2025 SBIR Phase I Research Subtopic Pre-Release.pdf

National Aeronautics and Space

Administration

Small Business

Innovation Research (SBIR)

Phase I

Fiscal Year 2025 Research Subtopics

Fiscal Year 2025 SBIR Phase I Research Subtopics

Contents

Research Subtopics for SBIR

Aeronautics Research Mission Directorate (ARMD)

A1.02: Quiet Performance - Airframe Noise (SBIR)

A1.03: Propulsion Efficiency - Propulsion Materials and Structures (SBIR)

A1.04: Novel Aircraft Configurations for Electrified Aircraft Propulsion (SBIR)

A1.06: Vertical Takeoff and Landing (VTOL) Vehicle Technologies - Vehicle Design Tool & Electric Powertrain

Test Capability (SBIR)

A1.08: Aeronautics Ground Test and Measurement Technologies: Diagnostic Systems for High-Speed Flows and

Icing (SBIR)

A1.09: Zero-Emissions Technologies for Aircraft (SBIR)

A1.11: Health Management and Sensing Technologies for Sustainable Aviation Vehicles (SBIR)

A2.01: Flight Test and Measurement Technologies (SBIR)

A2.02: Enabling Aircraft Autonomy (SBIR)

A2.04: Aviation Cybersecurity (SBIR)

A3.02: Advanced Air Traffic Management for Nontraditional Airspace Missions (SBIR)

A3.03: Future Aviation Systems Safety (SBIR)

A3.05: Advanced Air Mobility (AAM) Integration (SBIR)

Exploration Systems Development Mission Directorate (ESDMD) and Space Operations

Mission Directorate (SOMD)

H3.13: Oxygen Compatible Habitation Solutions for Exploration Environments (SBIR)

H3.14: Nanobubble Facilitated Hydrogen Peroxide Production In Space (SBIR)

H4.09: Long-Duration Exploration Portable Life Support System (PLSS) Capabilities (SBIR)

H4.11: Advanced Materials for Durable Spacesuits for the Moon and Mars (SBIR)

H5.01: Modular, Multi-Use 50 kW Lunar Solar Array Structures (SBIR)

H6.25: Trusted Autonomy in Space Systems (SBIR)

H8.01: In-Space Production Applications (InSPA) Flight Development and Demonstrations on ISS (SBIR)

H9.03: Flight Dynamics and Navigation Technologies (SBIR)

H9.08: Lunar 3GPP Technologies (SBIR)

H10.04: In-line Commodity Purity Analysis (SBIR)

H12.09: In-Suit Detection of Venous Gas Emboli (SBIR)

H15.01: Autonomous Capabilities for Lunar Surface Mobility Systems (SBIR)

H15.02: Simulation and Modeling of Lunar Mobility System Interaction with Lunar Regolith (SBIR)

Science Mission Directorate (SMD)

S11.01: Lidar Remote-Sensing Technologies (SBIR)

S11.02: Technologies for Active Microwave Remote Sensing (SBIR)

S11.03: Technologies for Passive Microwave Remote Sensing (SBIR)

S11.04: Sensor and Detector Technologies for Visible, Infrared (IR), Far-IR, and Submillimeter (SBIR)

S11.05: Suborbital Instruments and Sensor Systems for Earth Science Measurements (SBIR)

S12.01: Exoplanet Detection and Characterization Technologies (SBIR)

S12.02: Precision Deployable Optical Structures and Metrology (SBIR)

S12.03: Advanced Optical Systems and Fabrication/Testing/Control Technologies for Extended-

Ultraviolet/Optical to Mid-/Far-Infrared Telescopes (SBIR)

S12.04: X-Ray Mirror Systems Technology, Coating Technology for X-Ray-UVOIR (Ultraviolet-Optical-

Infrared), and Free-Form Optics (SBIR)

S12.06: Detector Technologies for Ultraviolet (UV), X-Ray, and Gamma-Ray Instruments (SBIR)

S13.01: Robotic Mobility, Manipulation, and Sampling (SBIR)

S13.03: Extreme-Environments Technology (SBIR)

S13.04: Contamination Control and Planetary Protection (SBIR)

S13.05: In Situ Instruments and Instrument Components for Lunar and Planetary Science (SBIR)

S13.06: Dynamic Power Conversion (SBIR)

S14.01: Space Weather Research-to-Operations and Operations-to-Research (R2O2R) (SBIR)

S14.02: In Situ Particles and Fields and Remote-Sensing-Enabling Technologies for Heliophysics Instruments

(SBIR)

S15.02: In Situ Sample Preparation and Analysis for Biological and Physical Sciences in a Microgravity

Environment (SBIR)

S15.03: Environmental Monitoring for Micro-G and Partial-G Experiments (SBIR)

S16.03: Guidance, Navigation, and Control (SBIR)

S16.04: Suborbital Platform Technologies (SBIR)

S16.05: Thermal Control Systems (SBIR)

S16.07: Cryogenic Systems for Sensors and Detectors (SBIR)

S16.08: Quantum Sensing: Atomic sensors, optical atomic clocks, and solid-state systems (SBIR)

S17.01: Technologies for Large-Scale Numerical Simulation (SBIR)

S17.02: Integrated Campaign and System Modeling (SBIR)

S17.03: Fault Management Technologies (SBIR)

Space Technology Mission Directorate (STMD)

Z-GO.01: Cryogenic Fluid Management (SBIR) (Previously Z10.01)

Z-GO.02: Space Nuclear Propulsion (SBIR) (Previously Z10.03)

Z-GO.03: Solar Photon Sails Research and Technology Development (SBIR)

