DON26BZ01-NV020 — Auto-Focus Detection Capability for SONAR Systems

Award Maximum: $140,000 (Base) / $100,000 (Option) Period of Performance: 6 months (Base) + 6 months (Option) Phase Type: Phase I

OBJECTIVE: Develop an auto-focus signal processing capability to optimize detection of quiet contacts by arrays of hydrophones.

DESCRIPTION: Arrays of hydrophones are used to detect, classify, and localize contacts in the ocean environment. Finding a contact, especially a quiet contact, is extremely challenging due to the large volume of data that needs to be searched as well as the large number of other noise sources (e.g., shipping, fishing, whales, etc.) that generate clutter on the displays.

Array signal processing, also known as beamforming, steers many beams to spatially filter the noise environment and generate a 3-D data volume that is a function of time, frequency, and bearing (i.e., steered beam) that are processed to generate several detection surfaces.

Several parameters can be adjusted to optimize the detection of a signal on an array. One of these parameters is focus range. However, only a limited number of display surfaces are typically generated due to processing constraints, and this may not provide the best opportunity to detect all signals.

Automation approaches have been developed for decades to help reduce operator workload. However, a well-trained operator can still detect lower Signal to Noise Ratio (SNR) signals than the state-of-the-art automation. The main reason for this is if the automation detection threshold is adjusted to detect lower SNR signals, it will cause an increase in the number of false alerts that detracts from the search process.

The objective of this SBIR topic is to develop a signal processing approach that will auto-focus on the signal processing (much like a digital camera does) with respect to parameters such as focus range. There is currently nothing available commercially.

The easiest example to understand is range focusing. If we process a single far field focus range, then close-range contacts may barely be detected. Instead, if we process several focus ranges from close to far, there will be one focus range where each contact displays the clearest signal with the highest SNR. The innovative part of this SBIR topic is the use of this larger data volume to build a combined display that contains the best representation of every available signal.

Overall, it is expected that this auto focus approach will allow system gains that are currently not being realized with the current signal processing and automation approach. This would significantly improve system performance by providing earlier detections and longer holding times of contact without increasing the operator workload or requiring a complete overhaul of the signal processing and automation framework.

Work produced in Phase II may become classified.

PHASE I: Develop a concept for a technical approach for implementing an auto-focus signal processing and automation capability that accomplishes the intent identified in the Description. Demonstrate this approach by using the focus range parameter as an example using an unclassified simulated dataset. Establish feasibility through analysis and modelling. During the Phase I period of performance, the government team will provide the simulated dataset. The Phase I Option, if exercised, will include the initial design specifications and capabilities description to build a prototype solution in a Phase II plan.

PHASE II: Develop and deliver a prototype auto-focus signal processing and automation capability using additional optimization parameters identified by the Government team. This will be implemented as a research code and tested against classified datasets provided by the Government to the Phase II awardee(s). Deliver a prototype, software description document, a working copy of the development code, and test results from processing two or more classified datasets. It is probable that the work under this effort will be classified under Phase II.

PHASE III DUAL USE APPLICATIONS: Support the Navy in transitioning the technology to Navy use to allow for further experimentation and refinement. Develop production level code that is containerized and assist with integration efforts to incorporate the SBIR-developed code into the Government's Processing Testbed (PTB). This technology does have significant dual-use applicability. The underlying concept is built upon array processing fundamentals that are applicable to SONAR, RADAR, communications, geophysical exploration, astrophysics, and biomedical imaging.

KEYWORDS: SONAR; Array Signal Processing; Surveillance Automation; Acoustic Detection; Acoustic Target Classification; Sonar Operator Workload

DON26BZ01-NV019 — Improved Portable Underway Replenishment (UNREP) Tester/Trainer (Copy)

Award Maximum: $140,000 (Base) / $100,000 (Option) Period of Performance: 6 months (Base) + 6 months (Option) Phase Type: Phase I

OBJECTIVE: Develop an auto-focus signal processing capability to optimize detection of quiet contacts by arrays of hydrophones.

DESCRIPTION: Arrays of hydrophones are used to detect, classify, and localize contacts in the ocean environment. Finding a contact, especially a quiet contact, is extremely challenging due to the large volume of data that needs to be searched as well as the large number of other noise sources (e.g., shipping, fishing, whales, etc.) that generate clutter on the displays.

Array signal processing, also known as beamforming, steers many beams to spatially filter the noise environment and generate a 3-D data volume that is a function of time, frequency, and bearing (i.e., steered beam) that are processed to generate several detection surfaces.

Several parameters can be adjusted to optimize the detection of a signal on an array. One of these parameters is focus range. However, only a limited number of display surfaces are typically generated due to processing constraints, and this may not provide the best opportunity to detect all signals.

Automation approaches have been developed for decades to help reduce operator workload. However, a well-trained operator can still detect lower Signal to Noise Ratio (SNR) signals than the state-of-the-art automation. The main reason for this is if the automation detection threshold is adjusted to detect lower SNR signals, it will cause an increase in the number of false alerts that detracts from the search process.

The objective of this SBIR topic is to develop a signal processing approach that will auto-focus on the signal processing (much like a digital camera does) with respect to parameters such as focus range. There is currently nothing available commercially.

The easiest example to understand is range focusing. If we process a single far field focus range, then close-range contacts may barely be detected. Instead, if we process several focus ranges from close to far, there will be one focus range where each contact displays the clearest signal with the highest SNR. The innovative part of this SBIR topic is the use of this larger data volume to build a combined display that contains the best representation of every available signal.

Overall, it is expected that this auto focus approach will allow system gains that are currently not being realized with the current signal processing and automation approach. This would significantly improve system performance by providing earlier detections and longer holding times of contact without increasing the operator workload or requiring a complete overhaul of the signal processing and automation framework.

Work produced in Phase II may become classified.

PHASE I: Develop a concept for a technical approach for implementing an auto-focus signal processing and automation capability that accomplishes the intent identified in the Description. Demonstrate this approach by using the focus range parameter as an example using an unclassified simulated dataset. Establish feasibility through analysis and modelling. During the Phase I period of performance, the government team will provide the simulated dataset. The Phase I Option, if exercised, will include the initial design specifications and capabilities description to build a prototype solution in a Phase II plan.

PHASE II: Develop and deliver a prototype auto-focus signal processing and automation capability using additional optimization parameters identified by the Government team. This will be implemented as a research code and tested against classified datasets provided by the Government to the Phase II awardee(s). Deliver a prototype, software description document, a working copy of the development code, and test results from processing two or more classified datasets. It is probable that the work under this effort will be classified under Phase II.

PHASE III DUAL USE APPLICATIONS: Support the Navy in transitioning the technology to Navy use to allow for further experimentation and refinement. Develop production level code that is containerized and assist with integration efforts to incorporate the SBIR-developed code into the Government's Processing Testbed (PTB). This technology does have significant dual-use applicability. The underlying concept is built upon array processing fundamentals that are applicable to SONAR, RADAR, communications, geophysical exploration, astrophysics, and biomedical imaging.

KEYWORDS: SONAR; Array Signal Processing; Surveillance Automation; Acoustic Detection; Acoustic Target Classification; Sonar Operator Workload

DON26BZ01-NV019 — Improved Portable Underway Replenishment (UNREP) Tester/Trainer

Award Maximum: $140,000 (Base) / $100,000 (Option) Period of Performance: 6 months (Base) + 6 months (Option) Phase Type: Phase I

OBJECTIVE: Develop a portable Underway Replenishment (UNREP) Tester/Trainer to be used pier side to replace legacy in-port Shipboard Qualifications Testing that requires a supply ship and pier space for the two ships.

DESCRIPTION: Underway Replenishment (UNREP) systems are used to transfer cargo and liquid (i.e., fuel, water) at sea between U.S. Navy ships. A tensioned line is rigged between the two ships, and the cargo/liquid is transferred along the highline between the ships. Delivery ships (i.e., T-AKE, T-AO, and T-AOE) have the equipment used to transfer the cargo and fuel, while the receiving ships (i.e., combatants, carriers, amphibious) have a simple connection point to connect the line from the delivery ship and then receive the cargo/liquids.

The Navy requires in-port testing to verify the installation and training of the fleet on how to operate the UNREP systems. Currently this testing requires the delivery ship to connect their cargo and fuel systems to the receiving ship in addition to the pier space for the receiving and delivery ships. Delays in testing often occur due to limited pier space and delivery ships not being readily available. This has increasingly become an issue as the fleet increases their size, placing a greater demand for pier space availability. There is currently no commercial technology that can meet this need.

The Navy seeks a portable UNREP Tester/Trainer System that will test the current design and use innovative power and controls to meet the Navy's needs. The new trailer should be able to test the UNREP stations on a receiving ship and provide training opportunities for the fleet while in-port. The proposed solution can be self-propelled or towable to allow use in various locations. It must be self-powered for UNREP testing/training. The testing/training will be for both cargo and liquid systems. No fuel would be transferred; all liquid training and testing will be dry. The tensioned highline testing will include pulling at different angles including above and below the horizon and fore and aft of the station.

PHASE I: Develop a concept for an UNREP tester/trainer that meets the requirements outlined in the Description. Demonstrate the feasibility of the concept in meeting Navy requirements and establish that the concept can be developed into a useful product for the Navy. Feasibility will be established via computer modeling or other means deemed appropriate. The Phase I Option, if exercised, include the initial design specifications and capabilities description to build a prototype solution in a Phase II plan.

PHASE II: Develop and deliver a prototype for an UNREP tester/trainer system. The prototype will be evaluated and tested to determine capability in meeting the defined performance goals. An extended pier side test with an active/available ship will be used to refine the prototypes into a design that will meet Navy requirements. Prepare a Phase III manufacturing and development plan to transition the UNREP tester/trainer system to Navy use.

PHASE III DUAL USE APPLICATIONS: Support the Navy in transitioning the portable UNREP tester/trainer to Navy use. Develop installation, maintenance, and operations manuals for the UNREP tester/trainer to support transition to the fleet. Additionally, the finished product has applications for the Military Sealift Command Fleet in qualifying mariners to operate with Navy Ships at sea. There is potential use as a test fixture for commercial companies that are trying to get into the UNREP business.

