SF30 Appendix 26B 1 SBIR Modification 1 signed.pdf

Offers must acknowledge receipt of this amendment prior to the hour and date specified in the solicitation or as amended, by one of the following methods:

(a) By completing items 8 and 15, and returning or (c) By separate letter or electronic communication which includes a reference to the solicitation and amendment numbers. FAILURE OF YOUR ACKNOWLEDGMENT TO BE RECEIVED AT THE PLACE DESIGNATED FOR THE RECEIPT OF OFFERS PRIOR TO THE HOUR AND DATE SPECIFIED MAY RESULT IN REJECTION OF YOUR OFFER. If by virtue of this amendment you desire to change an offer already submitted, such change may be made by letter or electronic communication, provided each letter or electronic communication makes reference to the solicitation and this amendment, and is received prior to the opening hour and date specified.

E. IMPORTANT: Contractor is not is required to sign this document and return copies to the issuing office.

AMENDMENT OF SOLICITATION/MODIFICATION OF CONTRACT 1. CONTRACT ID CODE

2. AMENDMENT/MODIFICATION NUMBER 3. EFFECTIVE DATE 4. REQUISITION/PURCHASE REQUISITION NUMBER 5. PROJECT NUMBER (If applicable)

7. ADMINISTERED BY (If other than Item 6) CODE

STANDARD FORM 30 (REV. 11/2016)

Prescribed by GSA FAR (48 CFR) 53.243

FACILITY CODE

9A. AMENDMENT OF SOLICITATION NUMBER

9B. DATED (SEE ITEM 11)

10A. MODIFICATION OF CONTRACT/ORDER NUMBER

10B. DATED (SEE ITEM 13)

11. THIS ITEM ONLY APPLIES TO AMENDMENTS OF SOLICITATIONS

The above numbered solicitation is amended as set forth in Item 14. The hour and date specified for receipt of Offers is extended. is not extended.

12. ACCOUNTING AND APPROPRIATION DATA (If required) copies of the amendment; (b) By acknowledging receipt of this amendment on each copy of the offer submitted;

13. THIS ITEM APPLIES ONLY TO MODIFICATIONS OF CONTRACTS/ORDERS.

IT MODIFIES THE CONTRACT/ORDER NUMBER AS DESCRIBED IN ITEM 14.

CHECK ONE A. THIS CHANGE ORDER IS ISSUED PURSUANT TO: (Specify authority) THE CHANGES SET FORTH IN ITEM 14 ARE MADE IN THE CONTRACT ORDER

NUMBER IN ITEM 10A.

B. THE ABOVE NUMBERED CONTRACT/ORDER IS MODIFIED TO REFLECT THE ADMINISTRATIVE CHANGES (such as changes in paying office, appropriation data, etc.) SET FORTH IN ITEM 14, PURSUANT TO THE AUTHORITY OF FAR 43.103(b).

C. THIS SUPPLEMENTAL AGREEMENT IS ENTERED INTO PURSUANT TO AUTHORITY OF:

D. OTHER (Specify type of modification and authority)

Except as provided herein, all terms and conditions of the document referenced in Item 9A or 10A, as heretofore changed, remains unchanged and in full force and effect.

15C. DATE SIGNED

15A. NAME AND TITLE OF SIGNER (Type or print)

16C. DATE SIGNED

16A. NAME AND TITLE OF CONTRACTING OFFICER (Type or print)

14. DESCRIPTION OF AMENDMENT/MODIFICATION (Organized by UCF section headings, including solicitation/contract subject matter where feasible.)

PAGE OF PAGES

6. ISSUED BY CODE

8. NAME AND ADDRESS OF CONTRACTOR (Number, street, county, State and ZIP Code) (X)

CODE

15B. CONTRACTOR/OFFEROR

(Signature of person authorized to sign)

16B. UNITED STATES OF AMERICA

(Signature of Contracting Officer)

Previous edition unusable

P00001

NSSC

See Schedule

Updated link to 2024 Civil Space Shortfall Ranking on page 98.

(https://www.nasa.gov/wp-content/uploads/2024/07/civil-space-shortfall-ranking-july-2024.pdf?emrc=7dbadc https://techport.

nasa.gov/file/314645)

FAR 52.222-90 Addressing DEI Discrimination by Federal Contractors (APR 2026) (DEVIATION APR 2026) is incorporated by reference as required by Executive Order (E.O.) 14398, “Addressing DEI Discrimination by Federal Contractors.”

NSSC

NASA/Shared Services Center (NSSC) Building 1111, Jerry Hlass Road Stennis Space Center MS 39529-0001

NASA/Shared Services Center (NSSC) Building 1111, Jerry Hlass Road Stennis Space Center MS 39529-0001

80NSSC26R0006

1 1

See Block 16C

KENNETH

ALBRIGHT

Digitally signed by

KENNETH ALBRIGHT

Date: 2026.04.29 10:03:29 -05'00'

X

National Aeronautics and Space Administration

Small Business Innovation Research (SBIR) and

Small Business Technology Transfer (STTR) Programs

FY26-27 Broad Agency Announcement (BAA)

Broad Agency Announcement 80NSSC26R0003

Appendix 26B:

Small Business Innovation Research (SBIR) Phase I

Funding Opportunity

Originally Issued: April 21, 2026

Proposals Due: May 21, 2026 by 5:00 PM ET

NASA SBIR/STTR Program FY26-27 BAA Appendix 26B-I SBIR i

FY26-27 BAA- Appendix 26B: Small Business Innovation Research (SBIR) Phase I

Change Log

Version Description of Changes Date

Original Release ----- April 21, 2026

Amendment 1 Updated link on page 98 for 2024 Shortfalls ranking April 28, 2026 and added clause FAR 52.222-90 ii

