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

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: Manufacture, for assessment, flight function testing, and qualification testing, units that maintain physical integrity and function properly when subjected to a 40ft drop, aircraft and transportation vibration, and a 28-day temperature and humidity cycling. They must meet performance specifications over a range of temperatures (-65°F to +165°F) [Ref 3]. The timing mechanism developed may have use in the commercial/entertainment pyrotechnics industry.

REFERENCES:

1. Viau, C. R., (2012). “Expendable countermeasure effectiveness against imaging infrared guided threats.” EWCI, Second International Conference on Electronic Warfare, 2012, Bangalore, India. http://tti-ecm.com/uploads/resources_technical/expendable%20countermeasure%20effectiveness%20against%20imaging%20infrared%20guided%20threats%20(ewci%202012).pdf

2. MIL-STD-331C, Department of Defense Test Method Standard: Fuze And Fuze Components, Environmental and Performance Tests For, 5 Jan 2005, http://everyspec.com/MIL-STD/MIL-STD-0300-0499/MIL-STD-331C_22109/

3. MIL-DTL-82962J, Detail Specification: Cartridges, Impulse, CCU-136/A and CCU-138/A, 21 Jan 1997, http://quicksearch.dla.mil/qsDocDetails.aspx?ident_number=123737

KEYWORDS: Countermeasure; Decoy; Pyrophoric; Aircraft; Electronic Timing; Infrared

TECHNOLOGY AREA(S): Battlespace, Human Systems, Information Systems

ACQUISITION PROGRAM: PMA 281 (UAS) Strike Planning and Execution 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 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 a tool capable of providing dynamic interactive 4D (3D+time) geographically referenced overlays of multiple data formats in support of situational awareness to make dynamic tactical decisions and to re-evaluate decisions.

DESCRIPTION: Currently, several commercial off-the-shelf/government off-the-shelf (COTS/GOTS) tools have the capability to dynamically generate various types of data overlays. These overlays relate to various planning activities, including threat tracking, jamming, and operating area information, as well as blue force tracking and weather data. However, there is a lack of capability for the Joint Mission Planning System (JMPS) multi-vehicle planner to visualize routes and plans using these various data/information sources. The ability to directly interact with the source programs allowing for course of action analysis is also lacking.

The software tool is envisioned to allow these various data/information sources, as outlined in the beginning of this section, in different formats to geo-rectify data and additionally be able to manually/automatically control data/information source applications to significantly improve situational awareness in visualizing mission plans and facilitating mission rehearsals.

One of the more critical parts of this effort is the ability for the software tool to be able to connect dynamically to the various data sources, either local or remote, in order to (re)calculate position and/or effects based on changes (e.g., (re)position jammers, release weapons, reposition ships within the battle group). The overall goal is to increase the availability of unique, tactical decision aids, and facilitate the visualization of plans and dynamically show the effects of changes to the plans—effectively providing enhanced battle space situational awareness, resulting in a more realistic multi-domain mission management.

Developers may consider Keyhole Markup Language (KML) and/or other suitable formats for overlays. It is also anticipated that the tool will have an easy-to-use, intuitive human-computer interface. Again, this 4D overlay planning tool should have the capability to visually review and optimize routes.

The basic JMPS Software and detail description will be provided to contractors awarded a Phase I contract.

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 project 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 advanced phases of this contract.

PHASE I: Develop a dynamic interactive information overlay concept suitable for the basic JMPS single vehicle planner. The Phase I effort will include the development of prototype plans for Phase II.

PHASE II: Expand the capability developed in Phase I and create a prototype tool suitable for the JMPS Multi-Vehicle Multi-Domain Mission Planning software.

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: Based on successful prototype development, further refine if necessary and test the tool’s functionality. Upon successful demonstration and test results, the focus will be directed toward the transition and integration of the tool into the JMPS Multi-Vehicle, Multi-Domain Mission Planning software. This 4D overlay planning tool with the capability to visually review and optimize delivery routes will benefit any company that deals with multiple unmanned systems—both air and ground (e.g., delivery companies such as Amazon, United Parcel Service, etc.).