KEYWORDS: Underway Replenishment (UNREP); Pier side Training; Pier side Testing; Maintenance; Ship-to-ship Cargo Transfer; Tensioned Highline

DON26BZ01-NV018 — Lightweight Beaching Ramp for Ships

Award Maximum: $140,000 (Base) / $100,000 (Option) Period of Performance: 6 months (Base) + 6 months (Option) Phase Type: Phase I

OBJECTIVE: Develop a durable, lightweight, corrosion-resistant beach ramp for newly constructed Medium Landing Ships (LSMs).

DESCRIPTION: The Medium Landing Ship (LSM) is a new construction beachable vessel intended to perform ship-to-shore amphibious movement of cargo, equipment, and troops. To accomplish the loading and unloading of equipment, a large vehicle ramp is needed for Roll-On/Roll-Off (RO-RO) capability. Large RO-RO ramps are used on multiple ship classes and are commonly made of heavy steel, susceptible to corrosion and maintenance issues. On beaching vessels, these ramps are constantly subjected to saltwater immersion and are expected to traverse a long distance to provide a safe transfer of vehicles to the shore. Without a properly functioning ramp, the primary mission of these beaching vessels is compromised. There is currently no commercial technology that can meet this need.

The Navy seeks a reliable, low maintenance, corrosion resistant ramp system for beaching vessels. Due to complex geometric challenges of beaching a large vessel, complex articulating beaching ramps tend to be very long and heavy (typically about 75' and 110 tons). The solution should be at least 13 ft in width and 75 ft in length and support a maximum vehicle load of 70 tons (tire contact load of 32,100 lbs. over 24" x 25.5" patch area). The ramp should be articulated from a single hinge point using hydraulics on the ship. The time it takes to deploy the ramp, however, shall not exceed 30 minutes.

The technology should utilize maintainable systems for deployment and retraction. The durability of corrosion resistant material should last the life cycle of the ship (30 years). The solution should take extreme environmental conditions such as wind, humidity, and sea spray into consideration. The solution should have a nonskid surface that is able to withstand the demands of high traffic during loading and offloading of heavy equipment and vehicles.

PHASE I: Develop a concept for a lightweight beaching ramp for ships that meets the requirements in the Description. Demonstrate the feasibility of the concept in meeting Navy needs by material testing and analytical modeling. If the Phase I Option is exercised, include the initial layout and capabilities to build the prototype in a Phase II plan.

PHASE II: Develop and deliver a scaled prototype beaching ramp that meets the requirements of the Description. The prototype will be installed on an appropriate test platform in a simulated environment for durability and load testing. These evaluation results will be used to refine the prototype into a design that will meet the LSM specifications. Prepare a Phase III development plan and cost analysis to transition the technology into Navy use.

PHASE III DUAL USE APPLICATIONS: Support the Navy in transitioning the lightweight beaching ramp for Navy use on the LSM program. Refine the design of the lightweight beaching ramp based on Phase II testing results and prepare for Low-Rate Initial Production (LRIP). The durable lightweight beaching ramp will have private sector commercial potential for all types of RO-RO ships of this scale operating in the near-shore or on-shore environment. Commercial applications include ferries, RO-RO ships, transport aircraft, the oil and mineral industry, and cold climate research and exploration.

KEYWORDS: Medium Landing Ship (LSM); lightweight Ramp; Lightweight ferry ramps; Advanced Materials; Corrosion resistance; Roll-On/Roll-Off (RO-RO) ramps

DON26BZ01-NV017 — Bridge Environmental Light Pollution Mitigation and Control

Award Maximum: $140,000 (Base) / $100,000 (Option) Period of Performance: 6 months (Base) + 6 months (Option) Phase Type: Phase I

OBJECTIVE: Develop and deploy a safe, sustainable technology suited for controlling light pollution, thereby reducing ambient light levels across a bridge environment and providing adequate situational task lighting at select workstations across the bridge.

DESCRIPTION: The Navy seeks a light mitigation technology for adequate situational lighting compliant with the Bridge Light Pollution Mitigation and Control Program (BLPM & CP). A comprehensive review of collisions involving U.S. Navy ships cited bridge lighting conditions as a possible contributing factor, stating the need to adhere to military standards for light producing displays and equipment installed on the bridges of surface combatant ships. The principal BLPM & CP's objective is to resolve non-compliance of current bridge equipment and hardware with Military Standard MIL-STD-1472H, DoW Design Criteria Standard for Human Engineering. Existing hardware often fails to satisfy requirements as outlined in the referenced standard.

Light pollution mitigation efforts are necessary for all light producing technology installed on surface ship bridges/pilot houses. Reducing the undesirable effects of excessive or poorly designed lighting (i.e., light pollution) on night vision and bridge-watch stander performance will create greater situational awareness for crew members in a darkened bridge environment, therefore enhancing ship safety at sea.

Desired light mitigation solution parameters include but are not limited to: Overlay applications, easily applied to existing displays, requiring no special tools, equipment, hardware, fixtures, adhesives, tapes, or fasteners; Collapsible, foldable, stackable, and/or portable solutions to allow effective and easy storage when not in use; Various optical densities and sizes of Neutral Density filter material may be overlaid on displays; Solutions shall allow operator adjustment during application or installation; Temporary covers, fixtures, filters, shades, etcetera must not alter the original design characteristics nor interfere with normal operation of mitigated light emitting sources; Technology should not require external electrical power nor include additional electronic control systems or require any form of computer network connections; Solution shall not leave any adhesive residue behind on surfaces after removal; Solution must be able to withstand extreme environmental conditions (e.g., high humidity, persistent vibration, temperature below 40° degrees Fahrenheit, etc.).

PHASE I: Develop a concept for reducing ambient light levels across a bridge environment that meets the requirements outlined in the Description. Demonstrate the feasibility of the concept in meeting Navy needs and establish that the concept can be developed into a useful product for the Navy. The Phase I Option, if exercised, will include the initial design specifications and capabilities description to build a prototype solution in Phase II.

PHASE II: Develop and deliver a prototype light pollution mitigation system. The prototype will be evaluated to determine capability in meeting the performance goals defined in the Phase I. Prepare a Phase III manufacturing and development plan to transition technology for Navy use. Prototypes expected during Phase II must apply to indicators and systems.

PHASE III DUAL USE APPLICATIONS: Support the Navy in transitioning the light pollution mitigation system to Navy use. Develop installation, maintenance, and operations manuals during deployment to support the transition to the fleet. The potential for application beyond military use cases exists within the commercial shipping industries like commercial fishing, cruise lines, cargo transport, oceanographic exploration, and other seagoing operations involving the need for optimized crew performance on the bridges of large ships during darkened and nighttime conditions.

KEYWORDS: Bridge Illumination; Light Pollution; Darkened Ship; Night Vision; Safety at Sea; Collision

DON26BZ01-NV016 — Superconducting Magnetic Energy Storage (SMES) Power Interfaces

Award Maximum: $140,000 (Base) / $100,000 (Option) Period of Performance: 6 months (Base) + 6 months (Option) Phase Type: Phase I

OBJECTIVE: Develop a Superconducting Magnetic Energy Storage (SMES) system to support intermittent pulsed power loads by providing a consistent load to the generation source during pulsed power duty cycle.

DESCRIPTION: A Navy ship's electric plant and the electrical load aboard the vessel mimics an electrical microgrid structure to distribute power. Conventional plant designs have separate mechanical propulsion and weapons systems with the electrical plant to support hotel and combat systems. Future all-electric naval ships will require all prime movers to have the functionality of distributed electrical generators to power a wide variety of loads ranging from conventional electronics, electric propulsion systems, and pulsed power systems to drive electric weaponry. The pulsed power systems will draw power from the ship's electrical distribution to enable continuous operation.

While large-scale energy storage may support operations, high-rate intermittent storage is necessary to ensure the electrical distribution and prime movers are provided with relatively consistent loading. During the charge process of the pulsed power system, a considerable amount of power will be drawn from the electrical grid for time durations on the order of seconds with a lapse in between charges. The large power drawn in an intermittent fashion is difficult to control and difficult for non-stiff electrical generators to supply. Enabling technologies to support a supplemental high-rate storage system is required for pulsed power loads to be effectively used on board the ship without disruption to other loads or damage to the distributed generators.

SMES systems are a relatively new technology that can charge and discharge energy at rates to support the various loads that new Navy ship designs are targeting. The Navy seeks a full-scale pulsed power SMES system to store energy between 4-10 MJ at a 2-4 MW power level. The energy storage system developed is expected to charge at a rate of > 1 MW and to deliver power > 1 MW. The energy will be pulsed at a power duty cycle > 80% at a discharge/charge ratio of 1:1 and accept power at a sub-second response rate. The Navy desires the energy storage interface to withstand voltages > 1000 V.

PHASE I: Develop a concept for an intermediate storage approach that utilizes advanced high-rate components to continuously accept and provide power to operate on a load leveling basis. At a minimum, modeling and simulation should be performed to aid in proving the concepts are feasible. Small scale proof of concept experimentation may also be performed. Control algorithms that maintain load leveling should be developed and demonstrated on small-scale hardware systems. The Phase I Option, if exercised, will include the initial design specifications and capabilities description to build a prototype solution in Phase II.

PHASE II: Develop and deliver a prototype that demonstrates the conceptual architecture and controls at a relevant scale that aligns to the requirements as provided within this topic for voltage and rates. Ensure that modes of continuous operation will be shown without degradation of the device and will support operations under elevated temperature regimes up to 122°F. Build additional intermediate storage devices to be tested at a facility by exposing them to a variety of pulsed power system concepts as well as abusive conditions. Cycle the modules for extended periods to fully characterize degradation and capacity loss with use under relevant conditions. Deliver any Phase II-developed hardware to the Navy for additional evaluation.

