced R&D breakthroughs in integrated photonics (see [1] for example) as well as the recent award of the Advanced Institute for Manufacturing: Photonics (AIM Photonics, see [2]) are moving manufacturing and photonic integration into ever higher-levels of maturity. Current near-term focus, however, is largely dominated in the telecommunications wavelengths of interest, nominally 1300 nm to 1650 nm, due to large market pulls and consumer drivers such as "the Internet of Things." Many DoD related applications for integrated photonics, however, are both nascent and well-outside of this wavelength range. For instance, many radar applications, such as wind profiling, could be better suited to MWIR wavelengths (3 - 5 microns), whereas many items related to health, bioenvironmental monitoring, and chemical & biological agent sensing, would often work in UV, visible, and long-wavelength IR (LWIR, or 8-14 microns), respectively. Finally, the field of electro-optic countermeasures would further take advantage of technology advances across this entire range, UV - LWIR.A key aspect to utilizing and ultimately deploying and fielding such breakthroughs will also necessitate the advancement of supporting infrastructure related to fiber optics--the ability to off-load and couple between sources and components via (relatively) low-loss fiber optic cables that can support wide swaths of optical bandwidth over the UV through LWIR bands. Several promising candidate materials exist (e.g. chalcogenide, indium fluoride, and telluride based fibers), and in each case, issues surrounding manufacture of fiber optic assemblies--that is, connecting fibers to chip and have ubiquitously available fiber-based components such as isolators, splitters, polarizers, and fiber combiners--must additionally be advanced to take full advantage of integrated photonics solutions outside of the telecommunications regime. This topic seeks to mature such elements supporting UV-LWIR broad-band fiber and component manufacture. Stress should be placed upon passive elements and fiber-optic components, lowering the cost of manufacturing, and assessing and maturing low-loss materials and components for a variety of fiber-based applications spanning multiple wavelengths.

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PHASE I: Identify and prioritize key optical fiber materials and components for maturation with low optical loss / high optical transparency that span as much of the UV-LWIR electromagnetic spectrum as possible. Assess state-of-the-art for creating classes of such fibers (e.g. single mode, multi-mode, polarization maintaining). Design manufacturing program for key challenges. Deliverables include reports and test articles for DoD evaluation.

PHASE II: Mature manufacturing processes, including demonstration of die attach to multi-spectral semiconductor lasers sources (multiple single emitters or arrays) that span the UV-LWIR wavelength. Demonstrate combined performance and power handling limitations using Phase One developed fibers and components. Project reliability of performance under varying operating conditions. Deliverables include reports and prototype articles for DoD assessment.

PHASE III DUAL USE APPLICATIONS: Complete products sets for fibers, components, and prototype packaging. Evaluate performance in all spectral bands. Project manufacturing costs at varying production levels (10s, 100s, 1000s of units). Required deliverables include test reports and demonstration articles for DoD assessment.

REFERENCES:1. "Recent Advances in Silicon Photonic Integrated Circuits," John E. Bowers, Tin Komljenovic, Michael Davenport, Jared Hulme, Alan Y. Liu, Christos T. Santis, Alexander Spott, Sudharsanan Srinivasan, Eric J. Stanton, Chong Zhang, Proc. of SPIE Vol. 9774

2. Visit http://www.aimphotonics.com for details on this OSD established Manufacturing Innovation Institute.

KEYWORDS: Fiber optics, broadband optical fibers, optical isolators, optical fiber components, optical fiber attachment

AF181-056 TITLE: Flight line Portable Fuel Purifier


OBJECTIVE: Thousands of pounds of fuel are recovered from aircraft during maintenance and this fuel is often then used in support equipment. Recovered fuel that is contaminated (water, sediment, hydraulic and/or engine oil) may adversely affect equipment life resulting in unnecessary maintenance costs. This proposed effort will develop a high volume, low cost, portable fuel purifier suitable for many, if not all, flight line and depot operations.

DESCRIPTION: The proposed effort will identify requirements and key performance parameters (e.g. filtering efficiency, flow rates, etc.) by conducting program office and flight line interviews, designing a flight line fuel purification system, and identifying likely system procurement costs. A prototype system will be constructed, iterated based on user feedback, and a final system will demonstrate Manufacturing Readiness Level 7 maturity at the end of Phase 2.

PHASE I: Identify requirements and key performance parameters (e.g. filtering efficiency, flow rates, etc.) by conducting program office and flight line interviews. Design a flight line fuel purification system and identify likely system procurement costs.

PHASE II: Construct a prototype system, refine system based on user feedback. Final system should demonstrate manufacturing level 7 maturity at the end of phase 2.

PHASE III DUAL USE APPLICATIONS: Complete final design modifications. Perform all necessary performance and safety tests. Demonstrate flight line usability.