Contents

Executive Summary Important Dates Multiple Submissions

1. Program Description

1.13.1 Questions About This Solicitation and Means of Contacting NASA SBIR/STTR Program

2. Registrations, Certifications and Other Information

3. Proposal Preparation Instructions and Requirements

3.2 Multiple Proposal Submissions

4. Method of Selection and Evaluation Criteria

5. Considerations for Contracting and Additional Information

6. Submission of Proposals

6.1 How to Submit your Proposal Package

6.1.1 Electronic Submission of Proposals

6.1.2 Deadline for Proposal Package Submission

6.1.3 Proposal Package Submission

6.1.4 Acknowledgement of a Proposal Package Receipt

6.1.5 Withdrawal of Proposal Packages

6.1.6 Service of Protests

6.2 Phase II Information

7. Proposal, Scientific and Technical Information Sources

8. Submissions Checklist

9. Research Topics Attachment 26B.1 SBIR Phase I Evaluation Rubric Attachment 26B.2 SBIR List of Clauses, Regulations and Certifications

Executive Summary This is the second appendix to NASA SBIR/STTR Program FY2026-2027 Broad Agency Announcement (BAA) and solicits proposals for the Small Business Innovation Research (SBIR) Phase I funding opportunity.

Chapter 6 of this appendix contains the proposal submission instructions and Chapter 9 contains the technical research topics. Instructions for how to prepare your proposal can be found in the BAA (https://sam.gov/workspace/contract/opp/bf991b7587b1438ca7930a9b840635dc/view). The chapter numbers align to the chapters in the BAA and can be used to locate additional information within the BAA. In any instance where specific requirements in this appendix conflict with requirements in the BAA, the specific requirements in this appendix take precedence for this opportunity.

Important Dates Proposals Due: May 21, 2026 by 5:00 PM ET

Note that the submission open period is shorter than prior years.

Deadline for guaranteed response from the Help Desk: May 20, 2026 by 5:00 PM ET

Multiple Submissions NASA will not accept more than two (2) proposal packages from any one offeror for this funding opportunity. See sections 3.2 in this appendix and section 4 in the BAA.

https://sam.gov/workspace/contract/opp/bf991b7587b1438ca7930a9b840635dc/view

1. Program Description

1.13.1 Questions About This Solicitation and Means of Contacting NASA SBIR/STTR Program The Help Desk will not guarantee a timely answer to questions about this appendix after May 20, 2026, at 5:00pm

ET.

2. Registrations, Certifications and Other Information No additional content, requirements, or exceptions beyond information in BAA.

3. Proposal Preparation Instructions and Requirements

3.2 Multiple Proposal Submissions

Each proposal must be based on a unique innovation, limited in scope to just one subtopic, and submitted only under that one subtopic. You may not submit more than two (2) proposals to the funding opportunity in this appendix. You may submit more than one unique proposal to the same subtopic; however, you must not submit the same (or substantially equivalent) proposal to more than one subtopic. If you submit substantially equivalent proposals to several subtopics, NASA may decline all such proposals.

4. Method of Selection and Evaluation Criteria The rubric containing all evaluation criteria is available in attachment 26B.1.

5. Considerations for Contracting and Additional Information No additional content, requirements, or exceptions beyond information in BAA.

6. Submission of Proposals

6.1 How to Submit your Proposal Package

NASA uses electronically supported business processes for the SBIR/STTR program. You must have internet access and an email address. NASA will not accept paper submissions. NASA’s electronic systems for submission and contract management are not document repositories. NASA follows federal regulations for records management and disposal (NPR 1441.1E).

6.1.1 Electronic Submission of Proposals

NASA will be using ProSAMS for the submission of these proposal packages. ProSAMS requires firm registration and login. To access ProSAMS, go to https://prosams.nasa.gov/. To submit proposals to this appendix, select “SBIR 2026B-I” from the solicitation type dropdown as you start a new proposal.

NASA recommends that an authorized small business representative be the person to register the firm and complete the required firm level forms. They will be the only person allowed to edit the firm level forms.

For successful submission of a complete proposal package, you must complete all required and applicable forms and upload the required documents per the submission requirements indicated in ProSAMS.

https://nodis3.gsfc.nasa.gov/displayDir.cfm?Internal_ID=N_PR_1441_001E_&page_name=Preface https://prosams.nasa.gov/

6.1.2 Deadline for Proposal Package Submission

NASA must receive your proposal package for SBIR Phase I no later than 5:00 p.m. ET on Thursday, May 21, 2026, via ProSAMS.

You are responsible for ensuring that all files constituting the proposal package are uploaded and endorsed prior to the deadline. If a proposal package is not received by the 5:00 p.m. ET deadline, NASA will determine the proposal package to be incomplete and will not evaluate it. Start the submission process early to allow sufficient time to upload the complete proposal package.

If you wait to submit a proposal package near the deadline, you are at risk of not completing the required uploads and endorsements by the required deadline, and NASA may decline the proposal package.

6.1.3 Proposal Package Submission

Upload all components of a proposal package using the Proposal Submissions module in ProSAMS. The designated business representative and principal investigator must endorse the proposal package. All transactions via ProSAMS are encrypted for security purposes.

If your proposal contains ITAR/EAR information, it may be submitted via ProSAMS.

Do not submit security/password-protected PDF files, as reviewers may not be able to open and read these files. NASA will decline proposal packages containing security/password-protected PDF files and they will not be evaluated.

You are responsible for virus checking all files prior to submission. NASA may decline any proposal package that contains a file with a detected virus.

You may upload a proposal package multiple times, with each new upload replacing the previous version, but only the final uploaded and electronically endorsed version will be considered for review. Embedded animation or video, as well as reference technical papers for “further reading,” will not be considered for evaluation. NASA may decline a proposal package that is missing the final endorsements.

6.1.4 Acknowledgement of a Proposal Package Receipt

NASA will acknowledge receipt of an electronically submitted proposal package by sending an email to the designated Business Official’s email address as provided on the proposal package cover sheet. If you do not receive a proposal package acknowledgment after submission, immediately contact the NASA SBIR/STTR Help Desk at agency-sbir@mail.nasa.gov.