PHASE III DUAL USE APPLICATIONS: Assist the Navy in transitioning the technology to Navy use. Apply the knowledge gained in Phase II to build a multiple-MW scale system to support intermediate storage operations. In microgrid applications, additional areas of usage are high-rate charge/discharge applications including fast-dispatch frequency regulation, large power system load leveling and scheduling. SMES has been implemented to stabilize power in the electrical grid in papermill factories in South Africa and the electrical power feed for a semiconductor manufacturing facility in Japan.

KEYWORDS: Superconducting Magnetic Energy Storage (SMES); High-Charge Rate; High-Discharge Rate; Power Dense Energy Storage; Pulsed-Power Delivery; High-Duty Cycle Energy Storage

DON26BZ01-NV015 — Virtual Reality Model Walkthrough

Award Maximum: $140,000 (Base) / $100,000 (Option) Period of Performance: 6 months (Base) + 6 months (Option) Phase Type: Phase I

OBJECTIVE: Develop software for a commercially available Virtual Reality (VR) headset to view new ship construction models in an immersive environment.

DESCRIPTION: When constructing a DDG-51 Class Destroyer, Navy engineers regularly need to perform design reviews to verify and validate proposed ship changes. Currently, these design reviews are held using screenshots and model sharing of the ship's Computer Aided Design (CAD) models. However, 2D rendering of 3D spaces and objects can make it challenging to assess the actual layout and configuration of items. This can lead to errors in the ship design process, requiring costly rework later in the ship construction cycle.

The Navy seeks an innovative solution for VR software that allows Navy engineers to view the ship construction models as though they were standing in space. The proposed solution would allow the shipbuilder and the Navy to be better able to detect and correct errors early in the construction process. Additionally, such software could be used to train new engineers in the layout and navigation of the ship before they board it for the first time. There is currently no commercial technology that can meet this need.

The development of VR software faces several technical challenges. First, the shipyards use Computer Aided Three-Dimensional Interactive Application (CATIA) and Ship Constructor CAD models. The VR model must be capable of accurately using the outputs of both these CAD programs. Secondly, the user must be able to navigate virtual space and manipulate the environment. Destroyer spaces can have complex interior layouts and minimizing any motion sickness the user might experience while navigating VR can be a challenge. The solution should be able to load and view multiple CAD files, navigating between them with minimal lag and overlaying them to view discrepancies.

PHASE I: Develop a concept for a VR Model Walkthrough solution that meets the requirements listed in the Description. Demonstrate the feasibility of the concept in meeting Navy needs and establish that the concept can be developed into a useful product for the Navy. Feasibility will be established via a program demo or other means deemed appropriate. The Phase I Option, if exercised, will include the initial design specifications and capabilities description to build a prototype solution in Phase II.

PHASE II: Based on the results of Phase I, develop and deliver a prototype VR Model Walkthrough solution. The prototype software will be evaluated to determine capability in meeting the performance goals defined in the Phase II Statement of Work. Product performance will be demonstrated through multiple evaluations over the development cycle. An extended test by Navy personnel will be used to refine the prototype into a design that meets Navy requirements. Prepare a Phase III manufacturing and development plan to transition the Virtual Reality Model Walkthrough to Navy use.

PHASE III DUAL USE APPLICATIONS: Support the Navy in transitioning the technology to Navy use. Develop operations, maintenance, and technical manuals for the software to support the transition to the Navy. There are many potential commercial applications for a VR Model to aid engineering design and training. Notable examples include commercial construction, commercial shipbuilding, architecture, and test and research reactors.

KEYWORDS: Virtual Reality (VR); Ship Design; 3D Software; CAD Models; Ship Construction; Self-Directed Navigation in VR

DON26BZ01-NV014 — Non-Radio Frequency, Covert Maritime Transceiver

Award Maximum: $140,000 (Base) / $100,000 (Option) Period of Performance: 6 months (Base) + 6 months (Option) Phase Type: Phase I

OBJECTIVE: Develop a reliable and covert transceiver for use in contested areas where the use of traditional radio frequencies are not permitted in order to remain concealed. The Navy is looking for new technologies that can transmit and receive wireless communications from distances of at least 5km. The signal medium may be, but not limited to, acoustic, infrared, or ultraviolet. The communications link must be highly resistant to interference, detection, and exploitation.

DESCRIPTION: Covert communications have continuously evolved during the history of warfare. Paradigm shifts in communication (in warfare) have enabled evolutionary tactical advantages that have lasted for finite periods of time until an adversary adjusts technology and tactics to detect, and in some cases monitor, seemingly covert communications. Various modalities are available to attempt to provide secure, covert communications including many Radio Frequency (RF) techniques, free-space optics (laser comm.) and others. Due to the United States's reliance on RF for communications and sensing (e.g., radar), various peer-adversaries have engineered around many of these modalities putting secure communications at risk. For this reason, it is necessary to go "out-of-band" to provide a modality of communication not commonly used and enabled by technology that is wholly new and therefore restricted by rarity.

Therefore, the Navy is looking for a low power, small communications transceiver that offers low probability of intercept (LPI) and low probability of detection (LPD). The new technology must be able to acquire, track, and maintain a secure communications link between rapidly moving vehicles (manned and unmanned). Emerging applications include cognitive operations with other autonomous systems for armed combat, Intelligence, Surveillance, Reconnaissance (ISR), casualty extraction, and field communications.

Attributes: Must be able to communicate between two or more points at least 5km away; Low Size, Weight, and Power/Cost (SWaP-C); Reliable, continuous communication link; Field Programmable; LPI/LPD; Flexible data rate requirement (up to 10MB/s).

Work produced in Phase II may become classified.

PHASE I: Evaluation of technical merit of Phase I proposals will be based on design, system functionality, durability and feasibility. Assessment of the performance parameters and identification of the constraints and limitations is required, and a full rationale supporting the advantages and strengths of the design. Justification of the feasibility study will be based on research, part/component availability, sound engineering principles, and market research. Describe maximum transmission distance between points and the reliability of the wireless link. The Phase I effort will include prototype plans to be developed under Phase II.

PHASE II: The end state goal of the proposed initiative is to develop and test a prototype system that implements the Phase I design. This prototype will have its ability to communicate wirelessly between two points tested in a relevant environment with input and direction from the Government TPOC. The system should demonstrate that it meets the objective and system attributes in this SBIR topic and will be evaluated based on the reliability and capability of the communications link. Work in Phase II may become classified.

PHASE III DUAL USE APPLICATIONS: Complete final testing and perform necessary integration and transition for use in monitoring operations, remote surveillance and reconnaissance applications with appropriate platforms and agencies, and future combat systems under development. Commercially, this product could be used to enable remote environmental and security monitoring or point to point secure communications.

KEYWORDS: Covert transceiver communications; Field programmable; Wireless communications; interference resistant; Low power consumption; Cognitive applications; Radio Frequency; non-RF

DON26BZ01-NV013 — AI-Assisted Modernization and Optimization of Theater Mission Planning Center (TMPC) Software

Award Maximum: $140,000 (Base) / $100,000 (Option) Period of Performance: 6 months (Base) + 6 months (Option) Phase Type: Phase I

OBJECTIVE: Develop an AI-driven toolset to automate the modernization of Theater Mission Planning Center (TMPC) software, focusing on refactoring legacy code, optimizing performance, integrating advanced cybersecurity, and ensuring compatibility with modern and next-generation mission systems.

DESCRIPTION: TMPC software is built on legacy code that presents challenges in maintainability, performance optimization, cybersecurity, and integration with evolving mission systems. Current modernization efforts rely on manual refactoring, which is time-consuming, error-prone, and costly. There is a critical need for an AI-driven capability to automate code refactoring, optimize computational efficiency, and integrate cybersecurity features without disrupting TMPC's core functions. This effort will enable seamless software upgrades while maintaining backward compatibility with existing operational platforms.

The proposed solution will leverage machine learning (ML) and natural language processing (NLP) to analyze, refactor, and optimize TMPC's codebase while preserving mission-critical functionalities. Additionally, AI-assisted software validation and security enhancements will ensure that modernized TMPC software meets the evolving requirements of Navy mission planning environments.

Work produced in Phase II may become classified.

PHASE I: Conduct an analysis of TMPC's existing software architecture to identify modernization needs. Develop conceptual AI-based models for legacy code analysis, refactoring, and cybersecurity integration. Demonstrate proof-of-concept AI-driven refactoring on a representative TMPC software component. The Phase I effort will include prototype plans to be developed under Phase II.

PHASE II: Develop a prototype AI toolset for TMPC code modernization. Integrate cybersecurity enhancements and automated validation/testing. Conduct functional and performance testing and validation. Ensure compatibility with existing and next-generation TMPC hardware/software. Work in Phase II may become classified.

PHASE III DUAL USE APPLICATIONS: Bring the AI tool from prototype to full-scale, improving the speed, security, and cost-effectiveness of software upgrades. The same technology that helps the Navy can also potentially help the private sector fix and secure older software more easily.

KEYWORDS: AI-assisted; Legacy Code; Machine Learning; Natural Language Processing; Tomahawk; Mission Planning

DON26BZ01-NV012 — Optical Power Limiters Countering Frequency Agile Lasers and Dazzlers

Award Maximum: $140,000 (Base) / $100,000 (Option) Period of Performance: 6 months (Base) + 6 months (Option) Phase Type: Phase I

OBJECTIVE: Develop Mid-Wave Infrared/Long-Wave Infrared (MWIR/LWIR) nonlinear optical (NLO) dyes embedded in sol-gel glass operating as an Optical Power Limiter that protects optical sensors from damage caused by high-intensity light by reducing transmittance at high input power levels such as from frequency agile lasers and dazzlers.

DESCRIPTION: The proliferation of commercial, visible, and infrared wavelength laser systems is increasingly becoming a threat to our warfighters, which drives the need for further research and development for electro-optical/infrared (EO/IR) sensor. Current fielded sensor protection equipment is limited to fixed wavelength filters. However, broad band filters that are designed to circumvent multiwavelength laser threats are plagued by low transmittance, which degrades the sensitivity and performance of the sensor. Future warfighter threats include frequency agile lasers and dazzlers which have the potential of defeating fixed filters. Self-activating (passive) devices, where protection is activated by the incoming radiation (optical limiters), are the best approach to counter frequency agile and short pulse laser threats.