REFERENCES:

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1. (Reference removed by TPOC on 1/12/18.) 2. (Reference removed by TPOC on 1/12/18.) General Reference

3. World Jet Fuel Specifications with Avgas Supplement," www.exxonmobilaviation.com/AviationGlobal/Files/WorldJetFuelSpec2008.pdf, FREE 4. "International Airlines Transportation Association (IATA) Turbine Fuel Specifications Ed 8," www.store.iata.org/IEC_ProductDetails?id=9018-08, PURCHASE 5. "Aviation Fuel Properties Handbook 2014 4th Ed - CRC Report No. 663," www.crcao.org/publications/aviation_fuel_properties/aviation_fuel_properties_2014.html, PURCHASE 6. "Aviation Fuels Technical Review," www.cgabusinessdesk.com/document/aviation_tech_review.pdf 7. "Fuel Contamination Can Still Pose a Risk," www.isasi.org/Documents/library/technical-papers/2014/ISASI%202014%20-%20Liu%20-%20HKCAD%20-%20Fuel%20contamination.pdf, FREE Detailed Fuel Specs

8. "JIG Bulletin 96 Aviation Fuel Quality Requirements for Jointly Operated Systems," www.jigonline.com/wp-content/uploads/2016/10/Bulletin-96-AFQR-Oct-2016.pdf, FREE 9. "ASTM D1655-17 Standard Specification for Aviation Turbine Fuels", www.astm.org/Standards/D1655.htm, PURCHASE 10. "Defense Standard 91-091 Issue 09 Turbine Fuel, Aviation Kerosine Type Jet A-1," www.auzaniofficial.files.wordpress.com/2017/04/defstan-91-091.pdf, FREE 11. Military Detail 83133J Turbine Fuel, Aviation Kerosene Type, JP-8 (NATO F-34), NATO F-35, and JP-8+100 (NATO F-37), www.quicksearch.dla.mil/qsDocDetails.aspx?ident_number=33505, FREE 12. "Military Detail 5624W Turbine Fuel, Aviation, Grades JP-4 and JP-5," www.quicksearch.dla.mil/qsDocDetails.aspx?ident_number=5558, FREE 13. "ASTM D7566 -17a Standard Specification for Aviation Turbine Fuel Containing Synthesized Hydrocarbons," www.astm.org/Standards/D7566.htm, FREE

KEYWORDS: aircraft fuel contamination, aircraft fuel reuse, fuel particulate contamination, fuel purification

AF181-057 TITLE: Rapid Manufacturing of Tooling for On-Aircraft Composite Scarf Repairs


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

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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 Announcement and within the AF Component-specific instructions. Offerors are advised foreign nationals proposed to perform on this topic may be restricted due to the technical data under US Export Control Laws. Please direct ITAR specific questions to the AF SBIR/STTR Contracting Officer, Ms. Gail Nyikon, [email protected].

OBJECTIVE: Adhesively bonded on-aircraft composite scarf repairs require a lengthy, labor intensive, temporary tooling fabrication process. The goal is to develop and demonstrate rapid manufacturing of splash tooling that can withstand cures up to 350-450°F. Elimination of unnecessary mold forming steps and associated labor/time is desired such that mold fabrication time is reduced by 75%.

DESCRIPTION: Current procedures for structural repair of polymer matrix composite (PMC) moderately contoured outer mold line (OML) surfaces involve a rather small but time-consuming master mold, or splash tooling, fabrication process. In a general repair process, the damaged solid epoxy or bismaleimide PMC material is removed at the required scarf ratio. The OML is then used for fabrication of a male mold using a plaster-like material. After approximately eight hours, the male form fabrication process is complete. Then, the male form is used to generate a female form using the same plaster material. After another eight hours of fabrication and cure, the female temporary form, which now mimics the OML, is now ready for single-use. The epoxy or bismaleimide carbon structural repair prepreg plies are laid-up, debulked, and cured in an autoclave per the prescribed cure cycle. Depending on the material to be replaced and repaired (i.e. epoxy or bismaleimide), the final cure temperatures will be in excess of 350°F to 450°F, and the final patch will experience consolidation pressure up to 100 psi to suppress interlaminar void formation. The pre-cured, or “hard,” scarf patch is now ready for structural adhesive bonding on aircraft.

What is desired is a rapid manufacturing methodology that can eliminate the multi-step temporary tool (both male and female) fabrication process and withstand the harsh autoclave environments used specifically for epoxy and bismaleimide cures. Current additive manufacturing and 3D printing technologies appear promising for temporary tooling fabrication. However, even the highest performance unfilled polymer powders and filaments, such as polyetherimide (PEI), polyphenylene sulfide (PPS), and polyetheretherketone (PEEK), cannot withstand the final cure/postcure temperatures up to 450°F for 6 hours and 100 psi.