Z-LAND.01: Parachute Systems for Maneuverability and Wireless Data Acquisition (SBIR) (Previously Z7.01)

Z-LAND.02: Entry and Descent System Technologies (SBIR) (Previously Z7.03)

Z-LAND.03: Plume-Surface Interaction (PSI) Technologies (SBIR) (Previously Z7.07)

Z-LIVE.01: Surface Power Technologies (SBIR) (Previously Z1.05)

Z-LIVE.02: Spacecraft Thermal Management (SBIR) (Previously Z2.01)

Z-LIVE.03: Space Resource Processing for Consumables, Manufacturing, Construction, and Energy (SBIR)

(Previously Z12.03)

Z-LIVE.04: Components for Extreme Environments (SBIR) (Previously Z13.05)

Z-LIVE.05: Regolith Excavation and Manipulation for Surface Operations and Infrastructure with Assembly and

Outfitting of Lunar Surface Structures (SBIR) (Previously Z14.01)

Z-EXPAND.01: Servicing and Assembly Applications (SBIR) (Previously Z5.06)

Z-EXPAND.02: Orbital Infrastructure Assembly (SBIR)

Z-EXPAND.03: Space Debris Prevention for Small Spacecraft (SBIR) (Previously Z8.13)

Z-EXPAND.04: Low Earth Orbit (LEO) Sustainability (SBIR)

Z-EXPAND.05: Beyond LEO Sustainability (SBIR)

Z-ENABLE.01: Enabling Power and Thermal Technologies (SBIR)

Z-ENABLE.02: High-Performance Space Computing Technology (SBIR) (Previously Z2.02)

Z-ENABLE.03: Advanced In-Space Laser Welding and Nondestructive Evaluation (SBIR) (Previously Z4.05)

Z-ENABLE.04: Robotic Hardware for In-Space Manipulation (SBIR) (Previously Z5.09)

Z-ENABLE.05: Extensible Perception, Manipulation, and Interoperability for Autonomous Robotic Systems

(SBIR) (Previously Z5.10)

Appendix B: SBIR and the Technology Taxonomy

Research Subtopics for SBIR

The SBIR subtopics are organized by NASA’s Mission Directorates and thus identify subtopics where your research and development capabilities may be a good match. Appendix B contains a list of the subtopics as they align to the

2024 NASA Technology Taxonomy to help you identify subtopics based on technology areas.

In addition, there are some SBIR subtopics that may be closely aligned with the NASA STTR program. Consider both programs when planning to apply.

NASA uses the same subtopic numbering convention for the SBIR program each year:

For SBIR Subtopics:

A – Aeronautics Research Mission Directorate (ARMD)

H – Exploration Systems Development Mission Directorate (ESDMD) and Space Operations Mission

Directorate (SOMD)

S – Science Mission Directorate (SMD)

Z – Space Technology Mission Directorate (STMD)

Think of the subtopic lead mission directorates and lead/participating centers as potential customers for your technical proposals. Multiple mission directorates and centers may have interests across the subtopics within a

Technology Taxonomy area.

Guidance for Locating Subtopic Reference Materials

Each subtopic contains references that are intended to provide additional information about the technology need. Some of those references include technical articles that may be available through NASA’s Technical Reports

Server (NTRS) or through other technical journals or sources.

NTRS (https://ntrs.nasa.gov/) provides access to publicly available scientific and technical documents, images and videos created or funded by NASA.

While we work to only reference publicly available documents, if you find that referenced technical articles are behind a paywall, please contact your local library to request assistance in obtaining access.

Subtopic Pointers

Related subtopic pointers are identified in some subtopic headers to assist you with identifying other subtopics that seek related technologies for different customers or applications. It is your responsibility to select which subtopic to propose.

https://ntrs.nasa.gov/

Aeronautics Research Mission Directorate (ARMD) Aeronautics Research Mission Directorate (ARMD) maintains and advances U.S global leadership in aviation through applications of new concepts and technologies pioneered by NASA and developed in partnership with U.S.

Industry that lead to transformative improvements in mobility, efficiency, and safety.

A1.02: Quiet Performance - Airframe Noise (SBIR)

Related Subtopic Pointers: T15.04

Lead Center: LaRC

Participating Center(s): GRC

Subtopic Introduction:

Innovative methods and technologies are necessary for the design and development of efficient and environmentally acceptable aircraft. In particular, the impact of aircraft noise on communities around airports is the predominant factor limiting the growth of the nation's air transportation system. Reductions in aircraft noise could improve community acceptance, lower airline operating costs where noise quotas or fees are employed and increase the potential for global air traffic growth. In support of the Advanced Air Vehicles Program (AAVP), Integrated

Aviation Systems Program (IASP), and Transformative Aeronautics Concepts Program (TACP), improvements in noise prediction and noise control are needed to reduce the noise impact of commercial aviation transports on communities near airports, including noise from vehicles that cruise at subsonic or supersonic speeds.

Scope Title: Airframe Noise Analysis and Characterization

Scope Description:

NASA is seeking fundamental and applied computational fluid dynamics techniques that can be used for aeroacoustic analysis and can be adapted for design purposes. Example computational techniques of interest include innovative source identification methods for airframe noise sources, such as noise generation mechanisms from the landing gear and high-lift systems. Other examples include spatio-temporal turbulence details related to flow-induced noise typical of separated flow regions, vortices, shear layers, or aerodynamic interactions between aircraft components. Source identification techniques can target computational and/or experimental methods and data.

Novel instrumentation, facility concepts, or measurement techniques that enable improved source identification are also sought.