This SBIR topic solicits new, innovative NLO dyes embedded in sol-gel glass to provide sensor protection from frequency-agile laser and dazzlers operating in the MWIR/LWIR spectrum.

The NLO dyes embedded in sol-gel glass critical requirements are: (1) Wavelengths – threshold MWIR 3 to 5 micron goal MWIR/LWIR 3 to 12 microns; (2) Response time: < 1ns; (3) Recovery time: < 1ms; (4) Low-intensity transparency is > 50%; (5) For light intensity or fluence above the limiting threshold (LT), the attenuation is > 20dB; (6) The Damage threshold (DT) is at least 10 times larger than that of the nonlinear optical material used; (7) The fluence limiting threshold (LT) is below 500 milli-joules/cm^2/pulse; (8) Multiple use without performance degradation exceeds 10,000 pulses; (9) Wide acceptance and protection angles; (10) Testing should be performed using f-number optics no greater than f/10; (11) Dynamic range (~120 dB); (12) Rapid response time (~20 us); (13) Optical limiting threshold of 6.5 W/cm2 at room temperature.

Work produced in Phase II may become classified.

PHASE I: Develop a NLO dye embedded in sol-gel glass protection concept designed to meet the critical requirements stated. Identify critical fabrication processes for realizing this concept. Conduct theoretical analysis and limited laboratory laser irradiation experiments on sample materials or devices to prove the feasibility of the concept. Demonstrate a clear ability to prepare at least 1 inch diameter optically clear sol gel glass boules that are suitable for cutting and polishing. The Phase I deliverables will also include prototype plans to be developed in Phase II, 3-dimensional model, Weight Budget, Trade-off analysis, and preliminary lab test data and supporting analysis.

PHASE II: Develop and demonstrate a NLO dye embedded in sol-gel glass protection prototype system. Prototype optical limiting for mid-infrared transparent windows should be built in the form, fit and function of, or integrated for use in conjunction with, common Embedded Image Periscopes (EIPs) or embedded vision blocks on ground combat vehicles. This NLO dye embedded in sol-gel glass prototype shall be jamming, damage, and device tested for critical requirements listed in the Topic Description, broadband laser protection performance, linear absorption, and degradation to optical system performance in a laboratory environment. It is probable that the work under this effort will be classified under Phase II.

PHASE III DUAL USE APPLICATIONS: Pursue commercialization of the various technologies developed in Phase II for transitioning expanded mission capability to a broad range of potential government and civilian users and alternate mission applications. Commercial applications could include coatings on car windows to attenuate incoming headlights, and coatings on windows of buildings to reduce heating from the sun. This system could be applied to other military platforms as well as the commercial and private airline industries as a defense against real world terrorist threats.

KEYWORDS: Sol-Gel Glasses; Laser protection; Frequency-agile laser; Dazzlers; Mid-Wave Infrared; Long-Wave Infrared

DON26BZ01-NV011 — Compact Battery Operated Mid-wave Infrared (MWIR) Hyperspectral, High-Definition, Real-Time Video Camera Integrated with Photonic Crystal

Award Maximum: $140,000 (Base) / $100,000 (Option) Period of Performance: 6 months (Base) + 6 months (Option) Phase Type: Phase I

OBJECTIVE: Develop and demonstrate a compact battery-operated mid-wave infrared (MWIR) hyperspectral imaging (HSI) photonic chip video camera for integration into mobile network enabled small sensor platforms.

DESCRIPTION: Hyperspectral imaging allows quantitative evaluation of material composition and spatial distribution and finds numerous applications in areas such as remote sensing and military reconnaissance. In particular, the operational utility of HSI for detection, recognition and identification of hard-to-detect targets in environments cluttered with background noise is especially critical. Spectral imaging can aid the detection, acquisition and tracking of a potentially camouflaged, low-signature target, with significantly improved accuracy that cannot otherwise be detected using more conventional imaging means.

Conventional HSI systems tend to use large, bulky optical elements, such as a Michelson interferometer or other tunable optical filter components to spectrally resolve the input optical signals, and therefore usually have the characteristics of significant size, weight, and power (SWaP) consumption, mechanical complexity, as well as non-compliance with military specifications. More importantly, the mechanical mechanism of the conventional tunable filtering system gives rise to extremely slow spectral scanning speed and thus, slow imaging speed at that rate of one hyperspectral image per approximately one to two minutes.

It is therefore the objective of this SBIR topic to develop a battery-operated, compact, high-performance MWIR HSI camera system capable of capturing HSI video at real-time or higher frame rates in the room temperature thermal infrared region.

System required parameters include: (1) Wavelength range: 3-5 microns; (2) Array size: Threshold — 1280 x 1024 pixels; Objective — 2048 x 1536 pixels; (3) Spectral resolution: below 5 nm; (4) Pixel pitch: Threshold – 12 microns; Objective – 8 microns; (5) Real-time hyperspectral video imaging Programmable; 0.0015 Hz to 125 Hz frames per second; (6) Acquisition time of hyperspectral image with 500 spectral bands: < 40 ms or minimum 25 video data cubes (each with 500 spectral bands) per second; (7) Size and Weight: 7.5 grams and < 4.9 cm³; (8) Battery Type: Lithium-ion battery enhanced by using carbon-based nanostructures with a specific energy > 600 Wh/kg at 0.5C discharge rate, and specific capacity of > 600 Ah/kg; (9) Low power consumption, starting at 600 mW; (10) Humidity Non-condensing between 5% - 95%; (11) Non-Operating Temperature Range -57 °C to +80 °C; (12) Operating Temperature Range -40 °C to +71 °C; (13) Operational Altitude 40,000 ft; (14) Shock 40g w/ 11ms half-sine pulse, 3-axis; (15) Vibration 5.8 grms 3-axis, 1hr each.

PHASE I: Demonstrate the feasibility of using massive parallel computing to design hyperspectral photonic chips. The design should shorten the acquisition time by 100X, i.e., reducing the time from seconds in traditional HSI to a few milliseconds. It should improve the spectral resolution by 10X, i.e., going from tens of nanometers to a few nanometers, which translates into over 500 spectral bands in the MWIR band (3 to 5 um). The spatial resolution should be consistent with today's FPA resolution to reach 3.1-mega pixel for high-definition images. The design could be realized in ultra-compact form factor, reducing traditional HSI's size and weight by 10–20 times. The Phase I effort will include prototype plans to be developed under Phase II.

PHASE II: Optimize the unit cell design and lattice lengths to allow for (i) polarization insensitivity, (ii) WFOV performance, and (iii) broadband performance. Demonstrate a fully coupled design process using machine learning and physical simulation. Perform experimental verification of the generated design by demonstrating a real time MWIR hyperspectral imager with 5 nm spectral resolution, 1.3-million-pixel count, at 30 Hz frame rate. Demonstrate tunable focal lengths using lens-embedded photonic crystals.

PHASE III DUAL USE APPLICATIONS: Outputs from Phase II are anticipated to be TRL 7 but may require additional effort to refine to a more manufacturable design. Concentrate on the manufacturability as well as the fabrication process itself to prepare for commercial offerings of a fully functional product. The commercial potential includes new handheld and portable instruments for chemical, photometric, and biological sensing. Photonic crystal cameras can be integrated into compact form factors that enable in situ measurement for manufacturing process analysis and in-process feedback control. Applications include solid-state lighting characterization and testing, emissions control, portable sensing, and personal health care.

KEYWORDS: Photonic crystal; Hyperspectral; Camera; Focal plane array; On-chip; Filter

DON26BZ01-NV010 — E-2D Large Language Model Entity (ELLMENT)

Award Maximum: $140,000 (Base) / $100,000 (Option) Period of Performance: 6 months (Base) + 6 months (Option) Phase Type: Phase I

OBJECTIVE: Develop and implement a traceable, explainable, referenced, and reasoned Large Language Model (LLM) that functions as an on-demand Natural Language Processing (NLP) decision-support assistant for Naval Flight Officers (NFOs) and mission crew aboard a carrier-based, all weather, tactical battle management, airborne early warning, and command and control aircraft.

DESCRIPTION: Artificial Intelligence/Machine Learning (AI/ML) technologies are transforming how complex data is understood and acted upon in operational environments. This SBIR topic seeks to explore the development of a domain-specific LLM system to support rapid insight generation from structured and unstructured documents (e.g., Tactics, Techniques, and Procedures [TTPs]), mission logs, communications, and other high-volume data sources relevant to tactical operations.

The goal is to deliver a modular, self-contained AI/NLP solution that can assist NFOs and mission crew by summarizing, reasoning over, and extracting meaning from dense operational material in real time. This LLM must be specifically designed to operate in a stand-alone configuration in accordance with information assurance policies, with mechanisms for traceability, where the information came from and how is it connecting to the goal, source attribution, and model transparency. The system must also support future extensibility to multi-modal data ingestion.

Work produced in Phase II may become classified.

PHASE I: Define and develop the foundational architecture and baseline capability for implementing Large Language Model Operations (LLMOps) in support of mission decision-aid tools for the E-2D platform. Activities include: (1) Security, Ethics, and Data Governance Planning — collaborate with relevant Navy civilian representatives to establish appropriate data classification levels, define a cybersecurity framework, and incorporate an ethical AI governance structure; (2) LLM Selection and Mission Alignment — select an appropriate LLM architecture based on mission-specific demands, with consideration for performance in tactical and technical language domains, model transparency and explainability, and compatibility with in-theater deployment constraints; (3) Corpus Curation and Model Training — train the selected LLM on an aircraft relevant corpus including mission-specific TTPs, doctrine documents, and communication logs, using prompt engineering, fine-tuning, and Retrieval-Augmented Generation (RAG); (4) Evaluation and Output Validation — assess model performance using a comprehensive metrics suite including response accuracy, relevance, bias detection, and trustworthiness; (5) Deployment Pathways and Phase II Readiness — evaluate and down-select hardware and software deployment options and develop a baseline implementation roadmap.