With the assumption that surface scanning data can be obtained, an innovative rapid manufacturing technology solution is anticipated that will directly produce a female temporary tool for scarf repairs and demonstrate its ability to perform the following tasks: (1) lay-up and debulk of scarf repair structural plies with adequate vacuum integrity, (2) withstand cure temperatures for epoxy and/or bismaleimide carbon material systems (i.e. 350°F-450°F final temperatures) without experiencing splash tooling distortion, (3) withstand autoclave pressures up to 100 psi, (4) cure the structural repair patch via the provided process specification, and (5) ensure de-molded “hard” scarf repair patch meets inspection requirements (i.e. dimensional tolerances of ±0.005 inches).

PHASE I: Develop a rapid manufacturing process that will directly produce a notional female temporary tool for hard patch fabrication. Demonstrate the tooling capability to perform tasks (1) through (5) listed above for an epoxy and/or bismaleimide scarf repair patch. Materials will not be provided by the Air Force in the Phase I. Identify the temporary tooling material’s durability and maximum upper use time at temperature.

PHASE II: Further develop the mold tooling fabrication process along with the necessary surface scanning and computer aided design (CAD) models to rapidly manufacturing the temporary female form. Demonstrate the approach on representative complexity of a hard patch scarf repair for both epoxy and bismaleimide OML repairs as defined by the Air Force and OEM customers. Perform an assessment of the time/labor reduction associated with this process when compared to the multi-step male/female tooling designated in the standard structural repair process, such that mold fabrication time is reduced by 75%.

PHASE III DUAL USE APPLICATIONS: Work with the program office to conduct all remaining technical tasks needed to implement an engineering change in standard Unit- and Depot-Level airframe structural solid-laminate repairs and commercialize the technology.

REFERENCES:

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1. Baker, Alan. Development of a hard-patch approach for scarf repair of composite structure. No. DSTO-TR-1892. DEFENCE SCIENCE AND TECHNOLOGY ORGANISATION VICTORIA (AUSTRALIA) AIR VEHICLES DIV, 2006.

2. Labor, J.D. and S.H. Myhre. Repair Guide for Large Area Composite Structure Repair. AFFDL-TR-79-3039. DEFENCE TECHNICAL INFORMATION CENTER, 1979.

KEYWORDS: composite scarf repair, additive manufacturing, composite tooling, structural repair, structural adhesive bonding

AF181-058 TITLE: Rapid, Low-cost Material Qualification for High-Cycle Durability of Blades in Short-Life Turbine Engines



OBJECTIVE: Develop a low-cost material qualification method to ensure high cycle fatigue durability of blades in short-life turbine engines.

DESCRIPTION: Short-life turbine engines will push materials beyond their conventional design limits where mechanical property data does not exist. Though the general life of components will be limited, blades in the compression and turbine sections of the engine will be subject to high cycle fatigue (HCF) loading that could be as high as 10E07 to 10E09 cycles. This is exacerbated by the high rotational speeds that smaller engines will see such that even short-life engines could see HCF cycling a high as 10E07 to 10E09 cycles. Traditional data requirements to ensure HCF durability are excessive [1] and cannot be cost-effectively developed for all the materials in these short-life turbine engine systems. Thus, a new methodology to ensure HCF durability of these engine blades is required.

The envisioned small, short-life turbine engines will have low-cost due to; 1) lower cost materials, and 2) simple turbine cooling schemes [2]. These engines will bring new materials and manufacturing methods (e.g., additive manufacturing) into the engine and will push them to higher temperature limits [3,4] where the cost of characterizing the material performance has to be significantly reduced. Methodologies are sought that can ensue the desired HCF performance and reliability without the long and expensive development of material databases. The preferred approach should be applicable to all materials; metals, ceramics, and composites. The cost of data generation should be a major consideration in the choice of approach as a reduction of material certification cost of 5x is sought. The specific requirements of HCF probability of failure could be best identified by a partner company.

It is envisioned that the methodology would be applicable to manufactures of small, short-life turbine engines. As such, the inclusion of an OEM partner early in the research will help to identify target applications for the technology and assist in the development of a suitable technology suite for broad applicability.

PHASE I: Develop a low-cost integrated experimental and analytical approach to rapidly assess the HCF durability of any material. The Phase 1 effort should demonstrate the suitability of the approach largely using existing data of

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their own, in the public domain, or available from an OEM partner for at least one of the classes of materials. That is, the approach should demonstrate the utilization of a limited set of data to predict the performance of a larger HCF data set.

PHASE II: Refine the approach(es) based on the outcome of Phase 1 and demonstrate the capability of the approach to predict the HCF behavior of a material under conditions outside the current understanding of the material HCF performance. Validate the prediction based on suitable analytic and experimental approaches to calculate the probability of failure. The contractor will need to verify and validate the cost effective technique over the range of loading conditions required.

PHASE III DUAL USE APPLICATIONS: A low-cost experimental and analytical approach to rapidly assess the HCF durability of a material could find applications in several military and commercial aerospace sectors. The contractor will have to identify these markets and applications for the technology to develop a commercialization strategy.

