Department of the navy (don) 17. 1 Small Business Innovation Research (sbir) Proposal Submission Instructions introduction

Currently, aircrew are authorized to use the following items inflight: relief/urine collection bags, funnel systems, incontinence products (disposable absorbent pads and undergarments) and a system that has a pump unit that connects to an inflatable pad for women or a cup for men and pumps urine into a collection bag. The funnel systems were found acceptable by female pilots when tested in a centrifuge, but require extending the zipper on the flight suit for use. [Ref 1]. The extended zipper becomes irritating when walking due to the zipper rubbing between the legs due to the crotch seam being lowered to accommodate the longer zipper. The current pump system is effective in meeting the system requirements for urination; however, the cost per flight for the consumable products (a pad for women and a cup for men) is too high. Maintenance is the responsibility of the aircrew to which the device is issued. Reusing the consumable products by having the user clean them with a disinfectant and leaving these components in berthing spaces to dry when on ship or taking them home to clean does not have user acceptance and causes an unacceptable odor. There is no space in the Flight Equipment shops to clean, sanitize and store reusable components. The humid conditions experienced in many spaces also leads to long drying times and using a damp item can lead to health issues.

Mission times typically range from 4 to 6 hours. However, depending upon the aircraft, the operating theatre and the mission, the time is significantly longer and can extend up to 11 hours. On the day of a flight for a combat mission in jet aircraft, aircrew start with 3 hours of preparation, 8 hours in the air, followed by 2 hours of debriefing. When dressed for flight, aircrews in ejection seat aircraft are wearing a flight suit, anti-g garment and torso harness with survival equipment. When flying over cold water, the aircrew will also be wearing an anti-exposure coverall. Any solution must be compatible with wearing these components of Aircrew Life Support System (ALSS). Aircrew in rotary wing will be wearing a flight suit (and/or an anti-exposure suit), a survival vest with body armor and survival gear. In cold weather conditions, aircrew in all platforms may add additional layers of long underwear and cold weather clothing. All aircrew are required to wear gloves when operating the aircraft. Current low cost systems such as incontinence products do not have the capacity for multiple voids of the bladder and can be irritating to the skin over time. It was also found that in high g-environments, products that used a “bead” for absorption tended to leak. [Ref 2] Funnel designs have not been acceptable to most users and require removal of restraint systems to elevate the user high enough to use the device. The users also need something discreet in appearance to reduce users from being self-conscious.

If the system uses a battery, the battery must last the entire flight (up to 11 hours). Changing batteries in flight is difficult and creates a potential FOD (foreign object damage) situation due to the loose part interfering with the operation of critical equipment. The system should not require carrying additional components into the aircraft. The consumable components of the current system are purchased and supplied by the squadron to the aircrew. It is the objective of this effort that any components that are to be used and disposed of after each flight have a total cost of $50 or less per flight for urination collection.

To be most effective for aircrew in-flight use, the system must provide the following as capabilities:
• Provide the capability for all aircrew members to obtain bladder relief on typical missions up to 3 hours in duration and multiple uses on long-duration missions up to 16 hours without causing clinically significant skin irritation or physiological adverse side effects such as prolonged exposure to urine, hot spots, pinching, rubbing, etc.
• Provide bladder relief for male and female aircrew. A unisex design is not required. The flow rate to be accommodated is 1.5L per minute and the unit shall be capable of collecting a volume of 800cc per individual use.
• The solution should not restrict movement of aircrew before, during, or after flight, nor interfere with performance of duty or result in aircrew unstrapping neither from seat nor with emergency egress procedures, nor interfere with operation of the aircraft in flight, such as interfering with the aircraft controls.
• The device must operate in an aircraft environment which will include: exposure to Electro-magnetic Interference (EMI), high humidity, high and low temperatures (-20°C/-4°F to +70°C/158°F), dust, rain, static electricity, salt fog and environmental contaminants such as hydraulic fluid.
• Should be usable for the entire flight in conjunction with a flight uniform, anti-g suit, and exposure suit without unstrapping/releasing from a restraint system.
• Be compatible with all aircraft ejection seats.
• The device should not weigh in excess of 16 ounces, including batteries (if applicable) and preference is given to smaller size devices that can fit into a pocket.
• Operate on commercially available or rechargeable batteries (if applicable).
• Provide hands-free urine collection.
• The pump/control unit should not exceed 6.0 inches in length x 3 inches in height and 1.75 inches in width.
• Be flame resistant and not ignite in highly explosive atmospheres.
• Device should allow the user to don the device or applicable components while donning flight gear without assistance, or don without undressing just prior to going to the flight line. The device should be compatible with Life Support Systems flight gear and be discrete in appearance when worn.
• Device should require no maintenance other than battery replacement, battery charging and system cleaning which can be performed by the user.
• Device should have no special disposal requirements (disposal shall be in regular trash service).
• If components are to be cleaned and reused, the cleaning process should dry the components quickly, eliminate residual odor and be a process that is conducted by the user. The next to skin component should not be reusable.

