N102-151 TITLE: Innovative Ship/Aircraft Analytic Securing and Positioning Algorithms

TECHNOLOGY AREAS: Information Systems

ACQUISITION PROGRAM: PMS 502, CG(X) Program Office, ACAT 1

OBJECTIVE: Develop and demonstrate innovative algorithms that will provide the ability to analyze aircraft, ship, and environmental conditions to determine loads imparted on aircraft structure, securing equipment and traverse system components, as a function of aircraft limits associated with Dynamic Interface (DI) test and/or operational conditions. These advanced algorithms will aid in the determination of the optimal aircraft tie-down/securing-chain pattern configurations to enable the safe securing of aircraft on the flight deck of naval and commercial vessels in all environmental and operational conditions.

DESCRIPTION: The ability of an aircraft to remain on deck, in a controlled or restrained condition, depends on many factors such as ship motion, environmental conditions, as well as the size, shape, weight, configuration and operating condition of the aircraft. Current analysis tools used to determine aircraft securing, traversing and landing loads are not able to support dynamic interface flight operations. Current models that focus on helicopter/ship flight deck analysis include the Curtis Wright Controls Maritime Division Dynaface® simulation software and the Mechanical Dynamics, Inc. ADAMS® program. Dynaface is a special purpose 15 DOF model and ADAMS is based on non-linear dynamics and solves the equations of motion of complex systems. Although these programs can be used to calculate static loads, they are not able to account for helicopter rotor system aerodynamics or dynamic forces associated with rotor operations.

Currently, aircraft manufacturers provide both naval and commercial end-users with tie-down/securing-chain patterns that are solely based on structural strength of the aircraft. Due to competing considerations associated with ship design process, these recommended patterns cannot always be duplicated in the design of the flight deck or applied during the construction and operation of an air capable ship. The currently available analytical software tools (as discussed above) do not take into consideration all necessary design factors when predicting loads on the aircraft, securing equipment or traverse system components. Additionally, chain-interference is caused when new or existing aircraft mission equipment requires a divergence from the contractor furnished tie-down patterns. As a result, aircraft are being secured with unknown loads on securing equipment/traverse system components and aircraft structures. The current solution to the uncertainties associated with unknown loads is to compensate by reducing the operational capability by reducing the total aircraft weight (i.e. fuel load, or payload) and/or restricting environmental conditions or sea states in which air capable ships may operate aircraft. To date, an analytic capability has not been developed that is sophisticated enough to enable the incorporation of multi-design factor variables, including aircraft rotor operations, to determine the optimal aircraft tie-down/securing-chain pattern configurations.

This topic seeks innovative and alternative approaches to the development of advanced algorithms that will improve the ability to analyze the dynamics involved in aircraft securing by examining not only aircraft type and configuration (including fuel load and payload), but condition of operation, ship class, tie down configuration, ship motion and environmental conditions. The key challenge to DI modeling is being able to include all factors in the problem space. DI flight operations entails helicopter flight dynamics and trajectory, influence of ship air-wake and atmospheric turbulence, hydrodynamics of sea states, other human factors associated with ship deck crew, and influence of other environmental factors (i.e., temporal, weather conditions, etc.). For the sake of demonstrating feasibility, proposers are encouraged to utilize aircraft data for the Multi-mission Helicopter MH-60R (references 6 and 7). Ship motion data should be obtained from modeling and simulation from the Arleigh Burke Class Destroyer (DDG 51) during the Phase II prototype demonstration phase. Once feasibility has been demonstrated, aircraft and ship specific data will be furnished by the Government POC identified for this topic. Utilizing data from the aircraft, ship and environment, the proposed algorithms are expected to be able to determine the loads sustained by existing aircraft/ship securing and traversing equipment, whether aircraft is static or operating rotor blades. The proposed algorithms shall also identify optimum locations for securing points on the flight deck, identify impacts of altering securing point locations and improve the capability to identify helicopter-traversing envelopes. Approaches should be designed using Open Architecture (OA) design principles to the maximum extent practicable to be able to interface with, transfer and receive data from other OA designed tools (e.g. Leading Edge Architecture for Prototyping Systems (LEAPS) design software, etc.) as well shipboard specific data multiplexing systems.

Phase I: Demonstrate the feasibility of the development of innovative and alternative approaches to aid in the determination of optimal aircraft tie-down/securing-chain pattern configurations to enable the safe securing of aircraft on the flight deck of naval and commercial vessels in all environmental and operational conditions. Establish performance goals and provide a Phase II development approach and schedule that contains discrete milestones for product development.

Phase II: Develop, demonstrate and fabricate a prototype as identified in Phase I. In a laboratory environment, demonstrate that the prototype product meets the performance goals established during Phase I. Provide a detailed plan for software certification, validation, and method of implementation into a future aircraft/ship test and/or design environment. Prepare cost estimates, logistics data packages, and interface documents for use in both forward fit and retrofit ship programs.

Phase III: Utilizing the technology developed during Phase I and II, work with Navy and industry to certify and implement for use on existing and future naval and commercial shipbuilding programs, including adapting the prototype to be able to address multi-air assets.

PRIVATE SECTOR COMMERCIAL POTENTIAL: The advanced securing and positioning analytical tool can be utilized to improve the analysis of commercial cruise ships and other commercial air capable ships. The technology can also be used to support tie-down requirements for commercial helicopters and other equipment on offshore oilrigs. The technology could also be adapted to support the securing and tie-down of cargo and commercial freight containers

KEYWORDS: tie downs; helicopter; ship integration; ship design; aviation; algorithms

** TOPIC AUTHOR (TPOC) **

DoD Notice:   Between April 21 and May 19, 2010, you may talk directly with the Topic Authors to ask technical questions about the topics. For reasons of competitive fairness, direct communication between proposers and topic authors is not allowed starting May 19, 2010, when DoD begins accepting proposals for this solicitation.

However, proposers may still submit written questions about solicitation topics through the DoD's SBIR/STTR Interactive Topic Information System (SITIS), in which the questioner and respondent remain anonymous and all questions and answers are posted electronically for general viewing until the solicitation closes. All proposers are advised to monitor SITIS (10.2 Q&A) during the solicitation period for questions and answers, and other significant information, relevant to the SBIR 10.2 topic under which they are proposing.

If you have general questions about DoD SBIR program, please contact the DoD SBIR Help Desk at (866) 724-7457 or email weblink.