Expected TRL or TRL Range at completion of the Project: 2 to 5

Primary Technology Taxonomy:

• Level 1: TX 15 Flight Vehicle Systems

• Level 2: TX 15.1 Aerosciences

Desired Deliverables of Phase I and Phase II:

• Research

• Analysis

• Prototype

• Hardware

• Software

Desired Deliverables Description:

Concepts, technologies, and tools are sought that enable rapid assessment of the noise impact of novel engine/airframe configurations and/or aid in the development and optimization of noise control approaches for component noise sources that enable new aircraft configurations. Example Phase I deliverables include laboratory or computational demonstrations of limited scope that establish proof of concept of novel noise source identification or measurement techniques. Example Phase II deliverables include system or subsystem demonstrations concurrent with the establishment of a realistic path to concept production or incorporation into an existing software or measurement product.

State of the Art and Critical Gaps:

Solutions are sought to aid in the characterization and understanding of noise generation mechanisms of complex aircraft configurations or engine/airframe integration. For example, efficient computational tools that enable rapid evaluation of the noise impact of different aircraft configurations or engine/airframe configurations at the design stage are lacking. Existing numerical methods to study complex engine/airframe configurations are complex and difficult to leverage at the aircraft design stage where configuration details may be unspecified. Improvements to numerical methods, measurement techniques, and analysis approaches for studying the noise aspects of advanced airframe configurations, including engine integration, would ease consideration of acoustics in the design stage.

Relevance / Science Traceability:

AAVP: The Advanced Air Transport Technology (AATT) and Commercial Supersonic Technology (CST) Projects would benefit from computational and measurement techniques to efficiently characterize the performance and noise impacts of novel airframe configurations and engine installations. In addition, novel aircraft and propulsor configurations such as the Truss-Braced Wing, small-core turbofan engines, and ultra-high-bypass ratio engines will introduce new noise challenges that must be addressed to enable their successful deployment.

TACP: The Transformational Tools and Technologies (TTT) Project would benefit from tool developments to enhance consideration of acoustics earlier in the aircraft design process.

References:

1. AAVP - Advanced Air Transport Technology (AATT) Project:

https://www.nasa.gov/aeroresearch/programs/aavp/aatt

2. AAVP - Commercial Supersonic Technology (CST) Project:

https://www.nasa.gov/aeroresearch/programs/aavp/cst

3. TACP - Transformational Tools and Technologies (TTT) Project:

https://www.nasa.gov/aeroresearch/programs/tacp/ttt

Scope Title: Airframe Noise-Prediction Technologies

Scope Description:

Numerical methods are sought to predict aerodynamic noise sources associated with the airframe, including those due to conventional and novel airframe configurations such as the Truss-Braced Wing. Aerodynamic noise sources of interest include interactions between the propulsors and the airframe and integration effects associated with novel propulsion sources, such as open fans, ultra-high-bypass ratio fans, or small-core engines.

Improvements in system-level noise prediction methodologies are also sought for predicting the noise generated by general landing and takeoff operations (as opposed to certification conditions) of subsonic or supersonic commercial transports.

https://www.nasa.gov/aeroresearch/programs/aavp/aatt https://www.nasa.gov/aeroresearch/programs/aavp/cst

Expected TRL or TRL Range at completion of the Project: 2 to 5

Primary Technology Taxonomy:

• Analysis

Numerical tools are sought that enable rapid assessment of the noise impact of novel airframe and engine-airframe configurations, and/or aid in the development and optimization of noise control approaches for component noise sources that enable new aircraft configurations. Example Phase I deliverables include applications of novel computational tools with limited scope that demonstrate the potential for success on a larger scope. Example Phase

II deliverables include incorporation of novel computational tools into existing modeling toolchains with validation cases to document capabilities.

State of the Art and Critical Gaps:

Solutions are sought for noise problems associated with complex aircraft configurations or noise challenges due to engine/airframe integration. For example, efficient computational tools that enable rapid evaluations of the noise of aircraft configurations or engine/airframe configurations at the design stage are lacking. Existing numerical methods to study complex engine/airframe configurations are complex and difficult to leverage at the aircraft design stage where configuration details may be unspecified. Improvements to numerical methods and models for studying the noise aspects of advanced airframe configurations, including engine integration, would ease consideration of acoustics during the design stage, rather than leaving acoustics to the late design stage where noise control solutions are costly and less effective. Improved tools would also enable more rapid evaluation and development of innovative noise control approaches that may be needed for novel aircraft and propulsor configurations.

Relevance / Science Traceability:

AAVP: The Advanced Air Transport Technology (AATT) and Commercial Supersonic Technology (CST) Projects would benefit from noise prediction methods that improve understanding of the aircraft noise footprint at landing and takeoff. Configurations with novel engine placement, such as above the fuselage, can reduce the noise footprint, but methodologies are needed to efficiently model the performance and noise impacts of these novel engine installations. In addition, novel aircraft and propulsor configurations such as the Truss-Braced Wing, small-core turbofan engines, and ultra-high-bypass ratio engines will introduce new noise modeling challenges that must be addressed to enable their successful deployment.

TACP: The Transformational Tools and Technologies (TTT) Project would benefit from tool developments to enhance consideration of acoustics earlier in the aircraft design process.