PHASE II: The developed LLM will be deployed to a stand-alone laboratory environment for rigorous evaluation in an Operator-in-the-Loop (OITL) configuration. NFOs and mission operators will engage with the LLM across representative command and control mission scenarios. Subject Matter Experts will conduct structured evaluations using predefined metrics. To support future scale-up, candidate computing architectures will be assessed, including emerging platforms such as quantum-accelerated processing. A lifecycle monitoring framework will also be established. Work in Phase II may become classified.

PHASE III DUAL USE APPLICATIONS: Upon successful completion of final V&V testing, the developed system will be authorized for transition to designated operational platforms. The capability has garnered interest from ONR Code 32, in connection with ASW mission domains. Examples of Dual-Use Applications include: Predictive Maintenance, Supply Chain Optimization, Threat Detection, and Security Auditing.

KEYWORDS: Large language model; LLMs; Natural Language Processing; NLP; Multi-modal approaches

DON26BZ01-NV009 — Open Architecture for a Low Volume Software Defined Radio (SDR) for Navy Aircraft

Award Maximum: $140,000 (Base) / $100,000 (Option) Period of Performance: 6 months (Base) + 6 months (Option) Phase Type: Phase I

OBJECTIVE: Design, develop, and demonstrate an innovative airborne radio system with a reduction compared to current airborne radios. The solution will incorporate a Modular Open Systems Approach (MOSA) and Model-Based Systems Engineering (MBSE) methodologies to ensure seamless integration across Navy and Marine Corps platforms including fixed wing, rotary wing and UAV aircraft.

DESCRIPTION: The Navy seeks an innovative, open-architecture airborne radio system optimized for a minimal Size, Weight, and Power (SWaP) to ensure seamless integration across a wide range of NAVAIR platforms, such as the SH-60, F/A-18, E-2D, and MQ-4C. This system will leverage a MOSA to ensure future adaptability and significantly reduce the cost and complexity of radio upgrades. The goal is to provide a pathway for future modifications without impacting existing platform infrastructure.

Developing aircraft radio systems presents significant challenges due to stringent SWaP constraints, harsh environmental conditions, and demanding Electromagnetic Compatibility (EMC) standards. Equally critical is robust cybersecurity, requiring adherence to standards like NIST SP 800-53 and the integration of security measures throughout the system design lifecycle.

The objective of this SBIR topic is to design, develop, and demonstrate an innovative airborne radio system optimized for SWaP efficiency. The system must satisfy current security and operational demands, while providing a modular, scalable architecture that accommodates future technology upgrades and supports evolving communication waveforms.

An open architecture is also critical to sustain radio systems through their lifecycle. The MOSA leverages a robust ecosystem of established standards, including Sensor Open Systems Architecture (SOSA) and Modular Open RF Architecture (MORA) that enable modularity and interoperability. Additionally, applying an MBSE to radio system design will enhance system understanding, enable early defect detection and improve documentation.

Additionally, the resulting radio system architecture should adhere to the following technical goals: Fit within the tight size constraints of two VNX+ standard cards (78 mm x 89 mm x 19 mm each); Support two separate Transmit and Receive RF channels — one capable of 30MHz to 6GHz and the other capable of supporting 30MHz to 31GHz; Support at least 60MHz instantaneous bandwidth; Support transmit power amplifier capable of reliably delivering an average 25 Watts of RF power on transmit channel 1 and 1 Watt of RF power on transmit channel 2; Interoperability with MORA devices for control and I/Q data sharing; Capable of Digital Pre Distortion (DPD); Capable of programmable RF waveforms including VHF/UHF communications waveforms including AM/FM, Air Traffic Control (ATC), Public Safety, Have Quick II, SATURN, SINCGARS, DAMA, MUOS, JPALS, and Automatic Direction Finding (ADF), Link-16; Capable of 1024-QAM OFDM modulation with 1000 subcarriers.

Work produced in Phase II may become classified.

PHASE I: Develop an initial design for a novel SWaP-optimized airborne radio system utilizing MOSA and MBSE principles that is readily integrable across Navy and Marine Corps platforms, encompassing fixed wing, rotary wing and UAV aircraft. Provide analysis to determine the feasibility of the design by meeting the technical goals defined in the Description. The Phase I effort will include prototype plans to be developed under Phase II.

PHASE II: Develop a prototype that includes the high-risk technology elements previously identified. Continue to refine the MBSE design developed in Phase I and demonstrate prototype functionality in a laboratory environment. Work in Phase II may become classified.

PHASE III DUAL USE APPLICATIONS: Further develop/refine the prototype(s) generated in Phase II for inclusion in a tactical radio for Navy and Marine aircraft that includes qualification and flight testing. By identifying radio technologies adaptable to harsh Navy and Marine aviation environments, this research benefits the private sector by enabling more reliable and robust commercial solutions. For example, technologies proven resilient in demanding military aircraft environments can be applied to industries such as mining, oil and gas exploration, or even emergency services communication.

KEYWORDS: Radio; Modular; Communications; Open; Signal

DON26BZ01-NV008 — Automated Expeditionary Airfield Assembly

Award Maximum: $140,000 (Base) / $100,000 (Option) Period of Performance: 6 months (Base) + 6 months (Option) Phase Type: Phase I

OBJECTIVE: Research, develop, and evaluate robotic system methodologies for automating or augmenting the assembly of Expeditionary Airfield (EAF) matting to enhance operational efficiency.

DESCRIPTION: EAFs serve as vital shore-based aviation support systems that enable the rapid deployment and recovery of military aircraft in environments lacking established infrastructure. Currently, assembling EAF matting is a manual process carried out by Marines—a task that is physically demanding, labor-intensive, and exposes personnel to potential hazards.

Developing a robotic system capable of assisting with or fully automating this assembly process would offer significant operational benefits: increasing efficiency, reducing risk to personnel, and enabling Marines to focus on higher-priority mission objectives. The level of autonomy should allow for the robots to navigate and control without human assistance, which includes obstacle avoidance, path planning, and grasping. Such a solution would improve overall force readiness and effectiveness in austere and time-critical operational scenarios.

The approach includes defining and developing a viable system concept, while investigating various robotic configurations—such as mobile manipulators and assistive technologies—for their effectiveness in EAF mat handling, alignment, and interconnection across diverse and austere terrains.

The research will evaluate the proposed system's capacity to: Traverse and operate on uneven or unstable surfaces; Manipulate and position heavy EAF mat sections with precision; Endure harsh environmental and operational conditions; Integrate seamlessly with current EAF deployment procedures.

Work produced in Phase II may become classified.

PHASE I: Demonstrate the technical feasibility of a robotic system capable of automating or augmenting the assembly of EAF prefabricated surfaced aluminum (PSA) Flat Top-Nested (Top-N) Trackway mats. This research will lay the groundwork for future development of a deployable robotic solution, enhancing safety, speed, and efficiency in EAF setup operations. Focus on designing and modeling key system components to evaluate performance across critical metrics, including payload capacity, reach, manipulation precision, power consumption, and operational endurance. Under the Phase I Option, if exercised, simulations will be conducted to assess system behavior in representative virtual EAF deployment environments and to identify key technical risks and milestones. The Phase I effort will include prototype plans to be developed under Phase II.

PHASE II: Develop and demonstrate a functional prototype of the robotic system for automated or semi-automated assembly of EAF mats. Refine the selected robotic system concept and fabricate a fully functional prototype incorporating the chosen locomotion system, end-effectors, sensors, and control architecture. Rigorous testing will be conducted in both laboratory and field settings, culminating in a demonstration of the prototype's capabilities in a representative EAF deployment scenario. The robot shall be able to handle the PSA mats in some manner to aid in the assemble of the airfield, be a closed system, and able to operate in a realistic environment. The system will be judged on feasibility, time to assemble, ease of use, and overall size and mass. Deliverables include a prototype; the open interface specification; software design documents; the uncompiled, human-readable source code; associated comments and documentation; and any tuned parameters and weights; schematics of the robot. Work in Phase II may become classified.

PHASE III DUAL USE APPLICATIONS: Leverage Phase II findings to develop a robust and deployable robotic system for EAF mat assembly, optimized for real-world operational scenarios. The system must demonstrate sustained operation in deployed environments, achieving significant reductions in manning requirements, operational costs, and/or deployment time. Conduct rigorous field testing that culminates in a full-scale demonstration of EAF deployment. The technology developed for this SBIR topic will have dual use in construction allowing for the rapid deployment of flooring and laying of other interlocking material. Other technologies, such as the development of man-unmanned teaming, perception modeling, and enhanced understanding of unobservable environmental conditions, will drive advancements in robotics, computer vision, and autonomy, with broad implications across multiple domains.

KEYWORDS: Robotics; Artificial Intelligence; AI; Navigation; Manipulation; Automation; Navigation

DON26BZ01-NV007 — Test and Alert System for Type 1 Encryption Device Hold-up Batteries (HUB)

Award Maximum: $140,000 (Base) / $100,000 (Option) Period of Performance: 6 months (Base) + 6 months (Option) Phase Type: Phase I

OBJECTIVE: Develop a common Type 1 encryption device Hold-Up Battery (HUB) tester and accompanying low battery alert device.

DESCRIPTION: Develop a universal Hold-Up Battery (HUB) tester and integrated low-voltage alert system for Type 1 encryption devices. These devices rely on HUB batteries to retain mission-critical software. Failure to replace depleted batteries within specified intervals often renders them inoperable, necessitating costly returns to depots or vendors for software recovery.

The proposed solution must provide: A non-invasive HUB battery tester compatible across multiple device types; A low-battery alert mechanism to signal impending voltage failure; A streamlined method for monitoring and managing battery replacement intervals.

This capability will significantly reduce lifecycle costs, improve operational readiness, and mitigate the risks associated with device storage in long-term vault conditions.

