An outline has been provided that is illustrative of the types of clauses to which the contractor would be committed. This list is not a complete list of clauses to be included in the funding agreements, and is not the specific wording of such clauses. Firm certifications have significantly changed, with different requirements, so please look at each one carefully. Electronic endorsement is now required to be performed by both the Principal Investigator and the authorized Business Official.
This capability might also find use in the wind turbine industry, as the blades are large composite structures. However, with the incorporated changes the system still has a high-failure rate for several components e.
This high-failure rate causes mission delays and an increase to the maintenance workload for the fleet. When connected to the aircraft or the ammunition transfer system to load or download ammunition in and out of the LALS III, there are several sequential steps necessary for the system to function properly.
Severe damage and timing issues occur to these components if one step is missed or done out of order. Potential improvements include: a an internal timing and tension function to remove human error from the equation, and b improvements to the conveyor assembly, aircraft interchange unit, and chain ladder assembly to make them more robust to handle the rigors of the aircraft carrier environment, Forward Operating Bases, and decrease maintenance complexity.
Any materials considered should be all-weather, corrosion resistant, suffer no adverse effects from contact with solvents, lubricants, or oils, and be compatible in a Hazards of Electromagnetic Radiation to Ordnance HERO environment. The overall goal is to increase the overall availability, sustainability, and readiness. Perform testing of prototype to demonstrate their effectiveness. Support operational assessment of the prototype design solutions by a squadron prior to full-scale fielding.
The improvements to the LALS III could potentially be modified to fit other ammunition conveyor units or commercial conveyor assemblies. The improved solutions could be sold to manufacturing processes to increase their reliability and decrease maintenance requirements. One of the primary calibration procedures they perform is gauge block calibration. This process involves calibrating a precise length measurement machine using calibrated gauge blocks.
The block, or blocks, being used must be placed on a precise position on the measuring machine. The operators handle the gauge blocks with gloves in order to mitigate this effect, but enough heat is still transferred to affect the measurements. When this occurs, blocks have to be left sitting untouched for up to a few hours to return to normal dimensions.
This can introduce delays and increased costs. This SBIR topic seeks to develop an automated system that can perform some or all of this calibration process. This would greatly reduce required operator time, freeing up resources for alternate tasks.
This would also reduce any delays, as tasks using the system could be run consecutively. The proliferation of acoustic quieting techniques has severely decreased the detection range of passive acoustic sensors. Active acoustic sensors can provide longer range, however they do not provide classification of the target.
Advanced signal processing techniques may generate classification from a variety of sources, including magnetometers; magnetic dipoles; and extremely low frequency ELF , ultralow frequency ULF , electric fields E-Fields ; or other sources of opportunity, such as magnetotelluric or very low frequency radio wave sources.
It will be requested for the software to process the data in real time, that is, capable of providing a result analysis and display of the data while data is being taken. The magnetometer will be an onboard system vice a towed magnetometer. Developed software must be compatible with platform architecture, i.
Examples of features the system should account for include, but are not limited to:. If the target is identified as a mobile submerged target, the following features should be identified:. If the target is determined to be a submarine, the following features should be identified:.
Work produced in Phase II may become classified. Note: The prospective contractor s must be U. The selected contractor must be able to acquire and maintain a secret level facility and Personnel Security Clearances. This will allow contractor personnel to perform on advanced phases of this project as set forth by DCSA and NAVAIR in order to gain access to classified information pertaining to the national defense of the United States and its allies; this will be an inherent requirement.
PHASE I: Demonstrate a conceptual design of real-time, open architecture software signal processing algorithms to achieve classification of underwater objects using commercial off-the-shelf magnetometer sensors onboard rotorcraft. PHASE II: Develop a candidate prototype for real-time magnetometer sensor and signal processing for classification of underwater objects using an open architecture software.