References:

1. AAVP - Advanced Air Transport Technology (AATT) Project:

https://www.nasa.gov/aeroresearch/programs/aavp/aatt

2. AAVP - Commercial Supersonic Technology (CST) Project:

Scope Title: Airframe Noise Reduction

Active or passive concepts are sought to reduce broadband aeroacoustic noise sources for subsonic and supersonic transports. Technologies of interest include active or adaptive flow control, noise control for specific aircraft configurations, advanced materials for noise control, structural concepts that reduce or enable control of airframe noise sources, and control methodologies related to airframe-propulsion integration on a vehicle. Concepts of interest also include active or passive acoustic liners and porous surfaces to reduce airframe noise and/or noise due to propulsion-airframe interactions. However, applications of liners inside the engine nacelle are specifically excluded from this solicitation.

Expected TRL or TRL Range at completion of the Project: 2 to 5

Primary Technology Taxonomy:

• Analysis

• Prototype

Concepts and technologies are sought that mitigate component noise issues associated with novel aircraft configurations, and/or aid in the development and optimization of noise control approaches for component noise sources that enable new aircraft configurations. Example Phase I deliverables include laboratory demonstrations that establish proof of concept of noise reduction technologies. Example Phase II deliverables include system or subsystem demonstrations concurrent with the establishment of a realistic path to concept production.

State of the Art and Critical Gaps:

Solutions are sought that incorporate advanced material systems or adaptive mechanisms that can modify their performance based on the noise state of the vehicle. This includes novel material systems that could be applied to component noise sources on the aircraft, such as shape memory alloy actuators, or active or adaptive systems. Some advanced material systems have been investigated for airframe noise control but are generally in their infancy, especially in terms of certifiability and robustness. Solutions are also sought for noise problems of complex aircraft configurations or noise challenges due to engine/airframe integration.

Relevance / Science Traceability:

AAVP: The Advanced Air Transport Technology (AATT) and Commercial Supersonic Technology (CST) Projects would benefit from noise reduction technologies that reduce the aircraft noise footprint at landing and takeoff.

Configurations with novel aircraft and propulsor configurations such as the Truss-Braced Wing, small-core turbofan engines, and ultra-high-bypass ratio engines will introduce new noise challenges that must be addressed to enable their successful deployment.

TACP: The Transformational Tools and Technologies (TTT) Project would benefit from the development and demonstration of simple material systems, such as advanced liner concepts with reduced drag or adaptive materials and/or structures that reduce noise, as these component technologies could have application in numerous vehicle classes in the AAVP portfolio, including subsonic and supersonic transports as well as vertical lift vehicles.

References:

1. AAVP - Advanced Air Transport Technology (AATT) Project:

https://www.nasa.gov/aeroresearch/programs/aavp/aatt

2. AAVP - Commercial Supersonic Technology (CST) Project:

https://www.nasa.gov/aeroresearch/programs/aavp/cst

A1.03: Propulsion Efficiency - Propulsion Materials and Structures (SBIR)

Lead Center: GRC

Participating Center(s): N/A

Materials and structures research and development (R&D) contributes to NASA’s ability to achieve its long-term aeronautics goals, including the development of advanced propulsion systems. Proposals are sought for advanced materials and structures technologies that will be enabling for new propulsion systems for subsonic transport vehicles with high levels of thermal, transmission, and propulsive efficiency. Integrated computational and experimental approaches are needed that can reduce the time necessary for development, testing, and validation of new materials systems and components. Advanced high-pressure-ratio compact gas turbine engines will include components of sufficiently compact size that new approaches to processing and advanced manufacturing will be needed. Temperature capability, thermomechanical performance, environmental durability, reliability, and cost-effectiveness are important considerations. The increased use of various types of modeling (multiscale modeling, machine learning, etc.) to improve R&D effectiveness and enable more rapid and revolutionary materials design has been identified as critical. NASA recently sponsored a study to define a potential 25-year goal for integrated, multiscale modeling of materials and systems to accelerate the pace and reduce the expense of innovation in future aeronautical systems. Through a series of surveys, workshops, and validation exercises, this study identified critical cultural changes and gaps facing the multiscale modeling community. The results of this study were published in a

NASA report, "Vision 2040: A Roadmap for Integrated, Multiscale Modeling and Simulation of Materials and

Systems". Some of the critical gaps identified in this report are: (1) under-development of physics-based models that link length and time scales, (2) inability to conduct real-time characterization at appropriate length and time scales,

(3) lack of optimization methods that bridge scales, (4) lack of models that compute input sensitivities and propagate uncertainties, and (5) lack of verification and validation methods and data.

Scope Title: Advanced Materials and Structures Technologies Enabling New Highly

Efficient Propulsion Systems for Subsonic Transport Vehicles

Scope Description:

Materials and structures research and development (R&D) contributes to NASA’s ability to achieve its long-term aeronautics goals, including the development of advanced propulsion systems. Proposals are sought for advanced materials and structures technologies that will be enabling for new propulsion systems for subsonic transport vehicles with high levels of thermal, transmission, and propulsive efficiency. Integrated computational and experimental approaches are needed that can reduce the time necessary for development, testing, and validation of new materials systems and components. Advanced high-pressure-ratio compact gas turbine engines will include components of sufficiently compact size that new approaches to processing and advanced manufacturing will be needed. Temperature capability, thermomechanical performance, environmental durability, reliability, and cost-effectiveness are important considerations.

The increased use of various types of modeling to improve R&D effectiveness and enable more rapid and revolutionary materials design has been identified as critical. NASA recently sponsored a study to define a potential

25-year goal for integrated, multiscale modeling of materials and systems to accelerate the pace and reduce the expense of innovation in future aeronautical systems. Through a series of surveys, workshops, and validation exercises, this study identified critical cultural changes and gaps facing the multiscale modeling community. The results of this study were published in a NASA report, "Vision 2040: A Roadmap for Integrated, Multiscale

Modeling and Simulation of Materials and Systems" [Ref. 1]. Some of the critical gaps identified in this report are:

(1) under-development of physics-based models that link length and time scales, (2) inability to conduct real-time characterization at appropriate length and time scales, (3) lack of optimization methods that bridge scales, (4) lack of models that compute input sensitivities and propagate uncertainties, and (5) lack of verification and validation methods and data.