6.1.5 Withdrawal of Proposal Packages

Prior to the close of submissions, you may withdraw proposal packages. To withdraw a proposal package after the deadline, the designated small business representative must send written notification via email to agency-sbir@mail.nasa.gov.

6.1.6 Service of Protests

Protests, as defined in section FAR 33.101 of the Federal Acquisition Regulation, that are filed directly with an agency, and copies of any protests that are filed with the Government Accountability Office (GAO), must be served on the Contracting Officer (addressed as follows) by obtaining written and dated acknowledgment of receipt from:

Kenneth Albright NASA Shared Services Center mailto:sbir@reisystems.com mailto:sbir@reisystems.com mailto:sbir@reisystems.com https://www.acquisition.gov/far/33.101#FAR_33_101

Building 1111, Jerry Hlass Road Stennis Space Center, MS 39529

Agency-SBIR-STTRSolicitation@mail.nasa.gov

The copy of any protest must be received in the office designated above within one day of filing a protest with the

GAO.

6.2 Phase II Information

If you are awarded a Phase I contract, you will be eligible to submit a proposal for an SBIR/STTR Phase II follow-on contract. NASA will send instructions directly to you with information on how to submit your Phase II proposal(s). You will receive details on the due date, content, and submission requirements for Phase II proposals.

The Phase II proposal submission will open approximately 60 days prior to the proposal due date stated in your contract.

If you submit your Phase II proposal outside of the timeframe specified by NASA, your proposal will be declined without evaluation. Additional guidance can be found in your Phase I contract (Request for Proposal for Phase II Follow-on Contract).

7. Proposal, Scientific and Technical Information Sources No additional content, requirements, or exceptions beyond information in BAA.

mailto:Agency-SBIR-STTRSolicitation@mail.nasa.gov

8. Submissions Checklist For assistance in completing your Phase I proposal package, use the following checklist:

□ The technical proposal and innovation are submitted for one subtopic only.

□ The entire proposal package is submitted consistent with the requirements outlined in BAA chapter 3.

□ Proposal Contact Information

□ Proposal Certifications

□ Proposal Summary

□ Proposal Budget

□ Including letters of commitment for government resources and subcontractors/ consultants (if applicable)

□ Foreign Vendor form (if applicable)

□ Technical Proposal including all 9 parts in order as stated in BAA section 3.1.5.5.

□ Briefing Chart

□ NASA Evaluation License Application, only if TAV is being proposed

□ I-Corps Interest Form

□ Technical and Business Assistance (TABA) Request, if applicable

□ SBC-Level Forms completed once for all proposal packages submitted to a single solicitation

□ SBC Certifications

□ Audit Information

□ Prior Awards Addendum

□ Commercialization Metrics Report (CMR)

□ Disclosure of Foreign Affiliations

□ The technical proposal does not exceed a total of 15 standard 8.5- by 11-inch pages with one-inch margins and follows the format requirements (BAA section 3.1.4).

□ All required letters/documentation are included.

□ A letter of commitment from the appropriate government official if the research effort requires use of government resources (BAA sections 3.1.5.4 and 5.13).

□ A letter from the Small Business Official explaining why the SBIR research project requires the use of government resources, if the effort requires government resources (BAA sections 3.1.5.4 and 5.13)

□ Letters of commitment from subcontractors/consultants.

□ If the SBC is an eligible joint venture or a limited partnership, a copy or comprehensive summary of the joint venture agreement or partnership agreement is included.

□ NASA Evaluation License Application if proposing the use of NASA technology (TAV).

□ Supporting documentation of budgeted costs.

□ Proposed funding for the technical effort does not exceed $225,000 (BAA section 1.3), and if requesting TABA, the cost for TABA does not exceed $6,500 (BAA sections 1.8 and 3.1.5.9).

□ Proposed project duration does not exceed six (6) months (BAA section 1.3).

□ Confirm you received an acknowledgement of submission email before 5:00 p.m. ET on May 21, 2026

(Appendix 26B SBIR section 6.1.4).

9. Research Topics The 37 SBIR subtopics are organized by topic based on technical theme. There are 14 topics and 37 total subtopics in this appendix. This appendix only contains SBIR subtopics.

You should be thoughtful in selecting a subtopic to ensure the proposal is responsive to the NASA need as defined by the subtopic. The NASA SBIR/STTR program will NOT move a completed proposal package between SBIR subtopics.

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.

NASA has changed the subtopic numbering convention for the SBIR/STTR program this year:

Subtopics are organized and numbered according to their topic alignment and appendix. Prior subtopics numbers are listed in the subtopic title as appropriate to help you locate returning subtopics.

https://ntrs.nasa.gov/

Research Subtopics

Aeronautics Research (AERO) AERO.1.S26B: Health Management and Sensing Technologies for Sustainable Aviation Fuel Systems (SBIR) (previously A1.11) AERO.2.S26B: Quiet Performance-Aircraft Propulsion Noise (SBIR) AERO.3.S26B: Advanced Thermal Management for High-Efficiency Engine Cycles (SBIR) AERO.4.S26B: Flight Test Measurement Technologies (SBIR) (previously A2.01) AERO.5.S26B: Improved Material Discovery through Leveraging Novel Modeling and Experimental Approaches

(SBIR)

AERO.6.S26B: Wind Tunnel Test Measurement Technologies (SBIR) AERO.7.S26B: Airspace Operations and Safety (SBIR) AERO.8.S26B: Fuel to Electric Conversion (SBIR)

GO – Space Transportation (GO) GO.2.S26B: Development of cost-effective 3D printing of SOA Hall thruster magnetic circuits (SBIR) GO.3.S26B: Advanced Momentum Management and Propellant less Control Technologies for Solar Sail Spacecraft (SBIR)