Perform algorithm testing and performance validation using simulated processed signals and actual data. Refine the software, integrate it with the proposed sensors and a commercial magnetometer in the laboratory or other location , and demonstrate the system classification performance.
Use of fictitious classification data is acceptable. Conduct a flight test to demonstrate the prototype magnetometer sensor and signal processing for classification of underwater objects against a target of opportunity surface ship if the target of opportunity is not available.
Deliver the classification of underwater objects prototype to the Government for use as a laboratory demonstration model. Work in Phase II may become classified. Please see note in Description paragraph. In addition, noise models tailored to the requested platform should be developed. Final testing will involve compilation of real data in the platform, processing of the data in the software, analysis of software results with those simulated with probability models created by software, and measurement of software effectiveness.
Development of a magnetic detection capability that can be implemented and, potentially, sold to different airborne platforms for the detection of unknown magnetic targets hidden underground or at sea. Possible industries include military, security, atmospheric, and surveillance. Technically, this implies designs with increased apertures, dimensionality, and numbers of elements.
However, the fundamental constraint of an A-size sonobuoy will remain in place for the foreseeable future. Traditional sonobuoys have evolved from single-line, multi-element arrays to more complex two-dimensional planar arrays e.
Rather than seeking an incremental path of increasing the efficiency of discrete element foldable structures, this SBIR topic seeks radical new solutions for achieving high-gain, three-dimensional, multi-element array structures capable of fitting within an 18 in.
Of interest, but not required, is the use of collapsible, water-inflatable structures or novel material methods to create a structural framework. The over-sampled volumetric array should increase array gain, increase flexibility in controlling sidelobes, and increase adaptivity across operating bands.
Efficiency in electrical connectivity if needed , power use, stability of the structure when deployed, sensitivity of the elements, and overall weight are important design factors to consider as well.
The performance objectives:. Since there is no physical aperture requirement, demonstrate the feasibility of the design relative to an existing A-size sonobuoy aperture and expected performance estimated from open sources.
Identify technological and reliability challenges of the design and propose viable risk mitigation strategies. Adapt the Phase I conceptual design to satisfy those requirements. Then design, fabricate, and deliver an array subsystem prototype capable of meeting the requirements. Test and fully characterize the system prototype. The development of this technology will have application to the oceanographic community and oil exploration industry. However, the software control of many modern radar systems enables dynamic waveform generation and scheduling that significantly expands the available signal use and processing domain.
Here we seek to take advantage of that flexibility to design a class of jam-resistant waveforms suitable for surface and air target detection, tracking, and imaging from an airborne radar system. The selection of a particular waveform would be determined by a cognitive, engine-based, radar resource manager and counter electronic attack system using knowledge gained from its perception-action, real-time feedback loop.
Among the candidate approaches to be considered are coded waveforms, chaotic waveforms, and noise waveforms. Other techniques optimizing the waveform for target, clutter, and jamming conditions should be considered. The cognitive control element in this approach should assess the efficacy of waveform choices and capture this information as part of a data record agent that leverages that information to support a jammer technique recognition and inference process.
This also should serve as the means of accumulating new knowledge for future model aggregation. The layers should leverage a common data structure to define and maintain a model of each unique jammer response as an evolving knowledge base, support relational assessment of them and their behaviors, support model extensions to accommodate new and anomalous signals, and support constrained collection and dissemination of this information. Work produced in Phase II may be classified.
The selected contractor must be able to acquire and maintain a secret level facility and Personnel Security Clearances, in order to perform on advanced phases of this project as set forth by DCSA and NAVAIR in order to gain access to classified information pertaining to the national defense of the United States and its allies; this will be an inherent requirement.
Assess performance impacts of use of these waveforms relative to traditional waveforms in both quiescent and jamming environments. Identify the critical cognitive control elements including the nature of efficacy metrics to be collected and models generated. Based on these results, select and further mature the most promising approaches. Significantly increase the fidelity of the cognitive control element by fully identifying end-to-end functions, and develop a prototype implementation.