Any testing with human subjects will require approval by an Institutional Review Board for testing on human subjects to determine if the test is human subject research and all necessary procedures and methodologies address any risks and safety personnel and procedures to minimize/eliminate the risk to the test subject. This should be developed during Phase I and submitted for approval.

PHASE I: Demonstrate the feasibility through analysis and limited laboratory demonstrations, a urine collection device that can be used by men and women in flight to remove and store urine. Provide cost of system, cost per flight and reliability estimates. Develop a Human Subject Protocol for use in Phase II. Submit Protocol for Approval.

PHASE II: Develop and demonstrate an operational prototype device in a laboratory environment showing use of the In-Flight Bladder Relief system by both men and women. Any testing with human subjects must adhere to the Human Subject Protocol that was developed and approved during Phase I. Update cost analysis and reliability estimate for use of an operational system. Provide preliminary engineering drawings and specifications.

PHASE III DUAL USE APPLICATIONS: Perform any final design updates, as needed, based upon the In-Flight Bladder Relief system prototype testing in Phase II. Develop and demonstrate mass production capability of the system and components. Provide updated engineering drawings, detail specifications and cost/life-cycle cost analyses. Private Sector Commercial Potential: The use of a device such as this urine collection device also has application for use by medical patients who cannot control their urination process and those who are immobile.

REFERENCES:

1. Cornum, K. (28 August 1995). Urination in Aviation: Evaluation of Urine Collection Equipment for Female Aviators. Retrieved fromhttp://www.dtic.mil/dtic/tr/fulltext/u2/a327614.pdf

2. Pokorski, T.L., Ortel, B. E., Sazton, J.L., Erickson, D.G. Naval Aerospace Medical Research Laboratory (NAMRL) Special Report 96-01. Aviator’s Urine Collection Devices: Preliminary Laboratory Trials. Retrieved from http://www.dtic.mil/docs/citations/ADA531661-

KEYWORDS: Urine collection device; bladder relief; in-flight urination; aircrew urination; aircrew dehydration; aircrew hydration

Questions may also be submitted through DoD SBIR/STTR SITIS website.

TECHNOLOGY AREA(S): Ground/Sea Vehicles

ACQUISITION PROGRAM: PMA 251 AIRCRAFT LAUNCH & RECOVERY EQUIPMENT

OBJECTIVE: Develop an Enhanced Long Range Line-up System (E-LRLS) which can meet/exceed the current LRLS range performance requirements with significant reductions in form factor and weight.

DESCRIPTION: The current LRLS gives the pilot an indication of the deviation away from the landing centerline, as well as an "on-course" indication. It uses Helium-Neon (He-Ne) laser technology to precisely shape and aim visible beams into corridors that are encoded in color and in blinking rate. The LRLS as designed uses ten fan-shaped laser beams, which are red, yellow, and green in color. The yellow laser beam illuminates the central corridor, which lines up with the centerline of the runway and forms an extension of it. The red laser beams illuminate the side to pilot's left (port side of the ship), and the green laser beams illuminate the corridors to the pilot's right (starboard side of the ship). The pilot approaching the carrier would see a yellow light when on course, a red light when left of the centerline, and a green light when to the right. To provide the pilot with the degree of deviation, the off course signal is modulated in intensity with a frequency that varies depending on how far the pilot is off course. If slightly to the right or left of the well-defined on course corridor, the pilot will see only a steady green or steady red light, respectively. If the pilot is in a region further to the right or left of the centerline the red or green light will flash at a slow rate, and a further drift from the proper course will yield a signal that flashes at a higher rate. In this way, the pilot knows if he is on course or not and also to what degree and direction he is off course, so that proper correction can be made. The LRLS is currently required to provide useful centerline information to at least 6 nautical miles from the touchdown point on the carrier deck, with a cut-off range of 0.60 nautical miles. The current display parameters are summarized below:

Far Port Corridor: Flashing Red (633 nm) @ 130 ppm, 6.0° x 4.0° (Az x El)

The optical head containing the He-Ne lasers and the beam shaping optics sits on top of a stabilization platform assembly (SPA) that moves in roll and pitch. The SPA incorporates a dual axis gyro stabilization unit for controlling the movement of the platform.

The size and weight of the current system components are substantial – the optical head weighs 170 lbs. with a size of 42” W x 5” H x 42 D”; the stabilization platform is 400 lbs. at 49” W x 27” H x 45” D; all of which is topped with a 60 lbs. 49” W x 7” H x 65” D weather cover. Issues with the current system include obsolescence, high cost to maintain, excessive size/weight, and a difficulty in projecting the light beam at the required range through poor weather and cloud cover.

The Navy desires a new system capable of providing precision long range visual guidance for a pilot on final approach. The system must be easily interpreted by pilots, usable at a distance of at least 10 nmi in clear weather with a desired objective to be used in all weather conditions, and with significant reductions in form factor and weight. Additionally, the current system that provides this suffers from obsolescence/high maintenance cost issues and an inability to “burn through” bad weather and cloud cover. This SBIR will need to address both issues. It will need to develop technologies and explore optimum laser power and wavelengths that can successfully project visual cues out to 10 nautical miles in all weather and yet be eye safe. The eye safety aspect presents a significant challenge requiring a novel approach, especially as the approaching aircraft gets closer to touchdown.

Advances in diode laser technology can allow for a considerably smaller and lighter optical head packaging, thereby reducing stabilization platform requirements to support the optical head or possibly internally stabilizing the laser and optics. The use of diffractive optical elements (DOE) may provide innovative optical designs to shape the projection beams or create a new display approach.

The new Enhanced Long Range Line-up System should meet the following requirements:

PHASE I: Provide a conceptual design and prove the feasibility of meeting the stated requirements for an Enhanced Long Range Line-up System through analysis and limited lab demonstrations to address targeted technical issues. Identify specific strategies for meeting performance and reliability goals.

PHASE II: Develop an Enhanced Long Range Line-up System prototype, and demonstrate performance including stabilization accuracy. Demonstration can be in a lab environment, but must simulate ship motion. Provide an estimate of cost including manufacturing. Provide a failure analysis, service life estimate, and assessment of meeting shock, environmental and reliability requirements.

PHASE III DUAL USE APPLICATIONS: Perform shock, environmental and reliability testing. Deliver production units of the Enhanced Long Range Line-up System for planned new-construction ships and existing ships. Retrofit aboard existing ships with LRLS would be on an attrition basis, during scheduled LRLS overhauls, if a business case can be made to procure the new system vice overhauling the LRLS. Provide logistics with the production systems. Pursue commercial transition to commercial ships that use helipads. Private Sector Commercial Potential: This technology could have application to commercial airports and as a visual aid for helicopters landing on cargo vessels, cruise ships or off shore oil platforms. It could also have benefit for long-range free space optical communication.

REFERENCES:

1. ANSI Z136.1-2014, 10 December 2013. “Safe Use of Lasers.” Available for purchase at https://www.lia.org/publications/ansi/Z136-1.

2. MIL-HDBK-2036, 1 November 1999. “Preparation of Electronic Equipment Specifications.” Available at http://www.techstreet.com/standards/mil-mil-hdbk-2036?only_path=false&product_id=1481684.

3. MIL-STD-1399-300B, 24 April 2008. “Department of Defense Interface Standard for Shipboard Systems, Section 300B: Electric Power, Alternating Current.” Available at http://everyspec.com/MIL-STD/MIL-STD-1300-1399/MIL-STD-1399-300B_13192/.-

KEYWORDS: Long Range Line-up System; laser; diode laser; diffractive optical element; light projection; stabilization

Questions may also be submitted through DoD SBIR/STTR SITIS website.