REFERENCES:1. J. Gallagher, et al., “Advanced High Cycle Fatigue (HCF) Life Assurance Methodologies,” University of Dayton Research Institute, AFRL-ML-WP-TR-2005-4102 (2004).

2. I.C. Oelrich, D. D. Weidhuner, F.R. Riddell, “Small Turbine Technology Review,” Institute for Defense Analyses, IDA Paper P-1840 (1985).

3. “Technology Requirements for Small Gas Turbines,” AGARD Conference Proceedings 527, Papers presented at the Propulsion and Energetics Panel 82nd Symposium held in Montreal, Canada, October (1993).

4. R.W. Niedzwiecki, P.L. Meitner, “Small Gas Turbine Engine Technology,” NASA report AD-A238 076 (1987).

KEYWORDS: small engine, design methodology, high cycle fatigue, low-cost

AF181-059 TITLE: Low temperature copper inks for low-cost flexible hybrid electronics manufacturing


OBJECTIVE: Develop copper solutions/inks compatible with low-temperature manufacturing processes to enable improved conductive copper features for flexible hybrid electronics and conformal antennas

DESCRIPTION: The electronics industry has been developed around the properties and integration capability of copper due to its relatively low cost and high conductivity. However, as the market moves toward new applications such as flexible hybrid electronics and conformal antennas based on additive manufacturing processes, printed metal conductors have been based primarily on silver inks, which typically require photonic or high-temperature curing. In addition to the higher costs imposed by silver inks, these post-processing steps require additional manufacturing tools, high-temperature processes, and limited and higher-cost substrate materials. By producing a low-temperature, air-stable copper solution, high performance and lower-cost metallization on substrates such fabric, cellulose, and plastics could be enabled. These inks could lead to applications such as low-cost wearable human performance monitors for health/wellness and medical uses as well as high-performance conformal antennas for both aircraft integration and body-wearable concepts. Copper inks that are compatible with traditional electronics manufacturing services (EMS) deposition processes such as screen printing, ink jet printing, etc. could deliver these capabilities at significantly lower cost than the sliver inks available today.

PHASE I: The goal of Phase 1 is to demonstrate a copper solution that can be deposited in ambient conditions. If a post-deposition heat treatment is required, the solution/ink should be compatible with a standard oven at

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temperatures lower than 130C. The copper features should achieve not less than half the bulk conductivity of copper, should be compatible with a broad range of substrates (e.g., PET, polyimide, fiberglass, cellulose, textiles), and accept solder without degradation. Phase 1 should demonstrate copper ink deposition on at least two relevant substrates with feature sizes smaller than 50 microns.

PHASE II: Phase 2 will focus on the migration of the copper solution/ink and low-cost manufacturing process into an inline assembly process. Processing protocols will be developed and demonstrated that are compatible with low-cost and scalable deposition methods typically employed by the EMS industry. Phase 2 should include an integrated package relevant to the Air Force customer that is assembled in a small scale production process. The assembly should meet Air Force operational and robustness requirements and should have a clearly specified manufacturing plan.

PHASE III DUAL USE APPLICATIONS: Demonstrate the process at an industrially-relevant scale and transition to an EMS partner.

REFERENCES:1. Rosen, Y., Grouchko, M., Magdassi, S., "Printing a Self-Reducing Copper Precursor on 2D and 3D Objects to Yield Copper Patterns with 50% Copper's Bulk Conductivity, Adv. Mater. Interfaces, 2: 1400448.

2. Giuseppina Polino, Robert Abbel, Santhosh Shanmugam, Guy J.P. Bex, Rob Hendriks, Francesca Brunetti, Aldo Di Carlo, Ronn Andriessen, Yulia Galagan, A benchmark study of commercially available copper nanoparticle inks for application in organic electronic devices, Organic Electronics, Volume 34, 2016, Pages 130-138, ISSN 1566-1199.

KEYWORDS: copper, printing, ink

AF181-060 TITLE: Analytical Tool for Assessing Short Fiber Composite Structural Behavior



OBJECTIVE: Develop/demonstrate a methodology for assessing the structural behavior of short fiber carbon composites that leverages existing analytical techniques and test databases. Develop/validate methods for the prediction of short fiber composite material properties allowing reduction of future design allowable matrices.

DESCRIPTION: Short fiber composites, such as chopped carbon fiber sheet molding compound (SMC), bulk molding compound (BMC), and other emerging product forms, are used in commercial programs for compression molding fabrication of small, yet complicated, composite parts. Some examples include access covers with cut-outs and fastener holes and integrally rib-stiffened panels. A few of the advantages of the short fiber based compression molding materials and processes over their aluminum or continuous carbon fiber reinforced counterparts are the following: part complexity, dimensional stability (drop-in replacement of matching metal part outer moldline geometry), light-weighting (lower specific density materials), the ability to add integrated inserts and rib stiffeners, dimensional control, corrosion resistance, high volume throughput, and lower recurring finished part cost (reduced

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fabrication, preparation, cutting, and kitting costs). Note that the material systems of interest should be competitive from a mechanical property perspective with continuous carbon fiber systems in the 50-60% fiber volume fraction range. SMC/BMC materials that utilize fiber volume fractions less than this and materials that use "nano" reinforcements are not the materials of interest for this topic.