It is probable that the work under this effort will be classified under Phase II see Description section for details. Civilian uses for both radar and communication system in the presence of unintentional and intentional jamming is possible with this technology. Those potential applications include law enforcement and emergency services communication systems as well as civil aviation communication and radar systems. The parts are primed and painted to provide protection from corrosion.
Removal of paint schemes or corrosion is often performed through mechanically abrasive processes such as sanding, grinding, or machining, which smear small amounts of material over fine cracks and corrosion, making them less detectable with the penetrant inspection method. Chemical etching is used throughout the NDI industry as a method to remove approximately 0.
The etching process typically requires multiple steps, which include precleaning the area, applying an etchant, applying a neutralizer, and applying a desmutting agent [Refs 1—3]. The etchant, neutralizer, and desmutting agents are typically acidic or alkaline and pose some safety hazards, as well as hazards to the aircraft when used in the field.
The low-viscosity chemicals similar to water are prone to spilling and migrating into crevices in the structures faying surfaces and fastener holes near the inspection zone.
This SBIR topic seeks to develop paste forms of viable etchant materials with viscosities similar to toothpaste 70, to , cP to reduce the hazards of using these chemicals during inspections of parts while they are still installed in the aircraft. Various chemicals are currently used for these tasks and may be suitable for viscosity tailoring. Alternate combinations of chemicals, or other nonchemical processes that can evenly remove 0. Etchant, neutralizer, and de-smut materials should have:.
Phase I should include laboratory measurements of the viscosities of the chemicals and tests to demonstrate etch rates.
Etch rates and uniformity of etching should be substantiated by laboratory testing and microscopy. If a nonchemical approach is proposed, Phase I tasking should focus on demonstrating the proper etch rates and uniformity requirements are achieved.
If the process poses safety hazards or other potential hazards to the aircraft, those hazards should be assessed and mitigated. Transition to applicable naval platforms and depots. Pre-penetrant etch is required before penetrant inspection processes when any mechanical working sanding, grinding, blasting, machining, etc. Penetrant inspections cannot be performed on painted parts, so mechanical paint stripping in-service parts requires etching before penetrant inspection can be performed.
Users of the penetrant NDT process could benefit from a safer etching process. Current CCD radar techniques require flying the same orbit path repeatedly in order to look for changes in the scene. While this is acceptable in a benign threat environment, this predictable flight profile will be lethal to the air vehicle in a high-threat environment. Achieving the alignment necessary between images especially for CCD is often difficult due to many factors beyond the control of the platform and sensor, including imaging geometry issues, air vehicle motion, errors in motion compensation, difficult clutter environments, clutter motion, and meteorological issues.
Even when good alignment is obtained, weaker stationary target signature may be overcome by the surrounding clutter or masked by false alarms, requiring more sophisticated alignment algorithms and change metrics to extract the relevant image change information.
Also, the steep depression angles required for urban imagery aggravate the effects of mismatched imaging geometry on change detection. These effects can be considerable, especially for CCD. Noncoherent change detection NCCD is often difficult in urban areas, for example, because large cultural object scatterers and their side lobes may be difficult to align especially when imaging geometries are different and may overwhelm weaker stationary target signatures.
High-frequency CCD is potentially capable of detecting extremely subtle terrain disturbances, but is even more sensitive to alignment issues, typically producing an overwhelming number of naturally occurring false alarms, even in relatively benign cases. Inability to perform change detection CD may result in missed opportunities for extraction of significant information. This SBIR topic seeks to develop and demonstrate techniques and transforms enabling CCD to be conducted with orbits that are randomized and nonrepeating.
These techniques and transforms will be applicable to any aerial vehicle that is conducting SAR CCD missions under degraded conditions and various deployment environments.
