OUSD (R&E) MODERNIZATION PRIORITY: General Warfighting Requirements (GWR) TECHNOLOGY AREA(S): Air Platform The technology within this topic is restricted under the International Traffic in Arms Regulation (ITAR), 22 CFR Parts 120-130, which controls the export and import of defense-related material and services, including export of sensitive technical data, or the Export Administration Regulation (EAR), 15 CFR Parts 730-774, which controls dual use items. Offerors must disclose any proposed use of foreign nationals (FNs), their country(ies) of origin, the type of visa or work permit possessed, and the statement of work (SOW) tasks intended for accomplishment by the FN(s) in accordance with the Announcement. Offerors are advised foreign nationals proposed to perform on this topic may be restricted due to the technical data under US Export Control Laws. OBJECTIVE: DLA seeks diverse technologies for manufacturing which would lead to the highest level of innovation in the discrete-parts support of fielded weapon systems (many of which were designed in the 1960's, 1970's and 1980's) with a future impact on both commercial technology and government applications. One area of interest includes electrified aviation which covers a wide range of aircraft types and varies in the extent of and approach to electrification. Classes of electrification include more electric, hybrid electric, and fully electric as described in reference 1. For example, today's wheel braking systems rely almost exclusively on friction brakes to convert an aircraft's kinetic energy at landing into heat energy. Traditional brakes require large investments in high-cost spares to replace worn friction components. They require significant engineering resources to manage heat dissipation to avoid material degradation. Friction brakes require time to cool after landing, which restricts fleet operating tempos. Cooling is needed to avoid brake or refueling fires, to minimize risk of ground crew injuries, and to recover full braking performance prior to next flight. The primary goal of developing this new technology is to regenerate or otherwise harness an aircraft's generated heat energy for use in operations. Secondary goals include maintaining or improving brake performance as compared to existing brake technology; reducing or eliminating replacement of friction-based consumable braking components, thereby providing DoD significant spare procurement savings; and improve overall thermal performance of the braking system as compared to carbon brakes. For this topic, Small Business Manufacturers (SBMs) will address the Agency's need to develop new and qualified sources of technology that will improve DLA products for electrified systems in military and commercial aircraft. The technology concept should reduce product lead times and acquisition costs; optimize aircraft fuel economy; minimize environmental pollution and overall footprint; and address lifecycle cost and performance issues associated with conventional aircraft braking technologies. The SBM will benefit from building business relationships in the public and private sectors to further expand product lines and readiness to fulfill DLA procurement requirements. Proposed efforts must be judged to be at a Technology Readiness Level of less than 6 -- system/subsystem model or prototype demonstration in a relevant environment -- but greater than 3 -- analytical and experimental critical function and/or characteristic proof of concept -- to receive funding consideration. DESCRIPTION: Conduct a Feasibility Study that includes a lifecycle cost analysis comparing the conventional to the novel technological approach. Lifecycle estimates should include labor, materials and equipment savings across all DoD branches and aircraft systems. Savings estimates must include estimates of fuel saving for alternative aircraft taxi methods, including gallons of fuel and tons of carbon emissions avoided and green energy saved. Include an estimate of additional savings due to the use of this technology. This estimate should include a calculation of particulates avoided, a major contributor to air quality non-attainment at airport. Proposals must include and will be judged, in part, on an economic analysis of the expected market impact of the technology proposed, in addition to an environmental impact analysis. This topic seeks a revolution in the reduction of unit cost metrics. Incremental advancements will receive very little consideration. DLA seeks herein only projects that are disruptive in cost savings and environmental impact but are too risky for ordinary capital investment by the private sector PROJECT DURATION and COST: PHASE I: Not to exceed a duration of 12 months and cost of $100,000 . PHASE II: Not to exceed a duration of 24 months and cost of $1,000,000 PHASE I: The goal of Phase I is for the SBM to design and quantify through a feasibility study the level of carbon emission avoidance using a novel system for aircraft applications. The Phase I work will include detailed modeling and simulation of the proposed solution; a lifecycle cost analysis for the new technology compared to the conventional; and estimates of savings in consumables, other disposables, and maintenance labor costs. The SBM will develop a plan to demonstrate the technology and