Department of the navy (don) 18. 1 Small Business Innovation Research (sbir) Proposal Submission Instructions introduction

Current FR fabrics are produced with either inherently FR fibers or by applying flame retardant chemicals to non-FR fabrics, specifically cotton fabrics. Fabrics produced with inherently FR fibers are significantly more expensive, less durable, and are typically less comfortable, especially in hot and humid weather. Treating fabrics with FR chemicals also has drawbacks as the treatment adds weight and decreases strength, leading to lower comfort and durability. While the addition of non-FR fibers (e.g., nylon) increases fabric durability, only fabrics with a high cotton blend percentage can be successfully FR treated. Since FR treatments are designed to bond to cotton fibers, only a low percentage of non-FR fibers can be blended before FR performance deteriorates; typically, FR-treated cotton fabrics contain no more than 12% non-FR fibers. NYCO fiber blend is 50% non-FR (i.e., nylon) and 50% cotton.

Advances in technologies may enable the development of affordable and durable FR material by treating the current MCCUU garments or the MCCUU fabric (NYCO). Proposed material concepts should meet all MCCUU requirements, referenced in the MCCUU Product Description, and also meet the vertical flame requirement listed in below. The treatment should have a stable shelf life as MCCUU’s are occasionally stored in unconditioned warehouses for years. It should also not negatively impact fabric color, print clarity, spectral reflectance (current and potential future (beyond near infrared) requirements), hand, and air permeability or other treatments (e.g., permethrin) applied during manufacturing. Preference will be given to technologies that exceed objectives and also meet all MCCUU requirements.

The targeted cost increase for this technology should be less than 5% of the current MCCUU (objective) and less than 10% of the current MCCUU (threshold) cost. The current MCCUU cost is approximately $80 per set (blouse and trouser). Preference will be given to technologies that can be applied to the MCCUU, although, the Marine Corps may consider other technical options (e.g., treating NYCO fabrics). Applying FR treatment to the MCCUU would enable treatment of existing MCCUU’s.

Test Method: ASTM D 6413
Characteristic: Vertical Flame – initial
Wales and courses after flame, Threshold = 2.0 seconds (max) Objective = 2.0 seconds (max)
Characteristic: Char Length, Threshold = 6 Inches (max) Objective = 5 Inches (max)
Characteristic: Melt/Drip Threshold = None Objective = None

Test Method: ASTM D 6413, AATCC135 (Washing and Drying Conditions: Washing Machine Cycle: (1) Normal/Cotton Sturdy, Washing Temperature: Warm 30 ± 4.2°C (86 ± 7.5°F), and Drying Procedure: (A) Tumble, i. Normal)

If the added cost to incorporate this technology is minimal, the Marine Corps could potentially eliminate a uniform variant and issue one uniform: an FR MCCUU, instead of two uniforms: an FR and non-FR uniform (i.e., MCCUU). With approximately 180,000 active duty Marines and additional Reserve Marines, the market size is significant, since Marines need to constantly replace their worn MCCUU’s.

PHASE I: Demonstrate the feasibility of applying the FR treatment to the MCCUU. Develop concepts and evaluate their technical feasibility. Conduct physical property evaluations of the materials to demonstrate FR and non-FR performance. Provide at least three MCCUU sets (blouses and trousers) or an equivalent amount of fabric to the Marine Corps for Marine Corps testing and evaluation.

PHASE II: Optimize the material properties based on Marine Corps evaluation results and feedback in Phase I, and scale-up the production process to reduce manufacturing costs. Provide at least 10 MCCUU sets to the Marine Corps for evaluation based on the performance criteria in the description section; wash cycle testing, field trials, abrasion testing.

PHASE III DUAL USE APPLICATIONS: Demonstrate the suitability of the material in a clothing design and field evaluation. Integrate the material into relevant items for system level testing, evaluation, and demonstration. Provide at least 100 MCCUU sets to the Marine Corps for evaluation.

In addition to the military market, a durable and affordable FR material would have applications to clothing worn in the first responder community, oil and gas industry (well drilling, servicing, production-related operations), and electrical/utility industry.