ENABLE – Foundational Capabilities (ENABLE) ENABLE.1.S26B: Laser Welding System and Integrated Real-Time Nondestructive Inspection (SBIR) ENABLE.2.S26B: High Performance Onboard Computing (SBIR)

EXPAND – In-Space Infrastructure and Discovery (EXPAND) EXPAND.2.S26B: Orbital Debris Tracking (SBIR) EXPAND.3.S26B: Autonomous Onboard Health Management for Small Spacecraft and Distributed Systems

(SBIR)

Extravehicular Activity (EVA) EVA.2.S26B: Mars Exploration Extravehicular Activity (EVA) Suit (SBIR) (previously H4.09)

Human Surface Mobility (SURFMOB) SURFMOB.1.S26B: Advanced Human Lunar Surface Mobility Technologies (SBIR) (previously H15.01)

LAND – Space to Surface Operations (LAND) LAND.1.S26B: Real-time Characterization of Regolith Stability during Planetary Descent & Landing (SBIR) ... 67 LAND.2.S26B: Development and Modeling of Waterproofing Coatings or Surface Treatments for Reusable Thermal Protection Systems (TPS) (SBIR) LAND.3.S26B: Low Cost Domestic Source for Blended Carbon and Phenolic Felt Batting or Yarn (SBIR)

Lightweight Structures (LWS) LWS.2.S26B: Softgoods Habitats Employing Layered or Trapped Unrefined Regolith Shielding (SHELTURS) (SBIR) (previously H5.05)

LIVE - Surface Infrastructure (LIVEI)

LIVEI.1.S26B: Surface Sustainability and Logistics: Dust Mitigation (SBIR) Science Instruments and Computing to Study Planetary Bodies (INSTALG)

INSTALG.3.S26B: Large-Scale Computing and Computational AI (SBIR) (previously S17.01) INSTALG.4.S26B: Detectors and Integrated Electronics (SBIR) (previously S11.04) INSTALG.5.S26B: Remote-Sensing Technologies (SBIR) (previously S11.03)

Space Communications and Navigation (COMNAV) COMNAV.1.S26B: Flight Dynamics and Navigation Technologies (SBIR) (previously H9.03) COMNAV.2.S26B: Lunar 3GPP Capability Development (SBIR) (previously H9.08)

Space Precision Components: Galaxies to Atoms (COSMO) COSMO.2.S26B: Cryogenic Systems for Instruments (SBIR) (previously S16.07) COSMO.3.S26B: AI for Rapid Development of Space Precision Components (SBIR) (previously S17.06) COSMO.4.S26B: Instrument Technologies, Free-Form Optics, and Stray-Light Suppression (SBIR) (previously S12.04) COSMO.5.S26B: Advanced Observatory Technologies: Mirrors, Structures, Systems, Fabrication and Metrology (SBIR) (previously S12.03)

Space Weather (SPWX) SPWX.2.S26B: Sensors and Instrumentation for Space Environment Measurement (SBIR) (previously S14.02)

Technology for In Situ Science Operations on Planetary Bodies (INSITU) INSITU.1.S26B: Fault Management Technologies for Autonomous Systems (SBIR) (previously S17.03) INSITU.2.S26B: Sample Handling, Processing, and Control for In-Situ Lunar and Planetary Science Instruments (SBIR) (previously S13.02) INSITU.3.S26B: Robotic Mobility, Manipulation, and Sampling (SBIR) (previously S13.01) INSITU.4.S26B: Variable Gravity Sample Preparation and Analysis (SBIR) (previously S15.02) INSITU.5.S26B: Contamination Control and Planetary Protection (SBIR) (previously S13.04) INSITU.6.S26B: Plant Research Technologies for Space (SBIR) (previously S15.01)

SBIR and the Technology Taxonomy

Aeronautics Research (AERO)

AERO.1.S26B: Health Management and Sensing Technologies for Sustainable Aviation Fuel Systems (SBIR) (previously A1.11)

Lead Center: GRC

Participating Center(s): LaRC, AFRC, ARC

Subtopic Problem Statement/Description:

NASA is leading federal agencies and industry to accelerate the development of sustainable aviation technologies.

This includes deploying new vehicle designs and architectures, as well as enabling use of sustainable aviation fuels.

Hybrid Electric or All Electric vehicle concepts are in active development as are new Alternative Fuel/Hydrogen Vehicles. However, these aircraft concepts introduce new hardware systems along with new health management challenges. For example, fault detection and diagnostics of hybrid electric or all electric propulsion systems require an understanding of the operation, performance, degradation, and failure mechanisms of electric machines, converters (inverters/rectifiers), and power cables along with the operation of these devices in increasingly complex flight environments. Introduction of new vehicle types and integrated vehicle systems (power, structure, avionic, and propulsion systems) requires increasingly intelligent vehicle systems with capability to detect, diagnose, and predict system degradation, faults, and failures in a resilient and trustworthy manner.

Furthermore, these intelligent vehicle systems must be capable of estimating a vehicle's capabilities as it degrades, especially for new vehicles systems entering the airspace. Monitoring the system health state has an impact on system operating cost, performance, efficiency, and improved system safety. Predictive maintenance reduces maintenance cost and vehicle down-time through reduced unnecessary maintenance and improved vehicle availability and throughput. Development of approaches and techniques for integrating diagnostic and prognostic information into maintenance and fault management strategies for sustainable aviation vehicles (i.e., predictive and condition-based maintenance). These are critical features that would allow new sustainable aviation vehicles to have more rapid introduction into the airspace. This call seeks proposals in both for Electric/Hybrid Sustainable Designs as well as Sustainable Aviation Fuel Systems

In health management technologies for electric/hybrid aircraft designs, the technologies should be able to operate as needed in a high electric noise flight environment and provide actionable information for higher level diagnostics and prognostics. New electric/hybrid vehicles and their propulsion systems can be more economic, smarter, and safer by enabling increased health management capabilities. Areas of interest include:

• Health management technologies for the sensing, diagnosis, and prognosis of degradation and faults in flight quality electrical hardware and systems. The technology could be focused on electrical systems such as:

• Electric machines (motors/generators) including the health of bearings, lubrication and cooling, windings, rotor, insulation, etc.