Work produced in Phase II may become classified.

PHASE I: Investigate and propose design approaches for a universal HUB testing device compatible with a range of Type 1 encryption devices. Emphasis will be placed on a non-invasive testing methodology to assess battery health without compromising device security or data integrity. Evaluate the technical feasibility of developing a compact, attachable low-battery alert module capable of operating within storage conditions and security constraints typical of Type 1 encryption devices. Identify common HUB battery characteristics across platforms and establish baseline voltage thresholds for end-of-life alerts. The Phase I effort will include prototype plans to be developed under Phase II.

PHASE II: Based on Phase I modeling, design and develop a prototype HUB testing device for Type 1 encryption devices. Execute Developmental Test and Evaluation (DT&E) activities to identify the system's capabilities, limitations and deficiencies. Provide DT&E data for cost, performance and schedule tradeoffs. It is probable that the work under this effort will be classified under Phase II.

PHASE III DUAL USE APPLICATIONS: Further develop the prototype(s) generated in Phase II for use in COMSEC facilities and Fleet activities that store and maintain Type 1 encryption devices with HUBs. By identifying and developing devices that test and alert to HUB status, this research benefits the private sector by enabling reliable and robust commercial solutions for testing, tracking and replacing batteries that may be failing. This could potentially lead to improved performance, reduced downtimes and replacement/recovery cost associated with these devices when the batteries fail.

KEYWORDS: Type 1 Encryptor; Hold-Up Battery; HUB; COMSEC; Vault Storage; Bricked Encryptor; Battery Testing

DON26BZ01-NV006 — High-Gain Directional Low-Frequency Sonobuoy Array

Award Maximum: $140,000 (Base) / $100,000 (Option) Period of Performance: 6 months (Base) + 6 months (Option) Phase Type: Phase I

OBJECTIVE: Develop a high-gain, low-frequency vertical line array of vector sensors capable of long-range passive detection and enhanced signal processing, deployable in an A-size form factor.

DESCRIPTION: To enhance anti-submarine warfare (ASW) detection and directional sensitivity in deep waters, the U.S. Navy requires a high-gain directional, low-frequency (< 500Hz) sonobuoy array, housed in an A-size form factor. It is expected that array gain will be achieved by using modelled and measured vertical noise profiles. The system must leverage novel sensor configurations and array geometries to maximize low-frequency Signal-to-Noise Ratio (SNR) while remaining compatible with existing sonobuoy communication and processing platforms. Advanced beamforming, signal processing, and robust hardware integration are crucial for extended detection ranges and minimized false alarms. Environmental factors like multipath interference, ambient noise, self-noise, and sensor stability must be addressed to ensure reliable performance in contested environments. This sonobuoy will bolster fleet ASW capabilities by delivering superior signal clarity, longer-range detection, and a decisive operational advantage through improved sensor capabilities and operational durations.

The objective is to develop a high-gain, low-frequency vertical line array of vector sensors capable of long-range passive detection and enhanced signal processing, deployable in an A-size form factor.

The system will be deployed from Navy Maritime Patrol and Reconnaissance Aircraft, have capability across multiple operational environments, and will utilize the necessarily varied hardware configurations, passive processing, and frequency characteristics to consistently achieve critical ASW metrics.

The sonobuoy must support deep-water tactical operations. Deployment depths up to 1000' and 8 hours of life is required. The array design will provide 17 dB of gain at the design frequency in a three-dimensional isotropic ambient noise field as a minimum. The maximum saturation level will be 128 dB/µPa at 100 Hz with a total dynamic range of 96 dB. The sensor solution must be low power and fit within an "A" size sonobuoy (4.875-inch diameter x 36-inch length, weight under 40 pounds). Acoustic data sent to the aircraft from each vector sensor shall consist of Omni, Sine, and Cosine data. The communications link must comply with NATO's STANAG 4718. Long term plans include using the array in a persistent sonobuoy.

Work produced in Phase II may become classified.

PHASE I: Establish the baseline sensor requirements working in conjunction with the Navy Technical Point of Contact (TPOC). Perform comprehensive analytical and numerical modeling to define the optimal design of the sensing element and array for achieving the necessary gain using low frequency vertical noise profiles. Conduct trade studies on various sensor technologies, including velocity sensors, to select the most effective array configuration. Environmental noise factors will also be evaluated to determine their impact on overall system performance. Conduct trade studies on passive processing enhancements and adaptive beamforming to maximize detection range at these low frequencies. A proof-of-concept simulation of the acoustal array will be developed to demonstrate the feasibility of the proposed approach, guiding both design decisions and risk mitigation. The Phase I effort will conclude with the generation of a high-level prototype design to be implemented during Phase II, ensuring a clear path from concept to operational capability. Demonstrate materials/software/hardware required for prototype development can be sourced, produced, or obtained within a reasonable timeframe. The Phase I effort will include prototype plans to be developed under Phase II.

PHASE II: Develop and test prototype(s) of the low frequency sensing element and/or acoustical array to verify Phase I performance predictions. Conduct trade studies on passive processing enhancements and adaptive beamforming to maximize detection range at these low frequencies. Quantify key performance metrics through a combination of laboratory and open water testing. Extrapolate the expected performance for the intended mission(s). Work in Phase II may become classified.

PHASE II OPTION OR CATAPULT PHASE II: Identify and develop deployment mechanisms and communication protocols. Design and fabricate an over-the-side deployable sonobuoy prototype rooted in Phase II findings and conduct over-the-side testing in both controlled facilities and actual aquatic environments to validate performance. Integrate beamforming and signal processing algorithms optimized for the low-frequency range. Finalize the design concept by detailing a comprehensive roadmap for Phase III transition. Conduct a study to determine the feasibility of extending the concept to a persistent capability with an operational life of 24 hours or greater.

PHASE III DUAL USE APPLICATIONS: Develop a production-ready design and specification for the Phase II solution and its accompanying algorithms, then proceed with integrated engineering and operational testing of the air-deployed system to verify full operational functionality in Navy-supported scenarios. Demonstrate the system's adaptability and resilience in diverse maritime environments. Upon successful qualification, transition to the Fleet and refine operational parameters through at-sea trials. Explore commercial applications, including marine mammal detection, underwater resource exploration, and environmental monitoring.

KEYWORDS: Anti-Submarine Warfare; ASW; Sonobuoy; Low-Frequency Acoustics; Directional Arrays; Passive Detection; Beamforming; Underwater Sensing

DON26BZ01-NV005 — Low-Cost Multi-Mission Dip Sonar for Mine Warfare and Antisubmarine Warfare (Inner/Middle Zone)

Award Maximum: $140,000 (Base) / $100,000 (Option) Period of Performance: 6 months (Base) + 6 months (Option) Phase Type: Phase I

OBJECTIVE: Develop initial designs for a reduced cost, next generation helicopter dip sonar system utilizing multi-frequency band capabilities for traditional and enhanced anti-submarine warfare (ASW) capabilities for both inner and middle zone coverage (broadening to wide area search) as well as introducing aviation (naval) mine countermeasure (AMCM) capabilities.

DESCRIPTION: The United States Navy has long utilized dipping sonar systems on aircraft for Air ASW. The most recent sonar systems continue to show dominance in the Air ASW role with the ability to cover larger and larger areas of ocean. Simultaneously, various configurations of acoustic, electro-optic and electromagnetic sensor systems have been used in AMCM operations, with the newest remaining fielded systems offering limited mission coverage. As the Navy looks to new maritime strike future vertical lift capabilities, there will be an increased effort to combine capabilities into fewer unique aircraft platforms. To facilitate the merger of missions into fewer aircraft, it will become crucial to also combine more mission capabilities into individual mission systems. The resultant design from this effort is expected to provide increased capabilities across more aircraft of a singular configuration with the combination of improved Air ASW capability and added AMCM capability into a singular mission system, which in turn also will reduce the expected training and logistics costs with fewer variants of equipment to cover. Additionally, with continued retirements of existing mine-countermeasures systems, the Fleet will have an urgent need for other air-based AMCM capabilities/coverage and may want to consider implementing capabilities on other naval helicopters using existing, modified, or new sensors of acoustic, electro-optic, magnetic, and radio-frequency types.

Traditionally, the Navy developed and fielded acoustic ASW and AMCM systems independently while the physics of the underwater acoustic environment is a shared problem with differing targets and typical frequency bands of interest as a result. Additionally, acoustic ASW systems (i.e., sonobuoys and helicopter dip sonars) are of compact size and can be utilized on a medium lift helicopter or smaller, while acoustic AMCM systems have typically targeted installation on heavy-lift helicopters. Incorporation of a secondary frequency band capability into a helicopter dip sonar transducer assembly would quickly bring AMCM capability to a typically large number of traditionally ASW helicopters and bring air-based AMCM capability to the Navy's air-capable ships, simultaneously with ASW capability. The multi-mission capability of such a sonar transducer assembly would also allow one aircraft, without reconfiguring, cover both ASW and AMCM mission sets for reduced maintenance and reducing the equipment needed to be stored while afloat in space-constrained ships.

The objective is to develop initial designs for a reduced cost, next generation helicopter dip sonar system utilizing multi-frequency band capabilities for traditional and enhanced anti-submarine warfare (ASW) capabilities for both inner and middle zone coverage (broadening to wide area search) as well as introducing aviation (naval) mine countermeasure (AMCM) capabilities.

The system would also be utilized either in its full capability configuration or at a reduced capability configuration as a retrofit into the multi-mission helicopter as a replacement for the existing dipping sonar system transducer, while at a decreased unit and sustainment cost (below Class A mishap thresholds if lost in flight, with a goal of below a Class C threshold).

Minimally funded Science and Technology efforts have previously been performed to assess USN dipping sonar capability to detect naval mines using the system, acoustic pulses/frequencies, and processing in its existing ASW configuration and have shown success in detecting nearly every naval mine based on post-flight data analysis. Enhancing that capability with a secondary frequency band and associated beam steering, as well as uniquely developed pulses and processing across both frequency bands, is expected to provide a significant AMCM capability while retaining both traditional ASW superiority and enhanced ASW detection and classification capabilities for certain scenarios.