However, much like continuous carbon fiber prepreg materials for structural applications, each new short fiber material system requires a large, costly, time-consuming testing program to generate allowables, design values, and structural properties as well as statistically account for subtle property variations. In addition, it is unclear if the various property relationship factors that exist and have been used for multiple continuous fiber materials are appropriate for use with short fiber materials. As a result, short fiber materials have been limited to tertiary structure in DoD applications. What is needed is an innovative computational tool that can leverage continuous fiber knowledge to reduce the non-recurring experimentally intensive test program size, predict SMC/BMC batch acceptance ranges, or assist in estimating allowables based on its ability to correlate trends among mechanical properties and accurately predict short fiber material properties.

Large carbon fiber reinforced plastic (CFRP) experimental databases are now available from DoD programs and industry shared databases. Initial evaluations of data from multiple material systems indicate that general property trends, such as ratios of notched to unnotched strength, and bolted joint geometry factors, are consistent across material systems. However, the availability of large compiled databases are somewhat limited for short fiber composite systems that could compete with the continuous materials. By leveraging any existing short fiber composite material property data combined with analytical methods for filling out and extending the property trends among molding compound materials and continuous CFRP materials, there is a significant potential and benefit for reducing material test programs and acceleration of insertion of new material systems in both DoD and commercial applications.

In Phase I, it is recommended that proposers seek to leverage as much experimental data as currently available through interaction with Prime contractors, material suppliers, the Federal Aviation Administration (FAA)-funded National Center for Advanced Materials Performance (NCAMP) and Advanced General Aviation Transport Experiment (AGATE) databases, and weapon system program offices. The work should also describe how the empirical methodology can validate the analytical method and how future test programs could be reduced in scope as a result.

During Phase II, the database correlation should be tested by using data from a material not found in the database or with data developed during Phase II. The property correlation effort must isolate issues, such as test method bias and error, with a combination of test method subject-matter-expertise and statistical analysis in order to minimize test method influence on SMC/BMC property estimation. As a deliverable, the software with instructions/user manuals shall be delivered for test and validation by government and other industry users.

PHASE I: Obtain/construct a limited database of DoD/industry short fiber composites test data. Develop initial cross-material correlations and factors linking to one mechanical property (e.g. compression, tension, etc.). Develop a methodology for assessing the structural behavior of short fiber carbon based composite systems. Evaluate trends among the molding compound materials and how they compare to continuous CFRP empirical data trends.

PHASE II: Expand database to more short fiber materials and develop cross-material correlations for multiple properties. Remove bias effects from test method differences and small datasets. Develop software with property correlation, trends, and factors. Generate a range of design values with input of key test data. Document key tests required to characterize a new short fiber composite. Validate analytical predictions on a range of property trends. Refine software based on user feedback. Document user manual guidance, best practices, and case studies to facilitate transition.

PHASE III DUAL USE APPLICATIONS: The commercialization plan shall be in place for maintenance, support, and dissemination of the computer code supporting the methodology. Upon meeting the customer's validation requirements, the short fiber composite design data methodology and associated analytical methods shall be incorporated into the airframe development process.

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REFERENCES:1. H. Bau and D.M. Hoyt, "Characterizing Notched Composites Strength with Empirical and Analytical Methods", AFRL-ML-WP-TR-2000-4109, AF Materials and Manufacturing Directorate, 2000.

2. Composite Materials Handbook, CMH-17. Rev. G. SAE International, 2012.

3. G.P. Thomas, “Compression Molded Composites: Processes, Benefits and Applications – An Interview with TenCate”, AZoNetwork, 10 February 2014, http://www.azom.com/article.aspx?ArticleID=10665, January 2017.

KEYWORDS: Short fiber composites, bulk molding compound, sheet molding compound, modeling, composite structural properties, structural testing

AF181-061 TITLE: Robust, Light-Weight Bistatic Weather Radar



OBJECTIVE: The objective of this topic is to develop a light-weight bistatic Doppler weather radar. The bistatic Doppler weather radar architecture should focus on robustness, reliability, and ruggedization of the equipment. The proposal will provide an innovative solution for a light-weight bistatic radar allowing ease in deployment, implementation, and operation. Solution will include an architecture which also improves upon existing Air Force capabilities, via an assessment, in specifications including, but not limited to reduction in attenuation, enhanced detectability of severe weather signatures, detectability of various precipitation types for operationally relevant ranges, increased Mean Time Between Failure (MTBF) (e.g., stepper motor replacement > 36 months), increased operational rates, and reduction in down-time due to maintenance.