• Converters (inverters/rectifiers) including the health of electronic components, cooling system, etc.

• High voltage wire and cables, including short or open circuits and insulation breakdown.

• Overall power quality including degradation/faults leading to voltage ripple, power instabilities, etc.

• Thermal management system health.

• System-level approaches that leverage measurement data collected across sustainable aviation systems including electromechanically coupled subsystems to infer overall system health. This includes distributed or coupled architectures comprised of electrical systems, motor driven propulsors, energy storage devices, gearboxes, mechanical drives, and fuel burning engines.

In health management technologies for alternate fuel aircraft and new sustainable aircraft designs, the technologies should be able to provide actionable information for higher level diagnostics. Alternate fuel vehicles and their propulsion systems can be more economic, smarter, and safer by enabling increased health management capabilities.

However, changing the fuel, e.g., the adoption of cryogenic hydrogen, can have massive impact on vehicle operations and health. Areas of interest include:

• Health management technologies for the sensing, diagnosis, and prognosis of degradation and faults in sustainable aviation fuel systems such as hydrogen vehicles that include cryogenic systems. The use of such fuels introduces their own health management challenges beyond that of conventional fuel systems.

• System-level approaches that leverage measurement data collected across sustainable aviation systems including alternate fuel vehicle subsystem and component information correlating multiple aspects of overall system health including structural degradation, fuel tank integrity, and fuel safety.

This subtopic is not seeking proposals in:

• Battery health management technologies

• Electrical fault management systems and protective devices (such as circuit breakers).

Expected TRL or TRL Range at completion of the Project: 3 - 6

Primary Technology Taxonomy:

• Level 1: TX10 Autonomous Systems

• Level 2: TX10.1 Situational and Self-Awareness Technologies

• Level 3: TX10.2.5 Fault Diagnosis and Prognosis

Desired Deliverables of Phase I:

Phase I deliverables should include, but are not limited to:

• A final report clearly stating the technology challenge addressed, the state of the technology before the work was begun, the state of technology after the work was completed, the innovations that were made during the work period, the remaining barriers in the technology challenge, a plan to overcome the remaining barriers, and a plan to infuse the technology developments into applications.

• A technology demonstration that clearly shows the benefits of the technology developed.

• A written plan to continue the technology development and/or to infuse the technology. This may be part of the final report.

Resulting products can include hardware, software, demonstrations, reports, products, components, and integrated systems.

Desired Deliverables of Phase II:

Phase II deliverables should include, but are not limited to:

• A final report clearly stating the technology challenge addressed, the state of the technology before the work was begun, the state of technology after the work was completed, the innovations that were made during the work period, and a plan to infuse the technology developments into applications.

• A technology demonstration in an appropriate environment which clearly shows the benefits and viability of the technology developed.

• There should be evidence of efforts taken to infuse the technology into applications or a clear written plan for near term infusion of the technology. This may be part of the final report.

• Resulting products can include hardware, software, demonstrations, components, and integrated systems.

Desired Deliverable Types of Phase II:

• Prototype

• Hardware

• Test Results

• Software

State of the Art:

The technical state-of-the-art in terms of vehicle health management is that for standard combustion engines there has been significant work over a period of time with increasing adoption by industry. (Please, see e.g., documents associated with the SAE HM-1 Integrated Vehicle Health Management Committee or E-32 Aerospace Propulsion Systems Health Management committees. https://standardsworks.sae.org/standards-committees)

However, the technologies associated with health management of traditional aircraft are not appropriate for the evolving vehicle designs for sustainable aviation. For example, measuring the health state of a combustion engine at high temperatures is significantly different than measuring the health state of electrical subsystems operating in ambient environments. Overall, the parameters that need to be measured and the environments in which they are measured are vastly different in parts and subsystems of the vehicle that enable sustainability. The technologies needed do not exist or are in need of further development and also depend on the type of sustainable vehicle. It is this SBIR subtopic that addresses those Critical Gaps as describe below for both electric and hybrid electric, as well as alternate fuel vehicles.

Critical Gaps:

The technical need is for system health management in the evolving field of sustainable aviation. For electrified aircraft propulsion (EAP) and vehicles, many conventional subsystems remain in EAP architectures – e.g., gas turbines, rotating drives, gearboxes, propellers/fans, etc. but new challenges in sensing, diagnosis, and prognosis must be addressed:

• Architectures are more coupled and integrated in nature.

• Boundary between propulsion system and vehicle not as clearly defined.

• Might require means of partitioning the health management problem by subsystem.

• Data compression and feature extraction techniques for high-frequency electrical system measurements will be necessary.

• Electrical systems may not exhibit graceful degradation / failure making timely diagnostics and prognostics more challenging.

Technologies that address these gaps enable sustainable aircraft, which in-turn enables new aircraft configurations and capabilities for the point-to-point on-demand mobility market and a new type of innovation for transport aircraft to reduce fuel consumption and emissions.

https://standardsworks.sae.org/standards-committees

For alternate fuel vehicles such as those using hydrogen, especially cryogenic hydrogen, safety considerations presently constrain the acceptable airframe/tank/passenger layout. There is a need for better leak and fire detection methods for hydrogen applicable wherever hydrogen could accumulate. Further, there is potential for structural degradation of multiple system components using cryogenic hydrogen: seals, insulation, material embrittlement, and thermal expansion characteristics. Sensing, diagnosis, and prognosis of faults and degradation of these systems is required.

• Structural sensing, diagnosis, and prognosis for sustainable vehicles whose design may notably differ compared to conventional vehicle systems requiring new approaches and techniques to identify faults and degradation. This includes both electric and alternative fuel vehicles.