Developed algorithms, techniques, transforms, and a simulation tool to estimate the SAR performance producing high-resolution radar imagery of stationary objects being performed by various aerial vehicles performing randomized CCD radar orbits will be tested during one, or possibly two, Government Rapid Prototype Experimentation Demonstration RPED.
Develop and provide techniques and transforms to retrieve the common spatial spectral information in randomized and nonrepeating orbits SAR imagery for coherent and noncoherent change detection NCD. Develop and provide signal models for the effects of measured randomized and nonrepeating orbits SAR data calibration errors as related to radar electronics phase errors, and unknown motion errors.
Deliver an analytical study of the randomized and nonrepeating orbits SAR signal, and identify its information contents in the spatial and spectral domains. Validate and mature the mathematical modeling and processing trade-analysis using an Integrated Fly-out Simulation IFS testbed to exploit randomized and nonrepeating orbits SAR imagery. Demonstrate, with minimal additional data processing in the image formation process, in a relevant flight environment the developed signal processing techniques and transforms that exploit randomized and nonrepeating single-channel SAR data acquired at different time points for high-resolution imagery of stationary objects during a Government sponsored RPED.
Incorporate these techniques based on results from tests conducted during Phase II. Document lessons learned what worked, what did not, areas of improvement. The completion of this phase would result in a mature capability, which would undergo an appropriate operational demonstration, such as surveillance and reconnaissance. From a commercial application, homeland security and commercial applications include guidance and control for robotic systems used in hazardous environments, and materials handling applications involving cranes; and loading equipment, and industrial equipment used in assembly, welding, inspection, and other similar operations.
These algorithms could be used to support commercial ground mapping applications and current radar system performance for border patrol, drug traffic monitoring, perimeter surveillance, and air traffic control applications. The internal arrangement and layout of cable bundles in aircraft is a critical part of the design of new and existing platforms.
Rules of thumb for cable harness separation, shielding, and layout exist, but they often result in over-engineering the solution and are not always effective. NAVAIR analysts often need to provide rapid feedback regarding a design trade study or changes to a piece of avionics and its associated cables on an existing aircraft.
As aircraft designs mature and more information about the structure of the platform, avionics, and cable harnesses becomes available, analysts want to work in the same tool leveraging the investment made in the previous analyses, all the way through to the simulation of the full aircraft for certification purposes.
The design process needs to consider cross-talk between cables within a harness or between cables in different harnesses. It must also include coupling to and from antennas located on the aircraft. There must be consideration for the electromagnetic compatibility of systems connected to the power bus, which becomes complicated as the number of systems on the same bus increases.
All these interactions must be considered for cable harnesses in aircraft to understand the impact on the devices attached to the cables. Multifidelity analysis tools exist that predict electromagnetic interference EMI between RF systems where the dominant coupling path is from a transmitting antenna to a receiving antenna. Such tools are extremely powerful for NAVAIR analysts because the same software tool can be used for quick, as well as rigorous analyses, and the models developed for a platform can be maintained throughout the lifecycle of that platform.
However, a similar multifidelity solution for the cable harness analysis problem does not exist in a single software package. There are existing spreadsheet-based approaches for analyzing power buses. There are existing high-fidelity, full-wave solvers for analyzing the various modes of aircraft cable harness coupling. However, there are several limitations with existing approaches and tools. Spreadsheet-based solutions do not scale well with problem size, they are prone to errors, and make configuration control a challenge.
Hybrid solvers, that include full-wave simulations of structures with transmission line modeling of cable harnesses, work well when all the necessary details are available to the analyst and there is enough time to build up the complex models of the platform with all the details of the various cable harnesses. However, this level of detail is usually not available until the design of the aircraft is almost complete. Medium-fidelity cable harness simulation tools based on modified transmission line theory are available.
However, there is not a common platform to allow the medium-fidelity simulations to evolve as the design changes, and eventually incorporate the aircraft structure in a hybrid simulation. The compatibility problem must be set up for each environment individually, and they have, thus far, not been automated to consider multiple self-interference and external environments automatically.