REFERENCES:

1. ASTM D 6413, Standard Test Method for Flame Resistance of Textiles (Vertical Test)

2. NFPA 701, D1.1, Standard Methods of Fire Tests for Flame Propagation of Textiles and Films

3. UL 723, Standard for Test for Surface Burning Characteristics of Building Materials

4. Industry experts Flame Retardant Chemicals – A Global Market Overview, Report Code: CP012 October 2011.

5. Rebouillat, S. High Performance Fibers, Woodhead Publishing, Cambridge, U.K., pp23-61 (2001).

6. Schutz, H. G., Cardello, A. V., Winterhalter, C. Textile Research Journal, 75: 223-232 (2005).

7. Requirements for Marine Corps Combat Utility Uniform (MCCUU), MIL-PRF-MCCUU REV E, 1 JULY 2016, 76 pages (uploaded to SITIS 11/29/2017)

KEYWORDS: Nylon; Cotton; NYCO; MARPAT; MCCUU; Fiber; Fire; Flame-retardant

N181-005

TITLE: Power Factor Correction

TECHNOLOGY AREA(S): Air Platform

ACQUISITION PROGRAM: PMA 265 F/A-18 Hornet/Super Hornet

OBJECTIVE: Develop lightweight and compact equipment to correct leading power factor in a military combat aircraft’s power distribution system.

DESCRIPTION: The Generator Converter Unit (GCU) is rated at 65kVA, 115V, 400Hz, 3-phase for operation within a power factor range of 0.75 lagging to 1.0 unity. Currently in-flight, the power factor ranges from 0.9 leading to 1.0 unity, which is outside the specification rating range that in turn causes the reliability and life of the GCU to decrease.

The leading power factor is caused by capacitance in the avionics' and weapons' Electromagnetic Interference (EMI) filters that are required by MIL-STD-461. In order to offset this capacitance and bring the system's power factor back into operating range, a method to add inductance to the aircraft electrical buses needs to be developed. The combined weight of components of the proposed solution must not exceed 20 pounds, and the footprint of the equipment should be as compact as possible to allow installation on a military combat aircraft.

The equipment should correct the power factor from .98 leading to a minimum .97 lagging with a target of .93 lagging while complying with Military Standards 461, 704, and 810 (810 is modified for shock and vibration by MDC3376 spec). The equipment must also turn on and off based on Weight on Wheels input (the system is to be “on” when the weight is off the wheels). The equipment must be able to withstand the environments experienced by a military combat aircraft.

PHASE I: Design, develop, and demonstrate the feasibility of a system that meets all requirements outlined in the Description. Investigate the effects of the system's total weight, size, target and power factor value and whether the system will be passive or active. Identify and explain how the power factor correction system (operated only while the aircraft is in-flight (weight off wheels)) will be integrated into the aircraft. Prove that the equipment is able to withstand the environments experienced by a military combat aircraft. Develop either the inductor rating if the system is passive or develop the range of inductance and the sensing system required to change its inductance value if the system is active. The Phase I effort will include prototype plans to be developed under Phase II.

PHASE II: Develop a prototype that is capable of being added onto an aircraft electrical bus and should demonstrate the desired power factor correction during flight by utilizing the passive or active method determined in Phase I. The prototype should be small and light enough to be installed on military combat aircraft platforms with minimal impact to aircraft weight. The unit should be tested with a system to show a change in power factor from .98 leading to at least .97 lagging.

PHASE III DUAL USE APPLICATIONS: Test the product to ensure an acceptable transition for use on a military combat aircraft. Aircraft are constantly adding more avionics that are leading loads due to the required capacitive EMI filters. Eventually, enough leading loads will be added to the aircraft that the whole system will become leading. F/A-18 is the first to reach this point but other platforms like P-8 and E-2D, or any other military or commercial aircraft could benefit from the SBIR-developed technology in the future. Industries that utilize generators, such as the shipping industry, could benefit from this technology.