DESCRIPTION: The Air Force Weather Enterprise uses weather radar data and products to enable military decision-makers to obtain a timely and accurate picture of the operational environment and to maintain battlespace awareness. Real-time weather information is provided, in part, by portable Doppler radar weather systems that can be transported to deployed locations, setup quickly, and utilize DoD communications infrastructure. The weather information that these systems provide includes reflectivity for storm track information, velocity azimuth display, surface rainfall accumulation, and storm relative mean radial velocity; this data provides military weather forecasters with key information to issue weather warnings to protect personnel and assets. The information must be delivered to the Air Force Weather Enterprise to use as part of a comprehensive and ongoing environmental analysis and mission impact assessment. Previously procured commercial systems and SBIR efforts have provided traditional solutions using monostatic technology. However, single Doppler radars traditionally have problems detecting wind structure of weather events such as a sand storms and complex thunderstorms. Additionally, coverage is limited to the local area surrounding the site and not along wider swaths of terrain or flight paths. This problem can be corrected using bistatic radars, where a pair of radars could be used to monitor a larger area of concern than a single system alone.

A major cost driver of the existing monostatic systems is the damage done to the stepper motor when the units are

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removed from the mast for maintenance. Additionally, these systems are often deployed in areas where sand and debris are prevalent. The Air Force needs a reliable (software and hardware), maintainable (field-replaceable/upgradeable standard parts), ruggedized (high probability of surviving military transportation, handling by a forklift on a standard pallet, with each packed container hand-portable by a maximum of two persons), and cost-effective solution. While the goal of this effort is to develop a bistatic weather radar, this effort should achieve, at minimum the following thresholds (1) Develop and analyze the validity of bistatic radar utilization for doppler weather applications through a thorough system engineering study, (2) Design the hardware and software to achieve allow bistatic radar operation for weather radar (3) Achieve, and exceed performance factors of present monostatic radars in the Air Force Weather Enterprise, such as the EWR E700 XD (http://ewradar.com/product/e700xd/), (4) Meet, and exceed system performance factors found in the “Technical Requirements Document (TRD) for the Portable Dopper Radar (PDR)” document. It should be noted that the need for government materials, equipment, date, or facilities is not anticipated and will not be provided.

PHASE I: Research into the applicable technologies related to light-weight, bistatic Doppler weather radars, processing data from the radar sensors, delivering the data over the DoD IT infrastructure and delivering a proposed solution to exceed the current AF portable Doppler radar capabilities.

PHASE II: Design, develop, deliver, and demonstrate a breadboard-level prototype of a light-weight bistatic Doppler radar solution that was proposed in Phase I. Users will be brought in to provide feedback on operational suitability. Provide comparison and assessment of prototype with existing AF system considering at least the following factors: attenuation, detectability of severe weather signatures, detectability of various precipitation at various ranges, Mean Time Between Failure (MTBF) rates, expected operational/in-commission rate, and expected down-time for maintenance.

PHASE III DUAL USE APPLICATIONS: Finalize the design and development of the proposed solution and demonstrate preparedness for low rate production. Users satisfaction with the finalized light weight radar is paramount.

REFERENCES:1. "E700XD Portable Doppler Weather Radar", ewradar.com, EWR Weather Radar, 2017.

2. Refer to DoD 8570.1 for information assurance accreditation requirements. Other DoD and AF directives may apply.

3. Cote A. Steven, "Technical Requirements Document (TRD) for the Portable Doppler Radar (PDR)", 651st Electronic Systems Squadron, May 27, 2009.

KEYWORDS: portable, bistatic, Doppler, radar, weather

AF181-062 TITLE: Building Die Extracted/Repackaged (DER)-Optical Hybrid Integrated Circuits (ICs) to Replace Passive Devices and Obsolete Packaged ICs in a Line Replaceable Unit (LRU) to Enhance Performance, Reliability, and Service Life


OBJECTIVE: Determine if DER-optical hybrid circuits can be built to replace passive devices and obsolete packaged ICs on a circuit board to increase high-speed routing of information in packaged ICs.

DESCRIPTION: DOD and extreme-condition commercial applications continually face diminishing manufacturing sources and material shortages for obsolete electronics. As the number of known ICs in the appropriate package goes to zero, the community has few options: new manufacturing of the existing IC (if the design is available and

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foundry has capability - usually neither is available), reverse engineer the IC function and either emulate the IC with a more current IC (rare, if possible), or fabricate a redesigned IC. Other options include board redesign and worst case, system redesign. Redesigns usually take over a year and can cost tens of millions dollars for each IC redesign. Recently another option has emerged if the needed IC is available but not in the required package. The process is called IC DER. An individual IC contains inside its protective packaging its electronics also called a die. Typically, the same die is used in many different packages that are specifically chosen for cost, operation, and environment. The DER process takes a die equivalent to the obsolete die from an undesirable package and reassembles that die into the needed package. The oil drilling industry's need for high-reliability, high temperature electronics drove early development of the DER process. The goal was to take parts in low-cost plastic packages, developed for systems with benign operating conditions and environments and repackage them for the drilling industry's extreme-use and extreme environments. The DOD has similar requirements. Rapid advancements are being made to optimize photonic integrated circuits (PIC) components that provide basic functionality to address limitations in conventional and mixed signal ICs. For example signal bottlenecks and excess power consumption associated with parasitic capacitive effects and EMI signal degradation for high-speed routing could be significantly reduced using photonic techniques. IC device performance limitations from signal routing associated with packaging of the individual die, and repackaging techniques such as IC DER could benefit from the implementation of PIC technology for high speed signal routing. Innovations are sought to develop tools and techniques to certify DER/optical hybrid circuits for use in ground, air and/or space applications.