PHASE I: Demonstrate solutions for low-, medium-, and high-fidelity approaches to the cable harness analysis problem considering both self-interference and external interference scenarios, such as those addressed in MIL-STD and Develop a detailed software architecture plan for Phase II implementation that includes a user-friendly graphical user interface GUI and configuration control that allows for sharing of projects between groups working on different problems for the same platform e.
PHASE II: Develop and demonstrate a robust, multifidelity software solution that allows NAVAIR analysts to consider very simple problems when there is limited information, all the way through full aircraft models with all the geometric, material, and cable harness details. Provide interfaces for reading common CAD formats. Demonstrate the accuracy, robustness, and speed of the tool. Develop a Phase III commercialization plan. The tool is suitable for electromagnetic compatibility evaluation of any civilian or military electronic system, including within the commercial aviation and automobile industries.
This confusion prevents a quick geolocation and effective auto target coordinates handoff to counter and eliminate hostile fire. Fast detector response times are required to detect fast moving objects at peak energy.
This SBIR topic seeks to improve upon the detection and geolocation capabilities of standard broadband optics sensors such as uncooled microbolometer heat detectors by distinguishing between a hostile fire signal and self-emitting blackbody radiation. To this end, a chip-scale multifunction MWIR metasurface optics hostile fire sensor system for hostile fire detection and geolocation is needed.
Demonstrate a thorough understanding of the computational targeting cue algorithms embedded with optics models that minimize calibration and computational processing of spectra needed to make the chip-scale multifunction MWIR metasurface optics hostile fire sensor system successful. As part of the effort, a sensor system design concept should be developed using available existing chip-scale optical components.
Additionally, it should be compatible and not interfere with other sensing systems such as acoustic, electro-optical and infrared sensors. The sensor system need not be imaging, but must provide at least angular direction to the origin of the hostile fire event.
Of course, probability of detection at tactically relevant ranges for small arms — m , such as common assault rifles and carbines, and medium arms 1—1. Other features, such as weapons identification, the ability to squelch alerts generated from friendly fire, and range to target, are desirable. Testing during later stages of development must include valuation of brass board system using live fire and controlled motion studies over a wide range of relevant background environments.
PHASE I: Demonstrate the feasibility of a complete chip-scale multifunction MWIR metasurface optics hostile fire sensor system design using only components which are commercial off-the-shelf COTS or those that could reasonably be designed and fabricated within the time and budget constraints.
The sensor design need not be optimized for SWAP-C at this stage, but it must show extensibility to small battery operated UAVs and self-guiding target munitions systems. A complete and thorough understanding of the algorithms necessary to make the sensor system successful must be demonstrated. Rigorous modeling should be performed to estimate sensor system performance, including at least probability of detection versus range, angular resolution and error, time to detect, geolocation, and any other features.
Sources of false alarms and potential mediation should be well thought out and incorporated into the design. All required sensors must be carried or installed small battery operated UAVs, but processing and power may be external at this stage, so long as a detailed design path is provided to show that it can all be integrated into the small battery operated UAVs and self-guiding target munitions full integration is preferred.
Probability of detection, angular resolution and error, and time to detect shall be measured through live-fire testing at close-to-moderate distance, at least 50— m. False alarm mitigation techniques should also be laboratory or field tested when possible. Perform data collection for the purposes of evaluating sensor and system performance at appropriate program intervals, to include live fire testing.
Cameras and sensors must be appropriately calibrated and characterized including sensor pose. Live fire testing shall occur at relevant system ranges and locations relative to system or sensor.
Algorithms must minimally include detection, tracking, spatiotemporal registration, motion stabilization. Algorithms shall be capable of running in real time in SWAP-C appropriate hardware as in a postprocessing mode e.