REFERENCES:

1. Dugan, R., McGranaghan, M. & Beaty, H. “Electrical Power Systems Quality, Third Edition.” The McGraw-Hill Companies, Inc., 2012. https://www.amazon.com/Electrical-Power-Systems-Quality-Third/dp/0071761551

2. “IEEE Recommended Practice for Electric Power Distribution for Industrial Plants.” (IEEE Std 141-1993). http://www.academia.edu/8516209/IEEE Std 141-1993 Red Electric Power Distribution for Industrial Plants

3. MIL-STD-461, Military Standard: Electromagnetic Interference Characteristics Requirements for Equipment. http://everyspec.com/MIL-STD/MIL-STD-0300-0499/MIL-STD-461_8678/

4. MIL-STD-704, Military Standard: Electric Power, Aircraft, Characteristics and Utilization of. http://everyspec.com/MIL-STD/MIL-STD-0700-0799/MIL_STD_704_1080/

5. MIL-STD-810, Military Standard: Environmental Engineering Considerations and Laboratory Tests. http://everyspec.com/MIL-STD/MIL-STD-0800-0899/MIL-STD-810G_12306/

KEYWORDS: Power Factor; Power Distribution; Leading; F/A-18; Inductance; Lagging

N181-006

TITLE: S-Band Transmit/Receive Module for Airborne Navy Radars

TECHNOLOGY AREA(S): Air Platform, Electronics

ACQUISITION PROGRAM: PMA 231 E-2/C-2 Airborne Tactical Data System

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. Offerors are advised foreign nationals proposed to perform on this topic may be restricted due to the technical data under US Export Control Laws.

OBJECTIVE: Develop an S-band transmit/receive (T/R) module suitable for use in a next-generation Navy airborne radar.

DESCRIPTION: The Navy currently needs an S-band transmit/receive (T/R) module with sufficient power density to make an airborne 360-degree electronically-scanned array (ESA) viable as a functional surveillance asset. The current state of the art T/R modules lack sufficient power density to obtain the desired Equivalent Isotropically Radiated Power (EIRP). Novel ways are sought in order to increase power density to a usable level. The resulting solution should be ruggedized to meet military avionics requirements including but not limited to: MIL-STD-704F (power), MIL-STD-461F (electromagnetic compatibility), and MIL-STD-810G w/ CHANGE 1 (environmental: temperature, altitude (45,000 ft), salt mist, explosive atmosphere vibration, shock, aircraft carrier catapult launch and arrested landing).

1) Cost: Because active airborne surveillance ESA radar is likely to result in thousands of antenna elements, production cost must be considered a driving factor. Manufacturing techniques to minimize element costs should be considered.
2) Size: The target volume of the S-band module is 8.0 cubic inches.
3) Weight: The target weight of each module is < 8oz.
4) DC Power: Aircraft typically operate on 28 VDC and 115 volt 3 phase 400 HZ AC power 5) RF Power: 350 watts peak, > 10% duty cycle.
6) Efficiency: Best possible.
7) Frequency: S-band (3.3GHz nominal center frequency)
8) Target 3dB Bandwidth: Greater than 15%
9) Cooling: Via cold plate, hosted by platform.
10) Scanning: Must support an antenna array architecture that will scan in azimuth and elevation.
11) Receiver input center frequency: 3.3GHz
12) Receiver analog bandwidth: 700MHz
13) Receiver Spurious Free Dynamic Range (SFDR): 75dB
14) Receiver input clock rate: 100MHz
15) Receiver output complex sample rate: up to 1 billion complex baseband samples per second
16) Receiver/Processor/Interface power consumption: =20W
17) Receiver digital signal processor must allow for digital down-converters with variable decimation ratios that provide filtering and reduce the output data rate. They might include frequency translation stages (numerically controlled oscillators for example), finite impulse response (FIR) filtering stages, gain stages, and complex-to-real conversion stages. Numerically controlled oscillators (NCOs) and digital mixers allow tuning the center of the bandwidth of interest to baseband.
18) Reliability: Because host platforms are likely to be deployed at sea via aircraft carrier for months, and because element- or module-level maintenance is expected to be a depot-level Navy function, reliability is a prime concern and a policy of graceful degradation must be consistent with the proposed architecture.

It is recommended, though not required, that the performers work closely with original equipment manufacturers (OEMs) to ensure development and integration goes smoothly. For this effort, at a minimum, Northrop Grumman will be an OEM partner to PMA 231.

Work produced in Phase II may become classified. Note: The prospective contractor(s) must be U.S. Owned and Operated with no Foreign Influence as defined by DOD 5220.22-M, National Industrial Security Program Operating Manual, unless acceptable mitigating procedures can and have been implemented and approved by the Defense Security Service (DSS). The selected contractor and/or subcontractor must be able to acquire and maintain a secret level facility and Personnel Security Clearances, in order to perform on advanced phases of this contract as set forth by DSS and NAVAIR in order to gain access to classified information pertaining to the national defense of the United States and its allies; this will be an inherent requirement. The selected company will be required to safeguard classified material IAW DoD 5220.22-M during the advance phases of this contract.