prove out its green energy impact at subscale during a Phase II program. Phase I Milestones: Design and quantify through a feasibility study the level of carbon emission avoidance using a novel electrified system for aircraft applications, Provide detailed modeling and simulation of the proposed solution, Estimate lifecycle cost for the new technology compared to the conventional with estimates of savings in consumables, other disposables, and maintenance labor costs, Develop plan to demonstrate the technology and prove out its green energy impact at subscale during a Phase II program, Document technology recommendations to be prototyped in Phase II. All Phase I Proposals should specify a mature technology capable of achieving the Phase I goals. Proposals that fail to demonstrate that they have a technology prepared to achieve the goals will be rejected. PHASE II: Develop applicable and feasible prototype demonstrations for the approach described in Phase I and demonstrate a degree of commercial viability and positive environmental impact. Validate the feasibility of the system to perform against the requirements generated in Phase I and evaluate the demonstrated component sizes to fit realistically in an aircraft envelope. Validation would include, but not be limited to, system simulations, operation in testbeds, or operation in a demonstration system. Interface requirements specifically include, but are not limited to, system outputs within the structural capabilities of the airframe, physical envelope requirements, command input signals, electrical power requirements within the aircraft's electrical system capacity. Additionally, the new technology will need to be laboratory qualified to specific airframe requirements for environmental, vibration, and EMI standards. The SBM is responsible for identifying the aircraft and a sponsor for the military or commercial aircraft. From this, qualified prototype hardware would be provided for installation on a military or commercial aircraft for ground/flight testing in a Phase II modification. Phase II Milestones: Develop applicable and feasible prototype demonstrations for the approach described in Phase I and demonstrate a degree of commercial viability and positive environmental impact, Validate the feasibility of the system to perform against the requirements generated in Phase I and evaluate the demonstrated component sizes to fit realistically in an aircraft envelope. Validation would include, but not be limited to, system simulations, operation in testbeds, or operation in a demonstration system, Develop interface requirements to specifically include, but are not limited to, system outputs within the structural capabilities of the airframe, physical envelope requirements, command input signals, electrical power requirements within the aircraft's electrical system capacity, Laboratory qualified to specific airframe requirements for environmental, vibration, and EMI standards, Provide qualified prototype hardware for installation on a military or commercial aircraft for ground/flight testing in a Phase II modification, Establish transition plan, and commercialization strategy. The Phase II proposal is optional for the Phase I awardee. Phase II selections are based on Phase I performance, SBM engineering capability and innovation, the technical maturity of the proposed technology, as applicability to the requirement, and availability of funding. PHASE III DUAL USE APPLICATIONS: Technology transition via successful demonstration of a new process technology. This demonstration should show near-term application to one or more Department of Defense systems, subsystems, or components. This demonstration should also verify the potential for enhancement of quality, reliability, performance, fuel economy and/or reduction of unit cost or total ownership cost of the proposed subject. Phase III is any proposal that Derives From , Extends or Completes a transition from a Phase I or II project. Phase III proposals will be accepted after the completion of Phase I and or Phase II projects. There is no specific funding associated with Phase III, except Phase III is not allowed to use SBIR/STTR coded funding. Any other type of funding is allowed. Phase III proposal Submission. Phase III proposals are emailed directly to DLA SBIR2@dla.mil. The PMO team will set up evaluations and coordinate the funding and contracting actions depending on the outcome of the evaluations. A Phase III proposal should follow the same format as Phase II for the content, and format. There are, however, no limitations to the amount of funding requested, or the period of performance. All other guidelines apply. COMMERCIALIZATION: The SBM will pursue commercialization of the various technologies and processes developed in prior phases through transition to a government aircraft program of record and/or private sector aircraft. REFERENCES: Electrification of Aircraft: Challenges, Barriers, and Potential Impacts, National Renewable Energy Laboratory (NREL) web site: https:///www.nrel.gov/publications/TP-6A20-80220, October 2021. KEYWORDS: aircraft systems, green technology, environmentally friendly, energy management, green energy, lifecycle cost savings, fuel efficiency, fuel economy, particulate matter reduction, particle pollution reduction