PHASE I: Define and document a manufacturing process for analog, digital, and mixed signal DER ICs and connecting them optically. Document an expected Return of Investment (ROI) with a goal of 3:1. Build/test a DER/optical hybrid circuit that uses at least one DER IC. Testing will include electrical, temperature and humidity, vibration, dynamic shock, yield, and reliability testing.

PHASE II: Document an expected ROI. Replace analog, digital, and mixed signal ICs in a LRU with DER-optical hybrid ICs. Also replace other electronic components with optical components. Perform MIL-STD-883 testing (Groups A, B, C (4000 hour dynamic modified life test), D) on donor ICs and DER ICs to ensure minimal drifting of parametrics. Perform MIL-STD-883 on LRU. Demonstrate DER processes are sufficiently stable and controllable so as to ensure military-grade like parts can be consistently produced.

PHASE III DUAL USE APPLICATIONS: Use Phase II process to replace components in a LRU with DER-optical hybrid ICs and passive optical components for use on an aircraft to resolve reliability/DMS issues. Document techniques developed under this effort to enable the DOD/commercial sector to easily leverage the benefits of this effort.

REFERENCES:1. Environmental Requirements http://www.dla.mil - Military Standard (MIL-STD) 883J - Test Method Standard, Microcircuits - MIL-STD-750 - Test Methods for Semiconductor Devices - MIL-PRF-38510 - General Specification for Microcircuits - MIL-PR

2. Patented DPEM Process for Die Removal DPA Components International (Simi Valley, CA) http://www.dpaci.com/patented-dpem-process-for-die-removal.html

KEYWORDS: Integrated circuit, IC, microcircuit, Die Extraction and Reassembly, Die Extraction and Repackaging, manufacturing, obsolescence, Diminishing Manufacturing Sources, reliability, optical, communications

AF181-063 TITLE: Adaptable Interfaces for M&S Tools


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OBJECTIVE: Develop and demonstrate a solution to adapt high-fidelity sensor system models and simulation environments to enable rapid development of integrated system-of-systems (SoS) models to perform trade analysis and experiments with sensor SoS suites.

DESCRIPTION: Today’s systems engineers rely heavily on Modeling and Simulation (M&S) to burn down risks with the challenging task of sensor systems integration. The innovative commercial base has responded to the increased use of M&S tools by creating a great number of M&S tools to help address the wide range of integration challenges. When creating an integrated system, system engineers employ these M&S tools to assemble collections of components, tailoring the models of components as needed, into a single system model or Simulation Environment (SIMEN) which meets the design requirements. Complexity increases when systems engineers are asked to integrate systems, which they may be unable to change or even control, into a SoS instantiation. M&S tools for integrating systems into a SoS often require use of a single standardized environment to create the entire model or simulation. Typically, each of the models and corresponding SIMEN of the individual systems or subsystems to be integrated are created with different M&S tools. The systems engineer responsible for the SoS integration is faced with the arduous task of translating all of the individual systems into a single environment for M&S of the SoS. This project seeks to eliminate the step of translating all individual system or subsystem models and corresponding simulations into a single standardized M&S tool environment, and instead seeks to maximize the ability to integrate the individual systems or subsystems models and corresponding simulations in their native form. This project seeks to develop automated/innovative techniques for translating individual system or subsystem models and corresponding simulations into a single standardized M&S tool environment to support fully integrated SoS capability.

Various government sensor models and SIMEN will be supplied. Some models will be generated in a SysML environment, which at this time it is envisioned will be from the IBM Rationale Rhapsody tool. Other models and environments will be what is currently in use in the Air Force Research Laboratory’s Sensors Directorate. The proposer is encouraged to investigate industry wide models and environments to the extent feasible [1]. References 2 and 3 give examples of modeling and simulation of different sensors [2, 3].

PHASE I: Perform in-depth investigation and build understanding of various sensor model types and SIMENs. Evaluate the types of models and SIMENs to develop draft requirements for a representative integrated sensor SoS model and corresponding SIMENs without altering the native models. Finally, develop an approach to automate the integration of desired heterogeneous sensor models and SIMENs.