In addition to introducing AMCM capabilities into a traditional ASW sensor system, no significant improvements in the traditional ASW sonar transducer assemblies available from industry have been introduced since the last dipping sonar system competitive source selection conducted in the late 1980s. Increasing costs of the existing USN sonar systems continue to drive concerns regarding the long term affordability of the existing fielded systems and any future variants thereof, and continue to pose a risk of generating an equipment cost loss equivalent to a Class A mishap record if the transducer is lost from the aircraft. As such, decreasing the recurring production costs of a future transducer assembly are of significant concern and ensuring improved supportability. Noting that sonobuoys are similar advanced acoustic sensor systems made in large quantities for production unit costs of less than $15k/each indicates that a highly capable sonar transducer design would be capable of being generated with a much more reasonable forecast production cost well below $500k/each.

Additionally, the ability for the new sonar transducer to be retrofit in place of existing USN fielded sonar transducers (form/fit/function compatible) used on the existing USN aircraft while utilizing existing sonar processing (~3-5 kHz frequency band) and bringing AMCM capability and new added ASW capabilities to the traditionally ASW-focused helicopters is of interest utilizing a higher frequency band in the same unit.

Lastly, it would be a significant advancement in helicopter-based ASW capabilities if a tertiary frequency band below 2 kHz was also added to expand mission capabilities to broach wide area search and explore advantages of convergence zone type capabilities, while retaining the inherent existing direct path detection coverage of the mid-frequency 3-5kHz band, for full spectrum coverage of the surrounding areas.

The new multi-frequency band sonar transducer would be desired to have at least the following characteristics: Primary transmit array would be omnidirectional for ASW in the horizontal plane; Primary acoustic transmit band for ASW: 3-5 kHz; Primary receive array would be capable of supporting 24 beams for primary ASW capabilities; Consider using Single Crystal transducer technology or other new technology to reduce the weight and improve bandwidth; Overall weight must be less than 180 lbs.; Primary electronics power and transmission signal power for the unit must be provided from an external transmitter/amplifier; Primary acoustic processing must occur offboard (not within unit); Secondary higher frequency band must be selected for AMCM mission optimization; Secondary transmit and receive array functionality could reuse the primary arrays, utilizing electronic or physical manipulation as needed/possible to optimize AMCM. Alternatively, integrating other transmit and/or receive arrays within the same assembly may be acceptable; The secondary array capabilities would consider abilities to steer beams both horizontally and vertically depending on both mine and submarine targets of interest; As allowable, a tertiary capability of covering lower frequencies for longer range area searches and overlap with current other low frequency system operational frequencies (below 2 kHz) is preferred; Mechanically extended and retracted arrays are acceptable; Will be capable of storage within an aircraft body for forward flight, ideally with an overall stowed diameter of no greater than 210 mm for the primary body and an overall length no greater than 1275 mm; The CG of the sonar transducer assembly body will be designed to be as low as possible for stability in lowering operations, with an upper limit of no greater than 35% of the length of the overall unit as measured from the bottom; The final fielded unit would incorporate a water thermocouple for measuring the water column temperature during lowering operations, a method for bottom proximity detection, a capability to protect itself during electrostatic discharge when lowered from a helicopter into the sea water, redundant depth sensing capabilities, angular orientation reporting relative to vertical, and a method for determining bearing orientation of the array; Acoustic elements would be physically or electronically steerable in the vertical plane; The unit design would be able to withstand operating depths to at least 2500 ft.

Work produced in Phase II may become classified.

PHASE I: Design a concept for a low-cost multi-frequency band sonar transducer assembly capable of supporting both ASW and AMCM mission sets. Create scale electronic models of the concept showing the integration of both capabilities within a single assembly, illustrate and explain conceptually how the assembly would be utilized for both ASW and AMCM missions in relation to the two (or more) primary frequency band capabilities. Demonstrate via analysis and simulation of the ability to use the mid-frequency band to cover traditional both inner and middle zone ASW through mono-static and multi-static methods combined with new technology and unique operating/processing methods. Via analysis and simulation, demonstrate the effectivity of the mid-frequency band and the higher frequency band for rapid detection of mines at various points in the water column including floating, moored, and bottomed types. Prepare a Phase II plan.

PHASE II: Develop a scale prototype of the sonar transducer assembly designed in Phase I for demonstrating physical sizing, fit, weight, CG, and mechanical functionality (not necessarily operable except for manual manipulation) to allow for demonstration of fit into a USN ASW-capable helicopter. Develop and demonstrate an acoustically functional and watertight representative prototype array in water, including development of an initial design specification for the sonar transducer. Initial demonstration and validation via computer modeling in full, or in part, will be considered if funding availability limits full hardware/software prototype construction. Prepare a Phase III commercialization/transition plan. It is probable that the work under this effort will be classified under Phase II.

PHASE III DUAL USE APPLICATIONS: Develop, build, and deliver a flight-worthy and fully functional sonar transducer assembly. Conduct full box level functional and environmental qualification (test and/or analysis), support field testing conducted by the USN, and support flight test operations on a USN MH-60R in both anti-submarine and mine-countermeasure scenarios. Create a system specification and drawing set for the final product. Verify through test compliance to specification and verification of modeling performed in Phase II. Develop and deliver high level concept of employment and operation. Assess and report on viability of using for mine-classification in addition to detection capabilities. Enhancements in underwater sonar systems could be applied to improved sonar systems used for offshore geographical exploration (mining, oil, etc.), marine surveys, and additionally could be beneficial in accelerating methods for search/rescue/recovery of personnel and equipment associated with ships and aircraft lost at sea.

DON26BZ01-NV004 — Aircraft Formation Flight Control Technology for Heterogeneous Formation Flight

Award Maximum: $140,000 (Base) / $100,000 (Option) Period of Performance: 6 months (Base) + 6 months (Option) Phase Type: Phase I

OBJECTIVE: Develop an advanced flight control architecture to enable greater range and endurance through precise automatic station keeping while flying in formation and exploiting vortex-generated upwash from upstream aircraft.

DESCRIPTION: Wake surfing (i.e., flying trail in close formation within the upwash of one or several lead aircraft) has demonstrated significant fuel savings on the order of 10-20%. Researchers have conducted multiple studies and executed flight demonstrations in the past that validated performance gains. However, the adoption of an operational capability still faces challenges.

One key challenge is the technical approach for trailing aircraft to maintain precise relative position behind upstream aircraft in the optimal location to maximize efficiency. While this task can be performed through manual pilot station keeping, the task is workload intensive and is not practical for long missions. There is a need for an autopilot flight control capability to maintain the position for optimum fuel savings (i.e., the "sweet spot"), realizing this significant range/endurance benefit opportunity with minimal or zero pilot workload. Flight control architectures must be capable of precise station keeping in aircraft formations of similar/dissimilar and manned/unmanned fixed wing aircraft. Flight control architectures may include techniques to sense the location of the vortex/upwash effects both with and without explicit knowledge of aircraft relative positions.

The objective is to create robust flight control laws for trailing aircraft in similar or dissimilar formations to exploit the benefits of wake surfing. Unique aircraft hardware and modifications should be minimized to the greatest extent possible to achieve this objective. To achieve robust control law development for precision formation flight, the problem can be broken into coarse and precision tracking problems, with some interdependencies between the two. It is strongly desired that both problems be solved without additional hardware integration for participating vehicles and zero data-link demands.

For coarse acquisition and tracking, it is expected that the relative position between participating aircraft needs to be established and maintained in the general vicinity of the lead's wing-tip vortex. Relative position must be maintained while sequencing waypoints or tracking a heading or ground track to accomplish ingress/egress mission segments. Consideration in the development of coarse acquisition and tracking capability should be given to Global Positioning System unavailability.

For precision position tracking and control, it is expected that aircraft sensors (e.g. air data, inertial, flight controls) affected by the influences of the wing tip vortex on the trail aircraft can be identified and exploited to locate optimal position. Control architecture gains and surface mixing influences necessary for acquiring and tightly tracking the optimal location in the presence of the non-linear wing tip vortices and free stream turbulence must be considered.

PHASE I: Define and develop a control law approach that provides a robust coarse and precision tracking schemes for automated formation flight to improve range. Create a control law development plan detailing the approach, rationale, schedule, key evaluations, robustness analysis, and other milestones. The plan should clearly identify expected parameters to be used for both the coarse and precision tracking loops (e.g., engine fuel flow, pitch vs Angle of Attack relationship changes, trim impacts), requirements, and rationale for their selection/derivation. Expectations for parameters sources (such as existing hardware, datalinks, or derived parameters) should be clearly documented, and any new hardware requirements should be made explicit. Control law architecture for all axes, expected gain setting, expected surface mixing approaches shall be discussed. The plan shall identify key analyses and iteration cycles to be performed in the maturation of control law algorithms. Preliminary modeling and simulation results assessing feasibility of the concept, including an accurate representation of the trailing vortex effects, are desired but not required during this Phase. The Phase I effort will include prototype plans to be developed under Phase II.

PHASE II: Develop and implement a prototype solution for wake surfing including control algorithms (i.e., relative positioning and optimized vortex benefit positioning) evaluated and tuned for use between multiple dissimilar aircraft. Software capabilities also include: formation management algorithms, mission optimization algorithms, formation entry and exit algorithms/procedures, and displays unique to wake surfing. Implement the prototype solution in a six degree-of-freedom (6DOF) simulation environment (including pilot-in-the-loop) to demonstrate and evaluate the algorithms and displays. Produce analysis and reports describing the prototype solution and results. The 6DOF simulation environment should include a) multiple aircraft (at least two aircraft of different type) to determine technical feasibility of the relative positioning algorithm and b) representation of the concept formation with 3+ aircraft to determine effect of larger formation sizes. The simulation must include an accurate representation of the systems that affect flight dynamic performance (actuation, latencies, hardware/sensors, etc.). Control algorithms should be able to handle different lead aircraft and aircraft sequencing inside the formation, handle a variety of maneuvers (e.g., turns and descents), enter and exit formation including failure contingency management, manage keep out zones for safety, and manage formation stability. Navy aircraft simulation environments may be available for use and control law evaluation during Phase II.