Proposals emphasizing modeling (both physics-based and data driven) and materials informatics which shall address gaps in that 2040 vision are encouraged. The range of topics could include data management [Ref 2], data analytics, machine learning [ Ref 3], linkage and integration across spatiotemporal scales [Ref 4], and high through-put experiments and characterization of materials over their lifecycle as well as model parameter estimation methodologies [Ref 5]. Proposals may address any material class associated with aeronautics propulsion for subsonic transport vehicles, multiscale modeling and measurements, multiscale optimization methods, and verification and validation of models and methods. However, approaches should rely on iterative, predictive methods that integrate experiments and simulations to describe the behavior and response of materials at various length and time scales.

Technology areas of interest this year include:

Modeling

• Rapid characterization and validation of physics-based and data driven constitutive models (both deformation and damage) utilizing high-throughput uniaxial and/or multiaxial experiments over a wide range of temperatures.

• Computational materials and multiscale modeling tools, including methods to predict properties, and/or durability of propulsion materials based upon chemistry and processing for conventional as well as functionally graded, nanostructured, multifunctional, and adaptive materials.

• Robust and efficient methods/tools to design and model advanced propulsion system materials and structures at all length scale, including approaches that are adaptable for a multiscale framework.

• Multiscale design tools that integrate novel materials, mechanism design, and structural subcomponent design into system level designs.

High-Temperature Materials

• Advancing technology for ceramic matrix composites (CMCs) and their environmental barrier coatings

(EBCs) for gas turbine engine components operating at 1,482 °C (2,700 °F) or higher. Focus areas include increased thermomechanical durability, increased resistance to environmental interactions

(especially CMAS attack), cost-effectiveness of processing and manufacturing, and improved approaches to component fabrication and integration. Computational tools and integrated experimental/computational methods are sought, including models/tools to predict degradation and failure mechanisms.

• Additive manufacturing and other advanced processing/manufacturing approaches for structural components or materials to enable improved engine efficiency through decreasing weight and/or improving component design, properties, and performance.

Digital Twin and Digital Thread [Ref 6]

• Integration toolsets that enable task automation of workflows associated with ICME (Integrated

Computational Materials Engineering), material science and structural engineering, concurrent material and structural optimization, and model exploration/ characterization / validation.

• Integration of creating, training, and maintaining of AI/ML models and methods for establishing, enhancing and rapid utilizing of digital twin and/or thread for propulsion materials and structures.

Expected TRL or TRL Range at completion of the Project: 1 to 4

• Level 1: TX 12 Materials, Structures, Mechanical Systems, and Manufacturing

• Level 2: TX 12.1 Materials

• Analysis

• Prototype

NASA’s intent is to select proposals that have the potential to move a critical technology beyond Phase II SBIR funding and transition it to Phase III, where NASA’s Aeronautics programs, another Government agency, or a commercial entity in the aeronautics sector can fund further maturation as needed, leading to actual usage in an enhanced propulsion system. The Phase I outcome should establish the scientific, technical, and commercial feasibility of the proposed innovation in fulfillment of NASA needs. Phase I should demonstrate advancement of a specific technology, supported by analytical and experimental studies that are documented in a final report. Phase IIs could yield: (1) models supported with experimental data, (2) software related to a model that was developed, (3) a material system or subcomponent that has been demonstrated to have better properties/performance (ability to operate at a higher temperature, enhanced durability, carry more current, etc.), and (4) modeling tools for incorporation in software, etc. that can be infused into a NASA project or lead to commercialization of the technology. Consequently, Phase II efforts are strengthened when they include a partnership with a potential end-user of the technology. Phase I award recipients must be thinking about commercialization and which organizations will be able to use the technology following a Phase II effort. It is necessary to take that into account, rather than just focusing on developing technology without putting a strong effort into developing a commercial partner or setting the effort up for continued funding by teaming with an organization post-Phase II.

State of the Art and Critical Gaps:

This subtopic would support R&D on advanced materials and structures technologies that will be enabling for new propulsion systems for subsonic transport vehicles with high levels of thermal, transmission, and propulsive efficiency. The needs are specified in the scope description. One of the major NASA Glenn Research Center core competencies is Materials and Structures for Extreme Environments. This subtopic supports that type of research— enabling materials and structures research that allows more efficient propulsion systems. In general, integrated computational and experimental (ICE) approaches are needed that can reduce the time necessary for development, testing, and validation of new materials systems and components. The increased use of various types of modeling to improve R&D effectiveness and enable more rapid and revolutionary materials design has been identified as critical.

NASA recently conducted a study that identified critical cultural changes and gaps facing the multiscale modeling community. Advanced high-pressure-ratio compact gas turbine engines will include components of sufficiently compact size such that new approaches to processing and advanced manufacturing will be needed. Improvements in temperature capability, thermomechanical performance, environmental durability, reliability, and cost-effectiveness are important considerations.

Relevance / Science Traceability:

Aeronautics Research Mission Directorate (ARMD) projects that could support each of the specified areas of interest are listed below, along with advocates for the technologies. The technologies would lead to improved propulsion efficiencies for subsonic transport vehicles.

• Computational materials and multiscale modeling tools, including methods to predict properties, and/or durability of propulsion materials based upon chemistry and processing for conventional as well as functionally graded, nanostructured, multifunctional, and adaptive materials. Transformational Tools and Technologies (TTT) Project.