• Advanced sensing technologies such as embedded additive manufactured sensors into sustainable vehicle components that offer light weight minimally intrusive sensing solutions.

• System-level approaches that leverage measurement data collected across sustainable aviation systems.

• The use of data analytics and artificial intelligence to provide a more complete system level view of sustainable vehicle health.

• Health management and intelligent maintenance technologies and approaches for sustainable aviation vehicles.

Shortfalls And Decadal Surveys:

The section appears to be relevant to Subtopics related to Space Sciences or Exploration. The last Aeronautics Decadal Survey seems to be in 2006. Nonetheless, the website https://www.nasa.gov/spacetechpriorities/ does have several shortfalls that in principle are relevant to this subtopic:

553: Foundational Technologies for Future Avionics Devices and Systems/Avionics

701: Green Propellant Propulsion Systems/ Propulsion: Non Nuclear

611: Sub-kW and kW Class Electric Propulsion Systems: Propulsion: Non Nuclear

612: In-Space Diagnostics for Electric Propulsion/ Propulsion: Non Nuclear

755: Cross-Discipline Cryogenic Fluid Management Technologies/ Cryogenic Fluid Management

1626: Advanced Sensor Components: Imaging/ Sensors and Instruments

In summary, the technologies developed for Sustainable Aviation may be adaptable for other applications relevant to Exploration.

Need Horizon: Near-Term (Less than 5 years)

References:

1. D. Simon, “Health Management Considerations for Electrified Aircraft Propulsion Systems”, SAE E32 Aerospace Propulsion Health Management Committee Meeting March 29-31, 2022.

https://ntrs.nasa.gov/api/citations/20220004260/downloads/EAP_HealthMangementConsideration_DSimon _v2.pdf

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

https://www.nasa.gov/directorates/armd/armd-strategic-implementation-plan/ https://www.nasa.gov/spacetechpriorities/ https://ntrs.nasa.gov/api/citations/20220004260/downloads/EAP_HealthMangementConsideration_DSimon_v2.pdf https://ntrs.nasa.gov/api/citations/20220004260/downloads/EAP_HealthMangementConsideration_DSimon_v2.pdf https://www.nasa.gov/directorates/armd/armd-strategic-implementation-plan/

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

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

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

5. R. H. Jansen et al. “High Efficiency Megawatt Motor Preliminary Design,” https://ntrs.nasa.gov/citations/20190029589

6. L. Tang, A. Saxena, and K. Younsi, “Prognostics And Health Management For Electrified Aircraft Propulsion: State Of The Art And Challenges”, Proceedings of ASME Turbo Expo 2024 Turbomachinery Technical Conference and Exposition, June 2024, London, GT2024-12229, https://doi.org/10.1115/GT2024-122290

7. C. Teubert, A. A. Pohya, and G. Gorospe, “An Analysis of Barriers Preventing the Widespread Adoption of Predictive and Prescriptive Maintenance in Aviation”, April, 2023, NASA/TM– 20230000841, https://ntrs.nasa.gov/citations/20230000841

8. C. Snyder, "NASA Meeting on Cryogenic Fuel Systems for Aircraft, Overview of Previous Workshops and Studies”, September 2022, https://ntrs.nasa.gov/api/citations/20220014107/downloads/NASA- CryoFuels_Workshops-studies_2022-09_CSnyder_final-STI.pdf

9. NASA Funded Center for High Efficiency Electrical Technologies for Aircraft (CHEETA), https://cheeta.illinois.edu/research

10. J. Moder, M. L. Meyer, and W. L. Johnson, “NASA Liquid Hydrogen Aircraft Opportunities and Technologies”, presented at the Cryogenic Engineering Conference and International Cryogenic Materials Conference, Honolulu, HI, July 2023, https://ntrs.nasa.gov/api/citations/20230009800/downloads/CEC%20NASA%20aircraft%20overview_v2-c.pdf

11. J. Cavolowsky and I. Jakupca, “NASA Hydrogen and Fuel Cell Perspectives”, 2022 H2-Aero Symposium & Workshop, March 29, 2022, https://ntrs.nasa.gov/api/citations/20220005022/downloads/NASA%20Hydrogen%20and%20Fuel%20Cell %20Perspectives%20-%2020220329.pdf

12. V. Lvovich, D. Perkins, T. Lavelle, P. Hanlon, H. Hasseeb, et al., "Commerically-viable Hydrogen Aircraft for Reducton of Greenhouse Emissions", 26th ISABE Conference, Toulouse, FR, 2024, https://ntrs.nasa.gov/api/citations/20240008370/downloads/ISABE2024%20September%202024.pdf

13. W. L. Johnson, S. L. Vivod, V. F. Lvovich, G. W. Hunter, Z. Martinovic, et al., "The Need for the Development of Liquid Hydrogen Test Capability for Aviation and Beyond", Presented at the 2025 Cryogenic Engineering Conference, Reno NV, May 21, 2025, https://indico.cern.ch/event/1431974/contributions/6399016/attachments/3069801/5430656/CEC_pres_Hy drogen%20Testing%20Area_v2.pdf

AERO.2.S26B: Quiet Performance-Aircraft Propulsion Noise (SBIR) Lead Center: GRC

Participating Center(s): LaRC

Subtopic Problem Statement/Description:

Safer, cleaner, and quieter aircraft have a competitive advantage in the global market. Improved aircraft propulsion systems are needed for aircraft of all sizes, shapes, speeds, and altitudes so that a commercial air transportation system is accessible to move people and cargo around the world. Reductions in aircraft noise could lead to wider community acceptance, lower airline operating costs where noise quotas or fees are employed, and increased https://ntrs.nasa.gov/search.jsp?R=20170006235 https://www.nasa.gov/aeroresearch/X-57/technical/index.html https://ntrs.nasa.gov/citations/20190029589 https://doi.org/10.1115/GT2024-122290 https://ntrs.nasa.gov/citations/20230000841 https://ntrs.nasa.gov/api/citations/20220014107/downloads/NASA-CryoFuels_Workshops-studies_2022-09_CSnyder_final-STI.pdf https://ntrs.nasa.gov/api/citations/20220014107/downloads/NASA-CryoFuels_Workshops-studies_2022-09_CSnyder_final-STI.pdf https://cheeta.illinois.edu/research https://ntrs.nasa.gov/api/citations/20230009800/downloads/CEC%20NASA%20aircraft%20overview_v2-c.pdf https://ntrs.nasa.gov/api/citations/20230009800/downloads/CEC%20NASA%20aircraft%20overview_v2-c.pdf https://ntrs.nasa.gov/api/citations/20220005022/downloads/NASA%20Hydrogen%20and%20Fuel%20Cell%20Perspectives%20-%2020220329.pdf https://ntrs.nasa.gov/api/citations/20220005022/downloads/NASA%20Hydrogen%20and%20Fuel%20Cell%20Perspectives%20-%2020220329.pdf https://ntrs.nasa.gov/api/citations/20240008370/downloads/ISABE2024%20September%202024.pdf https://indico.cern.ch/event/1431974/contributions/6399016/attachments/3069801/5430656/CEC_pres_Hydrogen%20Testing%20Area_v2.pdf https://indico.cern.ch/event/1431974/contributions/6399016/attachments/3069801/5430656/CEC_pres_Hydrogen%20Testing%20Area_v2.pdf potential for air traffic growth on a global scale. The goal of this subtopic is to support the development and commercialization of tools and technologies to predict, diagnose, and reduce noise from aircraft propulsion systems and components.

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

Primary Technology Taxonomy:

• Level 1: TX01 Propulsion Systems

• Level 2: TX01.3 Aero Propulsion

Desired Deliverables of Phase I:

Tools and technologies that enable prediction, diagnostics, and reduction of propulsion noise, at the component or system level, for subsonic and supersonic aircraft. Clear definition of path(s) for commercialization and infusion of these technologies.

Phase I deliverables can include:

• Demonstration of models/codes for predicting propulsor noise using available model test problems.

• Demonstration of advanced noise diagnostic tools/techniques using canonical or virtual test problems.

• Proof-of-concept demonstration of propulsion noise reduction concepts or technologies in laboratory environment.

Desired Deliverables of Phase II:

Phase II deliverables can include:

• Models/codes that accurately predict propulsor noise for realistic fans and open rotors.

• Matured advanced noise diagnostic tools/techniques applicable to realistic propulsors in relevant test environments (e.g., wind tunnels).

• Maturation of propulsion noise reduction concepts or technologies to realistic propulsion components, subsystems, or systems.

Desired Deliverable Types of Phase II:

• Analysis

• Prototype

• Hardware

• Software

State of the Art:

State-of-the-art technologies for propulsion noise reduction are generally passive and tend to be designed for a specific operating condition. Adaptive materials and mechanisms that can modify their acoustic performance based on the noise state of the engine are highly desirable. New prediction tools, diagnostic capabilities, and noise-reduction technologies would enable development of quieter propulsion systems.

Critical Gaps:

Efficient high-fidelity prediction tools that enable timely evaluations of various engine architectures and operating conditions are lacking. Availability of such tools is essential at the design stage or for system-level assessment.

Accurate and robust diagnostic tools for source identification and characterization do not exist for most of the important propulsion noise sources such as fans, combustors, and turbines.

Shortfalls And Decadal Surveys:

The needs for safer, cleaner, and quieter aircraft propulsion are described in the NASA Aeronautics Strategic Implementation Plan 2023.

Need Horizon: Mid-Term (5-10 years)

References:

1. https://www.nasa.gov/directorates/armd/

2. https://www.nasa.gov/directorates/armd/armd-strategic-implementation-plan/

AERO.3.S26B: Advanced Thermal Management for High-Efficiency Engine Cycles (SBIR)

Subtopic Problem Statement/Description:

The commercial aviation industry is undergoing a transformative shift toward more efficient and sustainable propulsion systems. Emerging engine architectures such as hybrid-electric, all-electric, and advanced non-electric cycles with recuperation and intercooling promise significant improvements in fuel efficiency, emissions reduction, and operational costs. However, these next-generation propulsion systems generate higher thermal loads and rely more heavily on thermal technologies than conventional gas turbine engines.

Hybrid-electric and all-electric propulsion systems introduce new thermal management challenges. High-power-density electric motors and battery systems generate concentrated heat that must be efficiently dissipated to maintain safe operating temperatures and prevent performance degradation or premature failure. NASA-funded research on electrified propulsion has identified that current electric motors achieve approximately 2 kW/kg, with 2035 projections reaching 9-16 kW/kg, while power electronics are projected to reach 9-19 kW/kg [1]. All these electrical components generate waste heat requiring effective thermal management. Lithium-ion and next-generation battery chemistries are particularly sensitive to temperature, with performance, cycle life, and safety all critically dependent on maintaining optimal thermal conditions.

Advanced gas turbine cycles, such as intercooled and recuperated cycles, offer the potential for substantial fuel efficiency gains by recovering waste heat from the turbine exhaust. Historical NASA studies found that recuperated cycles with heat exchangers operating at 80-85% effectiveness could theoretically reduce fuel consumption by 15% [2]. However, realizing these efficiency improvements in aviation applications requires compact, lightweight heat exchangers capable of operating at high effectiveness while withstanding the demanding temperature, pressure, and vibration environment. Past implementations faced severe weight penalties – adding 60% to engine weight and 70% to engine volume – which eliminated the theoretical benefits [2]. Recent studies using compact heat exchangers have reduced the weight and volume penalty, but further improvements are needed for these cycles to become feasible.