PHASE I: Design, develop, and demonstrate a top-level concept for an S-band T/R module design that meets the criteria listed in the Description. Address lifecycle support for the T/R module early to ensure a T/R system that is realizable, manufacturable, and maintainable. Identify and/or model parts deemed critical to the effort if possible. Develop plans for delivering a breadboard prototype in Phase II. The environmental requirements for the E-2D radar will be provided.

PHASE II: Based on the results of Phase I, develop two prototype (i.e. brassboard) T/R modules for evaluation, as well as any unique support electronics. The prototypes should be consistent with the top-level architecture, continue to advance the design in accordance with host platform radar system definition, and host airframe capabilities and limitations data that will be provided by the Government. Support the development of a preliminary T/R module design document that captures the prototype architecture.

It is probable that the work under this effort will be classified under Phase II (see Description section for details).

PHASE III DUAL USE APPLICATIONS: Codify system definition via a formalized system readiness review (SRR), to be followed by formal design review events. Produce T/R modules and support electronics advanced development models (ADMs) in quantities sufficient for qualification testing in both laboratory and airborne testing environments. These tests will include shock, vibration, temperature, Salt Mist, Cats & Traps, and humidity levels typical of an aircraft carrier operational environment. Develop and document production processes. The U.S. domestic Radio Frequency (RF) semiconductor market supplies commercial as well as military entities and advances in semiconductor and Radio Frequency Integrated Circuit (RFIC) technology, though first implemented in military systems eventually transitioned to commercial product lines. Examples being Global Positioning System use and the evolution of the Internet and cellular phones.

REFERENCES:

1. U.S. Frequency Allocation Chart as of October 2003. www.ntia.doc.gov/legacy/osmhome/Chp04Chart.pdf

2. Kopp, B.A., Borkowski, M., and Jerinic, G. “Transmit/Receive Modules.” IEEE Transactions on Microwave Theory and Techniques, March 2002, Vol. 50, Issue 3, pp. 827-834. http://ieeexplore.ieee.org/document/989966/

3. Katz, A. & Franco, M. “GaN Comes of Age.” IEEE Microwave Magazine (Supplement) December 2010, Vol. 11, Issue 7, pp. S24-S34. http://ieeexplore.ieee.org/document/5590355/

4. Campbell, C.F. et al. “GaN Takes the Lead.” IEEE Microwave Magazine, Sept./Oct. 2012, Vol 13, Issue 6, pp. 44-53. http://ieeexplore.ieee.org/document/6305005/

5. Felbinger, J.G. et al. “Comparison of GaN HEMTs on Diamond and SiC Substrates.” IEEE Electron Devices Letters, 28 Nov. 2007, pp. 948-950. http://ieeexplore.ieee.org/document/4367547/

6. MIL-STD-704F, DEPARTMENT OF DEFENSE INTERFACE STANDARD: AIRCRAFT ELECTRIC POWER CHARACTERISTICS (12 MAR 2004). http://everyspec.com/MIL-STD/MIL-STD-0700-0799/MIL-STD-704F_1083/

7. MIL-STD-461F, DEPARTMENT OF DEFENSE INTERFACE STANDARD: REQUIREMENTS FOR THE CONTROL OF ELECTROMAGNETIC INTERFERENCE CHARACTERISTICS OF SUBSYSTEMS AND EQUIPMENT (10 DEC 2007). http://everyspec.com/MIL-STD/MIL-STD-0300-0499/MIL-STD-461F_19035/

8. MIL-STD-810G (w/ CHANGE-1), DEPARTMENT OF DEFENSE TEST METHOD STANDARD: ENVIRONMENTAL ENGINEERING CONSIDERATIONS AND LABORATORY TESTS (15-APR-2014) (LARGE FILE - 66 MB). http://everyspec.com/MIL-STD/MIL-STD-0800-0899/MIL-STD-810G_CHG-1_50560/

KEYWORDS: Gallium Nitride; Silicon Carbide; Diamond Substrate; GaN on Diamond; Transmit/receive Modules; Radio Frequency Integrated Circuits