REFERENCES:

1. Bailey, C. “Department of Defense Usage of FalconView™.” https://www.nifc.gov/aviation/BLMairspace/FalconView.pdf

2. Blasch, E., Al-Nashif, Y., and Hariri S. "Static versus Dynamic Data Information Fusion." Procedia Computer Science, Vol 29, 2014, pp 1299-1313, http://www.sciencedirect.com/science/article/pii/S1877050914002944

3. Phister, P., Plonisch, I., and Humiston, T. "The Combined Aerospace Operations Center (CAOC) of the Future." http://www.dodccrp.org/events/6th_ICCRTS/Tracks/Papers/Track7/062_tr7.pdf

KEYWORDS: Data/Information Overlay; Geo-rectified; Mission-Planning; Multi-Vehicle; Interactive; Mission Management

TECHNOLOGY AREA(S): Air Platform

ACQUISITION PROGRAM: PMA 272 Tactical Aircraft Protection 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 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 a modular approach based on two-dimensional quantum cascade laser arrays to scale the average power level of MWIR laser sources beyond 200 Watts, while allowing beam combining to maximize brightness.

DESCRIPTION: Important military applications that include infrared (IR) countermeasures and scene illumination can benefit from high-power laser sources operating in the MWIR and the long-wave infrared (LWIR). Quantum Cascade Laser (QCL) technology offers a path for a high-power, cost-effective and low-space, weight, and power (SWaP) solution. Recent progress led to the demonstration of single QCL emitters reaching multi-Watts output power in continuous wave (CW) while maintaining wall-plug efficiency exceeding 15%. Scaling the power level to tens of Watts and beyond is currently being explored using approaches based on linear QCL arrays and various beam combining schemes.

The field of high-brightness semiconductor lasers has been dominated by edge-emitting laser technology until recently, when two-dimensional arrays of vertical-cavity surface emitting lasers (VCSELs) emerged as a promising alternative [Refs 1, 2]. The latter approach focuses on achieving high power by having high-density arrays, which reduces the need to obtain high power from each element and allows optimization of individual laser efficiency. This has a number of other advantages that include (1) low manufacturing costs because of large-scale, wafer-level fabrication, test, and burn-in, (2) ease of packaging and straightforward integration with two-dimensional micro-optics, mostly because the position of individual emitters is set very accurately using lithography, (3) high reliability because of the low power required per element, and (4) low speckle because of the large number of element emitting independently. Furthermore, heat spreading and cooling is generally more efficient for a heatsink with a planar geometry compared to multiple thin and densely-packed heatsinks.

The main goal of this SBIR topic is to develop a MWIR QCL source based on a cost-effective architecture similar to that of high-power, two-dimensional VCSEL arrays. However, because of the polarization selection rules of intersubband transitions in III-V materials, QCLs cannot make use of a laser cavity along the growth direction, as in near infrared VCSELs, but alternative means such as using angled end-facet mirror or surface emission gratings to enable surface emission, exist. These include for example lasers with second-order gratings or edge emitters with integrated mirrors directly etched into the semiconductor. The proposed approach would preferably be based on a single, monolithic chip but a more modular strategy is also acceptable. Other areas of focus for this project will be to optimize the drive conditions as well as the power and efficiency of each array element in order to reach unprecedented overall average power levels exceeding 200 Watts during CW. Innovative thermal management solutions that would eliminate the need for active water cooling are strongly preferred. A beam combining scheme maximizing the brightness of the source needs to be included.

PHASE I: Design and demonstrate feasibility of an innovative concept based on two-dimensional, vertical-emitting QCL arrays for scaling the output power of MWIR laser source beyond 200 Watts in CW or QCW mode. The proposed approach needs to include the modeling of (1) beam combining optics maximizing the brightness of the laser source while maintaining an output beam as close as possible to the diffraction limit and (2) a detailed thermal management solution requiring no use of water cooling. The Phase I effort will include the development of prototype plans for Phase II.

PHASE II: Fabricate and test a prototype based on the design and simulation results developed during Phase I.

PHASE III DUAL USE APPLICATIONS: Fully develop and transition the high-power, two-dimensional arrays for DoD applications in the areas of directional infrared countermeasure (DIRCM), advanced chemicals sensors, and light detection and ranging (LIDAR). The DoD has a need for advanced, compact, robust two-dimensional MWIR QCL array of which the output power can readily scaled via beam combining for current- and future-generation DIRCMs, LIDARs, and chemicals/explosives sensing. The commercial sector can also benefit from the crucial, game changing technology development in the areas of detection of toxic gases, environmental monitoring, and non-invasive health monitoring and sensing.