Determine the best integration path as a capability upgrade to existing or future systems, including firmware and interfaces required to meet sensor interoperability protocols for integration into candidate systems as identified by the Navy. From a military application, this system gives small battery operated UAVs and self-guiding target munitions the capability to provide accurate azimuth, elevation, and range information about hostile fire shot line as well as the geolocation of the hostile file origin to blue forces and if equipped encounter and eliminate hostile fire sources.
From the commercial application, this systems capability will be able to detect smoke and fire at speeds comparable to or faster than conventional detection systems. This makes them a good choice in settings like laboratories, chemical plants, refineries, and boiler rooms where it is critical to detect smallest temperature changes or hidden pockets of embers at an early stage.
This approach loses effectiveness as radars evolve from fixed analog systems to programmable digital variants with unknown behaviors and agile waveforms. Future radars will likely present an even greater challenge as they will be capable of sensing the environment and adapting transmissions and signal processing to maximize performance and mitigate interference effects.
Some MUM-T strategies to challenge radar networks may include using either jamming techniques, deception techniques, or a combination of the two, to assist in completing MUM-T mission objectives. A UAV may be tasked to engage a radar or radar network using noise jamming to mask its radar return or that of another vehicle. A characteristic of these MUM-T strategies is that they require the UAVs to follow time-critical, directionally dependent trajectories with tight constraints in order to be successful, from the start of the defensive task to the very end.
It is absolutely necessary that UAVs are able to control their own movements during defensive tasks, as well as navigate in a coordinated fashion enroute to the subsequent tasking. A valid configuration for a UAV is a position in the three-dimensional space environment, which is collision free. At any given trajectory, the algorithm generates a random node and, subsequently, inspects the trajectory path from the generated node to closest previously expanded node for collisions.
If collisions exist along the trajectory path, the generated node is discarded and a new random node is generated; otherwise, the generated node is added to the set of expanded nodes. The goal state is reached and ultimately a collision-free path from start to goal state in the three-dimensional environment.
UAVs participating in MUM-T missions will need to have local analysis and action capabilities, as well as the ability to speak with and update each other. The flexibility of distributing the sensors across several Group UAV platforms enables customized sensor suite solutions that both meet various mission needs and minimize cost.
Therefore, a MUM-T member will not have to pay for sensing capabilities that they do not want or require. Conduct necessary investigation and simulation on the design and performance of the components to demonstrate the feasibility and practicality of the proposed system design, minimizing user input.
Identify any technical challenges that may cause a performance parameter s not to be met, results of any modeling, safety issues, and estimated costs. The technology derived designs will then be modified as necessary to produce final prototypes.
Work with the Government team to test the algorithms against data collected from candidate sensors relevant to the Navy with Government furnished MUM-T air vehicles. The prototypes must be capable of demonstrating the performance goals stated in the Description above in a rapid prototype experiment demonstration RPED environment. Document the design specifications, performance characterization, and any recommendations for future development. Further, refine detailed design to address any unique requirements and to improve performance robustness and capability for manned-unmanned team operational scenarios.
Develop preproduction and production components and subsystems for integration into manned and unmanned air and ground vehicles. Further miniaturization and low-cost manufacturability of the capability may be required. Develop relevant environment test methods and evaluate the final designed system performance in field or at sea demonstrations. Military Application: Integration of the products and resulting capabilities with current and future manned and unmanned aircraft teams will enhance team survivability during electronic warfare engagements against layered defense systems.
Commercial Application: Potential low-cost development program for unmanned systems to autonomously, interoperate with other unmanned and manned systems in uncontrolled, unsupervised, underwater, ground, and airspace environments or operations safely, e. Develop innovative technologies to streamline adoption of condition-based and predictive maintenance techniques in Test Program Sets TPSs. This will allow for advanced automated analyses to better diagnose avionics systems, and even help predict failures, and provide preventative maintenance actions before the system actually fails.