• Robust and efficient methods/tools to design and model advanced propulsion system materials and structures at all scale levels, including approaches that are adaptable for a multiscale framework. TTT

Project.

• Multiscale design tools that integrate novel materials, mechanism design, and structural subcomponent design into system level designs. TTT Project.

• Advancing technology for CMCs and their EBCs for gas turbine engine components operating at 1,482

°C (2,700 °F) or higher. TTT and Advanced Air Transport Technology (AATT) Projects.

• Understanding and abating CMAS attack of EBCs.

• Additive manufacturing and other advanced processing/manufacturing approaches for structural components or materials to enable improved engine efficiency through decreasing weight and/or improving component design, properties, and performance. TTT Project.

References:

1. Vision 2040: A Roadmap for Integrated, Multiscale Modeling and Simulation of Materials and Systems, NASA/CR-2018-219771, https://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/20180002010.pdf

2. Hearley, B. L. and Arnold S.M.: “NASA GRC ICME Schema for Materials Data Management: An

Executive Summary”, NASA TM-20230018337

3. Stuckner, J., Harder, B., & Smith, T. M.; “Microstructure segmentation with deep learning encoders pre-trained on a large microscopy dataset”, npj Computational Materials, 8(1), 2022.

https://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/20180002010.pdf

4. Hearley, B. L. and Arnold, S.M.; “Automation of the ICME Workflow Incorporating Material Digital

Twins at Different Length Scales Within a Robust Information Management System”, TMS 2025, 154 th

Annual Meeting & Exhibition, Las Vegas, NV, March 2025.

5. Saleeb, A.F., Gendy, A.S., and Wilt, T.E.; “Parameter Estimation Algorithms for Characterizing a Class of Isotropic and Anisotropic Viscoplastic Material Models”, Mechanics of Time-Dependent Materials, Vol. 6, pp 323-362, 2002.

6. Arnold, Cribb, French, Ganguli, Goodman, Hatakeyama, Lorang, Matlik, Fischer, Schindel, Taylor and

Wang; “Digital Thread: Definition, Value and Reference Model”, An AIAA, AIA, and NAFEMS

Position Paper, June 2023

A1.04: Novel Aircraft Configurations for Electrified Aircraft Propulsion

(SBIR)

Related Subtopic Pointers: T15.04

The purpose of this subtopic is to stimulate near-term U.S. entrepreneurship in zero-emission electric aircraft for

1,500 to 5,000 lbs. drones and piloted aircraft.

Configurations that will be considered are novel and enabled using electric propulsion. The scale of the prototype can be as small as needed to fit in the budget while demonstrating many or all of the functions and integrations expected in the full-scale aircraft. It should be supported by a design study showing that, at the size needed for 1,500 to 5,000 lbs. aircraft, the system will use less total energy than current aircraft.

Scope Title: Electric Aircraft for Zero Emission

Scope Description:

For the purposes of this solicitation, zero-emission shall consider the aircraft boundary. Recharging these aircraft on the ground should be compatible with existing infrastructure, chargers used by other industries, or identified potential future infrastructure.

The key performance metrics of the aircraft are the payload, range, speed, energy use per mile, and in-flight emissions per mile.

The outcome sought at the end of phase II is a small, flying prototype, zero-emission electric aircraft. It should be supported by a study showing how it is scalable to 1,500 to 5,000 lbs. aircraft applications. The engine should be able to produce both thrust and electric power. The ratio of the two outputs should align with the intended aircraft application.

Strong proposals will have several characteristics.

• One or more identified launch customers with letters of commitment.

• A focused effort to create an aircraft with a path to a Federal Aviation Administration (FAA) certification date of 2030 or earlier must be shown. It is understood that this part of the effort would be beyond Phase II.

• The payload, range, speed, energy use per mile, and in-flight emissions per mile should be matched to the expected launch customer.

• Proposals should support market introduction to the existing large unmanned aerial vehicle (UAV) or the emerging electric and electric aircraft markets. The topic seeks solutions applicable for UAV, aircraft, and electric vertical takeoff and landing (eVTOL) systems in the 1,500 to 5,000 lbs. class or larger electric aircraft with a near-term market entry on-ramp.

• A clear understanding of relevant FAA and/or military standards for engines and aviation electrical systems must be demonstrated.

• An operational concept should describe the expected operation of the zero-emission aircraft over a typical flight mission. What are the expected conditions and modes during the flight segments? What is the concept for recharge of the aircraft?

• Facilities to support development and testing in Phase I and Phase II.

Note: This subtopic is for electric propulsion aircraft designs and not hybrid-electric aircraft engines. See subtopic

A1.09 Zero Emissions Technologies for Aircraft for electric aircraft engine-related proposals.

Expected TRL or TRL Range at completion of the Project: 1 to 3

Primary Technology Taxonomy:

• Level 1: TX 01 Propulsion Systems

• Level 2: TX 01.3 Aero Propulsion

• Analysis

• Prototype

Phase I Deliverables:

1. Demonstrate a novel configuration, zero-emission electric aircraft for 1,500 to 5,000 lbs. drones and piloted aircraft through a design study showing that the system will use less total energy than current aircraft of that size. The engine should be able to produce both thrust and electric power. The ratio of the two outputs should align with the intended aircraft application.

2. Demonstrate that the design of the aircraft has a clear path to an FAA certification date of 2030 or earlier. It is understood that this part of the effort would be beyond Phase II.