REFERENCES:

1. Moench, H. et al. "High-power VCSEL systems and applications." Proc. SPIE 9348, High-Power Diode Laser Technology and Applications XIII, 93480W (March 13, 2015). http://proceedings.spiedigitallibrary.org/proceeding.aspx?articleid=2206439

2. Zhou, D. et al. "Progress on vertical-cavity surface-emitting laser arrays for infrared." Proc. SPIE 9001, Vertical-Cavity Surface-Emitting Lasers XVIII, 90010E (February 27, 2014). https://www.researchgate.net/publication/262983952_Progress_on_vertical-cavity_surface-emitting_laser_arrays_for_infrared_illumination_applications

KEYWORDS: Laser Array; QCL; Quantum Cascade Laser; Mid-Infrared; Beam Combining; Aircraft Protection

N181-017

TITLE: Real-time Turbulence Recognition and Reporting System for Unmanned Systems

TECHNOLOGY AREA(S): Air Platform

ACQUISITION PROGRAM: PMA 262 Persistent Maritime Unmanned Aircraft Systems

OBJECTIVE: Develop an on-aircraft system to recognize and quantify the real-time turbulence levels being experienced by an unmanned aircraft and provide actionable information to a remotely located operator.

DESCRIPTION: Atmospheric turbulence is encountered to some degree on nearly every flight, and the disturbances caused are compensated for by the pilot and/or flight control system. Aircraft are designed and built to withstand defined levels of turbulence based on planned missions and operating areas. Once built, aircraft are required to operate within corresponding flight limitations that keep the aircraft within those specified levels of turbulence severity. Encountering atmospheric turbulence beyond the flight limits can lead to aircraft structural damage, and in extreme cases, aircraft loss of control. For the Navy’s manned platforms, the pilot determines the severity of the turbulence, based on experience and real-time aircraft behavior, and acts appropriately with both the flight safety and preserving mission objectives in mind. However, with the Navy’s continuing investment in the development and fielding of Unmanned Air Systems (UAS), this functionality needs to be performed by the vehicle management system using on-aircraft sensor data, and reliably reported as actionable information to the operator.

An on-aircraft system for fixed-wing vehicles that converts measurable data into quantified atmospheric turbulence levels which are appropriate to the host platform is sought. The implementation should integrate into existing aircraft with minimal physical configuration modifications (e.g., changes to air vehicle outer mold line and required on-aircraft sensor space, weight, and power (SWaP) requirements). For the purposes of responding to this announcement, assume the vehicle management systems can supply vehicle position, velocities, accelerations, and air data parameters (e.g., angle of attack, angle of sideslip, dynamic and static pressure). The relative cost, in terms of SWaP required for any additional sensor information should be documented. Sensor source data selection should investigate the required accuracy to achieve an accurate final turbulence level output. The approach should have an open architecture that is capable of working on different aircraft configurations, including weights, wing loadings, and operating speeds such that it may be implemented on as many Navy UAS platforms as possible.

It is desirable that the level of turbulence output by the system correlates the reported turbulence level with existing forecast products available in the maritime environment and manned aircraft standards, including pilot reports from other aircraft in the same geographic area. The system outputs should account for specific aircraft characteristics, such as wing loading and flight condition, to generate safety-critical turbulence classification and intensity information for the operators relevant to the platform the system is installed in.

PHASE I: Develop an on-aircraft methodology for reporting turbulence based on measured aircraft and/or external sensor parameters. The system should support the range of atmospheric turbulence conditions experienced within the operating environments for large fixed-wing DoD UAS (e.g., MQ-9, Global Hawk, MQ-4C, and X-47B). The output of the system should accommodate for aircraft parameters such as wing loading and airspeed, and be consistent with forecast products available in the maritime environment to the maximum extent possible.