N181-007

TITLE: Robust Communications Relay with Distributed Airborne Reliable Wide-Area Interoperable Network (DARWIN) for Manned-Unmanned Teaming in a Spectrum Denied Environment

TECHNOLOGY AREA(S): Air Platform, Battlespace

ACQUISITION PROGRAM: PMA 262 Persistent Maritime Unmanned Aircraft Systems

OBJECTIVE: Design and develop a networked Line of Sight (LOS) communications capability to share high-data rate Intelligence, Surveillance, and Reconnaissance (ISR) data and tactical information between ships and DoD aircraft in local area of operations for distributed operations; to provide communication relay targeting updates for network-enabled weapons; and to move high data rate ISR data back and forth to ground entry points (GEPs) in support of ISR and long-range strike missions.

DESCRIPTION: Local Area high-data rate network links are currently limited to 2 platform nodes (e.g., 1 aircraft talks to 1 ship or ground entry point), which prevent multi-asset ISR data sharing in a constantly maneuvering environment. Satellite communications (SATCOM) is not well suited to support the warfighters’ requirements in this scenario based on its architecture and latency. To enable robust manned-unmanned teaming (MUM-T) and multi-ship communication at high data rates in a spectrum-challenged environment, a new architecture is required.

The communications relay system includes a resilient Distributed Airborne Reliable Wide-Area Interoperable Network (DARWIN) and a high-capacity back haul link using simultaneous co-bore sighted Ku- and W-band antennas, modems, and Common Data Link (CDL) waveforms. The DARWIN system will integrate with an existing multi-beam CDL system (provided as Government-Furnished Equipment (GFE)) that can connect up to 12 assets simultaneously (aircraft, ship, and ground vehicles) in a Spectrum denial environment. The DARWIN architecture also needs to be interoperable with the Navy’s shipboard Automated Distributed Network System (ADNS). To support this architecture, the DARWIN network device will need to support up to 4 multi-independent level security (MILS) enclaves and also include inputs for MIL-STD 1553, LINK 16, and IP-based protocol. A highly directional back haul link will be required to support up to 100Mbps (Ku-band) and 500Mbps (W-band), simultaneously (while maneuvering) assuming 35,00ft Mean Sea Level (MSL) for 2 aircraft in link. Other lower-altitude combinations may assume lower data transfer rates when taking into account light and heavy rain regions and cloud attenuation. This architecture will allow for aerial Manned-Unmanned Teaming (MUM-T) aircraft nodes, communications relay between ship-to-ship, ship-to-aircraft, aircraft-to-aircraft, and aircraft-to-GEP. With multiple aircraft participating, the network is envisioned to possess a level of autonomy and control that allows for network impairments, such as, limited bandwidth, long delays, data latency, data loss, and connection disruptions. Additional features should be considered, such as, smart data throttling based on message priority, real time spectrum maneuvering, lossless data compression techniques, data bundling, caching, queuing, sufficient buffering during maneuvering, translation and embedded acknowledgements to improve performance. DARWIN should also support control of Low Probability of Detection/Intercept waveforms. It is envisioned that MQ-4, MQ-25, MQ-8, E-2D, BACN, and USAF bombers and tankers, and SOCOM Army UAVs will all utilize this architecture to enable airborne LOS communication architecture for resilient communications.

PHASE I: Design and develop a system and demonstrate its feasibility through modeling and simulation of architectures. Develop brass board prototype (if mature enough) to support DARWIN objectives.

PHASE II: Develop prototype design and demonstrate capability in a laboratory environment. Conduct flight testing on surrogate aircraft provided by the vendor.

PHASE III DUAL USE APPLICATIONS: Perform final testing of and integrate the refined system with all components of the communications relay and network architecture. Following successful testing, it is envisioned that the systems will transition to Navy and potentially USAF aircraft. The DARWIN architecture will provide benefit for commercial W-band wireless communications for efforts involving low-cost, long-duration air balloon communication relay nodes.

REFERENCES:

1. “Automated Digital Network System (ADNS).” https://fas.org/man/dod-101/sys/ship/weaps/adns.htm

2. Thompson, Loren et al. “Netting the Navy Key Initiatives.” Lexington Institute, June 2017. http://www.lexingtoninstitute.org/wp-content/uploads/netting-the-navy-key-initiatives07.pdf