PHASE III DUAL USE APPLICATIONS: Integrate the Phase II-developed algorithms and displays into future manned and unmanned platforms, including Collaborative Combat Aircraft Programs of Record. Dual use applications include relative navigation without GPS aiding, UAS swarming, and robust flight control systems.

DON26BZ01-NV003 — High Clutter Virtual Objects for Modeling and Simulation

Award Maximum: $140,000 (Base) / $100,000 (Option) Period of Performance: 6 months (Base) + 6 months (Option) Phase Type: Phase I

OBJECTIVE: Develop a modeling and simulation (M&S) application for generating high-fidelity, thermally-attributed virtual electro-optic and infrared (EO/IR) object models—specifically weather-explicit 3D clouds and/or debris fields—for integration into real-time scene generation systems.

DESCRIPTION: Developmental and Operational Testing (DT/OT) of Missile Warning Systems (MWS), Infrared Countermeasures (IRCM), and Intelligence, Surveillance, and Reconnaissance (ISR) systems are currently limited to in-flight tests or the use of recorded flight video in digital system models (DSM). These methods do not adequately replicate the complexity of battlefield, industrial, and urban environments, especially under high-clutter, thermally dynamic conditions.

To enhance system survivability and test realism, validated synthetic 3D scene models are required to represent high-fidelity thermal environments unachievable through traditional Test & Evaluation (T&E) methods. These models enable more effective assessment of performance and operational effectiveness across a range of mission scenarios.

The Navy's EO/IR Direct Inject (EOIRDI) initiative employs the Synchronized Kilohertz Injection Projection (SKIP) scene generation system to support hardware-in-the-loop engagements. SKIP is capable of operating across multiple formats: 2k x 2k at 60 Hz; 512 x 512 at 500 Hz; 320 x 320 at 1kHz.

To fully utilize SKIP's capabilities, synthetic test engagements must be developed to match specific system-under-test (SUT) frame rates and resolution formats, incorporating unique geographic locations and weather conditions.

This topic seeks a M&S application for generating high-fidelity, thermally-attributed virtual EO/IR object models—specifically weather-explicit 3D clouds and/or debris fields—for integration into real-time scene generation systems.

The tool must enable validated six degrees of freedom (6-DOF) physics-based simulations to support live, virtual, and constructive (LVC)-based survivability assessments of modern threat engagement systems in cluttered battlefield environments involving air-to-air missiles (AAM) and surface-to-air (SAM) threats. The solution must support scene generation at real-time frame rates (60 Hz, 500 Hz, 1 kHz) using the EO/IR rendering framework built on OpenSceneGraph (OSG) and Virtual Planet Builder (VPB). Models must include optical, thermal, and physical attributes—such as spectral absorption, emissivity, and reflectivity—across the MWIR band (3.0–5.0 microns), with scalability to 0.2–20.0 microns. The system will enable creation, rendering, and validation of thermally accurate clutter (clouds/debris) varying by temperature, atmospheric composition, and precipitation to support enhanced DT/OT of threat detection and survivability systems.

PHASE I: Perform an analysis to design a comprehensive 3D cloud and/or debris field model demonstrating the development strategy and defining the M&S requirements for software plugins using the OSG 3D virtual framework environment for integration into DoW scene generation systems. Explore the technical method for model engineering, system integration, verification and validation testing. Write a final report for prototype plans in phase II. The Phase I effort will include prototype plans to be developed under Phase II.

PHASE II: Development of 3D Cloud and/or debris field models for integration into DoW scene generation using the OSG framework. The radiometrically accurate 3D models are initially for use with a Navy Scene Generator system. Each model will be delivered with metadata from its generation that is needed to be fully incorporated into the Scene Generator both geometrically and radiometrically.

PHASE III DUAL USE APPLICATIONS: Continue 3D Cloud model development with the addition of new cloud, debris field, and other hot entity model types for addition of high clutter objects to threat engagement scenarios for high fidelity T&E of aircraft installed MWS and FLIR systems. All new 3D model types of data need include calibration meta data. High clutter 3D cloud and debris field models have the potential for fire fighters and pilot training for building virtual training environments.

KEYWORDS: Development Testing (DT); Digital System Model (DSM); Electro-Optical (EO); Infrared (IR); Intelligence, Surveillance, and Reconnaissance (ISR); IR Countermeasures (IRCM); Infrared (IR); Midwave IR (MWIR); Missile Warning Systems (MWS); OpenSceneGraph (OSG); Operational Testing (OT); Virtual Planet Builder (VPB)

DON26BZ01-NV002 — Integrated Metal Ceramic Matrix for High Strength Steels

Award Maximum: $140,000 (Base) / $100,000 (Option) Period of Performance: 6 months (Base) + 6 months (Option) Phase Type: Phase I

OBJECTIVE: Develop an integrated metal matrix for high strength steels.

DESCRIPTION: Landing gear components are limited to the use of high strength steels due to their harsh loading applications and various environmental conditions. Typically, high strength steels are used to survive the load requirements. The two technologies currently applied to most landing gear components are Hard Chrome and high velocity oxygen fuel (HVOF). Each has their disadvantages that affects landing gear components. A replacement for Hard Chrome and HVOF is required to improve the readiness and safety of landing gear components.

Hard Chrome's main disadvantage is that it hides corrosion underneath the chrome plating which can lead to stress corrosion cracking in high strength steels. This failure mode would cause the complete loss of a landing gear system as the landing gear essentially snaps into pieces due to high stresses of landing. If corrosion is found before stress corrosion cracking occurs it still leads to the complete scrapping of landing gear components. This is due to Hard Chrome having no repair method. The only option for Hard Chrome is to replace, remove, and then reapply which takes days of machining and post machining. In addition to the machining, the application requires hazardous chemicals and produces waste that creates a health and safety risk to the fleet and its manufacturing personnel. Lastly, another risk with Hard Chrome is the dimensional limitations it provides. If too little or too much Hard Chrome is applied, the coating will immediately delaminate and damage landing gear and hydraulic components due to the foreign object debris (FOD) inside the system.

HVOF comes with its disadvantages as well. HVOF requires extremely low surface roughness on the pistons which have poor tribology. The poor tribology causes the hydraulics seals to perform dry and wear the seals away extremely quickly. Hydraulic fluid cannot stick to the walls of the piston due to the low surface roughness.

On top of the hydraulic disadvantages, the surface roughness requires precision post machining for long durations to survive the landing gear environments. In the fleet, the main issue seen with HVOF is spalling when the landing gear experiences high strains. When this occurs, the landing gear components must be removed and replaced.

This topic seeks an innovative solution that provides an integrated metal matrix for high strength steels that boosts the performance of and extends a component's survivability and improves a system's operational readiness and lifecycle costs. Current technology for titanium uses waveform energy. The process generates a targeted physical reaction within a substrate, activating the substrate at an atomic level for precise placement and gradient depth control of an integrated infusion. This infusion results in a matrix composite material that leverages the strengths of both components. The chemical bonding between a ceramic and the titanium alloy involves a combination of covalent and ionic characteristics — sharing and exchanging of electrons. This combination enhances the mechanical properties of the composite material, such as properties and porosity mitigation for corrosion protection, hardness for wear resistance, thermal stability, and overall durability, resulting in a metal-matrix suitable for various high-performance applications. Current technology can tailor characteristics such as hardness, electrical conductivity, thermal and oxidation, and mechanical strength. These meticulous adjustments enable the creation of the matrix with specific, desired functionalities, enhancing their performance in various applications to defeat corrosion, wear, erosion, thermal, and other challenges. For instance, a metal matrix composite gradient depth infusions of titanium nitride (TiN) achieved hardness ratings of 2800-3100HV (micro-Vickers). Currently, the process is limited to transition metals; however, there is a need to adapt and develop it for application to high strength steels. This innovative solution will provide the benefits of both Hard Chrome and HVOF while eliminating the current limitations of the respective coatings.

PHASE I: The Phase I Option focuses on identifying a potential coating by evaluating the compatibility of metal integration properties with the proposed high-strength steel. This includes determining whether a metal matrix can be successfully formed and sustained on the high strength steel surface. Attention will be given to identifying optimal surface characteristics—such as roughness, texture, patterning, and placement adjustments—to enhance oil retention and lubricity within landing gear components. Desired material properties and suitable tooling methods will be established to achieve the required metal integration. Sample coupons will be created as feasibility evidence for developing the coating process. This will be followed by analysis and characterization of the metal integration within high-strength steel substrates. Finally prototype plans will be developed to realize initial geometric characteristics for a titanium alloy component tailored to the project's specifications.

PHASE II: Develop prototyped landing gear components with internal components using the developed integrated metal matrix. Perform landing gear qualification testing to ensure prototyped integrated metal matrix components can withstand landing gear environments. Establish wear patterns, production process, and related properties.

PHASE III DUAL USE APPLICATIONS: Integrate the landing gear components into fleet aircraft. Metal matrix composites are employed in advanced industries due to their high modulus and strength, favorable wear and corrosion resistance, and other good properties at elevated temperatures. Aerospace: High-temperature components like exhaust nozzles, heat shields, and other components. Engine components: Turbine disks, impellers, and other engine parts requiring high strength-to-weight ratios. Structural components: Structures where lightweight and high strength are crucial. Automotive: Engine parts like Piston rings, brake discs, and rotors benefit due to their high strength, wear resistance, and thermal conductivity. Lightweight construction components to reduce vehicle weight, improving fuel efficiency. Electronics: Thermal management heat sinks and electronic packaging to dissipate heat and improve device performance. Industrial: Cutting tools due to their high strength and wear resistance. Wear-resistant parts in industrial machinery and tools where high wear resistance is needed.

KEYWORDS: Landing Gear; Coatings; Metal-matrix; Ceramics; High-Strength Steels; Hard Chrome