Perform a limited demonstration of the resulting recognition and quantification technologies using modeling and simulation against MIL-STD-1797 turbulence models or other proposed method(s) deemed more appropriate for UAS applications. Excitation of an air vehicle model may be done with publicly available air vehicle dynamics, turbulence models, simulation architectures, and/or other available data. Investigate notional methods and aircraft requirements to integrate the technology into existing and future aircraft systems, test verification methods, and information representation to operators. The Phase I effort will include the development of prototype plans of the technology for Phase II.

PHASE II: Extend the Phase I capabilities to address the full spectrum of atmospheric variations that impact turbulence intensity and characteristics on multiple unmanned air vehicle classes (e.g., high and low wing loadings), including smaller UAS down to RQ-21A. Evaluate the impacts of aircraft state and/or sensor errors (e.g., noise, bias, and drift). Demonstrate the prototype turbulence reporting capabilities with variations in aircraft parameters such as weight, wing loading, and flight speed and in different atmospheric conditions, consistent with Navy UAS relevant operating environments. Correlate the approach to turbulence levels experienced by the air vehicle under evaluation with available flight test data, forecast products, and pilot reports, if available. Develop integration and test guidelines, including display of information to operators, for future system installation on a demonstration aircraft. Investigate and propose updates to existing atmospheric turbulence models used by dynamic simulation environments (e.g., Dryden and Von Karman as documented in MIL-STD-1797) to make them more appropriate for direct application to UAS systems which span a much broader range of aircraft size, speed, and wing loadings than traditional manned aircraft.

PHASE III DUAL USE APPLICATIONS: Integrate and demonstrate the system on an existing Navy platform. Develop draft updates to existing turbulence models used in dynamic simulation environments for utilization in development and training. Commercial UAS operations may benefit from a system that provides a reliable turbulence report that quantifies the severity in a meaningful way for that platform, giving the operator a means to keep the aircraft within the approved operating envelope and in an environment that is conducive to optimal sensor performance.

REFERENCES:

1. Cornman, L., Morse, C. & Cunning, G. “Real-time Estimation of Atmospheric Turbulence Severity From In-Situ Aircraft Measurements.” Journal of Aircraft, 1995, Vol. 32, No. 1. https://arc.aiaa.org/doi/abs/10.2514/3.46697?journalCode=ja

2. Daniels, T. “Tropospheric Airborne Meteorological Data Reporting (TAMDAR) Sensor Development.” SAE Technical Paper 2002-01-1523, 2002. http://papers.sae.org/2002-01-1523/

3. Aeronautical Information Manual, Sec. 7-1-23. United States Department of Transportation, Federal Aviation Administration. https://www.faa.gov/air_traffic/publications/media/aim.pdf

KEYWORDS: UAS; Turbulence; AVO; Flight Certification; Flight Safety; Autonomous Recognition

TECHNOLOGY AREA(S): Air Platform, Battlespace, Weapons

ACQUISITION PROGRAM: PMA 281 (UAS) Strike Planning & Execution 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 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 approach to exploit artificial intelligence (AI) and machine learning (ML) techniques (e.g., deep learning [DL]) to improve mission planning capability, and to provide autonomous and dynamic mission and strike planning capabilities in support of manned and unmanned vehicles and weapon systems.

DESCRIPTION: AI, and various versions of ML, have been applied to many fields such as cancer research, complex games like Jeopardy, Poker, and GO, and more recently heart attack prediction with great success [Ref 8]. These techniques have begun to be investigated and researched related to the topic of mission planning, as discussed at a recent conference, Tactical Advancement for the Next Generation (TANG). This SBIR topic seeks to demonstrate how AI and ML can be applied to multi-vehicle, multi-domain mission planning. Mission and strike planning are complex processes, integrating specific performance characteristics for each platform into a comprehensive mission. The Joint Mission Planning System (JMPS), a software application, consists of a basic framework and unique mission planning environment software packages for each platform. To fully appreciate the overall complexity, a basic understanding of the planning (operational and tactical) process workflow as well as the actual human involvement in the mission planning process is necessary. The result of this project will provide the foundation of how to train the computer and exploit AI capabilities to generate automatic mission and strike plans for multi-vehicle, multi domain scenarios involving manned and unmanned systems. The developer should also consider how to deal with different levels of security classifications in ingestion of data for training and subsequently in generating mission and strike plans, to include shared plan representation, adaptive coordination and interoperability.