3. One or more identified launch customers with letters of commitment. The payload, range, speed, energy use per mile, and in-flight emissions per mile should be matched to the expected launch customer.

4. A clear understanding of relevant FAA and/or military standards for engines and aviation electrical systems must be demonstrated.

5. An operational concept should describe the expected operation of the zero-emission aircraft over a typical flight mission. What are the expected conditions and modes during the flight segments? What is the concept for recharge of the aircraft?

6. Facilities to support development and testing in Phase I and Phase II.

Phase II Deliverables:

1. A small, flying prototype, zero-emission electric aircraft. It should be supported by the Phase I design study showing how it is scalable to 1,500 to 5,000 lbs. aircraft applications.

State of the Art and Critical Gaps:

Small electric aircraft are being created. This topic goes beyond what is available in industry because it focuses specifically on the aircraft configurations enabled by electrified aircraft propulsion (EAP).

Relevance / Science Traceability:

Zero-emissions technology is an emerging focus of the NASA ARMD. This topic allows us to engage small business in the activity with a potential path to further funding of ideas developed under this topic through the

ARMD projects mentioned above.

EAP is an area of strong and growing interest in the ARMD. There are emerging-vehicle-level efforts in urban on-demand mobility and an ongoing technology development subproject to enable EAP for single-aisle aircraft.

Additionally, NASA is executing the Electrified Powertrain Flight Demonstration (EPFD) project to enable a megawatt-class aircraft.

Key outcomes NASA intends to achieve in this area are:

• 2015 to 2025: Markets will begin to open for electrified small aircraft.

• 2025 to 2035: Certified small-aircraft fleets enabled by EAP will provide new mobility options. The decade may also see initial application of EAP on large aircraft.

• Post-2035: The prevalence of small-aircraft fleets with electrified propulsion will provide improved economics, performance, safety, and environmental impact, while growth in fleet operations of large aircraft with cleaner, more efficient alternative propulsion systems will substantially contribute to carbon reduction.

Projects working in the vehicle aspects of EAP include:

• Advanced Air Vehicles Program (AAVP)/Advanced Air Transport Technology (AATT) Project.

• Integrated Aviation Systems Program (IASP)/Flight Demonstrations and Capabilities (FDC) Project.

• AAVP/Revolutionary Vertical Lift Technology (RVLT) Project.

• Transformative Aeronautics Concepts Program (TACP)/Convergent Aeronautics Solutions (CAS)

Project.

• TACP/Transformational Tools and Technologies (TTT) Project.

1. EAP is called out as a key part of Thrust 3 in the ARMD Strategic Implementation Plan:

https://www.nasa.gov/wp-content/uploads/2021/04/sip-2023-final-508.pdf

2. Overview of NASA's EAP Research for Large Subsonic Aircraft:

https://ntrs.nasa.gov/search.jsp?R=20170006235

3. NASA X-57 Project:

https://www.nasa.gov/aeroresearch/X-57/technical/index.html

4. “High Efficiency Megawatt Motor Preliminary Design,” Jansen et al.:

https://ntrs.nasa.gov/citations/20190029589 https://www.nasa.gov/wp-content/uploads/2021/04/sip-2023-final-508.pdf https://ntrs.nasa.gov/search.jsp?R=20170006235 https://www.nasa.gov/aeroresearch/X-57/technical/index.html https://ntrs.nasa.gov/citations/20190029589

A1.06: Vertical Takeoff and Landing (VTOL) Vehicle Technologies - Vehicle

Design Tool & Electric Powertrain Test Capability (SBIR)

Related Subtopic Pointers: T15.04

Participating Center(s): AFRC, ARC, LaRC

The expanding Urban Air Mobility (UAM) vehicle industry has generated a significant level of enthusiasm among aviation designers and manufacturers, resulting in numerous vehicle configurations. The majority of the proposed

UAM vehicles have more than four rotors or propellers, have electric propulsion, carry two to six passengers, fly more like a helicopter (vertical takeoff and landing) than a fixed-wing aircraft and will fly relatively close to the ground and near buildings. There are many technical challenges facing industry’s development of safe, quiet, reliable, affordable, comfortable, and certifiable UAM vehicles and vehicle operations. This SBIR subtopic focuses on vehicle technologies associated with those challenges. The subtopic is also focused on the future generations of

UAM vehicles and the technologies that would extend the VTOL aircraft use for other missions. Each year, the subtopic focuses on different technologies, areas, and/or applications for VTOL aircraft, such as propulsion, handling qualities, structures, acoustics, weather tolerance, cabin environment, and other key vehicle technologies.

This year, the subtopic targets capability improvements in rotorcraft design tools and electric powertrain testing.

Scope Title: Technologies to Improve VTOL Vehicle Design Tools

Scope Description:

Rotorcraft Design Tool Airfoil Table Generator: Automated tool for preparing C81-formatted airfoil tables.

C81-format airfoil coefficient table files are used by rotorcraft prediction tools for keeping calculation resource cost manageable. These tables are sets of airfoil coefficients (lift, drag, moment) over +180/-180 degrees of angle of attack, and for a series of operating Mach numbers which cover the operating range of the rotor section. These C81 tables are usually generated by a combination of experimental and predicted values. Generating the C81 tables typically requires some engineering judgment and is somewhat complicated and tedious because of the limitations of legacy Fortran text files. For future aircraft, with novel operating conditions and novel rotor systems, the ability to generate C81 tables using predicted coefficients will be even more important. Airfoils may have sharp or blunt leading or trailing edges, have smoothly curved surfaces, and be made up of more than one enclosed shape element

(as in a slotted flap or slat). Multiple flap positions may be defined and recorded as separate C81 tables or as augmented tables. Airfoils may operate from tens of thousands in chord Reynolds number to tens of millions, and

Mach numbers may vary from nearly zero to greater than Mach 1. C81 tables will capture stall, post-stall, and reversed flow, but not hysteresis install and reattachment, as there is a single value of coefficient for each angle of attack-Mach pairing.