These maintenance strategies require monitoring, managing, and predicting the condition of avionics systems to enable informed action by maintenance staff. Efficient diagnostics and repairs serve to avoid disruptions in flight operations due to equipment downtime. The primary impacts of the implementation of the proposed technology would be reduced cost of avionics maintenance and increased availability of aircraft platforms.
Characterizing the data collection capability of smart aircraft systems components with embedded computer systems to collect and interpret system data will facilitate this integration and application, but no standard format currently exists for the compilation of all available data.
Further technology development must enable the use of such a standardized data set to inform diagnostics and repair of avionics modules and components. Therefore, in order to address these shortfalls, the Navy is seeking innovative technologies and application development methodologies through this topic. The advanced technologies and techniques implementing the smart avionics systems environment should be based on open standards and support both legacy and new naval aviation weapon systems and Automatic Test Systems ATS.
In addition, through the use of open system standards that have been developed and are currently being developed, the resulting environment and tools should be more easily transported to the electronics maintenance environments of other Military Services.
PHASE I: Demonstrate the feasibility of developing innovative software technologies, methodologies, and tools for health, environment, and performance data sharing between weapon system UUTs and ATS systems to enable improvements in weapon system availability, and advance the application of smart systems capabilities and open standards.
Develop a plan for integrating the advanced technologies, tools, and methodologies required to achieve the stated objective. Work with Navy to produce, test, and demonstrate a new capability that satisfies the objectives of this topic.
Commercialize the resulting technology. There is significant potential for commercialization of the technology. For example, the technology can be applied in other Defense and commercial industries where failures in critical assets have a great economic or safety impact e. Similar to naval aviation, the health, environment, and performance data for the assets in these other areas are being integrated and are moving more toward CBM and PHM concepts.
Offerors must disclose any proposed use of foreign nationals FNs , their country ies of origin, the type of visa or work permit possessed, and the statement of work SOW tasks intended for accomplishment by the FN s in accordance with section Announcement. However, in most of these environments, particularly those in littoral regions, many other electromagnetic emissions are present from other sources, including commercial ships, land-based emitters, and even satellites.
This requirement is highly restrictive. Supporting analyses should include the presence of potential opportunistic emissions in littoral and blue water oceanic regions. Hypothetical coverage maps should be developed for operations in peace time, heightened tensions, and during conflicts.
The feasibility of coherent signal processing approaches of these opportunistic emissions should be considered. Examine integration concepts. Working with the Navy sponsor, assess software and possible firmware impacts to accommodate the candidate techniques. Scoring of Factors and Weighting Factors 1, 2, and 3 will be scored numerically with Factor 1 worth 50 percent and Factors 2 and 3 each worth 25 percent.
The sum of the scores for Factors 1, 2, and 3 will comprise the Technical Merit score. Factors 1 - 4 will be evaluated and used in the selection of proposals for negotiation.
Factor 5 will be evaluated and used in the selection for award. Proposals recommended for negotiations will be forwarded to the Program Management Office for analysis and presented to the Source Selection Official and Mission Directorate Representatives.
The Source Selection Official has the final authority for choosing the specific proposals for contract negotiation. The selection decisions will consider the recommendations as well as overall NASA priorities, program balance and available funding.
The Contracting Officer will advise the Source Selection Official on matters pertaining to cost reasonableness and responsibility.
The Source Selection Official has the final authority for selecting the specific proposals for award. All firms will receive a formal notification letter. A Contracting Officer will negotiate an appropriate contract to be signed by both parties before work begins. After Phase I selections for negotiation have been announced, all unsuccessful offerors will be notified. Debriefings will be automatically e-mailed to the designated Business Official within 60 days of the announcement of selection for negotiation.
Telephone requests for debriefings will not be accepted. Debriefings are not opportunities to reopen selection decisions. They are intended to acquaint the offeror with perceived strengths and weaknesses of the proposal in order to help offerors identify constructive future action by the offeror.
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