PHASE II: Develop, prototype, validate and demonstrate an M&S environment which leads to rapid automatic generation of an integrated SoS model from disparate sensor M&S tools and the corresponding SIMENs without the use of a global standard (i.e., minimize rework to the M&S environment and/or the models and SIMENs to be integrated). The proposed demonstration will be based upon use cases defined by the government.

PHASE III DUAL USE APPLICATIONS: A number of government agencies (military and civil) require this capability to rapidly develop ISR SoS suites, protect facilities, operations, critical infrastructure and personnel. Commercial interest in such a system for development of sensor technology, and security and safety applications is also anticipated.

REFERENCES:

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1. Object Management Group, OMG Systems Modeling Language, June 2015.

2. Kerekes, John P. Landgrebe, David A., Modeling, Simulation, and Analysis of Optical Remote Sensing Systems, TR-EE 89-49, School of Electrical Engineering, Purdue University, August 1989.

3. Chen, Chung-YI. Modeling and Simulation of a Search Radar Receiver, Naval Postgraduate School, September 1996.

4. Phase I Supporting Documentation from TPOC, 4 pages (uploaded in SITIS 1/22/18).

KEYWORDS: integration, system(s)-of-systems, adaptable integration, modeling and simulation

AF181-064 TITLE: Singular Optics Communications Method for Disadvantaged Users



OBJECTIVE: Infinite degree of freedom for information transmission and processing with secure, survivable, wireless communications in disadvantaged areas.

DESCRIPTION: The ever-increasing demand for moving larger amounts of data at faster speeds presents new challenges to the current fiber optic communication system. Complex media such as turbulent atmosphere present a different set of challenges for free space optical sensing and data links. Recent progress made in singular optics offer opportunities to overcome some of these challenges. Optical singularities generally can be classified as scalar [1] or vectorial [2]. The most commonly studied scalar optical singularity is optical field with a helical wavefront, also known as optical vortex. Photons of such optical field are proven to carry orbital angular momentum (OAM). Optical OAM multiplexing combined with wavelength division multiplexing (WDM) has been demonstrated for optical fiber communications at speed higher than 1.6 Tb/sec [3]. Optical beams with polarization singularities have been shown with advantages for propagation through turbulence compared with Gaussian beams [4]. Furthermore, both scalar and vectorial singularities have been exploited in quantum information processing for increased dimensions of entanglement.

Various methods for the generation of these unconventional optical fields have been developed. The most popular and flexible technique involves the use of liquid crystal spatial light modulators (LC-SLM). However, these systems are bulky and expensive. Techniques that utilize nanostructured materials or surfaces have been explored as alternatives. Nevertheless the demonstrated devices suffer low efficiency and lack of reconfigurability. Perhaps an even more severe limitation comes from the detection side. These optical singularity states are typically detected/measured indirectly with interferometric or holographic techniques. The detection system is bulky, inconvenient and time-consuming. There have been recent efforts using plasmonic structures or meta-hologram to miniaturize the detection device footprint. However, their efficiency generally is very low for practical applications. These technical issues hampered the application of singular optics in practical systems, particularly for those applications that are of interests to the US Air Force.Photonic integrated circuits offer significant advantages in terms of robustness, size, weight and power, making

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them very attractive for photonic OAM devices. Recently, photonic integrated OAM emitter has been experimentally demonstrated. However, only the transmitter function was reported and the device is not reconfigurable

PHASE I: Design a novel photonic integrated circuit that is capable of producing and receiving optical OAM states in a tunable way. Theory and simulation should be performed to verify design. Evaluate device performance as a function of number of accessible OAM states.

PHASE II: Build and test tunable photonic integrated OAM transmitter/receiver and evaluate its performance versus current state of the art data transmission links and secure communication channels.

PHASE III DUAL USE APPLICATIONS: Military and commercial applications of the effort include anti-access/areal denial in the cyber domain via ultra-secure quantum communication, C-SWAP (cost, size, weight, and power) of photonic integrated circuitry, and high bandwidth data transmission. Commercialization pathways could include large scale production through the use of the photonics foundary established under the AIM-Photonics initiative, to serve the communications and integrated photonics communities.

REFERENCES:1. A. M. Yao and M. J. Padgett, "Orbital angular momentum: origins, behavior and applications," Adv. Opt. Photon. 3, 161-204 (2011).

2. Q. Zhan, “Cylindrical vector beams: from mathematical concepts to applications,” Adv. Opt. Photon. 1, 1-57 (2009).

3. N. Bozinovic, Y. Yue, Y. Ren, M. Tur, P. Kristensen, H. Huang, A. E. Willner, and S. Ramachandran, “Terabit-Scale Orbital Angular Momentum Mode Division Multiplexing in Fibers,” Science 340, 1545-1548 (2013).

4. W. Cheng, J. W. Haus and Q. Zhan, "Propagation of vector vortex beams through a turbulent atmosphere," Opt. Express 17, 17829-17836 (2009).

KEYWORDS: wireless communications, orbital angular momentum, secure, bandwidth

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