The desired solution can make use of multiple aerodynamic solvers for either speed of execution or because the solvers are better suited to different aspects of a problem (for instance, accurately capturing stall versus compressibility effects). For instance, the existing tool being used by NASA is capable of interfacing with

Massachusetts Institute of Technology’s xfoil or MSES, or NASA’s Overflow and then assembling results into a single. Airfoil coordinates are typically specified as ordered coordinate pairs, and the tool should be able to take a variety of airfoil coordinate input formats, generate computational grids as necessary, launch the solver(s), manage failed cases, and read the results. The tool should be able to launch and manage multiple processes, on both a local and remote computational resource. The tool should be able to run via a graphical user interface or via command-line interface. An application programming interface mode of operation via Python is desirable.

The tool should also merge the predicted airfoil coefficients with those from other sources, as is often used to blend in NACA 0012 airfoil coefficients from a standard table for high angles of attack where solver accuracy is questionable and perhaps airfoil specifics are less important.

Expected TRL or TRL Range at completion of the Project: 3 to 5

Primary Technology Taxonomy:

• Level 1: TX 11 Software, Modeling, Simulation, and Information Processing

• Level 2: TX 11.2 Modeling

Phase I of the SBIR should develop design concepts for specific technology advancements supported by analytical studies including modeling and simulation. Phase I effort should establish Phase II goals and should quantify projections of technology performance.

Phase II of the SBIR should further develop the technology designs and validate achievement of goals through additional analysis, modeling, simulation, and product demonstration.

State of the Art and Critical Gaps:

C81-format airfoil coefficient table files are used by rotorcraft prediction tools for keeping calculation resource cost manageable. For future aircraft, with novel operating conditions and novel rotor systems, the ability to generate C81 tables using predicted coefficients will be even more important to advance the vehicle design capability and vehicle performance.

Relevance / Science Traceability:

This subtopic is relevant to the Aeronautics Research Mission Directorate (ARMD) Revolutionary Vertical Lift

Technology (RVLT) Project under the Advanced Air Vehicle Program. The goal of the RVLT Project is to develop and validate tools, technologies, and concepts to overcome key barriers for vertical lift vehicles. The project scope encompasses technologies that address noise, speed, mobility, payload, efficiency, environment, and safety for both conventional and nonconventional vertical lift configurations. This subtopic directly aligns with the mission, goals, and scope in addressing the Advanced Air Mobility mission objectives, and the Directorate Strategic

Implementation Plan's Strategic Thrust 4: Safe, Quiet, and Affordable Vertical Lift Air Vehicles.

References:

1. Kallstrom, K., Shirazi, D., "Airfoil Table Generation and Validation for the VR-12 and SSC-A09

Airfoils and Quadrotor Performance Prediction," Vertical Flight Society Sixth Decennial

Aeromechanics Specialists' Conference, Santa Clara, CA, February 2024.

https://rotorcraft.arc.nasa.gov/Publications/files/VFS_TVF_Kallstrom_Shirazi_VR12_SSCA09.pdf

2. Kallstrom, K., "Exploring Airfoil Table Generation using XFOIL and OVERFLOW," Presented at the

VFS Aeromechanics for Advanced Vertical Flight Technical Meeting, San Jose, CA, Jan 25-27, 2022.

https://rotorcraft.arc.nasa.gov/Publications/files/Kristin_Kallstrom_Final_Paper_18-Jan-2022.pdf

Scope Title: High Voltage eVTOL Powertrain Test Equipment

NASA is developing electric-powered aircraft under both the Electrified Aircraft Propulsion Technologies (EAPT) and RVLT projects, where testbeds are being used to investigate system interactions and power quality (PQ) to feed associated standards for these classes of vehicles. NASA is also working with the Federal Aviation Administration

(FAA) to provide pertinent data for drafting of the certification processes. As part of the testbed development, NASA needs electromagnetic interference (EMI) and performance qualification (PQ) test equipment for higher voltage / higher power applications, which does not currently exist. The objective of this SBIR subtopic scope is to develop EMI and PQ test equipment for eVTOL powertrain systems and ground testbeds. For RVLT applications, the requirements are to develop EMI equipment (power amplifiers, isolation transformers, ripple and surge injection units, etc.) and power equipment (power amplifiers, isolation transformers, fault injection units, dynamic load banks, and wide bandwidth emulators/power supplies) capable of testing systems/loads with operating voltages of at least

650 Vdc (1 kV preferred), 150 A (300 A preferred), with minimum bandwidths of direct current (DC) to 250 kHz

(although may vary depending on application), and operating up to altitudes of 15,000 ft. The 250 kHz is of interest for investigation of EMI noise.

Expected TRL or TRL Range at completion of the Project: 4 to 6

Primary Technology Taxonomy:

• Level 1: TX 13 Ground, Test, and Surface Systems

• Level 2: TX 13.2 Test and Qualification

The desired deliverables for Phase I would be, at a minimum, detailed design and analysis of proposed equipment.

An added benefit would be the build of breadboard units to validate the proposed approach.

The desired deliverables for Phase II would be prototype hardware validated through test.

State of the Art and Critical Gaps:

Aircraft (VTOL and small conventional takeoff and landing (CTOL)) companies are designing and building aircraft with electric propulsion systems.