Current thermal management solutions developed for ground-based applications are often inadequate for aviation due to weight, volume, reliability, or performance constraints. NASA research has also shown that engine bypass streams are highly sensitive to pressure losses from thermal management hardware, making low-pressure-drop designs critical [3]. NASA seeks innovative thermal management devices, systems, and strategies that can enable high-efficiency engine cycles for commercial aviation applications while meeting stringent aviation constraints.

https://www.nasa.gov/wp-content/uploads/2021/04/sip-2023-final-508.pdf https://www.nasa.gov/wp-content/uploads/2021/04/sip-2023-final-508.pdf https://www.nasa.gov/directorates/armd/ https://www.nasa.gov/directorates/armd/armd-strategic-implementation-plan/

Expected TRL or TRL Range at completion of the Project: 2 – 6

• Level 1: TX14 Thermal Management Systems

• Level 2: TX14.X Other Thermal Management Systems

Desired Deliverables of Phase I:

Phase I Deliverables and Objectives

Phase I efforts should focus on feasibility demonstration and preliminary design. Expected deliverables include:

• Conceptual design of the proposed thermal management system with detailed technical specifications

• Analytical or computational modeling demonstrating feasibility and projected performance

• Preliminary experimental validation of key technical concepts or components (lab-scale demonstration)

• Assessment of scalability to aviation propulsion requirements

• Identification of key technical risks and mitigation strategies

• Technical report documenting Phase I results

• Target TRL progression: TRL 2-3 to TRL 3-4

Phase II Deliverables and Objectives

Phase II efforts should advance toward technology demonstration in relevant environments. Expected deliverables include:

• Detailed design and fabrication of a prototype thermal management system

• Experimental testing under simulated or actual aviation-relevant conditions (temperature ranges, pressures, thermal loads, vibration profiles)

• Performance characterization including heat transfer rates, pressure drops, weight, and efficiency metrics

• Reliability and durability testing appropriate for aviation applications

• Pathway for integration into target propulsion systems

• Final technical report and recommendations for Phase III transition

• Target TRL progression: TRL 4 to TRL 5-6

Desired Deliverable Types of Phase II:

• Analysis

• Test Results

• Hardware

• Prototype

State of the Art:

There are no hybrid-electric commercial engine cycles nor cycles involving intercooling or recuperation flying today. The associated thermal systems are still too heavy and consume too much power from the gas turbine to enable these advanced architectures. Improvements in heat exchanger designs have mostly remained in scaled-down laboratory settings and haven’t been sized or implemented in gas turbine engines or relevant environments.

Likewise, thermal management technologies pertaining to power electronics and motors have yet to transition from laboratory to flight demonstration, despite many promising technologies in this area. An alternative approach to intercooling, via water injection, has been identified as a potentially advantageous strategy for numerous reasons but requires further development to understand all the impacts this would have on the cycle (and the components themselves).

Critical Gaps:

Next generation engines will require thermal management of the turbine inlet temperature to enable higher overall pressure ratio (OPR) without exotic materials in the last stages of the high pressure compressor (HPC). Technology development to enable more efficiencies such as compact, durable, low loss heat exchangers, water injection technologies or other technologies that enable higher P3. megawatt-class (MW-class) thermal bus technologies may be needed to 'move' heat around the engine cycle and cool other heat loads like electric machines. The engine thermal management system may also need to interact with heat loads on the airframe that process cryo fuels prior to onboarding to the engine.

Technology needed to advance the State-of-the-Art (SOA) include:

• Innovative cooling systems for high-power-density electric motors (>12 kW/kg) used in aviation propulsion

• Advanced thermal management solutions for aircraft battery systems, including active and passive cooling strategies

• Compact, lightweight heat exchangers for recuperated thermodynamic cycles with high effectiveness (>0.85) and low pressure drop

• Novel heat transfer enhancement techniques applicable to aviation propulsion thermal management (e.g., advanced fin geometries, microchannels, phase-change systems)

• Integrated thermal management architectures that couple multiple heat sources and sinks within propulsion systems

• Thermal energy storage systems that can buffer transient thermal loads during flight operations

• Lightweight materials and coatings that enhance heat transfer or thermal resilience in propulsion applications

• Technologies applicable to Technology Readiness Level (TRL) 3-6 within Phase I/II timeframe

Shortfalls And Decadal Surveys:

Although there is an invitation to solicit feedback for the prioritization of technology shortfalls critical to civil space by February 20, 2026, the most recent publicly available document is the Civil Space Shortfall Ranking from July 2024. Based on that document, the following are addressed by this subtopic, and are relevant to civil aeronautics applications as well:

Thermal Management Systems capability category:

• (1623) Advanced thermal modeling capabilities

• (1624) Advanced thermal management technologies for diverse applications

This subtopic is for aeronautics and is not linked to current Decadal Surveys.

Need Horizon: Mid-Term (5-10 years)

References:

1. Hall, D. K., Greitzer, E. M., et al., "Feasibility of Electrified Propulsion for Ultra-Efficient Commercial Aircraft," NASA/CR-2019-220382, December 2019. https://ntrs.nasa.gov/citations/20190033478

2. Eisenberg, J. D., "A Preliminary Study of the Use of Intercooling and Reheat in Conjunction with Regeneration for Aircraft Turbine Engines," NASA TM X-73617, Lewis Research Center, March 1977.

https://ntrs.nasa.gov/citations/19770014143

3. Snyder, C. A., "Effects of Energy Capture and Recovery on an N+3 Technology Level Reference Propulsion System," NASA/TM-20210021504, September 2021.

https://ntrs.nasa.gov/citations/20210021504

4. NASA High-Efficiency Megawatt Motor (HEMM), https://www.nasa.gov/eap-technology/electric-machines/hemm/

5. NASA Aeronautics Ultra-Efficient Aviation Overview, https://www.nasa.gov/aeronautics/ultra-efficient-aviation/

AERO.4.S26B: Flight Test Measurement Technologies (SBIR) (previously A2.01) Lead Center: AFRC

Participat…